LSSIP 2020 - LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview

Document Title LSSIP Year 2020 for Switzerland

Info Centre Reference 20/12/22/89 Date of Edition 21/04/2021 LSSIP Focal Point Thierry Brégou - thierry.bregou@.ch - Skyguide LSSIP Contact Person Marina López Rodríguez marina.lopez-rodriguez@.int LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring

Reference Documents

LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://www.skybriefing.com/home FAB Performance Plan https://www.fabec.eu/performance/performance-plan

LSSIP Year 2020 Switzerland Released Issue

APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information.

Stakeholder / Name Position Signature and date Organisation

FOCA Christian HEGNER Director General

Military Aviation Col GS Pierre de Director Authority Goumoëns

Maj Gen Bernhard Commander In-Chief MÜLLER

Skyguide Alex BRISTOL Chief Executive Officer

Flughafen AG Stephan WIDRIG Chief Executive Office

Genève Aéroport André SCHNEIDER Chief Executive Officer

LSSIP Year 2020 Switzerland Released Issue

TABLE OF CONTENTS

Executive Summary ...... 1 Introduction ...... 11 1. National ATM Environment ...... 12 Geographical Scope ...... 12 National Stakeholders ...... 14 2. Traffic and Capacity ...... 24 Evolution of traffic in Switzerland ...... 24 ACC ...... 25 ACC ...... 29 3. Implementation Projects ...... 32 National projects ...... 32 FAB projects ...... 34 Multinational projects ...... 39 4. Cooperation activities ...... 43 FAB Co-ordination ...... 43 Multinational cooperation initiatives...... 45 5. Implementation Objectives Progress ...... 49 State View: Overall Objective Implementation Progress ...... 49 Objective Progress per SESAR Essential Operational Changes...... 50 ICAO ASBU Implementation Progress ...... 57 Detailed Objectives Implementation progress ...... 62 6. Annexes ...... 91 A. Specialists involved in the ATM implementation reporting for Switzerland ... 91 B. National stakeholders organisation charts ...... 92 C. Implementation Objectives’ links with other plans ...... 97 D. SESAR Solutions implemented in a voluntary way...... 102 E. Surveillance (SUR)...... 121 F. Glossary of abbreviations ...... 125

LSSIP Year 2020 Switzerland Released Issue

Executive Summary

National ATM Context

Civil Aviation in Switzerland is the responsibility of the Federal Department for the Environment, Transport, Energy and Communications (DETEC). The Federal Office of Civil Aviation (FOCA) – Safety Division - Infrastructure is the regulatory body charged by the Swiss Confederation to supervise ATM safety oversight within Swiss airspace. It is also the nominated NSA. The integrated civil-military ANSP, Skyguide, provides services to both OAT and GAT traffic, in Swiss airspace and in adjacent airspace in neighboring countries that has been delegated to its control, from Geneva and Zurich ACCs. Skyguide also provides services at the two national (Geneva and Zurich airports), as well as at the regional airports and at primarily military or joint civil-military aerodromes. The Swiss Transportation Safety Investigation Board (STSB) integrated into DETEC carries out technical investigations following accidents and/or incidents. Regulation and Surveillance of Military Aviation in Switzerland is the responsibility of the Military Aviation Authority (MAA) under the direction of the Commander in chief of the Armed Forces Staff, incorporating elements of the Air Force and the military procurement agency. Switzerland is member state of the FABEC together with , , , and The .

Traffic and Capacity

Traffic in Switzerland decreased by 59% in 2020 compared to 2019. The EUROCONTROL Five-Year Forecast predicts an average annual increase ranging between 6.9% and 70 % for Switzerland between 2020 and 2024. This traffic growth remains particularly uncertain as it linked to travel restrictions that may be lifted more or less rapidly. In Geneva ACC, the average en-route delay per flight increased from 0.34 minutes per flight in summer 2019 to 0 minute per flight in summer 2020. In Zürich ACC, the average en-route delay per flight decreased from 0.30 minutes per flight in summer 2019 to 0.04 minutes per flight in summer 2020. No capacity gaps are expected in both Geneva and Zürich ACCs in summer 2021.

Traffic Growth Summer En-Route Delay Summer En-Route Delay Summer 2020 (May-Oct) Geneva ACC Zurich ACC

-59% 0.340. 000.00 0.300. 000.04

2019 2020 2019 2020 2020

LSSIP Year 2020 Switzerland 1 Released Issue Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non- PCP) and the PCP elements. It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2020, i.e. disregarding the declared “NOT APPLICABLE” LSSIP progress status. The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives: AOP14, AOP15, AOP16, AOP18, ATC02.9, ATC18, ATC19, ATC20, NAV12 and COM11.2.

