L
Local Single Sky ImPlementation (LSSIP) IRELAND
Year 2016 - Level 1
Document Title LSSIP Year 2016 for Ireland
Infocentre Reference 17/01/30/121 Date of Edition 29/05/2017 LSSIP Focal Point Cathal MAC CRIOSTAIL - [email protected] LSSIP Contact Person Oscar Alfaro - [email protected] Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip
Reference Documents
LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip Master Plan Level 3 – Plan Edition http://www.eurocontrol.int/articles/european-atm-master- 2016 plan-level-3-implementation-plan Master Plan Level 3 – Report Year http://www.eurocontrol.int/articles/european-atm-master- 2015 plan-level-3-implementation-report European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries National AIP http://www.iaa.ie/safe_reg/iaip/index.htm FAB Performance Plan http://www.dttas.ie/aviation/publications/english/single- european-sky-initiative-uk-ireland-fab-performance-plan- 2015
LSSIP Year 2016 Ireland Released Issue
CONTENTS
Chapter 1 National ATM Environment ...... 5 1.1. Geographical Scope ...... 5 1.1.1. International Membership ...... 5 1.1.2. Geographical description of the FIR(s) ...... 5 1.1.3. Airspace Classification and Organisation ...... 6 1.2. National Stakeholders ...... 7 1.2.1. Civil Regulator(s) ...... 8 1.2.2. IAA Operations Division (ANSP) ...... 11 1.2.3. Airports ...... 13 1.2.4. Military Authorities ...... 13
Chapter 2 Traffic and Capacity ...... 16 2.1. Evolution of traffic in Ireland ...... 16 2.2. Dublin ACC ...... 17 2.2.1. Traffic and en-route ATFM delays 2012-2021 ...... 17 2.2.2. Performance summer 2016 ...... 17 2.2.3. Planning Period 2017-2021 – Summer ...... 18 2.3. Shannon ACC ...... 20 2.3.1. Traffic and en-route ATFM delays 2012-2021 ...... 20 2.3.2. Performance summer 2016 ...... 20 2.3.3. Planning Period 2017-2021 – Summer ...... 21
Chapter 3 Master Plan Level 3 Implementation Report recommendations ...... 23
Chapter 4 National Projects ...... 24
Chapter 5 Regional Co-ordination ...... 35 5.1. FAB Co-ordination ...... 35 5.2. FAB Projects ...... 37 5.3. Regional cooperation ...... 39 5.3.1. Regional Cooperation Initiatives ...... 39 5.4. Regional Projects ...... 40
Chapter 6 Implementation Objectives Progress ...... 42 6.1. State View ...... 42 6.1.1. Overall Objective Implementation ...... 42 6.1.2. Objective Progress per SESAR Key Feature ...... 42 6.1.3. ICAO ASBU Implementation ...... 46 6.2. Detailed Objectives Implementation progress ...... 47
Annexes
LSSIP Year 2016 Ireland Released Issue
Executive Summary
National ATM Context The Irish Aviation Authority (IAA) was established as a commercial state-sponsored body on 1 January 1994 under the Irish Aviation Authority Act, 1993. The IAA carries out a range of operational and regulatory functions and services relating to the safety, security and technical aspects of civil aviation in Ireland and is responsible for the provision of Air Traffic Management Services; a functional separation exists between regulatory and service provision functions. Dublin Airport Authority - a commercial semi-state company operates Dublin and Cork Airports. A new Shannon Airport Authority was established on January 1st 2013 and now has total responsibility for the running and development of Shannon Airport. The Irish Government, after consultation with all major stakeholders, published a new Aviation Policy document for Ireland in August 2015
Traffic and Capacity Traffic in Ireland increased by 7.9% during summer 2016 (May to October inclusive), when compared to summer 2015. The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 1.3% and 3.2% during the planning cycle, with an average baseline growth of 2.4%. Sufficient capacity will be provided to meet all expected demand during the period of this plan and Ireland will meet its capacity requirements under the National Performance Plan.
Implementation Objectives Overview
Overall Objective Implementation With regard to objectives due for the period 2014 - 2016, AOP05, ATC15.1, ITY-ADQ and NAV10 are 1; 2% Completed reported as late: Ongoing • AOP05 – A-CDM at Dublin is on track for Q4 2017 6; 14% Planned implementation Late 4; 10% 20; 48% • ATC15.1 – The implementation of information No Plan exchange with en-route in support of AMAN is Not Applicable 9; 21% now planned for 2018 2; 5% Missing Data • ITY-ADQ – Aeronautical data quality requirements Undefined are planned for completion by Jan/2018 • NAV10 – APV procedures were implemented in Kerry and Knock airports during 2016. The project Overall Objective Progress Distribution continues and is planned to run until Q2/2019 (Applicable Objectives)
All the other objectives due for this period have been completed on schedule: • The introduction of a new Voice Communication System was a major project, which was finalised by end of 2014 and contributed to the completion of objectives ITY-FMTP, COM10 and COM11. • Data-link services (ITY-AGDL) were implemented in line with Regulation (EC) No 29/2009 in March 2014 • Ireland finalised the implementation of the objective on surveillance performance and interoperability (ITY-SPI) in line with Regulation (EU) No 1207/2011 • The Action Plan for the prevention of runway excursions (SAF11) was implemented in 2014
LSSIP Year 2016 Ireland 1 Released Issue Most of the remaining objectives are completed or planned in line with the agreed deadlines. Some objectives are in the early planning stages due to the late publication of supporting material and hence are reported as ‘no plan’. However, no major obstacles are foreseen for their implementation.
Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011- 2015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. Delivery of AOM19.1 by the required date of 2018 will depend on the operational implementation of the LARA tool. FCM05 is being addressed through LARA initially, with a target date in 2018.
SESAR Baseline 2010 2019 Implementation 85%
PCP 2015 2023 Implementation 27%
Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services progress reflects the lower demand for GAT/OAT integration, the slow development of a FAB ASM protocol and the lack or requirements for (IE) generated STAMs. The IAA supported Air Traffic Services reflect the advanced ATM system used. AMAN has been greatly enhanced by the application of Point Merge, however greater UK/IRL FAB interaction is required to extend this value further, including for the en-route environment. Under the High Performing Airport Operations item, the focus is on Dublin Airport. With the rollout of A-CDM and the benefits of EFS, the 2017 LSSIP Report should reflect further improvements in this metric. The Enabling Aviation Infrastructure item reflects good performance with additional technological rollout expected to address the remaining 32% progress required.
LSSIP Year 2016 Ireland 2 Released Issue Advanced Air Enabling Aviation Optimised ATM Traffic Services High Performing Infrastructure Network Services Airport
96% 95% 86% 75% 45% 2% 11% 12%
ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter 6.1.3. Progress in the key features outlined in the preceding paragraph will significantly deliver the remaining 11% shortfall under this item.
2010 2018 Block 0 89%
LSSIP Year 2016 Ireland 3 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 2016, together with plans for the next years.
Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;
Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;
Chapter 3 provides a set of recommendations extracted from the MP L3 Implementation Report 2015 which are relevant to the state/stakeholders concerned. The State reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations;
Chapter 4 provides the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State per each project included in this chapter;
Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;
Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high- level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.
Chapter 6.2 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2016.
The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.
LSSIP Year 2016 Ireland 4 Released Issue
Chapter 1 National ATM Environment
1.1. Geographical Scope
1.1.1. International Membership
Ireland is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC 1955 EUROCONTROL 1st January 1965 European Union 1973 European Common Aviation Area N EASA 2005 ICAO 31 October 1946 JAA 1990 NATO N
1.1.2. Geographical description of the FIR(s)
The geographical scope of this document addresses the Irish FIR(s): Shannon FIR including Shannon Oceanic Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA). Within the Shannon FIR/UIR are contained: Shannon CTA (upper limit FL 245); Dublin CTA/TMA (upper limit FL 245); Shannon UTA (FL 245 to FL 660).
Shannon FIR is surrounded by FIRs of 2 States, namely United Kingdom and France and the NAT region.
LSSIP Year 2016 Ireland 5 Released Issue
Ireland’s Flight Information Regions (FIRs)
1.1.3. Airspace Classification and Organisation
The figure below shows the current airspace classification within the Irish airspace. As it can be seen, all airspace above FL75 is Class C with NOTA and SOTA Class A above FL55.
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FL75 Shannon Shannon CTA Shannon CTA FL55 CTA
5,000ft M i
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ClassA ClassC ClassG SOTA -Southern OceanicTransitionArea NOTA -Northern OceanicTransitionArea
Sligo is used to represent the regional airports – 5 in total. Military airspace is active to various levels.
LSSIP Year 2016 Ireland 6 Released Issue
1.2. National Stakeholders
The main National Stakeholders involved in ATM in the Republic of Ireland are the following: - The Department of Transport, Tourism and Sport (DTTaS), - The Department of Finance, - The Irish Aviation Authority (IAA) which was appointed in July 2004 as the National Supervisory Authority for Ireland. It is also entrusted with both the regulatory and service provision, - The Air Accident Investigation Unit (AAIU), - The Irish Aviation Authority Operations Division entrusted for provision of air navigation services - The Dublin Airport Authority, - The Shannon Airport Authority, - The Department of Defence.
The activities of these national Stakeholders are detailed in the following subchapters. Their relationships are shown in the chart below.
Institutional Arrangements and Links
LSSIP Year 2016 Ireland 7 Released Issue 1.2.1. Civil Regulator(s)
General Information
In Ireland, civil aviation is the responsibility of The Department of Transport, Tourism and Sport. The Department assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the Irish Aviation Authority - IAA. The IAA is therefore entrusted with both the regulatory and service provision functions which are functionally separated within the organisation. The Department of Transport, Tourism and Sport has nominated the Safety Regulatory Division of the IAA as the National Supervisory Authority in accordance with the EU regulation requirement. The Department of Transport, Tourism and Sport are still considering an (IAA) organisational separation of service provision and regulation. The Department of the Environment, Community and Local Government and the Department of Transport, Tourism and Sport perform the regulatory function for environmental matters in Ireland.
The Irish Government, after consultation with all major stakeholders, published a new Aviation Policy document for Ireland in August 2015. (http://www.dttas.ie/sites/default/files/publications/aviation/english/national-aviation-policy- ireland/national-aviation-policy-ireland.pdf) The IAA is a commercial State body with a Board appointed by the Minister. The IAA is also responsible for the determination of the Enroute Route Charges. The terminal charges at Cork, Dublin, and Shannon where the IAA provide terminal services are subject to economic regulation by the Commission for Aviation Regulation. The Board and staff of the Irish Aviation Authority are committed to providing safe, efficient and cost effective air navigation and regulatory services, which meet the needs of its customers on a sound commercial basis. The Safety Regulation Division (SRD/NSA) of the IAA regulates safety standards in five key areas: Flight Operation Standards, Licensing Standards, Airworthiness Standards, Aviation Security and Air Navigation Standards. Note 1: (Aviation) Noise Regulation will be added to this list in the coming year (2017). The different national entities having regulatory responsibilities in ATM are summarised in the table below. The IAA is further detailed in the following sections.
Activity in ATM: Organisation Legal Basis responsible Rule-making Department of Transport, The Irish civil aviation regulatory framework Tourism and Sport emanates from the Irish Constitution, and is (DTTaS)/Irish Aviation composed of EC Regulations and Statutory Authority (IAA) Instruments (Acts, Orders, Regulations and Directives). The Single European Sky (SES) legislation applies in Ireland and hence the State has two rulemaking systems – a common mechanism at EU level for the development of EC laws and managed by the European Commission and a process at national level for those subjects whose regulation remains a national matter. The DTTaS is signatory to international Conventions, and is responsible for drafting legislation for the aviation sector, plus high-level policy making. The Authority was assigned powers under the Irish Aviation Authority Act, 1993 to make Orders and Regulations for the purpose of giving effect to the Annexes to the Chicago Convention. The DTTaS is the Government Department with responsibility for the transport industry in Ireland including aviation. The IAA is the civil aviation regulatory authority created by legislation to carry out certain State functions.
LSSIP Year 2016 Ireland 8 Released Issue Safety Oversight IAA/SRD/NSA The DTTaS assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the IAA by the enactment of the Irish Aviation Authority Act, 1993. Enforcement actions in case of IAA/SRD/NSA In compliance with Article 4 of Commission non-compliance with safety Regulation (EC) No. 549/2004, the SRD/NSA of the regulatory requirements IAA was established in July 2004, as the National Supervisory Authority (NSA) of Ireland. This issue is within the remit of its competences. Airspace IAA/SRD/NSA Irish Aviation Authority Act 1993 Economic Department of Transport, Aviation Regulation Act, 2001 Tourism and Sport/Commission for Aviation Regulation Environment Department of Air Navigation and Transport Act, 1988 Environment, Community Various Acts from Department of Transport, Tourism and Local Government / and Sport including European Communities Department of Transport, (Greenhouse Gas Emissions Trading) (Aviation) Tourism and Sport Regulations 2010 Security Department of Transport, With effect from 1st January 2013, the Minister for Tourism and Transport, Tourism and Sport assigned Sport/Commission for responsibility for the monitoring of compliance with Aviation Regulation national and EU rules on aviation security to the Irish Aviation Authority (a role previously carried out by the DTTaS until the end of 2012). The IAA security oversight involves inspections and audits of airports, air carriers, cargo companies, airport suppliers and suppliers of in-flight services.
