LSSIP 2019 - AUSTRIA LOCAL SINGLE SKY IMPLEMENTATION Level2019 1 - Implementation Overview

EUROCONTROL LSSIP 2019 - AUSTRIA LOCAL SINGLE SKY IMPLEMENTATION Level2019 1 - Implementation Overview

Document Title LSSIP Year 2019 for Austria

Info Centre Reference 20/01/15/03 Date of Edition 09/06/2020 LSSIP Focal Point M. Stieber - [email protected] - Austro Control LSSIP Contact Person A. Dybowska - [email protected] EUROCONTROL / NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for Agency Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky- implementation-monitoring

Reference Documents

LSSIP Documents https://www.eurocontrol.int/service/local-single-sky- implementation-monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master- Edition 2019 plan-implementation-plan-level-3-2019 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master- Year 2019 plan-implementation-report-level-3-2019 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP http://eaip.austrocontrol.at/ FAB Performance Plan Latest FABCE Performance Plan V2.0 For details contact: Mr Matej Eljon - [email protected]

LSSIP Year 2019 Austria- Level 1 Released Issue

APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2019 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2019.

LSSIP Year 2019 Austria- Level 1 Released Issue

TABLE OF CONTENTS

Executive Summary ...... 1 Introduction ...... 9 1. National ATM Environment ...... 10 Geographical Scope ...... 10 National Stakeholders ...... 13 2. Traffic and Capacity ...... 21 Evolution of traffic in Austria ...... 21 ACC Vienna ...... 22 3. Implementation Projects ...... 26 National projects ...... 26 FAB projects ...... 28 Multinational projects ...... 30 4. Cooperation activities ...... 31 FAB Co-ordination...... 31 Multinational cooperation initiatives ...... 33 5. Implementation Objectives Progress ...... 35 State View: Overall Objective Implementation Progress ...... 35 Objective Progress per SESAR Key Feature ...... 37 ICAO ASBU Implementation Progress ...... 41 Detailed Objectives Implementation progress ...... 42 6. Annexes ...... 82 A. Specialists involved in the ATM implementation reporting for Austria ...... 82 B. National stakeholders organisation charts ...... 83 C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more ...... 85 D. SESAR Solutions implemented in a voluntary way ...... 90 E. Military Organisations Infrastructure ...... 98 F. Glossary of abbreviations ...... 99

LSSIP Year 2019 Austria- Level 1 Released Issue

Executive Summary

National ATM Context

Member State of:

Main national stakeholders:

- The Civil Aviation Authority (CAA), which is part of the Federal Ministry for Climate Action, Environment, Energy, Mobility, Innovation and Technology (BMK) performs the function of the Austrian Regulatory Authority (Oberste Zivilluftfahrt Behörde), - The National Supervisory Authority / NSA is part of the Federal Ministry for Climate Action, Environment, Energy, Mobility, Innovation and Technology (BMK), - Austro Control ‘Luftfahrtagentur (LFA)’, NSA for civil ATCO and pilots licensing, - Austro Control ‘Airworthiness & Certification, Operations, Technical Organisations’ (AOT), - The Accident Investigation Board forming an independent Body within the BMK, - Austro Control Österreichische Gesellschaft für Zivilluftfahrt mbH (ACG) - ANS Provider in Austria, - The Federal Ministry of Defence: Joint Forces Command / Air.

Main airport covered by LSSIP:

Wien Schwechat (LOWW / VIE)

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Traffic and Capacity

The following diagrams show the traffic growth in Austria in Summer 2019 plus the forecasted traffic increase for 2020-2024 period. 2019 Summer en-route delay figures are also shown per ACC.

Traffic Growth Summer EnRoute Delay TFC Forecast Summer 2019 (May-Oct)

0.7% 1.46 2.99 & 3.3% +4.2% 2018 2019 2020-2024 2019

ACC Wien: Traffic in ACC Wien increased during 2019 by 3,4%, whereas the ATFM Delays reached an average value of 1,88 min/flight; considering the post ops adjustments this value decreases to 1,64 min/flight. Nonetheless, the target of 0,19 min/flight was missed. Heavy CB and TS activity throughout the summer season from April till September 2019 were spread over the whole LOVV FIR, causing extremely difficult and complex situations, especially in cross border areas (unanticipated traffic / intruders). Austro Control MET staff was additionally performing their tasks from ACC Wien OPS room to ease coordination with Supervisors and FMP during certain days in June, July and August. Participation in the joint FL adherence days of FABCE / Danube FAB / SMATSA on 2nd and 3rd May 2019 to support the Flight Plan initiative: ‘File it – Fly it’.

Airport Vienna: Traffic at Vienna airport increased by + 9,9%, whereas ATFM caused delays reached the value of 0,91 min/flight, below the target of 1,27 min/flight. Vienna Airport registered a total of 31.7 million passengers in the year 2019, thus handling 17.1% more travellers than in the previous year.

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Airspace No major Airspace Changes were implemented in 2019, albeit preparatory work has started in the context of the European Airspace Architecture Study, to review the FABCE airspace and sectorisation (FABCE Airspace Task Force). Additionally, in the near future the Austrian sectorisation will be subject to adaptations by redefining division flight levels between lower ACC sectors and Local Approach Units.

ATM System developments in 2019 - Complete renovation and rearrangement of OPS rooms in ACC and APP Vienna; - Routine updates and improvements of the TopSky ATM System; - Full restoration of the runway at the airport Salzburg.

Summary of 2019 developments:

Number of national projects: 10 major projects ongoing Number of FAB projects: 5 major projects ongoing Number of multinational projects: 2 major projects ongoing

- Implementation of certain Objectives/Projects, COM12: New PENS was formally implemented in November 2019. ITY-ACID/ Aircraft Identification: was fully achieved and the whole FIR Wien has been declared as Mode-S area since July 2019;

- Important changes in organisational structures within main national stakeholders: As of January 2019, Austro Control’s managing board has been changed. The newly appointed directors are: Ms Valerie HACKL and Mr Axel SCHWARZ;

- important legislative changes 2019 was dedicated to prepare for the new Regulation (EU) 2017/373, in force since 02 January 2020.

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Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non-PCP) and the PCP elements.

It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2019, i.e. disregarding the declared “NOT APPLICABLE”LSSIP progress status.

The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives: AOP14, AOP15, AOP16, ATC02.9, ATC18, ATC20, NAV12 and COM11.2.

Pre-SESAR Phase 2000 2030

91%

SESAR 1 (PCP only) 2011 2024

37%

SESAR 1 (non-PCP) 2013 2030

26%

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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.

Optimised ATM Network Advanced Air Traffic High Performing Airport Enabling the Aviation Services Services Operations Infrastructure

n/a 95 99 0 % 86 % % 84 % 70 % %

42 39 % 24 % 27 20 % % %

PCP) PCP) PCP) PCP) - - - - SESAR Phase SESAR Phase SESAR Phase SESAR Phase - - - - Pre Pre Pre Pre SESAR 1 (non 1 SESAR (non 1 SESAR (non 1 SESAR (non 1 SESAR SESAR 1 (PCP only) (PCP 1 SESAR only) (PCP 1 SESAR only) (PCP 1 SESAR only) (PCP 1 SESAR

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ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. 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 5.3 – ICAO ASBU Implementation Progress.

Block 0 2000 2024

93%

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ATM Deployment Outlook

State Objectives

Deployed in 2018 - 2019 - New Pan-European Network  Service (NewPENS) COM12 - 100 % progress - Aircraft Identification ITY-ACID - 100 % progress

By 2020 By 2021 By 2022 By 2023+

- Ensure Quality of - Short Term ATFCM - Voice over Internet Aeronautical Data and Measures (STAM) - Phase 2 Protocol (VoIP) in Aeronautical Information FCM04.2 - 10 % progress Airport/Terminal ITY-ADQ - 73 % progress - Surveillance Performance COM11.2 - 27 % progress - Harmonise Operational Air and Interoperability - 8,33 kHz Air-Ground Voice Traffic (OAT) and General Air ITY-SPI - 66 % progress Channel Spacing below FL195 Traffic (GAT) Handling - Full Rolling ASM/ATFCM ITY-AGVCS2 - 82 % progress AOM13.1 - 73 % progress Process and ASM - Arrival Management - Electronic Terrain and Information Sharing Extended to En-route Obstacle Data (eTOD) AOM19.3 - 25 % progress Airspace INF07 - 51 % progress - Interactive Rolling NOP ATC15.2 - 06 % progress - RNP Approach Procedures FCM05 - 50 % progress - RNP 1 in TMA Operations to instrument RWY - Voice over Internet NAV03.2 - 45 % progress NAV10 - 73 % progress Protocol (VoIP) in En-Route - Information Exchanges - Collaborative Flight COM11.1 - 50 % progress using the SWIM Yellow TI Planning - Electronic Dialogue as Profile FCM03 - 84 % progress Automated Assistance to INF08.1 - 07 % progress Controller during - Extended Flight Plan Coordination and Transfer FCM08 - 00 % progress ATC17 - 95 % progress - ATS IFR Routes for - ASM Support Tools to Rotorcraft Operations Support Advanced FUA NAV12 - 10 % progress (AFUA) - Traffic Complexity AOM19.1 - 20 % progress Assessment - ASM Management of Real- FCM06 - 10 % progress Time Airspace Data - RNAV 1 in TMA Operations AOM19.2 - 50 % progress NAV03.1 - 78 % progress

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Airport Objectives - Vienna International Airport

 Deployed in 2018 - 2019 None

By 2020 By 2021 By 2022 By 2023+

- Airport Collaborative - Initial Airport Operations - Time-Based Separation Decision Making (A-CDM) Plan AOP10 - 19 % progress AOP05 - 96 % progress AOP11 - 14 % progress - Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 - 40 % progress - Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 08 % progress

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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 2019, 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, it gives an overview of the Airspace Organisation and Classification, the ATC Units;

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 also presents 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 the main Implementation Projects (at national, FAB and multinational level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The Level 1 document covers a 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 the Level 2 document. The chapter also provides an overview of any U- Space demonstration projects currently completed, ongoing and planned to take place in the Country;

Chapter 4 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation, as well as all other multinational 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 5 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition, it provides the high-level information on progress and plans of each Implementation Objective. 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.

The 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 (REG, ASP, MIL and APO) to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2019. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

The information contained in Chapter 5 – Implementation Objectives Progress is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.

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1. National ATM Environment

Geographical Scope

International Membership

Austria is Member of the following international organisations in the field of ATM:

Organisation Since ECAC  1955 EUROCONTROL  1993 European Union  1995 EASA  2003 ICAO  1948 NATO N/A Partnership for peace since 1995 ITU  1866 EDA  2004

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Geographical description of the FIR

FIR delineation, ATC sectors and ATS delegations – index chart:

FIR WIEN is surrounded by FIRs of 7 States, namely

I. Germany, (FIR Munchen, UIR Rhein), whereas ATS for the eastern part of Austria is delegated to ACC Munich and UAC Karlsruhe, II. Czech Republic (FIR Praha), III. Slovak Republic (FIR Bratislava), IV. Hungary (FIR Budapest), V. Slovenia (FIR Ljubljana), VI. Italy (FIR Milano), VII. Switzerland (FIR Zurich).

Croatia (ACC Zagreb) is considered as adjacent ATS Unit, as ATS for the MURA Sector (Slovenian Airspace) is delegated to ACC Wien FL125+.

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Airspace Classification and Organisation

To see recent details on airspace classification, open the following www-link and refer to eAIP Part II – ENR 1.4: https://eaip.austrocontrol.at/

SECSIFRA - South East Common Sky Initiative FRA:

FIR Wien has established Free Route Airspace from GND to FL660 / Upper State Boundary. In cooperation with the following States, a seamless Free Route Airspace has been implemented from various FLs (GND/FL205) up to FL660: Austria Slovenia Croatia Bosnia and Hercegovina Serbia Montenegro

eAIP Part II – ENR 6.9

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ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA ACC Wien 11 - Refer to 1.1 Although the hardware/software ‘Geographical configuration of the Austrian ATM system description of the FIR’ Topsky allows a theoretical higher maximum number of elementary sectors, the current demand is served by a maximum of 12 - 14 operational sectors APP Wien 6 FIR Praha, Bratislava TWR and APP Wien, located in the TWR and Budapest Wien building SALZBURG 1 LAU* SALZBURG INNSBRUCK 1 LAU* INNSBRUCK LINZ 1 LAU* LINZ GRAZ 1 LAU* GRAZ KLAGENFURT 1 LAU* KLAGENFURT

* LAU = Local Approach Unit

National Stakeholders

The main National Stakeholders in Austria involved in ATM:

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The main activities of the stakeholders are detailed in the following subchapters and their specific relationships are shown in the figure below:

Civil Regulator(s)

General Information

Civil Aviation in Austria is the responsibility of the Federal Ministry of Climate Action, Environment, Energy, Mobility, Innovation and Technology (BMK), which represents Austria at the EUROCONTROL Decision Making Bodies. The Regulator is institutionally separated from the ANS Service Provider. The Civil Aviation Authority (CAA) is part of the BMK (Oberste Zivilluftfahrtbehörde). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The Civil Aviation Authority is further detailed in the following sections.

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Activity in ATM: Organisation responsible Legal Basis Aviation Act Rule-making CAA (BGBl Nr. 253/1957) Aviation Act (BGBl Nr. 253/1957) section. 120c and section 141. SMS and Safety Oversight are described Safety Oversight NSA as part of the CAA in AASREF (ministerial decree) and NSA directive for ongoing oversight. Aviation Act (BGBl Nr. 253/1957) section 120c, d and Enforcement actions in case of section 141. SMS and Safety Oversight are described non-compliance with safety NSA as part of the CAA in AASREF (ministerial decree) and NSA directive for regulatory requirements ongoing oversight. Aviation Act (BGBl Nr. 253/1957) section 119, 120 Airspace CAA/Austro Control a,c and section 124.

NSA as part of the CAA Section Aviation Act (BGBl Nr. 253/1957) section 120c and Economic Economic Affairs section 141. Refer to FAB CE performance plan RP2 Aviation Act (BGBl Nr. 253/1957) section 120c and Environment NSA as part of the CAA section 141. Refer to FAB CE performance plan RP2 Aviation Act (BGBl Nr. 253/1957) section 120c and Security CAA section 141.

SUB § 136 Aviation Act and Accident investigation (Sicherheitsuntersuchungsstelle des Bundes) §2 UUG 2005, BGBl. I Nr. 123/2005

Austrian Civil Aviation Authority (CAA)

BMK incorporates the Civil Aviation Authority (CAA), which performs at the same time the function of the Austrian Regulatory Authority (Oberste Zivilluftfahrtbehörde).

ATM Safety occurrence analysis is done by the ANSP and there is a separate Accident Investigation Board as an independent body within the BMK; details can be found in chapter 1.2.5.

CAA Web site is identical to the NSA: www.bmk.gv.at

Annual Report published: Y To ensure conformity with Art. 12, Commission Regulation (EC) 549/2004, continuous reporting takes place through EASA Audit Reports, answering of pilot procedures and the LSSIP reporting process.

An organisational chart of BMK can be found in Annex B.

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Austro Control GmbH

Services provided:

Governance: State enterprise Ownership: 100% Republic of Austria Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Aerodrome(s) Y AIS Y CNS Y MET Y ATCO training Y Others Y Certification of Aircraft, Pilot licensing, Medical check for pilots and ATCOs Additional information: Provision of services in Y German regional airports (ATS-TWR for 10 German regional Airports) other State(s): Annual Report published: Y https://www.austrocontrol.at/jart/prj3/ac/main.jart?rel=en&content- id=1311169872625

Address of ANSP website: www.austrocontrol.at

An organisational chart can be found in Annex B.

Name of the ANSP: Meteo Serve Wetterdienst GmbH Governance: GmbH Ownership: 100% Austro Control Services provided Y/N Comment ATC en-route N ATC approach N ATC Aerodrome(s) N AIS N CNS N MET Y certified MET-Provider, no designation ATCO training N SAR N Others N Additional information: Provision of services in N other State(s): Annual Report published: N

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ATC systems in use:

Main ANSP part of any technology alliance1 Y COOPANS

FDPS

THALES: TOPSKY system within COOPANS alliance Specify the manufacturer of the ATC system currently in use: AVIBIT: for all main TWRs, using the Electronic Flight strip system DIFLIS A major upgrade of the TOPSKY took place in November 2015, integrating the terminal areas and Upgrade2 of the ATC system is performed or planned? MIL Control Centre. Upcoming releases in line with COOPANS enhancements up to twice per year. First deployment of TOPSKY took place in 2013. No Replacement of the ATC system by the new one is planned? replacement plans yet, as the current system is still considered as state of the art. ACC and APP Wien, ATC Unit Local Approach Units plus TWRs are linked with TOPSKY via DIFLIS system, VFSS (Vienna Flight Service Station)

SDPS

Thales, using ARTAS tracker Specify the manufacturer of the ATC system currently in use: Austrian Wide Area Multilateration (WAM): SAAB Upgrade of the ATC system is performed or planned? Planned continuously, 1-2 upgrades/year Replacement of the ATC system by the new one is planned? No ATC Unit ACC, APP/TWR Vienna, Local APP Units, MCC

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))

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Airports

General information

The main airports in Austria are operated by public and public/private enterprises. They are listed in the table below. As the sole ANS Provider, Austro Control provides Air Traffic Services at the airports.

