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

Document Title LSSIP Year 2019 for MUAC

Info Centre Reference 20/01/15/13 Date of Edition 09/06/2020 LSSIP Focal Point Frank Greven - [email protected] - MUAC LSSIP Contact Person Marina López Rodríguez - marina.lopez- [email protected] - EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for Agency Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky- implementation-monitoring

Reference Documents

LSSIP Documents https://www.eurocontrol.int/service/local-single-sky- implementation-monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master- Edition 2019 plan-implementation-plan-level-3-2019 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master- Year 2019 plan-implementation-report-level-3-2019 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP - FAB Performance Plan https://www.fabec.eu/performance/performance-plan

LSSIP Year 2019 MUAC - Level 1 Released Issue

APPROVAL SHEET

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

LSSIP Year 2019 MUAC - Level 1 Released Issue

TABLE OF CONTENTS

Executive Summary ...... 1 Introduction ...... 5 1. National ATM Environment ...... 6 Geographical Scope ...... 6 National Stakeholders ...... 8 2. Traffic and Capacity ...... 13 Evolution of traffic in Maastricht UAC ...... 13 Maastricht UAC ...... 14 3. Implementation Projects ...... 21 National projects ...... 21 FAB projects ...... 22 Multinational projects ...... 25 4. Cooperation activities ...... 27 FAB Co-ordination...... 27 Multinational cooperation initiatives ...... 27 5. Implementation Objectives Progress ...... 28 State View: Overall Objective Implementation Progress ...... 28 Objective Progress per SESAR Key Feature ...... 29 ICAO ASBU Implementation Progress ...... 32 Detailed Objectives Implementation progress ...... 33 6. Annexes ...... 49 A. Specialists involved in the ATM implementation reporting for MUAC ...... 49 B. National stakeholders organisation charts ...... 50 C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more ...... 51 D. SESAR Solutions implemented in a voluntary way ...... 56 E. Military Organisations Infrastructure ...... 63 F. Glossary of abbreviations ...... 64

LSSIP Year 2019 MUAC - Level 1 Released Issue

Executive Summary

National ATM Context

This information is made available in the respective LSSIP documents of each of the four States.

Traffic and Capacity

Summer Forecast (May to October inclusive)

0.2% -0.5% & 2.6%

20192019 20202019-202 4

Per ACC

1.22 0.25

2018 2019

MUAC is part of:

The Functional Airspace Block Central

Projects

Three main projects are ongoing: ATC2ATM, Beek Transmitter Station (BKTX) and New ATCO Console (NCON). While the BKTX project will finish in 2020, the ATC2ATM and NCON projects will run until 2025/2026. The focus of these projects is to bring further improvements of traffic predictions respectively to provide next generation consoles in the OPS and Test and Training Room. Together with the FABEC partners, MUAC is actively involved in the Extended Arrival Management and Free Route Airspace projects. Initial steps have been taken and both projects will have further deliverables in the upcoming years. Maastricht UAC also actively participates to the SESAR2020 programme and in particular in the i4D, IOP-G, flow and complexity management and extended arrival management projects.

LSSIP Year 2019 MUAC - Level 1 1 Released Issue Summary of 2019 developments

With respect to the implementation of the LSSIP objectives, AOM19.4 (Management of pre-defined airspace configurations) is ongoing with a preliminary due date of end 2020. With the implementation of full free route H24 in December 2019, AOM21.2 (Free route airspace) is now completed. The completion of ATC17 (Electronic dialogue as automated assistance to controller during coordination and transfer) is tentatively planned for end 2020. COM12 (New Pan-European network service) is due for mid-2020. Implementation of FCM03 (Collaborative flight planning) shifted from 2019 to 2020. FCM05 (Interactive rolling NOP) has been set to Active; several services were implemented in 2019, with implementation of further services planned for 2020 and 2021. For FCM08 (Extended flight plan), no plan has been established yet. The same is applicable to local objective ATC18 (Multi-sector planning en-route).

Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non-PCP) and the PCP elements. It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2019, i.e. disregarding the declared “NOT APPLICABLE” LSSIP progress status. The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives: ATC18 and ATC20.

Pre-SESAR Phase 2000 2020

89%

SESAR 1 (PCP only) 2011 2024

77%

SESAR 1 (non-PCP) 2013 2030

33%

LSSIP Year 2019 MUAC - Level 1 2 Released Issue Progress per SESAR Key Feature and Phase

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

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

100 94 n/a 94 0 % n/a n/a 0 % % % 85 % 87 % % 58 50 % %

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

ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 5.3 – ICAO ASBU Implementation Progress.

Block 0 2000 2020

98%

LSSIP Year 2019 MUAC - Level 1 3 Released Issue ATM Deployment Outlook

State Objectives

Deployed in 2018 - 2019 - Free Route Airspace  AOM21.2 - 100 % progress

By 2020 By 2021 By 2022 By 2023+

- Electronic Dialogue as - Interactive Rolling NOP - Arrival Management Automated Assistance to FCM05 - 63 % progress Extended to En-route Controller during Airspace Coordination and Transfer ATC15.2 - 47 % progress ATC17 - 62 % progress - Information Exchanges - Collaborative Flight using the SWIM Yellow TI Planning Profile FCM03 - 82 % progress INF08.1 - 32 % progress - Management of Pre- defined Airspace Configurations AOM19.4 - 12 % progress - New Pan-European Network Service (NewPENS) COM12 - 88 % progress

LSSIP Year 2019 MUAC - Level 1 4 Released Issue Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2019, together with plans for the next years.

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

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

Chapter 3 provides the main Implementation Projects (at national, FAB and multinational level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The Level 1 document covers a high-level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in the Level 2 document;

Chapter 4 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation, as well as all other multinational initiatives, which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;

Chapter 5 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition, it provides the high-level information on progress and plans of each Implementation Objective. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

The Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders (REG, ASP, MIL and APO) to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2019. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

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

LSSIP Year 2019 MUAC - Level 1 5 Released Issue

1. National ATM Environment

Geographical Scope International Membership

This paragraph is not applicable to Maastricht UAC. This information is made available in the respective LSSIP documents of each of the four States. Geographical description of the FIR(s)

The geographical scope of this document addresses the Maastricht UAC Area of Responsibility comprising the following Control Areas:

Airspace Designation Vertical Limits ICAO Airspace Airspace sector group of Classification Maastricht UAC & - UIR FL245 to FL660 C Brussels The - FIR FL245 to FL660 C DECO North West - Hannover UIR FL245 to FL660 C Hannover

The Maastricht UAC Area of Responsibility is surrounded by UIR, Copenhagen FIR, Rhein UIR and UIR. The maps below show the situation of Maastricht upper airspace in winter 2019 and its civil and military sectorisation.

LSSIP Year 2019 MUAC - Level 1 6 Released Issue

Airspace Classification and Organisation

All the airspace serviced by Maastricht UAC is ICAO Class C (above FL 245).

ATC Units

The only ATC unit of concern to this LSSIP is Maastricht UAC, currently configured for operating a maximum of 24 en-route sectors (Brussels: 6, DECO: 7, Hannover: 8, Mil 3). Although Brussels has 8 basic sectors, only a max of 6 sectors can be opened at any time due to complexity. The military sector group has 4 basic sectors of which 1 is always merged with another one. Additionally, three special operations positions are available.

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA MUAC 24 0 Brussels FIR/UIR Amsterdam FIR Hannover UIR Delegation in: France UIR Rhein UIR

LSSIP Year 2019 MUAC - Level 1 7 Released Issue National Stakeholders

Civil Regulator(s)

General Information

The provision of ATS and operation of facilities at Maastricht UAC is based on the “Agreement relating to the Provision and Operation of Air Traffic Services and Facilities by EUROCONTROL at the Maastricht Area Control Centre” (the “Maastricht Agreement”), signed on 25 November 1986 by Belgium, Germany, Luxembourg, the Netherlands and EUROCONTROL. The EUROCONTROL Organisation provides ATS to GAT at Maastricht UAC within the airspace entrusted to it by the four States, subject to the conditions defined in the Agreement. As of 1 January 2017, MUAC is providing ATS to OAT in the Hannover UIR on behalf of Germany. On 27 April 2017, the Netherlands have entrusted MUAC with OAT provision in the Amsterdam FIR above FL245.

According to Article 15 of the Amended Convention, service provision is undertaken in accordance with the national regulations in force on the respective territories and airspaces concerned.

The four States’ regulators in respect of ATS provided at Maastricht UAC are represented by the respective Ministries of Transport or equivalent ministries for GAT and the German and Dutch Ministries of Defence for OAT. The Maastricht Coordination Group (MCG) joins together senior officials of the four States. The high-level relationship between the entities dealing with Maastricht UAC is presented in the diagram below. More information on the relevant national stakeholders in each of the four concerned States is presented in the respective LSSIP Level 1 documents.

EUROCONTROL Permanent Commission Ministers of Transport and Defence

Provisional Council Maastricht Coordination Audit board Directors General of Civil Aviation and their Group military counterparts Senior officials from the Four States

EUROCONTROL Agency Director General

Maastricht Upper Area Control Centre Director MUAC

Regulatory Activity Maastricht UAC is subject to the (SES) legislation and certified against Implementing Regulation (EU) 2017/373. The four States regulators and their respective NSAs have set-up appropriate arrangements to establish common rules for Maastricht UAC and to ensure adequate regulatory oversight. With the incorporation of OAT service provision within the Amsterdam FIR and Hannover UIR, the regulatory and supervisory task related to these activities have been incorporated by enlarging the national input of NL and GE including the military authorities.

LSSIP Year 2019 MUAC - Level 1 8 Released Issue The table below summarises the main regulatory and supervisory responsibilities/activities in respect of service provision performed at Maastricht UAC.

Activity in ATM: Organisation responsible Legal Basis Rule-making The 4 States’ regulators The 4 States’ national laws, the EUROCONTROL (Ministries of Transport Convention and the Maastricht Agreement or equivalent and Ministries of Defence from GE and NL) Safety Oversight ILT (CAA-NL), in The NL Aviation Act and other relevant NL national coordination with the regulations empowering ILT (CAA-NL) as regards safety other 3 States’ NSAs oversight. See details in LSSIP NL. (incorporating the MAA of NL) within the 4 States’ NSA Committee For OAT in NL, the Military Aviation Authority (MAA), for OAT in GE, the German NSA (BAF) Enforcement actions in case of ILT (CAA-NL), in The NL Aviation Act and other relevant national non-compliance with safety cooperation with the regulations empowering ILT (CAA-NL) as regards safety regulatory requirements other 3 States’ NSAs, oversight of the NL-based ANS/ATM providers. within the 4 States’ NSA OAT service provision accreditation in the Netherlands Committee is based on the Military Aviation Requirements (MAR). For OAT in NL, the Military Aviation Authority (MAA), for OAT in GE, the German NSA (BAF). Airspace The 4 States’ relevant The 4 States’ relevant national laws, the regulatory authorities, EUROCONTROL Convention and the Maastricht each per its own territory Agreement and concerned airspace Economic Same as above Same as above Environment Same as above Same as above Security Same as above Same as above Accident investigation Same as above Same as above

Annual Report published: Y https://www.ilent.nl/documenten/jaarverslagen/2019/05/15/jaarverslag-ilt-2018

National Civil Aviation N Master Plan (CAMP):

The website of the Human Environment and Transport Inspectorate is: https://english.ilent.nl.