The DTTaS retains overall responsibility for aviation security policy in Ireland and its existing aviation security obligations under all national and international legislation including the Air Navigation and Transport Acts ICAO Annex 17 The Member State functions outlined in all relevant EU Regulations, and ECAC Doc 30
Full list of the relevant legislation is available at https://www.iaa.ie/aviation-security/legislation-1
LSSIP Year 2016 Ireland 9 Released Issue Accident investigation Air Accident Investigation The AAIU of the Department of Transport, Tourism Unit (AAIU) and Sport (DTTaS) is the statutory body responsible for the investigation of accidents and serious incidents. The AAIU conducts its investigations of aviation occurrences in accordance with Annex 13 (10th Edition) to the ICAO Convention, Regulation (EU) No 996/2010 and Statutory Instrument No. 460 of 2009. The fundamental purpose of such investigations is to determine the circumstances and causes of these events, with a view to the preservation of life and the avoidance of similar occurrences in the future. It is not the purpose of such investigations to apportion blame or liability. The SRD/NSA of the IAA is also responsible, in addition to the investigation of serious incidents, for the investigation of non-serious incidents and ATM specific occurrences (i.e. ESARR2). Close cooperation exists between the AAIU and SRD/ NSA in respect of safety occurrences.
Irish Aviation Authority
The Irish Aviation Authority is responsible for ATM safety regulation for Ireland which is applied to civil ATM only and not extended to military operations. Within the Authority, provision of Air Traffic Services (ATS) and Safety Regulation are functionally separate, although there is a plan to implement an organisational separation of both functions. A chart depicting the structure of the SRD/NSA and its organisational dependence within the IAA is shown in Annex B of this document. The safety regulatory function falls under the remit of the Safety Regulation Division and is responsible for a number of tasks including:
• Rule making • Safety oversight • Safety performance monitoring and • ATM safety occurrence analysis
Annual Report published: 2015 https://www.iaa.ie/who-we-are/about-the-irish-aviation-authority/annual- report-accounts/annual-report-accounts-details/docs/default- source/publications/corporate-publications/annual-reports/annual-report- 2015
IAA Web site: www.iaa.ie
LSSIP Year 2016 Ireland 10 Released Issue 1.2.2. IAA Operations Division (ANSP)
Service provided
Air Traffic Services in Irish airspace (En route Business Unit), in the Shannon Oceanic Transition Area, in the Northern Oceanic Transition Area and Communication services in the Shanwick Area are provided by the Operations Division of the IAA. Air Traffic Services at Dublin, Shannon and Cork Airports are also performed by the Operations Division of the IAA (all part of the Terminal Services Business Unit), however, in the rest of Irish airports; these services are performed by the respective Airport Authorities. Further detailed information can be found in Annex B. The following Table lists information about the Irish Provider of Civil Air Navigation Services:
Name of the ANSP: IAA Operations Division Governance: Semi-State Company since 1.1.1994 Ownership: 100% state-owned Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Airport(s) Y AIS Y CNS Y MET N Irish Department of Transport, Tourism and Sport ATCO training Y IAA partner in Entry Point North Ireland (EPNI) for training delivery Others Y Communication Services in the Shanwick Area Additional information: Functional separation from Regulatory Authority Provision of services in Y other State(s):
Annual Report published: Y Report published internally and submitted to NSA but not publicly available.
ANSP Web site: www.iaa.ie
LSSIP Year 2016 Ireland 11 Released Issue
ATC systems in use
Main ANSP part of any technology alliance1 Y COOPANS
FDPS Specify the manufacturer of the ATC system currently in use: Thales ATM (COOPANS) Upgrade2 of the ATC system is performed or planned? Multiple ATM system updates on a rolling basis as required. Replacement of the ATC system by the new one is planned? System will be continually updated – Major upgrade 2019 ATC Unit Shannon , Dublin, Cork and Baldonnell
SDPS Specify the manufacturer of the ATC system currently in use: Thales ATM (COOPANS) Upgrade of the ATC system is performed or planned? Multiple ATM system updates on a rolling basis as required. Replacement of the ATC system by the new one is planned? System will be continually updated – Major upgrade 2019 ATC Unit Shannon , Dublin, Cork and Baldonnell
ATC Units
The ATC units in the Irish airspace, which are of concern to this LSSIP, are the following:
ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Shannon 12 2 London FIR, Brest TWR and Approach service co-located FIR and Shanwick at Shannon Airport as part of IAA FIR Terminal Services Business Unit Dublin 4 2 London Scottish and TWR for Dublin Airport Shannon Cork 0 2 Shannon TWR and Approach service co-located at Cork Airport as part of IAA Terminal Services Business Unit Baldonnel 1 Shannon TWR for Baldonnel Air Base Military Air Base
1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
LSSIP Year 2016 Ireland 12 Released Issue 1.2.3. Airports
General information
Dublin Airport Authority - a commercial semi-state company operates two main airports (Dublin and Cork) in Ireland. A new Shannon Airport Authority was established on January 1st 2013 and now has total responsibility for the running and development of Shannon airport.
Airport(s) covered by the LSSIP
Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan – Edition 2016 (also known as the ESSIP Plan) – Annex E, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. Dublin Airport is the only airport covered in this LSSIP.
1.2.4. Military Authorities
The military authorities and their interests are represented in the National Airspace Policy Body and the Standing Civil/Military Air Navigation Committee. The civil military coordination procedures and practices are contained in a Letter of Agreement (LoA) between the Department of Defence and the IAA. Irish Military Authorities have neither regulatory nor service provision responsibilities as far as civil aviation is concerned. Military ATC units share the same facilities and systems as the civil units but they only manage the traffic within the military areas. Any military airplane transiting civil airspace will be controlled by a civil ATC unit. Their regulatory, service provision and user role in ATM are detailed below.
Regulatory role
Regulatory framework and rule-making
OAT GAT OAT and provision of service for OAT governed Y Provision of service for GAT by the Military N by national legal provisions? governed by national legal provisions? Level of such legal provision: Air Corps Regulation Level of such legal provision: N/A Authority signing such legal provision: General Officer Authority signing such legal provision: N/A Commanding Air Corps 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 OAT/GAT Coordination Y OAT/GAT Coordination N/A ATCO Training Y ATCO Training N/A ATCO Licensing Y ATCO Licensing N/A ANSP Certification Y ANSP Certification N/A ANSP Supervision Y ANSP Supervision N/A Aircrew Training Y ESARR applicability N/A
LSSIP Year 2016 Ireland 13 Released Issue Aircrew Licensing Y Additional Information: NA Additional Information: NA Means used to inform airspace users (other than Means used to inform airspace users (other than military) about these provisions: military) about these provisions: National AIP N/A National AIP N/A National Military AIP N/A National Military AIP N/A EUROCONTROL eAIP N/A EUROCONTROL eAIP N/A Other: Other:
Oversight OAT GAT National oversight body for OAT: Air Corps Baldonnel NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A Additional information: N/A Additional information: N/A
Service Provision role
OAT GAT Services Provided: Services Provided: En-Route Y MIL En-Route N/A Approach/TMA Y MIL Approach/TMA N/A Airfield/TWR/GND Y MIL Airfield/TWR/GND N/A AIS Y MIL AIS N/A MET N National MET Authority MET N/A SAR Y MIL SAR N/A TSA/TRA monitoring Y MIL FIS N/A Other: N/A Other: N/A Additional Information: Additional Information:
Military ANSP providing GAT N If YES, since: N/A Duration of the N/A services SES certified? Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in Y accordance with SES regulations? Additional Information: N/A
User role
IFR inside controlled airspace, Military aircraft OAT only N GAT only Y Both OAT and GAT N can fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing N/A Within specific corridors only N/A Within the regular (GAT) national route network N/A Under radar control N/A Within a special OAT route system N/A Under radar advisory service N/A
LSSIP Year 2016 Ireland 14 Released Issue If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Y Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N CNS exemptions: RVSM N 8.33 N Mode S N ACAS N Others: N/A
Flexible Use of Airspace (FUA)
Military apply 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 2016 Ireland 15 Released Issue Chapter 2 Traffic and Capacity
2.1. Evolution of traffic in Ireland
Ireland - Annual IFR Movements 800.000
700.000
600.000
500.000
400.000
IFR flights IFR movements - Actuals 300.000 IFR movements - Baseline forecast 200.000 IFR movements - High forecast
100.000 IFR movements - Low forecast A = Actual F = Forecast 0 2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F
EUROCONTROL Seven-Year Forecast (September 2016) IFR flights yearly growth 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F H 9.3%6.6%3.4%1.7%2.5%1.8%1.8% Ireland B 0.3%2.8%5.4%9.0%5.1%1.8%1.8%2.0%1.0%1.1% L 8.7%3.6%0.3%0.7%1.1%0.7%0.9% ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1%
2016
Traffic in Ireland increased by 7.9% during Summer 2016 (May to October inclusive), when compared to Summer 2015.
2017-2021 The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 1.3% and 3.2% during the planning cycle, with an average baseline growth of 2.4%.
LSSIP Year 2016 Ireland 16 Released Issue
2.2. Dublin ACC
2.2.1. Traffic and en-route ATFM delays 2012-2021
EIDWACC - Traffic and en-route ATFM delays
900 1.0
800 0.9
700 0.8 0.7 600 0.6 500 0.5 400 0.4 IFR flights (Daily Average) (Daily flights IFR 300 0.3 per flight) (minutes Delay Enroute
200 0.2
100 0.1
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 624 634 659 715 778 Summer Traffic 544 568 595 642 708 Yearly Traffic 491 509 537 578 650 Summer Traffic Forecast 740 758 776 795 795 High Traffic Forecast - Summer 756 792 795 803 812 Low Traffic Forecast - Summer 719 720 728 743 751 Summer enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00 Yearly enroute delay (all causes) * 0.00 0.00 0.00 0.00 0.00
*From 01/01/2016 to 31/10/2016
2.2.2. Performance summer 2016
En-route Delay (min/flight) - Summer Capacity Traffic Evolution 2016 Capacity Baseline Ref value Actual gap +10.3 % 64 (+8%) 0.03 0.00 No Average enroute delay per flight remained at zero minutes per flight in Summer 2016 as in 2015.
Capacity Plan: +3% Achieved Comments A-CDM at Dublin airport No Implementation due 2017 Improved ATFCM, including STAM Yes UK / Ireland FAB initiatives Yes On-going recruitment to maintain staff levels Yes Cross rating training Yes Tower electronic strips No Implementation due 2017 linked to A-CDM Minor upgrade of the ATM system Yes Sector capacity re-evaluation (CAPAN) Yes Maximum configuration: 4 sectors Yes 4 sectors were opened Summer 2016 performance assessment The ACCESS measured baseline of 64 indicates the capacity available during the measured period. The peak 1 hour demand was 57 and the peak 3 hour demand was 47.
LSSIP Year 2016 Ireland 17 Released Issue 2.2.3. Planning Period 2017-2021 – Summer The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) ACC baseline 2017 2018 2019 H 68 6% 69 1% 71 3% Ref. 66 3% 67 2% 68 1% EIDW 64 L 64 0% 65 2% 66 2% Open 66 3% 67 2% 68 1% C/R 66 3% 67 2% 68 1%
Capacity Plan 2017 2018 2019 2020 2021 Free Route Airspace Airspace Management
Advanced FUA New parallel Airport & TMA Network Integration runway 28R/10L Cooperative Traffic Management Improved ATFCM, including STAM Airspace UK / Ireland FAB initiatives Procedures On-going recruitment to maintain staff levels Staffing Cross rating training Upgrade of Technical the ATM system Capacity Significant Events
Max sectors 4 4 4 4 4
Planned Annual Capacity Increase 3% 2% 1% 1% 1%
Reference profile Annual % Increase 3% 2% 1% N/A N/A Difference Capacity Plan v. 0% 0% 0% N/A N/A Reference Profile Annual Reference Value (min) 0.04 0.04 0.03 N/A N/A
Summer reference value (min) 0.03 0.04 0.03 N/A N/A
Additional information IAA expects traffic increase for Dublin in its forecast for 2017 to be from 5.5% to 6.5%.
LSSIP Year 2016 Ireland 18 Released Issue The graphs above shows an outline of available sector configurations for a typical weekday and a weekend day for summer 2017
2017-2021 Planning Period Outlook No capacity issues are foreseen for Dublin ACC during the planning period due to the continuous improvements. However a capacity gap could be experienced throughout the planning period if the traffic continues to grow close to the high traffic forecast. Dublin utilises one runway for most of its operations while an alternative runway is available when specific wind directions prevail. Continued traffic growth in the “High” growth hypothesis will increase the possibility of ATFM restrictions due to “Aerodrome Capacity” at Dublin Airport as the airport infrastructure tries to cope with the increased level of operations.