Terminal Airspace (TMA or Airport Controlled by equivalent)

TWR and APP Wien in the TWR WIEN WIEN/ SCHWECHAT (VIE/LOWW) Wien building SALZBURG SALZBURG (SZG/LOWS) LAU* INNSBRUCK INNSBRUCK (INN/LOWI) LAU* LINZ LINZ (LNZ/LOWL) LAU* GRAZ GRAZ (GRZ/LOWG) LAU* KLAGENFURT KLAGENFURT (KLU/LOWK) LAU*

* LAU = Local Approach Unit

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.

The airport covered in this LSSIP is: WIEN Schwechat (LOWW).

The EUROCONTROL Public Airport Corner also provides information for Vienna: https://ext.eurocontrol.int/airport_corner_public/LOWW

Military Authorities

Military Authority is the Federal Ministry of Defence (MoD = BMLV). The Military Aviation Division = Abteilung Militaerluftfahrt (MLF) is part of the Ministry of Defence (MoD = BMLV) and is responsible for Air Traffic Management (ATM) plus Air Navigation Services (ANS). Co-ordination with Ministry of Transport at strategic level is done via the High Level Airspace Policy Board = Lenkungsausschuss Flugsicherung (LAF). The planning of airspace use at pre-tactical level is done via the civil/military joint unit Airspace Management Cell (AMC). Day-to-day co-ordination of Operational Air Traffic (OAT) and General Air Traffic (GAT) is handled at the tactical level between civil ATS Units and representatives of the Military Control Centre (MCC). Austro Control is the sole Austrian ATS provider and allocates airspace to military units on a temporary basis. Military ATS is normally provided to OAT and additionally to GAT within military airspace (Military Training Areas, Military Control Zones, Military Terminal Areas and Military Aerodrome Traffic Zones).

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Regulatory role

Regulatory framework and rule-making

OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed Y national legal provisions? by national legal provisions? Level of such legal provision: National Law, Aviation Act Level of such legal provision: National Law, Aviation Act Authority signing such legal provision: Austrian Government Authority signing such legal provision: MOD / MLF These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y ATCO Training Y ATCO Training Y ATCO Licensing Y ATCO Licensing Y ANSP Certification N ANSP Certification N ANSP Supervision Y ANSP Supervision Y Aircrew Training Y ESARR applicability Y Aircrew Licensing Y SES legislation as applicable Y Additional Information: N/A Additional Information: N/A Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: N/A National AIP Y National AIP Y National Military AIP N/A National Military AIP N/A EUROCONTROL eAIP N EUROCONTROL eAIP N Other: Aeronautical Charts Y Other: Aeronautical Charts Y

Oversight

OAT GAT National oversight body for OAT: MoD NSA (as per SES reg. 550/2004) for GAT services provided by the military: Y Additional information: N/A Additional information: N/A For TRG and licensing of MIL ATC MIL NSA personnel

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Service Provision role

OAT GAT Services Provided: Services Provided: En-Route Y En-Route Y Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS Y MET Y MET Y SAR Y SAR Y MIL Training Area (MTA) Y FIS Y monitoring Other: N/A Other: N/A Additional Information: Additional Information:

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

User role

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

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

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: Y No special arrangements N Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: N/A

Flexible Use of Airspace (FUA)

Military in Austria 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

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2. Traffic and Capacity

Evolution of traffic in Austria

Austria - Annual IFR Movements

1800000 Austria - Distribution (Ref. year 2018)

1600000

1400000 Domestic flights1% Overflights 1200000 75%

1000000

800000 IFR flights

600000 IFR movements - Actuals International Dep/Arr 24% IFR movements - Baseline forecast 400000 IFR movements - High forecast 200000 IFR movements - Low forecast A = Actual 0 2015 A 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 F F = Forecast

EUROCONTROL Seven-Year Forecast (Autumn 2019) IFR flights yearly growth 2016 A 2017 A 2018 A 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F 2025 F H 4.8% 6.3% 3.7% 2.7% 2.4% 2.4% 2.1% Austria B 0.6% 4.9% 5.6% 4.5% 4.5% 2.2% 2.2% 1.7% 1.7% 1.3% L 4.1% 2.4% 0.1% 0.8% 0.5% 0.6% 0.0% ECAC B 2.8% 4.0% 3.8% 1.1% 2.3% 1.9% 2.2% 1.8% 1.9% 1.4%

2019 Traffic in Austria (ACC plus INN corridor) increased by 4.2% in 2019 compared to 2018.

2019-2024

The EUROCONTROL Seven-Year Forecast predicts an annual traffic growth of between 0.7% and 3.3% throughout the planning cycle, with a baseline growth of 2.3%.

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ACC Vienna

Traffic and en-route ATFM delays 2015-2024

LOVVACC - Traffic and en-route ATFM delays

4000 3.0

3500 2.5

3000

2.0 2500

2000 1.5

1500 IFR Average) flights (Daily 1.0

1000 flight) per Enroute (minutes Delay

0.5 500

0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 2946 2906 3249 3336 3365 Summer Traffic 2493 2499 2754 2948 2995 Yearly Traffic 2092 2099 2301 2468 2552 Summer Traffic Forecast 3103 3179 3258 3314 3368 High Traffic Forecast - Summer 3153 3284 3385 3477 3570 Low Traffic Forecast - Summer 3038 3051 3078 3105 3126 Summer enroute delay (all causes) 0.15 0.12 0.48 1.46 2.99 Yearly enroute delay (all causes) 0.09 0.07 0.29 0.90 1.88

Performance summer 2019

Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Vienna Traffic Forecast (2019 vs 2018) ACC Reference ACC Actual Traffic All reasons Current Shortest Value Routes Capacity Routes Planned Achieved gap? Year H: 5.2% +3.4% 1.88 0.19 B: 4.5% +8% Summer L: 2.7% +1.6% 2.99 202 (+2%) 181 (-9%) Yes Summer 2019 performance assessment The average en-route delay per flight increased from 1.46 minutes per flight in Summer 2018 to 2.99 minutes per flight in Summer 2019. 43% of the Summer delays were due to Weather, 36% due to ATC capacity and 21% due to ATC staffing. The ACC capacity baseline was measured with ACCESS / Reverse CASA at 181. During the measured period, the average peak 1 hour demand was 203 and the average peak 3 hour demand was 188. Operational actions Achieved Comments AMAN LOWW Yes Improved ATFCM techniques, including STAM Yes Enhanced sectorisation according to the FAB CE Airspace Plan Yes As per ERNIP Part 2 Minor sector adaptations Yes Improved operational procedures including FMP/AMC Yes Yes Unexpected departure of some staff to other ANSPs, and Recruitment to increase staff levels the long term absences. Continuous system improvements Yes Additional sectors as required, depending on traffic demand levels Yes and available staff Applied with limited extent. Maximum configuration: 12 sectors Yes 12 sectors were opened

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Remedial measures Achieved Comments Unexpected departure of some staff to other ANSPs, and Yes Continued effort to increase staffing levels the long term absences. No Not possible at all times due to the unexpected departure Continued alignment of traffic demand and sector opening times at of some staff to other ANSPs, and the long term sector group level absences. When sector opening scheme from the NOP was available the delays remained at the low levels. No Applied at local level. Vienna ACC to be included in the Network weather mitigation measures network weather mitigation measures as from summer 2020 Implementation of the eNM/ANSPs proposed measures Yes Central/South East Europe airspace restructuring project Yes

Planning Period 2020-2024

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. The measures for each year are the measures that will be implemented before the summer season.

Summer Capacity Plan

2020 2021 2022 2023 2024 Free Route Airspace Airspace Management

Advanced FUA Common initiative AOP Airport & TMA Network Integration between VIE, ACG, ACDM for LOWW and the customers Cooperative Traffic Management Improved ATFCM techniques, including STAM

Enhanced sectorisation according to the FAB CE Airspace Plan and the European restructuring program Airspace Airspace restructuring project

Procedures Improved operational procedures including FMP/AMC Staffing Recruitment to increase staff levels

Continuous system improvements Technical FAST (Final App FAST Step 2 Spacing Tool) Step Including TBS for 1 LOWW Additional sectors as required, depending on traffic demand Capacity levels and available staff Significant Events Max sectors (Sufficient to cope with demand during 11 11 12 12 12 normal operations) Planned Annual Capacity Increase 3% 7% 5% 3% 3%

Reference Profile Annual % Increase 32% 2% 3% 2% 2%

Current Routes Profile % Increase 11% 2% 2% 2% 2% Difference Capacity Plan v. Reference -18,4% Profile -22,2% -16,7% -16,3% -15,6%

Difference Capacity Plan v. Current Routes -2,9% -0,5% 0,0% 0,5% Profile -7,5%

Annual Reference Value (min) 0.42 0.39 0.29 0.19 0.19

The national capacity plan foresees the opening of max. 11 sectors by maintaining the current overall operational OPS hours of ACC Wien. Additional information This will be achieved by applying a more flexible adaptation to the traffic demand supporting inter alia the first rotation of the day.

An outline of available sector configuration for typical weekdays and a weekend days for the summer months in 2020, as specified

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LOVV - Sectors available - Summer 2020 - MON.-TUE.-THU. July, August, September

0 00:00 01:00 02:00 03:00 04:00 05:00 20:00 21:00 22:00 23:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00

LOVV - Sectors available - Summer 2020 - WED.-FRI.-SUN. July, August, September

0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

LOVV - Sectors available - Summer 2020 - SAT. July, August, September

0 00:00 04:00 09:00 10:00 13:00 14:00 18:00 19:00 20:00 22:00 23:00 . 01:00 02:00 03:00 05:00 06:00 07:00 08:00 11:00 12:00 15:00 16:00 17:00 21:00

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LOVVCTA - Reference capacity profile and alternative scenarios 300

250

200

150

100 Capacity profile (movements hour) per (movements profile Capacity

0 2018 2019 2020 2021 2022 2023 2024 Reference Capacity Profile 239 244 251 257 262 Capacity Profile - Shortest Routes (Open) 231 236 243 247 252 Capacity Profile - Current Routes 201 205 210 215 220 Capacity Profile - High 243 253 263 271 279 Capacity Profile - Low 234 235 237 239 240 Capacity Baseline 198 181 2020 - 2024 Plan 186 199 209 215 221

2020-2024 Planning Period Outlook Vienna ACC’s capacity gap will depend on the impact of eNM/ANSPs measures for summer 2020 but it is expected to gradually decrease.

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3. Implementation Projects

The tables below presents the high-level information about the main projects currently ongoing in Austria, respectively projects which have been closed max. 2 years in the past. The details of each project are available in Chapter 2 of the Level 2 - Detailed Implementation Status document.

National projects

Name of project: Organisation(s): Schedule: Status: Links: 8,33 FRQ channel spacing Austrocontrol (AT), Flughafen Wien 31st December 2018 Closed L3: ITY-AGVCS2 below FL195 (COM Services ) AG (AT) ACID Phase 2 Mode S and Austrocontrol (AT) End 2019 Closed L3: ITY-ACID WAM implementation (SUR Service) AF2_MET-Compliance- Austrocontrol (AT) 01/03/2016 - 31/12/2020 Procurement in preparation L3: AOP10 Program (2015_220_AF2) until end of 2018. DP2016: 2015_220_AF2 Full OPS planned by 2021. AF5 AIM Compliance Pogram Austrocontrol (AT) 01/03/2016 - 31/12/2020 Ongoing according to Project L3: ITY-ADQ (2015_230_AF5) plan. DP2016: 2015_230_AF5 ATM Data Quality (ADQ) Austrocontrol (AT) 01/01/2014 - 31/12/2020 Late ongoing L3: ITY-ADQ (#006AF5) DP2016: #006AF5 ATM system and Sub-System Austrocontrol (AT) Dependent on bilateral Ongoing L3: ATC17 evolution for COTR (ATM implementation until 2021 System) Basic AMAN (L3: ATC07.1) Austrocontrol (AT) implementation done in November Closed L3: ATC07.1 2018

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Name of project: Organisation(s): Schedule: Status: Links: Collaborative Decision Austrocontrol (AT) 17/07/2014 - 03/12/2020 Late L3: AOP05 Management (CDM) locally DP2016: #011AF2 fully implemented (#011AF2) Implementation of Voice over Austrocontrol (AT) Between 2018 and 2020 Exchange to Ongoing in implementation L3: COM11.1 IP technology (COM Services) VoIP for ACC Wien, and between 2021 steps / 2020 ACC Wien, and 2023 stepwise implementation for till end 2023 TWR/APP Vienna all remaining ATC Units in Austria. Integrated Briefing System Austrocontrol (AT) 20/04/2017 Fully operational. Roll out and DP: #009AF5 New (IBSN) update SAMIB implementation took place in (#009AF5) Nov 2017 METSW-DB PCP Evolution Austrocontrol (AT) 01/12/2014 - 31/12/2020 Ongoing according to Project DP: 2015_231_AF5 (2015_231_AF5) plan, considering stepwise evolution developments to ensure compliance with PCP TBS4LOWW (Time Based Austrocontrol (AT) 2016 - 2023 TBS Project has been L3: AOP10 Separation for Vienna Airport) nationally set up. Operational DP: 2015_232_AF2 (2015_232_AF2) and technical experts involved in procedural and architectural developments, including HMI aspects The funded part is scheduled till Dec 2020; operational implementation of basic TBS foreseen by 2023. VHF Concept Implementation Austrocontrol (AT) 01/03/2016 - 30/11/2023 Project ongoing - in time DP: 2015_236_AF3 2020 (2015_236_AF3) (Funded part until 2021) eTOD Database Phase 1 (AIM Austrocontrol (AT) Implementation of the eTOD Ongoing L3: INF07 / ATM System) requirements is planned to be ready by DP2016: eTOD implementation end 2020.

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FAB projects

Name of project: Organisation(s): Schedule: Status: Links: ADS-B Deployment ASP ANS CR (CZ), Austrocontrol (AT), Start: June 2019, End: June 2021 Ongoing - CCL Service Provider (HR), HungaroControl (HU), Slovenia Control (SI) Airspace Task Force ASP ANS CR (CZ), Austrocontrol (AT), Start: 10.04.2019, End: 30.05.2020 Activities are ongoing L3: AOM21.2 BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI) DEVOPS: FABCE Development ASP ANS CR (CZ), Austrocontrol (AT), Start 3.1.2011, End: Continuous FAB CE FRA Study was L3: AOM21.2 of Operational Performance BHANSA (BA), CCL Service Provider completed in 2017. Other DP2016: N/A but included in and ATM Strategies (HR), HungaroControl (HU), Letové activities above are ongoing. DP16 under ‘102AF3 Free route (previously Project 1) prevádzkové služby Slovenskej airspace from the Black Forest (DEVOPS) republiky, štátny podnik (SK), to the Black Sea’ Slovenia Control (SI) RP2 PP: FAB CE FRA Project (described under NSP actions 'FAB CE Airspace and route structure planning' and 'Free Route Airspace') FAB CE Contingency ASP ANS CR (CZ), Austrocontrol (AT), Start: 01.01.2019, End: 31.12.2020 Activities are ongoing - Readiness - Phase II BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI)

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Name of project: Organisation(s): Schedule: Status: Links: Navigation infrastructure ASP ANS CR (CZ), Austrocontrol (AT), Start: April 2018, End: February 2020 Ongoing - optimization project BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI) SSR Frequency monitoring ASP ANS CR (CZ), Austrocontrol (AT), Start: June 2019, End: December 2020 Ongoing - CCL Service Provider (HR), Civil Aviation Agency (CAA) (SI), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK)

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Multinational projects

Name of project: Organisation(s): Schedule: Status: Links: AMAN LOWW initial ASP ANS CR (CZ), Austrocontrol (AT), Start: 19.2.2016, End: 31.12.2019 Closed L3: ATC07.1, ATC15.1 HungaroControl (HU), Letové DP: 2015_234_AF1 AMAN prevádzkové služby Slovenskej LOWW initial republiky, štátny podnik (SK) RP2 PP: Various projects covering individual ANSPs’ requirements (e.g. covered under DPS ATM Services for Austria) COOPANS / TopSky Project Austrocontrol (AT), CCL Service April 2018 until July 2023 Annual Releases are specified L3: AOM19.2, ATC15.2, FCM03, (DP2017: 2017_066_AF5) Provider (HR), IAA-ATS Provider (IE), and will be implemented FCM06, FCM08 LFV (SE), NAV (PT), Naviair (DK) DP2016: DP2017: 2017_066_AF5 Harmonisation of Technical Austrocontrol (AT), CCL Service 01/01/2016 - 31/12/2019 Complementing DP: 2015_207_AF3_A, ATM Platform in 5 ANSP Provider (HR), IAA-ATS Provider (IE), enhancements for the ATC 2015_207_AF3_B including support of Free LFV (SE), Naviair (DK) System (TopSky) have been Route Airspace and implemented, full structurally preparation of PCP program limited FRA has been (COOPANS B3.3 , B3.4 and implemented in Nov. 2016. B4.1) (2015_207_AF3_A; 2015_207_AF3_B)

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4. Cooperation activities

FAB Co-ordination

Having signed and ratified the Agreement on the Establishment of Functional Airspace Block Central Europe, Austria, Bosnia and Herzegovina, Croatia, the Czech Republic, Hungary, Slovakia and Slovenia are part of FAB CE. The FAB CE States agreed on establishment of the following permanent bodies - the FAB CE Council, NSA Coordination Committee and Joint Civil-Military Airspace Coordination Committee. The FAB CE Council can also establish other bodies necessary for the implementation, operation and further development of the FAB CE Programme. At the ANSP level, the FAB CE is directed and steered by the CEO Committee and Steering Committee. Specialised SubCommittees have been established for operational, technical, safety, financial, HR and legal domains. The air navigation service providers of the FAB CE countries established a joint company FABCE Aviation Services, Ltd (FCE) already in 2014 and the company is responsible for the professional management of various regional air navigation projects. The establishment of this joint venture is not only effectively aiming at the progress of the FAB CE programme, but at the same time the Single European Sky programme of the European Union. In 2018, the ANSPs decided to modify the FCE Memorandum of Association and Shareholders Agreement, which now allows technical and operational projects to be launched by a group of FAB CE partners focused on a specific area of air traffic management performance improvement. Not all FAB CE ANSPs share the same operational, traffic load and equipment priorities, but until now, there was a need for the consent of all partners to proceed. This agreement allows FAB CE partners with a focus on a specific area of performance improvement to form new collaborative agreements, which helps to address specific customer requirements while increasing the overall effectiveness of the FAB CE work programme. There have been a number of important achievements in 2019 focusing on several key areas. The following bullets summarise the most important activities delivering the benefits to airspace users: • Airspace planning and network development activities focusing on continuous improvements to enable optimum use of airspace, taking into account air traffic flows are the top priority for FAB CE. The FAB CE ANSPs have transformed themselves into a ‘FAB CE Airspace Alliance’ in 2018 and dedicated a lot of effort to initiate actions to be taken by FAB CE ANSPs in support of the Network Manager’s (NM) European Airspace Architecture Study (EAAS) airspace re-configuration programme Transition Plan. The ANSPs agreed a number of important airspace design improvement studies and related technical programmes to ensure airspace users can further optimise their trajectories through FAB CE airspace over the coming years. This triggered also a complete revision of the FAB CE Strategy for 2020-2030 to be fully aligned with the EAAS vision, which has been mostly completed in 2019 and is now pending approval. More detailed actions how to achieve the vision are now being elaborated in the new FAB CE High Level Plan. • FAB CE has established a Task Force to study further areas of regional cooperation with the aim of establishing an airspace design optimized for all airspace users aligned with the EAAS activities. FAB CE is fully prepared to cooperate with the Network Manager, supporting the planning and implementation of proposed concepts in a network centric approach and the implementation of Digital European Sky functionality, which was confirmed at the joint meetings with NM under the umbrella of this activity. FAB CE invited the NM to participate directly in the FAB CE Airspace Task Force activities and started to gather all requirements and views on NM roadmap proposals for a major re-sectorisation of FAB CE airspace.