LSSIP Year 2019 MUAC - Level 1 9 Released Issue Supervision of service provision at Maastricht UAC

The four States have each established an NSA:

• for Belgium, the Belgian Supervising Authority for ANS (BSA-ANS); • for Germany, the Federal Supervisory Authority for Air Navigation Services (Bundesaufsichtsamt für Flugsicherung, BAF); • for Luxembourg, the Civil Aviation Authority CAA Luxembourg; and • for the Netherlands, the Human Environment and Transport Inspectorate (Inspectie Leefomgeving en Transport, ILT) of the Ministry of Infrastructure and Water Management.

The SES-certifying National Supervisory Authority, as per the service provision Regulation, is the Human Environment and Transport Inspectorate of the Ministry of Infrastructure and Water Management of the Netherlands. Information on the organisation and relevant activities of ILT (CAA-NL) and of the other three States’ NSAs is available in the respective LSSIP documents.

The 4 States NSAs have established two supporting bodies for ongoing oversight at Maastricht UAC:

• The NSA Committee (NSA-C), representing all four NSAs and having a co-ordination and advisory role for the relevant decision making authorities on oversight issues; and • The Common Supervisory Team (CST), which is composed of staff of the co-operating NSAs and has an executive role in performing document studies, audits, inspections, etc.

A manual for the oversight activities at Maastricht UAC has been developed and agreed upon by the four NSAs.

The Belgian Civil Aviation Authority (Belgian CAA), acting on behalf of the four States NSAs, is responsible for issuing licenses for Air Traffic Controllers (ATCOs) at Maastricht UAC. The following agreement was reached between the 4 States:

• The Belgian CAA acts as the licensing authority for ATCOs and students ATCOs; • The Belgian CAA is the authority for certification of ATS training organisation at Maastricht UAC; • The licences are issued in accordance with the Commission Regulation (EU) 2015/340 laying down technical requirements and administrative procedures relating to air traffic controllers' licences and certificates.

Maastricht UAC is certified as an ATCO Training Organisation (ATCO TO) by the Belgian CAA pursuant to Commission Regulation (EU) 2015/340.

Certificates of Competency (en-route and special) were issued to Maastricht UAC ATCOs for handling OAT and MUAC was awarded the necessary accreditation for OAT services.

Designation as an ANSP

Provision and operation of ATS at Maastricht UAC is governed by the Maastricht Agreement and the four States of Netherlands, Belgium, Germany and Luxembourg, consider the Maastricht Agreement as a valid means for their respective designations of EUROCONTROL as an ATS provider at Maastricht UAC. In the Netherlands, by amendment to the Aviation Act in Oct 2007, EUROCONTROL for its service provision at Maastricht UAC has been designated as an ATS provider in accordance with Article 8 of the service provision Regulation. On 27 April 2017, MUAC was accredited Air Navigation Service Provider for the handling of Operation Air Traffic within the Amsterdam Flight Information Region above flight level 245. The accreditation process was performed within the scope of the Military Aviation Requirements for the provision of Air Navigation Services (MAR ANS). The accreditation process included an audit, by the Dutch Military Aviation Authorities MAA-NLD. MUAC was certified on 18th December 2019 by the NSA the Netherlands in conjunction with the NSAs of Belgium, Germany and Luxembourg as a Service Provider under Implementing Regulation (EU) 2017/373.

LSSIP Year 2019 MUAC - Level 1 10 Released Issue Services provided

Governance: Four-States agreement Ownership: EUROCONTROL Member States Services provided Y/N Comment ATC en-route Y 4 States (BE, DE, LU, NL) Upper Airspace ATC approach N/A N/A ATC Aerodrome(s) N/A N/A AIS N - CNS Y - MET N - ATCO training Y Since 2015, initial training is provided by ENAC, based in Toulouse. Ab initio (AI) course: 70 started in March 2017 at ENAC and 9 out of 10 students entered the OPS room since October 2018; 8 have passed their first checkout, one failed. AI 71 arrived in Maastricht in November 2018 and came into the OPS room in June 2019 with 12 out of 15 students. Beginning of March 2018, AI 72 started with 10 students at ENAC, all came to MUAC, but 3 failed in pre-OJT. In October 2018, AI 73 started at ENAC with 16 students of which 2 failed the pre- transition training, the remaining are still in the transition training. AI 74 started with 10 students at ENAC in March 2019. So far, one student failed. The third conversion course (LC3) for former DFS ATCOs (LIPPE) started as planned on 30 September 2019 and will end in January 2020 (followed by OJT). All required approvals for the Special GAT unit endorsement training for MAS-MIL have been obtained. Theory classes were delivered in the first half of 2019. Checkouts in the operations-room were executed as of the second half of 2019. OAT training was delivered to the entire BRUS sector group, Full-COC training is planned for Q4 2020. Others - - Additional information: Provision of services in Y Refer to section “ATC Units” below other State(s): Annual Report published: Y https://www.eurocontrol.int/articles/maastricht-upper-area-control-centre-muac- publications

The public website of MUAC is: https://www.eurocontrol.int/muac. The MUAC organisation chart is available in Annex 6B.

LSSIP Year 2019 MUAC - Level 1 11 Released Issue ATC systems in use

Main ANSP part of any technology alliance1 N N/A

Specify the manufacturer of the ATC system currently in use: The major suppliers of the ATC systems are: For air traffic flow management: EUROCONTROL/NM For air traffic services: INDRA (FDPS), Thales ATM (HMI) and EUROCONTROL (ARTAS) For communication systems: Frequentis (VCS) Upgrade2 of the ATC system is performed or planned? The new VCS was put in operational use in October 2017 Replacement of the ATC system by the new one is planned? Not yet planned

Airports

General information

Not applicable, as Maastricht UAC area of responsibility (upper airspace) does not contain any .

Military Authorities

Maastricht UAC does not include any military authorities in its own management structure. However, details of civil- military coordination, OAT service provision in the AMS FIR above FL245 and FUA application within the airspace of Maastricht UAC are made available in Chapter 1 of the LSSIP for the Netherlands (as NL NSA is the certifying authority for Maastricht UAC, an NL-based ATS provider). More info may also be found in Chapter 1 of the LSSIP documents of the other three States concerned (DE, BE and LU). In 2018, MUAC was officially certified as a provider of ATS to OAT by the Director of the Dutch Military Aviation Authority (MAA) on behalf of the Minister of Defence.

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 2019 MUAC - Level 1 12 Released Issue 2. Traffic and Capacity

Evolution of traffic in Maastricht UAC Maastricht - Annual IFR Movements 2500000

2000000

1500000 IFR flights 1000000 IFR movements - Actuals IFR movements - Baseline forecast 500000 IFR movements - High forecast IFR movements - Low forecast

0 2015 A 2016 A 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F

EUROCONTROL Seven-Year Forecast (Autumn 2019) IFR flights yearly growth 2016 A 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F H 3.1% 3.1% 2.9% 2.1% 1.9% Maastricht B 4.6% 3.9% 1.3% -0.5% 1.7% 1.9% 1.9% 1.6% 1.3% L -0.2% 0.2% 0.5% 0.3% 0.2% ECAC B 2.8% 4.0% 3.8% 0.9% 2.3% 1.9% 2.2% 1.8% 1.9%

The actual figures for 2019 are based for Maastricht on NMIR and for ECAC on EUROCONTROL STATFOR Departures, Arrivals, Internals and Overflights (DAIO) Report for 2019.

2019 Traffic in Maastricht UAC decreased by 0.5% in 2019 compared to 2018. However, there are significant differences between the sector groups. The decrease in overall MUAC traffic is largely caused by a 2.3% decrease in the Brussels sector group. In DECO and Hannover, summer traffic actually showed a slight increase compared to 2019. From week 43 onwards, traffic in DECO and Hannover also showed a decrease compared to 2019, leading to a slight decrease for the overall traffic number for the whole of 2019.

2020-2024

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth for MUAC between 0.2% and 2.6% for the planning period, with an average baseline growth of 1.7%.

LSSIP Year 2019 MUAC - Level 1 13 Released Issue Maastricht UAC Traffic and en-route ATFM delays 2015-2024

EDYYUAC - Traffic and en-route ATFM delays

7000 1.4

6000 1.2

5000 1.0

4000 0.8

3000 0.6 IFR Average) flights (Daily

2000 0.4 Enroute Delay (minutes per flight) per Enroute (minutes Delay

1000 0.2

0 0.0 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 5552 5760 5937 5934 5893 Summer Traffic 5096 5330 5549 5568 5517 Yearly Traffic 4664 4863 5065 5131 5103 Summer Traffic Forecast 5624 5732 5839 5939 6019 High Traffic Forecast - Summer 5703 5886 6061 6199 6315 Low Traffic Forecast - Summer 5510 5523 5552 5572 5584 Summer enroute delay (all causes) 0.53 0.86 1.04 1.22 0.25 Yearly enroute delay (all causes) 0.34 0.55 0.67 0.79 0.17

LSSIP Year 2019 MUAC - Level 1 14 Released Issue Performance summer 2019

Traffic evolution (2019 vs 2018) En-route Delay (min. per flight) Capacity Maastricht Traffic Forecast (2019 vs 2018) ACC Reference UAC Actual Traffic All reasons Current Shortest Value Routes Capacity Routes Planned Achieved gap? Year H: 3.5% No -0.5% 0.17 0.17 B: 2.9% significant impact Summer L: 1.46% -0.9% 0.25 332 (+1%) 340 (+3%) No Summer 2019 performance assessment The average en-route delay per flight decreased from 1.22 minutes per flight in summer 2018 to 0.25 minutes per flight in summer 2019. 50% of the summer delays were for the reason Weather, 33% for the reason ATC Capacity, 11% for ATC Staffing, 3% for Airspace Management, and 2% for Other. The capacity baseline was measured with ACCESS/Reverse CASA at 340. During the same period, the peak 3 hour demand was 329 and the peak 1 hour was 346. Operational actions Achieved Comments FRAM2 Phase 2: FRA during night and weekend Yes Cross-border FRAMUAC – Copenhagen ACC Yes Dynamic FUA Implementation above FL365 Ongoing Phase I implemented before summer 2019 Trial EDTRA 302/305 Yes Change from CDR to Area Restriction in EH airspace Yes Improved ATFCM including STAM Yes Trial performed during first months of Yes summer 2019. Ongoing analyses to determine Trial AAPF (Advanced ATC Planning Function) follow-up. Customer Initiative Yes UK interface improvements (AD4) Yes NORD Boundary Change Yes Military to Civil Cross training of ATCOs Yes First ATCOs endorsed. New ATCOs to compensate departures (At maximum training capacity) Yes MUSE (Optimised training) Yes Increased usage in operations of CPDLC Yes Stepped implementation of XMAN (possible negative impact on capacity) Yes No impact on MUAC capacity RDF Yes Maximum configuration: BRU 5/6, DECO 4/5, HANN 5/6 Yes BRU: 6 DECO: 6 HANN: 7 Remedial measures Achieved Comments Continued effort to increase staffing Yes Continued alignment of traffic demand and sector opening times at sector group Yes level Most of the MUAC measures cancelled during Yes Implementation of the eNM/ANSPs proposed measures first AIRAC, as not required Improved and harmonised ASM Yes Reduced complexity by the exclusion of short duration high workload flights Yes Waiting for the impact analysis of the FRA H24 No implementation (Implemented on 5th Complete restructuring of MUAC airspace through cross border sectorisation December 2019) Ongoing, to be aligned with the European No FABEC airspace restructuring project Airspace Re-structuring project

LSSIP Year 2019 MUAC - Level 1 15 Released Issue Planning Period 2019-2024 - 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. The measures for each year are the measures that will be implemented before the summer season.