Pre-SESAR Phase 2000 2030

84%

SESAR 1 (PCP only) 2011 2025

52%

SESAR 1 (non-PCP) 2013 2030

29%

LSSIP Year 2020 Switzerland 2 Released Issue Progress per SESAR Essential Operational Changes and Phase

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

ATM 100 % Interconnected Network 67 %

Airport and TMA 86 % performance 14 % 45 %

CNS 100 % Infrastructure 10 % and Services 10 %

Digital AIM and 24 % MET Services

Fully Dynamic 100 % and Optimised 0 % Airspace 50 %

Multimodal Mobility and 100 % integration of all Airspace Users Trajectory Based 68 % Operations 100 %

Virtualisation of Service Provision 0 %

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

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

LSSIP Year 2020 Switzerland 3 Released Issue ICAO ASBUs Progress Implementation

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

Block 0 2000 2030

89%

Block 1 2009 2030

43%

Block 2 2013 2030

10%

Block 3 2018 2025

0%

LSSIP Year 2020 Switzerland 4 Released Issue ATM Deployment Outlook

State Objectives Deployed in 2019 - 2020 - ATS IFR Routes for Rotorcraft  Operations NAV12 - 100 % progress - Migrate from AFTN to AMHS COM10 - 100 % progress - New Pan-European Network Service (NewPENS) COM12 - 100 % progress

By 2021 By 2022 By 2023 By 2024+

- Electronic Terrain and - RNP 1 in TMA - Information Exchanges Obstacle Data (eTOD) Operations using the SWIM Yellow TI INF07 - 25 % progress NAV03.2 - 64 % progress Profile - Ground-Based Safety - Voice over Internet INF08.1 - 00 % progress Nets Protocol (VoIP) in - Ensure Quality of ATC02.8 - 68 % progress /Terminal Aeronautical Data and - Free Route Airspace COM11.2 - 10 % progress Aeronautical Information AOM21.2 - 41 % progress - Arrival Management ITY-ADQ - 23 % progress Extended to En-route - Multi-Sector Planning Airspace En-route - 1P2T ATC15.2 - 49 % progress ATC18 - 00 % progress - Interactive Rolling NOP - Voice over Internet FCM05 - 75 % progress Protocol (VoIP) in En- Route COM11.1 - 10 % progress - RNAV 1 in TMA Operations NAV03.1 - 70 % progress

LSSIP Year 2020 Switzerland 5 Released Issue Airport Objectives - Zürich Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Initial Airport Operations - Time-Based Separation - Automated Assistance to Plan AOP10 - 00 % progress Controller for Surface AOP11 - 34 % progress Movement Planning and - Continuous Climb Routing Operations (CCO) AOP13 - 16 % progress ENV03 - 73 % progress

Airport Objectives -

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Continuous Climb - Initial Airport Operations - Continuous Descent - Remote Tower Services Operations (CCO) Plan Operations (CDO) AOP14 - 00 % progress ENV03 - 74 % progress AOP11 - 59 % progress ENV01 - 45 % progress - AMAN Tools and Procedures ATC07.1 - 08 % progress

LSSIP Year 2020 Switzerland 6 Released Issue Overall situation of Implementation Objectives

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 AOM13.1 Harmonise Operational Air Traffic (OAT) and General 100% Completed Air Traffic (GAT) Handling AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) 100% Completed * AOM19.2 ASM Management of Real-Time Airspace Data 0% Late * AOM19.3 Full Rolling ASM/ATFCM Process and ASM 0% Not yet * Information Sharing planned AOM19.4 Management of Pre-defined Airspace Configurations 0% Not yet * planned AOM21.1 Direct Routing 100% Completed AOM21.2 Free Route Airspace 41% Late * AOP04.1(LSGG) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.1(LSZH) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.2(LSGG) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(LSZH) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP05(LSGG) Airport Collaborative Decision Making (A-CDM) 100% Completed * AOP05(LSZH) Airport Collaborative Decision Making (A-CDM) 100% Completed * AOP10(LSZH) Time-Based Separation 0% Planned * AOP11(LSGG) Initial Airport Operations Plan 59% Late * AOP11(LSZH) Initial Airport Operations Plan 34% Late * AOP12(LSZH) Improve Runway and Airfield Safety with Conflicting 100% Completed * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)