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• The FAB CE states, together with their neighbouring partners, are still at the frontline of the Free Route Airspace (FRA) implementation in the region. The NM confirmed that FAB CE is the most advanced FAB in terms of FRA deployment and very few elements are missing from the complete deployment of FRA procedures in the FAB CE area. Further organic expansion of FRA through the Introduction of the new sectorisation programme will need to be performed gradually. The completion of the SEE FRA project (South East Europe Free Route Airspace) on November 7, 2019 has opened up 24/7 cross border free route operations across the airspace of Bulgaria, Hungary and Romania. As a future step, Slovakia (as a part of SEEN FRA project - South East Europe Night Free Route Airspace together with Bulgaria, Hungary and Romania), will assess the opportunities to join the SEE FRA airspace as 24/7 free route operations are already implemented within Slovakian airspace. To enable the full benefits of FRA implementation the FAB CE ANSPs agreed to start work on the implementation plan for the merger of the current SEE(N) FRA and SECSI FRA areas to enable FAB CE-wide seamless and traffic flow-oriented FRA area. Full FRA coverage in FAB CE will be achieved following the implementation in 2021 by ANS Czech Republic of FRA in the Prague flight information region (FIR). • FAB CE ANSPs have completed Phase I of an activity to develop a joint contingency concept in cooperation with the Network Manager in 2018. Phase I resulted in commonly agreed concept, procedures and technical enablers for the management of short- and medium-term (less than 2 hours) contingency event. FAB CE has now initiated Phase II which will address management of long-term contingency events (beyond 2 hours duration) and will provide for a common coordination platform for coordinating and monitoring the implementation activities of Phase I. Due to the delays in NM coordination the project mobilisation has been however delayed and activities are planned to take place during 2020. • The NAVAID optimisation project (which will improve interoperability and data-sharing through the optimisation of navigational aid infrastructure, reducing duplication and unnecessary complexity) significantly progressed in 2019. The processes for coordinated NAVAID infrastructure and preventive maintenance planning and information-sharing where operational dependencies are evident have been developed and are in the process of implementation. The second part of the project is focusing on an analysis of NAVAID infrastructure and coverage - including those of neighbouring countries, is ongoing and is expected to be completed in the first quarter of 2020. The objective is to identify potential areas for improvement, including operational interdependencies and requirements. The third part, which is now completed, focused on solving operational issues – namely, assessing vulnerabilities within the global navigation satellite system (GNSS) network. This will require addressing signal monitoring and interference issues while assessing how free route airspace will influence the requirements for ground-based NAVAIDs in this new era of area navigation operations. • FAB CE ANSPs finalised their common approach to meeting the requirements for Air Traffic Safety Electronics Personnel (ATSEP) training required by European Commission Regulation 2017/373, the “Air Traffic Management Common Requirements Implementing Regulation” (ATM IR), which comes into effect on 2 January 2020. It has required a considerable level of cooperation among FAB CE partners to develop a common approach to certifying ATSEP competency levels as each ANSP has deployed different technologies, and has different support and training requirements. • In 2019, FAB CE has identified and initiated a number of cooperation activities in the technical domain. These include a coordinated approach to ADS-B deployment, coordinated monitoring and protection of surveillance frequencies, common approach to datalink monitoring. Several ANSPs participate in the smart procurement of spare parts procurement and equipment suppliers have been contacted to investigate procurement pooling arrangements. The processes established under the previous project on surveillance infrastructure and services optimisation are ongoing. A group of the ANSPs is working on coordinated testing to enable sharing of the experience between ANSPs and allow more efficient planning of VoIP. Other cooperation activities include the assessment of the future FAB CE communication network called X-bone, joint RCOM and NAV workshops and coordination of the cyber security activities. The FAB CE Programme is continuously updated by the FAB CE bodies under management of the FAB CE Programme Manager with the support of the FAB CE Programme Support Office and there are a number of pending projects focusing on delivering additional benefits to airspace users that will be implemented in the near future.

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Multinational cooperation initiatives

A6 Alliance The A6 Alliance was founded in 2011 by six ANSP members of the SESAR JU – DFS (Germany), DSNA (France), AENA (Spain) renamed later to ENAIRE, ENAV (Italy), NATS (UK) and NORACON – a consortium of Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), LFV (Sweden) and Naviair (Denmark). In 2015, PANSA became a full member of the A6 Alliance. At the same time, the COOPANS consortium replaced NORACON in all A6 activities and the B4 Consortium joined A6 in the area of SESAR 2020. The A6 Alliance has also concluded a collaboration agreement with Skyguide in relation to SESAR 2020 R&D activities, as well as with ROMATSA and HungaroControl in relation to SESAR Deployment Manager. The A6 Alliance plays a significant role in Research & Development through active participation in the SESAR Programme. The A6+ partners participate in 68 of the 80 ATM-solution projects, leading 30 of them. Furthermore, the A6+ partners hold an active role in transversal activities including the Masterplan and in Very Large Scale Demonstrations. Since the launch of SESAR 1, members of the A6 Alliance have achieved significant results together with other SJU partners (development of 63 successfully completed SESAR solutions). The members of the A6 Alliance control more than 80 % of EU air traffic. They are responsible for more than 70 % of the investment in the future air traffic management infrastructure. Areas of Austro Control’s involvement: a) preparation of positions regarding operational/technical, policy and legal regulations proposals prepared or led by the EU institutions/bodies together with other partners (Airspace Architecture Study, Wise Persons Group, RP3, CEF funding, PCP/CP1 Review, etc.); b) participation in the SESAR Joint Undertaking (mainly focusing on a successful closing of Wave 1 and preparing the call for Wave 2 of SESAR 2020 Programme), SESAR Deployment Manager and initiatives/projects financed by INEA (SWIM, DLS, etc.); c) A6 activities: develop proposals for improvement of the ATM system in Europe and drive their implementation (e.g. SESAR Digital Backbone). South East Europe Common Sky Initiative (SECSI FRA) Following the successful implementation of the SAXFRA (Slovenian Austrian Cross-border Free Route Airspace) and SEAFRA (South-East Axis Free Route Airspace - project of three ANSPs from Bosnia and Herzegovina, Croatia, Serbia and Montenegro) initiatives in 2016, both initiatives have been in 2017 merged into the South East Europe Common Sky Initiative (SECSI FRA) creating a large cross-border FRA block including Austria, Bosnia and Herzegovina, Croatia, Serbia, Montenegro and Slovenia. The SECSI FRA went operational on the 1st of February2018 offering airspace users significant benefits along the South East Axis, by delivering the shortest route options from Central Europe to South Eastern Europe. The benefits gained through the SECSI FRA are substantial. Based on the shortest route assignment potential savings per day are up to 1.940 NM in flight distance, 285 minutes in flight time, a reduction in fuel consumption of 8,000 kg and a reduction in CO2 emissions of 25.500 kg. The SECSI FRA will make more options available when determining the user-preferred trajectory. Full cross-border FRA allows airlines to take better advantage of wind or adapt to network disruptions. The better use of FRA options at flight planning level improve predictability and reduce ATC workload. This initiative not only works towards achieving the goals of the European Commission regarding the implementation of “Free Route” across Europe but also fulfils airspace user´s requests for having multiple route options available for the same city-pair.

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South East Europe Night Free Route Airspace (SEEN FRA) On the 30th March 2017, the DANUBE FAB (Romania and Bulgaria) and Hungary introduced SEEN FRA by bridging the airspace between the two Functional Airspace Blocks of the DANUBE FAB and FAB CE during the time period 2300- 0500 (2200 - 0400) UTC. At the end of 2018, the initiative was expanded by the airspace of Slovakia. From the 6th December 2018, aircraft operators are thus able to plan their flights freely across the airspace of four States covering parts of two FABs without having to take into account the limitations imposed by geographical borders. The new flight planning rules significantly optimize flight trajectories to provide the shortest possible connections and the most effective routings when changes to the flight plan – to avoid adverse weather, for example – are required. According to simulations of the airspace change the synergistic effect of all improvements could reduce trajectories by a daily average of 3.200 NM, which equates to 15 tonnes of fuel and 49 tonnes of CO2 emissions. Further improvements to Central and South-Eastern European airspace configurations will take place in 2019. From April 2019, 24-hour FRA will be implemented within Slovakian airspace and during summer 2019 LPS SR will consider extending SEEN FRA availability for longer periods of the day. From 7 November 2019, the three countries initiating the SEEN FRA programme (Bulgaria, Hungary and Romania) will extend the availability of cross-border FRA operations across the entire day with the introduction of the South East Europe Free Route Airspace (SEE FRA) project.

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5. Implementation Objectives Progress

State View: Overall Objective Implementation Progress

1; [2%]

6; [11%]

Completed 24; [42%] Ongoing 11; [19%] Late Not yet planned Not Applicable

15; [26%]

1) Challenges in completing Implementation Objectives due for 2019 Out of 5 Objectives, which were due in 2019, 2 have been completed (ITY-ACID, COM12). The remaining ITY-ADQ and FCM03 (eTOD) are very closely interleaved and interdependent. Due to the high amount of ADQ affected obstacle originators in Austria, the ADQ implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 31/12/2020. FCM03 still suffers from a mixture of interpretation of specifications / implementation priority setting and interoperability issues between NM and COOPANS TopSky system as regards the implementation of the AFP message. Final estimate: Q3/2020

2) Plans for completing Objectives, especially those due for 2020/2021 A huge bunch of Objectives is scheduled for completion in 2020 and 2021.

2020:  Ensure Quality of Aeronautical Data and Aeronautical Information ITY-ADQ - 73 % progress and Electronic Terrain and Obstacle Data (eTOD) INF07 - 51 % progress -> for details see section 1) above.  Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 - 73 % progress -> Final discussions on agreements between MoD and MoT will be established with respect to EUROAT by mid 2020, the Common principles, rules and procedures for OAT handling and OAT/GAT Interface are planned to be applied by end 2020.

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 RNP Approach Procedures to instrument RWY NAV10 - 73 % progress -> The RNP approach concept has been rolled out throughout the country as part of the ongoing PBN implementation program. ->Implementation regulations (e.g. ICAO A37-11, Commission Regulation (EU) Nr. 1048 (2018) were fully observed and work has since progressed to a level that

--> ALL INSTRUMENT RUNWAY ENDS in Austria are covered with RNP approaches. Remaining action: Endorsement of the PBN transition plan by end of 2020.  Collaborative Flight Planning FCM03 - 84 % progress -> for details see section 1) above

AIRPORT Vienna  Airport Collaborative Decision Making (A-CDM) AOP05 - 96 % progress -> The Vienna Airport CDM has started in 2013 and has reached the status of 'locally implemented' in June 2014. Stepwise completion according to the A-CDM project in order to reach the status of 'full implementation' is conceived until December 2020. Following a validation phase, the full operational implementation of DPI is expected on 03/12/2020.

2021:  Short Term ATFCM Measures (STAM) - Phase 2, FCM04.2 - 10 % progress -> Initial activity started as part of FAB CE DAM/STAM Project (ex. P3), kicked off in 2017 and finished in 2019. It is likely that STAM phase 2 will be implemented with the availability of the adequate function in the n-CONECT Tool, planned for implementation end of 2021.  Surveillance Performance and Interoperability ITY-SPI - 66 % progress -> Civil part is completed; for MIL, full Mode S compatible implementation covering the relevant fleet update is foreseen by 2021, only a small number of training aircraft for MIL left to be equipped after the 2020 date.  Interactive Rolling NOP FCM05 - 50 % progress -> The Implementation of interactive rolling NOP is planned through upgrade of the automated ASM support system being capable of AIXM 5.1 B2B data exchange with NM. The Intention is to achieve an integration of the automated ASM support systems with the Network. All these projects will be fulfilled in accordance with the NM support, the guidance and the relevant provisions of the NM B2B Reference Manuals. Airport slots are already transmitted to DDR. Implementation of LARA System is envisaged by end of 2020. In accordance with the planned initiative of the Airport Operations Plan for Vienna, the required complement and integration with the NOP is conceived to be implemented until 2021.  Voice over Internet Protocol (VoIP) in En-Route COM11.1 - 50 % progress -> The final rollout for ATCCV is planned for the end of 2020. The voice over IP communication to NMOC has been established since 03/2013; for the Military part, VoIP is planned according to the VoIP project plan in close alignment with ATCCV, but not before end 2021.  Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 - 95 % progress -> Electronic dialogue procedure in Coordination process: Full technical implementation RAP, RRV, CDN, ACP, RJC, SBY, RRV: 03/2013. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2021.  ASM Support Tools to Support Advanced FUA (AFUA) AOM19.1 - 20 % progress -> The Kick off Meeting with Eurocontrol was conducted on 30th of Nov. 2016 in order to implement the LARA tool, which is planned for final operational implementation in Q4 2021.  ASM Management of Real-Time Airspace Data AOM19.2 - 50 % progress -> The topic is discussed and dealt with in the context of the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS; the specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021.

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AIRPORT Vienna  Initial Airport Operations Plan AOP11 - 14 % progress -> Based on the current CDM Agreements and the principles of 'AIRPORT NETWORK INTEGRATION / Concept for establishment of an Airport Operations Plan' ed.1.1, further planning with regard to the Initial AOP will continue and be set up in coordination with all relevant Stakeholders by end 2021.

Objective Progress per SESAR Key Feature

The Implementation objectives progress charts per Key Feature below show progress only for Implementation Objectives applicable to the State/airport and which are not local objectives.

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C: Implementation Objectives’ links with SESAR, ICAO and DP.