Summer Capacity Plan

2020 2021 2022 2023 2024

FRAM2 Phase 3: FRA Free Route Airspace H24

Airspace Management Implementation of

Advanced FUA FUA Cell at MUAC

Airport & TMA Network Integration

Customer Initiative including Reims ACC, Customer Initiative Further Developments Cooperative Traffic Management NATS and KUAC SE axis trial on

Keystone regulation1

BRU East

Airspace DFL Change

(335->355)

Procedures

Military to Civil

Cross training of ATCOs

Staffing New ATCOs to compensate departures New ATCOs

(At maximum training capacity) (At maximum training capacity)

MUSE2 (Optimised training)

Technical Increased usage in operations of CPDLC3

Capacity OSM4 Stepped implementation of XMAN

European Football Olympic games Significant Events Cup

BRU 6 BRU 6 BRU 6 BRU 6 BRU 6

Max open sectors DECO 5 DECO 5/6 DECO 5/6 DECO 5/6 DECO 6

HANN 6 HANN 6 HANN 6 HANN 7 HANN 7

Planned Annual Capacity Increase 3% 1% 1% 2% 3%

Reference profile Annual % Increase 5% 2% 2% 2% 2%

Difference Capacity Plan v. Reference -2.0% -2.7% -3.5% -3.4% -2.3% Profile

Annual Reference Value (min) 0.36 0.35 0.23 0.18 0.18

The possibilities of Hannover airspace re-design and required staffing levels are under continuous monitoring.

1 Joint initiative between MUAC, DFS, Austrocontrol, . Trial foreseen for two weeks in June 2020.

Additional information 2 MUAC Upgraded Simulator Environment

3 Depending on aircraft operator equipage upgrading rate

4 Optimised Sector Manning: to reduce the number of open sectors during night.

2020 Sector openings An outline of available sector configuration for typical weekdays and a weekend days for summer 2020. Sector configurations in MUAC are planned completely in function of predicted demand and available staffing. This is done in a pre-tactical planning process that starts one year in advance and is further refined up to D-1 (and then subject to tactical adaptation during the day as the situation warrants). As such, a ‘typical day’ in the charts

LSSIP Year 2019 MUAC - Level 1 16 Released Issue below only represents a rough prediction of the number of sectors that should normally be available, with the shaded (light blue) area indicating typical variation ranges. Brussels Sector Group

BRU sectors available - Summer 2020 - BRU sectors available - Summer 2020 - Monday Tueday 7 7 6 6 5 5 4 4 3 3 2 2 1 1 0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 BRU sectors available - Summer 2020 - BRU sectors available - Summer 2020 - Wednesday Thursday 7 7 6 6 5 5 4 4 3 3 2 2 1 1 0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 BRU sectors available - Summer 2020 - Friday BRU sectors available - Summer 2020 - 7 Saturday 7 6 6 5 5 4 4 3 3 2 2 1 1 0 0

00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 BRU sectors available - Summer 2020 - Sunday 7 6 5 4 3 2 1 0

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

LSSIP Year 2019 MUAC - Level 1 17 Released Issue DECO Sector Group

DECO sectors available - Summer 2020 - DECO sectors available - Summer 2020 - Monday Tueday 6 6

5 5

4 4

3 3

2 2

1 1

0 0

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

DECO sectors available - Summer 2020 - DECO sectors available - Summer 2020 - Wednesday Thursday 6 6

5 5

4 4

3 3

2 2

1 1

0 0

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

DECO sectors available - Summer 2020 - DECO sectors available - Summer 2020 - Friday Saturday 6 6

5 5

4 4

3 3

2 2

1 1

0 0

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

DECO sectors available - Summer 2020 - Sunday 6

5

4

3

2

1

0

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

LSSIP Year 2019 MUAC - Level 1 18 Released Issue Hannover Sector Group

HANN sectors available - Summer 2020 - HANN sectors available - Summer 2020 - Monday Tueday 7 7 6 6 5 5 4 4 3 3 2 2 1 1 0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

HANN sectors available - Summer 2020 - HANN sectors available - Summer 2020 - Wednesday Thursday 7 7 6 6 5 5 4 4 3 3 2 2 1 1 0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

HANN sectors available - Summer 2020 - HANN sectors available - Summer 2020 - Friday Saturday 7 7 6 6 5 5 4 4 3 3 2 2 1 1 0 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

HANN sectors available - Summer 2020 - Sunday 7 6 5 4 3 2 1 0

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

LSSIP Year 2019 MUAC - Level 1 19 Released Issue

2020-2024 Planning Period Outlook There will be a slight capacity gap in Maastricht UAC for the planning period. The main causes are airspace saturation and lack of controllers. Airspace saturation will require structural solutions including a cross-border approach. Various measures are aimed at mitigating for the lack of human resources. However, despite maximum training capacity, they will not be sufficient to reach the required staffing levels before 2023. CPDLC is expected to bring additional capacity but it is dependent on aircraft equipage upgrading rate.

LSSIP Year 2019 MUAC - Level 1 20 Released Issue 3. Implementation Projects

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

National projects

Name of project: Organisation(s): Schedule: Status: Links: ATC2ATM MUAC ANSP (MAS) 2015-2025 The programme has been established in 2015 and in its first tranche focused L3: FCM04.2, FCM06 on short-term goals i.e. implementing iFMP as the primary decision making tool, establishment of a new Advanced ATFCM Planning Function in the operations room, revision of the existing flow management processes, improvements to the post-ops analysis processes and tooling. The second tranche focuses on further improvements of traffic predictions using machine-learning techniques, building BI capabilities, changes to the concept of operations of supervisory staff and development of multi-sector planning function. Beek Transmitter Station MUAC ANSP (MAS) 2014-2020 The new BK-TX towers have been erected and Radios & Antennas installed. - (BKTX) First use is by the last resort radio system, as of July 2017; the connection to N- VCS was achieved in October 2017. The Connection to B-VCS is planned for Q3 2020. New ATCO Console MUAC ANSP (MAS) 2018-2026 The objective of this project is to provide the Next Generation Consoles for the - ATCOs in the OPS- and TTR (Test & Training) rooms, enabling the deployment of 78 ergonomically designed ATCO workplaces with more "screen space" in a new, flexible room layout. The project definition stage (requirements and design) has been extended to include additional technical studies and the transition planning; it will complete by May 2020 and lead to a MCG decision.

LSSIP Year 2019 MUAC - Level 1 21 Released Issue FAB projects

Project Name: Extended Arrival Management Project Code: XMAN Organisation(s) (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH) and in direct coordination with NATS. Description/Scope/Objectives

The XMAN project (Cross-Border Arrival Management, also referred to as Extended Arrival Management E-AMAN) aims at improving and optimising arrival management operations for major airports. To achieve this the project develops and implements a harmonised approach to arrival management in the core area of Europe. This is a project at FAB level because it has to rely on cross-centre and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major five airports/TMAs (Munich, Amsterdam, Paris-CDG, , London-Heathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, Brussels, , Paris-Orly, Nice, London-Stansted, London-Gatwick, Manchester, Dublin). Additionally, airports outside these two FABs, e.g. Copenhagen and Italian airports, coordinate their plans through this XMAN project. One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach at least 180 NM in line with the PCP or CP1 (under consultation), depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, consequently, most of the FABEC control centres will be affected by extended AMAN operations and some feed several arrival streams for different airports/TMAs simultaneously.

Schedule/Implementation planning The XMAN project envisaged three development and implementation steps: Basic – Advanced – Optimised. In December 2018, the project team decided to skip the Optimised Step and to incorporate the envisaged features of the Optimised Step into the Advanced Step. The planning is now as follows: 1. Basic Step - From 2012 to 2024 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by skeyes, DFS, DSNA, LVNL, MUAC and skyguide. 2. Advanced Step - From 2013 to 2024 The Advanced Step takes into account validated SESAR results in order to improve the en-route part of cross- centre arrival management in the overall FABEC airspace. This step requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be provided by Airport-CDM and Network Management. This step has an impact on all FABEC ACCs. This step will also take into account further validated SESAR results produced under SESAR2020 PJ25 which finished in December 2019 and will optimise the cooperation between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed. Status

The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports. The implementation phase of the Basic Step will continue until 2024. The Milestone 4 of the Advanced Step of the XMAN project was reached on 29 March 2019. First prototype of the XMAN Portal (main feature of the Advanced Step of the XMAN project) was developed by MUAC and was used during the SESAR2020 PJ25 Demonstration. Initial implementations at MUAC, Reims UAC and Karlsruhe UAC in SESAR VLD were completed. The implementation phase of the Advanced Step will also continue until 2024.

LSSIP Year 2019 MUAC - Level 1 22 Released Issue Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): ATC07.1, ATC15.1 OI Steps: TS-0102, TS-0305 Other References: PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2019: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function Expected Performance Contribution (specific to the participating organisation(s)) Capacity Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced. Safety Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Environment Reduction of: (including flight • Track miles and holdings: small to medium positive effect; efficiency) • Fuel burn: large positive effect; • CO2/NOx emissions: large positive effect. Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities Collaboration with FAB UK/IRL is included. Collaboration with other surrounding FABs is ongoing.

Project Name: Free Route Airspace Project Code: FRA Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH), Mil. Authority (BE), Mil. Authority (DE), Mil. Authority (FR), Mil. Authority (NL)), Mil. Authority (CH) Description/Scope/Objectives The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace. Schedule/Implementation planning The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by 2022. In 2016, the project was organised into two work streams 1. National and cross-border Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level. In December 2017, the Project Management Plan version 4.0 has been approved. The project is now further supporting and monitoring the direct routing implementations and full FRA implementations.

