of ATM Implementation Reporting 25YEARS in

LSSIP 2018 - Local Single Sky ImPlementation Level 1 - Implementation Overview

Document Title LSSIP Year 2018 for Sweden

Infocentre Reference 19/02/05/40 Date of Edition 08/04/19 LSSIP Focal Point Bengt NILSSON - [email protected] LSSIP Contact Person Igor MARCETIC [email protected] EUROCONTROL / DECMA/ACS/PRM Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip

Reference Documents LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance http://www.eurocontrol.int/articles/lssip Material Master Plan Level 3 – http://www.eurocontrol.int/articles/european-atm-master-plan-level-3- Plan Edition 2018 implementation-plan Master Plan Level 3 – http://www.eurocontrol.int/articles/european-atm-master-plan-level-3- Report Year 2018 implementation-report European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and https://www.eurocontrol.int/sites/default/files/content/documents/official- abbreviations documents/guidance/Glossaries.pdf National AIP https://aro.lfv.se/ FAB Performance Plan https://www.transportstyrelsen.se/sv/luftfart/flygplatser-flygtrafiktjanst- och-luftrum/Flygtrafiktjanst/Prestationsplan/

LSSIP Year 2018 Sweden Released issue

APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2018 document and their signatures confirm the correctness of the reported information and reflect their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2018.

LSSIP Year 2018 Sweden Released issue

CONTENTS

1. National ATM Environment ...... 6 Geographical Scope ...... 6 National Stakeholders ...... 8 2. Traffic and Capacity ...... 16 Evolution of traffic in Sweden ...... 16 ACC Malmö ...... 17 ACC ...... 20 3. Master Plan Level 3 Implementation Report conclusions ...... 23 4. Implementation Projects ...... 24 National projects ...... 24 FAB projects ...... 27 Regional projects ...... 28 5. Cooperation activities ...... 30 FAB Co-ordination ...... 30 Regional cooperation ...... 31 6. Implementation Objectives Progress ...... 34 State View...... 34 Detailed Objectives Implementation progress ...... 40

Annexes Specialists involved in the ATM implementation reporting for Sweden National stakeholders’ organisation charts Implementation Objectives’ links with SESAR, ICAO and DP Glossary of abbreviations

LSSIP Year 2018 Sweden Released issue

Executive Summary

National ATM Context

The main National Stakeholders involved in ATM in Sweden are: The Swedish Transport Agency, LFV, ACR, , Swedish Armed Forces and The Swedish Accident Investigation Authority. Enhanced cooperation between DK-SE FAB and NEFAB has been established in intra FAB arrangements at all levels. DECEMBER 2015 NEFRA FRA was implemented in NEFAB and DK-SE FAB covering the airspace of the two FAB´s above FL285. In April 2017 a seamless FRA was implemented between the two FAB´s. The Swedish Armed Forces is an authority governed by the Swedish Parliament and the Swedish Government and is headed by the Supreme Commander. Military authorities are responsible for the certification of military aircraft and equipment, but have no other ATM regulatory power or ATM provisions responsibilities. The civil air navigation service provides service for military air traffic – hence there is no military service provider in Sweden and the ATC-system for ACC and TWR/APP is integrated civil and military. Co-ordination between civil Air Navigation Service Providers and Military authorities are ensured through LoAs.

Traffic and Capacity

Traffic in Sweden increased by 3.1% during Summer 2018 (May to October inclusive), when compared to Summer 2017. The EUROCONTROL Seven-Year Forecast predicts an average annual growth between 0.0% and 2.9% during the 2018-2022 period, with a baseline growth of 1.6%. Stockholm and Malmö ACC will have sufficient capacity to cope with the expected traffic growth during the planning period. Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre-SESAR 2010 2019 Implementation 86%

PCP 2015 2023 Implementation 31%

LSSIP Year 2018 Sweden 1 Released issue

Progress per SESAR Key Feature and Phase

The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.

Advanced Air Enabling Aviation Optimised ATM Traffic Services High Performing Infrastructure

Network Services Airport Operations

95% 80% 86% 74% 71% 8% 20%

10%

PCP PCP PCP PCP

SESAR SESAR SESAR SESAR

- - - -

Pre Pre Pre Pre

ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.

2010 2018 Block 0 89%

2015 2022 Block 1 51%

LSSIP Year 2018 Sweden 2 Released issue

ATM Deployment Outlook

● State objectives

- FMTP Deployed in 2017-2018: [ITY-FMTP] 100% progress - excursions [SAF11] 100% progress - Collaborative Flight Planning [FCM03] 98% progress

By 12/2019 By 12/2020 By 12/2021 2022+

- Surveillance Performance - eTOD - Aeronautical Information - RNP 1 for TMA & Interoperability [INF07] 78% progress [ITY-ADQ] 76% progress Operations [ITY-SPI] 87% progress - Voice over IP - Traffic Complexity [NAV03.2] 30% progress - Coordination and [COM11] 63% progress [FCM06] 0% progress - SWIM Yellow TI Profile transfer - Aircraft Identification [INF08.1] 1% progress [ATC17] 85% progress [ITY-ACID] 55% progress - 8,33 kHz below FL195 - NewPENS [ITY-AGVCS2] 80% progress [COM12] 38% progress - ASM Tools [AOM19.1] 70% progress - Ground-Based Safety Nets [ATC02.8] 62% progress - AMAN to further en- route [ATC15.2] 26% progress

● Airport objectives - ESSA - Stockholm Arlanda Airport

- Airport CDM Deployed in 2017-2018: [AOP05] 100% progress - CCOs [ENV03] 100% progress

By 12/2019 By 12/2020 By 12/2021 2022+

- A-SMGCS RMCA (former - Airport Safety Nets - Initial Airport Operations Level 2) [AOP12] 25% progress Plan [AOP04.2] 40% progress [AOP11] 0% progress

LSSIP Year 2018 Sweden 3 Released issue

● Airport objectives - ESNN - SUNDSVALL-HARNOSAND

- Remote Tower Deployed in 2017-2018: [AOP14] 100% progress - CCOs [ENV03] 100% progress

● Airport objectives - ESNO - ORNSKOLDSVIK

- CCOs Deployed in 2017-2018: [ENV03] 100% progress

LSSIP Year 2018 Sweden 4 Released issue

Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2018, together with plans for the next years.

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;

Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions;

Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document;

Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;

Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2018. In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.

LSSIP Year 2018 Sweden 5 Released issue

1. National ATM Environment Geographical Scope International Membership

Sweden is a Member of the following international organisations in the field of ATM:

Organisation Since ECAC  1955 EUROCONTROL  1995 European Union  1995 EASA  2002 ICAO  1946 NATO N NO ITU  1866

Geographical description of the FIR(s)

The geographical scope of this document addresses Sweden FIR. Sweden FIR is surrounded by FIR(s) of 9 States, namely FIR/UIR, Kobenhavn FIR/UIR (), Rhein UIR (Germany), Warszawa FIR/UIR (Poland), Kaliningrad FIR/UIR (Russia – non-ECAC), Vilnius FIR/UIR (Lithuania), Riga FIR/UIR (Latvia), Tallinn FIR/UIR (Estonia) and Finland FIR/UIR. The Division Flight Level (DFL) is not applied in Sweden.

LSSIP Year 2018 Sweden 6 Released issue Airspace Classification and Organisation

The classification of the airspace in Sweden is shown in the following picture:

Lower limit of SUECIA CTA is FL 125 in NW part of Sweden FIR over mountainous terrain (upland area).

ATC Units

The ATC units in the Swedish airspace, which are of concern to this LSSIP are the following:

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Malmö 12 1 Sweden FIR En-route call sign are the same for both Stockholm 11 3 Sweden FIR Malmö and Stockholm – “Sweden Control”.

There are two Areas of Responsibility (AoR) in Sweden FIR served by Malmö ACC and Stockholm ACC.

In Stockholm TMA the three sectors are served by one or two additional op. positions (ARR/DEP/DIR) in order to handle the traffic in an efficient and safe manner. There is also one coordinator position to support the controllers in the TMA sectors.

In general, Controlled Airspace in Sweden comprises all airspace between FL 95 and FL 660, including the airspace within TMAs and CTRs. The exception is the NW part of Sweden FIR over mountainous terrain (upland area) where the CTA lower limit is FL125.

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National Stakeholders

The main National Stakeholders involved in ATM in Sweden are the following: - Transportstyrelsen - the Swedish Transport Agency; - Luftfartsverket (LFV) – the main Swedish ATS Service Provider; - Aviation Capacity Resources AB (ACR) – ATS Service Provider; - Swedavia – Swedish airport company; - The military authorities (Swedish Armed Forces); - The Swedish Accident Investigation Authority (SHK). Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.

LSSIP Year 2018 Sweden 8 Released issue Civil Regulator(s)

General Information

Civil Aviation in Sweden is the responsibility of the Ministry of Enterprise and Innovation. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The Swedish Transport Agency is further detailed in the following sections.

Activity in ATM: Organisation responsible Legal Basis Rule-making The Swedish Transport Luftfartslagen (2010:500) - Civil Aviation Act Agency Safety Oversight The Swedish Transport Commission Regulation (EU) No 1034/2011 Agency Enforcement actions in case The Swedish Transport Luftfartslagen (2010:500) - Civil Aviation Act of non-compliance with Agency Luftfartsförordningen ( 2010:770) - Civil Aviation safety regulatory Ordinance requirements Brottsbalken (1962:700) - Penal code Airspace The Swedish Transport Luftfartslagen (2010:500) - Civil Aviation Act Agency Luftfartsförordningen (2010:770) - Civil Aviation Ordinance Economic The Swedish Transport Commission Regulation (EU) No 391/2013 Agency Environment The Swedish Transport Luftfartslagen (2010:500) - Civil Aviation Act Agency Luftfartsförordningen (2010:770) - Civil Aviation Ordinance Security The Swedish Transport Luftfartslagen (2010:500) - Civil Aviation Act Agency and the National Luftfartsförordningen (2010:770) - Civil Aviation Police Board Ordinance Lag om luftfartsskydd (2004:1100) - Civil Aviation Security Act Accident investigation Swedish Accident Regulation (EU) No 996/2010 of the European Investigation Authority Parliament and of the Council (SHK) Accident Investigation Act (1990:712) Accident Investigation Ordinance (1990:717) Ordinance providing Instructions for Swedish Accident Investigation Authority (2007:860) Swedish Transport Agency Accidents and incidents not covered by EU No. 996/2010 may be investigated by the Swedish Transport Agency.

Civil Aviation Authority – Danish Transport, Construction and Housing Authority

The Swedish Transport Agency is a government agency operating under the Ministry of Enterprise and Innovation. The core activities within Swedish Transport Agency are: Railway, Civil Aviation, Maritime, Traffic Registry and Road Traffic. The agency is institutionally separated from the ANSPs.

LSSIP Year 2018 Sweden 9 Released issue The current organisation chart is given in Annexes. Swedish Transport Agency website: www.transportstyrelsen.se

Annual Report published: Y Transportstyrelsen Årsredovisning 2017 https://www.transportstyrelsen.se/globalassets/global/om_oss/finansiering/arsre dovisning/ar-2017-transportstyrelsen.pdf

The address of the Danish Transport, Construction and Housing Authority website is: www.trafikstyrelsen.dk

ANSP(s)

LFV

Name of the ANSP: LFV Governance: State enterprise Ownership: 100% State-owned Services provided Y/N Comment ATC en-route Y LFV is the only provider of ATC en-route in Sweden for both civil and military users. ATC approach Y ATC Aerodrome(s) Y AIS Y CNS Y MET Y Partly (MET OBS and MET briefing). ATCO training Y Certified (not for Initial training) Others Additional information: Provision of services in N other State(s): Annual Report published: Y LFV Annual Report 2017 http://www.e-magin.se/paper/kbfzdkgb/paper/1#/paper/kbfzdkgb/18

LFV’s organisation chart is given in Annexes. LFV website: www.lfv.se

LSSIP Year 2018 Sweden 10 Released issue

ACR

Name of the ANSP: Aviation Capacity Resources AB (ACR) Governance: Private company Ownership: Private owned Services provided Y/N Comment ATC en-route N ATC approach Y ATC Aerodrome(s) Y AIS N CNS N MET Y MET OBS at aerodromes ATCO training Y Certified (not for Initial training) Others N Additional information: Provision of services in N other State(s): Annual Report published: Y ACR Annual Report 2018 available through http://www.bolagsverket.se/en/us/about/e-services/foretagsfakta

ACR’s organisation chart is given in Annexes. ACR website: www.acr-sweden.se

ATC systems in use

Main ANSP part of any technology alliance1 Y COOPANS

FDPS Specify the manufacturer of the ATC system currently in use: Thales Upgrade2 of the ATC system is performed or planned? Upgrades are deployed twice a year as part of COOPANS development and deployment concept. Replacement of the ATC system by the new one is planned? No Plan ATC Unit

SDPS Specify the manufacturer of the ATC system currently in use: Thales Upgrade of the ATC system is performed or planned? Upgrades are deployed twice a year as part of COOPANS development and deployment concept. Replacement of the ATC system by the new one is planned? No Plan ATC Unit

1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))

LSSIP Year 2018 Sweden 11 Released issue

Airports

General information

There are 46 instrument airports in Sweden, of which 10 airports are operated by Swedavia. The other airports are in general owned and operated by the municipality where they are located (e.g. Norrköping and Kalmar Airports). Two military aerodromes are also used for regular civil traffic. Generally Swedish airports own the main part of the ATM related equipment and the ATS Provider is the contractor for the service.