Legend:

 ## % = Expected completion / % Progress

= Implementation Objective timeline (different colour per KF)  100% = Objective completed = Completion beyond Implementation Objective timeline

Optimised ATM Network Services

<16 16 17 18 19 20 21 22 23 24 25 >26

AOM13.1 Harmonise Operational Air Traffic (OAT) and 73 %

General Air Traffic (GAT) Handling 

AOM19.1 ASM Support Tools to Support Advanced FUA 20 %

(AFUA) 

AOM19.2 ASM Management of Real-Time Airspace Data 50 %



AOM19.3 Full Rolling ASM/ATFCM Process and ASM 25 %

Information Sharing 

AOM19.4 Management of Pre-defined Airspace 0 %

Configurations

FCM01 Implement enhanced tactical flow 100 %

management services 

FCM03 Collaborative Flight Planning 84 %



FCM04.2 Short Term ATFCM Measures (STAM) - Phase 10 %

2 

FCM05 Interactive Rolling NOP 50 %



FCM06 Traffic Complexity Assessment 10 %



LSSIP Year 2019 Austria- Level 1 37 Released Issue

Advanced Air Traffic Services

<16 16 17 18 19 20 21 22 23 24 25 >26

AOM21.1 Direct Routing 100 %



AOM21.2 Free Route Airspace 100 %



ATC02.2 Implement ground based safety nets - Short 100 %

Term Conflict Alert (STCA) - level 2 for en- 

route operations

ATC02.8 Ground-Based Safety Nets 100 %



ATC02.9 Short Term Conflict Alert (STCA) for TMAs 100 %



ATC07.1 AMAN Tools and Procedures

LOWW - Vienna International Airport  100 %

ATC12.1 Automated Support for Conflict Detection, 100 %

Resolution Support Information and 

Conformance Monitoring

ATC15.1 Information Exchange with En-route in 100 %

Support of AMAN 

ATC15.2 Arrival Management Extended to En-route 6 %

Airspace 

ATC16 Implement ACAS II compliant with TCAS II 100 %

change 7.1 

ATC17 Electronic Dialogue as Automated Assistance 95 %

to Controller during Coordination and 

Transfer

ENV01 Continuous Descent Operations (CDO)

LOWW - Vienna International Airport  100 %

ITY-COTR Implementation of ground-ground automated 100 %

co-ordination processes 

NAV03.1 RNAV 1 in TMA Operations 78

 %

NAV03.2 RNP 1 in TMA Operations 45 %



NAV10 RNP Approach Procedures to instrument RWY 73 %



NAV12 ATS IFR Routes for Rotorcraft Operations 10

 %

LSSIP Year 2019 Austria- Level 1 38 Released Issue

High Performing Airport Operations

<16 16 17 18 19 20 21 22 23 24 25 >26

AOP04.1 Advanced Surface Movement Guidance and

Control System A-SMGCS Surveillance (former Level 1)

LOWW - Vienna International Airport  100 %

AOP04.2 Advanced Surface Movement Guidance and

Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2)

LOWW - Vienna International Airport  100 %

AOP05 Airport Collaborative Decision Making (A-

CDM)

LOWW - Vienna International Airport  96 %

AOP10 Time-Based Separation

LOWW - Vienna International Airport  19 %

AOP11 Initial Airport Operations Plan

LOWW - Vienna International Airport  14 %

AOP12 Improve Runway and Airfield Safety with

Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)

LOWW - Vienna International Airport  40 %

AOP13 Automated Assistance to Controller for

Surface Movement Planning and Routing

LOWW - Vienna International Airport 8 % 

SAF11 Improve Runway Safety by Preventing 100 %

Runway Excursions



LSSIP Year 2019 Austria- Level 1 39 Released Issue

Enabling Aviation Infrastructure

<16 16 17 18 19 20 21 22 23 24 25 >26

COM10 Migrate from AFTN to AMHS 100 %



COM11.1 Voice over Internet Protocol (VoIP) in En- 50 %

Route 

COM11.2 Voice over Internet Protocol (VoIP) in 27 %

Airport/Terminal 

COM12 New Pan-European Network Service 100 %

(NewPENS) 

FCM08 Extended Flight Plan 0 %



INF07 Electronic Terrain and Obstacle Data (eTOD) 51 %



INF08.1 Information Exchanges using the SWIM 7 %

Yellow TI Profile 

ITY-ACID Aircraft Identification 100 %



ITY-ADQ Ensure Quality of Aeronautical Data and 73 %

Aeronautical Information 

ITY-AGDL Initial ATC Air-Ground Data Link Services 100 %



ITY- 8,33 kHz Air-Ground Voice Channel Spacing 82 %

AGVCS2 below FL195 

ITY-FMTP Common Flight Message Transfer Protocol 100 %

(FMTP) 

ITY-SPI Surveillance Performance and Interoperability 66 %



LSSIP Year 2019 Austria- Level 1 40 Released Issue

ICAO ASBU Implementation Progress

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 2019 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by the ICAO EUR EASPG/1 meeting (European Aviation System Planning Group). Legend:

= Completed (during 2019 or before) = Missing planning date = Progress achieved in 2019 = Not applicable

<16 16 17 18 19 20 21 22 23 24 25 >26

B0-ACAS ACAS Improvements 100 %

B0-ACDM Improved Airport Operations through Airport- 100 %

CDM 96.0 % B0-APTA Improved Airport Accessibility 100 %

73.0 % B0-ASUR Improved access to Optimum Flight Levels 100 %

through Climb/Descent Procedures using 66.0 % ADS-B

B0-CCO Improved Flexibility and Efficiency in 100 %

Departure Profiles 0.0 % B0-CDO Improved Flexibility and Efficiency in Descent 100 %

Profiles (CDOs)

B0-DATM Service Improvement through Digital 100 %

Aeronautical Information Management 73.0 % B0-FICE Increased Interoperability, Efficiency and 100 %

Capacity through Ground-Ground Integration

B0-FRTO Improved Operations through Enhanced En- 100 %

Route Trajectories.

B0-NOPS Improved Flow Performance through Planning 100 %

based on a Network-Wide view 92.0 % B0-RSEQ Improved Runway Traffic Flow through 100 %

Sequencing (AMAN/DMAN) 98.0 % B0-SNET Ground based safety nets 100 %

B0-SURF Improved Runway Safety (A-SMGCS Level 1-2 100 %

and Cockpit Moving Map)

B0-TBO Improved Safety and Efficiency through the 100 %

initial application of Data Link En-Route

LSSIP Year 2019 Austria- Level 1 41 Released Issue

Detailed Objectives Implementation progress

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

LSSIP Year 2019 Austria- Level 1 42 Released Issue

Main Objectives

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 73% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Key Feature: Optimised ATM Network Services - Based on an agreement between Ministry of Transport (BMK) and MoD (BMLV) the described objectives are planned, respectively will be closely monitored within the European context. National agreements between MoD and MoT will be established, likewise common principles, 31/12/2020 rules and procedures for OAT handling and OAT/GAT Interface are planned to be in operational use by end of 2020. REG (By:12/2018) Oberste Zivil- Late National agreements between MoD and MoT will be Luftfahrtbehör - 40% established with respect to EUROAT by mid of 2020. 30/06/2020 de in Austria Mil. Aviation National agreements between MoD and MoT will be Late - 40% Authority established with respect to EUROAT by mid of 2020. 30/06/2020 ASP (By:12/2018) Common principles, rules and procedures for OAT Late handling and OAT/GAT Interfaces are planned to be applied by end of 2020. At present, the reference documents are as folllows:- Austrocontrol - 63% 'Ressortübereinkommen' Annex 2 MOAT- LFG §145a 31/12/2020 (aviation act) and official Minutes from High Level Airspace Policy Body (HLAPB) Dec. 2019 Common principles, rules and procedures for OAT Late handling and OAT/GAT Interfaces are planned to be applied by end of 2020. Mil. Aviation At present, the reference documents are as folllows:- - 50% Authority 'Ressortübereinkommen' Annex 2 MOAT- LFG §145a 31/12/2020 (aviation act) and official Minutes from High Level Airspace Policy Body (HLAPB) Dec. 2019 MIL (By:12/2018) Common principles, rules and procedures for OAT Late handling and OAT/GAT Interfaces are planned to be applied by end of 2020. Mil. Aviation At present, the reference documents are as folllows:- - 92% Authority 'Ressortübereinkommen' Annex 2 MOAT- LFG §145a 31/12/2020 (aviation act) and official Minutes from High Level Airspace Policy Body (HLAPB) Dec. 2019

LSSIP Year 2019 Austria- Level 1 43 Released Issue

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 20% Late Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The Kick off Meeting with Eurocontrol was conducted on 30th of Nov. 2016 in order to implement the LARA tool, which is planned for final operational implementation in Q4 2021. 31/12/2021 Focus will be put on interoperability issues with n-CONECT, dependent on n-CONECT developments. ASP (By:12/2018) The Kick off Meeting with Eurocontrol was conducted Late on 30th of Nov. 2016 in order to implement the LARA tool, which is planned for final operational implementation in Q4 2020. The interoperability LoA with NM is conceived to be finalized by Q1 2020. Initial bilateral session with NM has been performed Austrocontrol in January 2019. Focus will be put on interoperability - 20% 31/12/2021 issues with n-CONECT, dependent on n-CONECT developments.

In FABCE context, Project 3 dealt with Functional integration of ASM/ATFCM processes. The FAB CE- wide Study of Dynamic Airspace Management (DAM) and STAM was successfully finished in Dec. 2018.

LSSIP Year 2019 Austria- Level 1 44 Released Issue

ASM Management of Real-Time Airspace Data Timescales: AOM19.2 50% Ongoing Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The topic is discussed and dealt with in the context of the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS. The specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021.

NOTE: 31/12/2021 Current discussions within COOPANS members are focussing on capacity relevant functional changes rather than technical ASM data exchange features. The final goal shall be to exchange also ad hoc dynamic areas, which is at present not prioritised. Moreover, the interface between LARA and ATC Systems still needs to be specified to follow SWIM TI Yellow Profile Compliance. For the time being, the deployment target date for the SWIM compliance is 1st January 2025. ASP (By:12/2021) The topic is discussed and dealt with in the context of Ongoing the LARA implementation. Further proceeding is under discussion following the development of the ATM System TopSky / COOPANS. The specific upgrade of the ATM System(s) to enable real-time ASM data exchanges with local ASM support systems is planned by end 2021. NOTE: Current discussions within COOPANS members are Austrocontrol - 50% focussing on capacity relevant functional changes 31/12/2021 rather than technical ASM data exchange features. The final goal shall be to exchange also ad hoc dynamic areas, which is at present not prioritised within COOPANS. Moreover, the interface between LARA and ATC Systems still needs to be specified to follow SWIM TI Yellow Profile Compliance. For the time being the deployment target date for the SWIM compliance is only 1st of January 2025.

LSSIP Year 2019 Austria- Level 1 45 Released Issue

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 25% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO, B1-NOPS, B2-NOPS | Key Feature: Optimised ATM Network Services - Procedures and processes for a full rolling ASM/ATFCM process (including processes for initial CDM, full management of airspace structure via AUP/UUP, and process supporting sharing of 31/12/2021 information of airspace configurations via AUP/UUP) planned to be implemented by end of 2021 ASP (By:12/2021) Procedures and processes for a full rolling Ongoing ASM/ATFCM process (including processes for initial CDM, full management of airspace structure via Austrocontrol - 25% AUP/UUP, and process supporting sharing of 31/12/2021 information of airspace configurations via AUP/UUP) planned to be implemented by end of 2021.

Management of Pre-defined Airspace Configurations Timescales: Not yet AOM19.4 0% Initial operational capability: 01/01/2018 planned Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The concept of predefined airspace configuration is based on fix TRAs, ARES and sector configurations in the ATM System. For FIR Wien it is not intended to implement automated - ATM system support for the Management of ASM solutions, as the ASM solutions are handled tactically and individually based on the FUA Concept. ASP (By:12/2021) The concept of predefined airspace configuration is Not yet based on fix TRAs, ARES and sector configurations in planned the ATM System. For FIR Wien it is not intended to Austrocontrol implement automated ATM system support for the - 0% Management of ASM solutions, as the ASM solutions - are handled tactically and individually based on the FUA Concept.

LSSIP Year 2019 Austria- Level 1 46 Released Issue

Free Route Airspace Timescales: AOM21.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - In fulfilment of the FABCE FRA Roadmap, the first implementation of Free Route Airspace in conjunction with a FRA cross border application has been achieved between Slovenia and Austria as of 10th of November 2016 (‘SAXFRA’). The “Slovenian Austrian Cross-Border Free Route Airspace” (SAXFRA) area of application is available H24 and is not constrained by FIR or State boundaries. The SAXFRA area was implemented in those areas where the following units provide ATS: ACC Wien (except BUDEX Area) and ACC Ljubljana, APP units Wien, Graz, Innsbruck (East of Rocky line), Klagenfurt, Linz, Salzburg (except Königssee Area), Ljubljana, Maribor and Portoroz (see attached map).

ATS Routes within SAXFRA have been permanently withdrawn except for: 10/11/2016 - ATS routes within the areas of responsibility of APP Maribor and Portoroz to provide ATS without the use of ATS surveillance equipment. - A set of ATS routes within FIR Wien below 9500FT AMSL for NON RNAV equipped flights.

The next step for cross-border FRA provision was taken on 1st of February 2018 with the implementation of the South East Common Sky Initiative, so called SECSI FRA, combining the two SAXFRA and SEAFRA initiatives. Henceforward the airspace of Austria, Bosnia and Herzegovina, Croatia, Montenegro, Serbia and Slovenia form a seamless Free Route Airspace from GND/FL205 up to the upper state border / FL660.

Further Cross Border FRA initiatives are under negotiation. ASP (By:12/2021) Airspace Task Completed Force / In fulfilment of the FABCE FRA Roadmap, the first DEVOPS: implementation of Free Route Airspace has been FABCE achieved in conjunction with a FRA cross border Development application between Slovenia and Austria since 10th of Austrocontrol of November 2016 (‘SAXFRA’). The cross border area 100% Operational 10/11/2016 extends vertically from ground up to FL660 (partly Performance FL460) and comprise the Areas of Responsibility of and ATM Austro Control (east of Rocky Line) and Slovenia Strategies Control H24. (previously Project 1)

LSSIP Year 2019 Austria- Level 1 47 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 Links: B0-SURF | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport A-SMGCS is used as an advisory tool since June 2004. The required technical equipment is installed and in operation. See AIP. 31/12/2013

The required safety assessment documentation by the ANSP has been delivered in Dec 2013. REG (By:12/2010) The approval of the changes in the Regulatory Completed Framework has been delayed until 12/2013, due to Oberste Zivil- consideration and application of Interoperability Luftfahrtbehör - 100% regulatory requirements (Required Declarations). 31/12/2013 de in Austria The required safety assessment documentation by the ANSP has been delivered in Dec. 2013. ASP (By:12/2011) Operational procedures defined and the related safety Completed case are pending the regulatory approval. The Certification Austrocontrol - 100% of technical equipment and operational procedures 31/12/2011 are thus planned for 2011. The required safety assessment is still pending. APO (By:12/2010) Flughafen Completed The APO SLOAs are completed for Vienna airport. - 100% Wien AG 31/12/2004

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 Links: B0-SURF | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport The approval of the changes in the Regulatory Framework has been issued in Dec 2013 30/09/2013 ASP (By:12/2017) Operational procedures defined and the related safety Completed case is pending for the regulatory approval. The Austrocontrol - 100% Certification of technical equipment and of 30/09/2013 operational procedures are thus planned by mid 2013. APO (By:12/2017) The approval of the changes in the Regulatory Completed Framework was delayed till mid 2013 due to Flughafen consideration and application of Interoperability - 100% Wien AG regulatory requirements (Required Declarations) as 31/12/2009 well as the certification of technical equipment and operational procedures (although in place).

LSSIP Year 2019 Austria- Level 1 48 Released Issue

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 96% Late Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 Links: B0-ACDM, B0-RSEQ | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport The Vienna Airport CDM has started in 2013 and has reached the status of 'locally implemented' in June 2014. Stepwise completion according to the A-CDM project in order to 03/12/2020 reach the status of 'full implementation' is conceived until December 2020. Following a validation phase, the full operational implementation of DPI is expected on 03/12/2020. ASP (By:12/2016) The Airport CDM project has been implemented and Completed reached the status of 'locally implemented' in June 2014. List of adverse conditions defined and agreed, procedures are established. De-icing procedures according to the CDM manual guidelines with regard Collaborative to the status 'locally implemented 'are already in Decision place. The non taxative list of adverse conditions Management 100 Austrocontrol reads at present: (CDM) locally % 30/06/2016 - freezing rain fully - frequently changing De-Icing conditions implemented - xx snow storm at or close to airport - xx thunderstorm with frequently changing conditions Refinement of the current procedures is self-induced and subject to ongoing continuous improvements.

APO (By:12/2016) The majority of APO tasks is fulfilled and required Late Flughafen specific LoAs were ratified. - 92% Wien AG 03/12/2020 DPI implementation is late, expected on 03/12/2020.

LSSIP Year 2019 Austria- Level 1 49 Released Issue

Time-Based Separation Timescales: AOP10 19% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ, B2-WAKE | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport Activity to specify the TBS tool has started and was finished in 2017. The function is planned for implementation by April 2023. TBS Project has been nationally set up. Operational, technical and MET experts are very 30/04/2023 actively involved in procedural and architectural developments, including HMI aspects. Publication aspects with regard to national aeronautical information will be duly respected. REG (By:12/2023) TBS Project has been nationally set up. Operational Ongoing Oberste Zivil- and technical experts involved in procedural and Luftfahrtbehör architectural developments, including HMI aspects. - 10% 30/04/2023 de in Austria Publication aspects with regard to national aeronautical information will be duly respected. ASP (By:12/2023) Activity to specify the TBS tool has started and was AF2_MET- Ongoing finished in 2017. The function is planned for Compliance- implementation by April 2023. Program / TBS Project has been nationally set up. Operational TBS4LOWW Austrocontrol 20% and technical experts involved in procedural and (Time Based 30/04/2023 architectural developments, including HMI aspects. Separation Publication aspects with regard to national for Vienna aeronautical information will be duly respected. Airport)

LSSIP Year 2019 Austria- Level 1 50 Released Issue

Initial Airport Operations Plan Timescales: AOP11 14% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 Links: B1-ACDM | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport Based on the current CDM Agreements and the principles of 'AIRPORT NETWORK INTEGRATION / Concept for establishment of an Airport Operations Plan' ed.1.1, further 31/12/2021 planning with regard to the Initial AOP will continue and be set up in coordination with all relevant Stakeholders by end 2021. ASP (By:12/2021) Based on the current CDM Agreements, further Ongoing planning, Information and data exchange with regard to the Initial AOP will continue in close cooperation with the Airport. ACG provides operational targets, thresholds, rules, etc. for the performance baseline and maintains the system supporting the AOP, plus:

- Consults the evolution of KPIs and PDIs and receives appropriate alerts and warnings. - Updates the AOP information that is responsible for. - Is informed about the impact of deviations from the Austrocontrol - 10% plan. 31/12/2021 - Is informed about the impact of what-if solutions - Participates to the decision making process in case of collaborative decision process. - Take appropriate decisions to remove any alert / warning under their sole area of responsibility. Note: decisions / actions will ultimately result in the update of the AOP. - Runs searches through data mining and capture data according to their access rights (data privacy policy). - Runs post-operations analysis and generate performance reports. APO (By:12/2021) Based on the current CDM Agreements, further Ongoing planning with regard to the Initial AOP will continue and be set up in coordination with all relevant stakeholders. Based on the reference OSED of OFA 05.01.01, the following Airport roles will be described with relevant responsibilities, e.g.: - Airport Operator Flughafen - Airport Duty Officer - 15% Wien AG 31/12/2021 - Airport Slot Coordinator (Airport Capacity Department) - Airport Operations Centre (APOC) - Stand Planner (movement control) - Apron Manager - De-icing Agent - Ground Handling Agent

LSSIP Year 2019 Austria- Level 1 51 Released Issue

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 40% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 Links: B2-SURF | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport For more than 13 years, Vienna TWR operates a very advanced digital Flight Strip System, getting continuously modified to keep a 'state of the art' system (DIFLIS by AVIBIT).

