LSSIP 2020 - CYPRUS LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
Document Title LSSIP Year 2020 for Cyprus
Info Centre Reference 20/12/22/57 Date of Edition 06/05/2021 LSSIP Focal Point Haris ANTONIADES - [email protected] - DCAC LSSIP Contact Person Bernd Hill -bernd.hill@eurocontrol.int - EUROCONTROL / NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL 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-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP http://www.mcw.gov.cy/mcw/DCA/AIS/ais.nsf/index_en/index_en FAB Performance Plan http://www.bluemed.aero/index.php
LSSIP Year 2020 Cyprus Released Issue
APPROVAL SHEET
The following authorities have approved all parts of the LSSIP Year 2020 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 2020.
Stakeholder / Name Position Signature Organisation
Department of Panayiota Civil Aviation of Demetriou Director Cyprus, DCAC
Chief Operations Nicos Nicolaou Officer DCAC Air Navigation
Services
Haris Antoniades Chief Operations Officer
National Supervisory Michalis Agisilaou Head of Unit Authority
Ministry of Lieutenant Defence (Military G. Alexandrou Colonel ANSP)
LSSIP Year 2020 Cyprus Released Issue
TABLE OF CONTENTS
Executive Summary ...... 1 Introduction ...... 12 1. National ATM Environment ...... 13 Geographical Scope ...... 13 National Stakeholders ...... 14 2. Traffic and Capacity ...... 25 Evolution of traffic in Cyprus ...... 25 Nicosia ACC ...... 26 3. Implementation Projects ...... 35 National projects ...... 35 FAB projects ...... 37 Multinational projects ...... 39 4. Cooperation activities ...... 40 FAB Coordination ...... 40 Multinational cooperation initiatives...... 41 5. Implementation Objectives Progress ...... 42 State View: Overall Objective Implementation Progress ...... 42 Objective Progress per SESAR Essential Operational Changes...... 43 ICAO ASBU Implementation Progress ...... 48 Detailed Objectives Implementation progress ...... 52 6. Annexes ...... 75 A. Specialists involved in the ATM implementation reporting for Cyprus...... 75 B. National stakeholders organisation charts ...... 76 C. Implementation Objectives’ links with other plans ...... 78 D. SESAR Solutions implemented in a voluntary way...... 83 E. Surveillance (SUR)...... 102 F. Glossary of abbreviations ...... 106
LSSIP Year 2020 Cyprus Released Issue
Executive Summary
National ATM Context
Member State of:
1
Main national stakeholders: - The Department of Civil Aviation of Cyprus comprising the o ANSP, supporting ATS, AIS and receiving CNS services from CyTA (certified CNS provider), and MET Services provided by the Ministry of Agriculture, Environment and Natural Resources (certified MET provider); o Functionally separated NSA; - The Ministry of Transport, Communications and Works with responsibility for the Regulation of ATM; - The Ministry of Defence, comprising o The ANS department which incorporates the Airspace Management Cell (AMC) staffed by both civil and military personnel (FUA arrangements). The AMC reports to the High Level Airspace Management Committee composed of: o Department of Civil Aviation of Cyprus (DCAC); o Ministry of Transport, Communications and Works (MCW); o Ministry of Defence (MoD); o Ministry of Foreign Affairs (MFA). - The Cyprus Meteorological Service under the responsibility of the Ministry of Agriculture, Environment and Natural Resources (certified MET provider). - The Cyprus Telecommunications Agency (CYTA- certified CNS provider) under the responsibility of the Ministry of Finance. - HERMES, is the operator of Larnaka and Paphos International Airports
Main airport covered by LSSIP: Larnaka (LCLK) and Paphos (LCPH).
LSSIP Year 2020 Cyprus 1 Released Issue Traffic and Capacity
Summer Forecast (May to October inclusive)
10.6% -60% & 14.9%
2020 2021-2024 &3.2%
Per ACC
2020
0.00
2019-2020
No capacity issues are foreseen for Nicosia ACC in Summer 2021.
LSSIP Year 2020 Cyprus 2 Released Issue Cyprus is part of:
The BLUE MED FAB
Number of national projects: 11 Number of FAB projects: 8 Number of multinational projects: 1
Summary of 2020 developments: The aviation sector in Europe, including in Cyprus, had to face severe difficulties during the year 2020 due to the COVID-19 pandemic. The impact due to the COVID-19 pandemic is visible in a slower progress for some of the ongoing Objectives. The traffic returns close to the 2019 traffic volume (92%)2 are only expected by the year 2024. From an organisational point of view, significant changes are expected for the year 2021, due to the need to implement cost saving measures as a response to the dramatic decrease in air traffic and to cope with the pandemic situation. The Objective on New Pan-European Network Service (NewPENS) (COM12) was completed in 2020. The following Objectives are envisaged to be completed during the year 2021: - Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling (AOM13.1); - Full Rolling ASM/ATFCM Process and ASM Information Sharing (AOM19.3); - Management of Pre-defined Airspace Configurations (AOM19.4); - Free Route Airspace (AOM21.2); - Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring (ATC12.1); - Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (ATC17); - Collaborative Flight Planning (FCM03); Short Term ATFCM Measures (STAM) - Phase 2 (FCM04.2); - Interactive Rolling NOP (FCM05); Traffic Complexity Assessment (FCM06); - Electronic Terrain and Obstacle Data (INF07); - Ensure Quality of Aeronautical Data and Aeronautical Information ( ITY-ADQ); - Initial ATC Air-Ground Data Link Services (ITY-AGDL); 8,33 kHz Air-Ground Voice Channel Spacing below FL195 (ITY- AVGCS2); - Improve Runway Safety by Preventing Runway Excursions (SAF11).
2https://www.eurocontrol.int/sites/default/files/2021-02/eurocontrol-think-paper-8-impact-of-covid-19-on-european-aviation-in-2020-and- outlook-2021.pdf
LSSIP Year 2020 Cyprus 3 Released Issue 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) 2020, 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, AOP17, AOP18, ATC18, ATC19, ATC20, NAV12 and COM11.2.
Pre-SESAR Phase 2000 2030
72%
SESAR 1 (PCP only) 2011 2025
34%
SESAR 1 (non-PCP) 2013 2030
18%
LSSIP Year 2020 Cyprus 4 Released Issue
Progress per SESAR Essential Operational Changes and Phase
The figure below shows the progress made so far, per SESAR Essential Operational Changes, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per EOC, of the same objectives as in the previous paragraph.
ATM 49 % Interconnected 0 % Network 27 %
Airport and TMA 62 % performance 0 % 100 %
CNS 71 % Infrastructure 83 % and Services 10 %
Digital AIM and 64 % MET Services
Fully Dynamic 60 % and Optimised 0 % Airspace 39 %
Multimodal Mobility and 44 % integration of all
Airspace Users Trajectory Based 100 % Operations 0 %
Virtualisation of Service N/A Provision
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Pre-SESAR Phase SESAR 1 (non-PCP) SESAR 1 (PCP only)
LSSIP Year 2020 Cyprus 5 Released Issue ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks. 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 2030
78%
Block 1 2009 2030
26%
Block 2 2013 2030
16%
Block 3 2018 2025
10%
LSSIP Year 2020 Cyprus 6 Released Issue ATM Deployment Outlook
State Objectives
Deployed in 2019 - 2020 - New Pan-European Network Service (NewPENS) COM12 - 100 % progress
By 2021 By 2022 By 2023 By 2024+
- Management of Pre- - Voice over Internet - Voice over Internet - Information Exchanges defined Airspace Protocol (VoIP) in En-Route Protocol (VoIP) in using the SWIM Yellow TI Configurations COM11.1 - 10 % progress Airport/Terminal Profile AOM19.4 - 00 % progress COM11.2 - 83 % progress INF08.1 - 10 % progress - Ensure Quality of - RNP Approach Procedures Aeronautical Data and to instrument RWY Aeronautical Information NAV10 - 83 % progress ITY-ADQ - 88 % progress - ATS IFR Routes for - Full Rolling ASM/ATFCM Rotorcraft Operations Process and ASM NAV12 - 44 % progress Information Sharing AOM19.3 - 10 % progress - Collaborative Flight Planning FCM03 - 46 % progress - 8,33 kHz Air-Ground Voice Channel Spacing below FL195 ITY-AGVCS2 - 33 % progress - Short Term ATFCM Measures (STAM) - Phase 2 FCM04.2 - 25 % progress - Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 - 25 % progress - Traffic Complexity Assessment FCM06 - 00 % progress - ASM Management of Real- Time Airspace Data AOM19.2 - 00 % progress - Initial ATC Air-Ground Data Link Services ITY-AGDL - 08 % progress - Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 - 20 % progress - Electronic Terrain and Obstacle Data (eTOD)
LSSIP Year 2020 Cyprus 7 Released Issue INF07 - 39 % progress - Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 - 52 % progress - Improve Runway Safety by Preventing Runway Excursions SAF11 - 85 % progress - Interactive Rolling NOP FCM05 - 00 % progress - Free Route Airspace AOM21.2 - 00 % progress
Airport Objectives - Larnaca Airport
Deployed in 2019 - 2020 None
By 2021 By 2022 By 2023 By 2024+
- Continuous Climb Operations (CCO) ENV03 - 00 % progress
LSSIP Year 2020 Cyprus 8 Released Issue Overall situation of Implementation Objectives
Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 AOM13.1 Harmonise Operational Air Traffic (OAT) and General 52% Late Air Traffic (GAT) Handling AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) 100% Completed * AOM19.2 ASM Management of Real-Time Airspace Data 0% Planned * AOM19.3 Full Rolling ASM/ATFCM Process and ASM 10% Ongoing * Information Sharing AOM19.4 Management of Pre-defined Airspace Configurations 0% Planned * AOM21.1 Direct Routing 100% Completed AOM21.2 Free Route Airspace 0% Planned * AOP04.1(LCLK) Advanced Surface Movement Guidance and Control 0% Not * System A-SMGCS Surveillance (former Level 1) Applicable AOP04.2(LCLK) Advanced Surface Movement Guidance and Control 0% Not * System (A-SMGCS) Runway Monitoring and Conflict Applicable Alerting (RMCA) (former Level 2) AOP05(LCLK) Airport Collaborative Decision Making (A-CDM) 0% Not * Applicable AOP10(LCLK) Time-Based Separation 0% Not * Applicable AOP11(LCLK) Initial Airport Operations Plan 0% Not * Applicable AOP12(LCLK) Improve Runway and Airfield Safety with Conflicting 0% Not * ATC Clearances (CATC) Detection and Conformance Applicable Monitoring Alerts for Controllers (CMAC) AOP13(LCLK) Automated Assistance to Controller for Surface 0% Not * Movement Planning and Routing Applicable AOP14(LCLK) Remote Tower Services 0% Not yet 2030 planned AOP16(LCLK) Guidance assistance through airfield ground lighting 0% Not yet 2030 planned
LSSIP Year 2020 Cyprus 9 Released Issue Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 AOP17(LCLK) Provision/integration of departure planning 0% Not yet 2030 information to NMOC planned AOP18(LCLK) Runway Status Lights (RWSL) 0% Not yet 2030 planned ATC02.2 Implement ground based safety nets - Short Term 100% Completed Conflict Alert (STCA) - level 2 for en-route operations ATC02.8 Ground-Based Safety Nets 100% Completed * ATC02.9 Short Term Conflict Alert (STCA) for TMAs 0% Not * Applicable ATC07.1(LCLK) AMAN Tools and Procedures 0% Not * Applicable ATC12.1 Automated Support for Conflict Detection, Resolution 25% Ongoing * Support Information and Conformance Monitoring ATC15.1 Information Exchange with En-route in Support of 0% Not AMAN Applicable ATC15.2 Arrival Management Extended to En-route Airspace 0% Not * Applicable ATC16 Implement ACAS II compliant with TCAS II change 7.1 100% Completed ATC17 Electronic Dialogue as Automated Assistance to 20% Ongoing * Controller during Coordination and Transfer ATC18 Multi-Sector Planning En-route - 1P2T 0% Not yet 2030 planned ATC19 Enhanced AMAN-DMAN integration 0% Not yet 2030 planned ATC20 Enhanced STCA with down-linked parameters via 0% Not yet 2030 Mode S EHS planned COM10 Migrate from AFTN to AMHS 100% Completed COM11.1 Voice over Internet Protocol (VoIP) in En-Route 10% Ongoing * COM11.2 Voice over Internet Protocol (VoIP) in 83% Ongoing * Airport/Terminal COM12 New Pan-European Network Service (NewPENS) 100% Completed * ENV01(LCLK) Continuous Descent Operations (CDO) 0% Not * Applicable
LSSIP Year 2020 Cyprus 10 Released Issue Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 ENV02(LCLK) Airport Collaborative Environmental Management 0% Not yet 2030 planned ENV03(LCLK) Continuous Climb Operations (CCO) 0% Planned 2030 FCM01 Implement enhanced tactical flow management 100% Completed services FCM03 Collaborative Flight Planning 46% Ongoing * FCM04.2 Short Term ATFCM Measures (STAM) - Phase 2 25% Ongoing * FCM05 Interactive Rolling NOP 0% Planned * FCM06 Traffic Complexity Assessment 0% Planned * INF07 Electronic Terrain and Obstacle Data (eTOD) 39% Late INF08.1 Information Exchanges using the SWIM Yellow TI 10% Ongoing * Profile ITY-ACID Aircraft Identification 100% Completed * ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical 88% Late Information ITY-AGDL Initial ATC Air-Ground Data Link Services 8% Late * ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below 33% Late * FL195 ITY-COTR Implementation of ground-ground automated co- 100% Completed ordination processes ITY-FMTP Common Flight Message Transfer Protocol (FMTP) 100% Completed ITY-SPI Surveillance Performance and Interoperability 100% Completed * NAV03.1 RNAV 1 in TMA Operations 100% Completed 2030 NAV03.2 RNP 1 in TMA Operations 100% Completed * NAV10 RNP Approach Procedures to instrument RWY 83% Ongoing * NAV12 ATS IFR Routes for Rotorcraft Operations 44% Ongoing 2030 SAF11 Improve Runway Safety by Preventing Runway 85% Late Excursions
LEGEND: * Full Operational Capability (FOC) date The Planned Implementation Date as reported in the LSSIP DB for each objective
LSSIP Year 2020 Cyprus 11 Released Issue
Introduction
The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2020, 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 and the ATM systems operated by the main ANSP;
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 planned projects assumed to offer the required capacity, taking into account the current aviation situation caused by the COVID19 crisis;
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;
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 Essential Operational Change 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 2020. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP DataBase.
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.
LSSIP Year 2020 Cyprus 12 Released Issue
1. National ATM Environment
Geographical Scope
International Membership
Cyprus is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC 1969 EUROCONTROL 1991 European Union 2004 EASA 2004 ICAO 1961 NATO - N/A ITU 1961 EDA 2004
Geographical description of the FIR(s)
The geographical scope of this document addresses the Cyprus FIR, namely Nicosia FIR as delineated by ICAO. Nicosia FIR is surrounded by FIRs of 6 States, namely Athinai FIR / Cairo FIR / Tel Aviv FIR/UIR / Beirut FIR / Damascus FIR / Ankara FIR/UIR. Four of these States, Egypt, Israel, Syria and Lebanon are non-ECAC States.
LSSIP Year 2020 Cyprus 13 Released Issue Airspace Classification and Organisation
The republic of Cyprus applies Commission Regulation (EC) No 730/2006 of 11 May 2006 “on airspace classification and access of flights operated under visual flight rules above flight level 195”. Consequently, the Airspace above FL 195 has been categorised as Class “C”.
Republic of Cyprus Flight Level /Altitude Band (Nicosia FIR/UIR)
Upper Limit of Controlled Airspace (CAS) - FL 660
FL460-FL660 Class C FL245-FL460 FL195-FL245 9000FT-FL195 3000 Ft- 9000Ft (transition Class G altitude) SFC- 3000 Ft
TMA LCLK, LCPH Class C
Class C from GND/MSL – AWYs FL195)
Class B in CTR Class C ATZ
The Cyprus Airspace classification chart
ATC Units
The ATC units in the Cyprus airspace, which are of concern to this LSSIP are the following:
ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Nicosia ACC 53 - Nicosia FIR Larnaca - 1 LCA CTZ Paphos - 1 PHA CTZ
National Stakeholders
LSSIP Year 2020 Cyprus 14 Released Issue The main National Stakeholders involved in ATM in Cyprus are the following: - The Department of Civil Aviation of Cyprus comprising the o ANSP (supporting ATS, AIS and CNS service provision, and using MET Services provided by the Ministry of Agriculture, Environment and Natural Resources); o Functionally separated NSA; - The Ministry of Transport, Communications and Works with responsibility for the Regulation of ATM; - The Ministry of Defence, comprising o The ANS department which incorporates the Airspace Management Cell (AMC) staffed by both civil and military personnel (FUA arrangements). The AMC reports to the High Level Airspace Management Committee composed of: o Department of Civil Aviation of Cyprus (DCAC); o Ministry of Transport, Communications and Works (MCW); o Ministry of Defence (MoD); o Ministry of Foreign Affairs (MFA). - The Cyprus Meteorological Service under the responsibility of the Ministry of Agriculture, Environment and Natural Resources. - The Cyprus Telecommunications Agency (CYTA) under the responsibility of the Ministry of Finance.
Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.
Civil Regulator(s)
LSSIP Year 2020 Cyprus 15 Released Issue General Information
Civil Aviation in Cyprus is the responsibility of the Ministry of Transport, Communications and Works (MCW). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The regulatory organisation is further detailed in the following sections.
Activity in ATM: Organisation responsible Legal Basis
Rule-making Ministry of Transport, Civil Aviation Law Art.8 Communications and
Works Safety Oversight National Supervisory Authority of Air Civil Aviation Law Art.8 Navigation Services (*) Enforcement actions in case of Ministry of Transport, In accordance with Chapter 27 (protection of civil non-compliance with safety Communications and aviation) on the civil aviation act regulatory requirements Works Airspace Ministerial committee composed of Ministry of Transport, Council of Ministers decision 67.662 (24.09.2008) Communications and Works, MoD and MFA
Economic Ministry of Transport, Civil Aviation Law Art.8 Communications and
Works Environment Ministry of Transport, Communications and Civil Aviation Law Art.8 Works Security Ministry of Transport, Communications and Civil Aviation Law Art.8 Works Accident investigation Ministry of Transport, Communications and Works, Civil Aviation Law Art.217-230 Air Accident and Incident Investigation Board (AAIIB)
(*) The National Supervisory Authority for Air Navigation Services (NSA) has been established in Cyprus following Reg. (EC) 550/2004 and under Art. 8B of the Civil Aviation Act 213 (I) 2008. There is functional separation from the ANSP as the NSA reports only to the Director and the Ministry. The NSAs’ areas of responsibility include ATS, CNS, AIS, MET, ATCO Licensing, Engineering & Technical Staff, ANSPs accounts, Interoperability and Performance.
LSSIP Year 2020 Cyprus 16 Released Issue Department of Civil Aviation of Cyprus (DCAC) The Department of Civil Aviation of Cyprus (DCAC) is a Governmental department of the Ministry of Transport, Communications and Works. It is an organisation encompassing both Service Provision and Safety Oversight. The responsibility for safety oversight rests within the National Supervisory Authority, which is an entity of the DCAC functionally separated from the ANSP, and linked only to the Director of the DCAC and the Ministry of Transport, Communications and Works. The NSAs’ areas of responsibility include ATS, CNS, AIS, MET, ATCO Licensing, Engineering & Technical Staff, ANSPs accounts, Interoperability and Performance. DCAC is responsible for the following services: - Air Traffic Service (ATS); - Aeronautical Information Service (AIS); - Communication Navigation and Surveillance service (supported by CYTA for maintenance).
Annual Report published: Y http://www.mcw.gov.cy/dca
Further description of the DCAC organisation is provided on the following web site: http://www.mcw.gov.cy/dca The Organisation Chart of DCAC is available in Annex B.
Air Navigation Service Providers Department of Civil Aviation of Cyprus - Air Traffic Services (DCAC - ATS) In accordance to ICAO ANNEX 11 the objectives of the air traffic services shall be to: 1. Prevent collisions between aircraft 2. Prevent collisions between aircraft on the manoeuvring area and obstructions 3. Expedite and maintain an orderly flow of air traffic 4. Provide advice and information useful for the safe and efficient conduct of flight 5. Notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required The objectives are achieved through the provision of Air Traffic Control, Flight Information and Alerting services by dedicated Air Traffic Control Units.
Nicosia Area Control Centre (ACC) This unit is responsible for the provision of air traffic control within the limits of the Nicosia Flight Information Region (FIR) as defined in the diagram below. It provides air traffic control to all controlled flights (flights that are in contact with the air traffic controllers) within a controlled area (airways) that lie under its jurisdiction as to fulfil the objectives 1and 3 mentioned above. The Air Traffic Control Units provides advice and information for the safe and efficient conduct of flight (objective 4) including light or training aircraft operating in the designated training areas, routes and agreed heights within the limits of each unit in the Cypriot airspace. They are also responsible for notifying appropriate organizations regarding aircraft in need of search and rescue aid, and assists such organizations as required (objective 5).
LSSIP Year 2020 Cyprus 17 Released Issue Larnaka and Paphos airports Aerodrome and Approach Control Units Air traffic control service for aerodrome traffic at Larnaka and Paphos airports is provided from the Air Traffic Control towers to fulfil the objectives 1, 2 and 3 mentioned above. All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome is under their responsibility. They are also responsible for the provision of air traffic service to the aircraft in the control zone (an area in the near vicinity of the airport where departures and the final approach for the landing aircraft takes place). Larnaka and Paphos Control towers work in close coordination with the Nicosia ACC. In 2002 and 2003, new air traffic control towers were erected in Larnaca and Paphos respectively.
Service provided
Governance: Department of a Government Ownership: State Entity Ministry (Ministry of Transport, Communications and Works) Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Aerodrome(s) Y AIS Y CNS Y The CNS maintenance is delegated to the Cyprus Telecommunications Agency (CYTA) through a Service Level agreement. MET N The Meteorological Services are under the responsibility of the Ministry of Agriculture, Environment and Natural Resources. ATCO training Y Others Y Instrument Procedures Design Additional information: - Provision of services in other N - State(s): Annual Report published: Y http://www.mcw.gov.cy/dca
The website address of DCAC-ANSP is: http://www.mcw.gov.cy/dca The Organisation Chart of DCAC-ANSP is available in Annex B.
LSSIP Year 2020 Cyprus 18 Released Issue ATC systems in use
Main ANSP part of any technology alliance3 N
FDPS
Specify the manufacturer of the ATC system currently in use: THALES - TopSky C ATC system Upgrade4 of the ATC system is performed or planned? No Replacement of the ATC system by the new one is planned? Not planned as system was installed in 2013 ATC Unit Nicosia ACC
SDPS
Specify the manufacturer of the ATC system currently in use: THALES - TopSky C ATC system Upgrade of the ATC system is performed or planned? No Replacement of the ATC system by the new one is planned? Not planned as system was installed in 2013 ATC Unit Nicosia ACC
(D-VOLMET) (D-ATIS)
(PSR) (SSR) (AFTN) AIS data data IFPS
MET
THALES THALES ATC system Flight Data GRIB Wx Multiradar (THALES TopSky C) Processor data Tracker (MRT) (FDP)
G/A stations (Tx/Rx) ATFCM-FMP Flexible Use of Communication System position Airspace Processes (VCCS) (NMOC CHMI) G/G connections (Leased, PSTN, FMC lines)
Airspace Management Cell (Eurocontrol CIAM system)
DCAC Military (NOTAM office) (EAD) (EAD)
3 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 4 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
LSSIP Year 2020 Cyprus 19 Released Issue 1. Airspace management (ASM):
ASM in Cyprus comprises of two major pillars, the FUA and the ATFCM function. The FUA application is regulated via a Ministerial committee composed of Ministry of Transport, Communications and Works, Ministry of Defense and Ministry of Foreign Affairs, and applied via the Airspace Management Cell (AMC). All three FUA levels are applied. The ATFCM function is performed by the Flow Management Unit at Nicosia ACC. Both FUA and ATFCM functions are inputs to the operations in the ACC via sector configuration and capacity management. The AMC produces the Airspace Usage Plan (AUP) utilizing the EUROCONTROL CIAM tool.
2. Air Traffic Flow and Capacity Management (ATFCM): Performed at Nicosia ACC via a dedicated function. System used is the NMOC CHMI for the FMP.
3. Air Traffic Control System:
System used is the THALES TopSky-C system, which has become operational in October 2013. The system comprises of a THALES Multi Radar Tracker (MRT), a THALES Flight Data Processor (FDP) and a THALES HMI. 4. Communications:
G/A communications via VHF/UHF Tx/Rx at various sites in Cyprus. G/G communications via normal telephone lines. No datalink employed yet.
5. Navigation: Aircraft navigation via the AWYs network (RNP5). No free route airspace provided yet. The two local aerodromes rely on conventional SID/STARs based on VOR/DMW. The design of new PBN procedures has been initiated in cooperation with ICAO and Israel.
6. Surveillance systems:
The surveillance function of the DCAC is served by a network of both PSR and SSR radars that are combined (through the MRT) to provide a radar picture at Nicosia ACC. The application of ADSB is being evaluated under the CRISTAL Med project currently ongoing. 7. Aeronautical Information Services:
AIS is primarily using the European AIS Database (EAD) for the origination and the dissemination of information.
8. Meteorological Information: Meteorological info is disseminated via the AFTN to the ATC units. The information is fed into a digital VOLMET serving Nicosia FIR and a D-ATIS serving the two local aerodromes.
LSSIP Year 2020 Cyprus 20 Released Issue Airports
General information
The two international airports of the Republic of Cyprus are Larnaca (LCLK) and Paphos (LCPH). Both are state owned, but operated by an international consortium Hermes Airports Ltd under a 25 year Build-Operate-Transfer (BOT) concession agreement with the Republic of Cyprus. ATC is provided by the DCAC. Up to the time after which the management of the airports was granted to the company Hermes (12/05/2006), the Department of Civil Aviation was responsible for their operation. In light of the new state of play, the Department’s role has been modified, and it now has a supervisory role in matters concerning Civil Aviation (Security) and licensing/certification of airports in accordance with Annex 14 (Aerodromes) of the Chicago Convention. The size of the two terminal buildings is such that with respect to passenger convenience, and according to the specifications of the International Air Transport Association (IATA), the level of service provided is B and C, for Larnaca and Paphos respectively.
Airport(s) covered by the LSSIP
Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2020 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives. Therefore, the following airports are covered in this LSSIP: are Larnaca International Airport and Paphos International Airport. The EUROCONTROL Public Airport Corner also provides information for these airport(s): - Larnaca International Airport: https://ext.eurocontrol.int/airport_corner_public/LCLK - Paphos International Airport: https://ext.eurocontrol.int/airport_corner_public/LCPH
LSSIP Year 2020 Cyprus 21 Released Issue Military Authorities
The operation of the Armed Forces in the Republic of Cyprus is governed by the “National Guard Law” (1964-2003) and the executive power is exercised by the Minister of Defence. The Chief of the National Guard is accountable to the Minister of Defence for the general command and supervision of the National Guard, its organization, training, readiness, discipline and order within, and he is also accountable to the Minister of Defence for all equipment provided to the National Guard and for carrying out the orders of the Minister of Defence or the Council of Ministers. The Commander of the Air Force Command is accountable directly to the Chief of the National Guard. Under the authority of the Air Force Command are the, Military Air Control Centre (MACC), the Early Warning Radar squadrons, the Air-Defence Units and the Aircraft Squadrons. In addition to the above, a Joint Rescue Coordination Centre (JRCC) is manned and operated by personnel of the Ministry of Defence.
Airspace and Control The Republic of Cyprus is included among those countries where the MACC does not have an ATM function hence it does not provide ATS to either civil or military aircraft flying as GAT. Air Traffic Management is provided by the DCAC. Military flights are generally conducted below FL 195. In some cases, military flights are conducted over FL 195, in Temporary Reserved Areas, within the Nicosia FIR. These areas are reserved in accordance with ICAO regulations and in cooperation with the DCAC. Military authorities control or provide information, with simultaneous notification and coordination with the civil ATS providers (Larnaca - Paphos Towers and Nicosia ACC), to their own aircraft in the following cases: When the aircraft fly operationally (OAT): - Within predefined and limited time reserved areas of airspace. These areas are reserved for specific purposes and operational reasons and after cooperation with the DCAC for the release of the relevant NOTAMs; - When the JRCC is conducting SAR operations within the Nicosia FIR. The surveillance of airspace for Security and Defence purposes is conducted by the Air Force Command. For the time being, there is no military commitment for implementing ESARRs. However, additional theoretical training relevant to air traffic control services is provided to military personnel by the DCAC.
LSSIP Year 2020 Cyprus 22 Released Issue 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 N/A national legal provisions? by national legal provisions? Level of such legal provision: Ministerial Decree Level of such legal provision: N/A Authority signing such legal provision: Ministry of Authority signing such legal provision: N/A Defence 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 N/A OAT/GAT Co-ordination Y OAT/GAT Co-ordination N/A ATCO Training Y ATCO Training N/A ATCO Licensing Y ATCO Licensing N/A ANSP Certification N ANSP Certification N/A ANSP Supervision N ANSP Supervision N/A Aircrew Training Y Aircrew Licensing Y Additional Information: OAT is conducted within Nicosia Additional Information: MIL does not provide ANS to GAT but to FIR, in respect of the rules of the air for GAT. Military OAT in segregated areas. ATCO licensing and Aircrew licensing are certified by the Ministry of Defence. Means used to inform airspace users (other than Means used to inform airspace users (other than military) about military) about these provisions: these provisions: National AIP Y National AIP N/A National Military AIP N National Military AIP N/A EUROCONTROL eAIP N EUROCONTROL eAIP N/A Other: (Circulars) Y Other: N/A
Oversight
OAT GAT National oversight body for OAT Air NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A Force Command/ Military Air Control Centre
LSSIP Year 2020 Cyprus 23 Released Issue Service Provision role
OAT GAT Services Provided: Services Provided: En-Route N DCAC-ANSP En-Route N Approach/TMA N DCAC-ANSP Approach/TMA N Airfield/TWR/GND N DCAC-ANSP Airfield/TWR/GND N AIS N DCAC-ANSP AIS MET N Cyprus Meteorological Service MET N SAR Y SAR Y TSA/TRA monitoring Y Military in coordination with FIS N DCAC-ANSP Other: N/A Other: N/A Additional Information: N/A
Military ANSP providing GAT N/A 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: The Cypriot National Guard does not have any ATM service provision role. Their aircraft fleet is intended only for coastal patrol and SAR activities. Any services to OAT are provided by DCAC-ANSP or, in the case of MET the by the Cyprus Meteorological Service. The European Commission was notified accordingly on 21/12/2011.
User role
IFR inside controlled airspace, Military aircraft can OAT only N GAT only Y Both OAT and GAT N 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 N
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF CNS exemptions: RVSM 8.33 Mode S ACAS Others:
Flexible Use of Airspace (FUA)
Military in Cyprus applies FUA requirements as specified in the Regulation No 2150/2005: Y
FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y
LSSIP Year 2020 Cyprus 24 Released Issue 2. Traffic and Capacity
Evolution of traffic in Cyprus
Cyprus - Annual IFR Movements 500000 Cyprus - Distribution (Ref. year 2019) 450000
400000 Domestic flights 0% 350000 International 300000 Dep/Arr 20%
250000 IFR flights IFR 200000 IFR movements - Actuals 150000 IFR movements - Scenario 2 100000 IFR movements - Scenario 1 Overflights 80% 50000 IFR movements - Scenario 3
0 2016 A 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F A = Actual F = Forecast
EUROCONTROL Five-Year Forecast 2020-2024
IFR flights yearly growth 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F
Sc1 -59.7% 52.3% 34.5% 13.9% 10.9% Cyprus Sc2 11.6% 9.5% 4.6% -59.7% 10.6% 53.7% 17.7% 14.9% Sc3 -59.7% 8.8% 22.5% 18.6% 14.2% Sc1 -55.1% 61.9% 21.9% 8.9% 6.8% ECAC Sc2 4.0% 3.8% 0.8% -56.4% 16.6% 41.9% 14.1% 12.2% Sc3 -56.6% 14.5% 17.5% 14.8% 11.6%
2020
Traffic in Cyprus decreased by 60% in 2020 compared to 2019.
LSSIP Year 2020 Cyprus 25 Released Issue Nicosia ACC
Traffic and en-route ATFM delays 2016-2024
2020 performance
Traffic evolution (2020 vs 2019) En-route Delay (min. per flight) Nicosia ACC Actual Traffic All reasons
Year -60% 0.20
Summer -75% 0.00
Summer 2020 performance assessment The average delay per flight was zero in Summer 2020.