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives There are four airports covered in this LSSIP: Stockholm Arlanda Airport, Göteborg Landvetter Airport, Malmö Airport and Umeå Airport.

The EUROCONTROL Public Airport Corner also provides information for the following airport(s):

Stockholm Arlanda: https://ext.eurocontrol.int/airport_corner_public/ESSA

Military Authorithies

The Military Authorities in Sweden (Swedish Armed Forces) is an authority governed by the Swedish Parliament and the Swedish Government and is headed by the Supreme Commander. The leadership is located at the Armed Forces Headquarters in Stockholm. The Military Authorities play, during peacetime, a limited role in managing the airspace. The civil air navigation service provides service for military air traffic – hence there is no military service provider in Sweden. The legal basis for these provisions is the Swedish Civil Aviation Act (SFS 2010:500). Co-ordination between civil air navigation service providers and the military authorities is ensured through Letters of Agreements (LoAs). Besides the LoA there is an agreement between Swedish Armed Forces and Swedish Transport Agency concerning military demands for ATC. Military authorities are responsible for the certification of military aircraft and equipment, but have no other ATM regulatory power or ATM provision responsibilities. This is reflected in the tables below, as well as in the LSSIP Database, in which only SLoAs for Military that address the limited regulatory power and the airspace user role are kept. The Swedish Armed Forces website: www.forsvarsmakten.se

LSSIP Year 2018 Sweden 12 Released issue

Regulatory role

Regulatory framework and rule-making

OAT GAT OAT and provision of service for OAT governed by N/A Provision of service for GAT by the Military governed N/A national legal provisions? by national legal provisions? Level of such legal provision: N/A Level of such legal provision: N/A Authority signing such legal provision: N/A Authority signing such legal provision: N/A These provisions cover: These provisions cover: Rules of the Air for OAT Organisation of military ATS for OAT Organisation of military ATS for GAT OAT/GAT Co-ordination OAT/GAT Co-ordination ATCO Training ATCO Training ATCO Licensing ATCO Licensing ANSP Certification ANSP Certification ANSP Supervision ANSP Supervision Aircrew Training ESARR applicability Aircrew Licensing Additional Information: see explanation under the Additional Information: See OAT comment 'Military Authorities' heading Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: National AIP N National AIP N National Military AIP N National Military AIP N EUROCONTROL eAIP N EUROCONTROL eAIP N Other: N Other: N

Oversight

OAT GAT National oversight body for OAT: N/A NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A Additional information: No OAT services provided by the Additional information: No GAT services provided by the military. military.

LSSIP Year 2018 Sweden 13 Released issue Service Provision role

OAT GAT Services Provided: Services Provided: En-Route N Provided by LFV En-Route N Approach/TMA N Provided by LFV/ACR Approach/TMA N Airfield/TWR/GND N Provided by LFV/ACR Airfield/TWR/GND N AIS N Provided by LFV AIS N MET Y Provided by Swedish Armed MET N Forces SAR Y Provided by Swedish Maritime SAR N Administration TSA/TRA monitoring Y Provided by Swedish Armed FIS N Forces. Other: Provided by LFV Other: N Additional Information: Additional Information: LFV and ACR are the ATS service providers, LFV also provides AIS See OAT comment service.

Military ANSP providing GAT N/A If YES, since: - Duration of the - services SES certified? Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in - accordance with SES regulations? Additional Information: See above

User role

IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT  fly?

If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing  Within specific corridors only Within the regular (GAT) national route network  Under radar control  Within a special OAT route system  Under radar advisory service 

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges  Exemption from flow and capacity (ATFCM) measures  Provision of ATC in UHF CNS exemptions: RVSM  8.33  Mode S  ACAS  Others: These measures are applicable only for flying in Swedish airspace

LSSIP Year 2018 Sweden 14 Released issue Flexible Use of Airspace (FUA)

Military applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y

FUA Level 2 implemented: Y

FUA Level 3 implemented: Y

LSSIP Year 2018 Sweden 15 Released issue 2. Traffic and Capacity

Evolution of traffic in Sweden

Sweden - Annual IFR Movements 1.200.000 Sweden - Distribution (Ref. year 2017)

1.000.000

Overflights 46% 800.000

Domestic flights 18% 600.000 Internationa IFRflights IFR movements - Actuals l Dep/Arr 400.000 35% IFR movements - Baseline forecast

IFR movements - High forecast 200.000 IFR movements - Low forecast A = Actual F = Forecast 0 2014 A 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

EUROCONTROL Seven-Year Forecast (September 2018) IFR flights yearly growth 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F H 2.9% 3.5% 3.3% 2.7% 2.7% 2.5% 2.2% Sweden B 1.6% 2.2% 5.4% 2.7% 2.6% 1.7% 1.5% 1.5% 1.5% 1.4% L 2.6% 1.5% 0.2% 0.2% 0.6% 0.2% 0.4% ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%

2018 Traffic in Sweden increased by 3.1% during Summer 2018 (May to October inclusive), when compared to Summer 2017.

2019-2024

The EUROCONTROL Seven-Year Forecast predicts an average annual growth between 0.5% and 2.8% during the 5 year planning cycle, with a baseline growth of 1.7%.

LSSIP Year 2018 Sweden 16 Released issue ACC Malmö

Traffic and en-route ATFM delays 2014-2024

ESMMACC - Traffic and en-route ATFM delays

2500 1.0

0.9

2000 0.8

0.7

1500 0.6

0.5

IFR flights (DailyAverage) IFRflights 1000 0.4 Enroute Delay (minutes perflight) Delay(minutes Enroute

0.3

500 0.2

0.1

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 1729 1742 1758 1890 1934 Summer Traffic 1505 1517 1539 1637 1724 Yearly Traffic 1386 1401 1425 1503 1587 Summer Traffic Forecast 1772 1802 1838 1878 1911 1936 High Traffic Forecast - Summer 1787 1850 1914 1971 2027 2075 Low Traffic Forecast - Summer 1751 1755 1766 1780 1789 1795 Summer enroute delay (all causes) 0.01 0.00 0.07 0.00 0.06 Yearly enroute delay (all causes) 0.01 0.00 0.04 0.01 0.03

Performance summer 2018

En-route Delay (min/flight) - Summer Traffic Evolution 2018 Capacity Baseline Capacity gap Ref value Actual +5.3 % 135 (+4%) 0.09 0.06 No The average en-route delay per flight increased from zero minutes per flight in Summer 2017 to 0.06 minutes per flight in Summer 2018. 57% of the delays were due to Weather, 21% due to ATC Capacity, 20% due to ATC Staffing and 2% due to Airspace Management. Capacity Plan +1% Achieved Comments Cross Border FRA with Karlsruhe No Expected to be implemented in April 2019 Optimizing the use of FRA when military areas are active Yes Improved ATFCM, working with occupancy counts Yes Continuous improvements on the ATS route network and FRA Yes sectorisation Re-design of sector 4 Yes Maintain appropriate level of staffing to open up to 12 sectors No 11 sectors were sufficient during the summer 2018. Sector configurations adapted to traffic demand Yes Minor updates of COOPANS Yes Maximum configuration: 12 (2 sector groups) Yes 7 (Y) + 4 (R) sufficient to meet traffic demand. Summer 2018 performance assessment The ACC capacity baseline was estimated with ACCESS to be at 135, 4% higher than in Summer 2017. During the measured period, the average peak 1 hour demand was 133 and the average peak 3 hour demand was 125.

LSSIP Year 2018 Sweden 17 Released issue

Planning Period 2019-2024

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.

En-route ATFM delay breakdown En-route ATFM delay breakdown NETWORK PRB proposal RP2 Reference Values RP3 Reference Values

2019 2020 2021 2022 2023 2024 Annual 0.5 0.8 0.7 0.6 0.5 0.5

Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 141 4% 148 5% 149 1% 154 3% 158 3% 163 3% Ref. 139 3% 143 3% 144 1% 147 2% 148 1% 151 2% ESMM 135 L 138 2% 139 1% 140 1% 141 1% 141 0% 141 0% Open 140 4% 143 2% 147 3% 148 1% 150 1% 152 1% C/R 139 3% 142 2% 144 1% 147 2% 149 1% 153 3%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace

Optimising the use of FRA when military areas are active Airspace Management

Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management Improved ATFCM, working with occupancy counts Continuous improvements on the ATS route network and FRA sectorisation

Airspace DFL from 355 to

365 Procedures Maintain appropriate level of staffing to open up to 11 sectors Staffing

Minor updates of COOPANS Technical

Sector configurations adapted to traffic demand Capacity

Significant Events 11 (2 sector 11 (2 sector 11 (2 sector 11 (2 sector 11 (2 sector Max sectors 11 (2 sector groups) groups) groups) groups) groups) groups) Planned Annual Capacity Increase 1% 1% 1% 1% 1% 1%

Reference Profile Annual % Increase 3% 3% 1% 2% 1% 2%

LSSIP Year 2018 Sweden 18 Released issue Difference Capacity Plan v. Reference Profile -2.2% -4.2% -4.2% -5.4% -5.4% -6.6%

Annual Reference Value (min) 0.06 0.09 0.08 0.07 0.07 0.07

Summer reference value (min) 0.09 0.12 0.08 0.07 0.07 0.07

Additional information Staffing plan downscaled to 11 sectors for 2019 and beyond. 2020-2024: Indicative RP3 Reference Values

Sectors available - Summer 2019 - WD Sectors available - Summer 2019 - WE 12 12

10 10

8 8

6 6

4 4

2 2

0 0

02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 A maximum of 10 sectors are planned to be regularly operated during summer 2019, though up to 11 sectors can be opened if required.

ESMMACC - Reference capacity profile and alternative scenarios 180

160

140

120

100 Capacity Capacity profile (movementshour) per

80

60 2017 2018 2019 2020 2021 2022 2023 2024 2019 Reference Capacity Profile 139 143 144 147 148 151 2020-2024 Indicative Reference Capacity Profile Capacity Profile - Current Routes 139 142 144 147 149 153 Capacity Profile - High 141 148 149 154 158 163 Capacity Profile - Low 138 139 140 141 141 141 Capacity Baseline 130 135 2019 - 2024 Plan 136 137 138 139 140 141 Capacity Profile - Shortest Routes (Open) 140 143 147 148 150 152

2019-2024 Planning Period Outlook Malmo may encounter staffing issues during weekends in summer 2019 if traffic remains at the level of 2018 or increases. The previous plan to maintain staffing levels to sustain maximum configuration of 12 sectors has been downscaled to 11 sectors, which limited capacity increases to 1% yearly until 2024. This will create a significant capacity gap, bringing attention to Malmo ACC for 2019 and the future.