In the context of the development of ITWP with Eurocontrol, Austria is very active and supports further implementation activities. 31/12/2024 General requirements for the Airport Safety Nets including the necessary functionalities have been outlined according to this given AOP objective. Further refinement and confirmation in accordance with the development of AOP13 (Automated Assistance to Controller for Surface Management planning and Routing) is under review. Implementation of AOP13 is foreseen by end of 2024. ASP (By:12/2020) For more than 13 years, a very advanced digital Flight Late Strip System is in operation, having been updated continuously to reach the state of the art (DIFLIS by AVIBIT). In the context of the development of ITWP with Eurocontrol, Austria is very active and supports further implementation activities. Austrocontrol - 40% General requirements for the Airport Safety Nets 31/12/2024 including the necessary functionalities have been outlined according to this given AOP objective. Further refinement and confirmation in accordance with the development of AOP13 (Automated Assistance to Controller for Surface Management planning and Routing) is under review. Implementation of AOP13 is foreseen by end of 2024. APO (By:12/2020) Not Flughafen The required Training / Information is not applicable - % Applicable Wien AG for VIE Airport staff -

LSSIP Year 2019 Austria- Level 1 52 Released Issue

Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 8% Late Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 Links: B1-ACDM, B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport Relevant material verified and operational approval granted before implementation is planned by end 2027 31/12/2027 Procedures and System implementation for automated assistance to ATCOs for surface movement planning and Routing, based on close coordination with Integrated TWR Working Position (ITWP), is conceived for operational use at the latest by 2027. REG (By:12/2023) Oberste Zivil- Late Relevant material for coordination and final official Luftfahrtbehör - 0% approval of procedures is planned by end 2027 31/12/2027 de in Austria ASP (By:12/2023) Procedures and System implementation for Late automated assistance to ATCOs for surface movement Austrocontrol - 10% planning and Routing, based on the developments 31/12/2027 with ITWP, is conceived for operational use by 2027

Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - APW function according to the ECTL guidelines is implemented in the ATM System (Top Sky) for ACC Wien since implementation in 2013. MSAW and APM functions have been implemented as part of the new ATC System (Top Sky) 30/06/2017 for ACC Wien, and the full rollout of the TopSky-Safety Net Server (MSAW and APM) for the complete Area of Responsibility took place in June 2017. ASP (By:12/2016) APW function according to the ECTL guidelines is Completed implemented in the ATM System (Top Sky) for ACC Wien since implementation in 2013. MSAW and APM functions have been implemented as Austrocontrol part of the new ATC System (Top Sky) for ACC Wien, - 100% 30/06/2017 and the full rollout of the TopSky-Safety Net Server (MSAW and APM) for the complete Area of Responsibility took place in June 2017. APW function according to the ECTL guidelines is Completed implemented in the ATM System (Top Sky) for ACC Wien since implementation in 2013. Mil. Aviation MSAW and APM functions have been implemented as - 100% Authority part of the new ATC System (Top Sky) for ACC Wien, 30/06/2017 and the full rollout of the TopSky-Safety Net Server (MSAW and APM) for the complete Area of Responsibility took place in June 2017.

LSSIP Year 2019 Austria- Level 1 53 Released Issue

Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - STCA fully deployed and implemented in all TMAs of FIR Wien for tracks eligible as target tracks down to 2100 ft. 28/11/2015 With regard to SESAR Solution #60, STCA function is already using the Multi-Hypothesis STCA Algorithm functionality, ASP (By:12/2020) STCA fully deployed and implemented in all TMAs of Completed FIR Wien for tracks eligible as target tracks down to 2100 ft Austrocontrol - 100% 28/11/2015 With regard to SESAR Solution #60, STCA function is already using the Multi-Hypothesis STCA Algorithm functionality,

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 Links: B0-RSEQ | Key Feature: Advanced Air Traffic Services LOWW - Vienna International Airport Implementation of the AMAN functionality of the TopSky ATM System for Airport Vienna took place in November 2018. The initial upstream units are ACC Wien, ACC Prag and ACC Bratislava. The further Integration of adjacent units will continue early 2019 (LH). 08/11/2018 Since 2009, DFS and AUSTROCONTROL apply Arrival Management procedures for inbounds EDDM by receiving and transmitting 'time to lose' and 'time to gain' information via AMA message Exchange operationally. ASP (By:12/2019) Implementation of the AMAN functionality of the Completed TopSky ATM System for Airport Vienna took place in November 2018. The initial upstream unit is ACC Wien, ACC Prag and ACC Bratislava. The further AMAN Integration of adjacent units will continue early 2019 LOWW Austrocontrol (LH). 100% initial / Basic 08/11/2018 Since 2009, DFS and AUSTROCONTROL apply Arrival AMAN Management procedures for inbounds EDDM by receiving and transmitting 'time to lose' and 'time to gain' information via AMA message Exchange operationally.

LSSIP Year 2019 Austria- Level 1 54 Released Issue

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 Links: B1-FRTO | Key Feature: Advanced Air Traffic Services - TOP SKY functionality of MTCD covers in total this objective and the required lines of Actions. Conflict Probe is available and context traffic is shown for every conflict in a graphical manner (Flight path vectors of all context traffic is shown.) Several Conformance Monitoring Tools are deployed, such as Mode-S DAP, Lateral 28/11/2015 Conformance Monitoring, CFL Conformance Monitoring plus Holding Adherence Monitoring. Conflict probe function is available before clearance of an A/C (e.g. changing XFL or Routing). Context Traffic of a conflict is displayed. ASP (By:12/2021) TOP SKY functionality of MTCD covers in total this Completed objective and the required lines of Actions. Conflict Probe is available and context traffic is shown for every conflict in a graphical manner (Flight path vectors of all context traffic is shown.). Several Conformance Monitoring Tools are deployed, Austrocontrol - 100% such as Mode-S DAP, Lateral Conformance 28/11/2015 Monitoring, CFL Conformance Monitoring plus Holding Adherence Monitoring. Conflict probe function is available before clearance of an A/C (e.g. changing XFL or Routing). Context Traffic of a conflict is displayed.

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 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - The information exchange mechanisms, tools and procedures in support of Basic AMAN are in 31/03/2013 place for ACC Vienna. ATC system is compliant with AMAN use in En Route. ASP (By:12/2019) En Route: information exchange mechanisms, tools Completed AMAN and procedures in support of Basic AMAN are in place Austrocontrol LOWW 100% for ACC Vienna. ATC system is compliant to AMAN use 31/03/2013 initial in En Route.

LSSIP Year 2019 Austria- Level 1 55 Released Issue

Arrival Management Extended to En-route Airspace Timescales: ATC15.2 6% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - Apart from the implementation of the basic AMAN tool, which has been put into operation in November 2018, the upgrade of the ATC System (TopSky/COOPANS) will coherently support the functionality of an Extended AMAN (AMA messages to be processed and likewise to be distributed, plus processing of those data, providing the most accurate trajectory prediction information available) 31/12/2023 Concluding, the Extended AMAN is considered as a collaborative project with all adjacent partners / ATC Units concerned, plus Network Manager. Timeframe to become fully operational with all eligible ATC Units is estimated till end 2023 at the latest. ASP (By:12/2023) Apart from the implementation of the basic AMAN Ongoing tool, which has been put into operation in November 2018, the upgrade of the ATC System (TopSky/COOPANS) will coherently support the functionality of an Extended AMAN (AMA messages to be processed and likewise to be distributed, plus processing of those data, providing the most accurate Austrocontrol - 6% trajectory prediction information available) 31/12/2023 Concluding, the Extended AMAN is considered as a collaborative project with all adjacent partners / ATC Units concerned, plus Network Manager. Timeframe to become fully operational with all eligible ATC Units is estimated till end 2023 at the latest.

LSSIP Year 2019 Austria- Level 1 56 Released Issue

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 95% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Key Feature: Advanced Air Traffic Services - Implementation of Electronic Dialogue messages will be implemented in several phases. First stage will be the limited use within the AoR, further applications are bound to the COTR implementation roadmap for FABCE and the remaining adjacent units. The functions to support the transfer and communication process will be documented and operationally used according to the project schedule of the TopSky /COOPANS plus the implementation roadmap for COTR within FABCE and adjacent Units

- PAC and COD are operational functions in the upgraded ATM System Top Sky /COOPANS. COD is operationally used according to CCAMS.

- Transfer of Communication: Full technical implementation for all OLDI Messages in question 31/12/2021 (ROF, COF, TIM, HOP, MAS and SDM) has been achieved in November 2015. TIM, COF, MAS, ROF have been operationally implemented with ATM Systems Zagreb and Ljubljana and are operationally used.

TIM, COF, MAS, ROF have been operationally implemented with ATM Systems Zagreb and Ljubljana.

- Electronic dialogue procedure in Coordination process: Full technical implementation RAP, RRV, CDN, ACP, RJC, SBY and RRV: 03/2013. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2021. ASP (By:12/2018) Implementation of Electronic Dialogue messages will Late be implemented in several phases. First stage will be the limited use within the AoR, further applications are bound to the COTR implementation roadmap for FABCE and the remaining adjacent units. The functions to support the transfer and communication process will be documented and operationally used according to the project schedule of the TopSky /COOPANS plus the implementation roadmap for COTR within FABCE and adjacent Units - PAC and COD are operational functions in the ATM system upgraded ATM System Top Sky /COOPANS. COD is and Sub- Austrocontrol operationally used according to CCAMS. System 95% 31/12/2021 - Transfer of Communication: Full technical evolution implementation for all OLDI Messages in question for COTR (ROF, COF, TIM, HOP, MAS and SDM) has been achieved in November 2015. TIM, COF, MAS, ROF have been operationally implemented with ATM Systems Zagreb and Ljubljana and are operationally used. - Electronic dialogue procedure in Coordination process: Full technical implementation RAP, RRV, CDN, ACP, RJC, SBY and RRV: 03/2013. Operational deployment is foreseen with those adjacent Units, which are capable do so and where relevant, by end 2021.

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Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 Key Feature: Enabling the Aviation Infrastructure - Austro Control has implemented the complete required infrastructure and is prepared for AMHS transfer. Operational AMHS connections are in place with several COM Centres within Europe. (e.g. Sarajevo, Bratislava, Eurocontrol NM, UK, DFS and additional 8 COM Centres - 31/12/2014 tendency: increasing.) ACG will also proactively support the extended ATMHS application. ASP (By:12/2018) Austro Control has implemented the complete Completed required infrastructure and is prepared for AMHS transfer. Operational AMHS connections are in place with several COM Centres within Europe. (e.g. Sarajevo, Bratislava, Eurocontrol NM, UK, DFS and additional 8 COM Centres... tendency: increasing...) Austrocontrol - 100% ACG will also proactively support the extended 31/12/2014 ATMHS application.

Austro control is the sole ANSP. The MIL unit is not an ANSP. AirDefence Centre is AMHS compatible and capable.

Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 50% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2021 Key Feature: Enabling the Aviation Infrastructure - The objective is planned according to the VoIP roadmap. Initial upgrades for emergency systems are in place. The final rollout for ATCCV is planned for the end of 2020. The voice over IP communication to NMOC has been established since 03/2013. 31/12/2021

For the Military part, VoIP is planned according to the VoIP project plan in close alignment with ATCCV, but not before end 2021. ASP (By:12/2021) The objective is planned according to the VoIP Ongoing roadmap. Initial upgrades for emergency systems are in Implementation Austrocontrol place. The final rollout for ATCCV is planned for the of Voice over IP 60% 31/12/2020 end of 2020. technology The voice over IP communication to NMOC has been established since 03/2013. Mil. Aviation Planned according to the VoIP Roadmap and the Ongoing - 40% Authority VoIP project plan. 31/12/2021

LSSIP Year 2019 Austria- Level 1 58 Released Issue

Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 27% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 Key Feature: Enabling the Aviation Infrastructure - VoIP readiness for airport / TMA LOWW planned by end of 2023. Deployment will start after 31/12/2023 the VCS for the ACC will have been renewed (end 2020) ASP (By:12/2023) VoIP readiness for airport / TMA LOWW planned by Ongoing Austrocontrol end of 2023. Deployment will start after the VCS for - 27% 31/12/2023 the ACC will have been renewed (end 2020)

New Pan-European Network Service (NewPENS) Timescales: COM12 100% Completed Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 Links: B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - Project was ACG internally kicked off. The first international official Transition Working Group meeting took place on 17/01/2018. 30/11/2019 Final implementation 30/11/2019. Airport Vienna: for the time being, NewPENS is not considered sufficiently beneficial. ASP (By:12/2024) Project was ACG internally kicked off. Completed The first international official Transition Working Austrocontrol - 100% Group meeting took place on 17/01/2018. 30/11/2019 Final implementation 30/11/2019 APO (By:12/2024) Not Flughafen For the time being, NewPENS is not considered - % Applicable Wien AG sufficiently beneficial for Airport Vienna. -

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Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 Links: B0-CDO, B1-CDO | Key Feature: Advanced Air Traffic Services LOWW - Vienna International Airport CDO is facilitated by ATC for airport Vienna (originally conceived for off peak periods, meanwhile performed on a regular basis) including cross border application. With effect from AIRAC November 2013, approaches are in force applying CDO by means of 31/12/2018 vectoring to the IAF below FL150 to the RWY in use. (See AIP LOWW 2-26) Based on Basic AMAN, new Methods of monitoring CDO have been established. ASP (By:12/2023) CDO is facilitated whenever feasible on a regular basis Completed by ATC including cross border application. With effect from AIRAC November 2013, approaches are in force applying CDO by means of vectoring to the IAF below FL150 to the RWY in use. Austrocontrol (See AIP LOWW 2-26) - 100% 31/12/2018 Additionally, shortened Y-BAR GNSS approaches are in force since Nov. 2013 for noise abatement reasons during night time. Based on Basic AMAN, new Methods of monitoring CDO are in Progress. APO (By:12/2023) The SLoAs have been implemented according to the Completed Flughafen target date. CDO is facilitated whenever feasible by - 100% Wien AG 31/12/2013 ATC, including cross border application.

Collaborative Flight Planning Timescales: FCM03 84% Late Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - Collaborative flight planning was already fully implemented, but after the deployment of the new ATM System TopSky, it turned out that the AFP activation and provision has been wrongly 30/09/2020 implemented. Time for corrective actions is under discussion to reach the final operational capability by Q3/2020 latest. ASP (By:12/2017) Collaborative flight planning was already fully Late implemented, but after the deployment of the new ATM System, it turned out that the AFP activation and Austrocontrol - 84% provision has been wrongly implemented. Time for 30/09/2020 corrective actions is under discussion to reach the final operational capability by Q3/2020 latest.

LSSIP Year 2019 Austria- Level 1 60 Released Issue

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 10% Ongoing Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 Key Feature: Optimised ATM Network Services - Initial activity started as part of FAB CE DAM/STAM Project (ex. P3), kicked off in 2017 and finished in 2019. 31/12/2021 It is likely that STAM phase 2 will be implemented with the availability of the adequate function in the n-CONECT Tool, planned for implementation end of 2021. ASP (By:12/2021) Initial activity started as part of FAB CE DAM/STAM Ongoing Project (ex. P3), kicked off in 2017 and finished in 2019. It is likely that STAM phase 2 will be Austrocontrol - 10% implemented with the availability of the adequate 31/12/2021 function in the n-CONECT Tool, planned for implementation end of 2021.

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Interactive Rolling NOP Timescales: FCM05 50% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 Links: B1-ACDM, B1-NOPS | Key Feature: Optimised ATM Network Services - The Implementation of interactive rolling NOP is planned through upgrade of the automated ASM support system being capable of AIXM 5.1 B2B data exchange with NM. The Intention is to achieve an integration of the automated ASM support systems with the Network. All these projects will be fulfilled in accordance with the NM support, the guidance and the relevant provisions of the NM B2B Reference Manuals. 31/12/2021 Airport slots are already transmitted to DDR. Implementation of LARA System is envisaged by end of 2020. In accordance with the planned initiative of the Airport Operations Plan for Vienna, the required complement and integration with the NOP is conceived to be implemented until 2021. ASP (By:12/2021) The new/changed operational procedures pertinent Ongoing to the interaction with the NOP are subject to continuous update. Implementation of LARA System is envisaged until the end 2020. In accordance with the planned initiative of the Austrocontrol Airport Operations Plan for Vienna, the required - 45% 31/12/2021 complement and integration with the NOP is conceived to be implemented until 2021.

This objective was linked with one of the FAB CE projects - see details in Chapter 5 of Level 1 document. APO (By:12/2021) Slot data for all airports in Austria are sent by SCA to Ongoing the EUACA* Common Databank on a daily base (1900loc). From this databank EUACA provides the data regularly Flughafen to EUROCONTROL for the use of these slot data in the - 55% Wien AG 31/12/2021 DDR (DDR II) Project. The future AOP, being subject to coordination with the NOP, will be set up and conceived accordingly to reach the target by end 2021.