Operational actions Achieved Comments Stepped implementation of A-FUA Yes Improved ATFCM, including STAM Yes Continuous improvement of route network Yes Stepped re-sectorisation of Nicosia ACC based on the airspace changes Ongoing Initiative steered by NM for the north part of Nicosia implemented in Spring 2020 FIR and planned over next years 6 ATCOs less on the roster due to retirement Yes Annual ATM system upgrades Yes i.e. CCAMS MODE-S, Strip management etc. More flexibility in sector configuration openings Yes Improve Civil-Military cooperation in the South-East part of the FIR Yes Revision of sector capacities Yes Tactical revisions Preparations for the implementation of the new ANSP as from Spring Ongoing Law passed, implementation affected by COVID-19 2021
LSSIP Year 2020 Cyprus 26 Released Issue Planning Period – Summer 2021
2021 Summer Capacity Plan
Free Route Airspace
Airspace Management Stepped implementation of A-FUA Advanced FUA Airport & TMA Network Integration Re-organisation of Cyprus TMAs and provision of radar service Cooperative Traffic Management Improved ATFCM, including STAM Stepped re-sectorisation of Nicosia ACC based on the airspace changes implemented in Airspace Spring 2020 Continuous improvement of route network Procedures
Staffing 7 additional ATCOs compared to 2020
Implementation of Radar function at Cyprus airports Technical Annual ATM system upgrades Improve Civil-Military cooperation in the South-East part of the FIR Capacity More flexibility in sector configuration openings Revision of sector capacities Transition to the new ACC (Exact dates and network impact to be part of the Transition Plan for Major projects) Significant Events Replacement of the ACC backup system (September-October 2021) Preparations for the implementation of the new ANSP as from Spring 2021 Recruitment and training for new ATCOs, to increase the overall staffing levels by 2023, is Additional information continuing as planned before COVID-19 crisis
The charts below are valid for the following reference periods: - May: 17 to 23 May 2021 - June: 14 to 20 June 2021 - July: 19 to 25 July 2021 - August: 16 to 22 August 2021 - September: 13 to 19 September 2021 - October: 18 to 24 October 2021
LSSIP Year 2020 Cyprus 27 Released Issue
LSSIP Year 2020 Cyprus 28 Released Issue
LSSIP Year 2020 Cyprus 29 Released Issue
LSSIP Year 2020 Cyprus 30 Released Issue
LSSIP Year 2020 Cyprus 31 Released Issue
LSSIP Year 2020 Cyprus 32 Released Issue
LSSIP Year 2020 Cyprus 33 Released Issue
Summer 2021 Outlook No capacity issues are foreseen for Nicosia ACC in Summer 2021.
LSSIP Year 2020 Cyprus 34 Released Issue 3. Implementation Projects The tables below presents the high-level information about the main projects currently ongoing in Cyprus. 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: Progress Description: Links: DATA (IP) NETWORK DCAC - Air Navigation Service To be completed by 31/12/2023 Ongoing L3: COM11.1, COM12, Provider (CY) COM11.2 DATALINK IMPLEMENTATION DCAC - Air Navigation Service To be completed by 31/12/2021 Contracts have been signed L3: ITY-AGDL Provider (CY) with SITA. Negotiations are taking place with ARINC with an expected signature date of March 2021. The ATM system upgrade that will host the Datalink functionality is ongoing and is expected to be completed Autumn 2021. EXISTING ATM SYSTEM (MAIN) DCAC - Air Navigation Service 30/12/2021 Completion of Phase 1 L3: FCM03, ITY-AGDL ESSENTIAL UPGRADES Provider (CY) (November 2020) includes CCAMS and other local technical alterations. Phase 2 is scheduled to be completed by end of 2021 and includes the Datalink (CPDLC) functionality EXTENSION OF RADAR DCAC - Air Navigation Service 2022 in the definition phase - SERVICE TO LARNACA Provider (CY) AIRPORT (APPROACH SERVICE) Free Route airspace DCAC - Air Navigation Service 31/12/2021 Planning - Provider (CY)
LSSIP Year 2020 Cyprus 35 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: LANDING AIDS (ILS) DCAC - Air Navigation Service 2021 Implementation phase - REPLACEMENT (LARNACA AND Provider (CY) PAPHOS AIRPORTS) NAVAIDS (VOR/DME) DCAC - Air Navigation Service Completion by 31/12/2022 Ongoing - REPLACEMENT AT LARNACA Provider (CY) AND PAPHOS AIRPORTS NEW ATM SYSTEM at new ACC DCAC - Air Navigation Service Estimated completion June 2022 Expansion of the new backup - Provider (CY) at the new ACC, in order to establish two autonomous ATM systems (Main and Standby) at the new ACC, so as to facilitate transition to the new building. New VCS system (VOIP) (all DCAC - Air Navigation Service Completion by 31/12/2023 The CNS provider (CYTA) is L3: COM11.1, COM11.2 ATC Units) Provider (CY) planning to migrate to VoIP by 2020 in line with the FAB agreement. The project is heavily dependent on the implementation of a national IP network. STANDBY ATM SYSTEM DCAC - Air Navigation Service Expected implementation Oct 2021 Activity is ongoing - REPLACEMENT(Watchkeeper) Provider (CY) SURVEILLANCE (RADAR) DCAC - Air Navigation Service 2021-2023 Replacement of end of life L3: ATC20 INFRASTRUCTURE UPGRADES Provider (CY) radar (KIONIA), installation of (FOR END-OF -LIFE SYSTEMS) two new SSR radars to enhance coverage and upgrade the Mode S capability of selected radars.
LSSIP Year 2020 Cyprus 36 Released Issue FAB projects
Name of project: Organisation(s): Schedule: Progress Description: Links: Air-to-ground Datalink services DCAC - Air Navigation Service 2014-2022 The work for this objective is L3: ITY-AGDL Provider (CY), ENAV (IT), HANSP (GR), now under the scope of the MATS (MT) IDP program of SESAR. The ANSP is planning the finalisation of the project by end 2021. BLUE MED FAB Optimised ATS DCAC - Air Navigation Service 2014- on-going - - Route Network Provider (CY), ENAV (IT), HANSP (GR), MATS (MT) BLUE MED Free Route DCAC - Air Navigation Service 2014-2022 The project is planned with L3: AOM21.2 Airspace Implementation Provider (CY), ENAV (IT), HANSP (GR), the purchase of a new ATM MATS (MT) system. BLUEMED ADQ DCAC - Air Navigation Service 2014-2021 Parts of the requirement are L3: ITY-ADQ Provider (CY), ENAV (IT), HANSP (GR), partially completed. Changes MATS (MT) in the infrastructure and personnel training are under study. The project is expected to be completed by end of 2021. Free Route Operations DCAC - Air Navigation Service 2014-2022 The project is planned with L3: AOM21.2 Provider (CY), ENAV (IT), HANSP (GR), the purchase of a new ATM MATS (MT) system. Migration to IPv6 Network DCAC - Air Navigation Service 2014-2021 The CNS provider (CYTA) is L3: COM11.1 Provider (CY), ENAV (IT), HANSP (GR), planning to migrate to VoIP by MATS (MT) 2020 in line with the FAB agreement. The project is heavily dependent on the implementation of a national IP network.
LSSIP Year 2020 Cyprus 37 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: RNP Approach Procedures DCAC - Air Navigation Service 2018-2024 An implementation roadmap L3: NAV10 with APV Provider (CY), ENAV (IT), HANSP (GR), has been defined in relation MATS (MT) to the Design and Publication of RNP APCH and shall follow the completion of NAV03. The roadmap is in line with PBN IR. Safety Management DCAC - Air Navigation Service 31/12/2021 Safety data exchange L3: SAF11 Provider (CY), ENAV (IT), HANSA (GR), management and FAB Just MATS (MT) Culture declaration have been achieved. Harmonisation of use of SMS tools is ongoing.
LSSIP Year 2020 Cyprus 38 Released Issue Multinational projects
Name of project: Organisation(s): Schedule: Progress Description: Links: Redesign of the interface Civil Aviation Authority of Israel (IL), New airspace design will be Ongoing - between Nicosia and Tel Aviv DCAC - Air Navigation Service implemented FIR Provider (CY), Israeli Air Force (IL)
LSSIP Year 2020 Cyprus 39 Released Issue 4. Cooperation activities
FAB Coordination
The BLUE MED FAB project is the European central/south-eastern FAB initiative. It represents the natural European gate dedicated to air traffic flows coming from Africa and the Middle East, namely among the regions with the prospective fastest growing trend in the next future. In 2013, the Civil Aviation Authority of Israel signed a Memorandum of Understanding with the BLUE MED FAB for its involvement in the initiative. In 2020, the Ministry of Transport and Communication of the Republic of North Macedonia and the BLUE MED FAB Member States signed a Memorandum of Cooperation by which the appointed representatives of the Republic of North Macedonia will participate in the BLUE MED FAB activities in order to familiarize themselves with its proceedings. Today, the BLUE MED FAB is in its Implementation Phase, a coordinated deployment initiative in which operational and technical improvements are being delivered through a solid Implementation Programme, which is at the same time a summary and a plan of all the activities deployed or to be undertaken by the BLUE MED working groups and task forces. This is bringing benefit to the Airspace Users in terms of enhanced efficiency, reduced delays and costs and lower environmental impact. The major projects include Free Route Operations at FAB level, Cross-border and ATFCM optimisation, AGDL System development, SUR infrastructure rationalization, Ground/Ground IP Network implementation, NEW PENS and Complementary OLDI Messages implementation. Other activities, some of which have to be implemented to meet SES requirements, include Aeronautical Data Quality, FAB-wide Radar Maintenance Plan, ATM System upgrade and Common Strategy and Alignment with the SESAR Programme. In addition, a number of initiatives are being undertaken in the Safety domain and in the Human Resources domain. All the above-mentioned projects and initiatives have the objective of achieving the capacity, safety, efficiency, economic performance and environmental benefits that the European Commission expects from the implementation of the Single European Sky. All steps are also being coordinated with other FABs through an intense inter-FAB cooperation in the areas of Operations, Communication and Performance.
LSSIP Year 2020 Cyprus 40 Released Issue A Safety working group is established in order to ensure the correct application of the Safety work plan as defined within the BLUE MED Implementation Programme.
Free Route Operations together with airspace’s reorganisation projects along with the PBN Implementation Roadmap will enhance capacity both in terminal and en route sectors.
All the operational and technical projects aim at optimising cost-efficiency.
ANSPs are committed to protect their organisations and systems from cyber threats.
A continuous efficiency in operations is ensured through, among others, a number of technical projects, such as AGDL, IP network, complementary OLDI messages, surveillance maintenance plan, ATM system upgrade.
All the benefits coming from the implementation of the activities described within the BLUE MED Implementation Programme are yearly recorded in the Flight Efficiency Plan in terms of flight time, fuel consumption and carbon dioxide emissions by aircraft reductions. Flight Efficiency Plan outputs are periodically shared with the Airspace Users in dedicated meetings.
Multinational cooperation initiatives
Cyprus, Israel and NM are engaged in a project for optimizing the interface between Nicosia and Tel-Aviv FIRs by redesigning the involved network.
LSSIP Year 2020 Cyprus 41 Released Issue 5. Implementation Objectives Progress
State View: Overall Objective Implementation Progress
The graph below shows progress for all Implementation Objectives (applicable and not applicable to the State).
12; [21%] 14; [25%] Completed Ongoing Planned Late 9; [16%] 10; [18%] Not yet planned Not Applicable
6; [11%] 6; [11%]
Summary of the implementation of the objectives
The Objective on New Pan-European Network Service (NewPENS) (COM12) was completed in 2020. The following Objectives are envisaged to be completed during the year 2021: - Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling (AOM13.1); - Full Rolling ASM/ATFCM Process and ASM Information Sharing (AOM19.3); - Management of Pre-defined Airspace Configurations (AOM19.4); - Free Route Airspace (AOM21.2); - Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring (ATC12.1); - Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (ATC17); - Collaborative Flight Planning (FCM03); Short Term ATFCM Measures (STAM) - Phase 2 (FCM04.2); - Interactive Rolling NOP (FCM05); Traffic Complexity Assessment (FCM06); - Electronic Terrain and Obstacle Data (INF07); - Ensure Quality of Aeronautical Data and Aeronautical Information ( ITY-ADQ); - Initial ATC Air-Ground Data Link Services (ITY-AGDL); 8,33 kHz Air-Ground Voice Channel Spacing below FL195 (ITY-AVGCS2); - Improve Runway Safety by Preventing Runway Excursions (SAF11
LSSIP Year 2020 Cyprus 42 Released Issue Objective Progress per SESAR Essential Operational Changes
Legend:
100% = Objective completed = Implementation Objective timeline (to FOC date)
## % = Expected completion / % Progress = Completion beyond Implementation Objective timeline
<17 17 18 19 20 21 22 23 24 25 26 >27
COM10 Migrate from AFTN to AMHS 100 %
COM11.1 Voice over Internet Protocol (VoIP) in En- 10 % Route
COM11.2 Voice over Internet Protocol (VoIP) in 83 % Airport/Terminal
ITY-ACID Aircraft Identification 100 %
ITY-AGDL Initial ATC Air-Ground Data Link Services 8 %
ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing 33 % below FL195
ITY-SPI Surveillance Performance and 100 % Interoperability
NAV10 RNP Approach Procedures to instrument 83 % RWY
LSSIP Year 2020 Cyprus 43 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM13.1 Harmonise Operational Air Traffic (OAT) and 52 % General Air Traffic (GAT) Handling
AOP17 Provision/integration of departure planning information to NMOC
LCLK - Larnaca Airport 0 %
COM12 New Pan-European Network Service 100 % (NewPENS)
FCM03 Collaborative Flight Planning 46 %
FCM04.2 Short Term ATFCM Measures (STAM) - 25 % Phase 2
FCM05 Interactive Rolling NOP 0 %
FCM06 Traffic Complexity Assessment 0 %
INF08.1 Information Exchanges using the SWIM 10 % Yellow TI Profile
<17 17 18 19 20 21 22 23 24 25 26 >27
INF07 Electronic Terrain and Obstacle Data (eTOD) 39 %
ITY-ADQ Ensure Quality of Aeronautical Data and 88 % Aeronautical Information
LSSIP Year 2020 Cyprus 44 Released Issue This EOC Chart is not applicable for Cyprus since Objective AOP14 is not applicable
<17 17 18 19 20 21 22 23 24 25 26 >27
AOP15 Enhanced traffic situational awareness and airport safety nets for the vehicle drivers
LCLK - Larnaca Airport 0 %
AOP18 Runway Status Lights (RWSL)
LCLK - Larnaca Airport 0 %
ENV03 Continuous Climb Operations (CCO)
LCLK - Larnaca Airport 0 %
100 NAV03.1 RNAV 1 in TMA Operations %
NAV03.2 RNP 1 in TMA Operations 100 %
SAF11 Improve Runway Safety by Preventing 85 % Runway Excursions
LSSIP Year 2020 Cyprus 45 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM19.1 ASM Support Tools to Support Advanced 100 % FUA (AFUA)
AOM19.2 ASM Management of Real-Time Airspace 0 % Data
AOM19.3 Full Rolling ASM/ATFCM Process and ASM 10 % Information Sharing
AOM19.4 Management of Pre-defined Airspace 0 % Configurations
AOM21.1 Direct Routing 100 %
ATC12.1 Automated Support for Conflict Detection, 25 % Resolution Support Information and Conformance Monitoring
ATC17 Electronic Dialogue as Automated Assistance 20 % to Controller during Coordination and Transfer
ATC18 Multi-Sector Planning En-route - 1P2T 0 %
ITY-FMTP Common Flight Message Transfer Protocol 100 % (FMTP)
LSSIP Year 2020 Cyprus 46 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
ATC02.8 Ground-Based Safety Nets 100 %
ATC20 Enhanced STCA with down-linked 0 % parameters via Mode S EHS
<17 17 18 19 20 21 22 23 24 25 26 >27
NAV12 ATS IFR Routes for Rotorcraft Operations 44 %
LSSIP Year 2020 Cyprus 47 Released Issue ICAO ASBU Implementation Progress
The following tables show, for each of the ASBU Elements belonging to a particular ASBU Thread and Block, 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 2020 declared statuses and progress of the relevant implementation objectives in accordance with the initial mapping between ATM Master Plan Level 3 and new ICAO GANP 6th Edition (2019), as reflected in the Implementation Plan 2020. A comprehensive analysis performed as part of the ongoing ICAO EURGANT Project Team activity may result in updating the mapping following EASPG approval.