LSSIP Year 2020 Switzerland 7 Released Issue Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 AOP13(LSZH) Automated Assistance to Controller for Surface 16% Ongoing * Movement Planning and Routing AOP14(LSGG) Remote Tower Services 0% Planned 2030 AOP14(LSMD) Remote Tower Services 0% Not yet 2030 planned AOP15(LSGG) Enhanced traffic situational awareness and airport 0% Not yet 2030 safety nets for the vehicle drivers planned AOP15(LSZH) Enhanced traffic situational awareness and airport 0% Not yet 2030 safety nets for the vehicle drivers planned AOP16(LSGG) Guidance assistance through airfield ground lighting 0% Not yet 2030 planned AOP16(LSZH) Guidance assistance through airfield ground lighting 0% Not yet 2030 planned AOP17(LSGG) Provision/integration of departure planning 0% Not 2030 information to NMOC Applicable AOP18(LSGG) Runway Status Lights (RWSL) 0% Not yet 2030 planned AOP18(LSZH) Runway Status Lights (RWSL) 0% Not yet 2030 planned ATC02.2 Implement ground based safety nets - Short Term 100% Completed Conflict Alert (STCA) - level 2 for en-route operations ATC02.8 Ground-Based Safety Nets 68% Late * ATC02.9 Short Term Conflict Alert (STCA) for TMAs 100% Completed * ATC07.1(LSGG) AMAN Tools and Procedures 8% Late * ATC07.1(LSZH) AMAN Tools and Procedures 100% Completed * ATC12.1 Automated Support for Conflict Detection, 100% Completed * Resolution Support Information and Conformance Monitoring ATC15.1 Information Exchange with En-route in Support of 100% Completed AMAN ATC15.2 Arrival Management Extended to En-route Airspace 49% Ongoing * ATC16 Implement ACAS II compliant with TCAS II change 7.1 0% Not

LSSIP Year 2020 Switzerland 8 Released Issue Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 Applicable ATC17 Electronic Dialogue as Automated Assistance to 100% Completed * Controller during Coordination and Transfer ATC18 Multi-Sector Planning En-route - 1P2T 0% Planned 2030 ATC19 Enhanced AMAN-DMAN integration 100% Completed 2030 ATC20 Enhanced STCA with down-linked parameters via 100% Completed 2030 Mode S EHS COM10 Migrate from AFTN to AMHS 100% Completed COM11.1 Voice over Internet Protocol (VoIP) in En-Route 10% Late * COM11.2 Voice over Internet Protocol (VoIP) in 10% Ongoing * Airport/Terminal COM12 New Pan-European Network Service (NewPENS) 100% Completed * ENV01(LSGG) Continuous Descent Operations (CDO) 45% Ongoing * ENV01(LSZH) Continuous Descent Operations (CDO) 100% Ongoing * ENV02(LSGG) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(LSZH) Airport Collaborative Environmental Management 100% Completed 2030 ENV03(LSGG) Continuous Climb Operations (CCO) 74% Ongoing 2030 ENV03(LSZH) Continuous Climb Operations (CCO) 73% Ongoing 2030 FCM01 Implement enhanced tactical flow management 87% Not yet services planned FCM03 Collaborative Flight Planning 100% Completed * FCM04.2 Short Term ATFCM Measures (STAM) - Phase 2 100% Completed * FCM05 Interactive Rolling NOP 75% Late * FCM06 Traffic Complexity Assessment 100% Completed * INF07 Electronic Terrain and Obstacle Data (eTOD) 25% Late INF08.1 Information Exchanges using the SWIM Yellow TI 0% Planned * Profile ITY-ACID Aircraft Identification 100% Completed * ITY-ADQ Ensure Quality of Aeronautical Data and 23% Late Aeronautical Information ITY-AGDL Initial ATC Air-Ground Data Link Services 100% Completed *

LSSIP Year 2020 Switzerland 9 Released Issue Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below 100% Completed * FL195 ITY-COTR Implementation of ground-ground automated co- 100% Completed ordination processes ITY-FMTP Common Flight Message Transfer Protocol (FMTP) 100% Completed ITY-SPI Surveillance Performance and Interoperability 100% Completed * NAV03.1 RNAV 1 in TMA Operations 70% Ongoing 2030 NAV03.2 RNP 1 in TMA Operations 64% Ongoing * NAV10 RNP Approach Procedures to instrument RWY 100% Ongoing * NAV12 ATS IFR Routes for Rotorcraft Operations 100% Completed 2030 SAF11 Improve Runway Safety by Preventing Runway 100% Completed Excursions

LEGEND: * Full Operational Capability (FOC) date The Planned Implementation Date as reported in the LSSIP DB for each objective

LSSIP Year 2020 Switzerland 10 Released Issue Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2020, together with plans for the next years.

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

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It also presents the planned projects assumed to offer the required capacity, taking into account the current aviation situation caused by the COVID19 crisis;

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

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

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

The Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders (REG, ASP, MIL and APO) to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2020. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP DataBase.

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

LSSIP Year 2020 Switzerland 11 Released Issue

1. National ATM Environment

Geographical Scope

International Membership

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

Organisation Since ECAC  1955 (founding Member State) EUROCONTROL  1st July 1992 (adhesion)  1st June 2002 (Member State without voting right at the Single Sky Committee based on Bilateral Agreement on Air transport) EASA  1st December 2006 (Member State without voting right) ICAO  1947 (founding Member State) NATO Participant in NATO's Partnership for Peace Programme ITU  1865 (founding Member State) JAA  1970 EDA  2012 (Administrative Arrangement enabling participation in projects and programmes)

Geographical description of the FIR(s)

The geographical scope of this document addresses the Swiss FIR (“FIR SWITZERLAND”). Swiss FIR includes the Principality of Liechtenstein and is surrounded by FIRs of 4 States, namely , , France and Germany.