LSSIP Year 2019 Austria- Level 1 62 Released Issue

Traffic Complexity Assessment Timescales: FCM06 10% Late Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-NOPS | Key Feature: Optimised ATM Network Services - The required tools and messages foreseen to assess the traffic complexity, such as supporting tools for Traffic Load Monitoring, are planned to be implemented by end of 2021 at the latest, but the reception, processing and integration of EFD message is planned for implementation only by the end of 2024 - in accordance with the plans of COOPANS / TOP Sky development 31/12/2024 steps and the further PCP Regulation activities. Note: Initial actions have been undertaken in conjunction with advanced use of CHMI functions (Associated Flows etc.) ASP (By:12/2021) The required tools and messages foreseen to assess Late the traffic complexity, such as supporting tools for Traffic Load Monitoring, are planned to be implemented by end of 2021 at the latest, but the reception, processing and integration of EFD message is planned for implementation only by the end of 2024 - in accordance with the recent plans of Austrocontrol - 10% COOPANS / TOP Sky development steps. 31/12/2024

Besides: Initial actions have been made with advanced use of CHMI functions (Associated Flows etc.). The objective is under further study and planned to be met within FAB CE DAM project - see details in Chapter 5 of Level 1 document.

Extended Flight Plan Timescales: FCM08 0% Late Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 Links: B1-FICE | Key Feature: Enabling the Aviation Infrastructure - Based on the future TOPSky SWIM developments, the reception and processing of EFPL information is scheduled to be implemented at a time to be operational in 2024. 31/12/2024 Nonetheless, it is worth mentioning, that the implementation of FF-ICE is also part of TopSky implementation plans, but still requires further internal COOPANS discussions. ASP (By:12/2021) Based on the future TOPSky SWIM developments, the Late reception and processing of EFPL information is scheduled to be implemented at a time to be operational in 2024. Austrocontrol - 0% Nonetheless, it is worth mentioning, that the 31/12/2024 implementation of FF-ICE is also part of TopSky implementation plans, but still requires further internal COOPANS discussions.

LSSIP Year 2019 Austria- Level 1 63 Released Issue

Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 51% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 Key Feature: Enabling the Aviation Infrastructure - The Regulator has launched and signed the national eTOD policy in 2016 and does foresee the establishment of oversight and all regulatory tasks and activities for the eTOD implementation in accordance with this objective's deadlines. 31/12/2020 The implementation of the eTOD objective and its requirements is planned to be ready by end 2020 by Austro Control and Airport Vienna.

REG (By:05/2018) The Ministry of Transport has launched and signed Late the national eTOD policy in 2016 and does foresee the establishment of oversight and all regulatory tasks and activities for the eTOD implementation in accordance with this objective's deadlines. Two Task Oberste Zivil- Forces have been established, dealing with technical Luftfahrtbehör - 63% issues and legal issues, respectively. 31/12/2020 de in Austria

The implementation of the eTOD objective and its requirements is planned to be ready by end of 2020 by Austro Control and by Airport Vienna, according to the national eTOD policy. ASP (By:05/2018) eTOD Late The implementation of the eTOD requirements is Austrocontrol Database 70% planned to be ready by end of 2020 31/12/2020 Phase 1 APO (By:05/2018) The Airport Vienna intends to implement the required Late Flughafen activities for the collection, management and - 10% Wien AG provision of eTOD in accordance with the national 31/12/2020 eTOD policy by end 2020

LSSIP Year 2019 Austria- Level 1 64 Released Issue

Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 7% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 Links: B1-DATM, B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - SWIM components have been partially procured and installed, but full coverage of PCP pending. 31/12/2024 The EUROCONTROL SWIM Registry will be used. For MIL, SWIM Project is executed in close cooperation with Austro Control. ASP (By:12/2024) Austrocontr SWIM components have been partially procured and Ongoing - 10% ol installed, but full coverage of PCP pending. 31/12/2024 MIL (By:12/2024) SWIM components have been partially procured and Ongoing Mil. Aviation installed, but full coverage of PCP pending. SWIM - 10% Authority Project is executed in close cooperation with Austro 31/12/2024 Control. APO (By:12/2024) Not yet Flughafen SWIM activities will be set up as dedicated project, but - 0% planned Wien AG for the time being, no specific plan has been released. -

Aircraft Identification Timescales: ITY-ACID 100% Completed Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Key Feature: Enabling the Aviation Infrastructure - Since 31/03/2015, the basis for correlation is the downlinked ACID by means of Mode S and A- WAM. The required evidences to reach more than 50% have been delivered in time to reach the first milestone in March 2015. 18/07/2019

The whole FIR Wien has been declared as Mode S area since 18/07/2019 ASP (By:01/2020) Since 31/03/2015, the basis for correlation is the Completed downlinked ACID by means of Mode S and A-WAM. The required evidences to reach more than 50% have been delivered in time to reach the first target time in March 2015. ACID Phase Next step to reach 100% ACID Compliance is planned 2 Mode S by end of 2019 at the latest. Austrocontrol and WAM 100% Note: 18/07/2019 implementa The following Mode S sensors are fully installed: Linz, tion Wien, Koralpe and Austrian Wide Area Multilateration. External sensors and sources: Muenchen, Javornik Final restriction of usage A1000 was repealed 18/07/2019

LSSIP Year 2019 Austria- Level 1 65 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 73% 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 Links: B0-DATM | Key Feature: Enabling the Aviation Infrastructure - Due to the high amount of ADQ affected obstacle originators in Austria, the implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 31/12/2020. A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and was consequently approved by NSA. Most of the formal arrangements have been already signed, out of them all 6 international Airports and several Austro Control internal originators and a few obstacle originators (surveyors). Today not all parties referred to in ADQ Article 2(2b) and Article 2(2c) have signed the formal arrangement yet. The national legal framework for the origination of aeronautical data according to the ADQ regulation is published, including the need of having a signed formal arrangement with Austro Control in order to supply aeronautical data in compliance with the 31/12/2020 ADQ regulation.

Airport Vienna: Documentation related to certification has been officially provided to the NSA and access authorisations have been provided accordingly. The required statement of compliance has been provided to the NSA.

MIL is going to elect case by case to apply specific lines of Action, bearing in mind that a high level military quality management system meeting the safety and security management objectives has been implemented, documented and is maintained - Military internal processes such as safety and security management stick to national MIL requirements and quality Standards and are subject to continuous improvement processes. REG (By:06/2017) Ongoing according to project plan (still to be Late analysed, if the Austro Control / ADQ compliance check list is the proper means of compliance for MIL) Formal arrangements planned to be established with all parties concerned. MIL Arrangements with Austro Control will be elaborated being subject to the MIL Chain of Command. Note: A high level military quality management Mil. Aviation system meeting the safety and security - 10% Authority 31/12/2020 management objectives has been implemented, documented and is maintained - Military internal processes such as safety and security management stick to national MIL requirements and quality Standards and are subject to continuous improvement processes.

Moreover, MIL is going to elect to comply with specific lines of action. - Late

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Due to the high amount of ADQ affected obstacle originators in Austria, the implementation date is dependent on the full implementation of the Austrian eTOD project according to ESSIP INF07 with its final milestone on 31/12/2020.

A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and has been approved by NSA. Most of the formal arrangements have been Oberste Zivil- already signed, out of them all 6 international Luftfahrtbehörde in 62% 31/12/2020 Airports and several Austro Control internal Austria originators and a few obstacle originators (surveyors) Today not all parties referred to in ADQ Article 2(2b) and Article 2(2c) have signed the formal arrangement yet. The national legal framework for the origination of aeronautical data according to the ADQ regulation is published, including the need of having a signed formal arrangement with Austro Control in order to supply aeronautical data in compliance with the ADQ regulation.

ASP (By:06/2017) The data quality project, led by ACG/AIM, is Late running according to the project plan. Several awareness workshop were held by ACG to find proper ways to comply with ADQ together with NSA, provincial governments (en route obstacles), aerodrome operators and surveyors for aerodromes. A draft formal arrangement has already been issued by Austro Control to be signed by the originators and a proper system (PLX) to supply Mil. Aviation AIP relevant data is already in place, even for - 40% Authority external originators. 31/12/2020 Note: A high level military quality management system meeting the safety and security management objectives has been implemented, documented and is maintained - Military internal processes such as safety and security management stick to national MIL requirements and quality Standards and are subject to continuous improvement processes. For the military, ongoing according to project plan. Austrocontrol Late

LSSIP Year 2019 Austria- Level 1 67 Released Issue

A pattern for a formal arrangement (ADQ Compliance checklist) has been developed and issued by Austro Control, and approved by NSA. Most of the formal arrangements have been already signed, out of them all 6 international Airports and several Austro Control internal AF5 AIM originators and a few obstacle originators Compliance 93% 31/12/2020 (surveyors) Program The required data quality requirements have been fulfilled according to the ACG project 'DATA QUALITY' by 03/2013. Working instructions to describe the processes are in place. APO (By:06/2017) Documentation related to certification has been Completed officially provided to the NSA and access authorisations have been provided accordingly. Flughafen Wien AG - 100% The required statement of compliance has been 31/12/2017 provided to the NSA.

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 Links: B0-TBO | Key Feature: Enabling the Aviation Infrastructure - For the whole FIR Wien, CPDLC service above FL 285 was put into operation on 17th of October 30/11/2014 2014 (AIRAC Cycle 1311). REG (By:02/2018) Regulatory tasks finished by 31/08/2014. CPDLC Completed Oberste Zivil- operation has been put into service for the FIR Vienna Luftfahrtbehör - 100% above FL 285 since 17 October 2014 (AIRAC Cycle 31/08/2014 de in Austria 1311). ASP (By:02/2018) CPDLC operation has been put into service for the FIR Completed Austrocontrol Vienna above FL 285 since 17 October 2014 (AIRAC - 100% 30/11/2014 Cycle 1311). MIL (By:01/2019) Military committed to implement the objective by the Not Mil. Aviation SES target date. Present transport type aircraft remain - % Applicable Authority outside applicability area (below FL285). -

LSSIP Year 2019 Austria- Level 1 68 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-AGVCS2 Interim target for freq. conversions: 31/12/2014 82% Completed 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 Key Feature: Enabling the Aviation Infrastructure - 8.33 kHz conversion has been finalized. The Notification for OPC assignments was transmitted to the European Commission in June 2016. The frequency conversion at ANSP level is completed. Frequencies assigned to ATIS and Volmet have been converted to 8,33 kHz channel spacing in June 2018. For Airport VIE: the required FRQ assignment and conversion to 8,33 kHz for all radio Equipment was achieved at the end of 2017. 31/12/2023 ATTN: MIL: All necessary measures have been taken and verified at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports. It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport. MIL carrier aircraft are equipped, remaining mil A/C (helicopter) will be equipped by end 2023. REG (By:12/2018) Complete 8,33 kHz conversions will be ready by Completed 12/2023 according to the new national MIL conversion plan. MIL carrier aircraft are equipped, the remaining mil A/C will be equipped by end 2023. Mil. Aviation All necessary measures have been taken and verified - 100% Authority 31/12/2018 at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports. It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport. 8.33 kHz conversion has been finalized. The Completed Notification for OPC assignments was transmitted to Oberste Zivil- the European Commission in June 2016. Luftfahrtbehör - 100% The frequency conversion at ANSP level is completed. 21/06/2018 de in Austria Frequencies assigned to ATIS and Volmet have been converted to 8,33 kHz channel spacing in June 2018. ASP (By:12/2018) Complete 8,33 kHz conversions will be ready by Completed 12/2023 according to the new national MIL conversion plan. MIL carrier aircraft are equipped, the remaining mil A/C will be equipped by end 2023. Mil. Aviation All necessary measures have been taken and verified - 100% Authority 31/12/2019 at MoD Level to ensure compatibility with 8.33 kHz channel spacing at relevant MIL airports. It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport. 8,33 FRQ Completed Conversion at ANSP level completed. channel Austrocontrol Frequencies assigned to ATIS and Volmet have been 100% spacing 21/06/2018 converted to 8,33 kHz channel spacing in June 2018. below FL195 MIL (By:12/2020)

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MIL: 8,33 kHz conversions will be ready by 12/2023 Completed according to the new national MIL conversion plan. Mil. Aviation MIL carrier aircraft are equipped, the remaining mil - 30% Authority 31/12/2023 A/C will be equipped by end 2023 in accordance with the exemption rule. APO (By:12/2018) For Airport VIE, the required FRQ assignments and 8,33 FRQ Completed Flughafen conversions to 8,33 kHz for all radio equipment were channel 100% Wien AG achieved at the end of 2017, according to the national spacing 31/12/2017 Frequency Conversion Plan. below FL195 Planned according to national MIL conversion plan, all Completed necessary measures have been taken and verified at Mil. Aviation MoD Level to ensure compatibility with 8.33 kHz - 10% Authority channel spacing at relevant MIL airports. 31/12/2023 It is intended to operate both, 25kHz and 8.33 kHz, at each MIL airport.

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 Links: B0-FICE, B1-FICE | Key Feature: Enabling the Aviation Infrastructure - With regard to Regulation (EC) No 633/2007, the verification activities and the assessment of verification of systems (DoV) and the technical file (TF) was positively performed. 30/09/2015 Local system implementation has been finished and started with FMTP operation with MUN in 04/2011. Meanwhile all adjacent partners have been connected applying FMTP. ASP (By:12/2014) Local and national system implementation is Completed completed since. First FMTP operation with MUN since 04/2011 PRA since 10/2012. Austrocontrol BRA since 05/2014, - 100% 30/09/2015 BUD since 02/2014, ZAG since 09/2013, LJU and PAD since 03/2015 ZUR since 09/2015 MIL (By:12/2014) Not Mil. Aviation Finalised 04/2011 with the common use of the ATM - % Applicable Authority System -

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Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 66% 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 Links: B0-ASUR | Key Feature: Enabling the Aviation Infrastructure - Safety assessments for changes and for new SUR systems are part of the process and continuously monitored and audited by NSA. Formal acceptance is communicated to the ANSP. SUR data transfer is based on ASTERIX format since the year 2000, and safety assessments for existing and newly implemented SUR infrastructure and the relevant training is applied according to regulations. According to the Safety assessment process and derived procedures, all changes referring to 31/12/2021 the surveillance infrastructure have been subject to SA's and were delivered to the NSA. The overall SUR chain related Safety assessment has been subject to all safety assessments in question. Dependent on the MIL planning and budget, the aircraft fleet will be equipped with the specific carriage and operation of Mode S Enhanced Surveillance and ADS-B Out avionics by 2019. REG (By:02/2015) Oberste Zivil- Safety assessments for changes and new SUR systems Completed Luftfahrtbehör are continuously monitored and audited by NSA and - 100% 31/10/2012 de in Austria formal acceptance communicated to the ANSP. ASP (By:02/2015) SUR data transfer is based on ASTERIX format since Completed the year 2000. Safety assessments for existing and newly implemented SUR infrastructure and the relevant training is applied according to regulations. According to the Safety assessment process and Austrocontrol - 100% derived procedures, all changes referring to the 31/03/2014 surveillance infrastructure have been subject to SA's and were delivered to the NSA. The overall SUR chain related Safety assessment has been subject to all safety assessments in question. MIL (By:06/2020) Full Mode S compatible implementation covering the Late relevant fleet update is foreseen by 2021. Mil. Aviation No percentage data is going to be released. - 10% Authority 31/12/2021 Only small number of training aircraft for MIL left to be equipped after the 2020 date.

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RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/2001 NAV03.1 One SID and STAR per instrument RWY, where established: 78% Ongoing 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 Links: B0-CCO, B0-CDO, B1-RSEQ | Key Feature: Advanced Air Traffic Services - As far as RNAV 1 applications are concerned, Austria is fully compliant with ICAO resolutions and most important with the Commission Regulation (EU) Nr. 1048 (2018), also known as PBN IR After full completion of P-RNAV implementation (SIDs, STARs, RNAV transitions) in Vienna in 2012, an RNAV rollout plan for the remaining Austrian airports has been established which 06/06/2030 includes the gradual replacement of conventional SIDs, STARs and -where applicable- transitions by P-RNAV 1 procedures. Besides few remaining STAR procedures, which are still based on RNAV 5 to serve all our customers and which are foreseen for upgrade within the scope of the PBN IR, the roll out has been completed. REG (By:06/2030) As far as RNAV 1 applications are concerned, Ongoing Austria is fully compliant with ICAO resolutions and most important with the Commission Regulation (EU) Nr. 1048 (2018), also known as PBN IR After full completion of P-RNAV implementation (SIDs, STARs, RNAV transitions) in Vienna in 2012, an RNAV rollout plan for the remaining Austrian airports has been established which includes the gradual replacement of conventional SIDs, STARs and -where applicable- transitions by P-RNAV 1 Oberste Zivil- procedures. Luftfahrtbehörde - 10% Besides few remaining STAR procedures, which 06/06/2030 in Austria are still based on RNAV 5 to serve all our customers and which are foreseen for upgrade within the scope of the PBN IR, the roll out has been completed. The Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020 ASP (By:06/2030) Not Mil. Aviation As far as RNAV applications are concerned, MIL - % Applicable Authority will act from case to case. - Austrocontrol - Ongoing

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As far as RNAV applications are concerned, Austria is fully compliant with ICAO implementation plans, including the advanced ability of RNP 'AR' procedures. After full completion of P-RNAV implementation (SIDs, STARs, transitions) in Vienna in 2012, an RNAV rollout plan for the 87% 31/12/2020 remaining Austrian airports has been established which includes the gradual replacement of conventional SIDs, STARs and -where applicable- transitions by P-RNAV procedures. Besides STAR procedures which are still based on RNAV5 to serve all our customers, the roll out is completed.

