of ATM Implementation Reporting EUROCONTROL 25YEARS in

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

Document Title LSSIP Year 2018 for France

Infocentre Reference 19/02/05/16 Date of Edition 23/04/19 LSSIP Focal Point Jean-Jacques Blanchard – jean-jacques.blanchard@aviation- civile.gouv.fr LSSIP Contact Person Jorge Pinto – [email protected] Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip

Reference Documents LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance http://www.eurocontrol.int/articles/lssip Material Master Plan Level 3 – http://www.eurocontrol.int/articles/european-atm-master-plan-level-3- Plan Edition 2018 implementation-plan Master Plan Level 3 – http://www.eurocontrol.int/articles/european-atm-master-plan-level-3- Report Year 2018 implementation-report European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and https://www.eurocontrol.int/sites/default/files/content/documents/official- abbreviations documents/guidance/Glossaries.pdf National AIP https://www.sia.aviation-civile.gouv.fr/

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APPROVAL SHEET

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

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CONTENTS

1. National ATM Environment ...... 8 Geographical Scope ...... 8 National Stakeholders ...... 11 2. Traffic and Capacity ...... 23 Evolution of traffic in France ...... 23 ACC ...... 24 ACC Brest ...... 28 ACC ...... 32 ACC ...... 39 ACC Reims ...... 44 3. Master Plan Level 3 Implementation Report conclusions ...... 48 4. Implementation Projects ...... 50 National projects ...... 50 FAB projects ...... 61 Regional projects ...... 64 5. Cooperation activities ...... 66 FAB Co-ordination ...... 66 Regional cooperation ...... 66 6. Implementation Objectives Progress ...... 71 State View...... 71 Detailed Objectives Implementation progress ...... 78

Annexes Specialists involved in the ATM implementation reporting for France National stakeholders’ organisation charts Implementation Objectives’ links with SESAR, ICAO and DP Glossary of abbreviations Mature SESAR Solutions not associated to an Implementation Objective

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Executive Summary

National ATM Context

Leading stakeholders involved in ATM in France are the Ministry for the Armed Forces and the Ministry for the Ecological and Inclusive Transition, respectively through French Military Air Traffic Management Directorate (DIRCAM - Direction de la Circulation Aérienne Militaire) and French Civil Aviation Authority (DGAC - Direction Générale de l’Aviation Civile). Air Transport Directorate (DTA - Direction du Transport Aérien) and Civil Aviation Safety Directorate (DSAC - Direction de la Sécurité de l’Aviation Civile), both belonging to DGAC but functionally separated, are defined as national supervisory authorities (NSA) : DTA for charging and performance and DSAC for safety oversight in air navigation services and air traffic management, including in particular changes oversight and interoperability. For services provided to general air traffic, DIRCAM exercises the national supervisory functions within Defence on behalf of DSAC, according to national decrees. Main civil ATM ANSP includes DSNA (Direction des Services de la Navigation Aérienne), the French air navigation services provider certified and designated for ATM services (as well as for CNS and AIS) and 66 stakeholders, providing Aerodrome Flight Information Service (AFIS) for GAT on 67aerodromes. In addition seven military ANSPs providing services to general air traffic and covering ATC, CNS and AIS services, are certified in France. Among them four are designated since December 2011 as military air traffic service provider for the benefit of general air traffic. Météo-France is certified and formally designated as the only one national MET provider since 20th December 2011. Moreover, major airports (Paris Roissy-CDG, Paris Orly, Côte d’Azur, Saint Exupéry, Blagnac, and Marseille Provence) operators contribute to reporting. France is member state of the FABEC together with Belgium, Germany, Luxembourg, The Netherlands and Switzerland. In the course of 2011, two performance plans have been established for the first reference period (2012-2014) and submitted to the European Commission in compliance with Commission Regulation (EU) No 691/2010 of 29th July 2010 and agreed according to Commission Recommendation 2012/C 228/01 of 29th July 2012. Those first national and FABEC RP1 performance plans addressed safety, capacity, flight efficiency and military mission effectiveness through complementary Key Performance indicators (KPI, with targets) and Performance Indicators (PI, for monitoring purposes without targets). In addition, the national plan addressed cost efficiency performance indicators. For the 2nd reference period the FABEC Performance Plan for 2015 – 2019 has been delivered to the Commission 30th June 2014 in compliance with Commission Regulation (EU) No 390/2013 and 391/2013 of 3rd May 2013 ; a first revised version has been submitted 2nd July 2015 and a final one 30th January 2017 is still under assessment. It sets safety, en route and terminal capacity, flight efficiency and cost efficiency targets. There is no more national French performance plan as such, as for RP1 but national chapters of the FABEC performance plan address targets set at national level. More over the DSAC is involved in the agreement on the cooperation of the FABEC national supervisory authorities and a manual for their common activities of has been issued in 2012.

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Traffic and Capacity

Traffic in France increased by 2,1 % during summer 2018 (May to October inclusive), when compared to the same period during 2017. Regarding the 2018-2023 period the STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.5% and 3.1% during the planning cycle, with a baseline growth of 1.9%. Regarding the current capacity plan of 5 French ACC between 2019 and 2024: - Bordeaux ACC: a capacity gap up to 20% is expected throughout the entire planning period. - Brest ACC: a capacity gap of approximately 15% is expected throughout the entire planning period. - Marseille ACC: a capacity gap between 20 and 25% is expected throughout the entire planning period. - Paris ACC: a minor capacity gap might be experienced in Paris ACC for some years of the planning period. . - Reims ACC: a capacity gap up to 18% is expected in Reims for most of the planning period.

Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre-SESAR 2010 2019 Implementation 85%

PCP 2015 2023 Implementation 42%

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Progress per SESAR Key Feature and Phase

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

Advanced Air Enabling Aviation Optimised ATM Traffic Services High Performing Infrastructure

Network Services Airport Operations

91% 92% 80% 72%

49% 53%

17% 22%

PCP PCP PCP PCP

SESAR SESAR SESAR SESAR

- - - -

Pre Pre Pre Pre

ICAO ASBUs Progress Implementation

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

2010 2018 Block 0 83%

2015 2022 Block 1 51%

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ATM Deployment Outlook

● State objectives

- ASM Tools Deployed in 2017-2018: [AOM19.1] 100% progress - TCAS II v7.1 [ATC16] 100% progress

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

- Runway excursions - Traffic Complexity - ASM/ATFCM process - Aircraft Identification [SAF11] 99% progress [FCM06] 80% progress [AOM19.3] 70% progress [ITY-ACID] 90% progress - STAM Phase 1 - Voice over IP - STAM Phase 2 - AMAN to further en- [FCM04.1] 97% progress [COM11] 80% progress [FCM04.2] 28% progress route - FMTP - Data Link - Interactive Rolling NOP [ATC15.2] 73% progress [ITY-FMTP] 92% progress [ITY-AGDL] 79% progress [FCM05] 23% progress - Real-Time Airspace Data - AMAN to en-route - Surveillance Performance - Pre-defined Airspace [AOM19.2] 70% progress [ATC15.1] 91% progress & Interoperability Configurations - MTCD & CORA - AMHS [ITY-SPI] 71% progress [AOM19.4] 20% progress [ATC12.1] 46% progress [COM10] 87% progress - eTOD - Free Route Airspace - APV Procedures [INF07] 59% progress [AOM21.2] 45% progress [NAV10] 78% progress - 8,33 kHz below FL195 - Collaborative Flight [ITY-AGVCS2] 43% progress Planning - Coordination and [FCM03] 62% progress transfer [ATC17] 38% progress - Aeronautical Information [ITY-ADQ] 28% progress - NewPENS [COM12] 20% progress - SWIM Yellow TI Profile [INF08.1] 6% progress - Extended Flight Plan [FCM08] 5% progress

● Airport objectives - LFLL - Lyon Airport

- Airport CDM Deployed in 2017-2018: [AOP05] 100% progress - Initial Airport Operations Plan [AOP11] 100% progress - CDOs [ENV01] 100% progress

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

- CCOs [ENV03] 80% progress - A-SMGCS RMCA (former Level 2) [AOP04.2] 20% progress

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● Airport objectives - LFMN - Nice Airport

- A-SMGCS RMCA (former Level 2) Deployed in 2017-2018: [AOP04.2] 100% progress - CDOs [ENV01] 100% progress

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

- CCOs - Initial Airport Operations - Airport Safety Nets [ENV03] 80% progress Plan [AOP12] 30% progress - Airport CDM [AOP11] 21% progress - Surface Movement [AOP05] 70% progress Planning & Routing [AOP13] 0% progress

● Airport objectives - LFPG - Paris CDG Airport

Deployed in 2017-2018: /

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

- CCOs - Initial Airport Operations - CDOs [ENV03] 80% progress Plan [ENV01] 78% progress - Remote Tower [AOP11] 30% progress - Airport Safety Nets [AOP14] [AOP12] 40% progress - Surface Movement Planning & Routing [AOP13] 2% progress

● Airport objectives - LFPO - Paris

Deployed in 2017-2018: /

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

- CCOs - Initial Airport Operations - CDOs [ENV03] 80% progress Plan [ENV01] 78% progress [AOP11] 30% progress - Airport Safety Nets [AOP12] 40% progress - Surface Movement Planning & Routing [AOP13] 2% progress

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● Airport objectives - LFBO - Toulouse Airport

- CDOs Deployed in 2017-2018: [ENV01] 100% progress

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

- CCOs - A-SMGCS RMCA (former [ENV03] 80% progress Level 2) - A-SMGCS Surveillance [AOP04.2] 40% progress (former Level 1) [AOP04.1] 45% progress

● Airport objectives - LFML - Marseille Airport

Deployed in 2017-2018: /

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

- CCOs - A-SMGCS Surveillance - CDOs [ENV03] 80% progress (former Level 1) [ENV01] 78% progress [AOP04.1] 16% progress - A-SMGCS RMCA (former Level 2) [AOP04.2] 3% progress

● Airport objectives - LFBP - PAU-PYRENEES

Deployed in 2017-2018: /

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

- Remote Tower [AOP14]

● Airport objectives - LFMD - CANNES-MANDELIEU

Deployed in 2017-2018: /

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

- Remote Tower [AOP14]

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Introduction

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

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

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

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

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

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

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

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

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

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1. National ATM Environment

Geographical Scope

International Membership

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

Organisation Since ECAC  16th, December, 1955 EUROCONTROL  13th, December, 1960 European Union  18th, April, 1951 EASA  15th, July, 2002 ICAO  7th, December, 1944 NATO  4th, April 1949 ITU  1st, January 1866

Geographical description of the FIR(s)

The geographical scope of this document addresses the BREST, PARIS, REIMS, BORDEAUX and MARSEILLE FIRs/ UIRs.

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Upper Airspace: ACC in UIR France (above FL 285)

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Airspace Classification and Organisation

CURRENT APPLICATION OF AIRSPACE CLASSIFICATIONS UP TO FL 660 - v1

FL or Alt Band France Upper Limit 660 410 285 C* 195 195 D 115 115 3K* - 115 G SFC - 3K*

Major TMA A C D E* Minor TMA C D E CTA/ Awy D E CTR A D* LTA* D E

Legend A B C D E F G Unclassified or N/A No Reply

C* = Class C with VFR restrictions, implemented above FL 195 in November 2004 3K* = FL55/ Alt 1,000 /1,500 /2,000 /2,500 /3,000 /3,500 /5,000 (ft AGL/AMSL) E* = marginal portions of TMA or week-end periods; D* = all CTR are class D except for Paris . LTA* = special arrangements for mountainous regions and high seas which are classified E . In France, Class A is only applied for Paris CTR and TMA.

ATC Units

The en-route ATC units in the French airspace which are of concern to this LSSIP are the following:

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA BORDEAUX ACC 20 - LFBB BREST ACC 18 - LFRR MARSEILLE ACC 28 - LFMM PARIS ACC 20 - LFFF REIMS ACC 19 - LFEE

LSSIP Year 2018 France 10 Released Issue A total of 44 TMAs are managed in the French mainland airspace (excluding overseas regions) by APPs located at the principal airports. Most important of them are:

ATC Unit Number of approach Associated FIR(s) Remarks positions En-route TMA PARIS CDG - 15 IFR LFFF PARIS ORLY - 7 IFR LFFF BÂLE – 6 IFR - LFEE + 2 VFR 4 IFR BORDEAUX - LFBB + 1 VFR - 4 IFR LFFF 8 IFR LYON - LFMM + 2 VFR 6 IFR MARSEILLE - LFMM + 2 VFR 4 IFR - LFMM + 1 VFR 3 IFR - LFRR + 1 VFR 9 IFR NICE - LFMM + 4 VFR STRASBOURG - 5 IFR + 1 VFR LFEE TOULOUSE - 6 IFR + 1 VFR LFBB

National Stakeholders

Civil aviation in France is under the responsibility of the “Ministère de la Transition écologique et solidaire, chargé des Transports” (Ministry for the Ecological and Inclusive Transition, responsible for Transport) which represents France in the EUROCONTROL Provisional Council together with its military counterpart on behalf of the “Ministère des Armées” (Ministry for the Armed Forces).

The stakeholders involved in ATM/ANS in France are the following: • Ministry for Transport, attached to the Ministry for the Ecological and Inclusive Transition; • Direction Générale de l’Aviation Civile (DGAC); • “Direction du transport aérien” (DTA), responsible for the rule-making of air navigation under general air traffic rules and National Supervisory Authority for the charging and performance regulation (liaising with DSAC for safety performance); • “Direction de la sécurité de l’aviation civile” (DSAC), the National Supervisory Authority except for charging and performance regulation (see above); • “Direction des services de la navigation aérienne” (DSNA), as the main provider of Air Navigation Services. • “Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile” (BEA) is an independent body responsible for accident and serious incident investigations reporting directly to the Ministry for the Ecological and Inclusive Transition. • “Météo France”, for the provision of meteorological services.

LSSIP Year 2018 France 11 Released Issue • “Ministry for the Armed Forces” (MoD) • “Direction de la Circulation Aérienne Militaire” (DIRCAM): Military Air Traffic Management Directorate which is the regulator for all traffic flying under operational air traffic rules, and also for the provision of air traffic services to GAT in some parts of the French national airspace. DIRCAM performs oversight activities on behalf of DSAC, French national supervisory authority, regarding military providers providing air navigation services to general air traffic; • CFA: Air Force Command, for the provision of air navigation service (ATS & CNS) in particular for the benefit of MIL aircraft and ANS providers; • ALAVIA: Navy Aviation , for the provision of air traffic services, it should be certified for CNS also mid 2020; • COMALAT: Army Aviation, for the provision of air traffic services and CNS; • DGA/EV: Test and Acceptance Centre, for the provision of air traffic services; • DIRISI: Defence network communication and information systems directorate, for the provision of ground - ground communication; • DIA: Aeronautical Division Information for provision aeronautical information services for OAT only. • In addition, in FIRs managed by France: • 66 independent air navigation service providers provide AFIS for GAT on 67 aerodromes; • the ESSP (European Satellite Services Providers), the members of which are AENA (ENAIRE), DFS, DSNA, ENAV, NATS , NAV and Skyguide, is in charge of the provision of the EGNOS Open Service (OS) and Safety of Life (SoL) Service. Since November 2012, EASA is competent authority for the certification and oversight of ESSP.

Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Main organisation charts are given in annex B.

LSSIP Year 2018 France 12 Released Issue Ministry for the Armed Forces Ministry for Transport (MoD) (MoT)

State Aviation Safety Authority General Directorate for Civil Aviation (DSAÉ) (DGAC)

Military Air Traffic Air Transport Air Navigation Civil Aviation Management Directorate Services Safety Directorate High-Level Airspace Policy Board Directorate Directorate

(DTA) (DSNA) (DSAC) (DIRCAM)

Operations Technical & Directorate Innovation Directorate (DO) (DTI)

ACCs, APPs, TWRs, Operational System, AIS R&D

LSSIP Year 2018 France 13 Released Issue Note: Apart from the civil BEA, a BEA-E (State aeronautic Accident Investigation Board) has been created in the same way in order to provide accidents and serious incidents involving State aircraft with investigations. This defence organism is placed under the direct surveillance of the Ministry for the Armed Forces. The BEAD Air is coordinating with the BEA in some cases but remains independent.

Civil Regulator(s)

General Information

The different national entities having regulatory responsibilities in ATM are summarised in the table below. The DGAC is further detailed in the following sections.

Activity in ATM: Organisation responsible Legal Basis Rule-making Direction du Transport Arrêté of July, 9th, 2008 on the organisation of the aérien (DTA) MEEDDAT – Article 6.1.8 (NOR: DEVK0815773A) Safety Oversight Direction de la Sécurité Arrêté of December, 19th, 2008 on the organisation of de l’Aviation civile the DSAC (NOR: DEVA0828132A) (DSAC) Enforcement actions in case of DSAC sets the corrective measures or operational non-compliance with safety restrictions to be taken. DSAC regulatory requirements Enforcement actions have different meanings, not used in our regulation on oversight. Airspace Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT- Article 6.1.8 (NOR: DEVK0815773A) Economic Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT – Article 6.1.7 (NOR: DEVK0815773A) Environment Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT- Article 6.1.1 (NOR: DEVK0815773A) Security DTA DSAC assists DTA with Arrêté of July, 9th, 2008 on the organisation of the technical expertise MEEDDAT – Article 6.1.5 regarding regulatory (NOR: DEVK0815773A) activities, monitoring and Arrêté of December, 19th, 2008 on the organisation of application of the Civil the DSAC – Article 10 Aviation Security Quality (NOR: DEVA0828132A) Control National Program Accident investigation

LSSIP Year 2018 France 14 Released Issue DTA

In France the Regulator is composed of different directorates of DGAC which belongs to the Ministry for Transport: DTA and DSAC. They are functionally separated from DSNA which is also part of DGAC. The “Direction du Transport Aérien” (DTA) is entrusted with the Environment, Security, Economic regulation (airlines, airports, ANS, passenger rights) Social law issues within the industry, International matters and relationships, as well as airspace management, ATM/ANS safety rule-making and policy. Within DTA, a dedicated unit, the “Mission Ciel Unique” (MCU), is responsible for the Single European Sky matters, and with Airspace organisation, ATM/ANS rule-making (except ANS staff training and licensing issues) and performance regulation.

Single European Sky Unit and Air Navigation Rulemaking Gilles Mantoux Deputy: Luc Lapène

Air Navigation Rulemaking Single European Sky and Airspace Jean-Jacques Blanchard Philippe Mesquida

DSAC

Direction de la Sécurité de l’Aviation Civile (DSAC) is the national supervisory authority set up by the French order of the 7th December 2015.

DSAC, as French supervisory authority is in charge of ensuring compliance with international standards applicable to civil aviation, European regulations, and national legal provisions regarding safety, environment and security. As a consequence, DSAC has national authority for supervising, in particular, ATM/ANS safety, interoperability and security. DSAC includes five central technical directorates addressing European cooperation and safety regulation, flight crews, airworthiness and operations, airports and air navigation and security. The national supervisory authority revolves around a central directorate in Paris and regional offices located throughout mainland France, overseas departments and territories of the Antilles-Guyana, and in the Indian Ocean region.

Annual Report published: Y The last 2017 Annual Report is available and can be downloaded: https://www.ecologique-solidaire.gouv.fr/sites/default/files/RapportDSAC-2017- EN-Web.pdf

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DSNA

Service provided

“Direction des Services de la Navigation Aérienne” (DSNA) was created by decree of 28th February 2005. DSNA is the single civil ANSP that provides ATC for en-route, TMA and aerodromes in FIR France. It is state-owned and is an entity of DGAC. Functional separation is achieved between rule-making, oversight activities and service provision activities. Both DSNA and DSAC have a specific status called “service à compétence nationale” (nation-wide competence office) defined by Decree of 9th May 1997.