LSSIP Year 2019 MUAC - Level 1 23 Released Issue In the proposed PCP review (also referred to as CP1) the deployment target date has been set as: • Initial FRA implementation as from 1 January 2022. • National final implementation, including cross-border FRA among neighbouring States and FRA connectivity with TMAs as from 1 January 2025. Status The project work on Direct Routings and Free Route is in a rolling MS4 status with a yearly update of the implementation report and implementation plan. In line with the new final target date of the PCP review/CP1, the FABEC project will continue until 2024. DSNA and skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years in preparation of Full FRA. DSNA has reviewed its FRA implementation calendar as follows: • Dec 2021: H24 FRA FL195+ North West 1 (LFRR Atlantic part), South West (LFBB) with the current system and Center (a portion of LFFF). • Winter 2022- 2023: H24 FRA FL195+ North West 2 (LFRR Central) • Winter 2023-2024: H24 FRA FL195+ North West “ (LFRR East and a portion of LFFF beneath) + South East ( LFMM) + North East (Reims and a portion of LFFF beneath)

Skyguide plans H24 FRA FL195+ on 2 December 2021. On the 1st of March 2018, DFS has implemented Full FRA H24 in EDDU North airspace above FL 285 and EDDU East Airspace above FL 315 and Full FRA Night above FL245 in all the DFS airspace. DFS plans H24 FRA FL245+ by December 2021. On 5 December 2019, MUAC has successfully implemented H24 FRA. Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): AOM21.1, AOM21.2 OI Steps: AOM-0401, AOM-0402, AOM-0500, AOM-0501, AOM-0505, AOM-0506, CM-0102-A Other References: PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2018: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace Expected Performance Contribution (specific to the participating organisation(s)) Capacity Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence, the overall impact of FRA on sector capacity cannot be determined without simulations. Safety No impact Environment FRA allows airspace users to fly more direct trajectories, thus potentially reducing flight (including flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There efficiency) environmental benefits from savings in CO2-emissions might not be as significant in the core area as in the peripheral areas. Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities -

LSSIP Year 2019 MUAC - Level 1 24 Released Issue Multinational projects

Maastricht UAC actively participates to the SESAR2020 Programme and makes its Industrial Based Platform (IBP) available to conduct pre-operational validations and demonstrations in areas assessed as important performance enablers for the future. A non-exhaustive list of validation activities, focusing on the major enablers is presented below.

Interoperability-Air (IOP-A) / i4D / ADS-C / Initial Trajectory Sharing

The main objective is to perform a gradual validation of trajectory exchange with the aircraft (2D/3D moving towards 4D) and to validate the concept of a shared trajectory to ensure consistency of information between ground and airborne systems and enhance ground based tools.

In the period 2011 to 2014, MUAC participated in two live flight trials and real time validations in three steps. The Maastricht IBP evolved and was also used for live testing with Airbus productions flights until mid-2017. This was the baseline for further evolutions currently being developed under SESAR2020 PJ31 to allow a pre-operational introduction under the mandated PCP ATM Functionality #6 (initial Trajectory Information Sharing). These pre- operational demonstrations started in July 2019 and is planned to continue until end 2022 under SESAR2020.

This system baseline is also used for testing satellite communication for data link, also known as the IRIS project, together with e.g. Inmarsat, Airbus and ESA. The IRIS project is planned to start with revenue flight trials as from end 2021.

Interoperability-Ground (IOP-G)

The objective of this project is to perform operational validation of trajectory exchanges, using the Flight Object. The validations involved MUAC/Reims/Karlsruhe initially was extended with NATS, LVNL, ENAV and the Network Manager (NM) under SESAR1, covering the period of 2013 to 2016.

The MUAC prototype is based on adaptations of the MUAC FDPS to include an IOP application (a.k.a. Flight Object Manager – FOM) and integration with a SWIM Node prototype. The Maastricht IBP evolved for further validations under SESAR2020 PJ18 with the first exercise in April 2019 and a second one is planned for May 2020.

Maastricht-UAC has signed a collaboration agreement with the iTEC-consortium because of the common components and supplier of the SWIM-Node and Flight Object Server (FOS). Maastricht-UAC has joined the proposal for the IOP Foundation project under the CEF2019 call, which shall deliver a first instance of the IOP systems for an Operational Performance Test in 2023. Maastricht-UAC, together with some adjacent ANSPs, is preparing the first full deployment phase, which is targeting at a deployment as from 2026/2027, in line with the PCP/CP1 target date.

Flow and Complexity Management

The MUAC iFMP and ATMP tools are integrated into the MUAC IBP and used for SESAR validations to continuously monitor and evaluate traffic load & complexity and to identify and improve flights regulated by MUAC, critical from AOs point of view. A method of assessing traffic complexity is based on both algorithmic and machine learning based trajectories, using information from the NM system and live FDPS system. This information is used to assess the impact on upcoming congestions and decide on the optimum airspace configuration scheme (sectorisation) to be applied, including planned military activities from ASM systems like LARA. ATFCM measures i.e. scenarios and regulations, as well as customer services to optimise slots or exclude from regulation, are implemented using NM B2B services and available to operators.

LSSIP Year 2019 MUAC - Level 1 25 Released Issue The tools offer support (through an advanced HMI) for decision making by providing what-if capabilities on flights, traffic flows and airspace configurations at centre level supporting future functions of Multi and/or Meta Sector Planners, initially implemented in support of the Advanced ATFCM Planning Function within the context of the ATC2ATM programme.

The Maastricht IBP has evolved under SESAR2020 PJ24 Network Collaborative Management towards a maturity which will be the baseline for the operational deployment under the mandated PCP ATM Functionality #3 (Flexible Airspace Management and Free Route), ATM Functionality #4 (Network Collaborative Management) as well as parts of PCP ATM Functionality#5 (iSWIM, the Yellow Profile). The demonstrations were concluded over 2019 and no new demonstrations with iFMP are planned anymore under SESAR2020 Wave 2 or 3.

Extended Arrival Management (E-AMAN)

The MUAC involvement in E-AMAN aspects focussed in the past mainly on activities under the FABEC XMAN Project. After some support of E-AMAN activities under SESAR1, MUAC joined the E-AMAN demonstrations under SESAR2020 PJ25 (XSTREAM). XSTREAM activities focus on demonstrations of the E-AMAN concept in cooperation with, for MUAC, especially the London and Paris airports, which were conducted over 2019.

The SESAR2020 demonstrations targeted for a maturity which will be the baseline for the further operational deployment of the PCP ATM Functionality #1 (Extended AMAN). Deployment activities itself are coordinated under the FABEC XMAN project and targets for a deployment of SESAR trialled concepts as from 2020 onwards. No new E-AMAN demonstrations are planned anymore under SESAR2020 Wave 2 or 3.

LSSIP Year 2019 MUAC - Level 1 26 Released Issue 4. Cooperation activities

FAB Co-ordination

FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and .

The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations.

After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013.

FABEC intends to provide capacity, solve bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe. FABEC also submits a joint RP Performance Plan.

Multinational cooperation initiatives

Maastricht UAC area of responsibility is a complex and dense airspace in the close vicinity of major airports such as London, Paris, Frankfurt, Amsterdam, Brussels, Düsseldorf and Copenhagen. Maastricht UAC interfaces with many civil and military ACCs and UACs.

Regular co-ordination meetings are set up with adjacent/subjacent partners, within or outside the FABEC context – in order to improve airspace organisation and procedures such as to optimise the handling of traffic at the common interfaces.

For further information on regional projects, please refer to sections 3.2 and 3.3.

LSSIP Year 2019 MUAC - Level 1 27 Released Issue 5. Implementation Objectives Progress

State View: Overall Objective Implementation Progress

14; [31%] Completed Ongoing 22; [49%] Late Not yet planned Not Applicable

2; [4%]

2; [4%] 5; [11%]

AOM19.4 (Management of pre-defined airspace configurations) is ongoing with a preliminary due date of end 2020. With the implementation of full free route H24 in December 2019, AOM21.2 (Free route airspace) is now completed. The completion of ATC17 (Electronic dialogue as automated assistance to controller during coordination and transfer) is tentatively planned for end 2020. COM12 (New Pan-European network service) is due for mid-2020. Implementation of FCM03 (Collaborative flight planning) shifted from 2019 to 2020. FCM05 (Interactive rolling NOP) has been set to Active and is due for implementation in 2021. For FCM08 (Extended flight plan), no plan has been established yet. The same is applicable to local objective ATC18 (Multi-sector planning en-route).

LSSIP Year 2019 MUAC - Level 1 28 Released Issue Objective Progress per SESAR Key Feature

The Implementation objectives progress charts per Key Feature below show progress only for Implementation Objectives applicable to the State/Airport and which are not local objectives. Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annex C: Implementation Objectives’ links with SESAR, ICAO and DP.

Legend:

 ## % = Expected completion / % Progress

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

Optimised ATM Network Services

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

AOM13.1 Harmonise Operational Air Traffic (OAT) and 100 %

General Air Traffic (GAT) Handling 

AOM19.1 ASM Support Tools to Support Advanced FUA 100 %

(AFUA) 

AOM19.2 ASM Management of Real-Time Airspace Data 100 %

AOM19.3 Full Rolling ASM/ATFCM Process and ASM 100 %

Information Sharing 

AOM19.4 Management of Pre-defined Airspace 12 %

Configurations 

FCM01 Implement enhanced tactical flow 100 %

management services 

FCM03 Collaborative Flight Planning 82 %

FCM04.2 Short Term ATFCM Measures (STAM) - Phase 100 %

2 

FCM06 Traffic Complexity Assessment 100 %

LSSIP Year 2019 MUAC - Level 1 29 Released Issue Advanced Air Traffic Services

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

AOM21.1 Direct Routing 100 %

AOM21.2 Free Route Airspace 100 %

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

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

route operations

ATC02.8 Ground-Based Safety Nets 100 %

ATC12.1 Automated Support for Conflict Detection, 100 %

Resolution Support Information and 

Conformance Monitoring

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

Support of AMAN 

ATC15.2 Arrival Management Extended to En-route 47 %

Airspace 

ATC16 Implement ACAS II compliant with TCAS II 100 %

change 7.1 

ATC17 Electronic Dialogue as Automated Assistance 62 %

to Controller during Coordination and 

Transfer

ITY-COTR Implementation of ground-ground automated 100 %

co-ordination processes 

LSSIP Year 2019 MUAC - Level 1 30 Released Issue

Enabling Aviation Infrastructure

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

COM10 Migrate from AFTN to AMHS 100 %

COM11.1 Voice over Internet Protocol (VoIP) in En- 100 %

Route 

COM11.2 Voice over Internet Protocol (VoIP) in 0 %

Airport/Terminal

COM12 New Pan-European Network Service 88 %

(NewPENS) 

FCM08 Extended Flight Plan 10 %

INF08.1 Information Exchanges using the SWIM 32 %

Yellow TI Profile 

ITY-ACID Aircraft Identification 100 %

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

ITY-FMTP Common Flight Message Transfer Protocol 100 %

(FMTP) 

ITY-SPI Surveillance Performance and Interoperability 100 %

LSSIP Year 2019 MUAC - Level 1 31 Released Issue ICAO ASBU Implementation Progress

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2019 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by the ICAO EUR EASPG/1 meeting (European Aviation System Planning Group).