Legend:
= Completed (during 2020 or before) = Missing planning date = Progress achieved in 2020 = Not applicable
ACAS
<17 17 18 19 20 21 22 23 24 25 26 >27
ACAS-B1/1 ACAS Improvements 100 %
AMET
<17 17 18 19 20 21 22 23 24 25 26 >27
AMET-B2/4 Meteorological information service in SWIM 100 % 10.0 %
APTA
<17 17 18 19 20 21 22 23 24 25 26 >27
APTA-B0/1 PBN Approaches (with basic capabilities) 100 % 83.0 % APTA-B0/2 PBN SID and STAR procedures (with basic 100 % capabilities)
APTA-B0/5 CCO (Basic) 100 % 0.0 % APTA-B0/6 PBN Helicopter Point in Space (PinS) Operations 100% 44.0 % 0 APTA-B1/1 PBN Approaches (with advanced 100 % 0 % capabilities) 83.0 % APTA-B1/2 PBN SID and STAR procedures (with 100 % advanced capabilities)
LSSIP Year 2020 Cyprus 48 Released Issue ASUR
<17 17 18 19 20 21 22 23 24 25 26 >27
ASUR-B0/1 Automatic Dependent Surveillance 100 % Broadcast (ADS-B)
ASUR-B0/3 Cooperative Surveillance Radar Downlink of 100 % Aircraft Parameters (SSR-DAPS)
COMI
<17 17 18 19 20 21 22 23 24 25 26 >27
COMI-B0/4 VHF Data Link (VDL) Mode 2 Basic 100 % 8.0 % COMI-B0/7 ATS Message Handling System (AMHS) 100 %
COMI-B1/1 Ground-Ground Aeronautical 100 % Telecommunication Network/Internet Protocol Suite (ATN/IPS)
COMI-B1/2 VHF Data Link (VDL) Mode 2 Multi- 100 % Frequency 8.0 % COMI-B2/1 Air-Ground ATN/IPS 100 % 46.5 %
DAIM
<17 17 18 19 20 21 22 23 24 25 26 >27
DAIM-B1/3 Provision of digital terrain data sets 100 % 39.0 % DAIM-B1/4 Provision of digital obstacle data sets 100 % 39.0 % DAIM-B2/1 Dissemination of aeronautical information in 100 % a SWIM environment 10.0 %
FICE
<17 17 18 19 20 21 22 23 24 25 26 >27
FICE-B0/1 Automated basic inter facility data exchange 100 % (AIDC)
LSSIP Year 2020 Cyprus 49 Released Issue FRTO
<17 17 18 19 20 21 22 23 24 25 26 >27
FRTO-B0/1 Direct routing (DCT) 100 %
FRTO-B0/2 Airspace planning and Flexible Use of 100 % Airspace (FUA)
FRTO-B1/1 Free Route Airspace (FRA) 100 % 0.0 % FRTO-B1/3 Advanced Flexible Use of Airspace (FUA) and 100 % management of real time airspace data 5.0 % FRTO-B1/4 Dynamic sectorization 100 % 0.0 % FRTO-B1/5 Enhanced Conflict Detection Tools and 100 % Conformance Monitoring 25.0 % FRTO-B1/6 Multi-Sector Planning No Plan
NAVS
<17 17 18 19 20 21 22 23 24 25 26 >27
NAVS-B0/2 Satellite Based Augmentation Systems 100 % (SBAS) 83.0 %
NOPS
<17 17 18 19 20 21 22 23 24 25 26 >27
NOPS-B0/2 Collaborative Network Flight Updates 100 % 73.0 % NOPS-B0/4 Initial Airport/ATFM slots and A-CDM No Plan Network Interface
NOPS-B1/1 Short Term ATFM measures 100 % 25.0 % NOPS-B1/2 Enhanced Network Operations Planning 100 % 0.0 % NOPS-B1/4 Dynamic Traffic Complexity Management 100 % 0.0 % NOPS-B1/5 Full integration of airspace management 100 % with air traffic flow management 5.0 % NOPS-B1/6 Initial Dynamic Airspace configurations 100 % 0.0 %
LSSIP Year 2020 Cyprus 50 Released Issue RATS
<17 17 18 19 20 21 22 23 24 25 26 >27
RATS-B1/1 Remotely Operated Aerodrome Air Traffic No Plan Services
RSEQ
<17 17 18 19 20 21 22 23 24 25 26 >27
RSEQ-B2/1 Integration of arrival and departure No Plan management
SNET
<17 17 18 19 20 21 22 23 24 25 26 >27
SNET-B0/1 Short Term Conflict Alert (STCA) 100 %
SNET-B0/2 Minimum Safe Altitude Warning (MSAW) 100 %
SNET-B0/3 Area Proximity Warning (APW) 100 %
SNET-B0/4 Approach Path Monitoring (APM) 100 %
SNET-B1/1 Enhanced STCA with aircraft parameters No Plan
SURF
<17 17 18 19 20 21 22 23 24 25 26 >27
SURF-B1/1 Advanced features using visual aids to No Plan support traffic management during ground operations
SURF-B2/2 Comprehensive vehicle driver situational No Plan awareness on the airport surface
SURF-B2/3 Conflict alerting for pilots for runway No Plan operations
SWIM
<17 17 18 19 20 21 22 23 24 25 26 >27
SWIM-B3/1 Air/Ground SWIM for safety critical 100 % information 10.0 %
LSSIP Year 2020 Cyprus 51 Released Issue Detailed Objectives Implementation progress
Objective/Stakeholder Progress Code: Completed Not yet planned Ongoing Not Applicable Planned Missing Data Late
Main Objectives
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 52% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - The airspace issue such as the harmonisation of OAT and GAT is under the authority of the combined Civil-Military National Airspace Policy Body. Regulatory work shall be finalised and endorsed by the end of 2021 and the bulk amount of work has been completed. Due to the 31/12/2021 limited scope of military operations and due to local geography where most of the State is covered by controlled airspace, ATC for military traffic is provided by the Civilian ATC units. REG (By:12/2018) DCAC - Regulatory work has been finalised and is expected to Late - 40% Regulator be approved in 2021. 31/12/2021 ASP (By:12/2018) Military traffic is handled by Civil ATC where applicable. Late DCAC - Air Due to the limited scope of military operations and due Navigation to local geography where most of the State is covered - 10% Service 31/12/2021 by controlled airspace, ATC for military traffic is Provider provided by the Civilian ATC units. MIL (By:12/2018) Military work in this area is aligned to the work of the Completed DCAC and the combined Civil-Military National Airspace Policy Body. The requirement shall be fully completed Military after the completion of the relevant work by the DCAC. - 100% Authority The Military has completed training in EUROAT 31/12/2016 procedures and is ready to apply EUROAT (with no national amendments), once the DCAC officially adopts it for implementation within Nicosia FIR.
LSSIP Year 2020 Cyprus 52 Released Issue ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 100% Completed Initial operational capability: 01/01/2011 Full operational capability: 01/01/2022 - The Lara Tool has been installed and is connected to the NM providing the required updates. 31/07/2015 The ASM has in place an automated procedure and associated support systems. ASP (By:01/2022) DCAC - Air Completed Navigation The Lara Tool has been installed and is connected to the - 100% Service NM providing the required updates. 31/07/2015 Provider
ASM Management of Real-Time Airspace Data Timescales: AOM19.2 0% Planned Initial operational capability: 01/01/2017 Full operational capability: 01/01/2022 - The ANSP provider will have to evaluate the impact and expected benefit of this Objective. The 31/12/2021 Objective will be fulfilled via the implementation of a new ATM system. ASP (By:01/2022) DCAC - Air Planned The ANSP will evaluate the impact and the necessary Navigation steps to fulfil the objective. The objective will be fulfilled - 0% Service 31/12/2021 via the implementation of a new ATM system. Provider Airspace Planned Managemen t Cell (Civil The AMC will implement with the ANSPs plans for a new - 0% Military ATM system. 31/12/2021 Coordinatio n)
Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 10% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 01/01/2022 - The implementation of the objective is ongoing. LARA is already implemented. Additionally the 31/12/2021 AMC issues the AUP/UUP on a daily basis. ASP (By:01/2022) Airspace Ongoing Managemen The implementation of the objective is ongoing. LARA is t Cell (Civil already implemented. Additionally the AMC issues daily - 10% Military 31/12/2021 the AUP/UUP. Coordinatio n)
LSSIP Year 2020 Cyprus 53 Released Issue Management of Pre-defined Airspace Configurations Timescales: AOM19.4 0% Planned Initial operational capability: 01/01/2018 Full operational capability: 01/01/2022 - Following AOM19.1 and 19.2, this Objective will be considered with a new ATM system 31/12/2021 planned by the end of 2021. ASP (By:01/2022) DCAC - Air Planned Following AOM19.1 and 19.2, this Objective will be Navigation considered with a new ATM system planned by the end - 0% Service 31/12/2021 of 2021. Provider
Free Route Airspace Timescales: AOM21.2 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - The State supports the ANSP in this effort, as this is a regulatory requirement. The State will strive to implement FRA by the set deadline. The implementation of this objective is planned 31/12/2021 with the purchase of a new ATM system, which is expected to be operational by the end of 2021. The ANSP is in contact with NM for the initiation of the project. ASP (By:01/2022) BLUE MED Planned The implementation of FRA independent of the current Free Route DCAC - Air network is not supported by the current ATM system. Airspace Navigation The project is planned with the purchase of a new ATM Implementa 0% Service 31/12/2021 system, which is expected to be operational by the end tion / Free Provider of 2021. Route Operations
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 0% Timescales: Applicable - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - REG (By:12/2010) National Not Larnaca Airport (LCLK) is not in the applicability area of Supervisory - 0% Applicable this Objective. Authority - ASP (By:01/2021) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider APO (By:01/2021) Not LARNACA Larnaca Airport (LCLK) is not in the applicability area of - 0% Applicable Airport this Objective. -
LSSIP Year 2020 Cyprus 54 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Not AOP04.2 Level 2) 0% Applicable Timescales: - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - ASP (By:01/2021) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider APO (By:01/2021) Not LARNACA Larnaca Airport (LCLK) is not in the applicability area of - 0% Applicable Airport this Objective. -
Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: 0% Applicable - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - ASP (By:01/2021) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider APO (By:01/2021) Not LARNACA Larnaca Airport (LCLK) is not in the applicability area of - 0% Applicable Airport this Objective. -
Time-Based Separation Not AOP10 Timescales: 0% Applicable - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - REG (By:01/2024) Not DCAC - Larnaca Airport (LCLK) is not in the applicability area of - 0% Applicable Regulator this Objective. - ASP (By:01/2024) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider
LSSIP Year 2020 Cyprus 55 Released Issue Initial Airport Operations Plan Not AOP11 Timescales: 0% Applicable - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - ASP (By:01/2021) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider APO (By:01/2021)
Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers Not AOP12 (CMAC) 0% Applicable Timescales: - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - ASP (By:01/2021) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider APO (By:01/2021) Not LARNACA Larnaca Airport (LCLK) is not in the applicability area of - 0% Applicable Airport this Objective. -
Automated Assistance to Controller for Surface Movement Planning and Routing Not AOP13 0% Timescales: Applicable - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - REG (By:01/2024) Not DCAC - Larnaca Airport (LCLK) is not in the applicability area of - 0% Applicable Regulator this Objective. - ASP (By:01/2024) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider
LSSIP Year 2020 Cyprus 56 Released Issue Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 01/01/2022 - APW is a functionality of the current ATM system and it's currently being used by ATCOs. The MSAW functionality is employed by the current ATM system and it's currently being used by ATCOs. APM was integrated in the current system with the first upgrade of summer 2013. 31/12/2016 The APM is available on the system and will be used when the Approach radar function is implemented. ATCO training was based on the EUROCONTROL Specification for APM. ASP (By:01/2022) APW is a functionality of the current ATM system and Completed it's currently being used by ATCOs. The MSAW was part of the set of functionalities of the new TopSKy-C system. DCAC - Air The functionality was also part of the ATCO training for Navigation the introduction of the system into operations. The - 100% Service 31/12/2016 functionality is currently employed. APM was integrated Provider with the 1st upgrade of the new ATM System in summer 2013. It will be used when the Approach radar function at LCLK is implemented
Short Term Conflict Alert (STCA) for TMAs
Not ATC02.9 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - According to local business needs, STCA for TMA is currently not foreseen in Cyprus and Cyprus - is also not in the applicability area of this Objective. ASP (By:12/2020) DCAC - Air Not According to local business needs, STCA for TMA is Navigation Applicable currently not foreseen in Cyprus and Cyprus is also not - 0% Service in the applicability area of this Objective. - Provider
AMAN Tools and Procedures Not ATC07.1 Timescales: 0% Applicable - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - ASP (By:01/2020) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider
LSSIP Year 2020 Cyprus 57 Released Issue Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 25% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - The state fully supports the ANSP's efforts in implementing automated support for conflict detection, resolution support information and conformance monitoring. MTCD is available but other functions such as Resolution support information- Conflict Resolution Assistant (CORA), 31/12/2021 the Implementation of Conformance Monitoring (MONA) and the Implementation of Tactical Control Tools (TCT) will be implemented when a new ATM system will be purchased. ASP (By:01/2022) MTCD is available but other functions such as Resolution Ongoing DCAC - Air support information- Conflict Resolution Assistant Navigation (CORA), the Implementation of Conformance - 25% Service Monitoring (MONA) and the Implementation of Tactical 31/12/2021 Provider Control Tools (TCT) will be implemented when a new ATM system will be purchased.
Information Exchange with En-route in Support of AMAN
Not ATC15.1 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - Cyprus is not in the applicability area of this Objective. - ASP (By:12/2019) DCAC - Air Not Navigation Applicable Cyprus is not in the applicability area of this Objective. - 0% Service - Provider
Arrival Management Extended to En-route Airspace
Not ATC15.2 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - Cyprus is not in the applicability area of this Objective. - ASP (By:01/2024) DCAC - Air Not Navigation Applicable Cyprus is not in the applicability area of this Objective. - 0% Service - Provider
LSSIP Year 2020 Cyprus 58 Released Issue Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 20% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - Cyprus shall strive to implement this Objective ATC17 to the maximum possible extend. In doing so, the State shall ensure that the requirements of Commission Regulation (EC) 1032/2006 and ATC17 are fulfilled. The ANSP is implementing the electronic dialogue within 31/12/2021 the scope of the new ATM system. The NSA shall ensure that all safety aspects related to the changes are reviewed. ASP (By:01/2022) The ANSP has started partially to implement the Ongoing DCAC - Air requirements of ATC 17 under the scope of the upgrade Navigation of the ATM system. In doing so, the relevant safety - 20% Service studies shall be completed and the required training 31/12/2021 Provider shall be developed and delivered to all concerned personnel.
Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - AMHS system is in operation since October 2016. The implementation of the AMHS links took 31/12/2017 place end 2017. ASP (By:12/2018) DCAC - Air Completed Navigation AMHS system is in operation since October 2016. The - 100% Service implementation of the AMHS links took place end 2017. 31/12/2017 Provider
Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 10% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - The plan is that all VCS systems (Mains and Backups for all ATS Units) will be upgraded/replaced to support VoIP by March 2022. The technical file (TF) with evidences of compliance and the EC declaration of verification of systems (DoV) will be delivered to the NSA 01/01/2022 as a part of the safety assessment process. All VCS systems (Mains and Backups for all ATS Units) will be operational with VoIP capability by end of 2022. ASP (By:01/2022) The plan is that all VCS systems (Mains and Backups for Ongoing DATA (IP) all ATS Units) will be upgraded/replaced to support VoIP NETWORK / by 2021. A new project has been launched for the Migration to DCAC - Air backup VCS systems at the airports. IPv6 Navigation The technical file (TF) with evidences of compliance and Network / 10% Service the EC declaration of verification of systems (DoV) will 01/01/2022 New VCS Provider be delivered to the NSA as a part of the safety system assessment process. (VOIP) (all All VCS systems (Mains and Backups for all ATS Units) ATC Units) will be operational with VoIP capability by 2021.
LSSIP Year 2020 Cyprus 59 Released Issue Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 83% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 - The general intention of all Blue Med FAB partners is to implement COM11.2 Voice over IP. 31/12/2023 ASP (By:12/2023) The plan is that all VCS systems (Mains and Backups for Ongoing all ATS Units) will be upgraded/replaced to support VoIP by 2021. A new project has been launched for the DATA (IP) DCAC - Air backup VCS systems at the airports. NETWORK / Navigation The technical file (TF) with evidences of compliance and New VCS 83% Service the EC declaration of verification of systems (DoV) will system 31/12/2023 Provider be delivered to the NSA as a part of the safety (VOIP) (all assessment process. ATC Units) All VCS systems (Mains and Backups for all ATS Units) will be operational with VoIP capability by 2021.