Governance: State Ownership: 100% State Services provided Y/N Comment ATC en-route Y Exclusive designated civil ANSP ATC approach Y Exclusive designated civil ANSP ATC Aerodrome(s) Y Exclusive designated civil ANSP AIS Y Exclusive designated civil ANSP CNS Y MET N METEO FRANCE is the only certified MET provider, and was designated on 20th December 2011. ATCO training Y Initial training is provided by ENAC (French Civil Aviation School) Others Y AFIS providers are generally aerodrome operators, except Miquelon, done by DSNA Additional information: Provision of services in Y Existing ATS services through letters of agreement where appropriate other State(s): Annual Report published: Y https://www.ecologique-solidaire.gouv.fr/sites/default/files/DSNA-DGAC-RA- 2017-UK.pdf

For more information see civil aviation website: https://www.ecologique-solidaire.gouv.fr/politiques/aviation-civile

ATC systems in use

DACOTA Thales Air systems V9 (2018) IRMA Sogeti High Tech V8 (2016) ODS Cap Gemini 6.2.7.4 (2016) OMEGA Sogeti High Tech V5 (2018) STIP Thales Services I 26 (2016) STPV Thales Services V31 (2018) S.Erato V6 (2018)

LSSIP Year 2018 France 16 Released Issue Main ANSP part of any technology alliance1 Y DSNA/ENAV

FDPS Specify the manufacturer of the ATC system currently in use: STIP/STPV: Thalès Services Upgrade2 of the ATC system is performed or planned? N Replacement of the ATC system by the new one is planned? 2021 ATC Unit

SDPS Specify the manufacturer of the ATC system currently in use: ARTAS, EUROCONTROL (CAMOS) Upgrade of the ATC system is performed or planned? N Replacement of the ATC system by the new one is planned? N/A ATC Unit

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

LSSIP Year 2018 France 17 Released Issue Airports

General information

In addition to aerodromes operated by “Aéroports De Paris” (ADP), eleven major airports (11), whose land belongs to the state, are operated by companies under concession by DGAC. This concession tasks the Airport Operator to manage not only the land side and the air terminals but also the air side (that includes signs and markings, lighting). Regional airports property has been transferred to regional communities. These communities delegate the operation to airport operators under “statement of work”. DSAC certification addresses all tasks of the aerodrome operator including SMS (Safety Management System), structures, lighting on the runway and taxiways. Each year, the number of aerodrome operators that need a certification is increased in order to phase the process. UAF (Union des Aéroports Français – www.aeroport.fr) is the association of the Airport Operators. An airport slot coordinator COHOR (Association pour la Coordination des Horaires – www.cohor.org), a different entity independent from State, airlines and airports, is responsible for the airport slot allocation for the airlines or any aircraft operator, for any operation at French coordinated airports, based on the EU Regulation 95/93 as amended.

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2017 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives.

So the following airports are covered in this LSSIP:

- Paris Roissy - Charles de Gaulle (LFPG) - Paris Orly (LFPO) - Nice Côte d’Azur (LFMN) - Lyon Saint Exupéry (LFLL) - Marseille Provence (LFML) - Toulouse Blagnac (LFBO)

Military Authorities

The defence activities encompass the functions of regulator, ANSP, airport operator, airspace user, aircraft operator, aeronautical information provider (only for OAT), for all the traffic flying OAT and also for the provision of air traffic services to OAT and GAT flights in some parts of national airspace and around some airports. Regulatory, service provision and user role in ATM are detailed below.

LSSIP Year 2018 France 18 Released Issue Regulatory role

DIRCAM (Military Air Traffic Management Directorate) is the defence authority responsible for providing regulation of air navigation under operational air traffic rules. DIRCAM is embedded inside the State Aviation Safety Authority (DSAÉ), which deals with regulation and oversight for ATM and airworthiness, and also aircrew training and aircraft operations. To ensure safety of air navigation in the whole French airspace, regulatory activities are coordinated between DIRCAM and DTA under the High-Level Airspace Policy Board (“Directoire de l’Espace Aérien”).

In the same way than DGAC organisation, military ATM safety regulatory functions have been separated in two parts, under the authority of the Director of the DIRCAM, which encompasses three sub-directorates: - Airspace sub-directorate (SDEA) in charge of airspace and relevant rulemaking; - Regulatory sub-directorate (SDR) in charge of Air navigation, Airspace and Aerodromes regulation; - Surveillance and Audit sub-directorate (SDSA) in charge of military ANSPs supervisory activities, on behalf of DSAC for the services provided for GAT, approval of military aerodromes for the need of State aviation. Therefore, DIRCAM is organized as follows:

DIRCAM Director BG** Pierre REUTTER Deputy: COL Marc LAPIERRE

SDEA SDR SDSA COL Christophe LCL François CLEMENT COL Vianney CAZELLE HINDERMANN

LSSIP Year 2018 France 19 Released Issue Regulatory framework and rule-making

OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed Y national legal provisions? by national legal provisions? Level of such legal provision: Decrees in State council or Level of such legal provision: Decree in State council or Prime minister level. DIRCAM Regulation prime minister level Authority signing such legal provision: Prime Minister, Authority signing such legal provision: Prime Minister Minister of Defence These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y ATCO Training N ATCO Training Y ATCO Licensing N ATCO Licensing N ANSP Certification N ANSP Certification N ANSP Supervision Y ANSP Supervision Y Aircrew Training N ESARR applicability Y Aircrew Licensing N Additional Information: Crews and controllers are both Additional Information ATCO licences are delivered by DSAC trained and licensed by relevant Defence Authorities but and trained in a military school certified by DSAC most of them have a civil licence too. Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: National AIP Y National AIP Y National Military AIP Y National Military AIP Y EUROCONTROL eAIP Y EUROCONTROL eAIP Y Other: Other:

Oversight

OAT GAT National oversight body for OAT: NSA (as per SES reg. 550/2004) for GAT services provided by the military: The DIRCAM French National Supervisory Authority for GAT services provided by military ANSPs OAT oversight has been launched in is the DSAC. Some military ANSPs supervisory activities are performed by DIRCAM, September 2012. on behalf of DSAC, through a national decree and an operational letter of Actually it encompasses the oversight agreement. Oversight methods used by DIRCAM are supervised by DSAC. Military of training organisations, military ATCO training oversight and licensing are performed by DSAC. ATCO licenses and OAT providers. Additional information: Additional information:

LSSIP Year 2018 France 20 Released Issue

Service Provision role

MoD organizations are providing ATS to general air traffic in some parts of the airspace. DIRCAM is responsible for providing aeronautical information at national level for OAT.

Ministry for the Armed Forces

Army Navy DGA EMA Air Force DIRCAM COMALAT ALAVIA ATS/CNS DGA/EV DIRISI DIA CFA

OAT GAT Services Provided: Services Provided: En-Route Y If not provided by MIL specify En-Route N who does provide this service Approach/TMA Y “ Approach/TMA Y Airfield/TWR/GND Y “ Airfield/TWR/GND Y AIS Y “ AIS Y MET Y For observations and forecasting, MET Y data are provided by METEO FRANCE and military services under METEO FRANCE supervision, and tools are METEO FRANCE devices SAR Y SAR Y TSA/TRA monitoring Y FIS Y Other: Other: Additional Information: Additional Information:

Military ANSP providing GAT Y CFA 11/12/15 Duration of the 6 services SES certified? ALAVIA 13/06/17 Certificate: 6 COMALAT 16/06/17 6 DGA/EV 5/12/17 6 DIRISI 25/09/15 5 Certificate issued by: DSAC If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information:

LSSIP Year 2018 France 21 Released Issue

User role

State Aviation Authority

Department of Homeland Department of Homeland Procurement Department of Army Navy Air Force Security Security Agency Finance COMALAT ALAVIA CFA Office of Public Safety Gendarmerie DGA/EV CUSTOMS

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

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

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements N Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: Flow and capacity exemptions are only authorized for some governmental and prioritized flights.

Flexible Use of Airspace (FUA)

Military in France applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y

LSSIP Year 2018 France 22 Released Issue 2. Traffic and Capacity

Comment En-route ATFM delay reference values and capacity profiles have been calculated for RP3 based on figures which have slightly evolved in 2020, 2021 and 2022 in the EC decision setting the Union-wide performance targets. These updated figures should be taken into account for updating at least the four lines where the word “Reference” appears in the table “Summer Capacity Plan”.

Evolution of traffic in France

France - Annual IFR Movements 4.500.000 France - Distribution (Ref. year 2017)

4.000.000

3.500.000 Overflights 53% 3.000.000

2.500.000 Domestic flights 12% Internationa

2.000.000 l Dep/Arr IFRflights IFR movements - Actuals 35% 1.500.000 IFR movements - Baseline forecast

1.000.000 IFR movements - High forecast A = Actual 500.000 IFR movements - Low forecast F = Forecast 0 2014 A 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

EUROCONTROL Seven-Year Forecast (September 2018) IFR flights yearly growth 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F H 2.3% 3.6% 4.9% 2.9% 2.5% 2.5% 2.4% France B 1.5% 4.4% 3.8% 2.2% 2.5% 2.5% 1.8% 1.7% 1.5% 1.4% L 2.0% 1.0% 0.5% 0.4% 0.4% 0.4% 0.6% ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%

2018 Traffic in France increased by 2.1 % during Summer 2018 (May to October inclusive), when compared to the same period during 2017.

2019-2024

The EUROCONTROL Seven-Year forecast predicts an average annual increase between 0.5% and 3.1% during the planning cycle, with a baseline growth of 1.9%.

LSSIP Year 2018 France 23 Released Issue

ACC Bordeaux

Traffic and en-route ATFM delays 2014-2024

LFBBALL - Traffic and en-route ATFM delays

4500 1.0

4000 0.9

0.8 3500 0.7 3000 0.6 2500 0.5 2000

IFR flights (DailyAverage) IFRflights 0.4 Enroute Delay (minutes perflight) Delay(minutes Enroute 1500 0.3 1000 0.2

500 0.1

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3183 3197 3394 3570 3627 Summer Traffic 2668 2744 2936 3097 3133 Yearly Traffic 2282 2349 2476 2627 2684 Summer Traffic Forecast 3201 3282 3357 3421 3477 3525 High Traffic Forecast - Summer 3237 3393 3512 3612 3721 3810 Low Traffic Forecast - Summer 3161 3168 3190 3206 3223 3236 Summer enroute delay (all causes) 0.34 0.34 0.79 0.63 0.37 Yearly enroute delay (all causes) 0.23 0.34 0.70 0.49 0.27

LSSIP Year 2018 France 24 Released Issue

Performance summer 2018

0.37 (0.06 due Capacity + 1.2 % 214 (+3%) 0.21 No and Staffing) The average en-route delay per flight decreased from 0.63 minutes per flight in Summer 2017 to 0.37 minutes per flight during the same period in 2018. 37% of the delays were due to Weather, 20% due to Industrial action, 16% due to Other, 15% due to ATC Capacity, 6% due to ATC equipment, 2% due to ATC staffing, 2% due to Special events and 1% due to Airspace management. Capacity Plan +8% Achieved Comments Improved Airspace Management / FUA Yes FUA TSA 34 Yes Improved ATFCM Procedures and STAM Yes CDM processes and procedures Yes MAC (Collaborative ATFCM Measures) Yes ESSO project including new Madrid-Bordeaux interface (BAMBI) Yes 5th layer in R&L sectors Yes Yes On a trial basis, trial renewal to be confirmed Flexible roster in 2019 Enhanced Mode S Yes Re-evaluation of sector capacities Yes 20 sectors opened, two sectors more than in No Maximum configuration: 21 UCESO the opening scheme committed in the NOP Summer 2018 performance assessment The ACC capacity baseline was assessed with ACCESS/Reverse CASA to be at 214. During the measured period, the average peak 1 hour demand was 221 and the average peak 3 hour demand was 208.

Planning Period 2019-2024

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

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

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

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

LSSIP Year 2018 France 25 Released Issue

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 239 12% 249 4% 263 6% 270 3% 276 2% 286 4% Ref. 237 11% 240 1% 248 3% 254 2% 259 2% 263 2% LFBB 214 L 233 9% 234 0% 234 0% 236 1% 239 1% 240 0% Open 237 11% 240 1% 248 3% 254 2% 259 2% 262 1% C/R 231 8% 235 2% 241 3% 248 3% 253 2% 254 0%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024 FRA Free Route Airspace implementation Improved Airspace Management / FUA ZENA (big military Airspace Management Advanced FUA area) TSA9 evolution

Airport & TMA Network Integration

Improved ATFCM Procedures and STAM

Cooperative Traffic Management CDM processes and procedures MAC + eNM LFBB/LEBL

interface Airspace 5th layer in UIR south sectors (ZXNH) LoAs between Procedures LFBB/LEBL Staffing Flexible roster FOC (datalink) SALTO

Technical (ATFCM tool) 4-Flight

Implementation Re-evaluation of Capacity sector capacities Tiger Meet Significant Events Training 4-Flight military exercise Max sectors 18 UCESO 17 UCESO 18 UCESO 18 UCESO 17 UCESO 17 UCESO

Planned Annual Capacity Increase -2%* -4%* 1% 1% 1% 3%

Reference profile Annual % Increase 11% 1% 3% 2% 2% 2% Difference Capacity Plan v. Reference -11.4% -15.8% -17.7% -18.9% -19.7% -18.6% Profile Annual Reference Value (min) 0.12 0.22 0.19 0.17 0.13 0.13

Summer reference value (min) 0.20 0.35 0.29 0.26 0.19 0.18

Additional information *Mainly due to lack of qualified ATCOs. The number of ATCOs will start increasing as from 2021.

2020-2024: Indicative RP3 Reference Values

The charts below show an outline of available sector configuration for a typical day for summer 2019. On busy days, up to 18 sectors could be open if possible depending on actual staff availability.

LSSIP Year 2018 France 26 Released Issue LFBB sectors openings summer 2019 (UTC) 18 16 14 12 10 8 6 4 2

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

LFBBACC - Reference capacity profile and alternative scenarios 350

300

250

200

150

100 Capacity profile(movements perhour)

50

0 2017 2018 2019 2020 2021 2022 2023 2024 2019 Reference Capacity Profile 237 240 248 254 259 263 2020-2024 Indicative Reference Capacity Profile Capacity Profile - Current Routes 231 235 241 248 253 254 Capacity Profile - High 239 249 263 270 276 286 Capacity Profile - Low 233 234 234 236 239 240 Capacity Baseline 207 214 2019 - 2024 Plan 210 202 204 206 208 214 Capacity Profile - Shortest Routes (Open) 237 240 248 254 259 262

2019-2024 Planning Period Outlook A capacity gap up to 20% is expected throughout the entire planning period

LSSIP Year 2018 France 27 Released Issue

ACC Brest

Traffic and en-route ATFM delays 2014-2024

LFRRACC - Traffic and en-route ATFM delays

4500 2.0

4000 1.8

1.6 3500 1.4 3000 1.2 2500 1.0 2000

IFR flights (DailyAverage) IFRflights 0.8 Enroute Delay (minutes perflight) Delay(minutes Enroute 1500 0.6 1000 0.4

500 0.2

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3550 3429 3632 3977 4048 Summer Traffic 2980 2975 3169 3409 3471 Yearly Traffic 2559 2538 2697 2914 2997 Summer Traffic Forecast 3554 3641 3729 3803 3868 3924 High Traffic Forecast - Summer 3592 3765 3913 4035 4158 4261 Low Traffic Forecast - Summer 3499 3510 3541 3561 3580 3594 Summer enroute delay (all causes) 0.63 1.04 1.60 1.05 1.36 Yearly enroute delay (all causes) 0.53 1.41 1.76 0.88 0.94

Performance summer 2018

+1.8% 223 (+0%) 0.17 1.36 Yes The average en-route delay increased from 1.05 minutes per flight in Summer 2017 to 1.36 minutes per flight over the Summer period in 2018. 46% of the delays were due to the reason ATC Capacity, 26% due to ATC Staffing,11% due to Weather, 7% due to Industrial Actions, 4% due to Equipment,4% due to Other, 1% due to Airspace Management. Capacity Plan +14% Achieved Comments Improved airspace management / FUA Yes Improvement of ATFCM procedures and STAM Yes CDM processes and procedures Yes MAC (Collaborative ATFCM Measures) Yes Yes On a trial basis, trial renewal to be confirmed Flexible roster in 2019 Enhanced Mode S No Postponed to Autumn 2018 Maximum configuration: 18 UCESO No 17 sectors were opened Summer 2018 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 223. During the measured period, the average peak 1 hour demand was 253 and the average peak 3 hour demand was 233.

LSSIP Year 2018 France 28 Released Issue

Planning Period 2019-2024

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

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

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

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

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 258 16% 271 5% 284 5% 295 4% 303 3% 310 2% Ref. 256 15% 261 2% 268 3% 274 2% 280 2% 284 1% LFRR 223 L 252 13% 252 0% 254 1% 256 1% 256 0% 258 1% Open 256 15% 262 2% 268 2% 274 2% 281 3% 283 1% C/R 255 14% 260 2% 267 3% 273 2% 278 2% 281 1%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024 Free route Lisboa/Madrid/ Free Route Airspace Brest FRA

implementation Improved airspace management / FUA Airspace Management ZENA (big military Advanced FUA area) Airport & TMA Network Integration Improved ATFCM Procedures and STAM Cooperative Traffic Management CDM processes and procedures MAC + eNM Reorganisation of airspace below FL195 Airspace Improved LFEE/LFRR

interface

Procedures

Staffing Flexible roster SALTO

Technical FOC (datalink) NVCS

Implementation

LSSIP Year 2018 France 29 Released Issue 4-Flight

Implementation Capacity Tiger Meet military Significant Events Training 4-Flight exercise Max sectors 17 UCESO 17 UCESO 17 UCESO 18 UCESO 18 UCESO 18 UCESO

Planned Annual Capacity Increase 0%* 0%* 3% 1% 1% 3%

Reference profile Annual % Increase 15% 2% 3% 2% 2% 1% Difference Capacity Plan v. Reference -12.9% -14.6% -14.2% -15.3% -16.4% -15.1% Profile Annual Reference Value (min) 0.11 0.22 0.19 0.16 0.14 0.14

Summer reference value (min) 0.18 0.32 0.25 0.21 0.19 0.20

Additional information *Technical and airspace improvement capacity gains are expected to be offset by the lack of ATCO resource.

2020-2024: Indicative RP3 Reference Values

The charts below show an outline of available sector configuration for a typical day for summer 2019. On busy days, up to 17 sectors could be open if possible depending on actual staff availability.

LFRR sectors openings summer 2019 (UTC) 18 16 14 12 10 8 6 4 2

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 2018 France 30 Released Issue LFRRACC - Reference capacity profile and alternative scenarios 350

300

250

200

150

100 Capacity profile(movements perhour)

50

0 2017 2018 2019 2020 2021 2022 2023 2024 2019 Reference Capacity Profile 256 261 268 274 280 284 2020-2024 Indicative Reference Capacity Profile Capacity Profile - Current Routes 255 260 267 273 278 281 Capacity Profile - High 258 271 284 295 303 310 Capacity Profile - Low 252 252 254 256 256 258 Capacity Baseline 224 223 2019 - 2024 Plan 223 223 230 232 234 241 Capacity Profile - Shortest Routes (Open) 256 262 268 274 281 283

2019-2024 Planning Period Outlook A capacity gap of approximately 15% is expected throughout the entire planning period

LSSIP Year 2018 France 31 Released Issue

ACC Marseille

Traffic and en-route ATFM delays 2014-2024

LFMMACC - Traffic and en-route ATFM delays

5000 4.0

4500 3.5 4000 3.0 3500 2.5 3000

2500 2.0

IFR flights (DailyAverage) IFRflights 2000 1.5 perflight) Delay(minutes Enroute 1500 1.0 1000 0.5 500

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 4032 4030 4178 4253 4335 Summer Traffic 3269 3270 3456 3619 3703 Yearly Traffic 2730 2743 2871 3020 3134 Summer Traffic Forecast 3805 3889 3971 4043 4115 4179 High Traffic Forecast - Summer 3855 4034 4181 4315 4459 4593 Low Traffic Forecast - Summer 3756 3766 3788 3793 3809 3828 Summer enroute delay (all causes) 0.86 0.19 0.46 1.61 3.72 Yearly enroute delay (all causes) 0.57 0.20 0.44 1.08 2.52

LSSIP Year 2018 France 32 Released Issue Performance summer 2018

En-route Delay (min/flight) - Summer Traffic Evolution 2018 Capacity Baseline Capacity gap Ref value Actual +2.3 % 227 (-5%) 0.23 3.72 Yes The average en-route delay increased from 1.61 minutes per flight in Summer 2017 to 3.72 minutes per flight in Summer 2018. 47% of the delays were due to the reason ATC Staffing, 26% due to Industrial Action, 17% due to Weather, 8% due to ATC capacity, 1% due to Airspace management and 1% due to Equipment. Capacity Plan +15% Achieved Comments Improved airspace management / FUA Yes Airspace management procedures for D54 during Summer season Yes Improvement of ATFCM procedures and STAM Yes CDM Processes and procedures Yes MAC (Collaborative ATFCM Measures) Yes Reorganisation of lower airspace and delegation of ATS to APP units Yes below FL145 IAM project (Interface LFML) Yes IAG project (Interface Geneva) Yes SMART SKI Yes New seasonal roster agreement signed end No Flexible rostering of summer 2018 Enhanced Mode S Yes Maximum configuration: 28 UCESO Yes 28 sectors open Summer 2018 performance assessment The ACC capacity baseline was assessed with REVERSE CASA to be at 227, 5% lower compared to Summer 2017. During the measured period, the average peak 1 hour demand was 255 and the average peak 3 hour demand was 239.