LSSIP Year 2016 Ireland 19 Released Issue 2.3. Shannon ACC
2.3.1. Traffic and en-route ATFM delays 2012-2021
EISNACC - Traffic and en-route ATFM delays
1800 1.0
1600 0.9
1400 0.8 0.7 1200 0.6 1000 0.5 800 0.4 IFR flights (Daily Average) (Daily flights IFR 600 0.3 per flight) (minutes Delay Enroute
400 0.2
200 0.1
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 1381 1467 1578 1495 1632 Summer Traffic 1189 1199 1250 1279 1378 Yearly Traffic 1075 1074 1086 1127 1245 Summer Traffic Forecast 1418 1448 1469 1489 1507 High Traffic Forecast - Summer 1442 1478 1509 1557 1586 Low Traffic Forecast - Summer 1406 1409 1416 1428 1430 Summer enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00 Yearly enroute delay (all causes) * 0.00 0.00 0.00 0.00 0.00
*From 01/01/2016 to 31/10/2016
2.3.2. Performance summer 2016
En-route Delay (min/flight) - Summer Capacity Traffic Evolution 2016 Capacity Baseline Ref value Actual gap +7.8 % 128 (+3%) 0.05 0.00 No Average enroute delay per flight remained at zero minutes per flight in Summer 2016 as in 2015.
Capacity Plan: 2% Achieved Comments Low level FRA No Planned October 2017 Improved ATFCM, including STAM Yes UK / Ireland FAB initiatives Yes R-LAT (Dec 2015) Yes CPDLC (FANS and ATN) Yes Developing Queue Management programme (London Heathrow XMAN) Yes SPO Yes On-going recruitment to maintain staff levels Yes Minor ATM system upgrade Yes Sector capacity re-evaluation (CAPAN) Yes Extra sectors as required – Dynamic sectorisation available Yes Maximum configuration: 12 sectors Yes 10 sectors open Summer 2016 performance assessment The ACCESS measured baseline of 128 indicates the capacity available during the measured period. The peak 1 hour demand was 117 and the peak 3 hour demand was 106.
LSSIP Year 2016 Ireland 20 Released Issue
2.3.3. Planning Period 2017-2021 – Summer The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) ACC baseline 2017 2018 2019 H 128 0% 129 1% 130 1% Ref. 128 0% 128 0% 129 1% EISN 128 L 128 0% 128 0% 128 0% Open 128 0% 128 0% 129 1% C/R 128 0% 128 0% 129 1%
Capacity Plan 2017 2018 2019 2020 2021 Free Route Airspace Airspace Management LARA
Advanced FUA Implementation Airport & TMA Network Integration Cooperative Traffic Management Improved ATFCM, including STAM UK / Ireland FAB initiatives Airspace R-LAT Phase 2
CPDLC(FANS and ATN) Procedures Developing Queue Management programme (London Heathrow XMAN) Staffing On-going recruitment to maintain staff levels Terrestrial ATM system EU ADS-B
ADS-B upgrade Mandate Space-based Technical ADS-B Extra sectors as required – Dynamic sectorisation available New Significant Events Contingency Centre Max sectors 12 12 12 12 12
Planned Annual Capacity Increase 2% 2% 2% 2% 2%
Reference profile Annual % Increase 0% 0% 1% N/A N/A Difference Capacity Plan v. 2.3% 4.7% 6.2% N/A N/A Reference Profile Annual Reference Value (min) 0.05 0.04 0.04 N/A N/A
Summer reference value (min) 0.05 0.05 0.05 N/A N/A
Additional information
LSSIP Year 2016 Ireland 21 Released Issue
The graphs above show an outline of available sector configurations for a typical weekday and a weekend day for summer 2017
2017-2021 Planning Period Outlook Shannon is a complex airspace due to the variable North Atlantic traffic flow, but the dynamic sectorisation scheme in the upper airspace and the sufficient number of ATM staff will ensure that the ACC continues to meet the forecast traffic growth. No capacity issues are foreseen for Shannon ACC during the planning period.
LSSIP Year 2016 Ireland 22 Released Issue Chapter 3 Master Plan Level 3 Implementation Report recommendations
Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to Ireland for all items that require corrective actions and improvements.
Reference Recommendation 2015 Ownership number Operational stakeholders should ensure that the pace of implementation of pre-SESAR elements is increased, or at least All operational REC-2015/1 kept at the same level to ensure timely delivery of SESAR stakeholders baseline. Corrective actions taken: N/A
Description: On track for IAA as part of LSSIP. Local Stakeholders that declared delays in implementation of ATC15.1, ITY-ADQ, NAV10 to take corrective measures to Local REC-2015/2 reduce the implementation delays, or at least ensure that these Stakeholders delays are not increased. Corrective actions taken: YES
Description: 1. ATC15.1: Implementation of LARA seen as the enabler to complete this objective 2. ITY-ADQ: Full rollout of ASSET system to meet this requirement in full due 2018 3. NAV10: AIRLA project launched July 2016 to update all IAA delivered IFPs to include APV (Regional Airports included in this project- full update as part of LSSIP Report 2017
ANSPs should use the momentum created by PCP funding ANSPs benefiting opportunities to secure and achieve full interoperability in line REC-2015/7 from EU funding with Master Plan Level 1 vision. Corrective actions taken: Yes-partially
Description: Technology division charged with accessing SESAR funding. Note delivery in 2016 of SESAR JU funded Remote Tower Project.
LSSIP Year 2016 Ireland 23 Released Issue Chapter 4 National Projects
A-CDM Enhancements EIDW (2015_078_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/2016 - 30/11/2017 Status: The implementation of CDM at Dublin Airport in line with EUROCONTROL CDM Manual is at rollout phase. Full implementation was planned for rollout in May 2017. However , there is likely to be a delay to this activity in order to ensure that all operators are fully briefed. As implementation post-May 2017 runs into the Summer traffic period, it is likely that ACDM will not be fully implemented until Q3 2017. Description: - Delivering functionality enhancements to basic A-CDM package to cater for EIDW specific requirements - Additional integrations with Airlines and Ground Handlers of A-CDM related data this was initially anticipated to be entered directly into the A-CDM (AOS) platform - Enhancing information sharing between DAA and all A-CDM partners thus providing improved information to the network Link and references ATM MP links: L3: AOP05 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: Project 2015_078_AF2; Family 2.1.3 DP2016:
Aerial Visual Display A-CDM Phase 2 (2015_076_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/2016 - 31/04/2017 Status: - Description: - Improving Situational Awareness - Assisting A-CDM by automatically capturing On and Off block times; - Tracking aircraft on the ground, vehicles - Allowing graphic representation of availability of stands during winter operations - Allowing playback of events for incident investigation - Alerting if vehicles enter a closed area (eg. closed taxiway, construction site etc) Link and references ATM MP links: L3: AOP04.2, AOP05 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: Project 2015_076_AF2; Family 2.1.3 DP2016:
LSSIP Year 2016 Ireland 24 Released Issue
Communications - Migration to VOIP and System Wide Information Management (SWIM) capabilities Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 2015-2019 Status: Ongoing. System update planned 2018. Full completion planned 2019. Description: The project to migrate to Voice Over Internet Protocol (VOIP) and develop System Wide Information Management (SWIM) capabilities is required to meet SESAR requirements. Link and references ATM MP links: L3: COM11 Other links: PCP AF5 Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016:
Communications - VHFTX/RX & VCCS replacement (four locations) Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 2016-2019 Status: VCS replacement planned: - Shannon Tower Q1 2016 - Completed Q1 2017 - Shannon ACC (En route) Q1 2018 - Dublin Q2 2018 - Cork TBC
Full project planned for completion 2019. Description: The majority of capital investment in the communications area is associated with the replacement of the current Voice Communication System (VCS), which will run until 2016. The upgrade involves the installation of new systems at all IAA ATC facilities, at Shannon, Shannon Tower, Dublin and Cork. In the period 2016-2019 the IAA is planning to replace the main VHF Transmitters, Receivers and Antenna systems, as these have been is service since 2006 and will need to be replaced in RP2 as they will have reached their EOL. The IAA maintains a distributed network of VHF Receivers and Transmitters. Link and references ATM MP links: L3: ITY-AGVCS2 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: Ensuring business continuity and safety of service for air traffic operations. Environment: - Capacity: Enables air space sectors to be controlled with fewer ATCO's thereby increasing capacity, particularly at peak times. Cost-efficiency: Increased cost-efficiency. Operational efficiency: -
LSSIP Year 2016 Ireland 25 Released Issue
Contingency Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 2015-2017 Status: Planned completion for Q4 2017 following ATM system testing and validation. Description: The IAA has completed the construction of a new contingency facility which will have the potential to provide near full Shannon capacity and is close enough to the Shannon En route centre, to avoid any of the distance related staffing issues associated with dispatching staff to the contingency facility at Dublin ACC. Link and references ATM MP links: - Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: Enhanced contingency. Environment: - Capacity: The capacity of the en-route contingency centre at Ballygirren will increase to up to 100% of en route traffic demand if deployed. Cost-efficiency: Increased cost-efficiency. Operational efficiency: -
Display TOBT TSAT at the Gate (2015_074_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/2016 - 31/12/2017 Status: This issue has been raised at the Dublin Airport Operations forum and is being addressed by DAA. Description: - Consolidating the Pre-departure Sequence and enhancing predictability by implementing highly recommended milestones: In-bloc (AIBT - milestone n°7 - Airport CDM Manual V4) and Off-bloc (AOBT- milestone n°15 - Airport CDM Manual V4). - Displaying key A-CDM information eg TOBT, TSAT to all stakeholders located at the Gate: Pilots, Ground Handler and AO. Link and references ATM MP links: L3: AOP05 L2: AO-0101 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: Project 2015_074_AF2; Family 2.1.3 DP2016:
LSSIP Year 2016 Ireland 26 Released Issue
Dublin Airspace Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 2014-2015 GNSS updates for RWY 10 approaches completed in 2010. the remaining RWY 16-34 will be included as part of ongoing updated to IAPs. Status: Completed Description: Enhancement to Dublin procedures including GNSS approaches. Link and references ATM MP links: L3: NAV10 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: Increase safety. Environment: - Capacity: Increase capacity. Cost-efficiency: - Operational efficiency: -
LSSIP Year 2016 Ireland 27 Released Issue
Electronic Flight Strip (EFS) Implementation (2015_162_AF2) Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 01/01/2016 - 30/05/2017 Status: EFS Will be rolled in Dublin by April/2017 and will be fully operational by 16th May 2017 Description: Dublin air traffic control operations currently utilise manual paper strips in the tower to co- ordinate and control airport movements on the ground and in the immediate vicinity of the airport. To improve efficiency and safety of tower operations, Dublin plans to introduce an Electronic Flight Progress Strips (EFPS) system. EFPS will simplify the handling of aircraft movements by air traffic controllers and provide enhanced safety nets. It will eliminate the requirement for tower personnel to print and manually annotate paper strips and will provide an electronically stamped record of all controller interactions with the system and therefore, of all aircraft movements at and around the airport.