New Pan-European Network Service (NewPENS) Timescales: COM12 100% Completed Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 01/01/2025 - NewPENS connectivity infrastructure has been provided in August 2019. CHMI, entry nodes and 31/12/2020 MHS migration has been completed. Migration to NewPENS completed. ASP (By:01/2025) DCAC - Air NewPENS connectivity infrastructure has been provided Completed Navigation in August 2019. CHMI, entry nodes and MHS migration DATA (IP) 100% Service has been completed. The migration of the EAD is still NETWORK 31/12/2020 Provider pending. APO (By:01/2025) LARNACA Migration to NewPENS for the AO is pending Completed - 100% Airport consultation and discussions. 31/12/2020
Continuous Descent Operations (CDO) Not ENV01 Timescales: 0% Applicable - not applicable - LCLK - Larnaca Airport (Outside Applicability Area) Larnaca Airport (LCLK) is not in the applicability area of this Objective. - ASP (By:12/2023) DCAC - Air Not Navigation Larnaca Airport (LCLK) is not in the applicability area of Applicable - 0% Service this Objective. - Provider APO (By:12/2023) Not LARNACA Larnaca Airport (LCLK) is not in the applicability area of - 0% Applicable Airport this Objective. -
LSSIP Year 2020 Cyprus 60 Released Issue Collaborative Flight Planning Timescales: FCM03 46% Ongoing Initial operational capability: 01/01/2000 Full operational capability: 01/01/2022 - The remaining SLoAs are planned to be implemented with the upgrade of the current FDPS 31/12/2021 system by the end of 2021. ASP (By:01/2022) EXISTING Ongoing DCAC - Air ATM Already partially implemented in current system, and Navigation SYSTEM will be fully implemented with the upgrade of the 46% Service (MAIN) 31/12/2021 current FDPS system by the end of 2021. Provider ESSENTIAL UPGRADES
Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 25% Ongoing Initial operational capability: 01/11/2017 Full operational capability: 01/01/2022 - The Airports are utilising the ATFCM Central national unit (Nicosia ACC-FMP) which in turn relies solely on NM system. ATFCM personnel is already using STAM measures and procedures for the execution of the daily FMP duties e.g. occupancy values, cherry picking techniques, level 31/12/2021 capping etc. Any future upgrade of the NM system will be addressed via the relevant personnel training. ASP (By:01/2022) DCAC - Air Ongoing Navigation The ATFCM Central national unit (Nicosia ACC-FMP) - 25% Service relies solely on the STAM application provided by NM. 31/12/2021 Provider
Interactive Rolling NOP Timescales: FCM05 0% Planned Initial operational capability: 01/09/2013 Full operational capability: 01/01/2022 - The implementation of this objective is planned by 31/12/2021. 31/12/2021 ASP (By:01/2022) DCAC - Air Planned Navigation The implementation of this Objective is planned for - 0% Service 31/12/2021. 31/12/2021 Provider APO (By:01/2022) Not LARNACA Larnaca and Paphos airports are outside the - 0% Applicable Airport coordinated Airports scope. -
LSSIP Year 2020 Cyprus 61 Released Issue Traffic Complexity Assessment Timescales: FCM06 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - The State will fulfil this requirement with the cooperation of the Network Manager. 31/12/2021 ASP (By:01/2022) DCAC - Air Planned The implementation of this Objective depends on the Navigation initial implementation of the corresponding objectives - 0% Service 31/12/2021 of the Network Manager. Provider
Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 39% Late Initial operational capability: 01/11/2014 Full operational capability: 01/01/2019 - The State has endorsed the process of drafting the national policy and regulatory framework. 31/12/2021 The National TOD policy is expected to be finalised in 2021. REG (By:01/2019) The DCAC-REG has in its plan to include the oversight of Late the TOD implementation. Relevant AIC has been issued DCAC - that partially addresses the regulatory requirements. - 0% Regulator 31/12/2021 The National TOD policy is expected to be finalised in 2020. ASP (By:01/2019) Aeronautica Late l The ASP (AIS) is actively involved in the drafting of both - 55% Information the policy and the implementation plan. 31/12/2021 Service APO (By:01/2019) PAFOS Completed The required stakeholder actions have been completed. - 100% Airport 30/11/2015 LARNACA Completed The required stakeholder actions have been completed. - 100% Airport 30/11/2015
LSSIP Year 2020 Cyprus 62 Released Issue Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 10% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 01/01/2025 - The State has applied and was granted funding for the implementation of an IP network. The project is progressing according to plan. All military flight information exchanges are executed 31/12/2024 by the DCAC. ASP (By:01/2025) DCAC - Air Ongoing Navigation The objective will be realised via the implementation of - 10% Service an IP network. The project has been initiated. 31/12/2024 Provider MIL (By:01/2025) Not Military All military flight information exchanges are executed by - 0% Applicable Authority the DCAC. - APO (By:01/2025) Not LARNACA - - 0% Applicable Airport -
Aircraft Identification Timescales: ITY-ACID 100% Completed Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - CYTA has upgraded most of its radars to Mode-S and is currently implementing four radars with elementary mode-S. Full FIR mode S coverage. System tested, validated and in operational use. A Safety Assessment was delivered to the competent authority. Modes S is in operational use. 31/12/2019 The airspace has not been declared yet for Mode S, taking into account that Nicosia FIR is not yet adjacent to any other Mode S airspace of the neighbouring states. ASP (By:01/2020) SURVEILLAN Completed CE (RADAR) CYTA has upgraded most of its radars to Mode-S and is DCAC - Air INFRASTRUC currently implementing four radars with elementary Navigation TURE mode-S. Full FIR mode S coverage. System tested, 100% Service UPGRADES 31/12/2019 validated and in operational use. Safety Assessment Provider (FOR END- delivered to the competent authority. OF -LIFE SYSTEMS)
LSSIP Year 2020 Cyprus 63 Released Issue Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: ITY-ADQ 88% Late 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 - The State has completed its work on this Objective. The main work was completed by the AIS. 31/12/2021 REG (By:06/2017) The NSA will oversee the implementation of this Completed National objective as per its normal audit activities. Any changes Supervisory to procedures, training and equipment shall be the - 100% 31/12/2020 Authority subject of an NSA review including the relevant safety assessment. ASP (By:06/2017) Aeronautica Parts of the requirement are partially completed. Late l Changes in the infrastructure and personnel training are - 74% Information under study. It has been decided to initiate Transition to 31/12/2021 Service AIXM 5.1 within 2021 in coordination with EAD. APO (By:06/2017) LARNACA The implementation of this Objective has been Completed - 100% Airport completed for Larnaca Airport. 30/06/2020 PAFOS The implementation of this Objective has been Completed - 100% Airport completed for Pafos Airport. 30/06/2020
LSSIP Year 2020 Cyprus 64 Released Issue Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 8% Late ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - The work for this objective is now under the scope of the IDP program of SESAR. The ANSP is planning the execution of the project. The objective is late and a new project plan has been 31/12/2021 discussed with SDM. The Cypriot National Guard does not possess any transport type state aircraft. REG (By:02/2018) National This introduction of this functionality will be accepted Late Supervisory for operation according to the approved SMS - 0% 31/12/2021 Authority procedures and oversight practices. ASP (By:02/2018) Air-to- Late ground Datalink services / DATALINK DCAC - Air Planned with the entry into operations of the new ATM IMPLEMENT Navigation system. The DCAC CNS Section is in contact with Data ATION / 13% Service Link services to prepare a plan within the Blue Med 30/06/2021 EXISTING Provider program. ATM SYSTEM (MAIN) ESSENTIAL UPGRADES MIL (By:01/2019) Not Military The Cypriot National Guard does not possess any - 0% Applicable Authority transport type state aircraft. -
LSSIP Year 2020 Cyprus 65 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 33% Late Interim target for freq. conversions: 31/12/2014 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 - The State has applied to the Commission for an exception of 8.33 due to operational requirements. This was done in coordination with NM. The Objective shall be reassessed once a response is received. The ANSP has put into operations new radio equipment with 8,33 kHz 31/12/2021 channel spacing capability. The change has been safety assessed. New/upgraded communication systems were tested, validated & are in operational use. REG (By:12/2018) National The State has applied to the Commission for an Late Supervisory exception of 8.33 due to operational requirements. This - 0% 31/12/2021 Authority was done in coordination with NM and the NSA. ASP (By:12/2018) The ANSP has recently put into operations new radio Completed equipment with 8,33 kHz channel DCAC - Air spacing capability. The change has been safety assessed. Navigation New/upgraded communication systems were tested, - 100% Service validated & are in operational use. 31/12/2019 Provider The State has applied to the Commission for an exception of 8.33 due to operational requirements. This was done in coordination with NM. MIL (By:12/2020) The Cypriot National guard does not have any State Completed Military aircraft however for rotorcraft; an exemption has been - 100% Authority requested for 8.33. Basic training has been conducted; 31/12/2019 additional training will be performed when required. APO (By:12/2018) The State has applied to the Commission for an Not PAFOS exception of 8.33 due to operational requirements. This - 0% Applicable Airport was done in coordination with NM. - Not Military The Cypriot National Guard does not operate as Airport - 0% Applicable Authority Operator. - Not LARNACA Both Airports do not use radio frequencies within the - 0% Applicable Airport applicable VHF band between 118 and 137 MHz. -
LSSIP Year 2020 Cyprus 66 Released Issue Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITY-FMTP 100% Completed All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - Technically completed with the new ATM system that uses OLDI over FMTP. 31/12/2013 ASP (By:12/2014) The new ATM system became operational in 2013 uses Completed DCAC - Air the FMTP protocol for information exchanges between Navigation flight data processing systems for the purpose of - 100% Service 31/12/2013 notification, coordination and transfer of flights. The Provider system implements OLDI with FMTP. MIL (By:12/2014) The Cypriot National Guard does not provide any GAT Not Military service, these are provided by DCAC. Therefore, this - 0% Applicable Authority Objective is not applicable. -
Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 100% Completed EHS and ADS-B Out in transport-type State aircraft : 07/12/2020 ELS in transport-type State aircraft : 07/12/2020 Ensure training of MIL personnel: 07/12/2020 Retrofit aircraft capability: 07/12/2020 - The Republic of Cyprus shall strive to be fully compliant with Regulation (EU) No 1207/2011 on the appropriate time scale. The NSA verifies through its normal oversight activities that the existing surveillance chain has been conducted by the ANSP and delivered to the NSA. The NSA 30/06/2019 has reviewed the safety assessment as appropriate and the outcome of the assessment has been communicated to the ANSP. REG (By:02/2015) The NSA verifies through its normal oversight activities Completed that the existing surveillance chain has been conducted DCAC - by the ANSP and delivered to the NSA. The NSA has - 100% Regulator reviewed the safety assessment as appropriate and the 30/06/2019 outcome of the assessment has been communicated to the ANSP. ASP (By:02/2015) SURVEILLAN Completed The ANSP conducts a safety assessment process for all CE (RADAR) surveillance function related changes. The safety DCAC - Air INFRASTRUC assessment process aim is to analyses the evidences and Navigation TURE justify the arguments. This methodology shall be applied 100% Service UPGRADES 30/06/2019 for any upcoming change. A vital part of the Provider (FOR END- management of changes is the relevant training of the OF -LIFE affected ATM personnel. SYSTEMS) MIL (By:12/2020) The Cyprus Military does not use or does not provide Not Military surveillance data for ATM purposes. Furthermore, the - 0% Applicable Authority Cyprus National Guard does not operate any IFR/GAT. -
LSSIP Year 2020 Cyprus 67 Released Issue RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 100% Completed One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - The restructuring of the airspace around Larnaca airport in accordance with ICAO PANS OPS has been completed. A Terminal Area has been designed, new fixed transition altitude has been implemented and new conventional STARS and SIDS and let down procedures are already been published. 01/04/2019 The essential RNAV 1 SIDs and RNAV 1 STARs per instrument RWY are already published and used and the need to design more is under evaluation. The transition plan for PBN in ANS provision, has been verified and approved. The outcome of the verification has been notified to ANSP in 2016. REG (By:06/2030) The transition plan for PBN in ANS provision, has been Completed DCAC - verified and approved. The outcome of the verification - 100% Regulator 31/12/2016 has been notified to ANSP. ASP (By:06/2030) The essential RNAV 1 SIDs and RNAV 1 STARs per Completed DCAC - Air instrument RWY are already published and used and the Navigation need to design more is under evaluation. The transition - 100% Service 01/04/2019 plan for PBN in ANS provision, was approved and Provider released in 2016.
RNP 1 in TMA Operations Timescales: Start: 07/08/2018 NAV03.2 100% Completed All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - The transition plan for PBN in ANS provision, has been verified and approved. The outcome of the verification has been notified to ANSP. Cyprus airports are not included in the list of PCP airports. RNAV1 SID/STAR described in objective NAV03.1 are sufficient. The State has assessed 15/10/2017 the need for RNP1 operations and has implemented the RNP to ILS with Radius to Fix (RF). The transition plan for PBN in ANS provision has been verified and approved. The outcome of the verification has been notified to the ANSP in 2016. REG (By:06/2030) The transition plan for PBN in ANS provision has been Completed DCAC - verified and approved. The outcome of the verification - 100% Regulator 31/12/2016 has been notified to ANSP. ASP (By:06/2030) Cyprus airports are not included in the list of PCP Completed airports. RNAV1 SID/STAR described in objective DCAC - Air NAV03.1 are sufficient. Navigation The State has assessed the need for RNP1 operations - 100% Service and has implemented the RNP to ILS with Radius to Fix 15/10/2017 Provider (RF). The transition plan for PBN in ANS provision was approved and released in 2016.
LSSIP Year 2020 Cyprus 68 Released Issue RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 Instrument RWY ends without precision approach in EU SES States, at NAV10 Non-PCP airports: 03/12/2020 83% 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 - The EASA material is currently under review and will be applied in time. Procedures to LNAV, LNAV/VNAV minima will be published in national AIP for all LCLK runway ends, by 11/02/2021 and for all LCPH runway ends by 11/03/2021. LPV procedure publication awaiting signature of 25/01/2024 EGNOS working agreement. The transition plan for PBN in ANS provision, was verified, approved and released in 2016. REG (By:01/2024) DCAC - Completed Regulatory material approved and published. - 100% Regulator 31/12/2020 ASP (By:01/2024) Procedures to LNAV, LNAV/VNAV minima will be Ongoing published in national AIP for all LCLK runway ends, by 11/02/2021 and for all LCPH runway ends by 11/03/2021. LPV procedure publication awaiting signature of EGNOS DCAC - Air RNP working agreement. Navigation Approach A project for the development of a national safety case 78% Service Procedures 25/01/2024 for RNP APCH with specification of the applicable Provider with APV minima: LNAV, LNAV/VNAV and LPV is initiated. The transition plan for PBN in ANS provision was approved/released in 2016. Cyprus airports are not included in the list of PCP airports.
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 instrument NAV12 44% Ongoing 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 - ATS routes have been established for rotorcraft operations in accordance with the requirements of the RNAV 1 specifications. LLR procedures for rotorcraft are not yet published in national AIP but are in operational use for specific operators in need (Oil rig operations). The 06/06/2030 transition plan for PBN in ANS provision for Rotorcraft operations is under evaluation, as there is no operational need at the moment. REG (By:06/2030) The transition plan for PBN in ANS provision for Planned DCAC - Rotorcraft operations is under evaluation, as there is no - 0% Regulator 06/06/2030 operational need at the moment.
LSSIP Year 2020 Cyprus 69 Released Issue ASP (By:06/2030) ATS routes have been established for rotorcraft Ongoing operations in accordance with the requirements of the DCAC - Air RNAV 1 specifications. LLR procedures for rotorcraft are Navigation not yet published in national AIP but are in operational - 50% Service use for specific operators in need (Oil rig operations). 06/06/2030 Provider The transition plan for PBN in ANS provision for Rotorcraft operations is under evaluation, as there is no operational need at the moment.
Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 85% Late Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - The State has established the necessary oversight activities in the form of audit plans, audit reports and subsequent corrective action plans. The process of airport certification has been 31/12/2021 initiated and is expected to cover the requirements emanating thought the excursion action plan. The State will follow the process closely. REG (By:01/2018) National The DCAC-Airports Oversight section and the NSA will Late Supervisory include the program under their audit scopes for the - 25% 31/12/2021 Authority upcoming years. ASP (By:12/2014) DCAC - Air Completed The ANSP is actively participating in the local safety Safety Navigation teams and will adjust the Tower staff training Managemen 100% Service 31/12/2014 accordingly to cover the aspects of the plan. t Provider APO (By:12/2014) The airport is under certification process, which covers Completed LARNACA both the physical elements required and the procedure - 100% Airport 31/12/2014 requirements. Participates also in the local safety teams.