LSSIP Year 2018 France 33 Released Issue

Planning Period 2019-2024

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

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

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

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

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 299 32% 311 4% 324 4% 332 2% 344 4% 353 3% Ref. 297 31% 299 1% 308 3% 315 2% 319 1% 328 3% LFMM 227 L 293 29% 293 0% 294 0% 294 0% 297 1% 300 1% Open 295 30% 296 0% 307 4% 313 2% 318 2% 326 3% C/R 282 24% 283 0% 290 2% 297 2% 302 2% 308 2%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024 Implementation Free Route Airspace of FRA Improved airspace management / FUA Airspace Management Airspace management procedures for D54 Advanced FUA during Summer season Airport & TMA Network Integration Improved ATFM procedures and STAM CDM Processes and procedures MAC+eNM Cooperative Traffic Management Improvement of cooperative traffic management

during strong weather episodes on airports. DFL changes in WW

Airspace and MM sectors LFKJ interface

Procedures Improvement of

FMP roster Staffing New seasonal Flexible roster roster

LSSIP Year 2018 France 34 Released Issue Improvement of radar and radio

coverage in Mediterranean Sea Improvement of Technical safety net SALTO 4-Flight FOC (datalink) implementation Capacity Training for 4-Flight (Autumn 2019 to Significant Events end 2021) 26 UCESO 24 UCESO 24 UCESO 27 UCESO 28 UCESO 28 UCESO Max sectors (13+13) (12+12) (12+12) (14+13) (15+13) (15+13) Planned Annual Capacity Increase -2%* 0% 0% 6% 7% 7%

Reference profile Annual % Increase 31% 1% 3% 2% 1% 3% Difference Capacity Plan v. Reference -25.3% -25.8% -27.9% -25.4% -21.3% -18.0% Profile Annual Reference Value (min) 0.15 0.25 0.21 0.19 0.14 0.14

Summer reference value (min) 0.23 0.36 0.30 0.26 0.19 0.19

Additional information * The new seasonal roster would increase capacity but the lack of ATCO resources will hinder it.

2020-2024: Indicative RP3 Reference Values

The charts below show an outline of available sector configuration for a typical weekday Tuesday to Thursday, weekday Monday or Friday, and a weekend day for summer 2019 for each zone. On busy days, up to 26 sectors could be open if possible depending on actual staff availability.

LFMM West zone sectors openings 2019 Tuesday-Thursday (UTC) 10

8

6

4

2

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 2018 France 35 Released Issue LFMM West zone sectors openings 2019 Monday&Friday (UTC) 12

10

8

6

4

2

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

LFMM West zone sectors openings 2019 Saturday&Sunday (UTC) 14 12 10 8 6 4 2

0

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

LFMM East zone sectors openings 2019 Tuesday-Thursday (UTC) 12

10

8

6

4

2

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 2018 France 36 Released Issue LFMM East zone sectors openings 2019 Monday&Friday (UTC) 12

10

8

6

4

2

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

LFMM East zone sectors openings 2019 Saturday&Sunday (UTC 14 12 10 8 6 4 2

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 2018 France 37 Released Issue LFMMACC - Reference capacity profile and alternative scenarios 400

350

300

250

200

150

100 Capacity profile(movements perhour)

50

0 2017 2018 2019 2020 2021 2022 2023 2024 2019 Reference Capacity Profile 297 299 308 315 319 328 2020-2024 Indicative Reference Capacity Profile Capacity Profile - Current Routes 282 283 290 297 302 308 Capacity Profile - High 299 311 324 332 344 353 Capacity Profile - Low 293 293 294 294 297 300 Capacity Baseline 239 227 2019 - 2024 Plan 222 222 222 235 251 269 Capacity Profile - Shortest Routes (Open) 295 296 307 313 318 326

2019-2024 Planning Period Outlook A capacity gap between 20 and 25% is expected throughout the entire planning period

LSSIP Year 2018 France 38 Released Issue

ACC Paris

Traffic and en-route ATFM delays 2014-2024

LFFFALL - Traffic and en-route ATFM delays

4500 1.0

4000 0.9

0.8 3500 0.7 3000 0.6 2500 0.5 2000

IFR flights (DailyAverage) IFRflights 0.4 Enroute Delay (minutes perflight) Delay(minutes Enroute 1500 0.3 1000 0.2

500 0.1

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3904 3925 4122 4022 4122 Summer Traffic 3353 3502 3574 3595 3661 Yearly Traffic 3125 3205 3266 3313 3354 Summer Traffic Forecast 3706 3784 3859 3919 3969 3982 High Traffic Forecast - Summer 3732 3911 3994 4035 4082 4115 Low Traffic Forecast - Summer 3658 3659 3679 3694 3703 3711 Summer enroute delay (all causes) 0.20 0.17 0.40 0.17 0.35 Yearly enroute delay (all causes) 0.17 0.14 0.34 0.12 0.23

LSSIP Year 2018 France 39 Released Issue

Performance summer 2018

En-route Delay (min/flight) - Summer Traffic Evolution 2018 Capacity Baseline Capacity gap Ref value Actual +1.8 % 288 (+2%) 0.18 0.35 No The average en-route delay increased from 0.17 minutes per flight in Summer 2017 to 0.35 minutes per flight over the same period in 2018. 77% of the delays were due to the reason Weather, 15% due to ATC Capacity, 3% due to Industrial Action, 2% due to Other and 1% to Equipment. Capacity Plan +1% Achieved Comments LMH project / FRA above FL345 No Postponed to 2020 Improved airspace management / FUA Yes Improved ATFCM procedures and STAM Yes xStream Yes CDM Processes and procedures Yes MAC (Collaborative ATFCM Measures) Yes Reorganisation of lower airspace and delegation of ATS to APP units No Postponed to end 2019 below FL115 (South of FIR) SMART SKI Yes New roster agreement under discussion for No Flexible roster 2019 Enhanced Mode S Yes Maximum configuration: 20 UCESO Yes 14 sectors opened Summer 2018 performance assessment The ACC capacity baseline was assessed with ACCESS to be at 288, 2% higher than in Summer 2017. During the measured period, the average peak 1 hour demand was 276 and the average peak 3 hour demand was 256.

Planning Period 2019-2024

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

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

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

LSSIP Year 2018 France 40 Released Issue Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 291 1% 299 3% 305 2% 312 2% 320 2% 328 2% Ref. 290 1% 296 2% 302 2% 308 2% 314 2% 320 2% LFFF 288 L 290 1% 291 0% 293 0% 294 0% 295 0% 297 0% Open 290 1% 296 2% 301 2% 307 2% 313 2% 319 2% C/R 289 0% 295 2% 301 2% 307 2% 313 2% 319 2%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024 LMH project Free Route Airspace FRA Implementation FRA above FL345 Airspace Management Improved airspace management / FUA Advanced FUA XStream Airport & TMA Network Integration operational trials Improved ATFCM procedures and STAM / GF project Cooperative Traffic Management CDM Processes and procedures MAC + eNM Reorganisation of Reorganisation of Reorganisation of lower airspace and lower airspace and lower airspace and delegation of ATS Airspace delegation of ATS to delegation of ATS to to APP units below APP units below FL115 APP units below FL115 FL115 (South of (North West of FIR) (North East of FIR) FIR) Procedures Staffing Gradual roster improvements* SALTO Technical 4-Flight FOC (datalink) Implementation Capacity Training for 4Flight Olympic games Significant Events (autumn 2021 to end Paris 2022) 16 UCESO 16 UCESO 16 UCESO 14 UCESO 14 UCESO 16 UCESO Max sectors (8+8) (8+8) (8+8) (7+7) (7+7) (8+8) Planned Annual Capacity Increase 1% 0% 1% 0% 6% 7%

Reference profile Annual % Increase 1% 2% 2% 2% 2% 2% Difference Capacity Plan v. Reference 0.2% -1.7% -2.7% -4.6% -0.7% 4.2% Profile Annual Reference Value (min) 0.14 0.11 0.11 0.09 0.09 0.09

Summer reference value (min) 0.18 0.15 0.13 0.13 0.09 0.09

Additional information *New roster agreement under discussion for 2019

2020-2024: Indicative RP3 Reference Values

The charts below show an outline of available sector configuration for a typical day for summer 2019 for each zone (same sectors opening for each). A new roster is under discussion. On busy days, up to 16 sectors could be open if possible depending on actual staff availability.

LSSIP Year 2018 France 41 Released Issue LFFF sectors openings summer 2019 for each zone - current roster (UTC) 8 7 6 5 4 3 2 1

0

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

LFFF sectors openings summer 2019 for each zone - potential new roster (UTC) 8 7 6 5 4 3 2 1

0

00:00 11:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 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 2018 France 42 Released Issue LFFFACC - Reference capacity profile and alternative scenarios 350

330

310

290

270

250

230

210 Capacity profile(movements perhour) 190

170

150 2017 2018 2019 2020 2021 2022 2023 2024 2019 Reference Capacity Profile 290 296 302 308 314 320 2020-2024 Indicative Reference Capacity Profile Capacity Profile - Current Routes 289 295 301 307 313 319 Capacity Profile - High 291 299 305 312 320 328 Capacity Profile - Low 290 291 293 294 295 297 Capacity Baseline 283 288 2019 - 2024 Plan 291 291 294 294 312 334 Capacity Profile - Shortest Routes (Open) 290 296 301 307 313 319

2019 – 2024 Planning Period Outlook A minor capacity gap might be experienced in Paris ACC for some years of the planning period.

LSSIP Year 2018 France 43 Released Issue

ACC Reims

Traffic and en-route ATFM delays 2014-2024

LFEEACC - Traffic and en-route ATFM delays

4500 2.0

4000 1.8

1.6 3500 1.4 3000 1.2 2500 1.0 2000

IFR flights (DailyAverage) IFRflights 0.8 Enroute Delay (minutes perflight) Delay(minutes Enroute 1500 0.6 1000 0.4

500 0.2

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3193 3267 3377 3480 3608 Summer Traffic 2832 2899 3021 3096 3205 Yearly Traffic 2522 2574 2668 2753 2843 Summer Traffic Forecast 3284 3345 3411 3465 3518 3553 High Traffic Forecast - Summer 3315 3463 3573 3660 3748 3813 Low Traffic Forecast - Summer 3241 3242 3257 3263 3271 3278 Summer enroute delay (all causes) 0.60 0.66 0.40 0.38 1.93 Yearly enroute delay (all causes) 0.42 0.55 0.26 0.26 1.22

LSSIP Year 2018 France 44 Released Issue

Performance summer 2018

En-route Delay (min/flight) - Summer Traffic Evolution 2018 Capacity Baseline Capacity gap Ref value Actual + 3.5 % 204 (-5%) 0.25 1.93 Yes The average en-route delay increased from 0.38 minutes per flight in Summer 2017 to 1.93 minutes per flight in Summer 2018. 40% of the delays were due to ATC Capacity, 24% due to Weather, 24% due to Staffing, 9% due to Other, 2% due to Industrial Action and 1% due to Equipment. Capacity Plan +5% Achieved Comments Improved airspace management / FUA Yes FABEC XMAN Yes Improved ATFCM procedures and STAM Yes CDM Processes and procedures Yes MAC (Collaborative ATFCM Measures) Yes YB sector Yes On a trial basis, implementation on a regular Yes Flexible roster basis to be confirmed in 2019 Enhanced Mode S Yes Maximum configuration: 19 UCESO No 18 sectors Summer 2018 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 204. During the measured period, the average peak 1 hour demand was 225 and the average peak 3 hour demand was 211.

Planning Period 2019-2024

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

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

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

LSSIP Year 2018 France 45 Released Issue Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 235 15% 242 3% 252 4% 259 3% 263 2% 269 2% Ref. 234 15% 235 0% 238 1% 245 3% 248 1% 250 1% LFEE 204 L 231 13% 231 0% 231 0% 231 0% 231 0% 231 0% Open 235 15% 235 0% 240 2% 245 2% 251 2% 254 1% C/R 234 15% 235 0% 239 2% 245 3% 249 2% 250 0%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024 FRA Free Route Airspace implementation Airspace Management Improved airspace management / FUA Advanced FUA FABEC X MAN Airport & TMA Network Integration trials (EGKK, EHAM) Improved ATFCM procedures and STAM Cooperative Traffic Management CDM Processes and procedures MAC + eNM Improved LFRR/LFEE interface Airspace Reorganisation of lower airspace

with Strasbourg and Bale APP Procedures Staffing Flexible rostering 4-Flight

implementation Technical SALTO Improvement of FOC (datalink) safety net Capacity Training for 4-Flight (January 2020 to end Significant Events 2021) Max sectors 16 UCESO 15 UCESO** 15 UCESO** 16 UCESO 16 UCESO 16 UCESO

Planned Annual Capacity Increase -3%* -3%* 3% 6% 7% 7%

Reference profile Annual % Increase 15% 0% 1% 3% 1% 1% Difference Capacity Plan v. Reference -15.4% -18.3% -16.8% -14.3% -9.3% -3.6% Profile Annual Reference Value (min) 0.17 0.30 0.27 0.23 0.18 0.18

Summer reference value (min) 0.24 0.40 0.38 0.30 0.23 0.23

* Due to lack of qualified ATCOs Additional information ** Depending on social agreement for 4-Flight training.

The charts below show an outline of available sector configuration for a typical day for summer 2019. On busy days, up to 16 sectors could be open if possible depending on actual staff availability.

LSSIP Year 2018 France 46 Released Issue LFEE sectors openings summer 2019 (UTC) 16 14 12 10 8 6 4 2

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

LFEEACC - Reference capacity profile and alternative scenarios 300

250

200

150

100 Capacity profile(movements perhour)

50

0 2017 2018 2019 2020 2021 2022 2023 2024 2019 Reference Capacity Profile 234 235 238 245 248 250 2020-2024 Indicative Reference Capacity Profile Capacity Profile - Current Routes 234 235 239 245 249 250 Capacity Profile - High 235 242 252 259 263 269 Capacity Profile - Low 231 231 231 231 231 231 Capacity Baseline 215 204 2019 - 2024 Plan 198 192 198 210 225 241 Capacity Profile - Shortest Routes (Open) 235 235 240 245 251 254

2019-2024 Planning Period Outlook A capacity gap up to 18% is expected in Reims for most of the planning period.

LSSIP Year 2018 France 47 Released Issue 3. Master Plan Level 3 Implementation Report conclusions

Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2018 applicable to France for all items that require corrective actions and improvements. Conclusion Applicable to All States with COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND delays in SUPPORT FOR IMPLEMENTATION FROM GIVEN TO THE LOCAL STAKEHOLDERS NM . implementation (page 10 of the Report) of FCM03

State’s action planned for this conclusion: Final update of the ATC system planned in 2019.

Description of the planned action: A new version of the ATC system is planned in September 2019 in order to reach compliance with this objective by providing AFP messages.

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

State’s action planned for this conclusion: All TSA are under FUA management. Rolling AUP/UUP is in service in TSA34.

Description of the planned action: Rolling UPP will be in service in all UIR military area before 2022. In spring 2020, rolling UUP will be in service in R108H and TSA 40,41,42,46.

Conclusion Applicable to IMPLEMENTATION OF FRA IS VERY MUCH ENCOURAGED BELOW FL310 AND IN CROSS- BORDER AIRSPACE. ECAC States (page 19 of the Report)

State’s action planned for this conclusion: DSNA has planned a FRA deployment in Stripless ACC (ERATO system equipment) and focus deployment in other ACC 18 months after 4F deployment

Description of the planned action: Implementation H24 : - Brest ACC :winter 2020/2021 above FL 195 (West part) and above FL305 (East part) - Bordeaux ACC winter 2021/2022 : FL195 and above

LSSIP Year 2018 France 48 Released Issue Conclusion Applicable to All Airports with delays in DELAYS IN IMPLEMENTATION OF A-SMGCS SURVEILLANCE CAN POTENTIALLY IMPACT THE implementation TIMELY IMPLEMENTATION OF OTHER SUBSEQUENT A-SMGCS FUNCTIONALITIES. of AOP04.1 and (page 26 of the Report, same as in 2017 LSSIP) AOP04.2 and in particular the PCP airports

State’s action planned for this conclusion: AOP04.1 and AOP04.2 is completed in PCP airports.

Description of the planned action: The specification and deployment of next A-SMGCS functionalities (Automated Assistance to Controller for Surface Movement Planning and Routing) is on track within DSNA SYSAT program (new ATM system for APP and TWR).

LSSIP Year 2018 France 49 Released Issue 4. Implementation Projects

National projects

Main national projects are listed below.

4-FLIGHT Defence Organisation(s): DSNA (FR), Mil. Authority (FR) Type of project: National Schedule: 2016-2020 Status: Procurement is under final discussion for defence. Description: Implementation of a new standardized ATS system for Enroute in both civilian and military centers Link and references ATM MP links: L3: ATC07.1, ATC12.1, ITY-AGDL Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: Safety and capacity improvement through both advanced decision support tools available and better coordination process for the Air Traffic Controllers. Interoperability between military and civilian centers. Environment: - Capacity: Safety and capacity improvement through both advanced decision support tools available and better coordination process for the Air Traffic Controllers. Interoperability between military and civilian centers. Cost-efficiency: - Operational efficiency: -

LSSIP Year 2018 France 50 Released Issue

AMAN. (-) Organisation(s): DSNA (FR) Type of project: National Schedule: 2019-2023 Status: AMAN is operational in version 2 at CDG, Orly, Lyon, Nice TMA, LFFF, and LFMM. A new more complete version will be implemented in 2020-2021. Description: To replace legacy AMAN system (MAESTRO), a new AMAN tool has been deployed and is operational at LFFF since mid-2014 for sequencing and metering the flow of traffic inbound the Paris terminal area. This new AMAN system has been implemented as well in the South East of France for the benefit of Lyon and Nice TMA and will be extended to LFMM in 2016 . Link and references ATM MP links: L3: ATC15.1 Other links: ASBU : B0-RSEQ ATM L3: ATC15 Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: - Environment: Less fuel burnt through reduced speed and optimized trajectories. Capacity: Increasing of capacity and reduction of holdings in TMA area. Cost-efficiency: - Operational efficiency: -

LSSIP Year 2018 France 51 Released Issue

Aéroport du Grand Ouest à Notre-Dame-des- Landes (NDDL) (-) Organisation(s): DSNA (FR) Type of project: National Schedule: A 6 month mission has been given to Mr ROL-TANGUY, from the Cour des Comptes, to build the transportation strategy for the region, in collaboration with the local communities. Status: Cancelled Description: A political decision was taken on the 17th of January 2018 to cancel the project of a future airport and maintain and develop Nantes-Atlantique airport that is located very close to the city with a final approach 21 that flies over the city centre. The upgrade of the current airport will comprise : extended RWY, precision approaches, new terminal,… Link and references ATM MP links: - Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: - Environment: - Capacity: - Cost-efficiency: To be determined Operational efficiency: -

LSSIP Year 2018 France 52 Released Issue CSSIP (-) Organisation(s): DSNA (FR) Type of project: National Schedule: 2012-2019 Status: AMHS COM Centre is now operational. IP-WAN is now operational. VoIP for telephony and radio is now operational. Description: Migration of all networks for data and voice communications to Internet Protocol (IP): LAN, IP-WAN, AMHS COM Centre. Link and references ATM MP links: L3: COM10 Other links: ASBU : B1-SWIM Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: - Environment: - Capacity: - Cost-efficiency: Cost efficiency improvement through up to date technology Operational efficiency: -

Geographic Database - AIM tool Organisation(s): DSNA (FR), Groupe ADP (FR) Type of project: National Schedule: 2016 to 2020 Status: Specifications are under writing. Description: Creation of database including aeronautical information and geographical data (eTOD and AMDB). DSNA will use the database for their respective needs (procedure design, cartography...).

Link and references ATM MP links: - Other links: - Project included in RP2 NA Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: Y Name/Code in DP: SESAR DP AF 1.2.2 Performance contribution Safety: The systems developed and the use of eTOD and AMDB will ensure a more relevant information at airspace users Environment: - Capacity: - Cost-efficiency: -

LSSIP Year 2018 France 53 Released Issue

ILS rationalisation (-) Organisation(s): DSNA (FR) Type of project: National Schedule: 31 ILS have been decommissioned, 14 have been transferred to the airport operators. Status: - Description: Within its navigation strategy, France equipped every instrument runway end with APV procedures and has defined the associated ILS decommissioning. Link and references ATM MP links: - Other links: ATM MP links: NAV06 ASBU : B0-APTA Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: A safety benefit by implementing APV at every IFR runway ends. Environment: An environmental benefit by implementing APV at every IFR runway ends. Capacity: - Cost-efficiency: Cost efficiency by decommissioning ILS system. Operational efficiency: -

LSSIP Year 2018 France 54 Released Issue

New Project4-FLIGHT Organisation(s): DSNA (FR) Type of project: National Schedule: The contract has been awarded in October 2011. Complete implementation scheduled between 2017 and 2024 : step 1: implementation is planned end of 2021 - beginning 2022 in Reims and Marseille ACC; step 2 implementation in Paris ACC end 2022; implementation is planned end 2024 in Brest and Bordeaux ACC. Status: Procurement has been awarded in October 2011 Initial trials performed successfully in December 2012 . First partial planned operational use performed in two pilots ACC Commissioning is planned in pilot ACCs by 2021 Description: The objective of 4-FLIGHT is the procurement of the next generation of the ATM system in order to prepare SESAR convergence. Implementation is on-going, partial planned operational use performed in two pilots ACC in 2017 and 2018. Commissioning is planned in pilot ACCs (Reims and Marseille) by Winter 2021-2022. Link and references ATM MP links: L3: ATC07.1, ITY-AGDL Other links: AUO-0301, TS-0102 ASBU : B0-RSEQ B0-TBO Project included in RP2 Y Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: - Environment: Environmental performance improvement through enhanced flight plan and trajectory management. Capacity: Capacity performance improvement through enhanced flight plan and trajectory management. Cost-efficiency: Better cost efficiency through shared development and maintenance costs Operational efficiency: -

LSSIP Year 2018 France 55 Released Issue

PBN APV (-) Organisation(s): DSNA (FR) Type of project: National Schedule: 2012-2022 Status: Publication of 200 RNAV approach procedures (156 LPV 81 baro-VNAV) for 220 instrument runway ends. Description: Publication of 200 RNAV approach procedures (161 LPV ; 106 baro-VNAV) for 220 instrument runway ends. Link and references ATM MP links: L3: NAV10 Other links: ASBU: B0-APTA ATM MP links: NAV06 Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: A safety benefit by implementing APV at every IFR runway ends. Environment: - Capacity: - Cost-efficiency: Cost efficiency by reducing the conventional equipment network. Operational efficiency: -

LSSIP Year 2018 France 56 Released Issue

SEPIA Organisation(s): DSNA (FR) Type of project: National Schedule: 2017 to 2022 Status: Specifications are under writing. Cft issued at the beginning of 2019.