Project Objective: - Implementation of an Electronic Flight Strip system. - Enhancing information sharing between IAA and A-CDM partners. - Contributing to the implementation of A-CDM at Dublin Airport. Link and references ATM MP links: L3: AOP12 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: Project 2015_162_AF2; Family 2.1.2 DP2016: Performance contribution Safety: EFPS will enhance safety in the tower operations environment by providing electronic barriers to the inappropriate movement of strips, thereby giving warnings to ATCOs of errors before they are made. Environment: Reduce taxi time - sequences taxi time better. Capacity: Improves the runway through put - when linked with Dublin's Automated Surface Movements Guidance Control System (ASMGCS) it will allow more effective co-ordination with the stop-bar system. Cost-efficiency: - Operational efficiency: -
LSSIP Year 2016 Ireland 28 Released Issue
FDP - COOPANS Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Continuous upgrades (Yearly rollout release). Next major upgrade planned for 2019. Status: Ongoing. Description: The objective of COOPANS (Cooperation for Procurement of ANSP Systems) is to establish a single FDP system that would be deployed by the COOPANS partners (currently IAA, LFV, NAVIAIR, CCL and Austro Control). Build 1 was deployed into operation in 2011. The overarching aim of the COOPANS cooperation is to achieve financial savings and reduced investment risks for every ANSP by harmonising, standardising and consolidating the activities of the participating ANSPs. Link and references ATM MP links: L3: ATC12.1, FCM03, ITY-FMTP Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: There are critical safety benefits arising from this project. Environment: Project improves aircraft sequencing and thus reduces holding. Capacity: There are capacity benefits resulting from this project. Cost-efficiency: The cooperation reduces system development costs by approximately 30 per cent when compared with the costs each partner would incur if it had to develop the technology independently. Operational efficiency: -
LSSIP Year 2016 Ireland 29 Released Issue
FDP - Emergency Air Situation Display System Replacement Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 2014-2016 Status: System implemented and operational 2014. Upgrade completed in 2016. Description: The current Emergency Air Situation Display System (EASDS) was introduced into operational service in 2008. It is used as a contingency ATC / FDP system in the event of a major failure of the 'COOPANS' system. The existing supplier is no longer providing support for the product and the plan is to identify a new support partner to support the product and provide system upgrades. If this is unsuccessful the IAA will have to replace the existing system. Link and references ATM MP links: - Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: Business continuity in the event of a COOPANS failure pending entry into operational use of Contingency Centre. Environment: - Capacity: Facilitates the declared capacity of the COOPANS system - requirement for paperless environment. Cost-efficiency: Increased cost-efficiency. Operational efficiency: -
Initial implementation of DMAN (2015_161_AF2 ) Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 01/01/2016 - 30/05/2017 Status: Project close to completion. Electronic Flight Strips planned for operational introduction on 16th May 2017. The D-MAN functionality will be added when A-CDM is implemented locally at EIDW (planned Q3 2017) in line with DAA rollout. Description: - Contributing to the implementation of A-CDM at Dublin Airport - Enhancing information sharing between IAA and A-CDM partners - Implementation of the DMAN as a component of the Electronic Flight Strip system. Link and references ATM MP links: L3: AOP05 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: Project 2015_161_AF2; Family 2.1.1 DP2016:
LSSIP Year 2016 Ireland 30 Released Issue
Lower Airspace review Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 2015- Q1 2018 Status: Project Ongoing. Initial Customer consultation Q1/Q2 2016. First routes removed Q4 2016. Remaining relevant routes are scheduled to be removed in Q4 2017. A small number of conventional routes will remain below FL95, to support conventionally equipped aircraft. Description: Removal of ATS routes from lower airspace. Introduction of FRA airspace in the airspace below FL245 and optimisation of continuous climb and descent operations. Link and references ATM MP links: L3: AOM21.2 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: Increase safety. Environment: - Capacity: Increase capacity. Cost-efficiency: Increase cost-efficiency. Operational efficiency: -
LSSIP Year 2016 Ireland 31 Released Issue
Surveillance & Navigation - ILS programme Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: Updated and under continuous review. Status: A full review of present systems will be under taken 2016/17 Description: Instrument Landing System -There are presently 7 ILSs supported by the IAA, at Cork, Shannon, and Dublin Airports. Two additional ILS systems are planned for the future North Runway 10L/28R in Dublin. ILS systems are critical to the safe and effective operation of terminal and approach services. The existing IAA ILS systems entered operational service in the period 2006-2007 and thus provision is made for their replacement on the grounds of anticipated EOL during RP2. ILS Systems are flight calibrated annually and are subject to significant planned annual maintenance in order to ensure high levels of availability. Based on reduced system performance, or system obsolescence the IAA will replace these systems so as to ensure terminal and approach services are not adversely impacted. Link and references ATM MP links: - Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: Fundamental safety requirement. Environment: - Capacity: Retaining capacity. Cost-efficiency: Increased cost-efficiency. Operational efficiency: -
LSSIP Year 2016 Ireland 32 Released Issue
Surveillance & Navigation - Radar replacement Organisation(s): IAA-ATS Provider (IE) Type of project: National Schedule: 2015-Onwards Status: The Replacement of the Dublin2 Radar is a critical operational requirement for existing national surveillance dual coverage capabilities, to support the 3NM separation requirements in the Dublin Terminal area. In order to maintain 3NM separation in Dublin Airspace at all times, a new Radar is to be installed at a new site, and then Dublin Radar 2 will be replaced at its current site. This will result in the Dublin Surveillance infrastructure supporting 3NM separation, during periods of Radar failure or maintenance. As WAM coverage is best within the footprint of WAM receivers, WAM coverage of the Irish Sea will not meet coverage and accuracy requirements. The IAA plans to commence trials with terrestrial and Space Based ADS-B in 2017 with a view to delivering a layer of ADS-B coverage of the airspace to supplement Radar coverage and ultimately facilitate the IAA in reducing the number of Radars to be replaced in 2021+. All IAA airspace has Mode S coverage sine end 2015. ADS-B operations including Space based ADS-B under evaluation. Description: As a consequence of the 2006-2012 national Radar Replacement program, a layer of Mode-S coverage of all IAA airspace has been delivered. One older combined Primary and Secondary Radar in Dublin has now come to end of life and is to be replaced with two Mode-S capable Radars, from 2017-2019. WAM cannot provide the Irish Sea coverage required and ADS-B equipage is not mandated in the airspace until 2020. Link and references ATM MP links: L3: ITY-SPI Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: Additional layer of surveillance; contingency; potentially better coverage at lower levels. Environment: - Capacity: - Cost-efficiency: ADS-B/WAM provides potentially better coverage at lower levels, with lower opex. Operational efficiency: -
LSSIP Year 2016 Ireland 33 Released Issue
Universal Mobile Display System (UMDS) solution to support A-CDM Implementation (2015_077_AF2) Organisation(s): DUBLIN Airport Authority (IE) Type of project: National Schedule: 01/04/2016 - 31/01/2017 Status: - Description: - Sharing A-CDM information with all A-CDM partners at the airport on mobile devices - Providing powerful functionalities to integrate, operate and monitor information distribution Link and references ATM MP links: L3: AOP05 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: Project 2015_077_AF2; Family 2.1.3 DP2016:
LSSIP Year 2016 Ireland 34 Released Issue Chapter 5 Regional Co-ordination
5.1. FAB Co-ordination
• Implementation of AIXM 5.1 B2B data exchange with NM is ongoing in the UK (2017) and IE (2017) • COTR implementation is completed in both States • The implementation of automatic exchange of the AFP messages is ongoing in IE (2017) and late in the UK (2020) • OLDI implementation is ongoing in the UK (2018) and N/A in IE. MONA function complete in IE and implementation ongoing in the UK (2020)
• Implementation of FRA is completed in IE and ongoing in the UK (2017) • Basic AMAN planned in Manchester and Stansted, implemented in Heathrow, Gatwick and Dublin. Extended AMAN implemented in the UK and ongoing in IE (2018) • RNAV-1 implemented in IE and the UK • APV procedures partly completed in both States
• A-SMGCS Level 1 and 2 implemented in Stansted, Gatwick, Edinburgh and Dublin. Late in Manchester (planned for Level 2), Birmingham and Heathrow • A-CDM completed in Gatwick and Heathrow, partly in Manchester and Edinburgh, planned in Dublin, late in Stansted, Luton and Birmingham • Dublin, Manchester, Gatwick, Heathrow and Stansted in list for mandatory implementation of PCP AF2 functionalities
• Migration to AMHS completed in IE, ongoing in the UK (Q1/2017) • AGDL implemented in IE, ongoing implementation in the UK (2018) • Implementation of FMTP provisions completed in both States • Implementation of AIXM 5.1 B2B data exchange with NM is ongoing in the UK (2021) and IE (Q1/2018)
LSSIP Year 2016 Ireland 35 Released Issue A UK/Ireland FAB Joint Safety Management Arrangements document has been developed by the IAA and NATS and accepted by the NSAs of Ireland and UK. This provides for a harmonised approach to safety management and safety assurance across the ANSPs and have been used on all FAB projects since their development.
The IAA and NATS have operated a FAB Joint Network Management solution since 2013. Based at NATS’ Swanwick Centre, the Flow Management Position provides network management services for the FAB airspace. This joint solution continues to optimise the capacity of airspace in the vicinity of the FIR boundary and has permitted a more effective streaming of traffic flows between the FAB ANSP partners.
The UK/Ireland FAB partners will, during RP2 (2015-2019), reduce the average cost per flight of ATM service provision by close to 20%. Additionally, total cumulative customer savings enabled by the FAB are expected to exceed €336 Million by 2020 (including the value of enabled cuts to fuel burn & CO2 emissions).
Both UK/Ireland FAB partner ANSPs operate to global industry best practices and in full compliance with all European and National security legislation.
The ANSP partners in the UK/Ireland FAB operate to the highest levels of operational efficiency and will continue to do so in order to enhance safety, lower costs, reduce delays and cut emissions in compliance with the challenging targets of the FAB RP2 performance plan.
Changes in airspace design and operational procedures by the UK/Ireland FAB partners will facilitate the savings of 330,000 tonnes of fuel and a reduction of 1.06 Million tonnes of CO2 emissions by 2020.
LSSIP Year 2016 Ireland 36 Released Issue
5.2. FAB Projects
Dynamic Sectorisation Operational Trial (DSOT) Organisation(s): CAA (UK), IAA (IE), IAA-ATS Provider (IE), NATS Type of project: FAB (UK) Schedule: 2015 trial completed - further activation under consideration Status: 75% of the objectives have been met during phase1 of the trial. The overall objective of this trial is to allow the UK-Ireland FAB to gather evidence in support of the dynamic sectorisation operational concept. Description: Dynamic Sectorisation Operational Trial (DSOT) allowed the FAB partners to test new ways of delivering Air Traffic Management (ATM) services to our airline customers and to gather information on efficiencies that could be gained through the SESAR concept of ‘dynamic sectorisation’ Phase 1 commenced in January 2014 and saw the delegation of ATM service provision in part of the UK’s Rathlin West sector to the IAA. Air Traffic Controllers from the IAA’s Shannon Centre provided an ATM service in this part of UK airspace. Phase 1 was very successful with approximately 75% of the trial objective being achieved and was completed in September 2014. The DSOT trial was completed in 2015 and lessons learned from these trials will enable further co-operation in the areas of dynamic sectorisation and cross border service delivery. Link and references ATM MP links: - Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: - Environment: Introduction of a trialled route free network will contribute to more efficient operations for airlines and will help to reduce Co2 emissions by uploading less fuel. Capacity: - Cost-efficiency: - Operational efficiency: -
XMAN Queue Management is a crucial project to deliver optimisation of the FAB airspace and also demonstrates our commitment to working with other FABs. The first stage of this is a Cross Border Arrival Management (XMan) trial which began early 2014. During the trial there has been collaboration with the following partners - DSNA/MUAC/IAA Shannon & NATS Prestwick to ensure coordination with the FABEC XMAN project. AMAN information will be sent to neighbouring ANSPs via XML (Web Based) message. At 350nm from London Heathrow, partners will act on Heathrow delay information if necessary and cruise speed will only be reduced if the delay is anticipated to be 10 minutes or more. Initially a speed reduction of between M0.02 and M0.03 will be applied dependent upon various factors. If speed is reduced in cruise then the plan considers a maximum speed in the descent of 270kts. The target is to remove a further 2 minutes of stack holding at Heathrow.
LSSIP Year 2016 Ireland 37 Released Issue Network Management The ANSP partners in the UK - Ireland FAB agreed that the most efficient way to comply with the Network Management IR was to combine this activity into one operation carried out by the London Flow Management Position (FMP) in Swanwick. This joint Network Management initiative has been working very well since March 2012 with almost no delay being experienced by Customers on the boundary between Irish and UK airspace. This cooperation also allows the IAA to avoid the cost of opening and maintaining a flow management position in Shannon and Dublin ACCs, delivering significant savings to the FAB's customers.
Harmonised 18,000ft Transition Altitude On the 31st January 2012 the UK Civil Aviation Authority (CAA) commenced initial consultation with UK aviation stakeholders on the policy to harmonise the Transition Altitude (TA) both inside and outside controlled airspace (CAS) in the London and Scottish Flight Information Regions (FIRs). No specific level was identified in the consultation and there was no Concept of Operations (CONOPs) available at that time.
The UK CAA, NATS, IAA ANSP and IAA Safety Regulation are continuing to work collaboratively towards the introduction of a harmonised 18,000ft Transition Altitude across the airspace of both countries. The project has led to the joint identification of change associated risks and potential mitigations, and the development of operational procedures that ignore the FIR boundary between the two States. A harmonised rising of the Transition Altitude better facilitates the total redesign of the London Terminal Manoeuvring Area whilst preventing the introduction of operational inefficiencies at the FIR boundary.
Also, in early 2014, the UK, Ireland, the Isle of Man and Norway signed a Letter of Intent committing to their aim of implementing a TA of 18,000ft at the same time.
In line with the FAS implementation work, the UK is now working towards the implementation of an 18,000 harmonised Transition Altitude. To that effect, a CONOPs document has been developed to meet the requirements of aviation stakeholders both inside and outside CAS. Consultation on this CONOPS was completed in 2016. A decision to move to operational implementation is expected in Q4 2017.
LSSIP Year 2016 Ireland 38 Released Issue 5.3. Regional cooperation
5.3.1. Regional Cooperation Initiatives
Borealis Alliance The Alliance Framework Agreement (AFA) is a business co-operation signed on the 20th of June 2012. The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. On the same day the co- operation agreement known as NEAP (North European ANS Providers) was formally ended. The members of Borealis are Avinor (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden), LGS (Latvia), NATS (UK) and Naviair (Denmark). Borealis has two objectives, the first related to delivering value through business co-operation between the Members, and the second one being collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint business plan.