LSSIP Year 2020 Cyprus 70 Released Issue Additional Objectives for ICAO ASBU Monitoring
Direct Routing Timescales: AOM21.1 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 - The Objective has been completed. Aircraft operators can plan their flight direct from all the 31/12/2017 entry to exit points in Nicosia FIR, thus close to user preferred trajectories. ASP (By:12/2017) DCAC - Air Completed The work on the application of direct routing in Nicosia Navigation FIR has been completed. The DCT project is part of the - 100% Service 31/12/2017 IDP program of the TEN-T with a time limit. Provider
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 - The Objective was implemented with the entry in operation of the new TopSky-ATC system. 30/06/2012 ASP (By:01/2013) DCAC - Air Completed Navigation The Objective was implemented with the entry in - 100% Service operation of the new TopSky-ATC system. 30/06/2012 Provider
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 - The Republic of Cyprus was in collaboration with the Safety Regulation Unit of the DCAC for the completion of the requirement. The airline operator subject to the direct oversight regarding 31/01/2015 this requirement was Cyprus Airways, which has ceased operations. The DCAC Safety Regulatory Unit will ensure the fulfilment of the requirement for future aircraft registrations. REG (By:12/2015) Objective handled by the Safety Regulation Unit of the Completed DCAC - DCAC (SRU). As the State comment above. The SRU - 100% Regulator includes the ACAS II with TCAS II change 7.1 compliance 31/01/2015 verification in the SAFA program. ASP (By:03/2012) DCAC - Air Completed Navigation DCAC incorporates the training material in ATCO - 100% Service training. 31/01/2015 Provider MIL (By:12/2015) Not Military Not applicable for the Military authorities as military do - 0% Applicable Authority not operate aircraft falling under this requirement. -
LSSIP Year 2020 Cyprus 71 Released Issue Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - The Objective was implemented with the entry in operation of the new TopSky-ATC system. 28/02/2015 ASP (By:07/2014) DCAC - Air Completed Navigation The Objective was implemented with the entry in - 100% Service operation of the new TopSky-ATC system. 28/02/2015 Provider
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 and ITY-COTR initial coordination processes: 27/07/2006 100% Completed 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 - Current FDP currently supports most of these operations with OLDI. Operations of Cypriot National Guard OAT do not require any ground-to-ground automated co-ordination processes. 31/12/2014 Nevertheless, the DCAC has agreed and is transmitting basic flight data to military units. ASP (By:12/2012) DCAC - Air Completed Navigation Current FDP currently supports most of these - 100% Service operations with OLDI operations. 31/12/2014 Provider MIL (By:12/2012) Operations of Cypriot National Guard OAT do not Not Military require any ground-to-ground automated co-ordination Applicable - 0% Authority processes. Nevertheless, the DCAC has agreed and is - transmitting basic flight data to military units.
LSSIP Year 2020 Cyprus 72 Released Issue 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 0% Applicability and timescale: Local planned LCLK - Larnaca Airport The implementation of this Objective is not yet planned for Cyprus. -
Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers 0% planned Applicability and timescale: Local LCLK - Larnaca Airport Not yet planned for Cyprus, but will be further analysed in the light of improvements of the - Approach Radar function by the end of 2021.
Guidance assistance through airfield ground lighting Not yet AOP16 0% Applicability and timescale: Local planned LCLK - Larnaca Airport This objective is not being pursued at the present time for Larnaca Airport -
Provision/integration of departure planning information to NMOC Not yet AOP17 0% Applicability and timescale: Local planned LCLK - Larnaca Airport Not yet planned for Cyprus, but will be further analysed in the light of improvements of the - Approach Radar function by the end of 2021.
Runway Status Lights (RWSL) Not yet AOP18 0% Applicability and timescale: Local planned LCLK - Larnaca Airport Not yet planned for Cyprus, but will be further analysed in the light of improvements of the - Approach Radar function by the end of 2021.
Multi-Sector Planning En-route - 1P2T Not yet ATC18 0% Applicability and timescale: Local planned - Nicosia ACC is not implementing the 1P2T concept. - The concept is not currently in our current nor short term future plans
Enhanced AMAN-DMAN integration Not yet ATC19 0% planned Applicability and timescale: Local - Not planned at the present time locally -
Enhanced STCA with down-linked parameters via Mode S EHS Not yet ATC20 0% Applicability and timescale: Local planned - Not yet planned for Cyprus. -
Airport Collaborative Environmental Management Not yet ENV02 0% Applicability and timescale: Local planned LCLK - Larnaca Airport The implementation of this Objectives is not yet planned for Larnaca Airport -
LSSIP Year 2020 Cyprus 73 Released Issue Continuous Climb Operations (CCO) ENV03 0% Planned Applicability and timescale: Local LCLK - Larnaca Airport Currently the DCAC does not provide Terminal Area Control Service. The provision is approach service is catered via convestional SIDs where designed for continuous climb. The provision of 31/12/2022 TMA control is under planning where special provision shall be made for CCOs.
LSSIP Year 2020 Cyprus 74 Released Issue 6. Annexes
A. Specialists involved in the ATM implementation reporting for Cyprus
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP National Focal Point DCAC Haris ANTONIADES LSSIP Focal Point for NSA/CAA DCAC/NSA Michalis AGISILAOU LSSIP Focal Point for ANSP DCAC Haris ANTONIADES LSSIP Focal Point for ANSP DCAC Agis AGISILAOU LSSIP Focal Point for Airport DCAC Nicolas MYTIDES LSSIP Focal Point for Military Cypriot National Guard Pantelis PIERIDES
Other Focal Points Organisation Name
Focal Point for NETSYS DCAC Agis AGISILAOU Focal Point for SUR DCAC Chrysantos MAROUCHOS
LSSIP Year 2020 Cyprus 75 Released Issue B. National stakeholders organisation charts
Organisation chart of DCAC:
Ministry of Transport DIRECTOR Communication and Works (MTCW) DCA Cyprus
Treasury
National Supervisory Authority Registry (NSA)
General Administration
Administration functions
Safety Air Navigation Services Security Air Transport Regulation Unit
LSSIP Year 2020 Cyprus 76 Released Issue Stakeholders Organisation Chart (arrows indicate interaction)
Ministry of Agriculture Ministry of Transport Ministry of Foreign and Natural Ministry of FInance Ministry of Defence Communication and Affairs Resources Works
High Level Airspace Management Committee
Cyprus Telecommunications Authority (Cyta) Department of Civil Aviation
Airspace Management Cell (AMC) NSA
MET Services
Safety Security Air Transport Air Navigation Services Regulation Unit
Aeronautical CNS Information Air Traffic Services Services
Airport Operator
TWRs located in the airport periphery
Organisation chart of Cyprus Air Command
MINISTRY OF DEFENSE
Joint Rescue NATIONAL GUARD Coordination Center CHIEF OF STAFF (JRCC)
AIRFORCE COMMAND COMMANDER
DEPARTMENT OF HUMAN DEPARTMENT OF AIR AND RESOURCES GROUND SAFETY AND SECURITY
DEPARTMENT OF TECHNICAL DEPARTMENT OF OPERATIONAL SUPPORT PLANNING
MILITARY AIR CONTROL CENTRE
OPERATIONS LOGISTICS
LSSIP Year 2020 Cyprus 77 Released Issue C. Implementation Objectives’ links with other plans
The table below (extracted from the MPL3 Progress Plan 2020) shows for each implementation objective, the mapping of the L3 implementation Objectives to the corresponding SESAR Essential Operational Changes, the SESAR Solutions, the Deployment Program families, the ICAO ASBU, the EASA EPAS, the Network Strategy Plan, the Airspace Architecture Study Transition Plan (AAS TP) Milestones and the SESAR Key Features.
EOC Level 3 Implementation Objectives SESAR Sol. DP family ICAO ASBUs EPAS NSP AAS TP KF
ATC21-Composite surveillance ADS- ASUR-B0/1 RMT.0679 SO8/3 #114 - - EAI B/WAM ASUR-B0/2 RMT.0519 SO8/4 COM10 - Migration from AFTN to - - COMI B0/7 - - - EAI AMHS COM11.1 - Voice over Internet 3.1.4 - COMI B2/1 - SO8/4 AM-1.3 EAI Protocol (VoIP) in En-Route 3.2.1 COM11.2 - Voice over Internet - - COMI B2/1 - SO8/4 - EAI Protocol (VoIP) in Airport/Terminal
ITY-ACID - Aircraft identification - - - - SO8/2 - EAI 6.1.1 ITY-AGDL - Initial ATC air-ground data COMI B0/4 SO4/1 - 6.1.3 RMT.0524 AM-1.1 EAI link services COMI B1/2 SO8/3 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground - - - - SO8/1 - EAI Voice Channel Spacing below FL195 ITY-SPI - Surveillance performance ASUR B0/1 RMT.0679 SO8/3 - - - EAI and interoperability ASUR B0/3 RMT.0519 SO8/4 APTA B0/1 APTA NAV10 - RNP Approach Procedures 1.2.1 RMT.0639 #103 B1/1 SO6/5 - AATS to instrument RWY 1.2.2 RMT.0445 NAVS B0/2 NAV11 - Precision Approach using #55 - NAVS B1/1 - - - HPO GBAS CAT II/III based on GPS L1 AOM13.1 - Harmonise OAT and GAT - - - - SO6/2 - OANS handling AOP11 - Initial Airport Operations #21 2.1.4 NOPS B1/3 - SO6/2 - HPAO Plan
LSSIP Year 2020 Cyprus 78 Released Issue AOP17 – Provision/integration of DPI #61 - NOPS B0/4 - - - HPAO to NMOC SO2/3 5.1.2 SO2/4 COM12 - NewPENS - COMI B1/1 - - EAI 5.2.1 SO8/3 SO8/4 SO4/2 FCM03 - Collaborative flight planning - 4.2.3 NOPS B0/2 - SO5/1 AM-1.14 OANS SO5/6 SO4/3 FCM04.2 - STAM phase 2 #17 4.1.2 NOPS B1/1 - AM-1.11 OANS SO5/4 SO2/1 4.2.2 SO2/2 FCM05 - Interactive rolling NOP #20, #21 NOPS B1/2 - AM-1.12 OANS 4.2.4 SO2/3 SO2/4 FCM06 - Traffic Complexity SO4/3 #19 4.4.2 NOPS B1/4 - AM-1.13 OANS Assessment SO5/4 FCM09 - Enhanced ATFM Slot #56 - NOPS B1/7 - SO6/1 - OANS swapping 5.1.3, 5.1.4, SO2/4 5.2.1, 5.2.2, AMET B2/4 INF08.1 - Information Exchanges SO2/5 #35, #46 5.2.3, 5.3.1, DAIM B2/1 - AM-1.5 EAI using the SWIM Yellow TI Profile SO5/2 5.4.1, 5.5.1, SWIM B3/1 SO5/5 5.6.1 5.1.3, 5.1.4, INF08.2 - Information Exchanges #28, SWIM B3/1, TBO SO5/2SO5 5.2.1, 5.2.2, - AM-9.1 EAI using the SWIM Blue TI Profile #46 B3/1 /5 5.2.3, 5.6.2 INF07 - Electronic Terrain and DAIM B1/4 RMT.0703 - 1.2.2 SO2/5 - EAI Obstacle Data (e-TOD) DAIM B1/4 RMT.0722 DAIM B1/7, AMET INF09 - Digital Integrated Briefing #34 - SO2/5 - EAI B1/4 ITY-ADQ - Ensure quality of RMT.0722 aeronautical data and aeronautical - 1.2.2 - SO2/5 - EAI RMT.0477 information
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LSSIP Year 2020 Cyprus 79 Released Issue #12, #71, AOP14 – Remote Tower Services - RATS B1/1 RMT.0624 - - HPAO #52, #13
AOP04.1 - A-SMGCS Surveillance #70 2.2.1 SURF B0/2 MST.029 SO6/6 - HPAO (former Level 1) AOP04.2 - A-SMGCS RMCA (former - 2.2.1 SURF B0/3 MST.029 SO6/6 - HPAO Level 2) ACDM B0/2 2.1.1 AOP05 - Airport CDM #106 NOPS B0/4 - SO6/4 - HPAO 2.1.3 RSEQ B0/2 AOP10 - Time Based Separation #64 2.3.1 WAKE B2/7 - SO6/5 - HPAO AOP12 - Improve RWY and Airfield 2.1.2 safety with CATC detection and #02 SURF B1/3 MST.029 SP6/6 - HPAO 2.5.1 CMAC AOP13 - Automated assistance to #22 Controller for Surface Movement 2.4.1 SURF B1/4 MST.029 SO6/6 - HPAO #53 planning and routing AOP15 - Safety Nets for vehicle #04 - SURF B2/2 MST.029 - - HPAO drivers AOP16 - Guidance assistance through #47 - SURF B1/1 MST.029 - - HPAO airfield lighting
AOP18 - Runway Status Lights #01 - SURF B2/2 MST.029 - - HPAO
ATC07.1 - Arrival management tools - 1.1.1 RSEQ B0/1 - SO4/1 - AATS
ATC19 - Enhanced AMAN-DMAN SO6/5 #54 - RSEQ B2/1 - - AATS integration SO4/1 ENV01 – Continuous Descent - - APTA B0/4 - SO6/5 - AATS Operations ENV02 – Airport Collaborative ------HPAO Environmental Management ENV03 – Continuous Climb - - APTA B0/5 - SO6/5 - AATS Operations RMT.0639 NAV03.1 – RNAV1 in TMA Operations #62 - APTA B0/2 SO6/5 - AATS RMT.0445
LSSIP Year 2020 Cyprus 80 Released Issue 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations #09, #51 APTA B1/2 SO6/5 - AATS 1.2.4 RMT.0445 MST.007 SAF11 - Improve runway safety by - - - RMT.0570 - - HPAO preventing runway excursions RMT.0703 AOM19.1 - ASM tools to support A- SO3/2 #31 3.1.1 FRTO B0/2 - AM-1.8 OANS FUA SO3/3 AOM19.2 - ASM management of real- FRTO B1/3 SO3/2 #31 3.1.2 - AM-1.8 OANS time airspace data NOPS B1/5 SO3/3 AOM19.3 - Full rolling ASM/ATFCM NOPS B1/5 SO3/2 #31 3.1.3 - AM-1.8 OANS process and ASM information sharing FRTO B1/3 SO3/3 AOM19.4 – Management of Pre- NOPS B1/6 SO3/2 #31 3.1.4 - - OANS defined Airspace Configurations FRTO B1/4 SO3/3 AM-1.6 3.2.1 SO3/1 AOM21.2 - Free Route Airspace #33, #66 FRTO B1/1 - AM-1.10 AATS 3.2.4 SO3/4 AM-5.1 SO3/1 AM-1.15 ATC12.1 - MONA, TCT and MTCD #27, #104 3.2.1 FRTO B1/5 - AATS SO4/1 AM-5.1 ATC15.1 - Initial extension of AMAN - 1.1.2 - - SO4/1 - AATS to En-route ATC15.2 - Extension of AMAN to En- RSEQ B1/1 #05 1.1.2 - SO4/1 AM-1.3 AATS route NOPS B1/8 ATC17 - Electronic Dialog supporting SO3/1 - 3.2.1 - - AM-1.3 AATS COTR SO4/1 ATC18 - Multi Sector Planning En- AM-4.3 #63 - FRTO B1/6 - SO4/1 AATS route – 1P2T AM-5.1 ITY-FMTP - Apply a common flight - - - - SO8/3 AM-1.3 EAI message transfer protocol (FMTP) SNET B0/1 SNET B0/2 ATC02.8 - Ground based safety nets - 3.2.1 - SO4/1 - AATS SNET B0/3 SNET B0/4
ATC02.9 - Enhanced STCA for TMAs #60 - SNET B1/2 MST.030 SO4/1 - AATS
LSSIP Year 2020 Cyprus 81 Released Issue ATC20 – Enhanced STCA with DAP via #60 - SNET B1/1 - SO7/2 - AATS Mode S EHS NAV12 – ATS IFR Routes for #113 - APTA B0/6 MST.031 SO6/5 - AATS Rotorcraft Operations
LSSIP Year 2020 Cyprus 82 Released Issue D. SESAR Solutions implemented in a voluntary way5
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. The specific description of the new 34 SESAR Solutions implemented in a voluntary way introduced in 2020 are hosted on the LSSIP SharePoint : New SESAR Solutions non-committed - Description 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 Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify
GBAS has limited (GBAS Local Object Consideration Areas) or no protection areas, usually located outside aircraft movement areas. This allows the reduction of runway occupancy times in LVP, reducing spacing between arrival aircraft. Use of GBAS Cat II/III eliminates ILS critical zones, enables flexible approaches, offers PA where ILS cannot due to geography and signal stability (immune to signal Precision bends inherent in ILS), complements ILS at approach airports with multiple RWYs during LVP, the #55 using GBAS rationalization of some ILS thus reducing Category II/III operation and maintenance costs and optimizing spectrum; offers PA at aerodromes without SBAS coverage or where PA performances cannot be achieved with SBAS. GBAS CATII/II improves resilience of airport capacity with fewer flight cancellations due to LVP in force. GBAS CATII/III will enable runway ends that are not ILS CATII/III equipped to be used for CATII/III operations as long as the runway is CATII/III qualified.
5 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.
LSSIP Year 2020 Cyprus 83 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify 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 technology and uses Aeronautical the IEEE 802.16 (WiMAX) standard. Designed to mobile airport operate in reserved (aeronautical) frequency No (need) plan at the #102 communi- No bands, AeroMACS can be used for ANSPs, cation system moment airspace users and airport authority (AeroMACS) 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 Air traffic systems to support initial four-dimensional services (ATS) (i4D) datalink capability. The technology can be No (need) plan at the #109 No datalink using used to provide end-to-end air–ground moment Iris Precursor communications for i4D operations, connecting aircraft and air traffic management ground systems. 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 spoofing of the ADS-B ground system by outside agents. These surveillance of techniques can also be used to cope with No (need) plan at the #110 aircraft in No malfunctioning of avionics equipment. SESAR flight and on moment has contributed to the relevant standards, such the surface 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 achieves this through the integration of Composite validated data items into the WAM channel, No (need) plan at the #114 Surveillance No thereby preventing a need to re-interrogate the ADS-B / WAM moment data item. Since the two surveillance layers share hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats.