Description: Replacement of AIM system : AIXM 5 data exchange, enhanced process for collection of originated data, fabrication of AIM products and data sets. SEPIA is a SOFIA related project. Link and references ATM MP links: L3: ITY-ADQ Other links: ASBU : B0-DATM SESAR DP AF 5.3.1 (Compliance with SESAR interoperability standards are required) Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: Y Name/Code in DP: DP AF 5.3.1 (Compliance with SESAR interoperability standards are required) Performance contribution Safety: Ensuring quality and integrity of aeronautical data. Environment: - Capacity: - Cost-efficiency: - Operational efficiency: -

LSSIP Year 2018 France 57 Released Issue

SOFIA Organisation(s): DSNA (FR) Type of project: National Schedule: 2016 to 2022 Status: Consolidation of users needs and, elaboration of service implementation roadmap. Management for launching related projects for implement new services.

Description: Umbrella project for modernizing aeronautical information data chain and processes in order to provide added-value services meeting with customer requirements. Link and references ATM MP links: L3: ITY-ADQ Other links: ASBU B0-DATM ICAO ASBU: B0-DATM SESAR DP AF 5.3.1 (Compliance with SESAR interoperability standards are required) Project included in RP2 NA Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: Y Name/Code in DP: AF 5.3.1 (Compliance with SESAR interoperability standards are required) Performance contribution Safety: Indirect contribution to safety. This project is an enabler for DSNA. Environment: - Capacity: - Cost-efficiency: - Operational efficiency: -

LSSIP Year 2018 France 58 Released Issue

SOFIA BRIEFING Organisation(s): DSNA (FR) Type of project: National Schedule: 2017 to 2020 Status: User needs consolidated. Initial operation : end of 2020. Description: Replacement of the actual briefing tool.

SOFIA BRIEFING is a SOFIA related project Link and references ATM MP links: - Other links: ESSIP INF04 ASBU : B0-DATM Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: Safety improvement by better general aviation flight planning Environment: - Capacity: - Cost-efficiency: - Operational efficiency: -

LSSIP Year 2018 France 59 Released Issue

SYSAT (Systems for APP and TWR) (-) Organisation(s): DSNA (FR) Type of project: National Schedule: From 2017 to 2021 Status: Procurements started in 2014. First order was made in April 2015. Negotiation is in progress, purchase will be done in autumn 2016. Paris CDG implementation in 2019, then Paris Orly and Le Bourget in 2020 and Nice TMA mid-2021. Description: Replacement of ATM system in all DSNA mainland TWRs and in major APPs. Link and references ATM MP links: - Other links: HUM03.1 ICAO ASBU: B0-RSEQ, B0-SURF, B0-ACDM, B0-APTA, B0-FICE, B0- ASEP SESAR: Compliance with SESAR interoperability standards are required Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: Safety through improved back-up. Environment: - Capacity: Capacity through better automation Cost-efficiency: Cost efficiency through sharing of cost and up to date technology Operational efficiency: -

LSSIP Year 2018 France 60 Released Issue FAB projects

There are two main FABEC projects ongoing:  XMAN (Extended Arrival Manager)  FRA (Free Route Airspace)

The tables below detail for each ongoing main FABEC project:  which FABEC ANSPs and military partners are participating  a description, the scope and objectives  the schedule and implementation planning  the status end 2018  the link to the ATM Master Plan Level 3 (formerly ESSIP), if any  the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and Cost-Efficiency

LSSIP Year 2018 France 61 Released Issue

Name of project: Organisation(s): Schedule: Status: Links: Extended Arrival DFS (DE), DSNA (FR), The XMAN project envisaged three development and The FABEC XMAN Basic Step has L3: ATC07.1, ATC15.1 Management (XMAN) LVNL - implementation steps: Basic – Advanced – Optimised. In already been implemented at Deployment Programme: Luchtverkeersleiding December 2018 the project team decided to skip the several ACCs for several - AF1: Extended AMAN and Nederland (NL), MUAC Optimised Step and to incorporate the envisaged features of airports. PBN in high density TMA ANSP (MAS), SKEYES the Optimised Step into the Advanced Step. The planning is - Family 1.1.1: Basic AMAN (BE), Skyguide (CH) now as follows: The implementation phase of - Family 1.1.2: AMAN the Basic Step will continue until upgrade to include Extended 1. Basic Step - From 2012 to 2024 2024. Horizon function The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival The Milestone 4 of the management in the airspace controlled by skeyes, DFS, Advanced Step of the XMAN DSNA, LVNL, MUAC and skyguide. project was planned for June 2018 but was moved to 2. Advanced Step - From 2013 to 2024 Q2/2019 as the deployment of The Advanced Step takes into account validated SESAR the XMAN Portal will continue results in order to improve the en-route part of cross-centre until mid-2019. arrival management in the overall FABEC airspace. This step requires enhanced data exchange between ACC/UAC in The project team agreed to skip order to support a delay sharing strategy. Additional the Optimised Step and to planning information related to departures and airborne integrate optimised features flights will be provided by Airport-CDM and Network into the Advanced Step. Management. This step has an impact on all FABEC ACCs.

This Step will also take into account further validated SESAR results 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.

LSSIP Year 2018 France 62 Released Issue Name of project: Organisation(s): Schedule: Status: Links: Free Route Airspace DFS (DE), DSNA (FR), The FABEC FRA project was launched in 2011 with the The project work on Direct L3: AOM21.2 (FRA) LVNL - objective of setting up a FABEC Free Route Airspace with Routings and Free Route is in a L2: AOM-0506 Luchtverkeersleiding Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and rolling MS4 status with a yearly Nederland (NL), MIL lower when and where possible) in a stepped approach by update of the implementation (DE), MUAC ANSP the end of RP2. report and implementation (MAS), Mil. Authority plan. (BE), Mil. Authority In 2015, the project has been aligned with the requirements (FR), Militaire of the Pilot Common Project requirements. This induced an DSNA and skyguide have already Luchtvaart Autoriteit implementation of FABEC Free Route Airspace at FL310+ by implemented several direct (NL), SKEYES (BE), 2022. routes and will continue to Skyguide (CH), Swiss implement further direct routes Air Force (CH) In 2016, the project was organised into two work streams in the coming years in 1. National and cross-border Direct Routes (DCT) preparation of Full FRA. including Long Range Direct Routings; 2. Free Routing. On the 1st of March 2018, DFS has implemented Full FRA H24 All Free Route initiatives conducted locally, bilaterally or in EDDU North airspace above within a FABEC framework are under the FABEC FRA FL 285 and EDDU East Airspace umbrella. Implementation activities are managed at ACC or above FL 315 and Full FRA Night national level using local management processes and are above FL245 in all the DFS monitored at FABEC level. airspace.

MUAC has successfully In December 2017 the Project Management Plan version 4.0 extended Full FRA to weekends has been approved. The project is now further supporting from the 8th-9th of December and monitoring the direct routing implementations and full 2018 (Full FRA week-end and FRA implementations. night).

LSSIP Year 2018 France 63 Released Issue

Regional projects

Main regional projects are the French Italian DSNA/ENAV COFLIGHT system, which will be the new generation of ATM FDP system with electronic environment and fully compliant with ATM Master Plan and the development of a new VCS compatible with Voice over IP technology for MUAC/ACC, Roissy/CDG and 5 ACCs of France.

COFLIGHT (-) Organisation(s): DSNA (FR), ENAV (IT) Type of project: Regional Schedule: Procurement has been awarded in October 2011. Commissioning is planned in pilot ACCs between 2019 and 2021. Status: Initial trials performed successfully in December 2012. First deployment in pilot ACCs in June 2016 and associated first operation trial in Q1 2017- Description: New generation ATM FDP system COFLIGHT, electronic environment and fully compliant with ATM Master Plan Link and references ATM MP links: L3: ATC07.1, ITY-AGDL Other links: ASBU : B0-RSEQ B0-TBO Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: - Environment: Environmental performance improvement through enhanced flight plan and trajectory management. Capacity: Capacity performance improvement through enhanced flight plan and trajectory management. Cost-efficiency: Better cost efficiency through shared development and maintenance costs Operational efficiency: - Cooperation Activities: -

LSSIP Year 2018 France 64 Released Issue

New Voice Communication System (N-VCS) Organisation(s): DSNA (FR), MUAC ANSP (MAS) Type of project: FAB Schedule: MUAC : 2016; DSNA : 2017 - end 2022. Status: System development on going. MUAC tests on site. Description: Development of a new VCS compatible with Voice over IP technology for MUAC/ACC, Roissy/CDG and 5 ACCs of France. Link and references ATM MP links: - Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: - Environment: - Capacity: - Cost-efficiency: Cost efficiency improvements by using a standard technology and common FAB-EC specifications. Operational efficiency: - Cooperation Activities: MUAC/DSNA

LSSIP Year 2018 France 65 Released Issue 5. Cooperation activities

FAB Co-ordination

FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland. 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. This means that FABEC is now operational. 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.

Regional cooperation

Continuous cooperation relating to coordination and transfer procedures, airspace and route planning, etc., normally takes place between adjacent States, in accordance with ICAO SARPs and PANS. This cooperation is, among other issues, focused towards implementation of the ECAC Objectives and is complementary to the work undertaken for implementation of the European ATM Master Plan. More specific cooperation/coordination arrangements, which may be useful in coordinating Local Actions between adjacent States, are highlighted below. The ATM Master Plan, its level 3 ESSIP components and the Pilot Common Project provide the main framework on which these Regional Plans rely. In addition to the involvement in the FABEC initiative, the bilateral or multilateral coordination arrangements already set up by DSNA are the following:  AEFMP cooperation, started in 1991 with Spanish and Portuguese ANSPs, progressively joined by Algerian, Moroccan ones and more recently by Tunisian OACA.  Member of A6 (ENAIRE, DFS, DSNA, ENAV, NATS, PANSA, COOPANS) in close cooperation with skyguide,  Coordination with the 6-States/EUROCONTROL (Belgium, France, Germany, Luxembourg, The Netherlands, United Kingdom),  SOUTH-WEST AXIS, to improve ATM capacity and reduce delays in the area of Switzerland, Northern- Italy, Northern Eastern Spain, France and United Kingdom with EUROCONTROL collaboration,  Member of ESSP (European Satellite Service Provider) EGNOS,  Member of the SESAR JU and SESAR Deployment Alliance that drive the Deployment of SESAR as “SESAR Deployment Manager”,  Member of ANSPs cooperation for system developments such as New Voice Communication System implementation and ATM system developments,

LSSIP Year 2018 France 66 Released Issue Some DSNA partnerships DSNA is involved in two major projects in partnership with ENAV:  The aim of COFLIGHT is to implement with ENAV a new FDP system that will be compliant to SES interoperability regulation. Following the definition phase, the realization of the COFLIGHT software has started in 2006, and several versions have been delivered. Based on Coflight, DSNA and its partners ENAV, skyguide and Malta Air Traffic Service has launched the “Coflight Cloud Services” (formerly known as “Coflight As a service” project in 2014. The objective is to rely on the Coflight product to provide FDP remotely service and system’s maintenance to other ANSPs.  The objective of 4-FLIGHT is the specification with ENAV of the next generation of the ATM system in order to prepare SESAR convergence. This new generation of ATM system will be based on an existing supplier line of product in 2 steps: the first one with a new architecture and very advanced functions, and the second one fully compliant with the SESAR CONOPS. Step 1: implementation is planned in 2021, Step 2: implementation is planned in 2024. The contract has been awarded in October 2011.

DSNA is also involved in:  Common specification and procurement with Maastricht ACC (MUAC) of a next generation VCS (Voice Communications System). o In 2008, a working group of FABEC members developed the specifications for a new VCS (Voice Communication System) taking into account the needs of the FABEC ANSPs as well as the evolutions towards new common functional needs such as the management of the radio and the telephone on the same VCS. It was also an opportunity to take into account compulsory technological evolutions such as the transportation of the voice communications over IP. o Following the preparation of these specifications, DSNA and MUAC/Eurocontrol (Maastricht ACC Center) decided to collaborate to conduct a tender procedure for the development, supply and maintenance of New VCS (NVCS Project). A cooperation agreement has been drawn up between MUAC and DSNA to determine the rules for collaboration between the two organizations. One of the characteristics of this cooperation agreement was that a 20-year framework agreement would be awarded in partnership between MUAC and DSNA and that the tendering procedure would be carried out by DSNA, according to the rules of the French Public Procurement Code. o The framework agreement offers the possibility for other FABEC ANSPs, if they wish, to integrate the cooperation agreement and to benefit rapidly of a NVCS system “ready for use”, compliant with European regulation and using state of the art technologies as well as from all the services offered by Framework agreement under the same conditions as the DSNA and MUAC. o The NVCS project enable DSNA, MUAC to satisfy the following objectives: . Purchasing of NVCS primary and backup systems under a common framework contract . Implement an advanced Voice Communications System capable of delivering voice services over any possible telecom infrastructure in the foreseeable future. . Support a coordinated transition from TDM (Time Division Multiplexing) based switching to Voice over IP (VoIP) among different Air Navigation Services Providers (ANSPs). . Increased cost-effectiveness of the ANSP’s investments as a result of scale effects in the acquisition process as well as during the maintenance phase. o The perimeter of NVCS project in DSNA is to replace main and backup radio/telephone chains of the five French ACCs and also replace Back-up VCS for CDG airport. o It takes onboard the NIS (Network and Information Security - EU Directive 2016/1148 of 06/07/16) as new security functionalities are mandatory for entry into operational service. o Brest ACC will be the first of five DSNA area control centres (ACCs) to be equipped with Main and Backup NVCS. Start of operation is planned for end 2022

LSSIP Year 2018 France 67 Released Issue o Bordeaux project was launched in 2017, contract has been notified on November 2017. Aix-en-Provence Reims, Athis and ACCs will follow. o NVCS Backup will replace current radio and telephone backup at CDG Airport. Radio backup functionalities will be taken into service in 2019.

 Projects where sound importance is given to partnership with European ANSPs: o Interconnection with the SETINET Network with Skyguide which is intended to live a major technical migration in 2019 due to obsolescence of the supporting layers; o Common specification and procurement with Skyguide of an AMHS compliant message switching system (MESANGE: MESsagerie Aéronautique de Nouvelle GEnération) leading to system implementation in 2016; o PENS, its evolution New PENS, and SWIM in which DSNA is deeply involved in the definition and the governance.

ESSP DSNA is a shareholder of the ESSP SAS Company established in Toulouse in 2009, along with other European ANSPs (DFS, ENAIRE, ENAV, NATS, NAV-P, skyguide). The main aim of the cooperation between these seven ANSPs is having ESSP operating the EGNOS infrastructure and delivering several services, in particular the EGNOS Safety of Life service used by aviation to provide LPV approaches over Europe. The governance of the ESSP is ensured by a Board of Directors where shareholders are represented. The Board of Directors meets on a quarterly basis and it is supported by the CEO of the company, as well as by the financial and strategic direction. ESSP has won in 2014 the EGNOS operating contract for 8 years, following a competitive call for tender managed by GSA, the European GNSS Agency. ESSP is now an established and a key player in Europe in the field of satellite navigation services. ESSP is also developing business and consulting activities in several areas, ranging from expanding EGNOS services and user communities, to managing pan European networks.

A6 Alliance The A6 Alliance was founded in 2011 by six ANSP members of the SESAR JU – DFS (Germany), DSNA (France), AENA (Spain) renamed later to ENAIRE, ENAV (Italy), NATS (UK) and NORACON – a consortium of Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), LFV (Sweden) and Naviair (Denmark). In 2015 PANSA became a full member of the A6 Alliance. At the same time the COOPANS consortium replaced NORACON in all A6 activities and the B4 Consortium joined A6 in the area of SESAR 2020. The A6 Alliance has also concluded a collaboration agreement with Skyguide in relation to SESAR 2020 R&D activities, as well as with ROMATSA and HungaroControl in relation to SESAR Deployment Manager. The A6 Alliance plays a significant role in Research & Development through active participation in the SESAR Programme. The A6+ partners participate in 68 of the 80 ATM-solution projects, leading 30 of them. Furthermore, the A6+ partners hold an active role in transversal activities including the Masterplan and in Very Large Scale Demonstrations. Since the launch of SESAR 1, members of the A6 Alliance have achieved significant results together with other SJU partners (development of 63 successfully completed SESAR solutions). The members of the A6 Alliance control more than 80 % of EU air traffic. They are responsible for more than 70 % of the investment in the future air traffic management infrastructure.

LSSIP Year 2018 France 68 Released Issue Areas of DSNA involvement in 2018:  preparation of positions regarding operational/technical, policy and legal regulations proposals prepared or led by the EU institutions/bodies together with other partners (Airspace Architecture Study, Wise Persons Group, RP3, CEF funding, PCP Review, etc.);  participation in the SESAR Joint Undertaking (mainly focusing on a successful closing of Wave 1 and preparing the call for Wave 2 of SESAR 2020 Programme), SESAR Deployment Manager and initiatives/projects financed by INEA (SWIM, DLS, etc.);  A6 activities: develop proposals for improvement of the ATM system in Europe and drive their implementation (e.g. SESAR Digital Backbone).

Regional AEFMP Framework The AEFMP initiative was set up in 1996 in order to harmonize and optimize the air navigation operations among Algeria, Spain, France, Morocco and Portugal. It aims at promoting the establishment of common regional convergence objectives in order to increase safety and achieve a high operational efficiency in the provision of services. The collaboration was renewed in 2002 with the signature of a Joint AEFMP Plan. After 14 years of fruitful cooperation, the AEFMP MoU (Memorandum of Understanding) was signed in January 2016 among the five countries, and publicly ratified during the WAC (World ATM Congress) held in Madrid, in March 2016, with the attendance of representatives of the European Commission. The renewed framework of cooperation includes updated leading principles and reinforced cooperation to face current and future ATM (Air Traffic Management) developments steaming from the SES (Single European Sky) framework evolution. During 2018, the AEFMP celebrated the approval by its Steering Committee of Tunisia application to AEFMP membership. AEFMP’s activities are particularly focused on harmonization of procedures, improvement of interoperability and management of implementation of new systems. Accordingly, the main AEFMP objectives are to:  coordinate and collaborate on the operational and technical enablers’ alignment;  harmonize and optimize the deployment timeline of the operational and technical enablers;  push towards more interoperable systems;  optimize the traffic flows across the AEFMP area; and  interconnect ATM systems, share data stemming from AEFMP facilities and systems.

The main achievements of the AEFMP have been the result of the collaboration in the following areas:  Optimum use of Technical Systems: technical optimization is considered essential to provide the users with systems aimed at improving or maintaining performance through synchronized interoperable technology deployment. Likewise, the main general objectives are to: o establish systems and common protocols allowing a reliable, quick and effective exchange of information between operational centres; o share data stemming from technical premises between cross‐border units, when pertinent; o share technical knowledge and experience between AEFMP ANSPs and propose new technical ways of improving CNS/ATM systems.

 Optimum use of Airspace: common methods and procedures as well as operational changes have been and shall be assessed considering the impact on global performance and in order to optimize the use of the AEFMP airspace by its users. Also, some of the general objectives are to: o study and elaborate common working methods for the area, as well as establishing support systems necessities; o establish common criteria for airspace organization and coordination of adjacent units in order to avoid bottlenecks; o analyse delays in the AEFMP area and propose joint measures in order to reduce delays in the area.

LSSIP Year 2018 France 69 Released Issue

AEFMP areas of work include inter-FAB and other non AEFMP countries collaboration activities, with the aim to promote SES objectives to EU neighbouring airspaces in Western Mediterranean. It is worth to highlight two events having occurred in 2018:  Organisation of a GNSS workshop, May 2018, in cooperation with ENAC Toulouse, ESSP and EC for the benefit of exchanges between them and AEFMP members;  Presentation of AEFMP activities in liaison with ASBU in the Joint ACAO/ICAO ASBU Symposium for EUR/NAT and MID Regions held in Marrakech, 10-13 December 2018.