COOPANS On the 3rd of April 2006, the IAA, LFV Group (Sweden) and Naviair (Denmark) signed a contract with Thales ATM to mark the initiation of a purchasing agreement known as COOPANS. Each of these ANSPs had previously procured, under separate contracts, the Thales EUROCAT ATM System and the objective of this agreement is to facilitate the joint procurement of upgrades to their existing common systems. Joint procurement under COOPANS facilitates upgrades to each ATM system to meet new operational needs, ensure supportability and reduce life cycle costs. The risks associated with the introduction of completely new ATM systems are also reduced through this new incremental approach. The COOPANS agreement caters for any essential requirements necessitated by the SES and SESAR initiatives. It also demonstrates the intent of the three ANSPs to collaborate in a way which will bring real benefits to airlines whilst embracing the spirit of the Single European Sky move towards common systems. In addition, the agreement is based on an open door concept whereby other ANSPs will be able to join at a later date. As a result, Austro Control became member of COOPANS in 2010, followed by Croatia Control in 2011. The COOPANS system was successfully implemented in Q1/Q2 2011 in Dublin, Shannon, Cork and Baldonnel, with the next major (IAA ATM System) upgrade planned for 2019.
LSSIP Year 2016 Ireland 39 Released Issue
5.4. Regional Projects
Borealis FRA Implementation (Part 2) (2015_227_AF3_A; 2015_227_AF3_B) Organisation(s): AVINOR AS (NO), EANS (EE), FINAVIA (FI), IAA- Type of project: Regional ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) Schedule: 15/02/2016 - 31/12/2020 Status: - Description: Project Objective: - Implementing FRA, which is a key element of ATM Functionality (AF3) - Flexible Airspace Management and Free Route, across three functional airspace blocks (FABs). Namely, NEFAB, DK-SE FAB and UK-IRE FAB - The implementation will support the achievement of the flight efficiency targets for RP2 of the performance scheme. The Performance Review Body (PRB) and the Network Manager (NM) has highlighted the need to pay particular attention to interfaces between the Functional Airspace Blocks (FABs) and the deployment of FRA initiatives to achieve these targets - Reducing fuel consumption by allowing users to flightplan their preferred trajectories - Introducing seamless integration among ACCs - Reducing the effort on ATCOs by allowing a more cost-effective approach, while keeping the highest level of safety - The implementation also includes EANS (Estonia) who are applying for funding their contribution towards implementation through the Cohesion fund Contributors: Avinor Flysikring AS, Finavia, Irish Aviation Authority, LFV, NATS, Naviair, Ryanair, LGS, EANS, Isavia The project implementation scope depend on the coordinated work of all 9 partners (Avinor Flysikring AS, Finavia, IAA, LFV,LGS, NATS, Naviair, EANS, Isavia, Ryanair) and is split into a cohesion and non-cohesion part. Link and references ATM MP links: L3: AOM21.2 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: 2015_227_AF3_A and 2015_227_AF3_B; DP2016: Family 3.2.4
LSSIP Year 2016 Ireland 40 Released Issue
Borealis Free Route Airspace (Part 1) Organisation(s): AVINOR AS (NO), EANS (EE), FINAVIA (FI), IAA- Type of project: Regional ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) Schedule: 01/01/2014 - 31/12/2016 Status: Planning is on-going awaiting the implementation of the common NEFRA in June 2016 Description: The Borealis Alliance will implement Free Route Airspace (FRA) within the NEFRA region that consists of the two functional airspace blocks (FAB) of Denmark-Sweden and North European Functional Airspace Block (Estonia, Finland, Latvia, Norway). Free Route Airspace is a key element of the Pilot Common Project and NEFRA is a crossborder inter- FAB region of Europe. This project will be broken down into airspace design, fast and real-time simulations and finally implementation. A second part is planned at a later stage to cover also the airspaces of UK, Ireland and Iceland. Link and references ATM MP links: L3: AOM21.2 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: Project 020AF3; Family 3.2.4 DP2016:
Harmonisation of Technical ATM Platform in 5 ANSP including support of free Route Airspace and preparation of PCP program (COOPANS B3.3 , B3.4 and B4.1) (2015_207_AF3_A; 2015_207_AF3_B) Organisation(s): Austrocontrol (AT), CCL Service Provider (HR), IAA- Type of project: Regional ATS Provider (IE), LFV (SE), Naviair (DK) Schedule: 01/01/2016 - 31/12/2019 Status: - Description: - Harmonisation of ATM platforms in 5 ANSP's to gain economy of scale for PCP implementations - Platform support for AF3 Free Route Airspace - Preparation of other PCP related implementations Link and references ATM MP links: - Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: 2015_207_AF3_A and 2015_207_AF3_B; DP2016: Family 3.2.1
LSSIP Year 2016 Ireland 41 Released Issue Chapter 6 Implementation Objectives Progress
6.1. State View
6.1.1. Overall Objective Implementation Progress distribution for applicable Implementation Objectives
1; 2% Completed Ongoing 6; 14% Planned Late 4; 10% 20; 48% No Plan 2; 5% Not Applicable 9; 21% Missing Data Undefined
6.1.2. Objective Progress per SESAR Key Feature
Legend:
## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)
100% = Objective completed = Completion beyond Implementation Objective timeline
Optimised ATM Network Services
Average implementation progress: 29%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
Harmonise Operational Air Traffic 12% AOM13.1 (OAT) and General Air Traffic (GAT) handling 33% AOM19.1 ASM support tools to support A‐FUA
ASM Management of real‐time 0% AOM19.2 ‐ airspace data ASM Management of real‐time 0% AOM19.3 ‐ airspace data Enhanced tactical flow management 100% FCM01 services 75% FCM03 Collaborative flight planning
FCM04.1 STAM Phase 1 n/a
0% FCM04.2 STAM Phase 2 ‐
5% FCM05 Interactive rolling NOP
37% FCM06 Traffic Complexity Assessment
LSSIP Year 2016 Ireland 42 Released Issue Advanced Air Traffic Services
Average implementation progress: 89%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
100% AOM21.1 Direct Routing
100% AOM21.2 Free Route Airspace
100% ATC02.2 STCA Level 2
100% ATC02.8 Ground‐based Safety Nets
ATC07.1 AMAN tools and procedures
EIDW ‐ Dublin Airport 100%
Automated support for conflict detection, resolution 100% ATC12.1 support information and conformance monitoring Implement, in en‐route operations, information 85% ATC15.1 exchange tools & procedures in support of basic AMAN Arrival Management extended to en‐route 0% ATC15.2 ‐ airspace 100% ATC16 ACAS II compliant with TCAS II change 7.1
Electronic dialogue as automated assistance to ATC17 n/a controller during coordination and transfer
ENV01 Continuous Descent Operations
EIDW ‐ Dublin Airport 100%
Ground‐ground automated co‐ordination 100% ITY‐COTR processes 100% NAV03 RNAV 1
78% NAV10 APV procedures
LSSIP Year 2016 Ireland 43 Released Issue
High Performing Airport Operations
Average implementation progress: 57%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOP04.1 A‐SMGCS Level 1
EIDW ‐ Dublin Airport 100%
AOP04.2 A‐SMGCS Level 2
EIDW ‐ Dublin Airport 100%
AOP05 Airport CDM
EIDW ‐ Dublin Airport 65%
AOP10 Time‐Based Separation
EIDW ‐ Dublin Airport 0%
AOP11 Initial Airport Operations Plan
EIDW ‐ Dublin Airport 0%
Improve runway and airfield safety with ATC
AOP12 clearances monitoring EIDW ‐ Dublin Airport 46%
Automated assistance to Controller for Surface
AOP13 Movement Planning and Routing EIDW ‐ Dublin Airport ‐ 0%
ENV02 Collaborative Environmental Management
EIDW ‐ Dublin Airport 100%
Improve runway safety by preventing runway 100% SAF11 excursions
LSSIP Year 2016 Ireland 44 Released Issue
Enabling Aviation Infrastructure
Average implementation progress: 68%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
100% COM10 Migrate from AFTN to AMHS
10% COM11 Voice over Internet Protocol (VoIP)
0% FCM08 Extended Flight Plan ‐
INF04 Integrated briefing n/a
100% INF07 Electronic Terrain and Obstacle Data (eTOD)
83% ITY‐ACID Aircraft identification
Ensure quality of aeronautical data and 54% ITY‐ADQ aeronautical information 100% ITY‐AGDL Initial ATC air‐ground data link services
8,33 kHz air‐ground voice channel spacing below 34% ITY‐AGVCS2 FL195 100% ITY‐FMTP Common Flight Message Transfer Protocol
100% ITY‐SPI Surveillance performance and interoperability
LSSIP Year 2016 Ireland 45 Released Issue 6.1.3. ICAO ASBU Implementation
The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group). Legend:
= Completed (during 2016 or before) = Missing planning date
= Progress achieved in 2016 = Not applicable
<16 16 17 18 19 20 21 22 23 24 ≥25
100% B0‐APTA Optimization of Approach Procedures 78% including vertical guidance
100% B0‐SURF Safety and Efficiency of Surface Operations
(A‐SMGCS Level 1‐2)
100% B0‐FICE Increased Interoperability, Efficiency and
Capacity through Ground‐Ground Integration
100% B0‐DATM Service Improvement through Digital 54% Aeronautical Information Management 100% B0‐ACAS ACAS Improvements
100% B0‐SNET Increased Effectiveness of Ground‐Based
Safety Nets 100% B0‐ACDM Improved Airport Operations through 65%
100% B0‐RSEQ Improved Traffic flow through Runway 92% sequencing (AMAN/DMAN)
100% B0‐FRTO Improved Operations through Enhanced En‐ 78% Route Trajectories
100% B0‐NOPS Improved Flow Performance through 88% Planning based on a Network‐Wide view 100% B0‐ASUR Initial capability for ground surveillance
100% B0‐CDO Improved Flexibility and Efficiency in Descent
Profiles (CDO)
100% B0‐TBO Improved Safety and Efficiency through the
initial application of Data Link En‐Route
LSSIP Year 2016 Ireland 46 Released Issue 6.2. Detailed Objectives Implementation progress
Two colour codes are used for each Implementation Objective ‘box’: o a colour code is used to show the Objective Scope in the Objective ID cell, and o another colour code is used to show the Objective Progress in the State and for each national stakeholder.
(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC Completed No Plan EU+ Ongoing Not Applicable Multi-N Planned Missing Data APT Late
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling AOM13.1 Timescales: 12% Ongoing Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 ‐ Ireland has very limited OAT traffic and there is little requirement from the military to fly OAT in controlled airspace. However OAT operating as GAT is provided for through Letter of Agreement between ASP and MIL. Additionally, ASP, MIL and REG meet on a quarterly basis and this item is under discussion 31/12/2018 with reference to EUROAT and EUR DOC 032. At a national level, the National Airspace Policy Body (NAPB) meet annually and review application of FUA strategy. This forum involves ASP, MIL, REG and the State. REG (By:12/2018) The legislation at present precludes the operation of OAT in Ongoing IAA controlled airspace as OAT. Under review at quarterly ‐ 40% 31/12/2018 meetings for implementation by 31st December 2018 Under review through quarterly meetings for implementation Ongoing Mil. Authority ‐ 40% by 31st December 2018 31/12/2018 ASP (By:12/2018) IAA‐ATS Under review through quarterly meetings for implementation Ongoing ‐ 5% Provider by 31st December 2018 31/12/2018 MIL (By:12/2018) Under review through quarterly meetings for implementation Ongoing Mil. Authority ‐ 5% by 31st December 2018 31/12/2018
ASM support tools to support A‐FUA Timescales: AOM19.1 33% Ongoing Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 ‐ Planned in conjunction with NATS as part of the FAB integrated network management function. Once 30/03/2018 again we will implement the NATS solution and will provide a FAB solution. ASP (By:12/2018) IAA‐ATS Ongoing ‐ ‐ 33% Provider 30/03/2018
LSSIP Year 2016 Ireland 47 Released Issue ASM Management of Real‐Time Airspace Data Timescales: AOM19.2 0% No Plan Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 ‐ As this is a new objective, there is no plan currently under consideration. ‐ ASP (By:12/2021) IAA‐ATS No Plan ‐ ‐ 0% Provider ‐
Full rolling ASM/ATFCM process and ASM information sharing Timescales: AOM19.3 0% No Plan Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 ‐ As this is a new objective, there is no plan currently under consideration. Given the low demand within the Irish state for a full rolling ASM/ATFCM process, this is not a high priority. Manual processes for this ‐ objective are in place and will be reviewed in line with the NAPB (FUA) requirements. ASP (By:12/2021) As this is a new objective, there is no plan currently under No Plan consideration. Given the low demand within the Irish state for IAA‐ATS a full rolling ASM/ATFCM process, this is not a high priority. ‐ 0% Provider ‐ Manual processes for this objective are in place and will be reviewed in line with the NAPB (FUA) requirements.