LSSIP Year 2018 Sweden 19 Released issue

ACC Stockholm

Traffic and en-route ATFM delays 2014-2024

ESOSACC - Traffic and en-route ATFM delays

1600 1.0

0.9 1400 0.8 1200 0.7 1000 0.6

800 0.5

IFR flights (DailyAverage) IFRflights 0.4 600 perflight) Delay(minutes Enroute 0.3 400 0.2 200 0.1

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 1426 1422 1436 1520 1462 Summer Traffic 1119 1124 1140 1226 1203 Yearly Traffic 1078 1077 1104 1175 1172 Summer Traffic Forecast 1213 1224 1243 1259 1273 1281 High Traffic Forecast - Summer 1220 1247 1271 1295 1318 1339 Low Traffic Forecast - Summer 1203 1198 1200 1206 1206 1204 Summer enroute delay (all causes) 0.09 0.02 0.12 0.05 0.07 Yearly enroute delay (all causes) 0.05 0.03 0.07 0.03 0.04

Performance summer 2018 En-route Delay (min/flight) - Summer Traffic Evolution 2018 Capacity Baseline Capacity gap Ref value Actual -1.8 % 112 (0%) 0.03 0.07 No The average en-route delay per flight increased from 0.05 minutes per flight in Summer 2017 to 0.07 minutes per flight in Summer 2018. 55% of the delays were due to ATC Equipment, 29% for the reason Weather, 14% for Airspace management and 2% for the reason ATC capacity. Capacity Plan +1 % Achieved Comments Possible alignment with FRA within NEFAB Yes Optimizing the use of FRA when military areas are active Yes Improved ATFCM, working with occupancy counts Yes Continuous improvements on the ATS route network and FRA Yes sectorisation Maintain appropriate level of staffing to open up to 11 sectors Yes Sector configurations adapted to traffic demand Yes Minor updates of COOPANS Yes 8 sectors (4(N) + 4 (S), sufficient to meet traffic Maximum configuration: 6 (N) + 5 (S) No demand. Summer 2018 performance assessment The ACC capacity baseline was estimated to be at the same level as in Summer 2017. During the measured period, the average peak 1 hour demand was 100 and the average peak 3 hour demand was 96.

LSSIP Year 2018 Sweden 20 Released issue Planning Period 2019-2024

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles. Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.

En-route ATFM delay breakdown En-route ATFM delay breakdown NETWORK PRB proposal RP2 Reference Values RP3 Reference Values

2019 2020 2021 2022 2023 2024 Annual 0.5 0.8 0.7 0.6 0.5 0.5

Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 112 0% 112 0% 112 0% 112 0% 112 0% 112 0% Ref. 112 0% 112 0% 112 0% 112 0% 112 0% 112 0% ESOS 112 L 112 0% 112 0% 112 0% 112 0% 112 0% 112 0% Open 112 0% 112 0% 112 0% 112 0% 112 0% 112 0% C/R 112 0% 112 0% 112 0% 112 0% 112 0% 112 0%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace

Airspace Management Optimizing the use of FRA when military areas are active

Advanced FUA

Airport & TMA Network Integration Improved ATFCM, working with occupancy counts Cooperative Traffic Management

Airspace Continuous improvements on the ATS route network and FRA sectorisation

Procedures Maintain appropriate level of staffing to open up to 10 sectors Staffing

Minor updates of COOPANS Technical

Sector configurations adapted to traffic demand Capacity

Significant Events

Max sectors 5 (N) + 5 (S) 5 (N) + 5 (S) 5 (N) + 5 (S) 5 (N) + 5 (S) 5 (N) + 5 (S) 5 (N) + 5 (S)

Planned Annual Capacity Increase 1% 1% 1% 1% 1% 1%

Reference Profile Annual % Increase 0% 0% 0% 0% 0% 0%

LSSIP Year 2018 Sweden 21 Released issue Difference Capacity Plan v. Reference Profile 0.9% 1.8% 2.7% 3.6% 4.5% 5.4%

Annual Reference Value (min) 0.07 0.07 0.06 0.06 0.06 0.06

Summer reference Value (min) 0.03 0.06 0.03 0.06 0.06 0.06 A number of ATCOs may decrease in Stockholm ACC prior to the summer 2019, which may affect sector Additional information configurations for the next summer.

2020-2024: Indicative RP3 Reference Values

Sectors available - Summer 2019 - WD Sectors available - Summer 2019 - WE 10 10 9 9 8 8 7 7 6 6 5 5 4 4 3 3 2 2 1 1

0 0

02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00 02:00 04:00 06:00 08:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 00:00

Based on the expected traffic evolution in summer 2019, a maximum of 8 sectors should be sufficient to handle traffic demand. However, as stated in the above plan, up to 9 sectors can be opened if required.

ESOSACC - Reference capacity profile and alternative scenarios 120

115

110

105

100

95

90 Capacity Capacity profile (movementshour) per

85

80 2017 2018 2019 2020 2021 2022 2023 2024 2019 Reference Capacity Profile 112 112 112 112 112 112 2020-2024 Indicative Reference Capacity Profile Capacity Profile - Current Routes 112 112 112 112 112 112 Capacity Profile - High 112 112 112 112 112 112 Capacity Profile - Low 112 112 112 112 112 112 Capacity Baseline 112 112 2019 - 2024 Plan 113 114 115 116 117 118 Capacity Profile - Shortest Routes (Open) 112 112 112 112 112 112

2019-2024 Planning Period Outlook Despite the possible decrease of number of ATCOs, with the currently planned measures, Stockholm ACC’s performance is expected to yield positive network contribution across the planning period.

LSSIP Year 2018 Sweden 22 Released issue 3. Master Plan Level 3 Implementation Report conclusions

Conclusion Applicable to AS THE ASM TOOLS AIMING FOR A FULL ROLLING ASM/ATFCM PROCESS ARE ON THE All States with CRITICAL PATH FOR THE TRANSITION TOWARDS TRAJECTORY-BASED OPERATIONS, ALL delays in CONCERNED STAKEHOLDERS SHOULD ACTIVATE AND/OR INVIGORATE THEIR implementation IMPLEMENTATION PLANS SO AS TO ENSURE THAT THE DEADLINES FOR IMPLEMENTATION of AOM19.1, WILL BE MET AS APPROPRIATE. AOM19.2 and (page 14 of the Report) AOM19.3

State’s action planned for this conclusion:

Description of the planned action:

No information provided

Conclusion Applicable to All Airports with delays in DELAYS IN IMPLEMENTATION OF A-SMGCS SURVEILLANCE CAN POTENTIALLY IMPACT THE implementation TIMELY IMPLEMENTATION OF OTHER SUBSEQUENT A-SMGCS FUNCTIONALITIES. of AOP04.1 and (page 26 of the Report, same as in 2017 LSSIP) AOP04.2 and in particular the PCP airports

State’s action planned for this conclusion:

Description of the planned action:

No information provided

LSSIP Year 2018 Sweden 23 Released issue 4. Implementation Projects

The table below presents the high-level information about the main projects currently ongoing in Sweden. The details of each project are available in Chapter 2 of the Level 2 - Detailed Implementation Status document.

National projects

LFV

Name of project Schedule: Status: Links

ADQ 2012-2020 The project started in 2012 with the initial L3: ITY-ADQ planning phase. During 2013-2015:

- ADQ awareness campaigns has been performed - AIS internal processes and routines have been adapted to meet the ADQ requirements - minor system modifications have been implemented - Service Level Agreements (SLAs) with data originators (such as airports and other parties according to chapter 2.2 in the ADQ Implementing Rule) have been signed by a majority of the stakeholders.

In 2015 a procurement for an ADQ compliant AIM production system was initiated. The procurement process continued during 2016. Tender evaluation late 2016 and early 2017. Implementation late 2017-2020. Operational late 2020. Implementation 01/01/2016 Ongoing. Upgrade of VCS and Backup VCCS in L3: COM11 of VoIP - progress. Network updates also in progress DP: Project (2015_320_AF3) 31/12/2020 2015_320_AF 3; Family 3.1.4 Implementing 01/01/2016 On-going. Network services for 2nd WAN DP: Project redundant WAN - implemented. Implementation Network 2015_098_AF (2015_098_AF5) 31/12/2020 services for 3rd WAN partly installed and 5; Family commissioned (75%). 5.2.1 Lower Airspace 01/02/2015 Closed L3: ATC15.2, optimization - NAV03.1 (104AF1) 20/12/2017 DP: Project 104AF1; Family 1.1.2 MUS 2015-2020 Procurement done. L3: ITY-SPI

LSSIP Year 2018 Sweden 24 Released issue More efficient 01/10/2015 The compliance with technical function for DP: Project Flight Planning - SWIM Yellow Profile is in place, and the LFV 2015_118_AF (2015_118_AF5) 30/09/2019 architecture and design for how to address 5; Family SWIM yellow profile services are in place. This 5.5.1 foundation is also accepted by COOPANS to be de facto standard architecture for the partners in SWIM implementation. We have taken on an approach that continues improvements and validations. Our next step is to improve API Management with a new product to make it possible for more streamlined maintenance and e.g. out of the box functionality in cyber security aspects. We are also monitoring the outcome of the SWIM Governance and PKI infrastructure closely that is not finalized by Eurocrontrol initiated projects.

The support on a technical level is defined and implemented for the new ADQ system and the project has implemented intended integrations. The support will also be a step by step improvement and focus are now on quality/safety aspects of the organisation, routines and documentations mostly related to SWAL fulfilment. Two briefing pilots are going to be finalized in early 2019 for a validation period. LFV Dronechart will get data extracted from daily use plan and NOTAMS. LFV defined MIL NOTAM class 1 will be published in a map for briefing possibility based on a map for the Swedish Ari force pilots. The project is to be closed during 2019 and have good faith in closing with fulfilment of all milestones and deliveries defined. SUPS 2012-2018 Completed. L3: ITY-SPI VHF 2018 Completed. L3: ITY- AGVCS2

LSSIP Year 2018 Sweden 25 Released issue Swedavia

Name of project Schedule: Status: Links

A-CDM Optimization 01/01/2015 Completed L3: AOP05 31/12/2016 DP: Project 136AF2; Family 2.1.3 A-SMGCS Level 2 01/01/2017 Ongoing L3: AOP04.2 implementation 31/12/2019 DP: Project 2015_291_AF2; Family (2015_291_AF2) 2.2.1 ADQ implementation 01/03/2016 - - L3: ITY-ADQ Stockholm Arlanda 31/12/2020 DP: Project 2015_288_AF5; Family (2015_288_AF5) 5.3.1 DMAN Stockholm 01/04/2016 - - L3: AOP13 Arlanda Airport 30/06/2019 DP: Project 2015_292_AF2; Family (2015_292_AF2) 2.1.4 Enhancement of Airport 01/08/2015 - - L3: AOP12 Safety Nets at 31/12/2019 DP: Project 137AF2a; Family 2.2.1 Stockholm Arlanda Airport Implementation of OTP 01/03/2016 - - DP: Project 2015_294_AF2; Family (2015_294_AF2) 31/12/2018 2.1.3 Initial AOP 01/10/2016 - - L3: AOP11 (2015_290_AF2) 31/12/2021 DP: Project 2015_290_AF2; Family 2.1.4

LSSIP Year 2018 Sweden 26 Released issue FAB projects

Name of project Organisation(s): Schedule: Status: Links

DK-SE FAB Aeronautical LFV (SE), Naviair (DK) 01/03/2016 - On-going L3: ITY-ADQ Data Quality (ADQ) 06/11/2020 DP: Project (2015_099_AF5) 2015_099_AF5; Family 5.3.1

Joint Programme Office LFV (SE), Naviair (DK) 01/03/2016 - Ongoing. - (JPO) 31/12/2020