For further information on AEFMP, please consult our website: www.aefmp‐atm.org

LSSIP Year 2018 France 70 Released Issue 6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

Country related objectives The status of compliance, achievements and main points of concerns for ESSIP objectives applicable to France can be summarized as follows regarding country related 34 applicable objectives:

10 objectives are already completed:

- AOM13.1, Harmonise Airt Traffic (OAT) and General Air Traffic (GAT) Handling - AOM19.1, ASM Support Tools to support Advanced FUA (AFUA) - AOM21.1 Direct Routing - ATC 02.2 Implement ground based safety nets – STCA level 2 for en-route operations - ATC02.8, Ground-based Safety Nets - ATC02.9, Enhanced Short Term Conflict Alert (SCTA) for TMAs - ATC16 Implement ACAS II Compliant TCAS change 7.1 - FCM01 Implement enhanced tactical flow management services - ITY-COTR Implementation of ground-ground automated coordination process - NAV03, RNAV 1

16 objectives are considered as late: - AOM19.2, ASM Management of Real-Time Airspace Data - AOM21.2 Free Route Airspace - ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring - ATC17, Electronic Dialogue as automated assistance to controller during coordination and transfer - COM10 Migrate from AFTN to AMHS - COM12 New Pan-European Network Service (NewPENS) - FCM03 Collaborative Flight Planning - FCM4.1, Short Term ATFCM Measures (STAM) - Phase 1

LSSIP Year 2018 France 71 Released Issue - FCM08, Extended Flight Plan - INF07, Electronic Terrain and Obstacle Data (eTOD) - ITY-ACID, Aircraft identification - ITY-ADQ, Ensure quality of aeronautical data and aeronautical information - ITY-AGDL, Initial ATC air-ground data link services - ITY-AGVCS2, 8,33 kHz air-ground voice channel spacing below FL195 - ITY-FMTP, Common Flight Message Transfer Protocol (FMTP) - SAF11, Improve Runway Safety Preventing Runway Excursions

Delays impacting the full achievement of these objectives are linked to two ongoing major national projects and investments for the renewal of legacy systems: CSSIP program for deployment of a new network infrastructure enabling for voice and data over IP, and 4-Flight for transition to a new SESAR compliant ATM system including final Data-Link capabilities (as from 2018), for which a new implementation plan has been presented by DSNA to the Users and to the Commission. Regarding ADQ, AGVCS2 and eTOD implementations, delays are mainly due to the complexity of implementation and the coordination of the numerous stakeholders (airports operators for example with the necessary revision of current working agreements). 1 objective has no plan (NAV3.2, RNP 1 in TMA Operations). This is due to the fact the performance of reversion in case of GNSS failure should be studied further before planning the implementation of RNP1 + RF. The remaining objectives are ongoing or planned and are progressing according to the implementation milestones.

Airports related objectives

All airports operators of the four coordinated French airports (Paris Roissy-CDG, Paris Orly, Lyon-Saint-Exupéry, Nice-Côte d’Azur) have provided data together with DTA, DSAC, DSNA and DIRCAM. Compliance has also been assessed for the two other LSSIP French airports involved (Toulouse-Blagnac, Marseille-Provence). Regarding environmental objectives: ENV1 is ongoing (CDAs planned or in place in these six airports regarding ASBU Block 0 and ongoing regarding ASBU Block 1), and for ENV2: environmental management is in place between all involved stakeholders of those airports. AMAN tools and procedures are implemented according to the related objective in the 3 concerned French airports (Paris-Orly, Paris-Roissy-CDG and Nice-Côte d’Azur). Paris Roissy-CDG is labelled A-CDM since November 2010 (FUM process implementation in February 2013 and procedures in adverse conditions including de-icing prior to end 2013). Paris-Orly CDM has been implemented 17th November 2016. Lyon-Sain-Exupéry is labelled A-CDM since November 2016 and A-CDM at Nice-Côte d’Azur has an implementation scheduled mid 2019 (Advanced Tower Concept implemented in 2017). No A-CDM implementation is planned in Toulouse-Blagnac and Marseille-Provence airports but The Advanced Tower Concept implementation is under study. A-SMGCS level 1 and level 2 objectives are completed for both major Paris airports but, A-SMGCS level 1 is also implemented at Nice-Côte d’Azur and Lyon-Saint-Exupéry airports but, due to the level of required investments (mainly surveillance systems), achievement of the A-SMGCS level 1 is late for other airports (Toulouse, Marseille). Nevertheless the projects are ongoing and full implementation is planned in 2019 and 2021. Automated assistance to Controller for Surface Movement Planning and Routing, Initial Airport Operations Plan objectives are planned and are progressing according to the implementation milestones. Improve runway and airfield safety with ATC clearances monitoring objective is late at Paris airports and Nice- Côte d’Azur due to the deployment of SYSAT (new ATM system for TMAs) expected end 2021.

LSSIP Year 2018 France 72 Released Issue

Objective Progress per SESAR Key Feature

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

Legend:

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

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

Optimised ATM Network Services

<15 15 16 17 18 19 20 21 22 23 24 ≥25

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

70% AOM19.2 (PCP) ASM Management of Real-Time Airspace Data  

Full rolling ASM/ATFCM Process and ASM 70% AOM19.3 (PCP)   Information Sharing Management of Pre-defined Airspace 20% AOM19.4 (PCP)   Configurations 100% FCM01 Enhanced Tactical Flow Management Services 

62% FCM03 Collaborative Flight Planning  

97% FCM04.1 STAM Phase 1 

28% FCM04.2 (PCP) STAM Phase 2  

23% FCM05 (PCP) Interactive Rolling NOP  

80% FCM06 (PCP) Traffic Complexity Assessment  

LSSIP Year 2018 France 73 Released Issue

Advanced Air Traffic Services

<15 15 16 17 18 19 20 21 22 23 24 ≥25

100% AOM21.1 (PCP) Direct Routing  

45% AOM21.2 (PCP) Free Route Airspace  

100% ATC02.2 STCA En-Route 

100% ATC02.8 Ground-Based Safety Nets  

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

ATC07.1 AMAN Tools and Procedures

LFMN - Nice Airport  100%

LFPG - Paris CDG Airport 100%

LFPO - Paris Orly Airport 100%

Automated Support for Conflict Detection, Resolution 46% ATC12.1 Support Information and Conformance Monitoring  

Information Exchange with En-route in Support of 91% ATC15.1   AMAN Arrival Management Extended to En-route 73% ATC15.2 (PCP)   Airspace 100% ATC16 ACAS II Compliant with TCAS II Change 7.1  

Electronic Dialogue as Automated Assistance to ATC17 38% Controller during Coordination and Transfer  

Local objective ATC18 Multi Sector Planning En-route - 1P2T n/a

ENV01 Continuous Descent Operations

LFBO - Toulouse Airport  100%

LFLL - Lyon Airport  100%

LFML - Marseille Airport  78%

LFMN - Nice Airport  100%

LFPG - Paris CDG Airport  78%

LFPO - Paris Orly Airport  78%

Local objective ENV03 Continuous Climb Operations

LFBO - Toulouse Airport  80%

LFLL - Lyon Airport  80%

LFML - Marseille Airport  80%

LFMN - Nice Airport  80%

LFPG - Paris CDG Airport  80%

LFPO - Paris Orly Airport  80%

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

0% NAV03.2 (PCP) RNP 1 in TMA Operations 

78% NAV10 APV procedures  

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

LSSIP Year 2018 France 74 Released Issue High Performing Airport Operations

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1

LFBO - Toulouse Airport  45%

LFLL - Lyon Airport 100%

LFML - Marseille Airport  16%

LFMN - Nice Airport  100%

LFPG - Paris CDG Airport 100%

LFPO - Paris Orly Airport 100%

AOP04.2 A-SMGCS Level 2

LFBO - Toulouse Airport  40%

LFLL - Lyon Airport  20%

LFML - Marseille Airport  3%

LFMN - Nice Airport  100%

LFPG - Paris CDG Airport 100%

LFPO - Paris Orly Airport 100%

AOP05 Airport CDM LFBO - Toulouse Airport n/a (Outside Applicability Area) LFLL - Lyon Airport  100%

LFML - Marseille Airport n/a (Outside Applicability Area) LFMN - Nice Airport  70%

LFPG - Paris CDG Airport 100%

LFPO - Paris Orly Airport  100%

AOP10 (PCP) Time-Based Separation

LFPO - Paris Orly Airport 0%

AOP11 (PCP) Initial Airport Operations Plan

LFBO - Toulouse Airport 0%

LFLL - Lyon Airport  100%

LFML - Marseille Airport 0%

LFMN - Nice Airport  21%

LFPG - Paris CDG Airport  30%

LFPO - Paris Orly Airport  30%

Improve Runway and Airfield Safety with ATC

AOP12 (PCP) Clearances Monitoring LFMN - Nice Airport  30%

LFPG - Paris CDG Airport  40%

LFPO - Paris Orly Airport  40%

Automated Assistance to Controller for Surface

AOP13 (PCP) Movement Planning and Routing LFMN - Nice Airport  0%

LFPG - Paris CDG Airport  2%

LFPO - Paris Orly Airport  2%

Local objective AOP14 Remote Tower Services 

LFBP - PAU-PYRENEES  0%

LFMD - CANNES-MANDELIEU  0%

LFPG - Paris CDG Airport  0%

Local objective ENV02 Collaborative Environmental Management

LFBO - Toulouse Airport 100%

LFLL - Lyon Airport 100%

LFML - Marseille Airport 100%

LFMN - Nice Airport 100%

LSSIP Year 2018 France 75 Released Issue <15 15 16 17 18 19 20 21 22 23 24 ≥25

LFPG - Paris CDG Airport 100%

LFPO - Paris Orly Airport 100%

Improve Runway Safety by Preventing Runway 99% SAF11  Excursions

Enabling Aviation Infrastructure

<15 15 16 17 18 19 20 21 22 23 24 ≥25

87% COM10 Migrate from AFTN to AMHS 

80% COM11 Voice over Internet Protocol (VoIP) 

20% COM12 (PCP) NewPENS 

5% FCM08 (PCP) Extended Flight Plan 

Electronic Terrain and Obstacle Data 59% INF07  (eTOD) Information Exchanges using the 6% INF08.1 (PCP)  SWIM Yellow TI Profile

ITY-ACID Aircraft Identification 90% 

Ensure Quality of Aeronautical Data 28% ITY-ADQ and  Aeronautical Information Initial ATC Air-Ground Data Link 79% ITY-AGDL  Services

8,33 kHz Air-Ground Voice Channel ITY-AGVCS2 43% Spacing below FL195 

Common Flight Message Transfer 92% ITY-FMTP  Protocol Surveillance Performance and 71% ITY-SPI  Interoperability

LSSIP Year 2018 France 76 Released Issue ICAO ASBU Implementation

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

Legend:

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

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

100% B0-APTA Optimization of Approach Procedures 78% including vertical guidance

100% B0-SURF Safety and Efficiency of Surface Operations 68% (A-SMGCS Level 1-2)

100% B0-FICE Increased Interoperability, Efficiency and

Capacity through Ground-Ground Integration

100% B0-DATM Service Improvement through Digital 28% Aeronautical Information Management 100% B0-ACAS ACAS Improvements

100% B0-SNET Increased Effectiveness of Ground-Based

Safety Nets 100% B0-ACDM Improved Airport Operations through 92%

100% B0-RSEQ Improved Traffic flow through Runway

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

Route Trajectories 100% B0-NOPS Improved Flow Performance through 81% Planning based on a Network-Wide view 100% B0-ASUR Initial capability for ground surveillance 71%

100% B0-CDO Improved Flexibility and Efficiency in Descent 89% Profiles (CDO) 100% B0-TBO Improved Safety and Efficiency through the 79% initial application of Data Link En-Route

LSSIP Year 2018 France 77 Released Issue

Detailed Objectives Implementation progress

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

LSSIP Year 2018 France 78 Released Issue 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 - Current harmonisation OAT/GAT rules is completed through close civil-military cooperation at strategic and tactical levels. New release of RCAM was published 1st november 2016. Any 31/12/2016 further update of EUROAT will be analysed and implemented when relevant. French regulation includes RCA4 Decree aiming at defining rules ensuring compatibility between GAT and OAT. REG (By:12/2018) Mil. Global harmonisation OAT/GAT process is well advanced Completed - 100% Authority with close civil-military cooperation. 31/12/2011 The global harmonisation process is well advanced, due Completed to permanent dialogue between State aviation and Civil aviation authorities, in order to apply as far as possible DGAC - 100% common principles. It is formalized inside OAT rules 01/11/2016 (RCAM) and OAT/GAT compatibility rules (RCA/4). RCAM was published 1st november 2016 ASP (By:12/2018) Mil. The trials conducted in Reims ACC in 2013 were Completed - 100% Authority successful, and a "type II CMCC" has been implemented. 31/12/2012 The trials conducted in Reims ACC in 2013 were Completed DSNA - 100% successful, and a "type II CMCC" has been implemented. 31/12/2016 MIL (By:12/2018) The global harmonisation process is well advanced, due Completed to permanent dialogue between State aviation and Civil Mil. aviation authorities, in order to apply as far as possible - 100% Authority common principles. It is formalized inside OAT rules 01/09/2016 (RCAM) and OAT/GAT compatibility rules (RCA/4). RCAM was published 1st november 2016

LSSIP Year 2018 France 79 Released Issue

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 - French AMC (called CNGE) is using its own appropriate support systems (e.g. COURAGE, ...). Moreover, LARA is used since February 2017 but some major software issues are not sold and 01/02/2017 significant evolution are needed. ASP (By:12/2018) French AMC (called CNGE) is using its own appropriate Completed support systems (e.g. COURAGE, ...). Moreover, LARA is used since February 2017 but some major software issues are not sold and significant evolution are needed. The deployment status and planning of this DSNA - 100% implementation objective as related to the Pilot 01/02/2017 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

ASM Management of Real-Time Airspace Data Timescales: AOM19.2 70% Late Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 - Implementation of this objective depends on 4FLIGHT system which will exchange data directly with NM. Exchanges with local ASM systems are not yet precisely identified. Final 4FLIGHT 31/12/2024 implementation planned end 2024 in all 5 French ACCs. ASP (By:12/2021) 4Flight system will exchange data directly with NM. Late Exchanges with local ASM systems are not yet precisely identified. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 70% 31/12/2024 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 80 Released Issue

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 70% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 - LARA supports the ASM/ATFCM process in France. Procedure 3 is used in DSNA since Q2 2018. 31/12/2021 ASP (By:12/2021) LARA supports the ASM/ATFCM process in France. Ongoing Procedure 3 is used in DSNA since Q2 2018. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 70% Common Project is redundant because it is also 31/12/2021 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

Management of Pre-defined Airspace Configurations Timescales: AOM19.4 20% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021 - Work ongoing. 31/12/2021 ASP (By:12/2021) Ongoing DSNA SALTO tool will support B 2 B exchanges with NM. - 20% 31/12/2021

Free Route Airspace Timescales: AOM21.2 45% Late Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Free Route Airspace Implementation is being studied in the FABEC framework. 31/03/2024 ASP (By:12/2021) Free Route Implementation is being studied in the Late FABEC framework and in collaboration with NM. The project Free Route Airspace is ongoing. The deployment status and planning of this Free Route DSNA implementation objective as related to the Pilot 45% Airspace 31/03/2024 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 81 Released Issue

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 45% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFBO - Toulouse Airport System planned for operations by 30/09/2019 31/12/2019 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Late produced consistent provisions and/or regulations in all the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups and EASA could provide a baseline DGAC - 10% for future regulation if deemed necessary. 31/12/2019

Acceptable Means of Compliance with Interoperability Regulation (EC 552/2004) is provided through the ETSI Community Specification EN 303 213-1 for A-SMGCS Level1 ASP (By:12/2011) The surface movement radar (SMR) is in use. Late Mode S multi-lateration software and hardware is installed. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 63% 31/12/2019 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View APO (By:12/2010) Aéroport de Late Toulouse- System planned for operations by 31/12/2019 - 50% 31/12/2019 Blagnac

LSSIP Year 2018 France 82 Released Issue

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFLL - Lyon Airport A-SMGCS Level 1 was declared operational in Lyon in September 2014 30/09/2014 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Completed produced consistent provisions and/or regulations in all the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary.

DGAC However a basis is French RCA 3, 10.4.2.1.3 - 100% 30/09/2014 (requirement for equipment and activation of mode S transponder).

Local order (arrete de police) mandates the carriage of required aircraft equipment.

An AIC has been published (AIC 16/13) regarding multilateration procedures validation at Lyon. ASP (By:12/2011) SMR is already available. A-SMGCS Level 1 using Mode S Completed multilateration has been installed in Lyon. System is in operational use since September 2014. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 100% 30/09/2014 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2010) Aéroports Completed A-SMGCS Level 1 done by DSNA September 2014. - 100% de Lyon 30/09/2014

LSSIP Year 2018 France 83 Released Issue

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 16% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFML - Marseille Airport System planned for operations end 2021 31/12/2021 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Not produced consistent provisions and/or regulations in all Applicable the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. Acceptable Means of Compliance with Interoperability Regulation (EC 552/2004) is provided through the ETSI Community DGAC Specification EN 303 213-1 for A-SMGCS Level1. - % - However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).

Local order (arrete de police) will mandate the carriage of required aircraft equipment.

AIP procedures publication will be done in due time. ASP (By:12/2011) The surface movement radar (SMR) was commissioned Late in 2015. System with ModeS multilateration is planned for full operations by end 2021. Deployment of technical infrastructure is delayed due to technical issues and DSNA local staff availability. - 0% 31/12/2021 To keep on A-SMGCS deployment plan, it has been decided to swap Marseille and Mulhouse-Bâle, leading to a sharp shift in planning for Marseille. Level 2 (safety nets) is foreseen to be commissioned very shortly after Level 1. APO (By:12/2010) Aéroport de Late Marseille System planned for operations in 2016 - 37% 30/06/2019 Provence

LSSIP Year 2018 France 84 Released Issue

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFMN - Nice Airport Completed in 2015 30/10/2015 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Completed produced consistent provisions and/or regulations in all the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. DGAC - 100% 30/10/2015 However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).

Local order (arrete de police) mandates the carriage of required aircraft equipment. ASP (By:12/2011) The surface movement radar (SMR) and Multilateration Completed ModeS have been installed in 2013 and in service in April 2015. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 100% 30/04/2015 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2010) Aéroports Completed de Nice- Completed in 2015 - 100% 30/10/2015 Côte d'Azur

LSSIP Year 2018 France 85 Released Issue

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFPG - Paris CDG Airport A-SMGCS Level 1 implementation ongoing at CDG.

31/12/2009 This activity has been reviewed in order to be aligned with PCP objectives and DP monitoring : reporting regarding new actions on PCP project is reported through SDM/DM reporting. REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Completed produced consistent provisions and/or regulations in all the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups and EASA could provide a baseline DGAC - 100% for future regulation if deemed necessary. However a 31/12/2009 basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder). Procedures have been published in the AIP ARR/DEP chapter 10.2. An AIC was also been published for multilateration in 2004 (AIC 02/04). ASP (By:12/2011) A-SMGCS Level 1 implementation ongoing at CDG Completed This activity has been reviewed in order to be aligned with PCP objectives and DP monitoring. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 100% 31/12/2002 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2010) A-SMGCS Level 1 is in operation at CDG airport since Completed 2002.

Groupe ADP This activity has been reviewed in order to be aligned - 100% 31/12/2002 with PCP objectives and DP monitoring : reporting regarding new actions on PCP project is reported through SDM/DM reporting.

LSSIP Year 2018 France 86 Released Issue

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFPO - Paris Orly Airport A-SMGCS Level 1 implemented at Orly since 2007.

31/12/2007 This activity has been reviewed in order to be aligned with PCP objectives and DP monitoring : reporting regarding new actions on PCP project is reported through SDM/DM reporting. REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Completed produced consistent provisions and/or regulations in all the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and on going work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. DGAC - 100% 31/12/2007 However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).

Local order (arrete de police) mandates the carriage of required aircraft equipment. ASP (By:12/2011) A-SMGCS Level 1 already in service at Orly since 2007. Completed The deployment status and planning of this implementation objective as related to the Pilot DSNA Common Project is redundant because it is also - 100% 31/12/2007 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2010) A-SMGCS Level 1 implemented at Orly since 2007. Completed

This activity has been reviewed in order to be aligned Groupe ADP - 100% with PCP objectives and DP monitoring : reporting 31/12/2007 regarding new actions on PCP project is reported through SDM/DM reporting.