Direct Routing Timescales: AOM21.1 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 ‐ Direct routeings were introduced in Ireland as part of the Free Route project implemented on the 17/12/2009 17/12/2009 ASP (By:12/2017) IAA‐ATS Completed See AOM21.2 ‐ Implement Free Route Airspace ‐ 100% Provider 17/12/2009
Free Route Airspace Timescales: AOM21.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 ‐ Free Route Airspace implemented in Ireland at and above FL245 since Dec/2009. IAA are working with 31/12/2009 NATS on the implementation of Direct Route Airspace in part of Scottish airspace. ASP (By:12/2021) Borealis FRA Completed Implementati on (Part 2) / Borealis Free Free Route Airspace implemented in Ireland at and above Route IAA‐ATS FL245 since Dec/2009. IAA are working with NATS on the Airspace (Part 100% Provider implementation of Direct Route Airspace in part of Scottish 1) / High Level 31/12/2009 airspace. Sectors development / Lower Airspace review
LSSIP Year 2016 Ireland 48 Released Issue Advanced Surface Movement Guidance and Control System (A‐ SMGCS) Level1 AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 EIDW ‐ Dublin Airport ASMGCS Level 1 has been implemented in Dublin Airport. 31/10/2009 REG (By:12/2010) Completed IAA ‐ ‐ 100% 31/08/2009 ASP (By:12/2011) IAA‐ATS Completed ‐ ‐ 100% Provider 31/10/2009 APO (By:12/2010) DUBLIN Completed Airport ‐ ‐ 100% 31/10/2009 Authority
Advanced Surface Movement Guidance and Control System (A‐ SMGCS) Level 2 AOP04.2 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 EIDW ‐ Dublin Airport A‐SMGCS Level 2 fully implemented at Dublin Airport. 30/06/2011 ASP (By:12/2017) IAA‐ATS Completed A‐SMGCS Level 2 fully implemented at Dublin Airport. ‐ 100% Provider 30/06/2011 APO (By:12/2017) DUBLIN Aerial Visual Completed Airport A‐SMGCS Level 2 fully implemented at Dublin Airport. Display A‐ 100% 30/06/2011 Authority CDM Phase 2
Airport Collaborative Decision Making (CDM) Timescales: AOP05 65% Late Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 EIDW ‐ Dublin Airport The implementation of CDM at Dublin Airport in line with EUROCONTROL CDM Manual is at rollout phase. Full implementation was planned for rollout in May 2017. However , there is likely to be a delay to this activity in order to ensure that all operators are fully briefed. As implementation post‐May 2017 runs 30/10/2017 into the Summer traffic period, it is likely that ACDM will not be fully implemented until Q3 2017. The updated implementation date reflects this. ASP (By:12/2016) The implementation of CDM at Dublin Airport in line with Late EUROCONTROL CDM Manual is at rollout phase. Full implementation was planned for rollout in May 2017. Initial IAA‐ATS However , there is likely to be a delay to this activity in order implementati 62% Provider to ensure that all operators are fully briefed. As 30/10/2017 on of DMAN implementation post‐May 2017 runs into the Summer traffic period, it is likely that ACDM will not be fully implemented until Q3 2017. The updated implementation date reflects this. APO (By:12/2016) A‐CDM Enhancements EIDW / Late Aerial Visual Display A‐CDM DUBLIN Dublin Airport Authorities are planning the Phase 2 / Display TOBT TSAT at Airport implementation of CDM at Dublin Airport the Gate / Universal Mobile 68% 30/10/2017 Authority in line with the EUROCONTROL Manual. Display System (UMDS) solution to support A‐CDM Implementation
LSSIP Year 2016 Ireland 49 Released Issue
Time Based Separation Timescales: AOP10 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 EIDW ‐ Dublin Airport The implementation of Time Based Separation is under consideration for Dublin as part of the implementation of a new parallel runway in 2020. With rapidly increasing traffic levels at Dublin Airport influencing the early construction of a parallel runway, Time‐Based Separation (TBS) for Final Approach which involves the application of time‐based wake turbulence radar separation rules on final approach for consistent time spacing between arriving aircraft is likely to become a solution to a growing runway 31/12/2021 throughput issue. Currently available Point Merge procedure for RWY10/28 at EIDW is delivering on traffic throughput. This capability will be considered as part of procedure development for the north runway and will include consideration of TBS. REG (By:12/2023) The implementation of Time Based Separation is under Planned consideration for Dublin as part of the implementation of a IAA ‐ 0% new parallel runway in 2020 and regulatory approval will be 31/12/2021 part of this process ASP (By:12/2023) The implementation of Time Based Separation is under Planned consideration for Dublin as part of the implementation of a IAA‐ATS north parallel runway in 2020 and appropriate publication will ‐ 0% Provider 31/12/2021 be part of any plan. There is no progress to report for this LSSIP reporting period.
Initial Airport Operations Plan Timescales: AOP11 0% Planned Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 EIDW ‐ Dublin Airport Implementation will be considered in conjunction with the introduction of ACDM 31/12/2021 ASP (By:12/2021) IAA‐ATS Implementation will be considered in conjunction with the Planned ‐ 0% Provider introduction of ACDM 31/12/2021 APO (By:12/2021) DUBLIN Planned Implementation will separately addressed following full Airport ‐ 0% implementation of ACDM. 31/12/2021 Authority
Improve runway and airfield safety with ATC clearances monitoring Timescales: AOP12 46% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 EIDW ‐ Dublin Airport EFS activity rollout has been completed and (ATS) training is scheduled for completion end Q1 2017. The 31/12/2020 implementation date of October 2017 reflects the ACDM implementation, although not connected. ASP (By:12/2020) Electronic Ongoing Flight Strip IAA‐ATS The introduction of electronic flights strips 2016/2017 will be a (EFS) 62% Provider enabler for this project. 31/10/2017 Implementati on APO (By:12/2020) DUBLIN Planned The introduction of electronic flights strips 2016/2017 will be a Airport ‐ 0% enabler for this project. 31/12/2020 Authority
LSSIP Year 2016 Ireland 50 Released Issue Automated assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% No Plan Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 EIDW ‐ Dublin Airport This is a new objective. There is currently no plan in place by the ASP. However, A‐SMGCS Level 2 is in place at EIDW. This objective will be considered in line with development of systems and procedures for ‐ integration of Dublin North Runway. REG (By:12/2023) No Plan IAA ‐ ‐ 0% ‐ ASP (By:12/2023) IAA‐ATS No Plan ‐ ‐ 0% Provider ‐
Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 ‐ The IAA has implemented STCA ‐ Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all STCA Level 2 requirements. 31/12/2011 Upgrades to the STCA function have been conducted in line with the EUROCONTROL Specification and STCA parameters have been tuned to the operational environment according to it. ASP (By:01/2013) The IAA has implemented STCA ‐ Level 2 in all ACCs, TMAs and Completed TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all STCA Level IAA‐ATS FDP ‐ 2 requirements. Upgrades to the STCA function have been 100% Provider COOPANS 31/12/2011 conducted in line with the EUROCONTROL Specification and STCA parameters have been tuned to the operational environment according to it.
Ground‐based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 ‐ The IAA has implemented APW, MSAW and APM ‐ Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all Level 2 31/12/2011 requirements. Upgrades to the functions have been conducted in line with the EUROCONTROL Specification and parameters have been tuned to the operational environment according to it. ASP (By:12/2016) The IAA has implemented APW, MSAW and APM ‐ Level 2 in all Completed ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 IAA‐ATS incorporating all Level 2 requirements. Upgrades to the ‐ 100% Provider 31/12/2011 functions have been conducted in line with the EUROCONTROL Specification and parameters have been tuned to the operational environment according to it.
LSSIP Year 2016 Ireland 51 Released Issue AMAN tools and procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 EIDW ‐ Dublin Airport System installed and tested. Controllers trained. Procedures implemented. Limited operational use due to low traffic levels. Feasibility study planned for integration with NATS ATM system as part of the FAB 31/08/2009 activities. System update to incorporate the Point Merge System at Dublin. ASP (By:12/2019) IAA‐ATS Completed ‐ ‐ 100% Provider 31/08/2009
Automated support for conflict detection, resolution support information and conformance monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 ‐ The present system supports MTCD‐ Medium Term Conflict Detection MSFLP‐ Minimum Safe Flight Level Probe SAP‐ Segregated Airspace Probe AMAN‐ MAESTRO MONA for route and cleared level adherence monitoring (CLAM); 31/12/2009 SYSCO for intersector co‐ordination and transfer and limited co‐ordination (basic OLDI: ACT, ABI, LAM) with external centres.
Our palette of support tools have been developed to support FRA which was implemented in 2009 but the requirement for further support tools is kept under constant review. ASP (By:12/2021) The present system supports Completed MTCD‐ Medium Term Conflict Detection MSFLP‐ Minimum Safe Flight Level Probe SAP‐ Segregated Airspace Probe AMAN‐ MAESTRO MONA for route and cleared level adherence monitoring IAA‐ATS (CLAM); FDP ‐ 100% Provider SYSCO for intersector co‐ordination and transfer and limited COOPANS 31/12/2009 co‐ordination (basic OLDI: ACT, ABI, LAM) with external centres.?
Our palette of support tools have been developed to support FRA which was implemented in 2009 but the requirement for further support tools is kept under constant review.
LSSIP Year 2016 Ireland 52 Released Issue Implement, in en‐route operations, information exchange mechanisms, tools and procedures in support of basic AMAN ATC15.1 Timescales: 85% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 ‐ System already capable for interface between Dublin TMA and Shannon ACC although not yet used operationally within Ireland. Cross‐border use of AMAN with NATS FAB partner was introduced in April 2014 as part of the XMAN project. There currently no plans yet to implement the objective with other partners or to extend the scope of the collaboration with the UK.
31/12/2018 The key interfaces between IAA and NATS is at the IOM/Scottish sectors for EGCC and EGBB arrivals/ departures and with the STU sector for London TMA arrivals/departures. Further development with the French ATSU is not considered as required, given that the interface is primarily enroute traffic.
A further progress update will be delivered for the LSSIP 2017 reporting period. ASP (By:12/2017) System already capable for interface between Dublin TMA and Late Shannon ACC although not yet used operationally within Ireland. However, cross‐border use of AMAN with NATS our IAA‐ATS FAB partner was introduced in April 2014 as part of the XMAN ‐ 85% Provider 31/12/2018 project. There currently no plans yet to implement the objective with other partners or to extend the scope of the collaboration with the UK.
Arrival Management extended to en‐route Airspace Timescales: ATC15.2 0% No Plan Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 ‐ New objective. While there is no specific plan commenced, the IAA has responsibility for deliver of traffic from the en‐route airspace to state airports in Ireland: EIDW, EICK, EINN and Regional, non‐state airports: EIDL, EISG, EIKN, EIKY and EIWF. This task is managed internally with the IAA ATM system for state airports and more manually for non‐state airports.
‐ in line with the ATC 15.1 objective, it is the position of the IAA that there is no need for further development in this area, when the geographical location of IAA controlled en‐route airspace and the interfaces with this airspace are considered.
This objective will be re‐visited for the LSSIP 2017 report. ASP (By:12/2023) IAA‐ATS No Plan ‐ ‐ 0% Provider ‐
LSSIP Year 2016 Ireland 53 Released Issue Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 ‐ Objective implemented according to EASA requirements. AIC No 02/15 published in February 2015 to provide guidance and/or awareness to AOC holders and general aviation stakeholders (as applicable) on 31/12/2015 the implementation of various Commission regulations, including Regulation (EU) No 1332/2011. REG (By:12/2015) Completed IAA Done according to EASA requirements ‐ 100% 31/12/2015 ASP (By:03/2012) IAA‐ATS Completed Done according to EASA requirements ‐ 100% Provider 31/03/2012 MIL (By:12/2015) Completed Mil. Authority Done according to EASA requirements ‐ 100% 31/12/2015
Electronic Dialogue as automated assistance to controller during coordination and transfer ATC17 (Outside Applicability Area) % Not Applicable Timescales: ‐ not applicable ‐ ‐ See stakeholder comments. ‐ ASP (By:12/2018) The ATM system is capable to exchange all the OLDI messages Not Applicable IAA‐ATS referred to in this objective, however no benefit is currently ‐ % Provider foreseen from their operational implementation. Plans could ‐ be reviewed in the future in conjunction with the UK.
Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 ‐ IAA system is certified compliant with AMHS. Migration to enhanced AMHS will be based on testing and coordination with NATS and DSNA. Will be completed before Q4 2016 and at present are awaiting test 31/12/2012 dates with the UK. ASP (By:12/2018) IAA‐ATS Completed ‐ ‐ 100% Provider 31/12/2012 IAA system is certified compliant with AMHS. Migration to Completed enhanced AMHS will be based on testing and coordination Mil. Authority ‐ 100% with NATS and DSNA. Will be completed before Q4 2016 and 31/12/2012 at present are awaiting test dates with the UK
LSSIP Year 2016 Ireland 54 Released Issue Voice over Internet Protocol (VoIP) Timescales: COM11 10% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 ‐ The communications system is presently being upgraded and this will be complete in 2017. A new en‐ route contingency centre will be fully VoIP complaint in Q4 2017. The full migration and implementation planned for 2019 as part of a FAB plan. All activity is proceeding according to plan. 31/03/2019 The LSSIP report for 2017 will be updated to include specific deliverables achieved.