Recently, Germany and Switzerland agreed to align the FIR boundaries to the political borders in the area of . Moreover, a very small part of the German airspace located north of the Lake of Constance is still incorporated in the FIR Switzerland (since the fifties, basically this has been done for historical reasons).

LSSIP Year 2020 Switzerland 12 Released Issue

Airspace Classification and Organisation

The airspace classification within the Swiss FIR is described in the figure below.

LSSIP Year 2020 Switzerland 13 Released Issue ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Geneva 9 3 Swiss, French ER: L6 to L1, INI S, INI N, INIE APP GVA: DEP, APC, FIN Zurich 10 5 Swiss, German ER: M6 to M1, W, N, E, S APP ZRH: APW, APE, DEP, FIN, CAP Regional n/a 3 Swiss APP: DELTA GVA (SIO/EPL), (BRN/GRE), ARFA (SGA)

National Stakeholders

The main National Stakeholders involved in ATM/ANS in Switzerland are the following:  Federal Department of the Environment, Transport, Energy and Communications (DETEC) including its Federal Office of Civil Aviation (FOCA) and Swiss Transportation Safety Investigation Board (STSB);  Federal Department of Defence, Civil Protection and Sport (DDPS), including the Swiss Air Force (SAF) and the Military Aviation Authority (MAA);  Swiss joint civil-military ANSP (Skyguide) with its training center;  Federal Office of Meteorology and Climatology (MeteoSwiss), which is a part of the Federal Department of Home Affairs (FDHA);  Genève Aéroport (Aéroport International de Genève), which is an operator of Geneva airport (GVA); and  Flughafen Zürich AG (FZAG), which is an operator of (ZRH). Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. In addition, Engadin Airport AG provides ANS services (AFIS only) at Samedan airport (LSZS). With Skyguide and MeteoSwiss it forms the group of the three certified service providers in Switzerland.

Federal Council

DDPS DETEC FDHA

MAA STSB MeteoSwiss

SAF FOCA

Skyguide

Figure 1: State diagram

LSSIP Year 2020 Switzerland 14 Released Issue Civil Regulator(s)

General Information

The primary regulatory entity in Switzerland is the Federal Department of the Environment, Transport, Energy and Communications (DETEC). Other national entities having regulatory responsibilities in ATM are summarised in the table below. EU legislation on aviation is applicable in Switzerland by means of adoption in the framework of the Agreement between the European Community and the Swiss Confederation on Air Transport.

Activity in ATM: Organisation responsible National Legal Basis Rule-making FOCA SR Number 748.0 “Luftfahrtgesetz” SR Number 748.132.1 “Verordnung vom 18. Dezember 1995 über den Flugsicherungsdienst” Safety Oversight FOCA SR Number 748.0 “Luftfahrtgesetz”, Art. 3, Art. 40a Section: Air Navigation SR Number 748.132.1 “Verordnung vom 18. Dezember Services* 1995 über den Flugsicherungsdienst” Department: Safety Risk SR Number 748.222.3 „Verordnung des UVEK über die Management Ausweise für bestimmte Personalkategorien der Flugsicherungsdienste“ *with the support of other sections

Enforcement actions in case of FOCA SR Number 748.0 “Luftfahrtgesetz”, Art. 3, Art. 40a, Art. non-compliance with safety Section: Standardisation 91, Art. 91bis, Art. 92 regulatory requirements and Sanctions SR Number 748.132.1 „Verordnung über den Flugsicherungsdienst“ SR Number 748.132.13 „Verordnung über den zivilen Flugwetterdienst“ SR Number 748.222.3 „Verordnung des UVEK über die Ausweise für bestimmte Personalkategorien der Flugsicherungsdienste“ Airspace FOCA SR Number 748.0 “Luftfahrtgesetz”, Art. 3, Art. 8a Section: Airspace* SR Number 748.132.1 “Verordnung vom 18. Dezember 1995 über den Flugsicherungsdienst” * after consultation with the Air force according to law SR Number 748.121.11 "Verordnung des UVEK über die Verkehrsregeln für Luftfahrzeuge", Art. 4 Economic DETEC DETEC is the owner of the ANSP on behalf of the State; & FOCA is responsible for regulation and oversight. FOCA Section: Economic Affairs

Environment FOCA SR Number 748.132.1 “Verordnung vom 18. Dezember Section: Environmental 1995 über den Flugsicherungsdienst” Affairs

Security FOCA SR Number 748.01 „Verordnung über die Luftfahrt vom Section: Security 14. November 1973“; Art. 122a ff. SR Number 748.122 „Verordnung des UVEK über die Sicherheitsmassnahmen im Luftverkehr vom 20. Juli 2009“ SR Number 748.132.1 “Verordnung vom 18. Dezember 1995 über den Flugsicherungsdienst”