LSSIP Year 2018 France 87 Released Issue

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 40% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFBO - Toulouse Airport A-SMGCS Level 2 planned for operations in Toulouse end of spring 2020 30/03/2020 ASP (By:12/2017) The experience gained thanks to the operational use of Late SMR makes it possible to plan a direct transition to level 2. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 40% 30/03/2020 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2017) Aéroport de Not A-SMGCS Level 2 planned for operations in Toulouse Toulouse- - % Applicable May 2019 Blagnac -

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 20% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFLL - Lyon Airport A-SMGCS Level 2 will be put in operation at Lyon in 2019 30/09/2019 ASP (By:12/2017) A-SMGCS Level 2 will be put in operation at Lyon by end Late of Q3 2019 after retrofit of the existing A-SMGCS Level 1 and upgrade of system up to level 2. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 20% 30/09/2019 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2017) Not Aéroports Done by DSNA - % Applicable de Lyon -

LSSIP Year 2018 France 88 Released Issue

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 3% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFML - Marseille Airport A-SMGCS Level 2 planned for operations in Marseille by spring of 2022 01/03/2022 ASP (By:12/2017) A-SMGCS Level 2 planned for operations in Marseille by Late spring of 2022, shortly after the commissioning of level 1. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 3% 01/03/2022 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2017) Aéroport de Not A-SMGCS Level 2 planned for operation in Marseille by Marseille - % Applicable end of 2019 Provence -

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFMN - Nice Airport A-SMGCS Level 2 in operation. 30/06/2017 ASP (By:12/2017) The deployment status and planning of this Completed implementation objective as related to the Pilot Common Project is redundant because it is also DSNA - 100% provided to the SESAR Deployment Manager and 30/06/2017 included in the Deployment Programme Monitoring View. APO (By:12/2017) Aéroports Completed A-SMGCS Level 2 planned for operations in Nice at the de Nice- - 100% mid 2017. 31/03/2016 Côte d'Azur

LSSIP Year 2018 France 89 Released Issue

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFPG - Paris CDG Airport A-SMGCS Level 2 implementated at CDG since 2003.

Note that the project has been reviewed in order to be aligned with PCP objectives and DP 31/12/2003 monitoring : reporting regarding new actions on PCP project is reported through SDM/DM reporting.

ASP (By:12/2017) A-SMGCS Level 2 already operational at CDG. Completed The deployment status and planning of this implementation objective as related to the Pilot DSNA Common Project is redundant because it is also - 100% 31/12/2003 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2017) A-SMGCS Level 2 implementation ongoing at CDG. Completed

This activity has been reviewed in order to be aligned Groupe ADP - 100% with PCP objectives and DP monitoring : reporting 31/12/2003 regarding new actions on PCP project is reported through SDM/DM reporting.

LSSIP Year 2018 France 90 Released Issue

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFPO - Paris Orly Airport A-SMGCS Level 2 implementation ongoing at ORLY

30/11/2009 This activity has been reviewed in order to be aligned with PCP objectives and DP monitoring : reporting regarding new actions on PCP project is reported through SDM/DM reporting. ASP (By:12/2017) A-SMGCS Level 2 operational at Orly. Completed The deployment status and planning of this implementation objective as related to the Pilot DSNA Common Project is redundant because it is also - 100% 30/11/2009 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2017) A-SMGCS Level 2 implementation ongoing at ORLY Completed

This activity has been reviewed in order to be aligned Groupe ADP - 100% with PCP objectives and DP monitoring : reporting 30/11/2009 regarding new actions on PCP project is reported through SDM/DM reporting.

LSSIP Year 2018 France 91 Released Issue

Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: % Applicable - not applicable - LFBO - Toulouse Airport (Outside Applicability Area) Aéroport de Toulouse aims to implement an Advanced ATC Tower.

On going discussion between DSNA and Toulouse Blagnac airport regarding this implementation plan with a target by end of 2019.

Flight Update Message activated, Departure Planning Information and TOBT scheduled in 2019 - with a new webservice.

The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. ASP (By:12/2016) Aéroport de Toulouse aims to implement an Advanced Not ATC Tower. Applicable On going discussion between DSNA and Toulouse Blagnac airport regarding this implementation plan with a target by end of 2019. DSNA The deployment status and planning of this - % implementation objective as related to the Pilot - Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) Aéroport de Toulouse aims to implement an Advanced Not ATC Tower CDM with TOBT, FUM & DPI messages and Applicable will carry out a call for tender for an assistance of Aéroport de specifications on the 2018 first quarter, goal is to Toulouse- develop a CDM web interface with network connection - % Blagnac in the end of 2018 for FUM, 2019 for DPI and TOBT -

On going discussion with DSNA regarding the implementation plan.

LSSIP Year 2018 France 92 Released Issue

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFLL - Lyon Airport The airport has been certified by the Network Manager. 14/11/2017 ASP (By:12/2016) The airport has been certified by Network Manager on Completed 14/11/2017. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 100% Common Project is redundant because it is also 14/11/2017 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) The project has been launched on the 22nd of March Completed Aéroports 2011. It has been frozen in 2013 due to budget - 100% de Lyon constraints at DSNA, and the implementation took place 07/02/2017 on 07/02/2017.

Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: % Applicable - not applicable - LFML - Marseille Airport (Outside Applicability Area) Marseille airport is willing to implement ACDM level 1 (or Advance Tower) in 2019. - On going discussion with DSNA regarding the implementation plan. ASP (By:12/2016) Marseille airport is willing to implement Advanced ATC Not Tower by end of 2019. On going discussion between Applicable Marseille Provence airport and DSNA regarding the implementation plan. The deployment status and planning of this DSNA - % implementation objective as related to the Pilot - Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) Aéroport de During the AMP AODB modification project (in Not Marseille progress), AMP plans to reach ACDM level 1 (or Advance - % Applicable Provence Tower). Target end 2019 -

LSSIP Year 2018 France 93 Released Issue

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 70% Late Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFMN - Nice Airport Implementation of CDM at Nice is on going in cooperation with Nice airport. Certification by 30/06/2019 NM is planned 30/06/2019. ASP (By:12/2016) Implement of the CDM concept at Nice is on going at Late DSNA, in cooperation with Nice airport; the certification by NM is expected by 30/06/2019. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 69% 30/06/2019 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) Aéroports Nice airport has planned to implement the CDM Late de Nice- concept. It should be implemented by 30/06/2019 with - 71% 30/06/2019 Côte d'Azur NM certification

LSSIP Year 2018 France 94 Released Issue

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFPG - Paris CDG Airport CDG airport is labellized "Airport-CDM" since 16th November 2010; CDM procedures in adverse condition implemented 02/2013; FUM process implemented by end 2013 .

30/09/2014 However, this activity has been reviewed in order to be aligned with PCP objectives and DP monitoring. DPI activities will be updated accordingly to the conclusions of the 3 task forces launched in 2017 : A-CDM HTF, DPI WG & IATA AACG. First outcomes expected in mid-2018 : reporting regarding new actions on PCP project is reported through SDM/DM reporting. ASP (By:12/2016) CDG airport is "Airport-CDM" since 16th November Completed 2010. The predeparture sequencing tool is under the responsibility of the Airport Operator. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 100% 28/02/2013 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) CDG airport is labellized "Airport-CDM" since 16th Completed November 2010; CDM procedures in adverse condition implemented 02/2013; FUM process implemented by end 2013 . Groupe ADP However, this activity has been reviewed in order to be - 100% 30/09/2014 aligned with PCP objectives and DP monitoring. DPI activities will be updated accordingly to the conclusions of the 3 task forces launched in 2017 : A-CDM HTF, DPI WG & IATA AACG. First outcomes expected in mid-2018

LSSIP Year 2018 France 95 Released Issue

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFPO - Paris Orly Airport Orly airport has been certified as a CDM airport on November 15th, 2016. 15/11/2016 ASP (By:12/2016) Paris-Orly airport is Airport-CDM since November 15th Completed 2016. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 100% Common Project is redundant because it is also 15/11/2016 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2016) Paris-Orly airport is Airport-CDM since November 15th Completed Groupe ADP - 100% 2016. 15/11/2016

Time-Based Separation Timescales: Not yet AOP10 0% Initial operational capability: 01/01/2015 planned Full operational capability: 31/12/2023 LFPO - Paris Orly Airport Because of the higher efficiency it would have, DSNA proposed to deploy TBS in CDG instead of Orly in the PCP revision. No progress has been made in Orly in that perspective. Work is - ongoing for the implementaiton of TBS at CDG in the framework of CEF 2017. REG (By:12/2023) Not yet DGAC - - 0% planned - ASP (By:12/2023) Because of the higher efficiency it would have, DSNA Not yet proposed to deploy TBS in CDG instead of Orly in the planned PCP revision. No progress has been made in Orly in that perspective. Work is ongoing for the implementaiton of TBS at CDG in the framework of CEF 2017. Need for AMAN evolution V3 and SYSAT systems to be DSNA planned: in the definition phase. - 0% The deployment status and planning of this - implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 96 Released Issue

Initial Airport Operations Plan Timescales: Not yet AOP11 0% Initial Operational Capability: 01/01/2015 planned Full Operational Capability: 31/12/2021 LFBO - Toulouse Airport Implementation of the objective under study. - ASP (By:12/2021) AOP deployment is not yet planned at LFBO: Not yet Implementation of the objective under study with ATB planned to complement the Advanced ATC Tower project. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 0% Common Project is redundant because it is also - provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Aéroport de Not yet Implementation of the objective under study with Toulouse- - 0% planned DSNA. Blagnac -

Initial Airport Operations Plan Timescales: AOP11 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFLL - Lyon Airport DSNA and Aeroports de Lyon provide AOP information thanks to CDM implementation. 14/11/2017 ASP (By:12/2021) DSNA provides initial AOP information to ADL within Completed CDM deployment project. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 100% Common Project is redundant because it is also 14/11/2017 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Aéroports Aeroports de Lyon provides AOP information within Completed - 100% de Lyon CDM deployment project 14/11/2017

LSSIP Year 2018 France 97 Released Issue

Initial Airport Operations Plan Timescales: Not yet AOP11 0% Initial Operational Capability: 01/01/2015 planned Full Operational Capability: 31/12/2021 LFML - Marseille Airport Implementation of the objective under study - ASP (By:12/2021) Implementation of the objective under study with Not yet Aeroport Marseille Provence to complement the planned Advanced ATC Tower project. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 0% Common Project is redundant because it is also - provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Aéroport de Not yet Marseille Implementation of the objective under study with DSNA - 0% planned Provence -

Initial Airport Operations Plan Timescales: AOP11 21% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFMN - Nice Airport A part of AOP information will be provided within CDM deployment project. 31/12/2021 Nice airport plans to integrate the relevant information to AOP by end 2021. ASP (By:12/2021) DSNA will provide initial AOP to Nice cote d'Azur airport Ongoing information within CDM deployment project. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 50% Common Project is redundant because it is also 31/03/2019 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) A part of AOP information will be provided within CDM Ongoing Aéroports deployment project. de Nice- - 12% Nice airport plans to integrate the relevant information 31/12/2021 Côte d'Azur to AOP by end 2021.

LSSIP Year 2018 France 98 Released Issue

Initial Airport Operations Plan Timescales: AOP11 30% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFPG - Paris CDG Airport Initial Airport Operations Plan has been launched in 2016. This project is currently under a Call INEA decision. A close coordination will be taken in place with all concerned stakeholders 31/12/2020 Groupe ADP. The full functionalities should be fully implemented by the end of 2020. ASP (By:12/2021) DSNA already provides initial AOP information within Completed CDM systems. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 100% Common Project is redundant because it is also 28/02/2013 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Initial Airport Operations Plan project has been Ongoing Groupe ADP launched in 2016. The FOC is expected by the end of - 7% 31/12/2020 2020.

Initial Airport Operations Plan Timescales: AOP11 30% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFPO - Paris Orly Airport Initial Airport Operations Plan project has been launched in 2016. The FOC is expected by the 31/12/2020 end of 2020. ASP (By:12/2021) DSNA already provides initial AOP information within Completed CDM systems. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 100% Common Project is redundant because it is also 15/11/2016 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. APO (By:12/2021) Initial Airport Operations Plan project has been Ongoing Groupe ADP launched in 2016. The FOC is expected by the end of - 7% 31/12/2020 2020.

LSSIP Year 2018 France 99 Released Issue

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 30% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LFMN - Nice Airport The ATC clearances monitoring will be supported with the new system SYSAT. 31/12/2023 Commissioning dates for Nice airport are not fully consolidated yet ASP (By:12/2020) The ATC clearances monitoring will be supported with Late DSNA the new system SYSAT Commissioning dates for Nice - 37% 30/09/2023 airport are not fully consolidated yet. APO (By:12/2020) Aéroports Late de Nice- Under DSNA responsibility - 10% 31/12/2023 Côte d'Azur

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 40% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LFPG - Paris CDG Airport The ATC clearances monitoring will be supported by the new system SYSAT planned to be implemented end 2021 in Paris CDG airport. 30/09/2022 Commissioning date for ATC Clearance monitoring is under consolidation. ASP (By:12/2020) The ATC clearances monitoring will be supported by the Late new system SYSAT planned to be implemented end DSNA 2021 in Paris CDG airport. - 50% 30/09/2022 Commissioning date for this functionality is under consolidation. APO (By:12/2020) Late Groupe ADP Under DSNA responsibility - 10% 30/09/2022

LSSIP Year 2018 France 100 Released Issue

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 40% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LFPO - Paris Orly Airport The ATC clearances monitoring will be supported by the new system SYSAT planned to be 30/09/2022 implemented for winter 2022 at Paris Orly Airport. ASP (By:12/2020) The ATC clearances monitoring will be supported by the Late DSNA new system SYSAT planned to be implemented for - 50% 30/09/2022 winter 2022 in Paris Orly Airport. APO (By:12/2020) Late Groupe ADP Under DSNA responsibility - 10% 30/09/2022

Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LFMN - Nice Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet. REG (By:12/2023) Planned DGAC - - 0% 31/12/2023 ASP (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program Commissioning dates for this functionality are not fully consolidated yet. DSNA - 0% The deployment status and planning of this 31/12/2023 implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 101 Released Issue

Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 2% Ongoing Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LFPG - Paris CDG Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet. REG (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part DGAC of SYSAT, the new French ATM systems for APPs, part of - 0% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet. ASP (By:12/2023) Automated assistance to Controller for Surface Ongoing Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM systems for APPs, part of DSNA - 2% the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet.

Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 2% Ongoing Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LFPO - Paris Orly Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program. 31/12/2023 Commissioning dates for this functionality are not fully consolidated yet. REG (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part DGAC of SYSAT, the new French ATM systems for APPs, part of - 0% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet. ASP (By:12/2023) Automated assistance to Controller for Surface Ongoing Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM system for APPs, part of the SYSAT DSNA program. Commissioning dates for this functionality are not fully consolidated yet. DSNA - 2% The deployment status and planning of this 31/12/2023 implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 102 Released Issue Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 - France has implemented MSAW end 2016 and has developed and implemented its own APW 31/12/2016 on 17 APPs. APM function is imbedded in the French version of MSAW on main French airports. ASP (By:12/2016) Together with MSAW, France has developed and Completed implemented its own APW on 17 APPs. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also DSNA - 100% provided to the SESAR Deployment Manager and 31/12/2016 included in the Deployment Programme Monitoring View. APM function is also imbedded in the French version of MSAW system form main French airports.

Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - Enhanced STCA were implemented in France end 2011 30/12/2011 ASP (By:12/2020)  DSNA long-standing concerns about safety in Completed terminal areas led to the early development and commissioning of safety nets in the most relevant TMAs. According to local business needs, DSNA TMAs within the scope of the STCA implementation, along with the implementation date, are the following: DSNA ° LFPG CDG, 2002 - 100% 30/12/2011 ° LFPO ORY, 2002 ° LFLL Lyon, 2008 ° LFSB Bâle-Mulhouse, 2009 ° LFBO Toulouse, 2009 ° LFMN Nice, 2009 ° LFML Marseille, 2010 ° LFBD Bordeaux, 2010 ° LFST Strasbourg, 2011

LSSIP Year 2018 France 103 Released Issue

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 LFMN - Nice Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon and Nice. 22/06/2015 ASP (By:12/2019) France has implemented this tool in Paris-CDG, Paris- 4-FLIGHT Completed Orly and Lyon airports and TMAs. Extra deployment has Defence / been achieved at Nice in June 2015. COFLIGHT / The deployment status and planning of this Extended DSNA implementation objective as related to the Pilot Arrival 100% 22/06/2015 Common Project is redundant because it is also Managemen provided to the SESAR Deployment Manager and t / New included in the Deployment Programme Monitoring Project4- View. FLIGHT

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 LFPG - Paris CDG Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon and Nice. 31/03/2012 ASP (By:12/2019) 4-FLIGHT Completed The arrival management tools have been implemented Defence / at the CDG Airport. COFLIGHT / The deployment status and planning of this Extended implementation objective as related to the Pilot DSNA Arrival 100% Common Project is redundant because it is also 31/03/2012 Managemen provided to the SESAR Deployment Manager and t / New included in the Deployment Programme Monitoring Project4- View. FLIGHT

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 LFPO - Paris Orly Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon and Nice. 31/03/2012 ASP (By:12/2019) 4-FLIGHT Completed Arrival management tools are implemented at Orly Defence / Airport. COFLIGHT / The deployment status and planning of this Extended implementation objective as related to the Pilot DSNA Arrival 100% Common Project is redundant because it is also 31/03/2012 Managemen provided to the SESAR Deployment Manager and t / New included in the Deployment Programme Monitoring Project4- View. FLIGHT

LSSIP Year 2018 France 104 Released Issue Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 46% Late Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - The implementation of this objective relies on the deployments of ERATO (done in 2015 and 2016 in Brest ACC and Bordeaux ACC) and 4FLIGHT implementation in Paris ACC, Reims ACC 31/03/2023 and Marseille ACC. ASP (By:12/2021) The scenario for commissioning of automated support Late within DSNA ACCs is as such: Implemented in Brest and Bordeaux ACCs with ERATO (including MTCD and MONA) since 2015 and 2016. Reims and ACC to be provided with 4-FLIGHT (including MTCD, MONA and TCT) later on, but before 31/03/2022. Paris ACCs to be provided with 4-FLIGHT (including 4-FLIGHT DSNA 46% MTCD, MONA and TCT) later on, by 31/03/2023. Defence 31/03/2023

The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 91% Ongoing Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 - MAESTRO is already compliant to use in En-Route and is a level1 system, already implemented in the Paris ACC to support AMAN operations of CDG and Orly. Implementation is being 30/04/2019 considered in Marseille ACC for Lyon and Nice TMA by mid 2019. ASP (By:12/2019) DSNA has already implemented MAESTRO in Paris ACC Ongoing to support AMAN operations of CDG and Orly TMA for many years (1999). Implementation is being considered AMAN. / in Marseille ACC for Lyon and Nice TMA by mid 2019. Extended The deployment status and planning of this DSNA Arrival 91% implementation objective as related to the Pilot 30/04/2019 Managemen Common Project is redundant because it is also t provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 105 Released Issue

Arrival Management Extended to En-route Airspace Timescales: ATC15.2 73% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 - The objective should be fully implemented by the end of 2023 31/12/2023 ASP (By:12/2023) - Reims UAC: "4Me" system is ready to accommodate Ongoing any XMAN data provided via webservice. It already serves XMAN LHR and XMAN ZRH, XMAN EGKK is planned in 2019. - Paris ACC: the current situation (Paris CDG/ORY AMAN extended into Paris ACC) is already compliant with the PCP and the operational needs. For Milano, Paris ACC is a potential candidate. Concerning Brussels, planning for definition of implementation schedule is not yet completed by Belgocontrol - Marseille ACC: the deployment of AMAN2SE in Marseille ACC guarantees PCP compliance except for the flow coming from North-East via Milano ACC. Milano and Roma, Palma de Mallorca and Barcelona: Marseille ACC is a potential candidate. Contact with ENAIRE and ENAV has been established Q4/2016 under the umbrella of FABEC XMAN. - Brest ACC: London LHR is planned Q4 2019. PENS VPN Messaging OPE/TST flows to be finalised - Bordeaux ACC: - Palma de Mallorca and Barcelona: DSNA - 73% Bordeaux ACC is a potential candidates. Contact with 31/12/2023 ENAIRE has been established Q4/2016 under the umbrella of FABEC XMAN. PENS VPN Messaging OPE/TST flows to be finalised by 31/10/2019 and achieving technical readiness. Bordeaux ACC is awaiting for further involvement with Barcelona ACC - Paris CDG/ORY APP: DSNA considers that the current situation (AMAN extended into Paris ACC) is already compliant with the PCP and the operational needs. - Nice APP: the deployment of AMAN2SE in Marseille ACC guarantees PCP compliance, except for the flow coming from North-East via Milano ACC. Initiation of an XMAN project with ENAV is ongoing to cover this North- East flow. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 106 Released Issue

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 38% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 - Based on implementation of 4-FLIGHT and ERATO to be fully implemented end 2024 in all 31/12/2024 French ACCs. ASP (By:12/2018) A set of messages (PAC, ROF, MAS, COF) is already Late usable in the legacy FDPS environment (CAUTRA) for all DSNA centres. - 38% 31/12/2024 The other messages are dependent on 4Flight and Coflight systems implementation

Migrate from AFTN to AMHS Timescales: COM10 87% Late Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - French ANSP: Migration from AFTN to extended AMHS achieved through MESANGE system commissioned by end of 2016. 30/06/2019 Implementation for the military Summer 2019. Gateways on the Algerian side planned in 2019. ASP (By:12/2018) Basic and extended ATSMHS capability are available in Completed MESANGE system procured jointly with Skyguide. DSNA CSSIP 100% Gateways on the Algerian side planned in 31/12/2017 2019. Following the civil aviation, Defence will implement the Late Mil. CADAS software, accessing to MESANGE. Procurement - 55% Authority has been launched in summer 2013. Final 30/06/2019 implementation of this objective Summer 2019.