ASP (By:12/2020) Communicati Ongoing ons ‐ The communications system is presently being upgraded and Migration to this will be complete in 2017. A new en‐route contingency VOIP and IAA‐ATS centre will be fully VoIP complaint in Q4 2017 The full System Wide 10% Provider 31/03/2019 migration and implementation planned for 2019 as part of a Information FAB plan. Management (SWIM) capabilities
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 EIDW ‐ Dublin Airport The introduction of point merge system at Dublin Q4/2012 and updated in 2015 introduced CDO techniques. Over 95% of the airlines operating in Dublin Airport are already equipped to fly CDO 31/12/2012 procedures. ASP (By:12/2013) The introduction of point merge system at Dublin Q4/2012and Completed IAA‐ATS updated in 2015 introduced CDO techniques. Over 95% of the ‐ 100% Provider airlines operating in Dublin Airport are already equipped to fly 31/12/2012 CDO procedures. APO (By:12/2013) The introduction of point merge system at Dublin Q4/2012 Completed DUBLIN and updated in 2015 introduced CDO techniques. Over 95% of Airport ‐ 100% the airlines operating in Dublin Airport are already equipped to 31/12/2012 Authority fly CDO procedures.
Airport Collaborative Environmental Management Timescales: ENV02 100% Completed Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 EIDW ‐ Dublin Airport See stakeholders comments. 31/12/2012 ASP (By:12/2016) IAA‐ATS Completed IAA participates in the local environmental group. ‐ 100% Provider 31/12/2012 APO (By:12/2016) DUBLIN Completed Airport Environmental group in place. All local stakeholders involved. ‐ 100% 31/12/2012 Authority
LSSIP Year 2016 Ireland 55 Released Issue Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 ‐ All SLoAs implemented except supplying the CFMU with Departure Planning Information (DPI) which will 31/12/2011 be implemented as part of the Dublin CDM project. ASP (By:07/2014) All SLoAs implemented except supplying the CFMU with Completed IAA‐ATS FDP ‐ Departure Planning Information (DPI) which will be 100% Provider COOPANS 31/12/2011 implemented as part of the Dublin CDM project. Completed Mil. Authority ‐ ‐ 100% ‐
Collaborative flight planning Timescales: FCM03 75% Ongoing Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 ‐ Some SLoAs were addressed through the National ATM Upgrade Project in June/2004; the rest of messages were implemented through the COOPANS upgrade in December 2011 and the provision of the 31/12/2017 automated AFP in 2016. Those items below that remain classed as on going are correctly assigned as there has been no progress in these for 2016. An update will be included for the LSSIP 2017 report. ASP (By:12/2017) Some SLoAs were addressed through the National ATM Ongoing Upgrade Project in June/2004; the rest of messages were implemented through the COOPANS upgrade in December IAA‐ATS FDP ‐ 2011 and the provision of the automated AFP in 2016. Those 75% Provider COOPANS 31/12/2017 items below that remain classed as on going are correctly assigned as there has been no progress in these for 2016. An update will be included for the LSSIP 2017 report.
Short Term ATFCM Measures (STAM) ‐ phase 1 (Outside Applicability Area) FCM04.1 % Not Applicable Timescales: ‐ not applicable ‐ ‐ Ireland is not in the applicability area of this objective. ‐ ASP (By:10/2017) IAA‐ATS Not Applicable ‐ ‐ % Provider ‐
Short Term ATFCM Measures (STAM) ‐ phase 2 Timescales: FCM04.2 0% No Plan Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 ‐ This is a new objective that has not been considered by the IAA. Currently, IAA and NATS (as FAB partners) agree manually applied STAMs as required. Automation of this process in consultation with NM ‐ (centrally through the IRL/UK FAB ACM),will be examined in 2017. ASP (By:12/2021) IAA‐ATS No Plan ‐ ‐ 0% Provider ‐
LSSIP Year 2016 Ireland 56 Released Issue Interactive rolling NOP Timescales: FCM05 5% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 ‐ Dialogue is on‐going between NATS and the IAA with a view to approval of a LARA connection with UK IAA LARA being connected to the Swanwick server. This process is being addressed jointly by Ireland the UK as FAB partners through the IRL‐UK FAB at AMC level. The Irish Military are also included in this 31/12/2018 process. The implementation date is extended to 31/12/2018 to more accurately reflect progress. This date will be amended in line with progress in 2017 and included in the LSSIP 2017 Report ASP (By:12/2021) IAA‐ATS Ongoing ‐ ‐ 10% Provider 31/12/2018 APO (By:12/2021) DUBLIN No Plan Airport ‐ ‐ 0% ‐ Authority
Traffic complexity assessment Timescales: FCM06 37% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 ‐ Objective will be achieved in planned timeframe. This will require assessment and implementation schedule. It is noted that the IAA does not apply ATFCM measures except in very rare circumstances. 31/12/2021 Combined with the FRA stable profile en route environment, complexity of traffic is more easily calculated and managed through the dynamic sectorisation of the en‐route airspace. ASP (By:12/2021) IAA‐ATS Ongoing Objective will be achieved in planned timeframe ‐ 37% Provider 31/12/2021
Extended Flight Plan Timescales: FCM08 0% No Plan Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 ‐ New objective. The IAA has not given consideration to inclusion of this objective in the ATM system planning architecture. This will be addressed in the course of 2017 and the LSSIP 2017 report will be updated to reflect progress in meeting the 2021 implementation date. Internally the COOPANS ATM ‐ System accurately calculates the trajectories of aircraft and combined with the FRA environment, this data is a predictable value based on ATCO input and derived data. extension to a central functionality will require assessment. ASP (By:12/2021) IAA‐ATS No Plan ‐ ‐ 0% Provider ‐
Implement integrated briefing Timescales: INF04 % Not Applicable Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 ‐ No foreseen benefit. ‐ ASP (By:12/2012) IAA‐ATS Not Applicable No foreseen benefit. ‐ % Provider ‐
LSSIP Year 2016 Ireland 57 Released Issue Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 100% Completed Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 ‐ In 2010 the Irish Aviation Authority contracted Ordnance Survey Ireland (OSi) to carry out the required surveys to comply with the ICAO requirement of acquiring and maintaining electronic obstacle and terrain data (eTOD) and make it available to all relevant agencies, operators and individuals. The requirement was to provide eTOD data for ICAO Areas 1, 2 and 3 for eleven airports in the state. The airports were Dublin, Shannon, Cork, Waterford, Kerry, Galway, Connacht, Sligo, Donegal, Casement and Weston. 31/03/2013
During the project the IAA carried out a two day audit to ensure that OSi was conforming to ICAO requirements and confirmed the organisation as an eTOD Data Originator. The project was completed and signed off early 2013. REG (By:05/2018) Completed IAA ‐ ‐ 100% 31/03/2013 ASP (By:05/2018) IAA‐ATS Completed ‐ ‐ 100% Provider 31/03/2013 APO (By:05/2018) Completed All Airports ‐ ‐ 100% 31/03/2013
Aircraft identification Timescales: ITY‐ACID 83% Ongoing Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 ‐ Enhanced MODE implemented on some IAA radar systems was completed Q4 2016. Full system will be upgraded in 2017 to fully comply with the requirements of Regulation (EU) No 1206/2011. In addition to this, DAPS was rolled out for operational use and staff were trained on its use. a Safety Case for this phase 31/12/2018 of implementation was submitted and approved by the competent authority. This objective will be updated for the 2017 LSSIP report. An implementation date of 31/12/2018 reflects current timelines for completion of this objective. ASP (By:01/2020) Enhanced MODE implemented on three radar systems Ongoing IAA‐ATS remaining will be completed by Q4 2016 . Full system will be ‐ 83% Provider upgraded at a later stage to fully comply with the 31/12/2018 requirements of Regulation (EU) No 1206/2011.
LSSIP Year 2016 Ireland 58 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 54% 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 ‐ Ireland plans to comply with this objective as of 30/6/2017 when the ASSET system will be handed over to IAA ANSP from IAA SRD. ASSET is a modular ‐one‐stop‐shop‐ aeronautical application that enables the collection of digital data from the authoritative sources that has been developed by the IAA.
IAA's iterative approach, which provided incremental capabilities prior to a full‐scale deployment, was required to meet stringent security requirements and aeronautical data quality (ADQ) compliance. ASSET was audited by independent international audit groups and found to have met over 80% of ADQ compliance with service level agreements and to have passed the security audit for data security in the cloud. The accomplishment of these major goals provided the IAA the foundation to commence with Phase II of their 2014 initiative of eAIP deployment using ASSET as its common platform. In other words, user(s) authoritative data is ingested into ASSET by the data originator and the solution retains all 31/01/2018 traceability of new, edited and deleted data back to the data originator ‐ thus a key part of complying with ADQ.
The IAA is now preparing the next phase by incorporating Notice to Airmen (NOTAM) in 2016.
Update for LSSIP 2016 report: The ASSET tool has not been handed to ASP and still remains under REG control. ASSET continues to be developed to assure compliance with ADQ requirements. The ASP applies its own ADQ requirements for Aeronautical data pending rollout of the ASSET tool. The (IAA) AIS is running the ADQ ASSET data in parallel to EAD updates to assure operational accuracy.
REG (By:06/2017) Late IAA ‐ ‐ 62% 31/01/2018 ASP (By:06/2017) IAA‐ATS Late ‐ ‐ 47% Provider 30/06/2017 APO (By:06/2017) DUBLIN Late Airport ‐ ‐ 58% 30/06/2017 Authority
Initial ATC air‐ground data link services Timescales: ITY‐AGDL Entry into force: 06/02/2009 100% Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 ‐ COOPANS system already has FANS 1/A capability and the IAA introduced a CPDLC service for oceanic 31/03/2014 customers in February 2013. The IAA implemented EU Regulation 29/2009 in March 2014. REG (By:02/2018) Completed IAA Actions will be completed in line with ANSP plans. ‐ 100% 31/03/2014 ASP (By:02/2018) COOPANS system already has FANS 1/A capability and the IAA Completed IAA‐ATS will introduce a CPDLC service for oceanic customers in ‐ 100% Provider February 2013. The IAA implemented EU Regulation 29/2009 31/03/2014 in March 2014. MIL (By:01/2019) Ireland does not plan to equip any new transport type State Not Applicable Mil. Authority ‐ % aircraft with data link capability for the time being. ‐
LSSIP Year 2016 Ireland 59 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 34% Ongoing 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 ‐ This objective is on track for 31/12/2020. Migration to 8.33 KHz spacing proceeding. Military inclusion 31/12/2020 planned for 2020 implementation date. Further update will be included in the 2017 LSSIP report. REG (By:12/2018) Interim target for frequency conversions achieved. Ongoing The State plans to convert all frequency assignments published in the Table COM2 of ICAO Doc 7754, except where IAA ‐ 60% derogations apply or the State grants local exceptions in 31/12/2018 accordance with the requirements of Regulation (EU) No 1079/2012. ASP (By:12/2018) Interim target for frequency conversions achieved. Ongoing Communicati Plans are in place to convert all frequency assignments ons ‐ published in the Table COM2 of ICAO Doc 7754, except where VHFTX/RX & IAA‐ATS derogations apply or the State grants local exceptions in VCCS 48% Provider accordance with the requirements of Regulation (EU) No 31/12/2018 replacement 1079/2012. (four Voice communications in the process of being upgraded; locations) completion planned for 12/2016. MIL (By:12/2020) Military Authorities do not perform either regulatory or Ongoing service provision functions in respect of civil flights. However, Mil. Authority the military voice communication systems will be upgraded. ‐ 0% 31/12/2020 State aircraft will be equipped in line with the requirements of Regulation (EU) No 1079/2012. APO (By:12/2018) Airport operators will comply with the requirements of Ongoing All Airports ‐ 7% Regulation (EU) No 1079/2012. 31/12/2018
LSSIP Year 2016 Ireland 60 Released Issue Implementation of ground‐ground automated co‐ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of 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 ‐ Notification, Initial Coordination, Basic Flight Data & Change to Basic Flight Data processes implemented as per Commission Regulation (EC) No 1032/2006. System also capable of Revision of Coordination and Abrogation of Coordination process, however awaiting UK system to be ready for operational 31/12/2011 implementation. Logon Forward and Next Authority Notified processes were implemented in the latest COOPANS upgrade as per Commission Regulation (EC) No 30/2009 in Q1/2014. ASP (By:12/2012) Notification, Initial Coordination, Basic Flight Data & Change to Completed Basic Flight Data processes implemented as per Commission Regulation (EC) No 1032/2006. System also capable of Revision IAA‐ATS of Coordination and Abrogation of Coordination process, FDP ‐ 100% Provider however awaiting UK system to be ready for operational COOPANS 31/12/2011 implementation. Logon Forward and Next Authority Notified processes were implemented in the latest COOPANS upgrade as per Commission Regulation (EC) No 30/2009 in Q1/2014. MIL (By:12/2012) Completed Mil. Authority Civil and Military share the same system. ‐ 100% 31/12/2011
LSSIP Year 2016 Ireland 61 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 ‐ The IAA commissioned new FDPS systems at Shannon and Dublin in April and May of 2011 which support both FMTP and X25 for the "notification, coordination & transfer" data connections. The IAA progress on FMTP: ‐ On the Shannon‐Dublin connection is installed and tested and operational; 30/06/2016 ‐ On the Shannon‐London and Dublin‐London connections complete; and ‐ On the Shannon‐Brest connection in Q2 of 2016. When Brest connection is complete this objective will be achieved ASP (By:12/2014) The IAA commissioned new FDPS systems at Shannon and Completed Dublin in April and May of 2011 which support both FMTP and X25 for the "notification, coordination & transfer" data connections. The IAA progress on FMTP: IAA‐ATS FDP ‐ ‐ On the Shannon‐Dublin connection is installed and tested 100% Provider COOPANS 30/06/2016 and operational; ‐ On the Shannon‐London and Dublin‐London connections complete; and ‐ On the Shannon‐Brest connection in awaiting testing MIL (By:12/2014) Not Applicable Mil. Authority Military do not provide GAT services. ‐ % ‐
Surveillance performance and interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY‐SPI New aircraft capability: 08/06/2016 100% Completed ELS in transport‐type State aircraft : 07/12/2017 EHS and ADS‐B Out in transport‐type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 ‐ See stakeholder comments. 31/12/2015 REG (By:02/2015) Safety Assessment by the ANSP submitted and accepted by Completed IAA ‐ 100% NSA. 31/12/2014 ASP (By:02/2015) No change in the current infrastructure is foreseen for the Completed purpose of regulatory compliance. However, the new Surveillance & IAA‐ATS regulatory requirements imposed by Regulation (EU) No Navigation ‐ 100% Provider 1207/2011 still need to be further analysed. There is, however, Radar 31/12/2013 a plan to implement Enhanced Mode‐S surveillance by replacement 2015/2016. MIL (By:06/2020) Completed Mil. Authority Concerned military aircraft all equipped ‐ 100% 31/12/2015
LSSIP Year 2016 Ireland 62 Released Issue RNAV 1 Timescales: NAV03 100% Completed Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 ‐ P‐RNAV procedures have been implemented at Dublin, Shannon and Cork TMAs. The ATM System has been adapted to display aircraft P‐RNAV equipage to the CWPs. ‐ Point‐Merge implemented in Dublin in 12/2012. ASP (By:12/2023) IAA‐ATS Completed ‐ ‐ 100% Provider ‐
APV procedures Timescales: NAV10 78% Late Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 ‐ 6 APV/Baro procedures in Dublin TMA published in2015. A joint PBN policy with the UK has been developed and has been published.