LSSIP Year 2020 Switzerland 15 Released Issue Activity in ATM: Organisation responsible National Legal Basis Accident investigation Swiss Transportation SR Number 748.0 “Luftfahrtgesetz” Art. 22 ff. Safety Investigation SR Number 742.161 „Verordnung vom 17. Dezember Board (STSB) 2014 über die Sicherheitsuntersuchung von Inspectorate (AI) (2) Zwischenfällen im Verkehrswesen“

Occurrence Reporting FOCA SR Number 748.0 “Luftfahrtgesetz”, Art. 20 (Collection, Evaluation & Department: Safety Risk SR Number 748.01 „Verordnung über die Luftfahrt Processing of Data) Management vom 14. November 1973“, Art. 77, 77d und 77e Section: Air Navigation Occurrence Reporting Process FOCA Services

Airprox Analysis Airprox Analysis Board ICAO DOC 7754; Part V.II (ATS – FASID, paragraph 24 (AAB) and attachment D)

Federal Office of Civil Aviation (FOCA)

Civil aviation in Switzerland lies in the competence of the DETEC, which i.a. approves the standard tariff that is included in the calculation of charges for over-flying, entering or leaving the Swiss FIR.

The Federal Office of Civil Aviation (FOCA) is the Swiss regulatory authority and is responsible for the certification of civil aircraft and equipment, aerodromes and ANSP and it supervises the safety of aviation in the national airspace. FOCA web site address: http://www.bazl.admin.ch/index.html?lang=en

With the Agreement between the European Community and the Swiss Confederation on Air Transport, a joint decision body – the Joint Committee – has been established. This Committee decides on the adoption of EU regulations by Switzerland. The Joint Committee meets on a yearly basis, usually in November or December (ordinary procedure). The additional written adoption-procedure can be applied if necessary.

Additionally, FOCA represents Switzerland i.a. in the EUROCONTROL Provisional Council and the Permanent Commission, the Single Sky Committee, the Management Board of EASA, FABEC as well as ICAO and ECAC groups.

Supervision and oversight of air traffic over the complete territory of Switzerland has been delegated by the Swiss Confederation to FOCA and thus it has the responsibility of ensuring the compliance of all applicable regulations.

The national air navigation services safety regulatory and oversight function is separated and independent from the service provision function. FOCA is the Swiss National Supervisory Authority (NSA) and Swiss national Competent Authority (CA).

Annual Report published: N National Civil Aviation Y https://www.bazl.admin.ch/bazl/en/home/policies/aviation-policies/aviation- Master Plan (CAMP): policy-report.html https://www.uvek.admin.ch/uvek/en/home/detec/strategy.html

NOTE 1: National CAMP is referenced in ICAO resolutions below:  A39-23: No Country Left Behind (NCLB) Initiative (Draws the attention of Contracting States requesting technical cooperation and technical assistance to the advantages to be derived from well-defined projects based on civil aviation master plans)  A39-25: Aviation’s contribution towards the United Nations 2030 Agenda for Sustainable Development (Urges Member States to enhance their air transport systems by effectively implementing SARPs and policies while at the same time including and elevating the priority of the aviation sector into their national development plans supported by robust air transport sector strategic plans and civil aviation master plans, thereby leading to the attainment of the SDGs)

LSSIP Year 2020 Switzerland 16 Released Issue  A39-26: Resource Mobilization (Requests the Secretary General to develop guidance material to assist States in including and elevating the priority of the aviation sector into their national development plans and developing robust air transport sector strategic plans and civil aviation master plans).

FOCA organisation chart is depicted in Annex B.

Skyguide

Services provided

Governance: State-owned public company Ownership: 99.91% State-owned Services provided Y/N Comment ATC en-route Y NIL ATC approach Y International airports: Geneva and Zurich Regional airports: Bern, Buochs, Grenchen, Les Eplatures, , St Gallen- Altenrhein, Donaueschingen (D) and Friedrichshafen (D) Primarily military or joint civil-military aerodromes: Alpnach, Dübendorf, Emmen, , , and Sion ATC aerodrome(s) Y At Geneva and Zurich airport the ATS Services are delivered by Skyguide AMS Services are provided by Genève Aéroport and Flughafen Zürich AG AIS Y NIL CNS Y NIL MET N Provided by MeteoSwiss see below ATCO training Y Training is provided for ATCO as well as for other safety related tasks (FIS, AFIS, ATFCM, SPVR, ATSEP) Others N NIL Additional information: Provision of services in Y Skyguide provides air navigation services over Austrian, French, German, other State(s): Liechtenstein and Italian areas Annual Report published: Y https://www.skyguide.ch/en/events-media-board/publications/

Skyguide organization chart in depicted in Annex B.