LSSIP Year 2020 Cyprus 84 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.
The SESAR Solution PJ14.02.06 (“AeroMACS integrated with ATN, Digital Voice and Multilink”) builds upon Solution #102 AeroMACs (AeroMACS) published in the SESAR 1 integrated catalogue. PJ.14-02-06 with ATN, AeroMACS is part of the Future Communication Digital Voice Infrastructure supporting the Airport Surface and Multilink Component and is reflected within the ICAO Global Air Navigation Plan (GANP) and the ICAO Communication Roadmap in the GANP. Alternative-Position, Navigation and Timing (A- PNT) is the technological enabler related with the need to introduce ground and airborne systems that can support currently defined and standardized PBN and other CNS-based RNP1 operations and provide a backup with the reversion PJ.14-03-04 required level of performance in case of based on degradation and absence/loss of GNSS. DME-DME According to the existing regulations, RNP1 navigation integrity requires the use of GNSS positioning. Therefore, the GNSS loss may become a critical issue for the design of TMA airspace complying with PBN-IR.
LSSIP Year 2020 Cyprus 85 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Target times (TT) shall be applied to selected flights for ATFCM purposes to manage ATFCM at the point of congestion rather than only at departure. Where available, the target times of arrival (TTA) shall be derived from the airport operations plan (AOP). TTAs shall be used to support airport arrival sequencing processes in the en-route phase. Calculated NM's systems shall be able to adjust CTOTs take-off time based on refined and agreed TTAs at the #18 (CTOT) and destination airport; TTAs shall be integrated target time of into the AOP for subsequent refinement of the arrival (TTA) NOP. Flight data processing systems may need to be adapted in order to process downlinked trajectory data (ADS-C EPP). In a first step, NM system will transmit calculated target times (TT) at the most penalising regulation reference point in addition to CTOT to all concerned users. Those users should manage this new feature so potential system upgrades should be foreseen. Airspace Users are allowed to change among themselves (via the pre-departure User-driven management process in CDM airports) the prioritisation priority order of flights in the pre-departure No (need) plan at the #57 process sequence. The departure time will be No
(UDPP) automatically communicated/coordinated with moment departure the Network Management Function (NMF) via the DPI message as described in the A-CDM concept. 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 AOC data minimising constraints due to airspace and increasing service configurations. SESAR has introduced an No (need) plan at the #67 trajectory early version, which makes use of flight No
prediction planning data sourced from airline operational moment accuracy 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). Some elements of AOP/NOP information are important to consider in AU flight planning in order to better align AU and NM trajectories, improve AU fuel prediction and support target Collaborative times management. network PJ.09-03-02 These elements are: management The departure taxi time functions The planned departure runways The planned SID. With the implementation of airport CDM procedures, NM receives from most of the
LSSIP Year 2020 Cyprus 86 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify major airports up-to-date and reliable information in DPI messages and updates much more dynamically than the FOC this information in its planned trajectory thanks to live information received from airports. Therefore, this solution defines new information flows for AUs to consider same information as NM related to the departure phase of the flight. The purpose of the Sub-regional Demand Capacity Balancing (DCB) Service (Supporting Sub-regional the DCB capability within the ICAO Global Demand Concept) is to facilitate an improved usage of PJ.15-01 Capacity the airspace at the sub-regional level, through Balancing enhanced planning and consequently more Service appropriate tactical intervention in support of AU and AO operations. The SWIM-TI Purple Profile (PP) consists of open standards based on reliable and secure SWIM technical infrastructure enabling the SWIM TI integration of the aircraft into the SWIM purple profile network, thus giving it access to air/ground for airground SWIM services (e.g. uplink and downlink of PJ.17-01 advisory meteorological and aeronautical information). information It will enable operational applications to uplink sharing meteorological and aeronautical information using SWIM, as well as downlink (e.g. aircraft provided meteorological observations) of information using SWIM.
This objective provides digital AIS data, in particular Digital NOTAM (encoded as “events” in AIXM format), and digital MET data (METAR, TAF, SIGMET in the ICAO iWXXM format) to pilots and dispatchers in the form of digital briefing products and services, which are merged (joint) with the geographical and planned flight trajectory information, and Digital presented (visualised) in a graphical way. #34 integrated The digital integrated briefing is currently briefing targeted for ground use (FOC/WOC, pre‐flight briefing rooms and ARO offices). Some enablers (Digital NOTAM and digital MET data) support the use in the cockpit, in all phases of flight, while enablers for transmission into the cockpit are not yet mature (see IS‐0206 Digital Integrated Briefing during flight execution phase).
LSSIP Year 2020 Cyprus 87 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Common Service for Aeronautical Information Management significantly reduces the overall cost of providing AIM services by using a common, managed service instead of operating numerous individual national systems. Instead of duplicating aeronautical information and manually updating the Static aeronautical information in different Ground PJ.15-10 aeronautical Systems, the Common Service for Aeronautical data service Information Management offers a means of maintaining and validating the aeronautical information once and centrally. The ground systems will have to replace their legacy data storage by an interface based on SWIM allowing direct access to quality assured and consistent aeronautical information. The Aeronautical Digital Map Common Service (COSER) provides users the capability to retrieve graphical representation of aeronautical data/information. The output is a standardized/harmonised graphic information that can be retrieved by individual requests demanding specific geographical areas. The retrieval can be performed using regular Aeronautical internet protocols or through SWIM services. PJ.15-11 digital map Instead of having to perform the rendering of service aeronautical information as a visualisation in a GIS viewer or aeronautical map over and over again for different systems, generating tremendous development efforts and potentially diverging and unharmonized representations that could potentially lead to safety risks, a harmonized visualisation for different use-cases can be provided centrally. The Aeronautical Dataset Service supports the provision of the aeronautical information product digital data set as defined by ICAO Annex 15: AIP data set, Obstacle data set, Terrain data set, Airport mapping data set, Aeronautical Instrument flight procedure data set. Providing information dataset in digital format will improve the PJ.18-04a management consistency and quality of the data and enhance (AIM) the exchange of information. The Aeronautical information Dataset Service will also help service providers meet the requirements for the provision of digital dataset information required by ICAO. The service is created fully in line with the requirements and guidelines defined in the EUROCONTROL SWIM Specifications.
LSSIP Year 2020 Cyprus 88 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify This solution addresses the provision of local MET information to airports and considers the use of existing sensors and MET capabilities for the measurement and generation of MET data. The Glide Wind Profile has been developed as the provider of glide wind data to the Ground Weather Management System (GWMS) using mature sources like Radar and Lidar sensors. Meteorologic The purpose is to enhance separation PJ.18-04b- al (MET) procedures based on the collected wind data. 01 information- The METForTAM is an information service that GWMS provides enhanced local MET information (e.g. METEO forecasts and observations) to a specific airport (airport operational centre, APOC). The developed capability and information service aim at enhancing MET data provision capabilities in order to improve the accuracy and timely delivery of expected Meteorological conditions at an airport. Cb-global capability uses data from geostationary satellites to detect, track, and nowcast thunderstorms in order to provide Meteorologic pilots an overview of the current weather al information hazard situation beyond the limited view of the PJ.18-04b- (MET) on-board radar. It is relevant for the upper 02 services-Cb- airspace en-route and enables a pilot to global strategically plan a safe and smart flight route around the thunderstorms well ahead in time instead of flying tactical manoeuvres and searching for gaps between the thunder cells.
Continuous Progressive implementation of procedures for descent Continuous Descent Operations (CDO) and No (need) plan at the #11 operations Continuous Climb Operations (CCO) in higher No
(CDO) using density traffic or to higher levels, optimised for moment point merge each airport arrival/departure procedure Use of data link communications between the Tower Controllers and the flight crew during D-TAXI service surface movement. for controller- It is based on the D-TAXI service from the CPDLC pilot datalink No (need) plan at the #23 application, as standardised by RTCA No communicatio SC214/EUROCAE WG78 (DO-350 & DO-351). It moment ns (CPDLC) also includes the access to this service for end application users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller Virtual block working positions are provided with Virtual No (need) plan at the #48 control in low No Stop Bars (VSB) to improve low visibility visibility moment operations and enhance controllers’ situational
LSSIP Year 2020 Cyprus 89 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify procedures awareness. Virtual Stop Bars can be used by the (LVPs) controller to reduce block-sizes once procedural control applies. Additional 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). This new procedure design builds upon Point merge precision navigation technology (P-RNAV in complex concept) for merging traffic into a single entry No (need) plan at the #107 No terminal point, which allows efficient integration and moment airspace sequencing of inbound traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) sectors Arrival replaces radar vectoring with a more efficient Management No (need) plan at the #108 and simplified traffic synchronisation No (AMAN) and mechanism that reduces communication moment Point Merge workload and increases collective traffic predictability. 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 ‘adverse conditions’, i.e. a state De-icing that is in need of collaborative recovery No (need) plan at the #116 management No procedures, but rather a part of normal tool moment operations in the winter period. 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. Reducing The SESAR Solution “Reducing landing minima Landing in low visibility conditions using enhanced Flight Minima in vision systems (EFVS)” is intended for flight No (need) plan at the #117 No Low Visibility crews, and corresponds to the use of EFVS moment Conditions visual based technologies displayed in HUD or using an equivalent display system. The objective is to
LSSIP Year 2020 Cyprus 90 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Enhanced provide operational credit in approach as Flight Vision permitted per EASA EU 965/2012 and its Systems coming amendments (NPA 2018-06 AWO) to (EFVS) face to Low visibility conditions. Enabling EFVS operations with operational credits provides a greater availability of suitable destination and alternate aerodromes during periods of reduced visibility. This effectively reduces the number of weather- related delays, cancellations or diversions of flights to CAT II/III aerodromes, permits shorter routings and reduced fuel costs, a faster return to scheduled operations, and less passenger inconveniences. 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, etc.). 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. Optimised Runway Delivery (ORD) tool is the ATC support tool to enable safe, consistent and efficient delivery of the required separation or Optimised spacing between arrival pairs on final approach Runway to the runway-landing threshold. The ORD tool PJ.02-01-01 Delivery on can be used to support the application of Final Distance Based and Time Based wake Approach separation rules e.g. ICAO, RECAT-EU, PWS-A and WDS-A wake separation schemes, and aims at consistently and efficiently managing the spacing compression that occurs on short final
LSSIP Year 2020 Cyprus 91 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify from the lead aircraft crossing the deceleration fix. “Optimised Separation Delivery for Departure” (OSD) is the ATC support to enable safe, consistent and efficient delivery of the required separation or spacing between departure pairs from the follower aircraft becoming airborne. Different variants of the tool have been developed in SESAR 2020 Wave 1. These variants include an automatic wake count down Optimised timer and a distance indicator displayed on the Separation PJ.02-01-02 tower controller’s radar screen. The OSD tools Delivery for can be used to support the tower controllers in Departure the delivery of time or distance separations. This includes the departure wake separations of ICAO, RECAT-EU, PWS-D and WDS-D as well as departure route separations such as the SID separations and MDIs and ADIs. In airports that require support for both TB and DB separation and spacing rules a combined TBS / DBS variant of the OSD tool may be necessary. Weather Dependent Separations (WDS) for departures is the conditional reduction or suspension of wake separation minima on path of departures over the straight-out initial departure path, applicable under pre-defined Weather- wind conditions, so as, to enable runway Dependent throughput increase compared to the Reductions of applicable standard weather independent wake Wake separation minima. This is on the basis that PJ.02-01-03 Turbulence under the pre-defined wind conditions the Separations wake turbulence generated by the lead aircraft for is either wind transported out of the path of the Departures follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The solution covers WDS cross wind concept for departures in segregated mode runway operations. Static PairWise Separation for arrivals (S-PWS- A) is the efficient aircraft type pairwise wake Wake separation rules for final approach consisting of Turbulence both the 96 x 96 aircraft type based wake Separations separation minima (for the most common (for Arrivals) aircraft in ECAC area) and the twenty wake PJ.02-01-04 based on category (20-CAT) based wake separation Static Aircraft minima for arrival pairs involving all the Characteri- remaining aircraft types. stics The S-PWS are applied using a separation delivery tool; the pairwise separations will be used as input into the separation delivery tool. Weather- “Weather-Dependent Reductions of Wake PJ.02-01-05 Dependent Turbulence Separations for Final Approach” Reductions of aims at the optimisation of the ICAO wake
LSSIP Year 2020 Cyprus 92 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Wake turbulence separation by use of weather- Turbulence dependent separation minima on arrivals Separations (WDS-A), applicable under given wind for Final conditions. This allows conditional reduction or Approach suspension of separation minima for most aircraft pairs, enabling runway throughput increase compared to ICAO scheme, whilst maintaining acceptable levels of safety. This is on the basis that under the pre-defined wind conditions the wake turbulence generated by the lead aircraft is either wind transported out of the path of the follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The Static PairWise Separation for Departures (S-PWS-D) concept optimises wake separations between departures on the initial departure Wake path by moving from schemes defined by a Turbulence small number of wake categories (4 to 7 wake Separations categories) to a scheme defined between (for aircraft type pairs for the 96 aircraft types PJ.02-01-06 Departures) frequently at European major airports, together based on with a scheme defined by a larger number of Static Aircraft wake categories (20-CAT (6-CAT + 14-CAT)) for Characteri- other aircraft type combinations. stics S-PWS for departures are applied using the OSD tool; the pairwise separations will be used as input into the OSD tool. PJ.02-01-07 is a technological solution reducing the Wake Turbulence Risk via positioning of decay enhancing devices that accelerate the Wake Vortex Wake Vortex Decay in Ground Proximity. Decay PJ.02-01-07 Wake Vortex Decay Enhancing Devices, so- Enhancing called plate lines, can be installed at any major Devices European airport in order to increase safety by reducing the risk of low-altitude wake encounters. This solution has a technical aspect and an operational aspect. On the technical aspect, the solution has validated to V3 that the application of 2NM minimum radar separation (MRS) Minimum-pair between two aircraft established on the final separations approach course to the same runway based on sufficiently mitigates the risk of collision PJ.02-03 required between them, provided the required surveillance surveillance performance (RSP) are complied performance with. In addition to the MRS, runway occupancy (RSP) time and wake separation constraints need to be considered when determining the minimum separation or spacing required to be applied between two aircraft (the largest of the constraints will need to be applied).
LSSIP Year 2020 Cyprus 93 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The routine application of the 2NM minimum on final approach may require an increased consistency and accuracy in the separation delivery service on final approach. More specifically, the maximum acceptable rate of under-separated pairs on final approach may be lower if the minimum radar separation that is applied is 2NM than if it were to be 2.5 NM, because the consequences of an under- separation event are potentially more severe. For ATC facilities with a separation monitoring function (SMF) that alerts the supervisor, and also possibly the final approach controller, of a significant separation infringement on final approach, where there is currently a spacing minimum margin of 0.5 NM before the alert is triggered, consideration should be given to reducing this margin, e.g. to 0.2NM. Trajectory based Integrated RWY Sequence function establishes an integrated arrival and departure sequence by providing accurate Target Take off Times (TTOTs) and Target Landing Times (TLDTs), including dynamic balancing of arrivals and departures while optimising the runway throughput. It supports TWR and APP ATCOs. Trajectory The look ahead Time Horizon is the time at based which flights become eligible for the integrated PJ.02-08-01 Integrated sequence. The Stable Sequence Time Horizon is Runway the time horizon within which no automatic Sequence swapping of flights in the sequence will occur, but landing and departure time will still be updated. The value of these time horizons is determined by the local implementation and they are not necessarily the same for arrivals and departures. The Integrated Runway Sequence is planned before Arrival flights top of decent and linked with Airport CDM procedures for departures. Runway Manager (RMAN), is a support tool for the Tower Supervisor to determine the optimal runway configuration and distribution of demand according to capacity and local constraints. During the Planning Phase, the RMAN checks Runway the intentional demand versus the available PJ.02-08-02 Manager capacity and it is capable of forecasting imbalances, raising alarms and alerts based on the indicators provided. In the Execution Phase, the RMAN monitors departure, arrival and overall delay and punctuality, in addition to the capacity shortage proposing changes if necessary.