Legend:

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

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

B0-ACAS ACAS Improvements 100 %

B0-APTA Improved Airport Accessibility

B0-ASUR Improved access to Optimum Flight Levels 100 %

through Climb/Descent Procedures using ADS-B

B0-CCO Improved Flexibility and Efficiency in

Departure Profiles

B0-DATM Service Improvement through Digital

Aeronautical Information Management

B0-FICE Increased Interoperability, Efficiency and 100 %

Capacity through Ground-Ground Integration

B0-FRTO Improved Operations through Enhanced En- 100 %

Route Trajectories.

B0-NOPS Improved Flow Performance through Planning 100 %

based on a Network-Wide view 91.0 % B0-SNET Ground based safety nets 100 %

B0-TBO Improved Safety and Efficiency through the 100 %

initial application of Data Link En-Route

LSSIP Year 2019 MUAC - Level 1 32 Released Issue Detailed Objectives Implementation progress

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

Main Objectives

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 Key Feature: Optimised ATM Network Services - As of 1 January 2017, MUAC is providing ATS to OAT in the Hannover UIR on behalf of Germany. 27/04/2017 On 27 April 2017, the Netherlands have entrusted MUAC with OAT provision in the Amsterdam FIR above FL245. REG (By:12/2018) Not 4 States' - - % Applicable NSAs - ASP (By:12/2018) Completed MUAC ANSP - - 100% 27/04/2017 MIL (By:12/2018) Not MIL - - % Applicable -

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 100% Completed Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - Maastricht UAC was involved in the FABEC ASM/ATFCM field trial (2010) and the live trial (2010). The final goal is to make ASM tools in FABEC interoperable (e.g. connection LARA - STANLY ACOS). 31/12/2014 In April 2012, LARA was implemented operationally by the Belgian Air Force and in June 2012 in MUAC. ASP (By:12/2018) Completed MUAC ANSP See main comment. - 100% 31/12/2014

LSSIP Year 2019 MUAC - Level 1 33 Released Issue ASM Management of Real-Time Airspace Data Timescales: AOM19.2 100% Completed Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - Implementation in the Netherlands was completed in November 2017 through a connection between LARA and the FDPS. 31/10/2017 A future implementation with Belgium is being considered. ASP (By:12/2021) Completed MUAC ANSP See main comment. - 100% 31/10/2017

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 100% Completed Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO, B1-NOPS, B2-NOPS | Key Feature: Optimised ATM Network Services - LARA covers all system functionality. 31/12/2015 ASP (By:12/2021) Completed MUAC ANSP See main comment. - 100% 31/12/2015

Management of Pre-defined Airspace Configurations Timescales: AOM19.4 12% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021 Links: B1-FRTO, B1-NOPS | Key Feature: Optimised ATM Network Services - The set-up of a MUAC FUA cell is currently under discussion. Such cell will be supported by a newly to be developed MUAC ASM tool, which will collect data from LARA NL, LARA BE and Stanly DE. 30/12/2020 User requirements for the tool have been defined and meetings are ongoing for the setting up/cost calculation/manning of the MUAC FUA cell, with a preliminary due date of end 2020. ASP (By:12/2021) Ongoing MUAC ANSP See main comment. - 12% 30/12/2020

Free Route Airspace Timescales: AOM21.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - MUAC FRA has been implemented in 3 phases: Phase 1: between midnight and 06.00 LCL Phase 2: weekend and night (preparation for cross-border MUAC DK-SE FAB) Phase 3: Full free route H24 05/12/2019 Phase 1 was implemented on 7 December 2017. Phase 2 was implemented on 6 December 2018. Phase 3 was implemented on 5 December 2019. ASP (By:12/2021) Free Route Completed MUAC ANSP See main comment. 100% Airspace 05/12/2019

LSSIP Year 2019 MUAC - Level 1 34 Released Issue

Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - The N-FDPS (put into service in Dec 2008) incorporates conformance monitoring and provides alerts for deviations of track, as well as TSA crossing warnings in case of crossing of an active TSA. Controllers were properly trained prior to operational use.

The N-FDPS provides the APW function to the extend this is needed in an en-route environment through the TSA Crossing Warnings and the forcing on the CWP of (imminently) 31/12/2015 active TSA Contours in the (Warning) Alert Colour. In the course of 2013, the TSA Crossing Warning function was further enhanced by the implementation of "allowed" crossing tubes through active TSA-s to reflect the concept of available CDRs through TSA-s. In addition, the display of active TSA Contours will be further automated by linking the FDPS to the Airspace Management Tool (LARA). ASP (By:12/2016) Completed MUAC ANSP See main comment. - 100% 31/12/2015

Short Term Conflict Alert (STCA) for TMAs

Not ATC02.9 (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B0-SNET, B1-SNET | Key Feature: Advanced Air Traffic Services - Not applicable to MUAC, as the scope of the objective is limited to TMAs. - ASP (By:12/2020) Not MUAC ANSP - - % Applicable -

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-FRTO | Key Feature: Advanced Air Traffic Services - The MTCD function has been linked to the Near Term Conflict functionality, which is a tool operating between a classical MTCD look-ahead time and TCT Tools; NCW operates with an 8 31/12/2015 minutes look-ahead time. NCW with MTCD is operationally used since early 2015. Implementation of the resolution support function is not yet planned. ASP (By:12/2021) Completed MUAC ANSP - - 100% 31/12/2015

LSSIP Year 2019 MUAC - Level 1 35 Released Issue

Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - The interface with Amsterdam ACC was implemented in 2011, followed by the implementation with Heathrow and Gatwick. Implementation with additional partners (Frankfurt and Paris 31/12/2011 CDG) are planned for 2020. Due to its unique position, MUAC is piloting the integration with multiple AMAN implementations as input into the FABEC XMAN initiative. ASP (By:12/2019) Extended Completed Arrival MUAC ANSP See main comment. 100% Managemen 31/12/2011 t

Arrival Management Extended to En-route Airspace Timescales: ATC15.2 47% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - The MUAC ATC system to support AMAN was prepared in 2011 for Schiphol and updated with new technology for Heathrow in 2015 and Gatwick in 2019. Connectivity with the Frankfurt AMAN and Paris CDG is being trialed and due for implementation in 2020. 30/12/2023 The system will be further updated for each additional AMAN. In theory, MUAC shall prepare for up to 13 AMANs. The AMAN owners are leading in terms of implementation schedule. Coordination takes place at FABEC/FAB UK-IRL level. ASP (By:12/2023) Ongoing MUAC ANSP See main comment. - 47% 30/12/2023

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 62% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Key Feature: Advanced Air Traffic Services - All messages are implemented in the MUAC system, but only a few are used. In addition, operational benefits are limited for some of the messages. 31/12/2020 Prior to operational introduction, an update of the operational concept and technical tuning will be required. ASP (By:12/2018) Late MUAC ANSP - - 62% 31/12/2020

LSSIP Year 2019 MUAC - Level 1 36 Released Issue

Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 Key Feature: Enabling the Aviation Infrastructure - Maastricht UAC has replaced the DCFEP with a new ECG-based switch, which was a prerequisite for the introduction of AMHS. 31/12/2014 Implementation with LVNL was successfully concluded in March 2014, with DFS in May and with Belgocontrol in July 2014. ASP (By:12/2018) Completed MUAC ANSP - - 100% 31/12/2014

Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 100% Completed Initial operational capability: 01/01/2013 Full operational capability: 31/12/2021 Key Feature: Enabling the Aviation Infrastructure - The new Voice Communication System (N-VCS) was put into operations in October 2017. This change was notified to the 4-States NSA Committee in 2012 and subject to formal 30/10/2017 acceptance prior to implementation. ASP (By:12/2021) Completed MUAC ANSP See main comment. - 100% 30/10/2017

Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: Not COM11.2 % Initial operational capability: 01/01/2013 Applicable Full operational capability: 31/12/2023 Key Feature: Enabling the Aviation Infrastructure - Not applicable to MUAC, as the scope of the objective is limited to airports/terminals - ASP (By:12/2023) Not MUAC ANSP - - % Applicable -

New Pan-European Network Service (NewPENS) Timescales: COM12 88% Ongoing Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 Links: B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - The contract for the NewPENS network was signed in April 2018. 30/06/2020 MUAC started the transition in Q3 2018, which is planned to be completed by mid 2020. ASP (By:12/2024) Ongoing MUAC ANSP See main comment. - 88% 30/06/2020 APO (By:12/2024)

LSSIP Year 2019 MUAC - Level 1 37 Released Issue Collaborative Flight Planning Timescales: FCM03 82% Late Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - Since the introduction of the N-FDPS in December 2008, APL and ACH messages are treated automatically. Automatic AFP has been tentatively implemented early 2011, but was not yet used in the NM 30/03/2020 operational system due to some misalignment in the interpretation of the requirements. All requirements on FSA and AFP have been clarified; implementation is planned for early 2020. ASP (By:12/2017) Late MUAC ANSP - - 82% 30/03/2020

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 100% Completed Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 Key Feature: Optimised ATM Network Services - In 2017, MUAC successfully validated the Targeted-CASA and the Regulation Proposal service via B2B with the Network Manager. MUAC also validated the publishing via B2B of the sector configurations and the capacity values. The Regulation Proposal service and the publishing of sector configurations and capacity values were successfully implemented in 2018. 31/12/2018 In 2019, further B2B functionalities (Regulation Exclusion and Force CTOT) were validated with NM and implemented. Further implementation of B2B functionalities is highly dependent on the implementation on NM side. ASP (By:12/2021) Completed MUAC ANSP See main comment. ATC2ATM 100% 31/12/2018

Interactive Rolling NOP

FCM05 (Outside Applicability Area) 63% Ongoing Timescales: - not applicable - Links: B1-ACDM, B1-NOPS | Key Feature: Optimised ATM Network Services - MUAC is already using B2B services with NM (e.g. regulations, sector configuration planning and declared capacity). New B2B services will be implemented upon their availability and 31/12/2021 added value ASP (By:12/2021) MUAC is already using B2B services with NM (e.g. Ongoing regulations, sector configuration planning and declared MUAC ANSP - 63% capacity). New B2B services will be implemented upon 31/12/2021 their availability and added value APO (By:12/2021)

LSSIP Year 2019 MUAC - Level 1 38 Released Issue

Traffic Complexity Assessment Timescales: FCM06 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Links: B1-NOPS | Key Feature: Optimised ATM Network Services - Complexity indications on the iFMP were validated in 2016 and are now in operational use. 31/12/2016 ASP (By:12/2021) Completed MUAC ANSP - ATC2ATM 100% 31/12/2016

Extended Flight Plan Timescales: Not yet FCM08 10% Initial operational capability: 01/01/2016 planned Full operational capability: 31/12/2021 Links: B1-FICE | Key Feature: Enabling the Aviation Infrastructure - The use of the EFPL data by ATC is planned to be developed and validated within the SESAR 2020 context. - MUAC is involved in this PJ18, which started in November 2016, but no firm implementation plans have been established yet. ASP (By:12/2021) Not yet MUAC ANSP See main comment. - 10% planned -