Update for LSSIP 2016 Report: EIKY and EIKN delivered APV procedures during 2016 New: The ASP driven AIRLA project which received partial funding from GSA for implementation of LPV 30/06/2019 approaches at 21 Runway ends in Ireland, commenced in July 2017. Delivery of the LPV approaches will be aligned with inclusion of LNAV and LNAV/ VNAV procedures for these runway ends. This project is scheduled to run until Q2 2019. REG (By:04/2016) Completed IAA ‐ ‐ 100% 31/12/2012 ASP (By:12/2016) 6 APV/Baro procedures in Dublin TMA published in2015. A Late joint PBN policy with the UK has been developed and has been published.
Update for LSSIP 2016 Report: EIKY and EIKN delivered APV IAA‐ATS Dublin procedures during 2016 70% Provider New: The ASP driven AIRLA project which received partial Airspace 30/06/2019 funding from GSA for implementation of LPV approaches at 21 Runway ends in Ireland, commenced in July 2017. Delivery of the LPV approaches will be aligned with inclusion of LNAV and LNAV/ VNAV procedures for these runway ends. This project is scheduled to run until Q2 2019
LSSIP Year 2016 Ireland 63 Released Issue
Improve runway safety by preventing runway excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 ‐ ‐ 31/12/2014 REG (By:01/2018) Parts 3.6.1 to 3.6.9 of the Action Plan implemented. Completed IAA Implementation is monitored through the yearly audit ‐ 100% 31/12/2014 programme. ASP (By:12/2014) Appropriate parts of sections 3.1, 3.2 and 3.3 of the Action Completed IAA‐ATS Plan have been implemented. Reporting is done through the ‐ 100% Provider 31/12/2014 yearly audit programme. APO (By:12/2014) DUBLIN Implementation of appropriate sections of the Action Plan Completed Airport completed. Reporting is done through the yearly audit ‐ 100% 31/12/2014 Authority programme.
LSSIP Year 2016 Ireland 64 Released Issue ANNEXES
Annex A - Specialists involved in the LSSIP Process
LSSIP Co-ordination
LSSIP Focal Points Organisation Name LSSIP Focal Point for Ireland IAA Cathal MAC CRIOSTAIL
EUROCONTROL LSSIP Support
Function Directorate Name
LSSIP Contact Person for Ireland DPS/PEPR Oscar ALFARO
Implementation Objectives
Implementation EUROCONTROL EUROCONTROL PEPR National Stakeholder Objective Objective Owners Objective Coordinator Specialist
AOM13.1 O. MROWICKI A. DYBOWSKA Cathal MAC CRIOSTAIL AOM19.1 G. ACAMPORA O. ALFARO Cathal MAC CRIOSTAIL AOM19.2 G. ACAMPORA O. ALFARO Cathal MAC CRIOSTAIL AOM19.3 G. ACAMPORA O. ALFARO Cathal MAC CRIOSTAIL AOM21.1 C. BRAIN A. DYBOWSKA Cathal MAC CRIOSTAIL AOM21.2 C. BRAIN A. DYBOWSKA Cathal MAC CRIOSTAIL AOP04.1 M. BIRENHEIDE P. VRANJKOVIC Cathal MAC CRIOSTAIL AOP04.2 M. BIRENHEIDE P. VRANJKOVIC Cathal MAC CRIOSTAIL AOP05 M. BIRENHEIDE F. ROOSELEER Cathal MAC CRIOSTAIL AOP10 M. BIRENHEIDE F. ROOSELEER Cathal MAC CRIOSTAIL AOP11 M. BIRENHEIDE L. DELL’ORTO Cathal MAC CRIOSTAIL AOP12 M. BIRENHEIDE P. VRANJKOVIC Cathal MAC CRIOSTAIL AOP13 M. BIRENHEIDE P. VRANJKOVIC Cathal MAC CRIOSTAIL ATC02.8 B. BAKKER F. ROOSELEER Cathal MAC CRIOSTAIL
LSSIP Year 2016 Ireland 65 Released Issue ATC07.1 P. TERZIOSKI L. DELL’ORTO Cathal MAC CRIOSTAIL ATC12.1 P. TERZIOSKI L. DELL’ORTO Cathal MAC CRIOSTAIL ATC15.1 P. CONROY L. DELL’ORTO Cathal MAC CRIOSTAIL ATC15.2 P. HOP L. DELL’ORTO Cathal MAC CRIOSTAIL ATC17 S. MORTON L. DELL’ORTO Cathal MAC CRIOSTAIL COM10 Y. EYUBOGLU J. PINTO Peter NOLAN COM11 L. POPESCU J. PINTO Peter NOLAN ENV01 M. BIRENHEIDE B. HILL Cathal MAC CRIOSTAIL ENV02 S. MAHONY B. HILL Cathal MAC CRIOSTAIL FCM03 C. BOUMAN O. CIOARA Cathal MAC CRIOSTAIL FCM04.1 P. HOP O. CIOARA n/a FCM04.2 P. HOP O. CIOARA Cathal MAC CRIOSTAIL FCM05 I. MENDES VIDEIRA O. CIOARA Cathal MAC CRIOSTAIL FCM06 P. HOP F. ROOSELEER Cathal MAC CRIOSTAIL FCM08 K. BREIVIK O. CIOARA Cathal MAC CRIOSTAIL INF07 A. PETROVSKY A-P. FRANGOLHO Peter NOLAN ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Cathal MAC CRIOSTAIL ITY-AGVCS2 J. POUZET B. HILL Michael O'CONNOR ITY-FMTP L. POPESCU O. ALFARO Peter NOLAN ITY-ACID A. DESMOND-KENNEDY O. CIOARA Peter NOLAN ITY-SPI M. BORELY O. CIOARA Peter NOLAN ITY-AGDL S. DISSING B. HILL Peter NOLAN NAV03 F. PAVLICEVIC P. VRANJKOVIC Cathal MAC CRIOSTAIL NAV10 R. FARNWORTH P. VRANJKOVIC Cathal MAC CRIOSTAIL SAF11 S. LAWRENCE F. ROOSELEER Cathal MAC CRIOSTAIL
LSSIP Year 2016 Ireland 66 Released Issue
Annex B - National Stakeholders Organisation charts
The Irish Organisation to manage related EATM matters is as follows:
Civil Aviation Responsible Ministry Provider of Civil Air Traffic Services Authority/Administration Department of Transport, IRISH AVIATION AUTHORITY Tourism and Sport PC: E. Brennan, Chief Executive IAA PC: Director ATM Operations & Strategy P. Kearney PC: Director Technology & Training, P. Hughes FP: Cathal MAC CRIOSTAIL, IAA Manager Airspace & Navigation
LSSIP Year 2016 Ireland 67 Released Issue Annex C - Glossary of Abbreviations
This Annex mostly shows only the Abbreviations that are specific to the LSSIP Ireland. Other general abbreviations are in the Acronyms and Abbreviations document in: http://www.eurocontrol.int/articles/glossaries
Term Description
AAIU Air Accident Investigation Unit ACAS Airborne Collision Avoidance System ACC Area Control Centre ADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance - Broadcast AF ATM Functionality AIC Aeronautical Information Circular AIM Aeronautical Information Management AIS Aeronautical Information Service AMAN Arrival Management AMN Airspace Management & Navigation (unit) ANS Air Navigation Services ANSP Air Navigation Services Provider AOP Airport Operators APP Approach Control Service APW Area Proximity Warning ARN ATS Route Network ARTAS Advanced Radar Tracker and Server ASM Airspace Management A-SMGCS Advanced Surface Movement Guidance and Control System ASP Air Navigation Service Providers ATC Air Traffic Control ATCO Air Traffic Control Officer ATFM Air Traffic Flow Management ATM Air Traffic Management ATN Aeronautical Telecommunication Network ATS Air Traffic Services CEO Chief Executive Officer CFMU Central Flow Management Unit CNS Communication, Navigation and Surveillance CTA Control Area DFL Division Flight Level DIS Directorate Infrastructure, ATC, Systems & support
LSSIP Year 2016 Ireland 68 Released Issue DMAN Departure Management DME Distance Measuring Equipment DSA Directorate Safety, Airspace, Airports & Information services DTTaS Irish Department of Transport, Tourism and Sport EAD European AIS Data Base EC European Commission ECAC European Civil Aviation Conference ETFMS Enhanced Tactical Flow Management System ESARR EUROCONTROL Safety Regulatory Requirements FAB Functional Airspace Block FANS Future Air Navigation System FDPS Flight Data Processing System FIR Flight Information Region FL Flight Level FMG Frequency management group FMP Flow Management Position FPL Flight Plan FT Fast Track FUA Flexible Use of Airspace (concept) GAT General Air Traffic GNSS Global Navigation Satellite System GPS Global Positioning System HUM Human Resources (domain) IAA Irish Aviation Authority ICAO International Civil Aviation Organisation IFPS Initial Flight plan Processing System LoA Letter of Agreement MET Meteorology MIL Military MSAW Minimum Safe Altitude Warning MSSR Monopulse Secondary Surveillance Radar MTCD Medium Term Conflict Detection NAV Navigation NOTAM Notice to Airmen NPA Non precision approach NSA National Supervisory Authority OAT Operational Air Traffic OLDI On Line Data Interface PACT Portable ACC Capacity evaluation Tool PCP Pilot Common Project PDP Preliminary Deployment Programme
LSSIP Year 2016 Ireland 69 Released Issue PSR Primary Surveillance Radar RNAV Area Navigation RTS Real Time Simulation S-AF Sub ATM Functionality SARPs Standard Agreements and Recommended Practices SES Single European Sky SLoA Stakeholder Line of Action SMGCS Surface Movement Guidance and Control System SRD Safety Regulation Division of the Irish Aviation Authority SSR Secondary Surveillance Radar STATFOR Specialist Panel on Air Traffic Statistics and Forecast STCA Short Term Conflict Alert TCAS Traffic alert and Collision Avoidance System TMA Terminal Control Area
LSSIP Year 2016 Ireland 70 Released Issue