LSSIP Year 2020 Switzerland 17 Released Issue

LSSIP Year 2020 Switzerland 18 Released Issue Federal Office of Meteorology and Climatology (MeteoSwiss)

The responsibilities of the Federal Office of Meteorology and Climatology (MeteoSwiss), the monopoly provider of air navigation meteo services in Switzerland, are as follows:

Name of the ANSP: MeteoSwiss Governance: MeteoSwiss is part of the Ownership: State-owned Federal Department of Home Affairs (FDHA) Services provided Y/N Comment MET Y National provider for weather and climate services in Switzerland. METAR/ TAF Y GAFOR Suisse Y AIRMET/ SIGMET Y SWC Y

Engadin Airport

The responsibilities of Engadin Airport, the air navigation service AFIS provider at Samedan airport (LSZS), are as follows:

Name of the ANSP: Engadin Airport Governance: Public company Ownership: Private Services provided Y/N Comment AFIS Y AFIS only within the local flight information zone (FIZ).

ATC systems in use

Main ANSP part of any technology alliance1 Y Participation to the SESAR Joint Undertaking (SJU)

FDPS Specify the manufacturer of the ATC system currently in use: Commercial solutions and own development Upgrade2 of the ATC system is performed or planned? Ongoing on a yearly basis Replacement of the ATC system by the new one is planned? FDPS Replacement - Replaced in 2024 in the scope of the Virtual Centre deployment ATC Unit GVA and ZRH ACCs

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 2020 Switzerland 19 Released Issue SDPS Specify the manufacturer of the ATC system currently in use: Commercial solutions (In particular: RDPS: ARTAS/Comsoft, MSSR: Raytheon) Upgrade of the ATC system is performed or planned? Yes Replacement of the ATC system by the new one is planned? 2021/2023 deployment of WAM (followed by SSR decommissioning) ATC Unit GVA and ZRH ACCs

Airports

General information

Two airports in Switzerland, Zurich (ZRH) and Geneva (GVA), have an international status with an intercontinental network. Aerodromes Bern-Belp (LSZB), Lugano (LSZA), Sion (LSGS) and St. Gallen-Altenrhein (LSZR) have a regional status with a continental network. Since November 1999, the operator of the International Airport of Zurich is a private company, Flughafen Zürich AG. Since January 1994, the operator of the International Airport of Geneva, is an autonomous public institution, Genève Aéroport.

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2020 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives.

The LSSIP for Switzerland focuses on Zurich and Geneva, two international airports with more than 150 000 air traffic movements per year.

For more information on these airports please check the following websites:  Zurich airport: http://www.flughafen-zuerich.ch/  Geneva airport: http://www.gva.ch/

The EUROCONTROL Public Airport Corner also provides information for these airports. For details please check the following websites:  Zurich airport: https://ext.eurocontrol.int/airport_corner_public/LSZH  Geneva airport: https://ext.eurocontrol.int/airport_corner_public/LSGG

Military Authorities

Regulation and Surveillance of Military Aviation in Switzerland is the responsibility of the Military Aviation Authority (MAA). The MAA is under the direction of the Commander in chief of the Armed Forces Staff, incorporating elements of the Air Force and the military procurement agency. In addition, the MAA represents Swiss military aviation interests, inter alia, at the EUROCONTROL (Provisional) Council, the Single Sky Committee, in the FABEC as well as in the NATO EAPC programme on Partnership for Peace. The organisation chart of the Swiss Air Force is depicted in Annex B. the Military Authorities' roles are detailed below.

LSSIP Year 2020 Switzerland 20 Released Issue Regulatory role According to Art. 106 of the Federal Aviation Act (SR 748.0) rules defined by the national law on aviation are only binding to military aviation if the Federal Council explicitly declares so. According to Art. 3 of the Ordinance on the Rules of the Air (SR 748.121.11), the Military Aviation Authority sets up specific rules of the air for military aircraft with the consent of FOCA. Swiss Air Force and Military Aviation Authority provide, inter alia: - Air crew training and licensing for air force personnel; - The national, military operations manual (OM); - SAR-related tasks (search).

Regulatory framework and rule-making

OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed N national legal provisions? by national legal provisions? Level of such legal provision: State Law, and / or Level of such legal provision: None Air Force Regulation Authority signing such legal provision: Federal Government, Authority signing such legal provision: N/A Federal Council (Bundesrat), Minister of Transport, Minister of Defence, Directorate of the Federal Office for Civil Aviation, Chief of Armed Forces, the Commander in Chief of the Air Force or his designated Deputy. These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT N OAT/GAT Co-ordination Y OAT/GAT Co-ordination N ATCO Training Y ATCO Training N ATCO Licensing Y ATCO Licensing N ANSP Certification Y ANSP Certification N ANSP Supervision Y ANSP Supervision N Aircrew Training Y Aircrew Licensing Y Additional Information: There is one integrated civil and military (for OAT and GAT traffic) ANSP in Switzerland (Skyguide) overseen by FOCA 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 N National AIP N National Military AIP Y National Military AIP N EUROCONTROL eAIP N EUROCONTROL eAIP N Other: National VFR Manual Y Other: National VFR Manual N