LSSIP Year 2018 Sweden 27 Released issue Regional projects

Name of project Organisation(s): Schedule: Status: Links

Borealis FRA ANS Finland 15/02/2016 From an LFV Point of L3: AOM21.2 Implementation (FI), AVINOR AS - view, this Project is DP: (Part 2) (NO), EANS (EE), 31/12/2020 completed. 2015_227_AF3 (2015_227_AF3_A; IAA-ATS _A and 2015_227_AF3_B) Provider (IE), 2015_227_AF3 LFV (SE), LGS _B; Family (LV), NATS (UK), 3.2.4 Naviair (DK) Borealis Free ANS Finland 01/01/2014 Completed L3: AOM21.2 Route Airspace (FI), AVINOR AS - DP: Project (Part 1) (NO), EANS (EE), 25/05/2017 020AF3; IAA-ATS Family 3.2.4 Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) COOPANS and Austrocontrol 2016 - 2018 Finished 30/06/2018. - DSNA ATM System (AT), CCL Convergence Service Provider Programme (HR), DSNA (FR), (CODACAS), phase IAA (IE), LFV 1b (2015-EU-TM- (SE), Naviair 0388-S) (DK) Harmonisation of Austrocontrol 01/01/2016 Amendment to DP: Technical ATM (AT), CCL - contract prepared. 2015_207_AF3 Platform in 5 ANSP Service Provider 31/12/2020 _A and including support (HR), IAA-ATS 2015_207_AF3 of free Route Provider (IE), _B; Family Airspace and LFV (SE), Naviair 3.2.1 preparation of PCP (DK) program (COOPANS B3.3 , B3.4 and B4.1) (2015_207_AF3_A; 2015_207_AF3_B)

LSSIP Year 2018 Sweden 28 Released issue NEFRA ANS Finland End 2015 Completed. L3: AOM21.2, (FI), AVINOR AS FCM03 (NO), EANS (EE), In November 2015 LFV (SE), LGS NEFAB implemented (LV), Naviair two different FRA (DK) areas, one covering the airspace of Norway and one covering the airspace of Finland-Estonia- Latvia. In June 2016 these two areas will be joined with the existing DK-SE FAB FRA and form a common FRA covering the airspaces of Sweden, Denmark, Norway, Finland, Estonia and Latvia (i.e. DK-SE FAB and NEFAB) above FL 285. NewPENS LFV (SE) 15/02/2016 End equipment DP: Stakeholders - installed at both ATCC 2015_174_AF5 contribution for 31/12/2020 Stockholm and ATCC _A and the procurement Malmö. Planning for 2015_174_AF5 and deployment of integration and _B; Family NewPENS (Part A: commissioning of 5.1.2 General Call; Part data flows during end B: Cohesion Call) of 2019 (2015_174_AF5_A; 2015_174_AF5_B) Sub-regional Danish 01/11/2016 On-going. DP: SWIM MET Meteorological - 2015_025_AF5 deployment to Institute (DK), 30/06/2019 _A and support NEFRA (A Finnish 2015_025_AF5 & B) Meteorological _B; Family (2015_025_AF5_A) Institute (FI), 5.4.1 Swedish Meteorological and Hydrological Institute (SE)

LSSIP Year 2018 Sweden 29 Released issue 5. Cooperation activities

FAB Co-ordination

DK-SE FAB - general:

In accordance with the reply to the Commission in 2014 and the ministry declaration 2013 enhanced cooperation between DK-SE FAB and NEFAB has been established in intra FAB arrangements at all levels. Since May 2017 full seamless FRA is in place in the entire airspace of DK-SE FAB and NEFAB. The MET consortium NAMCon has continued their cooperation in accordance to agreed plans. FAB Board:

DK-SE FAB Board had 2 meetings in 2018. The military authorities in Sweden and Denmark have participated as well as the national en-route providers. The main focus has been to monitor the development of the FAB and the work performed by the FAB sub groups. Consultation with stakeholders took place on 4 December 2018 regarding FAB developments, performance and cost-efficiency. Airspace:

In 2018 no meetings was held by the airspace group as no proposals from airspace users or ANSPs regarding the need for airspace changes from a FAB perspective were received. Civil military cooperation

Two meetings by the civil military coordination group was held in 2018. Main issue is the Danish military operations over Bornholm. Further meetings will be held in 2019.

Performance/Charging:

The annual consultation meeting 2018 took place in on the 4th December 2018.

LSSIP Year 2018 Sweden 30 Released issue Rule Harmonisation Group: MET WT Report was finalized during 2017 and the DK-SE FAB Board decided to terminate the MET Working Group. While awaiting the Opinion from EASA on the Part ATS, the Rule Harmonisation Group worked according to the approved 2017 work plan for the DK-SE FAB, and reported accordingly to the DK-SE FAB Board.

Safety Oversight Group The Safety Oversight Group had 4 meetings in 2017 and NUAC HB Stockholm was audited. Focus has been to continue the development of common procedures and standards between the two authorities, and to implement agreements in an updated version of the Authority Agreement. This work is still ongoing. In late 2017, NUAC decided to divide the NUAC training organisation in two separate certified organisations; a Danish certified by TBST and a Swedish certified by TS, and this required a lot of coordination and work in the SOG.

Regional cooperation Regional cooperation initiatives

NUAC - Nordic Unified Air traffic Control

The Danish-Swedish FAB (DK-SE FAB) was declared in 2009.

The same year LFV and Naviair established the jointly owned NUAC HB Company.

As from 1 July 2012 NUAC HB runs the operation of LFV’s and Naviair’s three ATCCs in Copenhagen, Malmö and Stockholm and handles all en-route traffic in DK-SE FAB on behalf of LFV and Naviair.

The prime objective of NUAC HB is to provide the most safe, efficient and inexpensive operation of air traffic in DK-SE FAB. To achieve this the NUAC HB company has jointly with LFV and Naviair initiated the implementation of a number of efficiency improvement initiatives, including the development of Free Route Airspace. These initiatives will in the long term reduce airlines’ costs both related to ATM and fuel consumption. In addition the initiatives will have a positive effect on the environment and the climate by reducing the companies’ CO2 and NOX emissions.

A total of around 750 employees are seconded from LFV and Naviair to NUAC HB. The ATCCs and ATM-systems remain LFV and Naviair property as they are on secondment to NUAC. The co-ownership of NUAC HB makes LFV and Naviair well equipped to meet future requirements and expectations in the industry.

EPN – Entry Point North

Entry Point North (EPN), jointly owned by AVINOR, LFV, Naviair and IAA. EPN was established in 2006 by AVINOR, LFV and Naviair and was the first transnational supplier of ATM education and training. In 2013 IAA became a joint owner of the academy. EPN has its headquarters in Sturup, Sweden, and is authorised by the Swedish authorities.

EPN offers initial, maintenance and development training and was created with the prime purpose to deliver standardised education of ab initios and controllers in accordance with best practices and regulations from ICAO and EC. In 2011 EPN broadened its range of courses to include the training of technical personnel engaged in the maintenance of ATM equipment known as Air Traffic Safety Electronics Personnel (ATSEP).

LSSIP Year 2018 Sweden 31 Released issue In addition to training of the owners own personnel, EPN offers education on a commercial basis. This has led to the establishment of Entry Point Central (EPC) ATS training academy in Budapest, which is a subsidiary owned by EPN and Hungaro Control. The academy provides courses based on EPN’s training programme and methods

The COOPANS alliance

The COOPANS (Co-operation between ANSPs) alliance is established between the five ANSPs IAA (Ireland), LFV (Sweden), Naviair (Denmark), Austro Control (Austria) and Croatia Control (Croatia) with Thales as supplier and partner.

The overarching purpose of the alliance is to reduce costs and reduce risks related to investments and operation for each of the five ANSPs through common training, maintenance contracts etc. This is achieved through a harmonised approach where the ATM systems are upgraded to a common COOPANS ATM system. The system utilises joint software and harmonised technical and operational procedures in order to limit specific national functionalities.

The organisation within COOPANS Alliance has been adapted to cover all the activities the Alliance is involved in. It will now cover the activities from SESAR to Realisation, including strategic planning.

A6 Alliance

The “A6 Alliance” was set up informally in 2007 between the ANSPs interested in accession to SJU membership, i.e.:  ENAIRE, the Spanish ANSP;  DFS, the German ANSP;  DSNA, the French ANSP;  ENAV, the Italian ANSP;  NATS, the British ANSP;  NORACON, (the NORth European and Austrian CONsortium).

After the successful cooperation for accession to SJU membership, it was decided to formalize the A6 Alliance through a Memorandum of Cooperation which was concluded in June 2011. The aim of the cooperation and coordination between the 6 parties was to provide customer value through improving the ATM performance at a European Network Level and increasing the pace of delivering the Single European Sky. The main areas of cooperation relate to general fields of mutual interest (e.g. best practice, harmonized strategy etc.), the SESAR R&D phase and SESAR deployment phase. The governance of the A6 Alliance is ensured by a Steering Board composed of CEOs which meets on a quarterly basis and is supported by a Strategy Board composed of senior managers. An R&D Working Group and a Deployment Working Group organize co-operation at expert level. The A6 Alliance quickly became an important player and a key stakeholder of the Single European Sky and has made significant and remarkable contributions to the SESAR JU, for example on the occasion of the ATM Master Plan Updates (editions 2012 and 2015). PANSA became then a full member of the A6 Alliance, which also developed a close partnership with the COOPANS[1] ANSPs, and a strong relationship with the A4 (Airlines) and the SDAG (airports) which has resulted in the setup of an industry led consortium (SESAR Deployment Alliance (SDA)). On December, 5th 2014, the European Commission tasked the SDA with the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment. This partnership between ANSPs led to the formal integration of COOPANS into the A6 Alliance for SESAR Deployment Manager activities in 2015 and, strengthened by its wide membership, the A6 Alliance members has been able since then to provide significant support either in logistics or in human resources to the SESAR Deployment Manager.

LSSIP Year 2018 Sweden 32 Released issue The A6 Alliance leads European-wide technical activities validated and co-funded by the EC for their consistency with the SES framework. Through the EC Connecting Europe Facility (CEF) financial program, successive proposals and actions driven by the SESAR Deployment Manager allowed significant contributions to ATM industry implementation projects within SESAR Common Projects deployment priority (currently only Pilot Common Project – PCP). Moreover, in the context of SESAR2020, the B4[2] Consortium joined the A6 Alliance in 2015 and, after having been associated through an agreement established with A6 Alliance in order to authorize exchanges between their experts in the domain of R&D, Skyguide became by the end 2017 a full member of A6 through an ad-hoc consortium agreement with DSNA. Finally the A6, associated for the purpose to ROMATSA (Romanian ANSP) and Hungaro Control (Hungarian ANSP) and in cooperation with its A4 and SDAG partners, prepared in 2017 the establishment of SDA consortium into an AISBL[3] that became effective on 01/01/2018, for the benefit of the whole ATM industry and their end customers. NORACON – North European and Austrian consortium

NORACON, the North European and Austrian Consortium is led by LFV and consists of Swedavia (former LFV airports) and eight European ANSPs: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark). The NORACON consortium is a formal member of the SJU during SESAR1.

The purpose of the NORACON consortium is to ensure influence on the technical development in Europe, including protecting the partners’ long-term strategic investments in the perspective of SESAR. Within the SJU, NORACON is in lead of WP8, Information Management, and is making significant contributions to both operational and technical areas.

The Borealis alliance

The members of Borealis alliance are AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden), LGS (Latvia), NATS (UK) and Naviair (Denmark).

The alliance is based on an Alliance Framework Agreement (AFA) signed on the 20th of June 2012. The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. By the establishment of the Borealis alliance the co-operation agreement known as NEAP (North European ANS Providers) was formally ended.

Borealis has two objectives, the first relates to delivering value through business co-operation between the Members, the second to being collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint Borealis business plan.

LSSIP Year 2018 Sweden 33 Released issue 6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

LSSIP Year 2018 Sweden 34 Released issue

Objective Progress per SESAR Key Feature

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annexes.