LSSIP Year 2020 Cyprus 94 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify RMAN continuously computes the optimal runway configuration and the associated Forecasted Landing (FLDT) and Take Off (FTOT) Times of arrival and departures flights that maximises the runway throughput. The Forecasted Times calculated by the RMAN are provided to the Integrated Runway Sequence using them to calculate the final Target Times. As a conclusion TLDT and TTOT calculated by the Integrated Sequence, follow the Runway DCB Plan allowing the feedback to the RMAN to monitor the status of the Runway and to detect possible imbalances. The intention is to reduce the in-trail separation on final approach by taking into account the Runway Occupancy Time (ROT). A new separation minimum is computed based on the prediction of the ROT, the MRS and WTC separation. ROCAT defines separation sub- categories based on ROT, wake minima from Increased RECAT and reduced radar separation based on Runway ICAO approved minima. The solution consists Throughput on developing the runway occupancy minima PJ.02-08-03 based on local through big data analytics to identify a ROT per ROT aircraft type using machine learning techniques characterizati and historical data. on (ROCAT) A change in the separation minima used by ATCO for the aircraft on final approach is supported by decision support tool called LORD (Leading Optimised Runway Delivery). ROCAT can increase runway throughput where the traffic is predominantly medium aircraft, especially where RECAT is inefficient due to the lack of wide-body aircraft types. “Enhanced Visual Operations” are enabled by enhanced vision systems (EVS), synthetic vision systems (SVS), which make more aircraft capable of LVC operations and enable more efficient approach, landing and taxi and operations in LVC. This is applicable to all platforms, even if the main airline platforms have auto land capabilities to facilitate Enhanced approaches in LVC. The solution consists of 3 PJ.03a-04 visual activities focusing on: operations HMD fitted with taxi routing and traffic information for easing taxi operation in degraded weather conditions. HMD equipment as an alternative to HUD equipment for EFVS operations using legacy EFVS sensors. Use of active sensor with improved performance to overcome the observed limitation of EVS legacy sensors.
LSSIP Year 2020 Cyprus 95 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Vision based System is an on board alternative solution to heavy and expensive ground infrastructures for approach in LVC. Although TCAS has been in use since long time ago, there is currently no aircraft system to prevent runway collisions. “Traffic alerts for pilots for airport operations” improves safety during airport operations. The flight crew is provided with alert when the on-board system detects a risk of collision with an aircraft on runway or taxiways. The improvement is further split into 2 implementations: The mainline aircraft implementation Traffic alerts consists of an on-board system, which for pilots for PJ.03b-05 detects risk of collision with other traffic airport during runway operations and provides the operations Flight Crew with aural alerts (mostly ‘warning’ alert level). The business aircraft implementation consists of an on-board system, which detects potential and actual risk of collision with other traffic during runway and taxiway operations and provides the Flight Crew with visual and aural alerts (indication, caution and warning alert levels). The E-AMAN Common Service provides functions necessary to operate Arrival Management with an extended horizon in an environment where multiple actors are involved e.g. multiple Airports, AMANs, ACCs, UACs and other interested parties, e.g. NM (i.e. Cross Boarder Arrival Management). The capability provided by the E-AMAN E-AMAN PJ.15-02 Federation Common Service is the capability of Service harmonising the output of local E-AMAN technical capabilities on different geographic or organisational levels (ECAC, FAB, however any other scaling could be considered in principle). The output of the Common Service is delivered to the end-users (e.g. adjacent ACCs / UACs). By this, relocation of functions between stakeholders is performed.
Based on Advanced-RNP navigation Optimised specification, design of optimised routes e.g. route network No (need) plan at the #10 spaced parallel routes, Fixed Radius Transition No using (FRT) and Tactical Parallel Offset (TPO) further moment advanced RNP enhanced by onboard performance monitoring
LSSIP Year 2020 Cyprus 96 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify and alerting and the execution of more predictable aircraft behaviour
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. The solution consists of an automated tool and Basic EAP associated procedures supporting the basic (Extended communication between the Local DCB position No (need) plan at the #118 No ATC Planning) and the Controllers' Work Positions allowing the moment function 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 solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights. “Optimized traffic management to enable Free Routing in high and very high complexity environment” supports the implementation of FRA across ACC/FIR borders by contributing to the improvement of ATM at local level. More precisely, it focuses on the improvement of Optimised Separation Provision to enable Free Routing traffic operations within high and very high complexity management cross-border environments in Upper En Route to enable free airspace. The Solution is not targeting PJ.06-01 routing in unrestricted free routing operations, but aims high and very at enabling safe and efficient operations in FRA high with minimum structural limits to manage complexity airspace and demand complexity. The Solution environments also relies on the Network Management (NM) function to cope with any Demand and Capacity imbalances created from changes in dominant traffic flows in FRA through the monitoring of the traffic complexity levels together with the level of the traffic demand. High “High Productivity Controller Team Productivity Organisation in En-Route (including eTMA)” Controller consists of developing new concepts of Team operation and identifying the nature of system PJ.10-01a1 Organisation support required for operating in team in En-Route structures that are not the usual (including Planner/Executive (1PC – 1EC) two-person ATC eTMA) (1PC – sector team. In particular, the Multi-Sector 2ECs) Planner (MSP) where a Planner Controller has
LSSIP Year 2020 Cyprus 97 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify responsibility for the airspace under the executive control of two independent Executive Controllers (1PC – 2ECs). The SESAR Solution “High Productivity Controller Team Organisation in En-Route (including eTMA)” focused on the typical one Planner Controller to 2 Executive Controllers MSP organization and team organisation in eTMA (lower En Route sectors) as well as in En Route.
The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using Controlled airborne capabilities to improve arrival time of arrival management. When a time constraint is needed (CTA) in for a flight, the ground system may calculate a medium- No (need) plan at the #06 CTA as part of the arrival management process, No density/ and then it may be proposed to the flight for moment medium- achievement by avionics within required complexity accuracy. Airborne information may be used by environments 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 sequence of management No (need) plan at the #08 aircraft flying towards an area where their No into multiple routes intersect. By imposing an adequate moment airports 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. The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers ACAS Ground rely on pilots to report RAs by radio as they Monitoring occur in accordance with ICAO regulations. No (need) plan at the #100 and However these reports can come late, No Presentation incomplete or are, absent in some instances. moment System This solution consists of a set of monitoring stations and a server system, which enable the continuous monitoring and analysis of ACAS RAs
LSSIP Year 2020 Cyprus 98 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods Extended and reducing the need for active Mode-S No (need) plan at the #101 hybrid interrogations. By making fewer active No
surveillance interrogations, this solution allows the aircraft moment to significantly reduce the usage of the 1090 MHz frequency. The Flight Delay Criticality Indicator (FDCI) information, for a flight having an ATFCM delay, is provided by the Airspace User to both NM and FMPs to indicate that the concerned flight is critical for his business and that he requested that the flight progresses and arrives as much as possible on time. The resolution of an FDCI request is NMOC AU Processes driven upon the reception of the FDCI PJ.07-01-01 for Trajectory improvement request and when more Definition than one regulation is affecting the flight, alternatively in the case there is only one regulation affecting the flight the local FMP can requests the resolution to NMOC. The resolution is mostly a regulation exclusion or delay reduction (force slot) by NMOC. In this, the focus is put on reactive FDCI that means the FDC flight has an ATFCM delay and slot issued. Integrated tactical and medium conflict detection & resolution (CD&R) services and conformance monitoring tools for En-Route and TMA aims at improving the separation (tactical layer) in the En-Route and TMA (but not APP) operational environments through improved Integrated ground trajectory prediction. This is achieved tactical and using existing information on lateral and vertical medium clearances that are known by the ground Conflict system and airborne information such as Mode Detection & S data. Resolution This solution is built on SESAR 1 Sol. #27. PJ.10-02a1 (CD&R) New features and enhancement brought by services and PJ10.02a1 are : Conformance Extension of TCT to all environments : Monitoring TMA & ER tools for En- Improvement of the MTCD to handle Route and level segments TMA Enhanced resolution features for MTCD & TCT including what-if and what-else probes. Conformance monitoring tool, based on improved ground trajectory prediction and enriched with
LSSIP Year 2020 Cyprus 99 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify additional alerts, such as rate monitoring.
This solution addresses the technical enablers supporting the distribution of eFPL information to ATC systems in order to improve the ATC prediction with additional information to better assess the expected sector load and to reduce eFPL the number of false conflict detections, as well supporting PJ.18-02c as to provide the ATCO with better knowledge SBT transition of airline intentions thanks to a more accurate to RBT profile and additional elements such as ToC or ToD. The main actors are the Network Manager that provides the eFPL distribution service, and the ATS service providers that integrate and use the information in the ATC systems.
The main driver for MRTM (multiple remote tower module) is increased cost efficiency. The objective is to implement a MRTM that allows the ATCO to maintain situational awareness for 2 or 3 airports simultaneously (including traffic mix of IFR and VFR, as well as aerodrome vehicles). MRTM requires advanced features of the visual reproduction as well as additional voice Multiple services. It is assumed that an ATCO can hold PJ.05-02 remote tower endorsements for up to 3 (single) different module airports. There is a fixed allocation of airports to a set of MRTMs. However, in case of high workload, due to e.g. emergency, high traffic volumes or degraded mode, the ATCO can split one airport into a spare MRTM if required. The prerequisite for multiple remote tower operations is the single remote tower operations. This solution enables the separation of the data Enabling centre where the data is produced (the ATM rationalisation Data Service Provider - ADSP) from the ATCOs of location (the Virtual Centre ATSU). Virtual PJ.16-03 infrastructure Centre is a grouping of Air Traffic Service Units using virtual (ATSU), possibly geographically separated, centre based sharing ATC operations amongst themselves technology using data services provided by one or more
LSSIP Year 2020 Cyprus 100 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify ADSPs through interfaces defined in Service Level Agreements, in a safe and secure manner. This decoupling delivers the flexibility and performance aspects of the services to ensure the ability of the virtual centre solution to at least support or to improve the operational performance.
This solution refers to simultaneous and non- interfering operations through SBAS (and GBAS as an optional enabler) approach/departure procedures independent from the main runway and dedicated only to rotorcraft operations. Independent The aim is to move rotorcraft operations from rotorcraft PJ.02-05 the active runway to facilitate fixed wing operations at aircraft. Specific PBN RNP0.3 IFR procedures the airports to/from an existing VFR FATO shall be deployed to reach a point-in-space (PinS) to access FATO. The solution targets, in particular, relatively large and very large airports and high complexity airspaces. “Enhanced Rotorcraft operations in the TMA” integrate pilot support of both EVS (enhanced vision systems) including visual segments and Enhanced automated flight path following by autopilot rotorcraft system. Advanced Point-In-Space RNP operations approaches and departures to/from FATO are PJ.01-06 and GA based on SBAS navigation. The corresponding operations in rotorcraft specific contingency procedures in the TMA case of loss of communication are defined. The pilot is supported during these operations by dedicated symbology presented on a Head Mounted Display system.
LSSIP Year 2020 Cyprus 101 Released Issue E. Surveillance (SUR)
European ATM Surveillance data are captured to enable Network performance improvements and ensure global interoperability. This Annex includes Surveillance implementation information related to projects, sensors and data integration. The objective for the inclusion of this information in LSSIP is to consolidate the data collection process and increase efficiency by avoiding parallel surveys. The corresponding tables have been prefilled with information already available from recent surveys within the surveillance area.
For practical reasons to harmonise the reporting, since the LSSIP 2020 cycle the questionnaire is included in the LSSIP Annex.
Surveillance Projects This section includes Surveillance system projects covering the full chain from Sensor to Surveillance data integration into SDPS and CWP.
Activity Description System Description Expected contribution to the Schedule Key Performance6 Areas Area / Airspace Area/Name: Deployment Type: Mode S Capacity: Enhance capacity of Sensor installation date: 2022 - of 2 new Mode S radars the terminal area. The added 2023 Sensor/Sites: 2 coverage will enable the Objective: Coverage/ADD Operational date: 2022 - 2023 Provider: reduction of separation to 5 Airspace: TMA/CTR/ENR NM Coverage: Service: ATC/FIS/AL Operational-Efficiency: Estimated End of Life: 2038 Density: MEDIUM Safety: Enhance safety in the terminal area. Traffic: General Security: Coverage improvement with Mode S radars Environment: Support PBN approaches
RF/Spectrum: Cost-Efficiency:
6 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Cyprus 102 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance7 Areas Area / Airspace Area/Name: ADS-B Type: ADS-B Capacity: Increased capacity Sensor installation date: 2023 project by reduction of separation Sensor/Sites: 2-5 Operational date: 2023 minima to 5NM Objective: Provider: ADS-B operational integration Operational-Efficiency: Airspace: ENR/TMA/CTR date (ATCO CWP) Coverage: Safety: Enhance surveillance Service: ADS-B validation Estimated End of Life: 2035 capabilities. Density: MEDIUM Security: Traffic: General Environment: Implementation of ADS-B RF/Spectrum: Reduction of surveillance infrastructure RF interrogations for Nicosia FIR.. Cost-Efficiency: Reduce future costs of SSR replacement. The objective is to start reducing the reliance on SSR radar resulting in cost avoidance benefits and also service provision options.
Activity Description System Description Expected contribution to the Schedule Key Performance8 Areas Area / Airspace Area/Name: Space-based Type: ADS-B Capacity: Enhancing the Sensor installation date: 2023 ADS-B current MONA tools and Sensor/Sites: Operational date: safety nets Objective: Coverage / ADD Provider: ADS-B receivers ADS-B operational integration Operational-Efficiency: Airspace: onboard the Iridium NEXT date (ATCO CWP) where satellites (BlueMed MoU Safety: Benefits from a/c applicable: Service: with Aireon consortium) derived data Estimated End of Life: Density: Coverage: Security:
Traffic: Environment:
RF/Spectrum: BlueMed MoU with Aireon Cost-Efficiency: future phasing out of the current SSR infrastructure
7 Check NOP for better KPI and link to performance improvements.
8 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Cyprus 103 Released Issue Surveillance sensors (just numbers, no technical/ops details) This section summarises the number of Surveillance sensors per state. This covers all current and planned sensors intended for operational use. Note: Please only count each sensor once even if it is part of combined systems. A combined PSR and Mode S SSR is only counted once in the row for CMB PSR Mode S (and consequently not counted in the PSR nor in the Mode S rows). Similarly, for a multilateration system, providing coverage both on the airport surface and in the CTR or TMA the individual sensor can be allocated to one or the other but each sensor must only be counted once, either in one of the MLAT/WAM rows or in one of the Airport MLAT/LAM rows.
Sensor Type 2020 2021 2022 2023 2024 2025
Mode A/C
CMB PSR Mode A/C 1 1 1 1 1 1
Mode S 2 2 3 4 4 4
CMB PSR Mode S 1 1 1 1 1 1
PSR stand alone
WAM Sensors
ADS-B stand alone 3 3 3 4 4 4
Space-based ADS-B
Surface Movement Radar (SMR)
Airport MLAT Sensors
ADS-B equipped Vehicles
LSSIP Year 2020 Cyprus 104 Released Issue Surveillance Data Use This section provides and overview of the use of Surveillance data per state. This includes usage of Downlinked Aircraft derived Parameters (DAP) / Aircraft Derived Data (ADD) and ADS-B data.
ADD/DAP data usage
ATCO, System, Tools (which tool)
ADD/DAP data usage Operational Usage (ATCO, system, tools, etc.) or planned ops date
Selected Altitude
Barometric pressure setting
Roll angle
True track angle
Ground speed
Track angle rate
Magnetic heading
Indicated airspeed
Mach No
Vertical rate (Baro, Inertial)
ADS-B integration
ADS-B use case and integration date Operational or Sites planned ops date
ACC ATC integration ENR 2023 Early deployment concept based on fusing ADS-B with radar
ACC ATC integration TMA
ATC integration TWR CTR/TMA
Flight Information Service
ATCO Traffic Awareness
Traffic planning e.g. Arrival Manager
Conflict Alerting, e.g. STCA
Airport surveillance e.g. Traffic awareness, Target identification support
Other:
LSSIP Year 2020 Cyprus 105 Released Issue F. Glossary of abbreviations
This Annex mainly shows the abbreviations that are specific to the LSSIP Document for Cyprus Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/airial/
Term Description
ACC Area Control Center ADS Automatic Dependent Surveillance AIS Aeronautical Information Service AMAN Arrival Management AF ATM Functionality ANS Air navigation services AOP Airport operations APP Approach Control Service ASM Airspace Management Service ATFM Air Traffic Flow Management ATS Air Traffic Services CNS/ATM Communication Navigation Surveillance/Air Traffic Management COM Communication CYTA Cyprus Telecommunications Agency DCAC Department of Civil Aviation of Cyprus ECAC European Civil Aviation Conference ENV Environment FIR Flight Information Region FT Fast Track FUA Flexible Use of Airspace GNSS Global Navigation Satellite System ICAO International Civil Aviation Organisation ILS Instrument Landing System MCW Ministry of Transport, Communications and Works MET Meteorology MFA Ministry of Foreign Affairs MoD Ministry of Defense MSAW Minimum safe altitude warning MTCD Medium term conflict detection OLDI On Line Data Interface PCP Pilot common Project PDP Preliminary Deployment Programme RNAV Area Navigation S-AF Sub ATM Functionality
LSSIP Year 2020 Cyprus 106 Released Issue