Electronic Terrain and Obstacle Data (eTOD)

Not INF07 (Outside Applicability Area) % Applicable Timescales: - not applicable - Key Feature: Enabling the Aviation Infrastructure - This objective is not applicable, as MUAC provides ATC only above FL245. - REG (By:05/2018) ASP (By:05/2018) Not MUAC ANSP - - % Applicable - APO (By:05/2018)

Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 32% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 Links: B1-DATM, B1-SWIM | Key Feature: Enabling the Aviation Infrastructure - Preparatory steps have been taken. Services are in place in some areas, in other areas they are 31/12/2024 being planned. ASP (By:12/2024) Ongoing MUAC ANSP - - 32% 31/12/2024 MIL (By:12/2024) APO (By:12/2024)

LSSIP Year 2019 MUAC - Level 1 39 Released Issue

Aircraft Identification Timescales: ITY-ACID 100% Completed Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Key Feature: Enabling the Aviation Infrastructure - MUAC is compliant with the ACID regulation since 2010. 31/12/2014 ASP (By:01/2020) Completed MUAC ANSP - - 100% 31/12/2014

Ensure Quality of Aeronautical Data and Aeronautical Information

Not ITY-ADQ (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B0-DATM | Key Feature: Enabling the Aviation Infrastructure - Maastricht UAC is only a user and not a publisher/originator of aeronautical data and aeronautical information, subject of this regulation. As such, this objective is not applicable to Maastricht UAC. In particular cases when MUAC provides information to be published in the 4 States national - AIPs (e.g. in the context of the Free Routes project) the provision of this type of information will be covered by SLAs currently being drafted with the corresponding Data Providers (DFS, skeyes, LVNL already drafted, ANA). REG (By:06/2017) Not 4 States' See main comment. - % Applicable NSAs - ASP (By:06/2017) Maastricht UAC is only a user and not a Not publisher/originator of aeronautical data and FABEC AIM Applicable MUAC ANSP % aeronautical information, subject of this regulation. As Task Force - such, this objective is not applicable to Maastricht UAC. APO (By:06/2017)

LSSIP Year 2019 MUAC - Level 1 40 Released Issue

Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 100% Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 Links: B0-TBO | Key Feature: Enabling the Aviation Infrastructure - Maastricht UAC implemented air-ground datalink communications in 12/2002, supporting CM, CPDLC, DLIC ACM, ACL and AMC services in the complete area of responsibility. Service level agreements have been established with the communication providers and monitoring of the 06/02/2013 service (external and internal segments) is in place. LOF and NAN have been available with the introduction of N-FDPS in 12/2008 and has been implemented operationally with DFS Karlsruhe in September 2012. Both ATN/VDL-2 and FANS communications are supported. REG (By:02/2018) Safety significant changes to the ATM system are Completed subject to safety oversight by ILT (CAA-NL) and the other 4 States' 3 NSAs, in accordance with Regulation (EU) No - 100% NSAs 1034/2011. Changes will be implemented only provided 06/02/2013 that the safety review by the NSA accepts the safety arguments provided by the ANSP. ASP (By:02/2018) Completed MUAC ANSP - - 100% 31/03/2012 MIL (By:01/2019) Maastricht UAC does not have a military authority of its Not own. Progress of this objective by the military Applicable MIL - % authorities of each of the 4 States is presented in their - respective LSSIP documents.

8,33 kHz Air-Ground Voice Channel Spacing below FL195

Not ITY-AGVCS2 (Outside Applicability Area) % Applicable Timescales: - not applicable - Key Feature: Enabling the Aviation Infrastructure - - - REG (By:12/2018) ASP (By:12/2018) MIL (By:12/2020) APO (By:12/2018)

LSSIP Year 2019 MUAC - Level 1 41 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 Links: B0-FICE, B1-FICE | Key Feature: Enabling the Aviation Infrastructure - Maastricht UAC has migrated the majority of connections to FMTP in close co-ordination with its adjacent partners. Details of the various implementation plans are provided below. From a regulatory perspective, the relevant (EC) SES regulations apply directly and mandatory in each of the 4 States. Details of progress and of the actions undertaken by each of the 4 30/04/2011 States regulators to ensure that FMTP is used between the ATS units and controlling military units and also to supervise compliance with the respective regulations are in each of the respective LSSIP documents. The 4 States NSA Committee will further consider establishing supervisory action in this respect. The transition to IPv6 is gradually progressing. ASP (By:12/2014) Completed MUAC ANSP - - 100% 30/04/2011 MIL (By:12/2014) Maastricht UAC does not have a military authority of its Not own. Progress of this objective by the military Applicable MIL - % authorities of each of the 4 States is presented in their - respective LSSIP documents.

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 100% Completed EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 Links: B0-ASUR | Key Feature: Enabling the Aviation Infrastructure - The changes to the local MUAC systems are conducted in accordance with agreed MUAC safety processes. 31/12/2013 In addition, the performance verification requirements of the surveillance data processing systems has been fulfilled in accordance with EC Regulation 1207/2011 and the ESASSP. REG (By:02/2015) For this implementation, procedures according the 4- Completed 4 States' States Manual have been followed. In line with these - 100% NSAs 31/12/2013 procedures, there was no need for a formal acceptance. ASP (By:02/2015) Completed MUAC ANSP - - 100% 31/12/2013 MIL (By:06/2020) Maastricht UAC does not have a military authority of its Not own. Progress of this objective by the military Applicable MIL - % authorities of each of the 4 States is presented in their - respective LSSIP documents.

LSSIP Year 2019 MUAC - Level 1 42 Released Issue RNAV 1 in TMA Operations

Not NAV03.1 (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B0-CCO, B0-CDO, B1-RSEQ | Key Feature: Advanced Air Traffic Services - This objective is not applicable to MUAC, as the scope is TMA operations. - REG (By:06/2030) ASP (By:06/2030) Not MUAC ANSP - - % Applicable -

RNP 1 in TMA Operations

Not NAV03.2 (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B1-RSEQ | Key Feature: Advanced Air Traffic Services - This objective is not applicable to MUAC, as the scope is TMA operations. - REG (By:06/2030) ASP (By:06/2030) Not MUAC ANSP - - % Applicable -

RNP Approach Procedures to instrument RWY

Not NAV10 (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B0-APTA | Key Feature: Advanced Air Traffic Services - There are no airports within the area of responsibility of Maastricht UAC. - REG (By:01/2024) ASP (By:01/2024) Not MUAC ANSP - - % Applicable -

LSSIP Year 2019 MUAC - Level 1 43 Released Issue

ATS IFR Routes for Rotorcraft Operations

Not NAV12 (Outside Applicability Area) % Applicable Timescales: - not applicable - Links: B1-APTA | Key Feature: Advanced Air Traffic Services - N/A for MUAC. - REG (By:06/2030) ASP (By:06/2030) Not MUAC ANSP - - % Applicable -

Improve Runway Safety by Preventing Runway Excursions Timescales: Not SAF11 % Initial operational capability: 01/09/2013 Applicable Full operational capability: 31/01/2018 Key Feature: High Performing Airport Operations - There are no airports within the area of responsibility of Maastricht UAC - REG (By:01/2018) ASP (By:12/2014) APO (By:12/2014)

LSSIP Year 2019 MUAC - Level 1 44 Released Issue Additional Objectives for ICAO ASBU Monitoring

Direct Routing Timescales: AOM21.1 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 Links: B0-FRTO, B1-FRTO | Key Feature: Advanced Air Traffic Services - All system changes have been implemented; the MUAC system is fully capable of supporting 31/12/2015 direct routing. ASP (By:12/2017) Completed MUAC ANSP - - 100% 31/12/2015

Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 Links: B0-SNET | Key Feature: Advanced Air Traffic Services - A new STCA was introduced in the fallback ATC system in June 2006 and in the primary ATC system in January 2007. The implementation of this objective as an operational improvement is now completed. Following experience gained in operational usage and the associated safety monitoring processes, the STCA logic and controller input of the cleared flight level were modified in order to capture potential conflicts at an earlier stage. The STCA system has been verified against and found to be in compliance with the respective EUROCONTROL 31/12/2008 Specification. ATCOs have been trained on the new STCA. Consequently, integration of the EUROCONTROL Specification for STCA in the 4 States' national regulations and taking more appropriate regulatory actions to ensure the timely compliance with the EUROCONTROL Specification for STCA by Maastricht UAC is considered by MUAC as no longer necessary. ASP (By:01/2013) Completed MUAC ANSP - - 100% 31/12/2008

Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 Links: B0-ACAS | Key Feature: Advanced Air Traffic Services - ATCOs are aware of the TCAS version upgrade and of the effect that the new "Level off, level off" RA will have on ATC operations through the Electronic Briefing. The awareness is further 30/06/2012 raised during the yearly Refresher Training Program. REG (By:12/2015) The CAAs of the 4 States have evidence on the status of Completed compliance with regulatory provisions for ACAS II (TCAS REG NL 7.1) for aircraft and aircraft operators in the State of - 100% 30/06/2012 Registry under the ILT(CAA-NL) oversight. Airworthiness certification can be provided upon application. ASP (By:03/2012) Completed MUAC ANSP - - 100% 31/03/2012 MIL (By:12/2015)

LSSIP Year 2019 MUAC - Level 1 45 Released Issue Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 Links: B0-NOPS | Key Feature: Optimised ATM Network Services - 1) ASTERIX Cat 62&65 support is available for external partners with the operational deployment of the ART-DACO radar gateway as from Q2/2006. Supply of Cat 062/065 to ETFMS was implemented in September 2009. 31/12/2014 2) EFD data is available to the local Traffic Management System (TMS-ASP) as from 2010. 3) FSA was operationally implemented in 2010. ASP (By:07/2014) Completed MUAC ANSP - - 100% 31/12/2014

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 Links: B0-FICE | Key Feature: Advanced Air Traffic Services - The requirements of this objective are fulfilled by Maastricht UAC since the introduction into service of N-FDPS. MADAP, and in particular the N-FDPS, ensure the following functions: - display, processing and compilation - receive, store, process, extract, and deliver - issue a warning when failures are detected - provide warnings related to the working positions - modify flight information 30/04/2013 - status of relevant system information exchanges Implementation of ground-ground automated co-ordination processes is technically completed since the operational introduction of the MUAC N-FDPS system in December 2008. ABI and ACT messages are exchanged with all partners and REV messages with Paris, Reims and Karlsruhe. LOF/NAN messages are already exchanged with DFS Karlsruhe. MAC messages are exchanged with Paris and Reims. ASP (By:12/2012) Completed MUAC ANSP - - 100% 30/04/2013 MIL (By:12/2012) Maastricht UAC does not have a military authority of its Not own. Progress of this objective by the military Applicable MIL - % authorities of each of the 4 States is presented in their - respective LSSIP documents.