Legend:

 ## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)

 100% = Objective completed = Completion beyond Implementation Objective timeline

Optimised ATM Network Services

<15 15 16 17 18 19 20 21 22 23 24 ≥25

Harmonise Operational Air Traffic (OAT) and 100% AOM13.1  General Air Traffic (GAT) handling 70% AOM19.1 (PCP) ASM Support Tools to Support AFUA  

0% AOM19.2 (PCP) ASM Management of Real-Time Airspace Data 

Full rolling ASM/ATFCM Process and ASM 0% AOM19.3 (PCP)  Information Sharing Management of Pre-defined Airspace AOM19.4 (PCP) n/a Configurations 100% FCM01 Enhanced Tactical Flow Management Services 

98% FCM03 Collaborative Flight Planning  

FCM04.1 STAM Phase 1 n/a

0% FCM04.2 (PCP) STAM Phase 2 

0% FCM05 (PCP) Interactive Rolling NOP 

0% FCM06 (PCP) Traffic Complexity Assessment  

LSSIP Year 2018 Sweden 35 Released issue Advanced Air Traffic Services

<15 15 16 17 18 19 20 21 22 23 24 ≥25

100% AOM21.1 (PCP) Direct Routing 

100% AOM21.2 (PCP) Free Route Airspace 

100% ATC02.2 STCA En-Route 

62% ATC02.8 Ground-Based Safety Nets  

100% ATC02.9 Enhanced STCA for TMAs 

ATC07.1 AMAN Tools and Procedures

ESSA - Stockholm Arlanda Airport 100%

Automated Support for Conflict Detection, Resolution 100% ATC12.1  Support Information and Conformance Monitoring Information Exchange with En-route in Support of 100% ATC15.1  AMAN Arrival Management Extended to En-route 26% ATC15.2 (PCP)   Airspace 100% ATC16 ACAS II Compliant with TCAS II Change 7.1  

Electronic Dialogue as Automated Assistance to 85% ATC17   Controller during Coordination and Transfer Local objective 100% ATC18 Multi Sector Planning En-route - 1P2T 

ENV01 Continuous Descent Operations

ESGG - Göteborg Landvetter Airport 100%

ESMS - Malmö Airport 100%

ESNU - Umeå Airport 100%

ESSA - Stockholm Arlanda Airport 100%

Local objective ENV03 Continuous Climb Operations

ESDF - RONNEBY  100%

ESGG - Göteborg Landvetter Airport  100%

ESMK - KRISTIANSTAD  100%

ESMS - Malmö Airport  100%

ESMT - HALMSTAD  100%

ESNN - SUNDSVALL-HARNOSAND  100%

ESNO - ORNSKOLDSVIK  100%

ESNQ - KIRUNA  100%

ESNU - Umeå Airport  100%

ESNZ - ARE OSTERSUND  100%

ESPA - LULEA/KALLAX  100%

ESSA - Stockholm Arlanda Airport  100%

ESSB - Stockholm Bromma Airport  100%

ESSL - LINKOPING/SAAB  100%

ESSV - VISBY  100%

Ground-Ground Automated Co-ordination 97% ITY-COTR  Processes 100% NAV03.1 RNAV 1 in TMA Operations  

30% NAV03.2 (PCP) RNP 1 in TMA Operations  

100% NAV10 APV procedures  

Optimised Low-Level IFR Routes in TMA for Local objective NAV12 n/a Rotorcraft

LSSIP Year 2018 Sweden 36 Released issue

High Performing Airport Operations

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1

ESSA - Stockholm Arlanda Airport 100%

AOP04.2 A-SMGCS Level 2

ESSA - Stockholm Arlanda Airport  40%

AOP05 Airport CDM

ESSA - Stockholm Arlanda Airport  100%

AOP10 (PCP) Time-Based Separation ESSA - Stockholm Arlanda Airport n/a (Outside Applicability Area)

AOP11 (PCP) Initial Airport Operations Plan

ESSA - Stockholm Arlanda Airport  0%

Improve Runway and Airfield Safety with ATC

AOP12 (PCP) Clearances Monitoring ESSA - Stockholm Arlanda Airport  25%

Automated Assistance to Controller for Surface

AOP13 (PCP) Movement Planning and Routing ESSA - Stockholm Arlanda Airport 0%

Local objective AOP14 Remote Tower Services 

ESNN - SUNDSVALL-HARNOSAND  100%

ESNO - ORNSKOLDSVIK  100%

Local objective ENV02 Collaborative Environmental Management

ESSA - Stockholm Arlanda Airport 0%

Improve Runway Safety by Preventing Runway 100% SAF11  Excursions

LSSIP Year 2018 Sweden 37 Released issue

Enabling Aviation Infrastructure

<15 15 16 17 18 19 20 21 22 23 24 ≥25

100% COM10 Migrate from AFTN to AMHS 

63% COM11 Voice over Internet Protocol (VoIP) 

38% COM12 (PCP) NewPENS 

0% FCM08 (PCP) Extended Flight Plan 

78% INF07 Electronic Terrain and Obstacle Data (eTOD) 

Information Exchanges using the SWIM Yellow TI 1% INF08.1 (PCP)  Profile 55% ITY-ACID Aircraft Identification 

Ensure Quality of Aeronautical Data and 76% ITY-ADQ  Aeronautical Information 100% ITY-AGDL Initial ATC Air-Ground Data Link Services 

8,33 kHz Air-Ground Voice Channel Spacing 80% ITY-AGVCS2  below FL195 100% ITY-FMTP Common Flight Message Transfer Protocol 

87% ITY-SPI Surveillance Performance and Interoperability 

LSSIP Year 2018 Sweden 38 Released issue ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air Navigation Planning Group).

Legend:

= Completed (during 2018 or before) = Missing planning date

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

100% B0-APTA Optimization of Approach Procedures

including vertical guidance

100% B0-SURF Safety and Efficiency of Surface Operations 70% (A-SMGCS Level 1-2)

100% B0-FICE Increased Interoperability, Efficiency and 97% Capacity through Ground-Ground Integration

100% B0-DATM Service Improvement through Digital 76% Aeronautical Information Management 100% B0-ACAS ACAS Improvements

100% B0-SNET Increased Effectiveness of Ground-Based 87% Safety Nets 100% B0-ACDM Improved Airport Operations through

100% B0-RSEQ Improved Traffic flow through Runway

sequencing (AMAN/DMAN) 100% B0-FRTO Improved Operations through Enhanced En-

Route Trajectories

100% B0-NOPS Improved Flow Performance through 99% Planning based on a Network-Wide view 100% B0-ASUR Initial capability for ground surveillance 87%

100% B0-CDO Improved Flexibility and Efficiency in Descent

Profiles (CDO) 100% B0-TBO Improved Safety and Efficiency through the

initial application of Data Link En-Route

LSSIP Year 2018 Sweden 39 Released issue Detailed Objectives Implementation progress

Objective/Stakeholder Progress Code: Completed Not yet planned Ongoing Not Applicable Planned Missing Data Late

Main Objectives

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Handling of Operational Air Traffic (OAT) and General Air Traffic (GAT) is harmonised. 30/11/2012 REG (By:12/2018) Not Mil. - - % Applicable Authority - SWE Completed National legislation is published and updated in Transport - 100% accordance with EUROAT. 31/03/2012 Agency ASP (By:12/2018) Common principles for EUROAT according to Completed LFV - 100% Swedish regulation are applied. 30/11/2012 Comply with common principles rules and Completed ACR procedures for OAT handling and OAT/GAT - 100% 30/11/2012 interface according to national legislation. MIL (By:12/2018) Military aeronautical information is migrated to Completed Mil. EAD. Mil. Authority has no ATM Service Provision - 100% Authority role and no ATM Regulatory power, so the ASP and 31/12/2010 REG SLoAs are 'Not Applicable'.

LSSIP Year 2018 Sweden 40 Released issue

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 70% Late Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 - LFV Advanced Airspace management is implemented, however without an automated ASM Support System, because no operational need found for it. 31/12/2019 For the military, flight plans have been amended according to notified dynamic airspace changes, but will not adapt to use ADR. ASP (By:12/2018) Not ACR provides only TWR/APP-services, without ACR - % Applicable advanced airspace management. - LFV Advanced Airspace management is Late implemented, however without an automated ASM Support System, because no operational need has been found. Nevertheless, LFV is expecting to LFV implement LARA tool during 2019. - 70% 31/12/2019

For the military, flight plans have been amended according to notified dynamic airspace changes, but will not adapt to use ADR.

ASM Management of Real-Time Airspace Data Timescales: Not yet AOM19.2 0% Initial operational capability: 01/01/2017 planned Full operational capability: 31/12/2021 - No plan yet - ASP (By:12/2021) The deployment status and planning of this Not yet implementation objective as related to the Pilot planned Common Project is redundant because it is also LFV - 0% provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View.

LSSIP Year 2018 Sweden 41 Released issue

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Not yet AOM19.3 0% Initial operational capability: 01/01/2014 planned Full operational capability: 31/12/2021 - No plan yet B2B is available in the LARA system but we are not there yet and there is - no operational need at the moment. ASP (By:12/2021) The deployment status and planning of this Not yet implementation objective as related to the Pilot planned Common Project is redundant because it is also LFV - 0% provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View.

Management of Pre-defined Airspace Configurations Timescales: Not AOM19.4 % Initial operational capability: 01/01/2018 Applicable Full operational capability: 31/12/2021 - - - ASP (By:12/2021) The deployment status and planning of this Not implementation objective as related to the Pilot Applicable Common Project is redundant because it is also LFV - % provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View.

Free Route Airspace Timescales: AOM21.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Free Route Airspace implemented. 31/10/2013 ASP (By:12/2021) Free Route Airspace implemented and final Completed acceptance received from Swedish Transport Agency. Borealis FRA Implementation The deployment status and planning of this (Part 2) / LFV 100% implementation objective as related to the Borealis Free 31/10/2013 Pilot Common Project is redundant because it Route Airspace is also provided to the SESAR Deployment (Part 1) / NEFRA Manager and included in the Deployment Programme Monitoring View. Not ACR provides only TWR/APP-services, without ACR - % Applicable advanced airspace management. -

LSSIP Year 2018 Sweden 42 Released issue Advanced Surface Movement Guidance and Control System A- SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 ESSA - Stockholm Arlanda Airport Introduction of MLAT system including equipage of transponders is completed. 31/12/2011 REG (By:12/2010) Regulation is updated and requires all aircraft Completed operating into airports equipped with A-SMGCS SWE Level 1 having equipment in accordance with the Transport - 100% requirements of ICAO. Airport Manager is 31/07/2011 Agency mandated to issue Local Safety Regulation applicable to the aerodrome operation. ASP (By:12/2011) Advanced Surface Movement Guidance and Completed LFV - 100% Control System (A-SMGCS) Level I implemented. 30/04/2010 APO (By:12/2010) Introduction of MLAT system including equipage of Completed transponders to support existing SMR is SWEDAVIA - 100% completed. Training and installation of equipment 31/12/2011 are completed.

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 40% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 ESSA - Stockholm Arlanda Airport A-SMGS level 2 is installed and is planned to be operational 2019. 31/12/2019 ASP (By:12/2017) Training and operational procedures will be Late implemented. Information from Swedavia is LFV - 40% that implementation is delayed until 2019. 31/12/2019 Project will continue in early 2019. APO (By:12/2017) A-SMGS level 2 is planned to be operational A-SMGCS Level 2 Late SWEDAVIA 40% 2019. implementation 31/12/2019

LSSIP Year 2018 Sweden 43 Released issue

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 ESSA - Stockholm Arlanda Airport Validation of CDM at Stockholm Arlanda is completed, will be operational from 20/02/2017 February 2017. ASP (By:12/2016) This Stockholm CDM project is in collaboration Completed between EEC and Stockholm-Arlanda aeronautical LFV platform represented by LFV, Swedavia, Aircraft - 100% 31/12/2016 Operators SAS, Britannia, Skyways and a number of Handling Agents. APO (By:12/2016) Implementation of CDM at Stockholm Arlanda is A-CDM Completed SWEDAVIA 100% partly, final operational test are conducted. Optimization 20/02/2017

Time-Based Separation Not AOP10 Timescales: % Applicable - not applicable - ESSA - Stockholm Arlanda Airport (Outside Applicability Area) Stockholm Arlanda Airport is not in the applicability area of this objective - REG (By:12/2023) SWE Not Transport - - % Applicable Agency - ASP (By:12/2023) The deployment status and planning of this Not implementation objective as related to the Pilot Applicable Common Project is redundant because it is also LFV - % provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View.

LSSIP Year 2018 Sweden 44 Released issue

Initial Airport Operations Plan Timescales: AOP11 0% Planned Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 ESSA - Stockholm Arlanda Airport Stockholm Arlanda Airport is planning to establish an Initial Airport Operational Plan according to SESAR deployment programme 2015.The planning phase of this project is 31/12/2021 on-going. ASP (By:12/2021) Planning is on-going. Planned

The deployment status and planning of this implementation objective as related to the Pilot LFV - 0% Common Project is redundant because it is also 31/12/2021 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Stockholm Arlanda Airport is planning to establish Planned an Initial Airport Operational Plan according to SWEDAVIA Initial AOP 0% SESAR deployment programme 2015.The planning 31/12/2021 phase of this project is on-going.