LSSIP Year 2020 Switzerland 21 Released Issue Oversight

OAT GAT National oversight body MAA MAA

Service Provision role

OAT GAT Services Provided: Services Provided: En-Route Y Skyguide En-Route Skyguide Approach/TMA Y Skyguide Approach/TMA Skyguide Airfield/TWR/GND Y Skyguide Airfield/TWR/GND Skyguide AIS Y Skyguide AIS Skyguide MET Y MeteoSwiss and Air Force MET MeteoSwiss SAR Y Kantonspolizei Zürich (RCC), SAF SAR Kantonspolizei Zürich (RCC), SAF TSA/TRA monitoring Y Skyguide FIS Skyguide and Engadin Airport Other: Other: Additional Information: Additional Information:

Military ANSP providing GAT Y If YES, since: 2001 Duration of the Unlimited services SES certified? Last Certificate: certification: 30/06/2020 Certificate issued by: FOCA If NO, is this fact reported to the EC in Y accordance with SES regulations? Additional Information: One joint civil-military ANSP (Skyguide) provides both GAT and OAT services in Switzerland. The oversight of the GAT services is under the responsibility of FOCA.

User role

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

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

LSSIP Year 2020 Switzerland 22 Released Issue 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 N Provision of ATC in UHF Y CNS exemptions: RVSM N 8.33 N Mode S Y ACAS Y Others:

Flexible Use of Airspace (FUA)

Military in Switzerland applies FUA requirements as specified in the Regulation No 2150/2005: Partly High Level Airspace Policy Body (HLAPB) has been established. FUA Level 1 implemented: Yes. Remark: The HLAPB provides a platform for improving L1 and L2 processes. FUA Level 2 implemented: Yes. Remark: The HLAPB provides a platform for improving L1 and L2 processes. FUA Level 3 implemented: Yes

LSSIP Year 2020 Switzerland 23 Released Issue 2. Traffic and Capacity

Evolution of traffic in Switzerland

Switzerland - Annual IFR Movements 1400000 Switzerland - Distribution (Ref. year 2019)

1200000 International Domestic 1000000 Dep/Arr 39% flights 2%

800000

IFR flights IFR 600000

IFR movements - Actuals 400000 IFR movements - Scenario 2 Overflights IFR movements - Scenario 1 59% 200000 IFR movements - Scenario 3

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

F = Forecast

EUROCONTROL Five-Year Forecast 2020-2024

IFR flights yearly growth 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F

Sc1 -58.9% 70.0% 21.2% 8.5% 6.9% Switzerland Sc2 3.8% 5.2% 0.8% -59.1% 19.6% 42.5% 14.0% 12.3% Sc3 -59.1% 16.9% 17.1% 14.8% 11.8% Sc1 -55.1% 61.9% 21.9% 8.9% 6.8% ECAC Sc2 4.0% 3.8% 0.8% -56.4% 16.6% 41.9% 14.1% 12.2% Sc3 -56.6% 14.5% 17.5% 14.8% 11.6%

2020

Traffic in Switzerland decreased by 59% in 2020 compared to 2019.

LSSIP Year 2020 Switzerland 24 Released Issue Geneva ACC

Traffic and en-route ATFM delays 2016-2024

LSAGACC - Traffic and en-route ATFM delays

3000 1.0

0.9 2500 0.8

0.7 2000 0.6

1500 0.5 IFR flights (Daily flights IFR Average)

0.4

1000 flight) (minutes Enroute per Delay 0.3

0.2 500 0.1

0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 2173 2313 2354 2402 1926 Summer Traffic 1937 2061 2098 2105 645 Yearly Traffic 1710 1813 1855 1867 743 Summer Traffic Forecast 1472 1797 1967 2102 Summer enroute delay (all causes) 0.12 0.31 0.28 0.30 0.00 Yearly enroute delay (all causes) 0.09 0.22 0.17 0.20 0.02

2020 performance

Traffic evolution (2020 vs 2019) En-route Delay (min. per flight) Geneva ACC Actual Traffic All reasons

Year -60% 0.02

Summer -69% 0.00

Summer 2020 performance assessment The average delay per flight was zero in Summer 2020.