RNP 1 in TMA Operations Timescales: Start: 07/08/2018 All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 NAV03.2 45% Ongoing One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - First RF SIDs are in use and have been trained by ATCOs. These SIDs using RF legs are based on RNAV 1 due to low operator equipage rate with RNP 1 up to now. With the new EASA CS-ACNS certification specification, we expect an increase in RNP 1 approvals. An upgrade of these SIDs is foreseen but no timetable defined yet. The airspace concept has been evaluated, and no specific airspace changes are required for RF SID and STAR implementation based on RNP1. There are no plans for RNP1 STAR arrival routes in Austria before end of 2023. 31/12/2023

The Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020 REG (By:06/2030) The Transition plan as such is a living document for Ongoing the steps Oberste Zivil- 03/12/2020, Luftfahrtbehörd 25/01/2024 - 10% 31/12/2020 e in Austria 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020 ASP (By:06/2030) Ongoing First RF SIDs are in use and have been trained by ATCOs (based on RNAV 1) The airspace concept has been evaluated, and no Austrocontrol specific airspace changes are required for RF SID and - 50% 31/12/2023 STAR implementation for RNP1. DME-DME is available for operational use, DME- DME coverage for GNSS reversion in LOWW available.

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RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 Instrument RWY ends without precision approach in EU SES NAV10 States, at Non-PCP airports: 03/12/2020 73% Ongoing Instrument RWY ends served by precision approach (including PCP airports): 25/01/2024 Instrument RWY ends without precision approach in EU SES States, at PCP airports: 25/01/2024 Links: B0-APTA | Key Feature: Advanced Air Traffic Services - The RNP approach concept has been rolled out throughout the country as part of the ongoing PBN implementation program. Implementation regulations (e.g. ICAO A37-11, Commission Regulation (EU) Nr. 1048 (2018) were fully observed and work has since progressed to a level that 03/12/2020 --> ALL INSTRUMENT RUNWAY ENDS in Austria are covered with RNP approaches.

Still open: Endorsement of the PBN transition plan by end of 2020 REG (By:01/2024) Ongoing The PBN Transition plan as such is a living document for the steps Oberste Zivil- 03/12/2020, Luftfahrtbehörde - 10% 25/01/2024 03/12/2020 in Austria 06/06/2030 The first approval of the Transition Plan is foreseen in Dec. 2020 ASP (By:01/2024) The RNP approach concept has been rolled out Ongoing throughout the country as part of the ongoing PBN implementation program. Implementation regulations (e.g. ICAO A37-11, Austrocontrol - 89% European Union) were fully observed and work 03/12/2020 has since progressed to a level that ALL INSTRUMENT RUNWAY ENDS in Austria are covered with RNP approaches.

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ATS IFR Routes for Rotorcraft Operations Timescales: Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes above FL150, where established.: 03/12/2020 One rotorcraft RNP0.3, RNP01 or RNAV1 SID and STAR per NAV12 10% Ongoing instrument RWY, where established.: 25/01/2024 Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes below FL150, where established.: 25/01/2024 All rotorcraft RNP0.3, RNP01 or RNAV1 SIDs and STARs per instrument RWY, where established.: 06/06/2030 Links: B1-APTA | Key Feature: Advanced Air Traffic Services - In 2018, Austro Control has finished the full development (from design to operational implementation) for the first Point In Space rotorcraft procedures within Austria for two civil helipads locations. In a subsequent stage, the rotorcraft environment will be supplemented through low-level IFR routes. 25/01/2024 The Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first REG approval of the PBN Transition Plan is foreseen in Dec. 2020 REG (By:06/2030) The PBN Transition plan as such is a living Ongoing document for the steps Oberste Zivil- 03/12/2020, Luftfahrtbehörde 25/01/2024 - 10% 03/12/2020 in Austria 06/06/2030 The first REG approval of the PBN Transition Plan is foreseen in Dec. 2020 ASP (By:06/2030) In 2018, Austro Control has finished the full Ongoing development (from design to operational implementation) for the first Point In Space rotorcraft procedures within Austria for two civil helipads locations. In a subsequent stage, the rotorcraft environment will be supplemented through low-level IFR Austrocontrol routes. - 10% 25/01/2024 The PBN Transition plan as such is a living document for the steps 03/12/2020, 25/01/2024 06/06/2030 The first REG approval of the PBN Transition Plan is foreseen in Dec. 2020

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Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 Key Feature: High Performing Airport Operations - The required measures in terms of dissemination of documents, oversight activities and implementation reporting have been executed by the relevant ministerial section of the 31/12/2015 Ministry of Transport. The remaining stakeholders have completed their tasks. REG (By:01/2018) The required measures in terms of dissemination Completed Oberste Zivil- of documents, oversight activities and Luftfahrtbehörde implementation reporting have been executed by - 100% 31/12/2015 in Austria the relevant ministerial section of the Ministry of Transport. ASP (By:12/2014) Local RWY Safety Team for Vienna established; Completed regular meetings are held 4 times per year at senior operational and managerial level between Austrocontrol - 100% ATC, airport and main airlines to tackle operational 31/12/2013 issues (ATC OPS meeting) All relevant recommendations are fulfilled. APO (By:12/2014) Local RWY Safety Team for Vienna established; Completed regular meetings are held 4 times per year at Flughafen Wien senior operational and managerial level between - 100% AG ATC, airport and main airlines to tackle operational 31/12/2013 issues (ATC OPS meeting) All relevant recommendations are fulfilled.

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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 Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - Within the AoR of ACC Wien, Direct Routing Airspace had been identified and DCT Connections were implemented from FL165 / FL245 up to FL660 until November 2016. The SAXFRA area of application is available H24 and is not constrained by FIR or State boundaries. The SAXFRA area will consist of those areas where the following units provide ATS: ACCs Wien (except BUDEX Area) and Ljubljana, APP units Wien, Graz, Innsbruck (East of Rocky line), Klagenfurt, Linz, Salzburg (except Königssee Area), Ljubljana, Maribor and Portoroz (see attached map). 10/12/2015 As of 10 NOV 2016, ATS Routes within SAXFRA will be permanently withdrawn except for: - ATS routes within areas of responsibility of APP Maribor and Portoroz to provide ATS without the use of ATS surveillance equipment. - A set of ATS routes within FIR Wien below 9500FT AMSL for NON RNAV equipped flights.

Under the umbrella of the overall FABCE airspace planning, this step has been elaborated and coordinated with all FABCE Partners. ASP (By:12/2017) Within the AoR of ACC Wien, Direct Routing Airspace Completed has been identified and DCT Connections have been continuously implemented from FL165 / FL245 up to FL660. Coordination with NM via RNDSG and ERNIP publication goes without saying; the RAD has also Austrocontrol been updated accordingly. - 100% 10/12/2015 Under the umbrella of the overall FABCE airspace planning, this step has been elaborated and coordinated with all FABCE Partners. Note: since 10th Nov. 2016, FRA has been implemented within Austrian Airspace in a cross border initiative with Slovenia. See also AOM 21.2.

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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 Links: B0-SNET | Key Feature: Advanced Air Traffic Services - The EUROCONTROL Specification has been approved for usage in Austria. STCA level 2 fully 31/03/2013 deployed in the current ATM system (Enroute Top Sky) ASP (By:01/2013) STCA level 2 fully deployed in the current area of Completed Mil. Aviation responsibility of ATM system (En Route Top Sky). - 100% Authority 31/03/2013 The Military uses the civil infrastructure. STCA level 2 fully deployed in the current area of Completed responsibility of ATM system (En Route Top Sky). Austrocontrol - 100% 31/03/2013 The Military uses the civil infrastructure.

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 Links: B0-ACAS | Key Feature: Advanced Air Traffic Services - Austria fulfills the supervising obligations in accordance with EU regulation 1332/2011 and has achieved the training and performance monitoring actions. 31/03/2015 MIL transport A/C have been adequately equipped since March 2015 REG (By:12/2015) Oberste Zivil- Completed Austria fulfills the supervising obligations in Luftfahrtbehörde - 100% accordance with EU regulation 1332/2011 31/12/2014 in Austria ASP (By:03/2012) Austro Control has implemented the EU regulation Completed Austrocontrol 1332/2011 and has achieved the training and - 100% 31/03/2012 performance monitoring Actions accordingly. MIL (By:12/2015) Mil. Aviation MIL transport A/C have been equipped since Completed - 100% Authority March 2015 31/03/2015

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Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - AustroControl fully completed this objective in 2008, whereas the remaining objective FCM01- ASP08 (DPI) is subject to the use of the runway sequencing tool and further CDM 31/12/2008 Implementation. The DPI is also described in AOP05-APO05 and will be implemented by 04/2019 in cooperation with Airport Vienna ASP (By:07/2014) AustroControl fully completed this objective in 2008. Completed The remaining objective FCM01-ASP08 (DPI) is also Austrocontrol - 100% covered by AOP05-APO05 and will be implemented by 31/12/2008 06/2016 in the context of CDM.

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 notification ITY-COTR 100% Completed 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 Links: B0-FICE | Key Feature: Advanced Air Traffic Services - The main functionalities as required for coordination and transfer have been implemented in the current ATM system (TopSky). LOF / NAN messages for AGDL implementation were 31/10/2014 implemented in Oct 2014. ASP (By:12/2012) The main functionalities for coordination and transfer Completed plus enhanced functions are part of the new ATM Austrocontrol - 100% System Top Sky and were implemented in October 31/10/2014 2014. MIL (By:12/2012) Not Mil. Aviation The Military are exchanging BFD and CFD data with - % Applicable Authority the civil ATM system -

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Local Objectives

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.

Remote Tower Services Not yet AOP14 % Applicability and timescale: Local planned Links: B1-RATS | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport At present, there are no firm plans for Remote TWR Services in Austria -

Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers % planned Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport For the time being, this feature is not planned to be implemented at LOWW -

Guidance assistance through airfield ground lighting Not yet AOP16 % Applicability and timescale: Local planned Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport for the time being, this feature is not planned to be implemented at LOWW -

Runway Status Lights (RWSL) Not AOP18 % Applicability and timescale: Local Applicable Links: B2-SURF | Key Feature: High Performing Airport Operations LOWW - Vienna International Airport for the time being, this feature is not planned to be implemented at LOWW (stop bars are - permanently lighted)

Multi-Sector Planning En-route - 1P2T Not yet ATC18 % Applicability and timescale: Local planned Key Feature: Advanced Air Traffic Services - ACC: In principle, the functionality of MSP is available, but main operational parts require additional software adaptations and upgrades. TMA: initial tests were executed, but main operational functions would require additional - software adaptations and upgrades.

Enhanced AMAN-DMAN integration Not yet ATC19 % planned Applicability and timescale: Local Links: B2-RSEQ | Key Feature: Advanced Air Traffic Services - A dedicated planning initiative has been set up, but no concrete time schedule and deployment - Project has been initiated yet.

LSSIP Year 2019 Austria- Level 1 80 Released Issue

Enhanced STCA with down-linked parameters via Mode S EHS ATC20 % Completed Applicability and timescale: Local Links: B1-SNET | Key Feature: Advanced Air Traffic Services - Enhanced STCA comprising the selected Flight Level down link has been implemented since - 2017

Airport Collaborative Environmental Management ENV02 % Completed Applicability and timescale: Local Key Feature: High Performing Airport Operations LOWW - Vienna International Airport This objective is completed for Vienna Airport. Regular meetings of the "dialogue forum" are held between local Vienna Airport communities 31/12/2012 and Vienna Airport partners. check web page: www.dialogforum.at

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local Links: B0-CCO | Key Feature: Advanced Air Traffic Services LOWW - Vienna International Airport - For Vienna, all SIDs are PBN based and calculated accordingly (100% implementation) - Since November 2016 Free Route Airspace has been implemented in FIR Wien, thus allowing seamless transitions from SIDs to Free Route Airspace - The PBN based CCO techniques have been developed in close coordination with the main airspace users affected, and are subject to permanent monitoring and improvements. - ATC-procedures are available to enable and foster continuous climbs - at least to FL245 - whenever feasible. 30/11/2016 - The involvement of the local community (stakeholders) is ensured via: a) Dialogforum Flughafen Wien (see also www.dialogforum,at ), where information about SIDs and changes thereto are regularly communicated and discussed b) Involvement of professional stakeholders (ATC, Airport, Airspace Users, MIL), by running regular quarterly sessions as 'ATC OPS Meetings' devoted to elaboration of common procedures and standards.

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6. Annexes

A. Specialists involved in the ATM implementation reporting for Austria

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point Austro Control Martin STIEBER LSSIP Focal Point for NSA/CAA MoT / BMK Alfred GULDER LSSIP Focal Point for ANSP Austro Control Martin STIEBER LSSIP Focal Point for Airport Airport VIE Franz EHMOSER LSSIP Focal Point for Military MoD / BMLV LtCol Franz LINECKER

Other Focal Points Organisation Name

Focal Point for U-space Austro Control Philipp PIBER Focal Point for NETSYS Austro Control Mehri ESKANDARI Johann KIRSCHBERGER

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B. National stakeholders organisation charts

https://www.bmk.gv.at/ministerium/organisation

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Austro Control GmbH www.austrocontrol.at

Airport Vienna http://www.viennaairport.com

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C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more

The table below (extracted from the MPL3 Progress Plan 2019) shows for each implementation objective, the links with the SESAR Key Features, Major ATM Changes, SESAR 1 Solutions, Deployment Program families, ICAO ASBU, EASA EPAS and AAS TP milestones.

ICA SESA O SESAR Major DP Level 3 Implementation R ASB Key ATM famil EPAS AAS TP Objectives Solut U Feature change y ion B0, B1, B2 AOM13.1 - Harmonise OAT and FRA & A------GAT handling FUA B1- AOM19.1 - ASM tools to FRA & A- FRTO #31 3.1.1 - AM-1.8 support A-FUA FUA B1- NOPS B1- AOM19.2 - ASM management FRA & A- FRTO #31 3.1.2 - AM-1.8 of real-time airspace data FUA B1- NOPS B1- FRTO AOM19.3 - Full rolling FRA & A- B1- ASM/ATFCM process and ASM #31 3.1.3 - AM-1.8 FUA NOPS information sharing B2- NOPS B1- AOM19.4 – Management of FRA & A- FRTO Pre-defined Airspace #31 3.1.4 - - FUA B1- Configurations NOPS FCM03 - Collaborative flight B0- ATFCM - 4.2.3 - AM-1.14 planning NOPS

*FCM04.1 – STAM phase 1 ATFCM - 4.1.1 - - -

FCM04.2 - STAM phase 2 ATFCM #17 4.1.2 - - AM-1.11

B1- - #20, 4.2.2 ACDM FCM05 - Interactive rolling NOP NOP AM-1.12 #21 4.2.4 B1- NOPS FCM06 - Traffic Complexity B1- - ATFCM #19 4.4.2 AM-1.13 Assessment NOPS FCM07 - Calculated Take-off - 4.3.1 B1- Time (CTOT) to Target Times for ATFCM #18 AM-1.9 4.3.2 NOPS ATFCM Purposes FCM09 - Enhanced ATFM Slot B1- - ATFCM #56 - - swapping NOPS B0- - Free 3.2.1 FRTO *AOM21.1 - Direct Routing #32 - Route 3.2.3 B1- FRTO

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ICA SESA O SESAR Major DP Level 3 Implementation R ASB Key ATM famil EPAS AAS TP Objectives Solut Feature change y U ion B0, B1, B2 - AM-1.6 Free #33, 3.2.1 B1- AOM21.2 - Free Route Airspace AM-1.10 route #66 3.2.4 FRTO AM-5.1 B0- - ATC02.8 - Ground based safety ATM SNET - 3.2.1 - nets Systems B1- SNET B0- ATC02.9 – Enhanced STCA for ATM SNET MST.0 #60 - - TMAs Systems B1- 30 SNET Enhance - ATC07.1 - Arrival management B0- d Arrival - 1.1.1 - tools RSEQ Seq ATC12.1 - MONA, TCT and ATM #27, B1- - AM-1.15 3.2.1 MTCD Systems #104 FRTO AM-5.1 Enhance - ATC15.1 – Initial extension of B1- d Arrival - 1.1.2 - AMAN to En-route RSEQ Seq Enhance - ATC15.2 - Extension of AMAN B1- d Arrival #05 1.1.2 AM-1.3 to En-route RSEQ Seq ATC17 - Electronic Dialog Free - - 3.2.1 - AM-1.3 supporting COTR Route ATC18 – Multi Sector Planning Free - AM-4.3 #63 - - En-route – 1P2T Route AM-5.1 Enhance - ATC19 - Enhanced AMAN- B2- d Arrival #54 - - DMAN integration RSEQ Seq ATC20- Enhanced STCA with - ATM B1- down-linked parameters via #69 - - Systems SNET Mode S EHS B0- - ENV01 – Continuous Descent CDO PBN - - - Operations B1- CDO ENV03 – Continuous Climb B0- - PBN - - - Operations CCO B0- CDO RMT.0 NAV03.1 – RNAV1 in TMA B0- 639 PBN #62 - - Operations CCO RMT.0 B1- 445 RSEQ RMT.0 NAV03.2 – RNP1 in TMA #09, 1.2.3 B1- 639 PBN - Operations #51 1.2.4 RSEQ RMT.0 445