LSSIP Year 2019 MUAC - Level 1 46 Released Issue Local Objectives

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

Remote Tower Services Not AOP14 % Applicable Applicability and timescale: Local Links: B1-RATS | Key Feature: High Performing Airport Operations - There are no airports within the area of responsibility of Maastricht UAC. -

Enhanced traffic situational awareness and airport safety nets for the vehicle drivers AOP15 % -

Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations - - -

Guidance assistance through airfield ground lighting AOP16 % - Applicability and timescale: Local Links: B1-RSEQ, B2-SURF | Key Feature: High Performing Airport Operations - - -

Provision/integration of departure planning information to NMOC AOP17 % - Applicability and timescale: Local Links: B1-ACDM, B1-NOPS | Key Feature: High Performing Airport Operations - - -

Runway Status Lights (RWSL) AOP18 % - Applicability and timescale: Local Links: B2-SURF | Key Feature: High Performing Airport Operations - - -

Multi-Sector Planning En-route - 1P2T Not yet ATC18 % Applicability and timescale: Local planned Key Feature: Advanced Air Traffic Services - Following the project launch in 2018 to study the MSP options, several simulations have been conducted. In November 2019, a three-weeks operational trial took place in the Jever and - Holstein sectors of the DECO sector group. The outcome of the trials will be further studied and the next phases of the project will then be planned accordingly.

Enhanced AMAN-DMAN integration Not ATC19 % Applicable Applicability and timescale: Local Links: B2-RSEQ | Key Feature: Advanced Air Traffic Services - There are no airports within the area of responsibility of Maastricht UAC. -

LSSIP Year 2019 MUAC - Level 1 47 Released Issue Enhanced STCA with down-linked parameters via Mode S EHS ATC20 % Completed Applicability and timescale: Local Links: B1-SNET | Key Feature: Advanced Air Traffic Services - MUAC is using the selected flight level with its STCA since 2012. -

Airport Collaborative Environmental Management Not ENV02 % Applicability and timescale: Local Applicable Key Feature: High Performing Airport Operations EDYY - Maastricht Airport There are no airports within the area of responsibility of Maastricht UAC. -

Continuous Climb Operations (CCO) Not ENV03 % Applicability and timescale: Local Applicable Links: B0-CCO | Key Feature: Advanced Air Traffic Services EDYY - Maastricht Airport There are no airports within the area of responsibility of Maastricht UAC. -

LSSIP Year 2019 MUAC - Level 1 48 Released Issue

6. Annexes

A. Specialists involved in the ATM implementation reporting for MUAC

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

Strategy and Performance LSSIP Focal Point for Maastricht UAC Frank GREVEN Management (MUAC) LSSIP Focal Point for ILT (CAA-NL), the ILT (CAA-NL) Marcel HARTMAN SES-certifying authority LSSIP Focal Point for the 4 States’ NSA ILT (CAA-NL) Ronald WOUDSTRA Committee

Other Focal Points Organisation Name

Focal Point for U-space - - Focal Point for NETSYS ATM Development (MUAC) Peter HENDRICKX

LSSIP Year 2019 MUAC - Level 1 49 Released Issue B. National stakeholders organisation charts

LSSIP Year 2019 MUAC - Level 1 50 Released Issue C. Implementation Objectives’ links with SESAR KF, ASBU blocks and more

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

SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature AOM13.1 - Harmonise OAT and GAT handling FRA & A-FUA - - - - -

B1-FRTO B1- AOM19.1 - ASM tools to support A-FUA FRA & A-FUA #31 3.1.1 - AM-1.8 NOPS AOM19.2 - ASM management of real-time airspace B1-FRTO FRA & A-FUA #31 3.1.2 - AM-1.8 data B1-NOPS B1-FRTO AOM19.3 - Full rolling ASM/ATFCM process and ASM FRA & A-FUA #31 3.1.3 B1-NOPS - AM-1.8 information sharing B2-NOPS AOM19.4 – Management of Pre-defined Airspace B1-FRTO FRA & A-FUA #31 3.1.4 - - Configurations B1-NOPS FCM03 - Collaborative flight planning ATFCM - 4.2.3 B0-NOPS - AM-1.14

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

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

4.2.2 B1-ACDM B1- - FCM05 - Interactive rolling NOP NOP #20, #21 AM-1.12 4.2.4 NOPS - FCM06 - Traffic Complexity Assessment ATFCM #19 4.4.2 B1-NOPS AM-1.13

FCM07 - Calculated Take-off Time (CTOT) to Target 4.3.1 - ATFCM #18 B1-NOPS AM-1.9 Times for ATFCM Purposes 4.3.2 - FCM09 - Enhanced ATFM Slot swapping ATFCM #56 - B1-NOPS -

LSSIP Year 2019 MUAC - Level 1 51 Released Issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature 3.2.1 B0-FRTO - *AOM21.1 - Direct Routing Free Route #32 - 3.2.3 B1-FRTO - AM-1.6 3.2.1 AOM21.2 - Free Route Airspace Free route #33, #66 B1-FRTO AM-1.10 3.2.4 AM-5.1 B0-SNET - ATC02.8 - Ground based safety nets ATM Systems - 3.2.1 - B1-SNET B0-SNET ATC02.9 – Enhanced STCA for TMAs ATM Systems #60 - MST.030 - B1-SNET Enhanced - ATC07.1 - Arrival management tools - 1.1.1 B0-RSEQ - Arrival Seq #27, - AM-1.15 ATC12.1 - MONA, TCT and MTCD ATM Systems 3.2.1 B1-FRTO #104 AM-5.1 Enhanced - ATC15.1 – Initial extension of AMAN to En-route - 1.1.2 B1-RSEQ - Arrival Seq Enhanced - ATC15.2 - Extension of AMAN to En-route #05 1.1.2 B1-RSEQ AM-1.3 Arrival Seq - ATC17 - Electronic Dialog supporting COTR Free Route - 3.2.1 - AM-1.3

- AM-4.3 ATC18 – Multi Sector Planning En-route – 1P2T Free Route #63 - - AM-5.1 Enhanced - ATC19 - Enhanced AMAN-DMAN integration #54 - B2-RSEQ - Arrival Seq ATC20- Enhanced STCA with down-linked parameters - ATM Systems #69 - B1-SNET - via Mode S EHS B0-CDO - ENV01 – Continuous Descent Operations PBN - - - B1-CDO - ENV03 – Continuous Climb Operations PBN - - B0-CCO -

B0-CDO RMT.0639 NAV03.1 – RNAV1 in TMA Operations PBN #62 - B0-CCO - RMT.0445 B1-RSEQ

LSSIP Year 2019 MUAC - Level 1 52 Released Issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations PBN #09, #51 B1-RSEQ - 1.2.4 RMT.0445 RMT.0639 1.2.1 NAV10 - RNP Approach Procedures to instrument RWY PBN #103 B0-APTA RMT.0445 - 1.2.2 RMT.0643 NAV12 – ATS IFR Routes for Rotorcraft Operations PBN #113 - B1-APTA MST.031 -

- AOP04.1 - A-SMGCS Surveillance (former Level 1) Surface mgt #70 2.2.1 B0-SURF -

- AOP04.2 - A-SMGCS RMCA (former Level 2) Surface mgt - 2.2.1 B0-SURF -

Collaborative 2.1.1 B0-ACDM - AOP05 - Airport CDM #106 - Apt 2.1.3 B0-RSEQ Enhanced ops - B1-RSEQ AOP10 - Time Based Separation in vicinity of #64 2.3.1 - B2-WAKE rwy Collaborative - AOP11 - Initial Airport Operations Plan #21 2.1.4 B1-ACDM - Apt AOP12 - Improve RWY and Airfield safety with CATC 2.1.2 - Surface mgt #02 B2-SURF - detection and CMAC 2.5.1 B1-ACDM - AOP13 – Automated assistance to Controller for #22 Surface mgt 2.4.1 B1-RSEQ - Surface Movement planning and routing #53 B2-SURF Remote #12, #71, AOP14 – Remote Tower Services - B1-RATS RMT.0624 - Tower #52, #13 AOP15 - Enhanced traffic situational awareness and - Surface mgt #04 - B2-SURF - airport SNET for the vehicle drivers AOP16 - Guidance assistance through airfield ground B1-RSEQ - Surface mgt #47 - - lighting B2-DURF AOP17 - Provision/integration of departure planning Collaborative B1-ACDM - #61 - - information to NMOC Apt B1-NOPS

LSSIP Year 2019 MUAC - Level 1 53 Released Issue SESAR Major ATM SESAR DP ICAO ASBU Level 3 Implementation Objectives Key EPAS AAS TP change Solution family B0, B1, B2 Feature - AOP18 - Runway Status Lights (RWSL) Surface mgt #01 - B2-SURF -

ENV02 – Airport Collaborative Environmental Collaborative - - - - - Management Apt Enhanced ops - NAV11 - Implement precision approach using GBAS in vicinity of #55 - B1-APTA - CAT II/III based on GPS L1 rwy MST.007 SAF11 - Improve runway safety by preventing runway Surface mgt - - - RMT.0570 - excursions RMT.0703 - COM10 - Migration from AFTN to AMHS CNS rat. - - - -

COM11.1 - Voice over Internet Protocol (VoIP) in En- - CNS rat. - 3.1.4 - AM-1.3 Route COM11.2 - Voice over Internet Protocol (VoIP) in - CNS rat. - - - - Airport/Terminal Pre-SWIM & 5.1.2 - COM12 - NewPENS - B1-SWIM - SWIM 5.2.1 Pre-SWIM & - FCM08 – Extended Flight Plan #37 4.2.3 B1-FICE AM-1.4 SWIM RMT.0703 Pre-SWIM & INF07 - Electronic Terrain and Obstacle Data (e-TOD) - 1.2.2 - RMT.0704 - SWIM RMT.0722 5.1.3, 5.1.4, 5.2.1, 5.2.2, INF08.1 - Information Exchanges using the SWIM Pre-SWIM & B1-DATM #35, #46 5.2.3, - AM-1.5 Yellow TI Profile SWIM B1-SWIM 5.3.1, 5.4.1, 5.5.1, 5.6.1

LSSIP Year 2019 MUAC - Level 1 54 Released Issue

SESAR Major SESAR DP ICAO ASBU Level 3 Implementation Objectives Key ATM EPAS AAS TP Solution family B0, B1, B2 Feature change 5.1.3, 5.1.4, INF08.2 - Information Exchanges using the SWIM Blue Pre-SWIM 5.2.1, B1-DATM #28, #46 - AM-9.1 TI Profile & SWIM 5.2.2, B1-SWIM 5.2.3, 5.6.2 Pre-SWIM B1-DATM - INF09 - Digital Integrated Briefing #34 - - & SWIM B1-SWIM - ITY-ACID - Aircraft identification CNS rat. - - - -

ITY-ADQ - Ensure quality of aeronautical data and Pre-SWIM RMT.0722 - 1.2.2 B0-DATM - aeronautical information & SWIM RMT.0477 6.1.1 ITY-AGDL - Initial ATC air-ground data link services Data link - 6.1.3 B0-TBO RMT.0524 AM-1.1 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground Voice Channel - CNS rat. - - - - Spacing below FL195 ITY-FMTP - Apply a common flight message transfer Pre-SWIM B0-FICE - - - AM-1.3 protocol (FMTP) & SWIM B1-FICE RMT.0679 ITY-SPI - Surveillance performance and interoperability CNS rat. - - B0-ASUR - RMT.0519 * AOM21.1 was achieved in 2017 and FCM04.1 was achieved in 2018, therefore they were removed from the Implementation Plan 2018/2019. They are kept in this table for traceability purposes. Legend: Objective’s link to SESAR Key Feature:

Optimised ATM Network Services High Performing Airport Operations

Advanced Air Traffic Services Enabling Aviation Infrastructure

LSSIP Year 2019 MUAC - Level 1 55 Released Issue D. SESAR Solutions implemented in a voluntary way3

These SESAR Solutions are not included yet in the ATM MP L3 Plan. EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures- publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan. A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non- committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex.

Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification

High Performing Airport Operations

Use of data link communications between the Tower Controllers and the flight crew D-TAXI service during surface movement. for controller- It is based on the D-TAXI service from the pilot datalink CPDLC application, as standardised by #23 N/A Airport domain, not UAC communicatio RTCA SC214/EUROCAE WG78 (DO-350 & ns (CPDLC) DO-351). It also includes the access to this application service for end users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility operations and enhance Virtual block controllers¿ situational awareness. control in low Virtual Stop Bars can be used by the #48 visibility controller to reduce block-sizes once N/A Airport domain, not UAC procedures procedural control applies. Additional (LVPs) controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog).

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

LSSIP Year 2019 MUAC - Level 1 56 Released Issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A-CDM concept as ‘adverse conditions’, i.e. a state that is in De-icing need of collaborative recovery #116 management N/A Airport domain, not UAC procedures, but rather a part of normal tool operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing. The SESAR Solution “Reducing landing minima in low visibility conditions using enhanced Flight vision systems (EFVS)” is intended for flight crews, and corresponds to the use of EFVS visual based technologies displayed in HUD or Reducing an equivalent display system. The Landing objective is to provide operational credit Minima in in approach as permitted per EASA EU Low Visibility 965/2012 and its coming amendments Conditions (NPA 2018-06 AWO) to face to Low #117 N/A Airport domain, not UAC using visibility conditions. Enhanced Flight Vision Enabling EFVS operations with Systems operational credits provides a greater (EFVS) availability of suitable destination and alternate aerodromes during periods of reduced visibility.

This effectively reduces the number of weather-related delays, cancellations or diversions of flights to CAT II/III

LSSIP Year 2019 MUAC - Level 1 57 Released Issue Are there implementation Has the SESAR plans in your State for the Solution been SESAR Solution? (Y-N- implemented N/A) SESAR SESAR in your State? - If “Yes” please report Solution Solution Solution Description (Y-N) when and where Code Title - if “Yes” implementation is please report planned where - If “N/A” please provide justification aerodromes, permits shorter routings and reduced fuel costs, a faster return to scheduled operations, and less passenger inconveniences.

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

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

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

LSSIP Year 2019 MUAC - Level 1 58 Released Issue Advanced Air Traffic Services

The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using airborne capabilities to The CTA shall be provided by Controlled improve arrival management. When a TMA/AMANs not UAC. time of arrival time constraint is needed for a flight, the Although concept is not yet (CTA) in ground system may calculate a CTA as considered as fully mature for medium- #06 part of the arrival management process, N high density airspace, MUAC density/ and then it may be proposed to the flight participated in SESAR CTA medium- for achievement by avionics within trials before and can support complexity required accuracy. Airborne information an implementation when environments may be used by the ground system in deemed mature. determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs Concept is still being of the airports generates a combined validated under SESAR and planning for several arrival streams into MUAC participates to these Arrival different airports by calculating the trials. MUAC will implement management sequence of aircraft flying towards an #08 N when requested and when into multiple area where their routes intersect. By the concept is considered airports imposing an adequate spacing of the mature. (implementation aircraft in that area, a Time To Lose (TTL) coordination is mainly taking for the appropriate upstream E-TMA place via FABEC XMAN) sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E-TMA sector are superimposed and presented to the upstream en-route sector controllers. Based on Advanced-RNP navigation specification, design of optimised routes Optimised e.g. spaced parallel routes, Fixed Radius route network Transition (FRT) and Tactical Parallel #10 N/A No direct impact on MUAC using Offset (TPO) further enhanced by advanced RNP onboard performance monitoring and alerting and the execution of more predictable aircraft behaviour Progressive implementation of Continuous At this moment MUAC procedures for Continuous Descent descent supports trials when Operations (CDO) and Continuous Climb #11 operations N requested, no permanent Operations (CCO) in higher density traffic (CDO) using operational deployment has or to higher levels, optimised for each point merge yet been requested. airport arrival/departure procedure New altitude capture laws aim to reduce Enhanced unnecessary ACAS alarms and reduce the airborne risk of mid-air or near mid-air collisions collision between aircraft as a last-resort safety avoidance net, by automatically reducing the vertical #105 system (ACAS) N/A Aircraft domain rate at the approach of the selected flight operations level (only when a Traffic Advisories-TA using the occurs), leading to less traffic autoflight perturbation, while not increasing flight system crew workload. This new procedure design builds upon Point merge precision navigation technology (P-RNAV in complex #107 concept) for merging traffic into a single N/A TMA domain terminal entry point, which allows efficient airspace integration and sequencing of inbound

LSSIP Year 2019 MUAC - Level 1 59 Released Issue traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) Arrival MUAC depends on TMA to sectors replaces radar vectoring with a Management request support for these #108 more efficient and simplified traffic N (AMAN) and concepts and will consider synchronisation mechanism that reduces Point Merge them when appropriate. communication workload and increases collective traffic predictability. The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and (ATC) providing real- time and fine-tuning measures to solve ATFCM hotspots, and to perform early The EAP functionality is being measures to alleviate complexity closest developed under the to ATC activities. ATC2ATM programme’s project called AAPF The solution consists of an automated (Advanced ATFCM Planner tool and associated procedures Function). Series of Basic EAP supporting the basic communication operational trials have been (Extended #118 between the Local DCB position and the N conducted 2017-2019, ATC Planning) Controllers' Work Positions allowing the technical means of function EAP and the ATC team in identifying, communication between assessing and resolving local complexity CWP (ATCO position) and situations. The basic EAP relies on a real iFMP (Local DCB position) are time integrated process for managing the under development. First set complexity of the traffic with capability to of messages exchange is reduce traffic peaks through early expected in 2021. implementation of fine-tuned solutions to solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights.

Optimised ATM Network Services

Airspace Users are allowed to change NM domain. among themselves (via the pre-departure Data will be processed and management process in CDM airports) provided via NM, as today. User-driven the priority order of flights in the pre- Note: A local variant prioritisation departure sequence. The departure time developed at MUAC is the #57 process N/A will be automatically Customer Initiative 2018, (UDPP) communicated/coordinated with the where some participating departure Network Management Function (NMF) airliners can coordinate via the DPI message as described in the A- directly with MUAC on their CDM concept. most penalized flights.

Enabling Aviation Infrastructure

Europe’s vision to achieve high- performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while minimising AOC data constraints due to airspace and service MUAC follows up what will be increasing configurations. SESAR has introduced an available via NM B2B and will #67 trajectory early version, which makes use of flight N implement when services are prediction planning data sourced from airline considered mature and accuracy operational control (AOC) to help beneficial. controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE).

LSSIP Year 2019 MUAC - Level 1 60 Released Issue The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they occur in accordance with ACAS Ground For the time being, MUAC ICAO regulations. However these reports Monitoring does not implement this can come late, incomplete or are, absent #100 and N feature, as there is no in some instances. This solution consists Presentation commonly agreed concept of a set of monitoring stations and a System available. server system, which enable the continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive MUAC does not own the surveillance methods and reducing the Extended surveillance infrastructure. need for active Mode-S interrogations. By #101 hybrid N/A MUAC plans to use this data making fewer active interrogations, this surveillance when it becomes available, solution allows the aircraft to significantly but only as a user. reduce the usage of the 1090 MHz frequency. The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G Aeronautical technology and uses the IEEE 802.16 mobile airport (WiMAX) standard. Designed to operate MUAC does not operate at #102 communi- in reserved (aeronautical) frequency N/A airport level cation system bands, AeroMACS can be used for ANSPs, (AeroMACS) airspace users and airport authority communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP). The Iris Precursor offers a viable option MUAC expects the services for ATS datalink using existing satellite will be provided via an ATN technology systems to support initial ground network, so the Air traffic four-dimensional (i4D) datalink capability. service via SatCom will be services (ATS) #109 The technology can be used to provide N transparent for MUAC. datalink using end-to-end air–ground communications MUAC has joined the trials Iris Precursor for i4D operations, connecting aircraft supporting Iris Initial and air traffic management ground Operational Capability (IOC) systems. lead by Inmarsat and ESA. The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate ADS-B spoofing of the ground system by outside MUAC does not own the surveillance of agents. These techniques can also be used surveillance infrastructure. #110 aircraft in to cope with malfunctioning of avionics N/A MUAC plans to use this data flight and on equipment. SESAR has contributed to the when it becomes available, the surface relevant standards, such as EUROCAE but only as a user. technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications.

LSSIP Year 2019 MUAC - Level 1 61 Released Issue By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of validated data items into the WAM MUAC does not own the channel, thereby preventing a need to re- Composite surveillance infrastructure. interrogate the data item. #114 Surveillance N/A MUAC plans to use this data Since the two surveillance layers share ADS-B / WAM when it becomes available, hardware components, the system offers but only as a user. improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.

LSSIP Year 2019 MUAC - Level 1 62 Released Issue E. Military Organisations Infrastructure

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

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

LSSIP Year 2019 MUAC - Level 1 63 Released Issue F. Glossary of abbreviations

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

Term Description

ACE ATM Cost Effectiveness AF ATM Functionality AOR Area of Responsibility BE Belgium CBA Cost Benefit Analysis DE Germany FABEC FAB Europe Central FDPS Flight Data Processing System FHA Functional Hazard Analysis FMP Flow Management Position GAF German Air Force Inspectie Leefomgeving en Transport (Human Environment and Transport ILT Inspectorate, Civil Aviation Authority of The Netherlands) LU Grand Duché Luxembourg LVNL ATC the Netherlands (“Luchtverkeersleiding Nederland”) MCG Maastricht Co-ordination Group MUAC Maastricht UAC N-FDPS New FDPS NL The Netherlands ODS Operator input and Display System PCP Pilot Common Project DP Deployment Programme S-AF Sub ATM Functionality TLS Target Level of Safety

LSSIP Year 2019 MUAC - Level 1 64 Released Issue