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 25% Ongoing Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 ESSA - Stockholm Arlanda Airport - 31/12/2020 ASP (By:12/2020) The deployment status and planning of this Not yet implementation objective as related to the planned Pilot Common Project is redundant because LFV - 33% it is also provided to the SESAR Deployment - Manager and included in the Deployment Programme Monitoring View. APO (By:12/2020) Improve runway and airfield safety with Enhancement of Planned ATC clearances monitoring, according to IR Airport Safety Nets SWEDAVIA 0% 716/2014, will be planned in the near at Stockholm 31/12/2020 future. Arlanda Airport

LSSIP Year 2018 Sweden 45 Released issue

Automated Assistance to Controller for Surface Movement Planning and Routing Not yet AOP13 Timescales: 0% planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 ESSA - Stockholm Arlanda Airport No plan yet. - REG (By:12/2023) SWE Not yet Transport No plan yet. - 0% planned Agency - ASP (By:12/2023) No plan yet. Not yet planned The deployment status and planning of this LFV implementation objective as related to the Pilot Common - 0% Project is redundant because it is also provided to the - SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

Ground-Based Safety Nets Timescales: ATC02.8 62% Late Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 - APW is already implemented in Topsky and will be compared to EUROCONTROL Specification on APW. MSAW is already implemented, but is not operationally used. The existing MSAW 31/12/2019 function will be compared to the approved EUROCONTROL Specification on MSAW. Waiting approved Eurocontrol specification on APM as the basis for implementation of APM. ASP (By:12/2016) The initiative to implement safety nets at the airports rests Not ACR with AOP. ACR will support and participate when/if the - % Applicable functionality is implemented. - APW is already implemented in Topsky. The existing APW Late function will be compared to the approved EUROCONTROL specification on APW to determine any delta. MSAW is already implemented in Topsky but is not operationally used. The existing MSAW function will be LFV - 62% compared to the approved EUROCONTROL Specification on 31/12/2019 MSAW to determine any delta and possible modifications or implementation in other systems in use. The EUROCONTROL Specification will be used as basis for planning of any implementation of APM in systems.

LSSIP Year 2018 Sweden 46 Released issue Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. STCA is using the Multi- 30/11/2012 Hypothesis STCA Algorithm functionality. All is completed. ASP (By:12/2020) LFV provides STCA (based on EUROCONTROL specifications) Completed ACR to all TMAs that are subject for radar processing based on - 100% 30/11/2012 EUROCAT 2000E.

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 ESSA - Stockholm Arlanda Airport Basic AMAN functionality is already in place through the MAESTRO sequencing 31/03/2005 function which is integrated in the EUROCAT2000E. ASP (By:12/2019) Basic AMAN functionality is already in place through the Completed LFV MAESTRO sequencing function which is integrated in the - 100% 31/03/2005 TopSky system Not ACR Basic AMAN functionality is ATCC-related. - % Applicable -

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Sweden has implemented a Resolution Support Function and a Conformance Monitoring function (MTCD). 31/03/2005 MTCD has been in full operational use in both Malmö (ESMM) and Stockholm (ESOS) ACCs since the S2K system where commissioned in 2005. ASP (By:12/2021) Completed LFV - - 100% 31/03/2005 Not ACR - - % Applicable -

LSSIP Year 2018 Sweden 47 Released issue

Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 - AMAN is implemented and approved as a part of Eurocat. 31/12/2008 ASP (By:12/2019) Not Basic AMAN functionality is ATCC-related, ACR ACR - % Applicable performs only TWR/APP services. - AMAN is implemented and in operational use in Completed LFV - 100% Stockholm and Malmö ACC. 31/12/2008

Arrival Management Extended to En-route Airspace Timescales: ATC15.2 26% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 - - 31/12/2019 ASP (By:12/2023) The implementation of AMA OLDI messages to Ongoing support extended AMAN operations has been completed in the TopSky system. The Lower LFV implementation of them operationally in high Airspace 26% 31/12/2019 level en-route airspace is still on-going (they are optimization used operationally in the lower level arrivals en- route sectors).

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 85% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 - Automated assistance to controller during coordination and transfer will be implemented according to plan. NSA has accepted and communicated proposed 31/12/2019 changes to ANSP. ASP (By:12/2018) Automated assistance to controller during Late LFV coordination and transfer will be implemented - 85% 31/12/2019 according to plan. Not The functionality is ATCC-related and therefore ACR - % Applicable outside the scope of ACR services. -

LSSIP Year 2018 Sweden 48 Released issue Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - AMHS capability (Basic ATSMHS & Extended ATSMHS) and gateway facilities to AFTN - are implemented. ASP (By:12/2018) AMHS capability (Basic ATSMHS & Extended Completed LFV ATSMHS) and gateway facilities to AFTN are - 100% - implemented. Not Technical infrastructure is outside the scope of ACR ACR - % Applicable services. -

Voice over Internet Protocol (VoIP) Timescales: COM11 63% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 - LFV plan to replace obsolete technologies (analogue and TDM-based) with VoIP 31/12/2020 solutions both for G/G telephony and the ground part of A/G voice communication. ASP (By:12/2020) Not Technical infrastructure is outside the scope of ACR ACR - % Applicable services. - LFV plan to replace obsolete technologies Ongoing Implement (analogue and TDM-based) with VoIP solutions LFV ation of 63% both for G/G telephony and the ground part of A/G 31/12/2020 VoIP voice communication.

New Pan-European Network Service (NewPENS) Timescales: COM12 38% Ongoing Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 - LFV plan to migrate to NewPENS. Pending implementation planning. 31/12/2020 ASP (By:12/2024) Not ACR - - % Applicable - Ongoing LFV LFV is planning to migrate to NewPENS. - 58% 31/12/2020 APO (By:12/2024) Not yet SWEDAVIA No current plan. - 0% planned -

LSSIP Year 2018 Sweden 49 Released issue Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 ESGG - Göteborg Landvetter Airport CDA procedures have been introduced and published at Landvetter / Göteborg. 31/10/2010 ASP (By:12/2023) CDA procedures have been introduced and Completed LFV - 100% published at Landvetter / Göteborg. 31/10/2010 APO (By:12/2023) CDA procedures have been introduced and Completed SWEDAVIA - 100% published at Landvetter / Göteborg. 31/10/2010

Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 ESMS - Malmö Airport CDA procedures have been introduced and published at Malmö-Sturup. 31/10/2010 ASP (By:12/2023) CDA procedures have been introduced and Completed LFV - 100% published at Malmö-Sturup. 31/10/2010 APO (By:12/2023) CDA procedures have been introduced and Completed SWEDAVIA - 100% published at Malmö-Sturup. 31/10/2010

Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 ESNU - Umeå Airport CDA procedures have been introduced and published at Umeå. 31/10/2010 ASP (By:12/2023) CDA procedures have been introduced and Completed LFV - 100% published at Umeå. 31/10/2010 APO (By:12/2023) CDA procedures have been introduced and Completed SWEDAVIA - 100% published at Umeå. 31/10/2010

LSSIP Year 2018 Sweden 50 Released issue

Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 ESSA - Stockholm Arlanda Airport CDA procedures have been introduced and published at Stockholm-Arlanda. 30/09/2009 ASP (By:12/2023) CDA procedures have been introduced and Completed LFV - 100% published at Stockholm-Arlanda. 30/09/2009 APO (By:12/2023) CDA procedures have been introduced and Completed SWEDAVIA published at Stockholm-Arlanda. The availability of - 100% 30/09/2009 CDA is reduced during peak hours.

Collaborative Flight Planning Timescales: FCM03 98% Late Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 - Sweden has fulfilled all actions required to support the collaborative flight planning to the extent that it’s possible. All remaining not done actions require NM to first upgrade their systems to handle IAFP messages for cross border FRA operations, so 06/12/2018 while LFV is now ready for these steps to be completed we await the required NM changes as a pre-requisite. ASP (By:12/2017) Not ACR will support the collaborative flight planning in ACR - % Applicable the interface with COOPANS. - Sweden has fulfilled all actions required to support Late the collaborative flight planning to the extent that it’s possible. All remaining not done actions require NM to first upgrade their systems to handle IAFP LFV NEFRA 98% messages for cross border FRA operations, so while 06/12/2018 LFV is now ready for these steps to be completed we await the required NM changes as a pre- requisite.

LSSIP Year 2018 Sweden 51 Released issue

Short Term ATFCM Measures (STAM) - Phase 1

Not FCM04.1 (Outside Applicability Area) % Applicable Timescales: - not applicable - - Sweden is not in the applicability area, and will not implement. - ASP (By:10/2017) Not Sweden is not in the applicability area, and will not LFV - % Applicable implement. - Not ACR - - % Applicable -

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: Not yet FCM04.2 0% Initial operational capability: 01/11/2017 planned Full operational capability: 31/12/2021 - No plan yet. - ASP (By:12/2021) The deployment status and planning of this Not yet implementation objective as related to the Pilot planned Common Project is redundant because it is also LFV - 0% provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View.

Interactive Rolling NOP Timescales: Not yet FCM05 0% Initial operational capability: 01/09/2013 planned Full operational capability: 31/12/2021 - No plan yet. - ASP (By:12/2021) The deployment status and planning of this Not yet implementation objective as related to the Pilot planned Common Project is redundant because it is also LFV - 0% provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View. APO (By:12/2021) Not yet SWEDAVIA - - % planned -

LSSIP Year 2018 Sweden 52 Released issue Traffic Complexity Assessment Timescales: FCM06 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Analysis is on-going. 31/12/2021 ASP (By:12/2021) Analysis in on-going. Planned

The deployment status and planning of this implementation objective as related to the Pilot LFV - 0% Common Project is redundant because it is also 31/12/2021 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Not ACR Comply only to local (ATS-unit) ATFM ACR - % Applicable management and has no data exchange with NM. -

Extended Flight Plan Timescales: Not yet FCM08 0% Initial operational capability: 01/01/2016 planned Full operational capability: 31/12/2021 - No plan yet. - ASP (By:12/2021) The deployment status and planning of this Not yet implementation objective as related to the Pilot planned Common Project is redundant because it is also LFV - 0% provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View.

LSSIP Year 2018 Sweden 53 Released issue

Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 78% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 - Sweden has notified differences to ICAO concerning date of compliance for Area 1, 2 31/12/2020 and 4 which has been postponed to 31 December 2020. REG (By:05/2018) Sweden has notified differences to ICAO Late SWE concerning date of compliance for Area 1, 2 and 4 Transport which has been postponed to 31 December 2020. - 85% 31/12/2020 Agency National TOD policy and implementation programme is established. ASP (By:05/2018) Not ACR - - % Applicable - A national TOD policy from the regulator did not Late become available until 2nd of November 2017. It has not been possible to plan according to the plan before. Some initiatives have however started and is ongoing, as mentioned here: LFV has notified the regulator that the LFV part/responsibility when it comes to interfaces between the AIS and a TOD solution will be established as a part of the overall LFV - 40% ADQ compliant AIM system implementation. 31/12/2020 Contract is signed with a system provider in August 2017, the system will according to plan be put in operation during 2020. The current version of the national TOD policy only includes Area 1. A number of open questions remain regarding how to fulfil the requirements concerning Area 2, 3 and 4, mainly concerning responsibilities and financing. APO (By:05/2018) Completed SWEDAVIA - - 100% 31/12/2017

LSSIP Year 2018 Sweden 54 Released issue

Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 1% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 - - 31/12/2024 ASP (By:12/2024) Not yet ACR - - % planned - Swedish Ongoing Meteorolo gical and - - 5% 31/12/2024 Hydrologic al Institute The deployment status and planning of this Not implementation objective as related to the Pilot Applicable Common Project is redundant because it is also LFV - % provided to the SESAR Deployment Manager and - included in the Deployment Programme Monitoring View. MIL (By:12/2024) Not yet Mil. - - 0% planned Authority - APO (By:12/2024) Not yet SWEDAVIA - - 0% planned -

Aircraft Identification Timescales: ITY-ACID 55% Ongoing Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - On going investments related to Surveillance infrastructure that has Mode S 02/01/2020 capability. ASP (By:01/2020) WAM systems are taken into operation and Ongoing framework agreement on radar deliveries is procured. Double coverage by two independent LFV - 72% sources is covering 90% of Sweden En Route. 02/01/2020 Furthermore RDP is not yet able to identify flights via Mode S flight ID instead of via SSR. The initiative to implement ACID at the airports Planned ACR rests with AOP. ACR will support and participate - 0% 02/01/2020 when/if the functionality is implemented.