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ICA SESA O SESAR Major DP Level 3 Implementation R ASB Key ATM famil EPAS AAS TP Objectives Solut Feature change y U ion B0, B1, B2 RMT.0 639 NAV10 - RNP Approach 1.2.1 B0- RMT.0 PBN #103 - Procedures to instrument RWY 1.2.2 APTA 445R MT.06 43 NAV12 – ATS IFR Routes for B1- MST.0 PBN #113 - - Rotorcraft Operations APTA 31 AOP04.1 - A-SMGCS Surface B0- - #70 2.2.1 - Surveillance (former Level 1) mgt SURF AOP04.2 - A-SMGCS RMCA Surface B0- - - 2.2.1 - (former Level 2) mgt SURF B0- - Collabor 2.1.1 ACDM AOP05 - Airport CDM #106 - ative Apt 2.1.3 B0- RSEQ Enhance B1- - d ops in RSEQ AOP10 - Time Based Separation #64 2.3.1 - vicinity B2- of rwy WAKE AOP11 - Initial Airport Collabor B1- - #21 2.1.4 - Operations Plan ative Apt ACDM AOP12 - Improve RWY and - Surface 2.1.2 B2- Airfield safety with CATC #02 - mgt 2.5.1 SURF detection and CMAC B1- - AOP13 – Automated assistance ACDM to Controller for Surface Surface #22 B1- 2.4.1 - Movement planning and mgt #53 RSEQ routing B2- SURF #12, AOP14 – Remote Tower Remote #71, B1- RMT.0 - - Services Tower #52, RATS 624 #13 AOP15 - Enhanced traffic - situational awareness and Surface B2- #04 - - airport SNET for the vehicle mgt SURF drivers B1- - AOP16 - Guidance assistance Surface RSEQ #47 - - through airfield ground lighting mgt B2- DURF B1- - AOP17 - Provision/integration Collabor ACDM of departure planning #61 - - ative Apt B1- information to NMOC NOPS AOP18 - Runway Status Lights Surface B2- - #01 - - (RWSL) mgt SURF

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ICA SESA O SESAR Major DP Level 3 Implementation R ASB Key ATM famil EPAS AAS TP Objectives Solut Feature change y U ion B0, B1, B2 ENV02 – Airport Collaborative Collabor - - - - - Environmental Management ative Apt Enhance - NAV11 - Implement precision d ops in B1- approach using GBAS CAT II/III #55 - - vicinity APTA based on GPS L1 of rwy MST.0 07 SAF11 - Improve runway safety Surface RMT.0 by preventing runway - - - - mgt 570 excursions RMT.0 703 COM10 - Migration from AFTN - CNS rat. - - - - to AMHS COM11.1 - Voice over Internet - CNS rat. - 3.1.4 - AM-1.3 Protocol (VoIP) in En-Route COM11.2 - Voice over Internet - Protocol (VoIP) in CNS rat. - - - - Airport/Terminal Pre- - 5.1.2 B1- COM12 - NewPENS SWIM & - - 5.2.1 SWIM SWIM Pre- - B1- FCM08 – Extended Flight Plan SWIM & #37 4.2.3 AM-1.4 FICE SWIM RMT.0 703 Pre- INF07 - Electronic Terrain and RMT.0 SWIM & - 1.2.2 - - Obstacle Data (e-TOD) 704 SWIM RMT.0 722 5.1.3, 5.1.4, 5.2.1, B1- INF08.1 - Information Pre- 5.2.2, #35, DATM Exchanges using the SWIM SWIM & 5.2.3, - AM-1.5 #46 B1- Yellow TI Profile SWIM 5.3.1, SWIM 5.4.1, 5.5.1, 5.6.1

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ICAO SESAR Major SESAR Level 3 Implementation DP ASBU Key ATM Soluti EPAS AAS TP Objectives family B0, Feature change on B1, B2 5.1.3, B1- Pre- 5.1.4, DAT INF08.2 - Information Exchanges SWIM #28, 5.2.1, M - AM-9.1 using the SWIM Blue TI Profile & #46 5.2.2, B1- SWIM 5.2.3, SWI 5.6.2 M B1- - Pre- DAT SWIM M INF09 - Digital Integrated Briefing #34 - - & B1- SWIM SWI M CNS - ITY-ACID - Aircraft identification - - - - rat. Pre- RMT.0 ITY-ADQ - Ensure quality of B0- SWIM 722 aeronautical data and - 1.2.2 DAT - & RMT.0 aeronautical information M SWIM 477 6.1.1 ITY-AGDL - Initial ATC air-ground Data B0- RMT.0 - 6.1.3 AM-1.1 data link services link TBO 524 6.1.4 ITY-AGVCS2 – 8.33 kHz Air- - CNS Ground Voice Channel Spacing - - - - rat. below FL195 Pre- B0- - ITY-FMTP - Apply a common flight SWIM FICE message transfer protocol - - AM-1.3 & B1- (FMTP) SWIM FICE RMT.0 ITY-SPI - Surveillance CNS B0- 679 - - - performance and interoperability rat. ASUR RMT.0 519 * AOM21.1 was achieved in 2017 and FCM04.1 was achieved in 2018, therefore they were removed from the Implementation Plan 2018/2019. They are kept in this table for traceability purposes. Legend: Objective’s link to SESAR Key Feature:

Optimised ATM Network Services High Performing Airport Operations

Advanced Air Traffic Services Enabling Aviation Infrastructure

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D. SESAR Solutions implemented in a voluntary way3

These SESAR Solutions are not included yet in the ATM MP L3 Plan. EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures- publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan. A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non- committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex. Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification

High Performing Airport Operations

Use of data link communications between the Tower Controllers and the flight crew D-TAXI service during surface movement. Y for controller- It is based on the D-TAXI service from the will be considered in the pilot datalink CPDLC application, as standardised by #23 NO Integrated Tower Working communicatio RTCA SC214/EUROCAE WG78 (DO-350 & Position which is in its early ns (CPDLC) DO-351). It also includes the access to this stages at the moment application service for end users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility operations and enhance Virtual block controllers¿ situational awareness. control in low Virtual Stop Bars can be used by the N #48 visibility controller to reduce block-sizes once NO at present no plans procedures procedural control applies. Additional (LVPs) controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog).

3 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.

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Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A-CDM concept as Y ‘adverse conditions’, i.e. a state that is in De-icing 'De-icing Functionality' has need of collaborative recovery Y #116 management been implemented in context procedures, but rather a part of normal (LOWW) tool of the actual CDM operations in the winter period. implementation The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing. The SESAR Solution “Reducing landing minima in low visibility conditions using enhanced Flight vision systems (EFVS)” is intended for flight crews, and corresponds to the use of EFVS visual based technologies displayed in HUD or Reducing an equivalent display system. The Landing N objective is to provide operational credit Minima in Not applicable for Airport in approach as permitted per EASA EU Low Visibility Vienna and ACG, as the 965/2012 and its coming amendments Conditions N system is intended for flight #117 (NPA 2018-06 AWO) to face to Low using (LOWW) crews and to be applied at visibility conditions. Enhanced secondary aerodromes that

Flight Vision are only capable of Type A Enabling EFVS operations with Systems landing operations operational credits provides a greater (EFVS) availability of suitable destination and alternate aerodromes during periods of reduced visibility.

This effectively reduces the number of weather-related delays, cancellations or

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A unique advantage of the EFVS on board solution is that it is mainly supported by the aircraft system instead of airports and the need of complex and costly ground infrastructures as those implemented in CATII/III airports.

From a global ATM network standpoint, the EFVS operation allows to retain traffic at most of secondary aerodromes by providing operational credit at most of runway ends with precision or non- precision landing minima (LPV, LNAV/ VNAV, ILS CAT1,…). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR ¿ DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions.

In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting decision-making and increasing safety margin all the time.

Advanced Air Traffic Services

LSSIP Year 2019 Austria- Level 1 92 Released Issue

Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using airborne capabilities to Controlled improve arrival management. When a time of arrival Y time constraint is needed for a flight, the (CTA) in In the context of AMAN ground system may calculate a CTA as medium- implementation for Vienna, #06 part of the arrival management process, Y density/ TTL/TTG and/or CTA will be and then it may be proposed to the flight medium- part of the technical and for achievement by avionics within complexity procedural deployment required accuracy. Airborne information environments may be used by the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into Arrival different airports by calculating the management sequence of aircraft flying towards an N #08 NO into multiple area where their routes intersect. By no center manager conceived airports imposing an adequate spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E-TMA sector are superimposed and presented to the upstream en-route sector controllers. Based on Advanced-RNP navigation specification, design of optimised routes Optimised e.g. spaced parallel routes, Fixed Radius In Austria Free Route route network Transition (FRT) and Tactical Parallel Airspace (FRA) has been #10 NA using Offset (TPO) further enhanced by implemented from GND to advanced RNP onboard performance monitoring and FL660 (UNL) alerting and the execution of more predictable aircraft behaviour Vienna: On a strategic aspect, SIDs Progressive implementation of and STARs are designed such Continuous procedures for Continuous Descent to enable a CDO/CCO to the descent Operations (CDO) and Continuous Climb Y maximum extent possible. #11 operations Operations (CCO) in higher density traffic (LOWW) Moreover, on a tactical basis, (CDO) using or to higher levels, optimised for each flights receive clearances to point merge airport arrival/departure procedure allow for a continuous climb/descent whenever traffic allows.

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precision navigation technology (P-RNAV Point merge Considering the Airspace concept) for merging traffic into a single in complex design, #107 entry point, which allows efficient N/A terminal integration and sequencing of inbound Point Merge is not conceived airspace traffic together with Continuous Descent to improve the integration Approaches (CDA). and sequencing of inbound traffic to LOWW N/A

Point Merge in high density environment Considering the Airspace and complex Extended TMA (E-TMA) Arrival design, sectors replaces radar vectoring with a Management Point Merge is not conceived #108 more efficient and simplified traffic NA (AMAN) and to improve the integration synchronisation mechanism that reduces Point Merge communication workload and increases and sequencing of inbound collective traffic predictability. traffic to LOWW. AMAN is in operations since Nov 2018. The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and Air Traffic Control (ATC) providing real- time and fine-tuning measures to solve ATFCM hotspots, and to perform early measures to alleviate complexity closest to ATC activities. Implementation plans are Basic EAP The solution consists of an automated currently discussed COOPANS (Extended #118 tool and associated procedures N internally for the INAP ATC Planning) supporting the basic communication function, which covers similar function between the Local DCB position and the aspects and timeframes. Controllers' Work Positions allowing the EAP and the ATC team in identifying, assessing and resolving local complexity situations. The basic EAP relies on a real time integrated process for managing the complexity of the traffic with capability to reduce traffic peaks through early implementation of fine-tuned solutions to

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Optimised ATM Network Services

Airspace Users are allowed to change among themselves (via the pre-departure management process in CDM airports) Y User-driven the priority order of flights in the pre- initial plans are available - prioritisation departure sequence. The departure time further development after #57 process NO will be automatically the A-CDM status 'fully (UDPP) communicated/coordinated with the implemented' will have been departure Network Management Function (NMF) achieved via the DPI message as described in the A- CDM concept.

Enabling Aviation Infrastructure

Europe’s vision to achieve high- performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while minimising AOC data constraints due to airspace and service increasing configurations. SESAR has introduced an N #67 trajectory early version, which makes use of flight NO no plan (FFICE when feasible) prediction planning data sourced from airline accuracy operational control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE). YES (FIR Wien) The ACAS provides resolution advisories AWAM receives (RAs) to pilots in order to avoid collisions. ACAS messages Controllers rely on pilots to report RAs by and generates an radio as they occur in accordance with immediate ACAS Ground ICAO regulations. However these reports information to Monitoring can come late, incomplete or are, absent the Controllers. N #100 and in some instances. This solution consists AWAM at present no further plans. Presentation of a set of monitoring stations and a corresponds to System server system, which enable the the solution of a continuous monitoring and analysis of set of monitoring ACAS RAs and coordination messages ground stations between airborne units from the ground. and a server system, which enables the

LSSIP Year 2019 Austria- Level 1 95 Released Issue

Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods and reducing the Extended need for active Mode-S interrogations. By N #101 hybrid NO making fewer active interrogations, this at present no plans surveillance solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G N Aeronautical technology and uses the IEEE 802.16 activity ongoing to observe mobile airport (WiMAX) standard. Designed to operate AreoMACS introduction #102 communi- in reserved (aeronautical) frequency NO (performance) and cation system bands, AeroMACS can be used for ANSPs, acceptance of Airspace Users. (AeroMACS) airspace users and airport authority communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP). The Iris Precursor offers a viable option for ATS datalink using existing satellite technology systems to support initial Air traffic four-dimensional (i4D) datalink capability. N services (ATS) #109 The technology can be used to provide NO activity ongoing to observe datalink using end-to-end air–ground communications EASA RMT for certification Iris Precursor for i4D operations, connecting aircraft and air traffic management ground systems.

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Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate ADS-B spoofing of the ground system by outside surveillance of agents. These techniques can also be used YES #110 aircraft in to cope with malfunctioning of avionics NO ADS-B integration till 2020 flight and on equipment. SESAR has contributed to the the surface relevant standards, such as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications. By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It Partly YES achieves this through the integration of (FIR Wien) validated data items into the WAM AWAM consists of channel, thereby preventing a need to re- 74 ADS-B capable Composite interrogate the data item. receivers, YES #114 Surveillance Since the two surveillance layers share whereas ADS-B ADS-B integration till 2020 ADS-B / WAM hardware components, the system offers data is already improved cost efficiency. Furthermore, used to reduce the use of the system contributes to an 1030 improved security by successfully interrogations. mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.

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E. Military Organisations Infrastructure

This Annex is not produced in 2019. It will be updated every second year, therefore it will be produced as part of the LSSIP 2020 document.

In case information is sought on military infrastructure, previous LSSIP may be made available upon request to the respective Focal Point and/or Contact Person.

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F. Glossary of abbreviations

This Annex mainly shows the abbreviations that are specific to the LSSIP Document for Austria. Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/airial/

Term Description

A-ATMS Austrian ATM system ACAS Airborne Collision Avoidance System ACC Area Control Centre AF ATM Functionality AFTN Aeronautical Fixed Telecommunication Network AIS Aeronautical Information Services AMAN Arrival Management AMC Airspace Management Cell ANS Air Navigation Services AOP Airport Operations (domain) APP Approach Control Service APW Area Proximity Warning ASM Airspace Management A-SMGCS Advanced Surface Movement Guidance and Control System ASP ATS Provider ATC Air Traffic Control ATCO Air Traffic Control Officer ATFM Air Traffic Flow Management ATM Air Traffic Management ATS Air Traffic Services Bundesministerium für Klimaschutz, Umwelt, Energie, Mobilität, Innovation und Technologie (MoT) // BMK Federal Ministry for Climate Action, Environment, Energy, Mobility, Innovation and Technology

CEO Chief Executive Officer CFMU Central Flow Management Unit (replaced by -> NMOC) CNS Communication, Navigation and Surveillance COM Communications (domain) COOPANS Cooperation of ANSPs (AustroControl, LFV, Naviair, CCL, IAA) CP Contact Person EAD European AIS Data Base EATM European Air Traffic Management Programme EC European Commission ECAC European Civil Aviation Conference EDA European Defence Agency

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ESSIP European Single Sky and ImPlementation ENV Environment EU European Union EUR ICAO European Region FAB CE Functional Airspace Block Central Europe (AT, BiH, CZ, HR, HU, SI, SK) FCM Flow and Capacity Management (domain) FIR Flight Information Region FL Flight Level FMP Flow Management Position FT Fast Track FUA Flexible Use of Airspace (concept) GAT General Air Traffic GNSS Global Navigation Satellite System High Level Airspace Policy Board / Lenkungsausschuss HLAPB / LAF Flugsicherung HUM Human Resources (domain) IATA International Air Transport Association ICAO International Civil Aviation Organisation ILS Instrument Landing System JAA Joint Aviation Authorities LAF / HLAPB Lenkungsausschuss Flugsicherung / High Level Airspace Policy Board LAU Local Approach Unit (Graz, Klagenfurt, Innsbruck, Salzburg, Linz) LSSIP Local Single Sky and ImPlementation LoA Letter of Agreement MET Meteorology MIL Military MoD Ministry of Defence MS Member State BMK Federal Ministry for Transport, Innovation and Technology NAV Navigation (domain) NG AATMS New Generation Austrian ATM System NMOC Network Management Operation Cell NSA National Supervisory Authority NSP Network Strategic Plan OAT Operational Air Traffic OLDI On Line Data Interchange OPS Operations OR Operational Requirements ORD Operational Requirements Document PC Provisional Council PCP Pilot Common Project PDP Preliminary Deployment Programme

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PRC Performance Review Commission PRB Performance Review Board R&D Research and Development RNAV Area Navigation RVR Runway Visual Range RVSM Reduced Vertical Separation Minimum SAF Safety (domain) S-AF Sub ATM Functionality SAXFRA Slovenian Austrian Cross Border Free Route Airspace SECSIFRA South East Common Sky Initiative FRA SLoA Stakeholder Line of Action SMGCS Surface Movement Guidance and Control System SMS Safety Management System STAM Short Term ATFCM Measures EUROCONTROL Statistics and Forecast (Specialist Panel on Air Traffic STATFOR Statistics and Forecast) STCA Short Term Conflict Alert SUR Surveillance (domain) TACT Tactical Flow Management TCAS Traffic alert and Collision Avoidance System TF Task Force TMA Terminal Control Area TOPSKY Austrian ATM system provided by Thales ToR Terms of Reference UAC Upper Area Control /Centre UIR Upper flight Information Region

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