Voice over Internet Protocol (VoIP) Timescales: COM11 80% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 - Process of implementation of VoIP has started in order to be fully compliant before end of 31/12/2020 2020. Implemented by DSNA end 2016. ASP (By:12/2020) VoIP implemented by DSNA in main ATS units end 2016. Completed The deployment status and planning of this implementation objective as related to the Pilot DSNA Common Project is redundant because it is also - 100% 31/12/2016 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Mil. For the military, deployment is planned with Ongoing - 60% Authority implementation of Descartes tool 31/12/2020

LSSIP Year 2018 France 107 Released Issue New Pan-European Network Service (NewPENS) Timescales: COM12 20% Late Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020 - DSNA is associated to NewPENS procurement. 31/12/2024 ASP (By:12/2024) Ongoing DSNA DSNA is party to NewPENS contract. - 25% 30/11/2019 APO (By:12/2024) Late Groupe ADP - - 10% 31/12/2024

Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LFBO - Toulouse Airport CDO ASBU Block 0 already implementation and monitored since 31/12/2012. We did in due 31/12/2018 time for ASBU Block 1. ASP (By:12/2023) CDA are completed and in force at LFBO ATCC. Statistics Completed available since 12/2012 and radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 100% 31/12/2018 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Aéroport de Not Toulouse- CDO implementation managed by DSNA - % Applicable Blagnac -

LSSIP Year 2018 France 108 Released Issue

Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LFLL - Lyon Airport CDO implemented in Lyon since 2011 as far as ASBU block 0 is concerned, activity regarding 31/12/2018 ASBU block 1 CDO completed. ASP (By:12/2023) CDO are in force at LFLL ATCC PansOps procedures in Completed AIS Radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which our LSSIP is green - ATCO perform CDO at all airfields DSNA - 100% with statistics reporting) 31/12/2018 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. APO (By:12/2023) Not Aéroports CDO implementation Managed by DSNA. - % Applicable de Lyon -

Continuous Descent Operations (CDO) Timescales: ENV01 78% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LFML - Marseille Airport CDO implemented in Marseille since 2011 as far as ASBU block 0 is concerned, ongoing activity 31/12/2023 regarding ASBU block 1 CDO. ASP (By:12/2023) CDA are completed and in force at LFML ATCC Ongoing Statistics available since 12/2012 and radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 78% 31/12/2023 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Aéroport de Not Marseille CDO implementation managed by DSNA - % Applicable Provence -

LSSIP Year 2018 France 109 Released Issue

Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LFMN - Nice Airport CDO implemented in Nice since 2011 as far as ASBU block 0 is concerned, activity regarding 31/12/2018 ASBU block 1 CDO completed. ASP (By:12/2023) Radar vectored CDO with DTG completed at LFMN ATCC Completed Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication. 2- Open path design (This is the main reason for which our LSSIP is green - ATCO perform CDO at all airfields DSNA with statistics reporting). - 100% 31/12/2018 3- Path stretching method, Point Merge with AIP publication. Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Aéroports Not de Nice- - - % Applicable Côte d'Azur -

Continuous Descent Operations (CDO) Timescales: ENV01 78% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LFPG - Paris CDG Airport As far as ASBU block 0 CDA are concerned, CDA implemented AT CDG since 2011. Regarding 31/12/2023 ASBU block 1 CDO, ongoing activity. ASP (By:12/2023) 3 Pans-Ops CDA under development STAR Lorni in AIS Ongoing Radar vectored CDA with DTG completed at LFPG ATCC- Performance indicators reported Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 78% 31/12/2023 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Not Groupe ADP - - % Applicable -

LSSIP Year 2018 France 110 Released Issue

Continuous Descent Operations (CDO) Timescales: ENV01 78% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LFPO - Paris Orly Airport As far as ASBU block 0 CDA are concerned, CDA implemented at Orly since 2010. Regarding 31/12/2023 ASBU block 1 CDO, ongoing activity. ASP (By:12/2023) Pans-Ops CDO under development for RWY 26 CDO Ongoing ODRAN ILS 06 in AIS - Radar vectored CDO with DTG completed at LFPG ATCC Performance indicators reported Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA - 78% our LSSIP is green - ATCO perform CDO at all airfields 31/12/2023 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2023) Not Groupe ADP - - % Applicable -

Collaborative Flight Planning Timescales: FCM03 62% Late Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 - France participates to this objective for those tasks which are already completed. Processing of FPLs derived from RPLs, of APL and ACH messages already implemented. Full implementation 30/09/2019 of the objective is planned with the new version of ATC system in September 2019. ASP (By:12/2017) Processing of FPLs derived from RPLs, of APL and ACH Late messages is already implemented. The new version of the ATC system, containing the processing of AFP messages, failed in June 2018. Corrective version will be installed in Q2/2019 and subsequently activated progressively during Q3/2019. DSNA - 62% The deployment status and planning of this 30/09/2019 implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 111 Released Issue Short Term ATFCM Measures (STAM) - Phase 1 Timescales: FCM04.1 97% Late Initial operational capability: 01/09/2013 Full operational capability: 31/10/2017 - Full implementation is done in 4 ACC, Marseille ACC is planned for June 2019. 30/06/2019 ASP (By:10/2017) Process is completed in 4 ACCs, and work is on-going in Late the last one. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 97% Common Project is redundant because it is also 30/06/2019 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 28% Ongoing Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 - DSNA has launched a program named SALTO to cover the need of local tool. 31/12/2021 ASP (By:12/2021) DSNA has launched a program named SALTO to cover Ongoing the need of local tool. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 28% Common Project is redundant because it is also 31/12/2021 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 112 Released Issue

Interactive Rolling NOP Timescales: FCM05 23% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 - Practical implementation of this ESSIP objective by all concerned stakeholders is on-going. However, the provision of AOP to NM to perform the integration of the AOP with the NOP is 31/12/2021 only planned in a second phase for 2021. ASP (By:12/2021) The deployment status and planning of this Ongoing implementation objective as related to the Pilot Common Project is redundant because it is also DSNA - 25% provided to the SESAR Deployment Manager and 31/12/2021 included in the Deployment Programme Monitoring View. Not Mil. - - % Applicable Authority - APO (By:12/2021) Aéroport de Not Marseille - - % Applicable Provence - Ongoing Groupe ADP - - 55% 31/12/2021 Aéroports Aéroports de la Côte d’azur is advanced ATC Tower since Planned de Nice- 2016 and will be CDM by mid 2019. Moreover, at this - 0% 31/12/2021 Côte d'Azur stage AOP/NOP integration is planned for end 2021 Aéroports Planned - - 0% de Lyon 31/12/2021 Aéroport de Not Toulouse- Within the CDM study project framework (see AOP05). - % Applicable Blagnac -

Traffic Complexity Assessment Timescales: FCM06 80% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Implemented through the framework of SALTO project. 31/12/2020 ASP (By:12/2021) To be implemented through the framework of SALTO Ongoing project. The deployment status and planning of this implementation objective as related to the Pilot DSNA - 80% Common Project is redundant because it is also 31/12/2020 provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 113 Released Issue

Extended Flight Plan Timescales: FCM08 5% Late Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 - Strategical discussions are ongoing in DSNA as to define FF-ICE implementation projects wrto the new versions of ATM systems: Enroute (4Flight), Approaches (SYSAT) and continental and 31/12/2024 overseas ATM systems & ARO tools. ASP (By:12/2021) Strategical discussions are ongoing in DSNA as to define Late FF-ICE implementation projects wrto the new versions of ATM systems: Enroute (4Flight), Approaches (SYSAT) and continental and overseas ATM systems & ARO tools. The deployment status and planning of this DSNA - 5% implementation objective as related to the Pilot 31/12/2024 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 59% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 - The French regulator has already defined a national TOD policy and translated it into a national regulation for all parties to implement. 31/12/2020 The tools for the provision of collected TOD to third-parties in compliance with data exchange regulatory requirements will be implemented as from January 2019. REG (By:05/2018) The French TOD regulatory framework is embedded in Late DGAC two orders relating to aeronautical information which - 50% 31/12/2020 were published the 23rd of March 2015. ASP (By:05/2018) DSNA defined years ago a roadmap related to current Late DSNA - 70% national TOD policy requirements. 31/12/2019 APO (By:05/2018) The French TOD regulatory framework is embedded in Late Aéroports two orders relating to aeronautical information which de Nice- were published the 23rd of March 2015. Agreements - 50% 31/12/2019 Côte d'Azur between airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Late two orders relating to aeronautical information which Groupe ADP were published the 23rd of March 2015. Agreements - 55% 31/12/2020 between airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Late two orders relating to aeronautical information which Aéroports were published the 23rd of March 2015. Agreements - 50% de Lyon 31/12/2019 between airports and DSNA are being regularly updated accordingly.

LSSIP Year 2018 France 114 Released Issue Aéroport de Letters of Agreements between SNA-SSE and AMP has Late Marseille been signed during December 2017 / Requirements and - 70% 31/12/2019 Provence adjustments implementation in progress. The French TOD regulatory framework is embedded in Completed Aéroport de two orders relating to aeronautical information which Toulouse- were published the 23rd of March 2015. Agreements - 100% 31/12/2018 Blagnac between airports and DSNA are being regularly updated accordingly.

Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 6% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 - DSNA has started consuming various NM services offered on B2B concerning Flight and 31/12/2024 Network information, a first step towards full implementation. ASP (By:12/2024) Progress is monitored through the local common Ongoing infrastructure components (items 2 and 3 for all actions), which is definitely restrictive wrt the various tasks / steps required to implement these exchanges DSNA - 18% through SWIM. For instance, DSNA has started 31/12/2024 consuming various NM services offered on B2B concerning Flight and Network information, which we believe is in itself a step towards full implementation. MIL (By:12/2024) Not yet Mil. ongoing study on possible modes of exploitation of - 0% planned Authority yellow SWIM - APO (By:12/2024) Not yet Groupe ADP - - 0% planned -

Aircraft Identification Timescales: ITY-ACID 90% Late Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - Civil implementation completed mid 2017. Regarding the Military, deferred compliance will be 31/01/2026 achieved in 2026. ASP (By:01/2020) Mil. Late Deferred compliance will be achieved in 2026 - 70% Authority 31/01/2026 Downlinked aircraft identification is in operational use in Completed DSNA - 100% the 5 ACCs. 01/06/2017

LSSIP Year 2018 France 115 Released Issue Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: ITY-ADQ 28% Late 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 - The French regulator (DTA) is working in coordination with the French NSA (DSAC) in order to implement ADQ-IR in France. Discussions with DSNA and aerodrome operators have allowed assessing French state of compliance with the regulation. Work remains to be done considering the number of parties involved, including parties outside the scope of the oversight of the NSA. 31/12/2022 The modification of the aeronautical information management regulatory framework the 23rd of March 2015 and the issuance of an ADQ-IR enforcement roadmap the 16th of June 2015 will support the momentum already initiated towards compliance. REG (By:06/2017) Mil. Late Partially compliant with the requirements of July 2013. - 75% Authority 30/12/2019 The French regulator (DTA) is working in coordination Late with the French NSA (DSAC) in order to implement ADQ- IR in France. Discussions with DSNA and aerodrome operators have allowed assessing French state of compliance with the regulation. Work remains to be done considering the number of parties involved, DGAC - 10% including parties outside the scope of the oversight of 31/12/2021 the NSA. The modification of the aeronautical information management regulatory framework the 23rd of March 2015 and the issuance of an ADQ-IR enforcement roadmap the 16th of June 2015 support the momentum already initiated towards compliance. ASP (By:06/2017) The deployment status and planning of this Late implementation objective as related to the Pilot FABEC AIM Common Project is redundant because it is also Task Force / DSNA 41% provided to the SESAR Deployment Manager and SEPIA / 31/07/2022 included in the Deployment Programme Monitoring SOFIA View. Late

The French regulatory framework complementing IR ADQ related to the implementation or revision of the requirements required a national consultation of the concerned parties run during 2014. The complexity of Mil. the regulation has led to multiple lecture, more - 47% Authority harmonised understanding is expected, meanwhile the 31/12/2022 EASA is addressing the subject. The system supporting the ADQ requirement must be upgraded or changed with a significant financial, human and technical impacts. The two previous points show that the planning aiming at the full compliance was note achieved in July 2017 as scheduled. More delay seems to be needed. No deadline at the moment..

LSSIP Year 2018 France 116 Released Issue APO (By:06/2017) Aéroports APO's conformity with ADQ-IR depends closely on the Late - 10% de Lyon conformity of French AISP. 31/12/2020 Aéroports Late APO's conformity with ADQ-IR depends closely on the de Nice- - 10% conformity of French AISP. 31/12/2020 Côte d'Azur FABEC AIM Late Task Force / DSNA - 10% SEPIA / 31/12/2020 SOFIA Aéroport de Late APO's conformity with ADQ-IR depends closely on the Toulouse- - 10% conformity of French AISP. 31/12/2020 Blagnac APO's conformity with ADQ-IR depends closely on the Late Groupe ADP - 10% conformity of French AISP. 31/12/2020 Aéroport de Late APO's conformity with ADQ-IR depends closely on the Marseille - 10% conformity of French AISP. 31/12/2020 Provence

Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 79% Late ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - A revised scenario for phased deployment of the DLS in DSNA airspace has been constructed jointly with the European Commission, Eurocontrol and DSNA Clients (airlines). Full compliance 31/12/2020 will be completed by end 2020. REG (By:02/2018) The change related to the introduction of DLS is Late reviewed by DSAC but takes into account the last DSNA DGAC - 62% corrective actions plan regarding AGDL implementation 31/12/2019 France. ASP (By:02/2018) DSNA will provide Data Link Service from FL195 and Late above. An initial set of AGDL services (DLIC, AMC, ACM) has 4-FLIGHT been commissioned for partial compliance at the end of Defence / 2015 in western ACCs and extended to the entire COFLIGHT / DSNA 88% airspace since May 2016. New 31/12/2020 Full compliance (addition of ACL service) will begin Project4- during spring 2019 in Western ACCs and will be FLIGHT completed for the three other ACCs in 2020 based on the legacy FDPS. MIL (By:01/2019) According to IR EC 29/2009, DLS equipage is not Not Mil. 4-FLIGHT mandatory for State aircraft. Next aircraft equipped % Applicable Authority Defence with a DLS will be compliant VDL2 -

LSSIP Year 2018 France 117 Released Issue 8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 ITY-AGVCS2 43% Late Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 - Compliance with the requirements on 8,33 kHz frequency conversions is scheduled. 01/03/2026 REG (By:12/2018) Process is on-going for ensuring compliance with the Late DGAC requirements on 8,33 kHz frequency conversion by - 70% 31/12/2025 2026. Mil. Late - - 38% Authority 31/12/2025 ASP (By:12/2018) Late DSNA Upgrading of radio stations is scheduled. - 64% 01/03/2026 Mil. Late - - 0% Authority 31/12/2025 MIL (By:12/2020) In accordance with IR EC 1079/2012, some State aircraft Ongoing Mil. and equipment will be upgraded. - 48% Authority Some military frequencies will remain on 25kHz 31/12/2020 according on art 6 paragraph10b. APO (By:12/2018) Completed Groupe ADP See AIC 31/18. - 100% 31/12/2018 Aéroports Late de Nice- - - 0% 31/12/2019 Côte d'Azur Aéroport de Late Marseille - - 3% 31/12/2019 Provence Aéroport de Late Toulouse- - - 7% 31/12/2019 Blagnac Aéroports Late - - 0% de Lyon 31/12/2019 Mil. Late The process is on-going - 13% Authority 31/12/2025

LSSIP Year 2018 France 118 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 92% Late 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 - Full compliance to the FMTP is expected by end 2019. 31/12/2019 ASP (By:12/2014) The current migration is organised in coordination with Late the neighbouring centres and formalized by means of Letters of Agreement notified to the EC. The new transmission protocol is operational with all the neighbouring centres from first quarter 2016. DSNA - 92% For safety reasons, it is considered preferable to first 28/02/2019 carry out the transition of all PLN messages from the TDM networks (e.g. SETINET Swiss network) to PENS before carrying out the transition of all PLN messages using PENS from IPv4 format to IPv6 format. IR FMTP doesn't apply to the Military. Nevertheless, the Not Mil. process is launched. FMTP capability will be achieved Applicable - % Authority through PATRUS gateway system commissioned by end - of 2019 MIL (By:12/2014) IR FMTP doesn't apply to the Military. Nevertheless, the Not Mil. process is launched. FMTP capability will be achieved Applicable - % Authority through PATRUS gateway system commissioned by end - of 2019

LSSIP Year 2018 France 119 Released Issue

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 71% Ongoing EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 - Surveillance performance and interoperability implementation is planned in France and is 07/06/2020 progressing accordingly with the Implementing Rule schedule. REG (By:02/2015) As far as the oversight of interoperability is concerned, Completed DSAC applies its own ANSP IOP oversight procedure. DSAC has initially requested DSNA for a SPI synthesis file DGAC for 04/2013. DSNA addressed SPI synthesis file and its - 100% 22/01/2015 conformity plan in 10/2013. IR SPI conformity has been accordingly reviewed by DSAC and the final result has been transmitted to DSNA 22nd January 2015. ASP (By:02/2015) Mil. Ensuring safety of Radar data is one of the highest Completed - 100% Authority priorities for DSNA and DIRCAM. 31/10/2013 Ensuring safety of Radar data is one of the highest Completed priorities for DSNA and DIRCAM. Technical agreements have been in force with our partners from a long time ago for the most critical sensors. A standardized document, (Memorandum of Cooperation between ANSPs) merging all technical agreements dealing with DSNA data exchanges, studied within AEFMP group, was - 100% 31/10/2013 signed in 2012 between ENAIRE (Ex AENA) and DSNA and updated and signed June 2014 to comply with IR SPI. Thanks to close cooperation with DFS, an improved document was signed end-2015 between DFS and DSNA. Work is in progress to sign such agreements with others neighbours. MIL (By:06/2020) Mil. Equipage is in progress, following the SPI-IR Ongoing - 23% Authority requirements. 07/06/2020

LSSIP Year 2018 France 120 Released Issue

RNAV 1 in TMA Operations Timescales: NAV03.1 100% Completed Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 - Arrival and departures procedures based on RNAV have been established on main airports. 31/12/2011 For relevant aircraft, implementation of RNAV1 is considered as achieved. ASP (By:12/2023) Arrival and departures procedures based on RNAV have Completed been established on major airports. Overall implementation is a continuous action. Military aerodromes are not concerned by congestion. Military aircraft are progressively equipped, following national equipage plans. However equipage is not mandatory. Implementation of RNAV procedures on some military DSNA airbases is an on-going progress. So for military part, this - 100% 31/12/2011 item can be considered as completed. The deployment status and planning of this implementation objective as related to the Pilot Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View. Mil. Completed - - 100% Authority 31/12/2011

RNP 1 in TMA Operations Timescales: Not yet NAV03.2 0% Initial operational capability: 01/01/2018 planned Full operational capability: 31/12/2023 - The performance of reversion in case of GNSS failure should be studied further before planning - the implementation of RNP1 + RF ASP (By:12/2023) The performance of reversion in case of GNSS failure Not yet should be studied further before planning the planned implementation of RNP1 + RF. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 0% Common Project is redundant because it is also - provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 121 Released Issue

RNP Approach Procedures with Vertical Guidance Timescales: NAV10 78% Ongoing Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023 - National deployment plan of APV/SBAS (supported by EGNOS) and APV/Baro has been launched and is on-going. Consistency with ICAO 3711 has been reached end 2016. This 31/12/2019 implementation Phase ending 2016 has enabled full consistency with ICAO 3711. Full deployment, strictly speaking, of remaining APV will be finished by end 2019. REG (By:12/2023) Completed DGAC EASA material applied to regulatory activities - 100% 30/11/2011 ASP (By:12/2023) In line with the ICAO 37th assembly resolution, a Ongoing national deployment plan at all IFR runways has been set up, and is in progress. Full implementation by the end of 2019. The deployment status and planning of this DSNA PBN APV 70% implementation objective as related to the Pilot 31/12/2019 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

LSSIP Year 2018 France 122 Released Issue

Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 99% Late Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - The applicable recommendations have been disseminated to the concerned parties in the end 31/12/2019 of 2013 and will be monitored through the regular reviews of the State Safety Plan REG (By:01/2018) Through its State Safety Plan, DGAC analyzed in early Completed 2013 the applicability of the action plan in order to decide the actions to implement, with associated timeframe to monitor. The applicable measures related to ATM/ANS and airport operators domains have been DGAC already implemented. The applicable recommendations - 100% 31/01/2018 have been disseminated to the concerned parties in the end of 2013 and will be monitored through the regular reviews of the State Safety Plan. However, no oversight activities are planned for the time being to ensure the implementation of the applicable measures. ASP (By:12/2014) EAPPRE was approved in January 2013 by DSNA CEO. Completed For the military, through DGAC's State Safety Plan, as far DSNA as relevant, Armed Forces take account EAPPRE only for - 100% 31/12/2014 military airfield with civilian traffic through the regular reviews of DSAC. Mil. Completed - - 100% Authority 31/12/2014 APO (By:12/2014) Aéroports Completed de Nice- - - 100% 31/12/2013 Côte d'Azur Aéroports Completed - - 100% de Lyon - Aéroport de Completed Toulouse- - - 100% 31/12/2014 Blagnac Late Groupe ADP - - 75% 31/12/2019

LSSIP Year 2018 France 123 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 - Full implementation on the objective is done through the deployment of ERATO in Brest and Bordeaux. Current systems in other French ACCs allows implementation of direct routings. 31/12/2016 4FLIGHT system is expected to be deployed in Marseille, Reims and Paris allowing further application of DRA concept. ASP (By:12/2017) Many DCTs have been published and are operated daily. Completed It's a permanent action to increase their amount and availability. The deployment status and planning of this DSNA implementation objective as related to the Pilot - 100% 31/12/2016 Common Project is redundant because it is also provided to the SESAR Deployment Manager and included in the Deployment Programme Monitoring View.

Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 - STCA implemented in the five ACCs and majors TMAs. Implementation in smaller TMAs is also a 31/12/2010 major program. ASP (By:01/2013) STCA is implemented in all ACCs and 9 major APPs. Completed DSNA Implementation in smaller APPs is under consideration - 100% 31/12/2010 for the next generation of ATM systems.

LSSIP Year 2018 France 124 Released Issue

Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 - Objective has been implemented for DSNA. For the military, equipage is in progress for aircraft 30/12/2018 that should be still in service after 2020 (older aircraft are not planned to be equipped). REG (By:12/2015) Handled through aircraft operators continuous Completed DGAC - 100% oversight. 31/12/2015 ASP (By:03/2012) A monitoring system of the performance of ACAS is in Completed place for many years. Each TCAS occurrence is recorded DSNA - 100% and analysed. If necessary, pilots/companies are 30/11/2011 informed in case of a non conformity. MIL (By:12/2015) Equipage of ACAS II will be conducted for modern Completed Mil. transport-type aircraft. However, aircrews are trained to - 100% Authority 30/12/2018 react, using or not ACAS.

Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - France participates to the ETFMS programme. Main goals of this objective have been achieved. 31/12/2006 ASP (By:07/2014) Transmission of CPR and FSA messages implemented. Completed FSA messages for route changes is implemented. DSNA There is no intention to implement FSA messages for - 100% 31/12/2006 holding and FDPA re-routing updates. DPI messages at LFPG since 2010.

LSSIP Year 2018 France 125 Released Issue

Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and ITY-COTR initial coordination processes: 27/07/2006 100% Completed For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 - Compliance to the COTR Implementing Rule is globally achieved (only one minor non- compliance is identified and cannot be done in the legacy system, mainly due to lack of 30/06/2016 specification), except for compliance regarding 29/2009 which is addressed under ITY - AGDL ASP (By:12/2012) Completed for the original set of processes, and planned Completed for LOF and NAN processes. Fully compliant with COTR Implementing Rule (except DSNA - 100% for compliance regarding 29/2009 which is addressed 30/06/2016 under ITY-AGDL) with all neighbours when operationally relevant and when their system-capability is achieved. MIL (By:12/2012) Mil. Completed Flight data process is done. - 100% Authority 31/12/2012

LSSIP Year 2018 France 126 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 AOP14 % Planned Applicability and timescale: Local LFBP - PAU-PYRENEES A digital advanced tower concept will be implemented at Pau-Pyrénées airport (LFBP) in order to facilitate a better coordination for approach ATS with departures from Tarbes-Pyrénées 31/12/2020 (LFBT) airport where a camera network will be implemented.

Remote Tower Services AOP14 % Ongoing Applicability and timescale: Local LFMD - CANNES-MANDELIEU In order to better accommodate local helicopters traffic increase at Cannes Héliport Quai du Large (LFTL), a Digital Advanced Tower concept has been developed and the implementation 31/03/2020 phase has been launched end 2017 at Cannes-Mandelieu airport (LFMD) in order to visualize and manage heliport movements directly from Cannes-Mandelieu (LFMD) tower.

Remote Tower Services AOP14 % Ongoing Applicability and timescale: Local LFPG - Paris CDG Airport Note that this project doesn't refer to LFPG but to Miquelon (LFVM) and Saint-Pierre (LFVP) airports. As those airports are currently not available in the DB, they are being reported under LFPG. 31/10/2019 Project has been launched in 2016 and implementation date is 31/10/2019.

Miquelon traffic will be handled directly from Pointe Blanche at the end of the project.

Multi-Sector Planning En-route - 1P2T Not ATC18 % Applicable Applicability and timescale: Local - No MSP implementation planned. -

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LFBO - Toulouse Airport Objective achieved through formally established "Commission Consultative de 31/12/2012 l'Environnement"

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LFLL - Lyon Airport Objective achieved through formally established "Commission Consultative de 31/12/2012 l'Environnement"

LSSIP Year 2018 France 127 Released Issue

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LFML - Marseille Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement"

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LFMN - Nice Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement"

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LFPG - Paris CDG Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement"

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LFPO - Paris Orly Airport Objective mainly achieved through formally established "Commission Consultative de 31/12/2013 l'Environnement".

Continuous Climb Operations (CCO) ENV03 80% Ongoing Applicability and timescale: Local LFBO - Toulouse Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCo instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.

Continuous Climb Operations (CCO) ENV03 80% Ongoing Applicability and timescale: Local LFLL - Lyon Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCo instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.

Continuous Climb Operations (CCO) ENV03 80% Ongoing Applicability and timescale: Local LFML - Marseille Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCo instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.

Continuous Climb Operations (CCO) ENV03 80% Ongoing Applicability and timescale: Local LFMN - Nice Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCo instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.

LSSIP Year 2018 France 128 Released Issue

Continuous Climb Operations (CCO) ENV03 80% Ongoing Applicability and timescale: Local LFPG - Paris CDG Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCo instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.

Continuous Climb Operations (CCO) ENV03 80% Ongoing Applicability and timescale: Local LFPO - Paris Orly Airport CCO is an aircraft operating technique (Doc 9993) enabled by DSNA on a daily basis by tactical ATCo instructions and clearances. Performance assessments are done on a regular basis and 31/12/2019 reported in performance dashboard.

Optimised Low-Level IFR Routes in TMA for Rotorcraft Not NAV12 % Applicable Applicability and timescale: Local - No Optimised Low-Level IFR routes in TMA for Rotorcraft implementation plan to report. -

LSSIP Year 2018 France 129 Released Issue

ANNEXES

Specialists involved in the ATM implementation reporting for France

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point DTA Jean-Jacques BLANCHARD LSSIP Focal Point for NSA/CAA Jean-Jacques BLANCHARD DTA Stéphane LAFOURCADE LSSIP Focal Point for ANSP DSAC Bérioska MARCHANT LSSIP Focal Point for Airport DSNA Eric LIEUTAUD LSSIP Focal Point for Military DSAÉ Jean-François ROBERT

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Jorge PINTO

LSSIP Year 2018 France 130 Released Issue

National stakeholders’ organisation charts

LSSIP Year 2018 France 131 Released Issue

LSSIP Year 2018 France 132 Released Issue

DIRCAM

DIRCAM Director BG** Pierre REUTTER Deputy: COL Marc LAPIERRE

SDEA SDR SDSA COL Christophe LCL François CLEMENT COL Vianney CAZELLE HINDERMANN

LSSIP Year 2018 France 133 Released Issue

Implementation Objectives’ links with SESAR, ICAO and DP

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

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

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

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

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

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

AOP10 B1-RSEQ 2.3.1 Time Based Separation (TBS)

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

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

AOP14 B1-RATS -

ATC02.2 B0-SNET -

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

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

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

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

ATC16 B0-ACAS -

LSSIP Year 2018 France 134 Released Issue ATC17 - 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC18 - No direct link, although implementation is recommended in Family 3.2.1

COM10 - -

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

B0-CDO ENV01 - B1-CDO

ENV02 - -

ENV03 B0-CCO -

FCM01 B0-NOPS -

FCM03 B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1 - 4.1.1 STAM phase 1

FCM04.2 B0-NOPS 4.1.2 STAM phase 2

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

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

FCM09 B1-NOPS -

INF04 B0-DATM -

INF07 - 1.2.2 Geographical database for procedure design

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

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

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

ITY-COTR B0-FICE -

B0-FICE ITY-FMTP - B1-FICE

LSSIP Year 2018 France 135 Released Issue ITY-SPI B0-ASUR -

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

SAF11 - -

Legend:

Objective’s link to SESAR Key Feature:

Optimised ATM Network Services High Performing Airport Operations

Advanced Air Traffic Services Enabling Aviation Infrastructure

LSSIP Year 2018 France 136 Released Issue Glossary of abbreviations

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

Term Description

ADP Aéroports de Paris AF ATM Functionality AEFMP Algeria-Spain-France-Morocco-Portugal (Aeropuertos Españoles y Navegación Aérea) Former name of ENAIRE as AENA from 05/07/2014 ALAVIA Etat-major de l’Aviation Navale AMHS ATS Message Handling System ANA Personnel Office BEA Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile Coordonnateur AUtomatique du TRafic Aérien (automatic air traffic CAUTRA coordination system) CEV Centre d’Essai en Vol Commandement des Forces Aériennes / Brigade Aérienne de Contrôle de CFA / BACE l'Espace CNA Certification of ANSP Office COHOR Association pour la COordination des HORaires COMALAT Commandement de l'Aviation Légère de l'Armée de Terre CRNA Centre en Route de la Navigation Aérienne CSSIP Communications Sol-Sol Internet protocole DGAC Direction Générale de l’Aviation Civile DIA Division Information Aéronautique DIRCAM Direction de la Circulation Aérienne Militaire Direction Interarmées des Réseaux d'Infrastructure et des Systèmes DIRISI d'Information DSAC Direction de la Sécurité de l’Aviation Civile DSAÉ Direction de la Sécurité Aéronautique d'État DSNA Direction des Services de la Navigation Aérienne DTA Direction du Transport Aérien ENAIRE (Ex AENA) Spanish ANSP ERATO En Route Air Traffic Organizer FAP Future ATM Profile FT Fast Track CDG Aéroport de Paris Roissy - Charles De Gaulle Moyen d'Aide à l'Ecoulement Séquencé du Trafic avec Recherche MAESTRO d'Optimisation

LSSIP Year 2018 France 137 Released Issue MCU Mission Ciel unique MoD Ministry for the Armed Forces MoT Ministry for the Ecological and Inclusive Transition MOR Mandatory Occurrence Reporting PCP Pilot Common Project DP Deployment Programme NAS National Airspace System S-AF Sub ATM Functionality SDEA Airspace sub-directorate SDSA Surveillance and Audit sub-directorate SDR Regulatory sub-directorate SETINET Skyguide ENAV International Network SOCRATE (Inter-army voice and data network) UAF Union des Aéroports Français

LSSIP Year 2018 France 138 Released Issue Mature SESAR Solutions not associated to an Implementation Objective

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

High Performing Airport Operations

RWSL (RunWay Status Lights), a fully automatic system based on A- SMGCS surveillance that can be used on airports to increase safety by preventing runway incursions Runway status #01 and associated operational Y - Paris CDG

lights procedures. The system directly provides the information on runway usage to the vehicle drivers and flight crews through new airfield lights. Operational requirements and technical specifications to detect a Enhanced traffic risk of collision between a vehicle situational with aircraft and the infringement awareness and of restricted or closed areas. Y Planned CDG ORY #04 N airport safety The Vehicle Driver is provided with 2020 nets for vehicle the appropriate alert, either

drivers generated by the on-board system or uplinked from the controller airport safety net. Use of data link communications between the Tower Controllers and the flight crew during surface movement. D-TAXI service It is based on the D-TAXI service for controller- from the CPDLC application, as pilot datalink N/A, solution not fully #23 standardised by RTCA N communications mature in SESAR 1 SC214/EUROCAE WG78 (DO-350 & (CPDLC) DO-351). It also includes the access

application to this service for end users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew.

LSSIP Year 2018 France 139 Released Issue Enhanced Guidance Assistance to mobiles based on the automated switching of Taxiway lights and Stop bars according to the Airfield Ground Lighting (AGL) operational service Provision of flight crew and vehicle drivers with supplementary means Guidance of guidance based on coupling the assistance taxi route management with the #47 N N through airfield airfield ground lighting. Taxiway

ground lighting centreline lights are automatically and progressively switched on in segments as the mobile progresses along its assigned route. Stop bars are automatically activated to mark clearance limit. The ATCO can issue simpler and shorter taxi clearances through a "FOLLOW THE GREENS"- type instruction 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 N N procedures once procedural control applies.

(LVPs) Additional controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorized movement (Watch Dog). Integrated Arrival and Departure management aims at increasing throughput and predictability at an airport by improved co-ordination between En Route/Approach and Tower controllers. Arrival and Departure flows to the same runway (or for dependent runways) Flow based are integrated by setting up fixed integration of arrival departure pattern for Y priority is CDG scope, #54 arrival and defined periods. The successive N date to be defined departure pattern might be chosen by the

management operators or provided by an optimization algorithm considering arrival and departure demand. Departure flow to the runway is managed by pre-departure sequencing (integrating route planning) while arrival flow to the runway is managed by arrival metering

LSSIP Year 2018 France 140 Released Issue This SESAR Solution aims at improving Low Visibility Operation using GBAS Cat II/III based on GPS L1 The main benefit is the increased runway capacity in poor weather conditions as the glide path and azimuth signals will face hardly any interference from previous landing aircraft or other obstacles. More sustained accuracy in aircraft guidance on final approach. The GBAS is a precision approach system relying on GNSS signals and composed of ground and airborne segments. GBAS supports enhanced level of service for all phases of approach, landing and departure. GBAS CATII/III GPS L1 is the outcome of the extensive work in SESAR WP9 and 15 in addition to project 6.8.5 involving main European ground systems Precision manufacturers and airborne approaches Y, date and location to #55 industry. The solution is based on N using GBAS be defined the existing single frequency GPS L1

Category II/III signals and is considered as an initial GBAS CAT II/III solution as the final solution should make use of multi-constellation multi-frequency signals. The GBAS CATII/III L1 system should enable - Automatic Approach and Landing down to Cat IIIb minima for Mainline Aircraft - Automatic roll-out, DH < 50 ft down to no DH & RVR between 50m and 200m - Automatic Approach and Landing down to Cat II or Cat IIIa minima for Business and Regional Aircraft - 50 ft < DH < 200 ft & 200 m < RVR < 550m - CAT IIIb considerations for Business Aircraft for possible future use - Guided take-off is integrated in the reflexion The use of a simple Airport Departure Data Entry Panel (ADDEP) improves the integration A low-cost and Y similar solution for of small regional airports by simple departure advanced ATC tower providing a low-cost solution to data entry panel under study for #61 compute and share aircraft N for the airport Toulouse, Marseille. electronic pre-departure data to controller More airport to be the ATM network, between the

working position considered tower and approach controllers, as well as the tower and the Network Manager.

LSSIP Year 2018 France 141 Released Issue Enhanced Ground Controller Situation Awareness in all Weather Enhanced Conditions further develops ADS-B ground applications in order to improve controller ground surveillance systems. The Y - Paris CDG, Paris #70 situational solution provides the controller - Orly (WAM ADS-B) awareness in all with the position and automatic weather identity of all relevant aircraft and

conditions all relevant vehicles in the movement area (i.e. manoeuvring area plus apron). 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 Solution mainly need of collaborative recovery Y Similar solution #116 management applicable to Airport procedures, but rather a part of deployed in CDG

tool operators normal 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.

Advanced Air Traffic Services

The CTA (Controlled Time of Arrival) is an ATM imposed time constraint Controlled time on a defined point associated with of arrival (CTA) an arrival runway, using airborne To be considered for in medium- capabilities to improve arrival future , depending on #06 N density/medium- management. When a time fleet equipage and complexity constraint is needed for a flight, the SESAR2020 results.

environments ground system may calculate a CTA as part of the arrival management process, and then it may be

LSSIP Year 2018 France 142 Released Issue proposed to the flight for achievement by avionics within required accuracy. Airborne information may be used by the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into different airports by calculating Arrival the sequence of aircraft flying management #08 towards an area where their routes N N into multiple intersect. By imposing an adequate

airports spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E-TMA sector are superimposed and presented to the upstream en-route sector controllers. Based on Advanced-RNP navigation specification, design of optimised routes e.g spaced parallel routes, Optimised route Fixed Radius Transition (FRT) and #10 network using Tactical Parallel Offset (TPO) further N N

advanced RNP enhanced by onboard performance monitoring and alerting and the execution of more predictable aircraft behaviour Progressive implementation of Continuous procedures for Continuous Descent descent Operations (CDO) and Continuous Y, Paris CDG North- #11 operations Climb Operations (CCO) in higher - West Arrivals (CDO) using density traffic or to higher levels,

point merge optimised for each airport arrival/departure procedure STCA (Short Term Conflict Alert) is a ground-based system designed and deployed to act as a safety net against collisions. The system, which can be used in both en-route and TMAs, generates an alert to Enhanced STCA warn air traffic controllers for when with down- separation minima between aircraft Y, date and location to #69 N linked have been infringed upon. The be defined

parameters system makes use of down-linked aircraft parameters (DAP) available through Mode S EnHanced Surveillance (EHS) (i.e. Selected Flight Level, Roll angle/Track angle rate) are to increase the reliability and accuracy of the alerts.

LSSIP Year 2018 France 143 Released Issue New altitude capture laws aim to reduce unnecessary ACAS alarms and reduce the risk of mid-air or Enhanced near mid-air collisions between airborne collision aircraft as a last-resort safety net, avoidance by automatically reducing the #105 system (ACAS) N N/A airborne solution vertical rate at the approach of the operations using selected flight level (only when a the autoflight Traffic Advisories-TA occurs),

system leading to less traffic perturbation, while not increasing flight crew workload. This new procedure design builds upon precision navigation technology (P-RNAV concept) for Point merge in merging traffic into a single entry complex #107 point, which allows efficient N N terminal integration and sequencing of

airspace inbound traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) sectors Arrival replaces radar vectoring with a Management Y, Paris CDG North- #108 more efficient and simplified traffic - (AMAN) and West Arrivals synchronisation mechanism that

Point Merge reduces communication workload and increases collective traffic predictability.

Optimised ATM Network Services

Airspace Users are allowed to change among themselves (via the pre-departure management process in CDM airports) the User-driven priority order of flights in the pre- prioritisation #57 departure sequence. The departure Y, Paris CDG - process (UDPP) time will be automatically

departure communicated/coordinated with the Network Management Function (NMF) via the DPI message as described in the A-CDM concept.

Enabling Aviation Infrastructure

The current pre-flight briefing for the pilot includes pages of information, called notice to airmen (NOTAM), recent weather reports and forecasts (MET), which have to be integrated into a consolidated Y Planned for France by Digital operational picture. The documents 2023 when Digital #34 Integrated can be difficult for pilots to use, and N Notam is defined and

Briefing no longer satisfy today’s air traffic agreed at European needs for timely and accurate level aeronautical and meteorological information updates. By introducing digital NOTAM and MET data, the briefing could be radically improved.

LSSIP Year 2018 France 144 Released Issue 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 constraints due to AOC data airspace and service configurations. increasing SESAR has introduced an early Y, date and location to #67 trajectory version which makes use of flight N be defined prediction planning data sourced from airline

accuracy operational control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE). 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 ICAO regulations. However these reports ACAS Ground can come late, incomplete or are Monitoring and #100 absent in some instances. This N N Presentation solution consists of a set of

System monitoring stations and a 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 surveillance methods and reducing the need for active Mode- Extended hybrid #101 S interrogations. By making fewer N N/A airborne solution

surveillance active interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses the IEEE Aeronautical 802.16 (WiMAX) standard. mobile airport Designed to operate in reserved #102 communication N N (aeronautical) frequency bands, system 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).

LSSIP Year 2018 France 145 Released Issue The Iris Precursor offers a viable option for ATS datalink using existing satellite technology systems to support initial four- Y, dates to be defined Air traffic dimensional (i4D) datalink according to aircraft services (ATS) #109 capability. The technology can be N equipage and datalink using used to provide end-to-end air– commercial

Iris Precursor ground communications for i4D arrangement operations, connecting aircraft and air traffic management ground systems. The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ground system by ADS-B outside agents. These techniques surveillance of can also be used to cope with Y, and #110 aircraft in flight - malfunctioning of avionics overseas territories and on the equipment. SESAR has contributed

surface to the relevant standards, such as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications. By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of validated data items into the WAM channel, thereby preventing a need to re-interrogate Composite the data item. Y Planned Chambery #114 Surveillance N Since the two surveillance layers 2020

ADS-B / WAM share hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. 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 2018 France 146 Released Issue