LSSIP Year 2018 Sweden 55 Released issue Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 ITY-ADQ Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be 76% Late implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 - Planning and implementation in progress. 31/03/2021 REG (By:06/2017) Verification of compliance will be done according Late SWE to established routines when application is Transport - 70% submitted or through ongoing oversight when 31/12/2019 Agency applicable. ASP (By:06/2017) ADQ / DK- Late SE FAB Aeronautic LFV Planning and implementation is in progress. 59% al Data 31/03/2021 Quality (ADQ) LoA exist between LFV and ACR concerning lowest Completed ACR - 100% available vectoring altitudes 31/12/2015 APO (By:06/2017) ADQ Late Swedavia is in a preparatory phase which includes implement SWEDAVIA cost and workload estimates. Planning will be ation 85% 31/12/2020 coordinated with LFV (ANSP). Stockholm Arlanda

LSSIP Year 2018 Sweden 56 Released issue

Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 100% Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - Swedish Transport Agency ensures that safety is assessed before any change to the existing system and that relevant information is published in AIP. LFV plans to support CPDLC over ATN/VDL Mode 2 in accordance with EC Regulation No 29/2009. 16/04/2015 Transport-type State aircraft will be equipped to comply with Commission Regulation (EC) 29/2009. REG (By:02/2018) Swedish Transport Agency ensures that safety is Completed assessed before any change to the existing system SWE where availability of ATN/VDL2, Security Policy and Transport - 100% address management will be assessed. It is 16/04/2015 Agency dependent on the safety case presented by the effected ANSP. ASP (By:02/2018) LFV plan to support CPDLC over ATN/VDL Mode 2 Completed LFV - 100% in accordance with EC Regulation No 29/2009. 16/04/2015 Not ACR ACR has no service above FL 95. - % Applicable - MIL (By:01/2019) Transport-type aircraft entering into service from Completed Mil. 1January 2014 have been equipped with data link - 100% Authority 01/01/2014 capabilities.

LSSIP Year 2018 Sweden 57 Released issue

8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 ITY- Interim target for freq. conversions: 31/12/2014 80% Late AGVCS2 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 - Compliance will be ensured with the requirements on 8,33 kHz frequency conversions. 31/12/2019 REG (By:12/2018) SWE Late Compliance will be ensured with the requirements Transport - 43% on 8,33 kHz frequency conversions. 31/12/2019 Agency ASP (By:12/2018) Completed LFV - VHF 100% 31/12/2016 Technical infrastructure is outside the scope of ACR Completed services, communication system is responsibility of ACR the airports. ACR is monitoring airport - 100% 31/12/2018 implementation. All concerned (ACR) personnel has been trained. MIL (By:12/2020) All aircraft are equipped for 8,33 kHz channel Late spacing 12-2013. All radios (in all aircraft) will be modified for 8,33 kHz channel spacing capability by Mil. 12-2018. - 50% Authority 31/12/2019 Mil. Authority has no ATM Service Provision role and no ATM Regulatory power, so the ASP and REG SLoAs are 'Not Applicable'. APO (By:12/2018) Swedavia is comply to existing legislation meaning Completed SWEDAVIA - 100% full compliant by 31st of December 2018. 31/12/2018

LSSIP Year 2018 Sweden 58 Released issue

Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITY-FMTP 100% Completed All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - FMTP compliant to (EC) Regulation No. 633/2007 was implemented technically in 31/12/2018 Topsky systems 01/2013. Transition for each adjacent ACC is completed. ASP (By:12/2014) This objective is not for the time being relevant for the Not ACR small airports. Initiative rests with AOP. ACR will support - % Applicable and participate in the activities when/if needed. - FMTP compliant to (EC) Regulation No. 633/2007 was Completed implemented technically in Topsky systems 01/2013. All LFV - 100% adjacent ACCs except Tampere are now completed. 31/12/2018 Coordination of tests with Tampere is on-going. MIL (By:12/2014) Not Mil. - - % Applicable Authority -

LSSIP Year 2018 Sweden 59 Released issue

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 87% Ongoing EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 - Safety assessment is conducted and reviewed by regulator, interoperability is ensured 31/01/2019 and training is performed when needed. REG (By:02/2015) SWE Completed Safety assessments reports will be reviewed when Transport - 100% received. 30/11/2012 Agency ASP (By:02/2015) Safety assessment is conducted and training is Completed ACR - 100% performed when needed. 03/02/2015 Safety assessment is conducted, interoperability is MUS / Completed LFV 100% ensured and training is performed when needed. SUPS 30/11/2012 MIL (By:06/2020) The State aircraft operating as GAT in accordance with Ongoing IFR rules will be equipped with Mode S enhanced Mil. surveillance 01/2019 and ADS-B out 12/2017. Military - 55% Authority 31/01/2019 Authority has no ATM Service Provision role, so the ASP SLoAs are Not Applicable.

RNAV 1 in TMA Operations Timescales: NAV03.1 100% Completed Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 - P-RNAV is implemented in accordance with Swedish regulations for following aerodromes: Stockholm-Arlanda, Halmstad, Göteborg Landvetter, Umeå, Åre- 16/12/2015 Östersund and Stockholm-Skavsta 2011/2012. RNAV for en-route based on DME/DME is implemented. ASP (By:12/2023) RNAV for en-route based on GNSS and DME/DME Completed Lower is implemented, carriage required FL95 and LFV Airspace 100% above. Initiative for PBN at aerodromes rests with 30/04/2005 optimization AOP. Completed ACR Initiative for PBN at aerodromes rests with AOP. - 100% 16/12/2015

LSSIP Year 2018 Sweden 60 Released issue

RNP 1 in TMA Operations Timescales: NAV03.2 30% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2023 - - 31/12/2023 ASP (By:12/2023) Ongoing ACR - - 30% 31/12/2023 TMA operations is AOP responsibility. Not Applicable The deployment status and planning of this implementation objective as related to the Pilot LFV - % Common Project is redundant because it is also - provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

RNP Approach Procedures with Vertical Guidance Timescales: NAV10 100% Completed Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023 - Procedures for APV/Baro VNAV are published in Swedish AIP. National regulation 30/04/2015 implemented for APV procedures based on EASA material. REG (By:12/2023) SWE Completed National regulation implemented for APV Transport - 100% procedures based on EASA material. 30/09/2010 Agency ASP (By:12/2023) Completed ACR - - 100% 30/04/2015 Implementation is depending on the aerodrome Completed LFV owners initiative and PBN-plan. Procedures for - 100% 31/10/2010 APV/Baro VNAV are published in Swedish AIP.

LSSIP Year 2018 Sweden 61 Released issue

Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - The Swedish Transport Agency has published a national action plan, based on EAPPRE, with recommendations to Aerodrome Operator, Air Navigation Service Provider, 31/12/2018 Aircraft Operator and National Authority. Actions taken by the different actors are reviewed during oversight. REG (By:01/2018) The Swedish Transport Agency has published a Completed national action plan, based on EAPPRE, with SWE recommendations to Aerodrome Operator, Air Transport - 100% Navigation Service Provider, Aircraft Operator and 30/11/2013 Agency National Authority. Actions taken by the different actors are reviewed during oversight. ASP (By:12/2014) The applicable measures of the Action plan have Completed ACR - 100% been implemented. 20/11/2014 Participating in Runway Safety Teams according to Completed LFV - 100% LoA between LFV and AOPs. 20/11/2014 APO (By:12/2014) Mil. Completed - - 100% Authority 30/11/2013 All recommendations according 3.1 & 3.2 have Completed been reviewed, evaluated and implemented as far as practicable possible. Appropriate SWEDAVIA - 100% recommendations according 3.3 with Aerodrome 31/12/2018 Operators responsibility (3.3.4; 3.3.5 and 3.3.6) have been considered and implemented.

LSSIP Year 2018 Sweden 62 Released issue Additional Objectives for ICAO ASBU Monitoring

Direct Routing Timescales: AOM21.1 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 - Free route airspace implemented 31/10/2013. 31/10/2013 ASP (By:12/2017) Free route airspace implemented 31/10/2013. Completed

The deployment status and planning of this LFV implementation objective as related to the Pilot Common - 100% 31/10/2013 Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 - LFV provides STCA (based on EUROCONTROL specifications) to all TMAs that are subject for radar processing based on EUROCAT 2000E. All is completed. 30/11/2012 National regulations for the use of STCA are in force since 1 January 2005 but the choice of the version and specifications is left to ANSP. ASP (By:01/2013) LFV provides STCA (based on EUROCONTROL specifications) Completed LFV to all TMAs that are subject for radar processing based on - 100% 30/11/2012 EUROCAT 2000E. LFV provides STCA (based on EUROCONTROL specifications) Completed ACR to all TMAs that are subject for radar processing based on - 100% 30/11/2012 EUROCAT 2000E.

LSSIP Year 2018 Sweden 63 Released issue Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 - Approved operators are registered in authority registry-system after approved application. LFV has a monitoring system in place and all concerned personnel have 31/12/2015 been trained. All transport A/C are equipped with TCAS 7.1. REG (By:12/2015) Aircraft operators informed via published authority Completed documents and information channels. Information SWE containing applicable regulations and how to make Transport complete airworthiness and operational/training - 100% 31/10/2013 Agency updating and application for ACAS 7.1 Approved operators are registered in authority registry- system after approved application. ASP (By:03/2012) Monitoring system is in place and all concerned Completed LFV - 100% personnel have been trained. 31/12/2011 Not The functionality is ATCC-related and therefore ACR - % Applicable outside the scope of ACR services. - MIL (By:12/2015) Mil. Completed All transport A/C are equipped with TCAS 7.1. - 100% Authority 31/12/2015

Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - Enhanced tactical flow management service (ETFMS) is implemented except DPI 31/10/2009 pending decision at Stockholm Arlanda Airport regarding CDM implementation ASP (By:07/2014) Not ACR Comply only to local (ATS-unit) ATFM ACR - % Applicable management. - Enhanced tactical flow management service Completed (ETFMS) is implemented except DPI pending LFV - 100% decision at Stockholm Arlanda Airport regarding 31/10/2009 CDM implementation

LSSIP Year 2018 Sweden 64 Released issue Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of ITY-COTR 97% Completed notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 - FDP and exchange system are in accordance with Commission Regulation (EC) No 1032/2006 Annex I (Part A). ABI, ACT, REV, MAC, BFD, and CFD messages completed. 31/12/2010 Training on additional functionality is always an integral part of implementation. ASP (By:12/2012) FDP and exchange system are in accordance with Completed Commission Regulation (EC) No 1032/2006 Annex I (Part A). ABI, ACT, REV, MAC, BFD, and CFD LFV - 97% messages completed. Training on additional 31/12/2010 functionality is always an integral part of implementation. This objective is not for the time being relevant for Not the small airports. Initiative rests with AOP. ACR Applicable ACR - % will support and participate in the activities - when/if needed. MIL (By:12/2012) Not Mil. Mil. Authority has not ATM Service Provision role, - % Applicable Authority so the ASP SLoAs is 'Not Applicable'. -

LSSIP Year 2018 Sweden 65 Released issue Local Objectives

Remote Tower Services AOP14 100% Completed Applicability and timescale: Local ESNN - SUNDSVALL-HARNOSAND The ATS- and MET-services at Örnsköldsvik airport, ESNO and Sundsvall airport, ESNN 04/10/2017 is provided from a (remote ATS) center located in Sundsvall.

Remote Tower Services AOP14 100% Completed Applicability and timescale: Local ESNO - ORNSKOLDSVIK The ATS- and MET-services at Örnsköldsvik airport, ESNO and Sundsvall airport, ESNN 21/04/2015 is provided from a (remote ATS) center located in Sundsvall.

Multi-Sector Planning En-route - 1P2T ATC18 100% Completed Applicability and timescale: Local - - In which ACCs has the MSP (1P2T configuration) been implemented;¨ ATCC Malmö - How many sectors are operated with MSP (1P2T configuration); Two - - Are these sectors continuously operated as 1P2T, or for specific periods of time. Specific periods of time Sweden has no further plans to implement MSP in other ACCs

Airport Collaborative Environmental Management ENV02 % Completed Applicability and timescale: Local ESSA - Stockholm Arlanda Airport A number of projects and activities are ongoing taking care of mutual interests in 31/10/2010 reducing environmental impact on neighbouring communities.

LSSIP Year 2018 Sweden 66 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESDF - RONNEBY The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESGG - Göteborg Landvetter Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows for example that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

LSSIP Year 2018 Sweden 67 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESMK - KRISTIANSTAD The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESMS - Malmö Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

LSSIP Year 2018 Sweden 68 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESMT - HALMSTAD The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESNN - SUNDSVALL-HARNOSAND The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

LSSIP Year 2018 Sweden 69 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESNO - ORNSKOLDSVIK The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESNQ - KIRUNA The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

LSSIP Year 2018 Sweden 70 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESNU - Umeå Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC)

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESNZ - ARE OSTERSUND The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

LSSIP Year 2018 Sweden 71 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESPA - LULEA/KALLAX The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESSA - Stockholm Arlanda Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports. This shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285. LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

LSSIP Year 2018 Sweden 72 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESSB - Stockholm Bromma Airport The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows for example that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). Stockholm Bromma (ESSB) stand out a bit. Departing aircrafts from ESSB must often level off after departure in order to avoid traffic from Stockholm Arlanda (ESSA) especially when aircrafts departures from RWY 30 at ESSB. LFV has established CCO procedures in some form at all of their airports (for a long 20/12/2017 time). CCO is performed for the majority of the departing aircrafts (from airports where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESSL - LINKOPING/SAAB The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

LSSIP Year 2018 Sweden 73 Released issue

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local ESSV - VISBY The majority of the departing aircrafts from Swedish airports (where LFV is the ANSP) gets CCO. It is possible to measure the vertical performance for all Swedish airports (this shows that a very large number of departing aircrafts from Stockholm Arlanda get continuous climb up to at least FL285). LFV has established CCO procedures in some form at all of their airports (for a long time). CCO is performed for the majority of the departing aircrafts (from airports 20/12/2017 where LFV is the ANSP). In addition LFV has also performed training in Fuel Management for almost all their operational staff (controllers). The training includes information about CCO and examples of various operational techniques to enable CCO. For example in January and February 2017 LFV performed training for over 100 area- controllers at ESOS (Stockholm ATCC).

Optimised Low-Level IFR Routes in TMA for Rotorcraft Not NAV12 % Applicable Applicability and timescale: Local - No current plans to implement this functionality. -

Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.

LSSIP Year 2018 Sweden 74 Released issue

ANNEXES

Specialists involved in the ATM implementation reporting for Sweden

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point Swedish Transport Agency Bengt Nilsson LSSIP Focal Point for NSA/CAA LFV Jörgen Brandt LSSIP Focal Point for ANSP ACR Carl Hansson LSSIP Focal Point for Airport Swedish Armed Forces Göran Andersson LSSIP Focal Point for Military Swedavia Torstein Grönmo

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person EUROCONTROL/DECMA/ACS/PRM Igor Marcetic

LSSIP Year 2018 Sweden 75 Released issue National stakeholders’ organisation charts

Swedish Transport Agency Organisation

The Swedish Transport Agency is working to achieve good accessibility, high quality, secure and environmentally aware rail, air, sea and road transport. We have overall responsibility for drawing up regulations and ensuring that authorities, companies, organisations and citizens abide by them. The Swedish Transport Agency has overall responsibility for civil aviation and is responsible for the authority tasks relating to air navigation services for civil and military aviation.

LSSIP Year 2018 Sweden 76 Released issue Swedish Transport Agency Civil Aviation and Maritime Department Organisation

The Civil Aviation and Maritime Department formulates regulations, examines and grants permits, as well as assessing civil aviation with particular regard to safety and security. And we monitor developments in the aviation market. We also formulate regulations, examine and grants permits, as well as exercising supervision principally of Swedish and foreign vessels sailing in Swedish waters. We work to improve maritime safety and environmental influence for recreational boating. We also analyse accidents and near-misses.

LSSIP Year 2018 Sweden 77 Released issue LFV

LFV’s primary mission is to provide safe, effective and environmentally adapted air navigation services for civil and military aviation. LFV is a State Enterprise 100% state owned. LFV is the only provider of ATC En-route in Sweden and handle both civil and military users in an integrated system since 1978. LFV is organised in four departments (see above) and employs approximately 1.100 people. LFV Head office is in Norrköping. LFV provides ATC services in:  19 ATC towers  1 RTC for two airports  2 Air Navigation centres located in Malmö and Stockholm.

LFV’s subsidiaries and associated companies:  LFV Aviation Consulting AB a wholly owned subsidiary whose role is to develop, produce and export aviation competence and represent the organisation in international commercial situations.  NUAC HB, an LFV and Naviair jointly owned Company running the operations of the Danish and Swedish ACCs since 2012.  EPN AB, the Nordic ATS Academy EPN. This is a subsidiary equally owned by LFV, Naviair Avinor and IAA.  Norway A/S, a wholly owned subsidiary whose role is to develop, produce and export aviation competence and represent the organisation in Norway specifically.  SAAB Digital Air Traffic Solutions AB, a jointly owned company with SAAB as majority owner. The company commenced operations on 1 September 2016 and will sell, develop and operate products and services for digital remote air traffic control.

LSSIP Year 2018 Sweden 78 Released issue ACR Aviation Capacity Resources AB

ACR Aviation Capacity Resources AB is a privately owned company and are providing air traffic services at fourteen airports in Sweden. ACR is designated as a provider at these airports and provides integrated air traffic services for both civil and military aviation. ACR conducts aerodrome- and approach control services and has approximately 100 employees in 15 different locations. ACR is headquartered in Stockholm and has resources for operations, finance, security, management and staff.

LSSIP Year 2018 Sweden 79 Released issue Swedavia

Swedavia owns, operates and develops ten airports across Sweden, and the company is wholly owned by the Swedish state. The business is run as airport operations and real estate operations. Our role is to create the access Sweden needs to facilitate travel, business and meetings – in Sweden, elsewhere in Europe and around the world. A focus on customers, sustainable development, and safety and security are the basis of everything Sweden does, both in our own operations and in society in general. Swedavia is a world leader in developing airports with the least possible environmental impact. In 2013, Swedavia had revenue of about 5.2 billion Swedish kronor and some 2,400 employees. A total of 33.5 million passengers flew via our airports in 2013, which is an increase of 3.5 per cent. Swedavia also owns the property Göteborg City Airport and is a minority shareholder in the company that operates the airport.

LSSIP Year 2018 Sweden 80 Released issue Implementation Objectives’ links with SESAR, ICAO and DP

SESAR ICAO ASBU Objective DP Family Key Feature B0 and B1 AOM13.1 - -

B1-FRTO AOM19.1 3.1.1 ASM Tool to support AFUA B1-NOPS B1-FRTO AOM19.2 3.1.2 ASM management of real time airspace data B1-NOPS B1-FRTO 3.1.3 Full rolling ASM/ATFCM process and ASM AOM19.3 B1-NOPS information sharing B1-FRTO 3.1.4 Management of dynamic airspace AOM19.4 B1-NOPS configurations AOM21.1 B0-FRTO -

3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing AOM21.2 B1-FRTO 3.2.4 Implement Free Route Airspace

AOP04.1 B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP04.2 B0-SURF 2.2.1 A-SMGCS level 1 and 2

B0-ACDM 2.1.1 Initial DMAN AOP05 B0-RSEQ 2.1.3 Basic A-CDM

AOP10 B1-RSEQ 2.3.1 Time Based Separation (TBS)

AOP11 B1-ACDM 2.1.4 Initial Airport Operations Plan (AOP)

2.1.2 Electronic Flight Strips (EFS) AOP12 - 2.5.1 Airport Safety Nets associated with A-SMGCS level 2 2.5.2 B1-ACDM AOP13 2.4.1 A-SMGCS Routing and Planning Functions B1-RSEQ

AOP14 B1-RATS -

ATC02.2 B0-SNET -

B0-SNET ATC02.8 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing B1-SNET B0-SNET ATC02.9 - B1-SNET ATC07.1 B0-RSEQ 1.1.1 Basic AMAN

ATC12.1 B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC15.1 B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC15.2 B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC16 B0-ACAS -

ATC17 - 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

LSSIP Year 2018 Sweden 81 Released issue ATC18 - No direct link, although implementation is recommended in Family 3.2.1

COM10 - -

3.1.4 Management of Dynamic Airspace Configurations COM11 - 3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) 5.1.2 NewPENS: New Pan-European Network Service COM12 B1-SWIM 5.2.1 Stakeholders Internet Protocol Compliance

B0-CDO ENV01 - B1-CDO

ENV02 - -

ENV03 B0-CCO -

FCM01 B0-NOPS -

FCM03 B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1 - 4.1.1 STAM phase 1

FCM04.2 B0-NOPS 4.1.2 STAM phase 2

B1-ACDM 4.2.2 Interactive Rolling NOP FCM05 B1-NOPS 4.2.4 AOP/NOP Information Sharing FCM06 B1-NOPS 4.4.2 Traffic Complexity tools

4.3.1 - Target Time for ATFCM purposes FCM07 B1-NOPS 4.3.2 - Reconciled target times for ATFCM and arrival sequencing FCM08 B1-FICE 4.2.3 Interface ATM systems to NM systems

FCM09 B1-NOPS -

INF04 B0-DATM -

INF07 - 1.2.2 Geographical database for procedure design

B1-DATM 5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1, INF08.1 B1-SWIM 5.6.1 B1-DATM INF08.2 5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2 B1-SWIM ITY-ACID - -

ITY-ADQ B0-DATM 1.2.2 Geographical database for procedure design

6.1.1 ATN B1 based services in ATSP domain 6.1.3 A/G and G/G Multi Frequency DL Network in defined European ITY-AGDL B0-TBO Service Areas 6.1.4 ATN B1 capability in Multi Frequency environment in Aircraft Domain ITY-AGVCS2 - -

ITY-COTR B0-FICE -

B0-FICE ITY-FMTP - B1-FICE ITY-SPI B0-ASUR -

LSSIP Year 2018 Sweden 82 Released issue B0-CDO NAV03.1 B0-CCO - B1-RSEQ 1.2.3 RNP 1 Operations in high density TMAs (ground capabilities) NAV03.2 B1-RSEQ 1.2.4 RNP 1 Operations (aircraft capabilities) 1.2.1 RNP APCH with vertical guidance NAV10 B0-APTA 1.2.2 Geographic Database for procedure design NAV12 B1-APTA -

SAF11 - -

Legend:

Objective’s link to SESAR Key Feature:

Optimised ATM Network Services High Performing Airport Operations

Advanced Air Traffic Services Enabling Aviation Infrastructure

LSSIP Year 2018 Sweden 83 Released issue Glossary of abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP Sweden Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/sites/default/files/content/documents/official- documents/guidance/Glossaries.pdf

Term Description

ACR Aviation Capacity Resources AB AFA Alliance Framework Agreement COOPANS Co-operation between ANSPs DK-SE FAB Dannish-Swedish Functional Airspace Block EPC Entry Point Central EPN Entry Point North ESSA ICAO Code for Stockholm – Arlanda Airport FT Fast Track JPO Joint Programme Office LFV Luftfartsverket NAMCon Northern Europe Aviation Meteorology Consortium NEFAB North European Functional Airspace Block NEFRA Northern Europe Free Route Airspace NUAC Nordic Unified Air traffic Control RHG Rule Harmonisation Group for DK-SE FAB RTC Remote Tower Centre SEK Swedish Kronor SHK Swedish Accident Investigation Authority SUPS Surveillance Upgrade Program Sweden Swedavia Swedish airport company

LSSIP Year 2018 Sweden 84 Released issue