Operational actions Achieved Comments ATFCM/ASM Step 2 : CDM procedures for Airspace Request Levels 2 Ongoing and 3 LSGG PAGE-1 (electronic strip) Yes Crystal TWR/APP – Traffic and complexity prediction tool Yes Improved ATFCM Procedures and STAM Yes Crystal – Traffic and complexity prediction tool Yes New sector configuration in the Lower Airspace No Postponed to 2021. Cross qualification of ATCOs (Upper/Lower) Yes Recruitment as necessary to maintain the required staffing levels Yes Virtual centre Ongoing

LSSIP Year 2020 Switzerland 25 Released Issue Planning Period – Summer 2021

2021 Summer Capacity Plan

Free Route Airspace

Airspace Management ATFCM/ASM Step 2 : CDM procedures for Airspace Request Levels 2 and 3 Advanced FUA

Airport Capacity LSGG iLVP (14/12/2020) Continuous improvements to Crystal TWR/APP – Traffic and complexity prediction tool

Airport & TMA Network Integration

Improved ATFCM Procedures and STAM Cooperative Traffic Management Continuous improvements to Crystal ACC – Traffic and complexity prediction tool Airspace New sector configuration in the Lower Airspace Procedures

Staffing Recruitment as necessary to maintain the required staffing levels Technical Virtual centre Capacity Significant Events

Additional information

LSAGACC - May

9 8 7 6 5 4 3 2 1

0

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

Nb sectors (std) Nb sectors (max)

LSSIP Year 2020 Switzerland 26 Released Issue LSAGACC - June 9 8 7 6 5 4 3 2 1

0

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

Nb sectors (std) Nb sectors (max)

LSAGACC - July 9 8 7 6 5 4 3 2 1

0

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

Nb sectors (std) Nb sectors (max)

LSAGACC - August 9 8 7 6 5 4 3 2 1

0

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

Nb sectors (std) Nb sectors (max)

LSSIP Year 2020 Switzerland 27 Released Issue LSAGACC - September 9 8 7 6 5 4 3 2 1

0

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

Nb sectors (std) Nb sectors (max)

LSAGACC - October 9 8 7 6 5 4 3 2 1

0

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

Nb sectors (std) Nb sectors (max)

The charts above show an outline of available sector configurations in the ACC. They should be considered as an indication only, given that sector configurations at Geneva ACC are planned for each day of the year, based on the traffic forecast for each specific day (normally provided by NM through seasonal rolling NOP). In particular, Geneva ACC has some flexibility to adapt the sector openings to the expected traffic peaks during the day. Therefore, the planned sector configurations are fully flexible from one day to another, but are fully dependent on the forecast quality, which is itself based on the information delivered by aircraft operators, hence having a direct impact on operational performance. The charts above correspond to the following reference periods: - May: 17 to 23 May 2021 - June: 14 to 20 June 2021 - July: 19 to 25 July 2021 - August: 16 to 22 August 2021 - September: 13 to 19 September 2021 - October: 18 to 24 October 2021

Summer 2021 Outlook No capacity issues are foreseen for Geneva ACC in Summer 2021.

LSSIP Year 2020 Switzerland 28 Released Issue Zurich ACC

Traffic and en-route ATFM delays 2016-2024

LSAZACC - Traffic and en-route ATFM delays

3500 1.0

0.9 3000 0.8

2500 0.7

0.6 2000

0.5 IFR flights (Daily flights IFR Average) 1500

0.4 Enroute Delay (minutes flight) (minutes Enroute per Delay 1000 0.3

0.2 500 0.1

0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 2573 2701 2830 2891 2207 Summer Traffic 2309 2425 2592 2559 780 Yearly Traffic 2039 2132 2264 2255 892 Summer Traffic Forecast 1757 2137 2329 2481 Summer enroute delay (all causes) 0.10 0.15 0.54 0.30 0.04 Yearly enroute delay (all causes) 0.08 0.12 0.36 0.20 0.10

2020 performance

Traffic evolution (2020 vs 2019) En-route Delay (min. per flight) Zurich ACC Actual Traffic All reasons

Year -60% 0.10

Summer -70% 0.04

Summer 2020 performance assessment The average delay per flight was 0.04 minutes per flight in Summer 2020. 54% of the en-route delays reported for Zurich ACC during the year 2020 are actually airport delay, and will be classified as such in the post-ops adjustment process (source NMIR). Operational actions Achieved Comments FABEC ATFCM/ASM Step 2 : CDM procedures for Airspace Request Ongoing Levels 2 and 3 LSZH CROPS (formerly "ARSI Step 3") Ongoing Foreseen for beginning 2021 Crystal TWR/APP – Traffic and complexity prediction tool Yes Improved ATFCM Procedures and STAM Yes Crystal – Traffic and complexity prediction tool Yes Recruitment as necessary to maintain the required staffing levels Yes Virtual centre Ongoing

LSSIP Year 2020 Switzerland 29 Released Issue Planning Period – Summer 2021

2021 Summer Capacity Plan

Free Route Airspace Airspace Management FABEC ATFCM/ASM Step 2 : CDM procedures for Airspace Request Levels 2 and 3 Advanced FUA

Continuous improvements to Crystal TWR/APP – Traffic and complexity prediction tool Airport Capacity CROPS (Crossing Runway OPerationS) - combined DEP RWY 28 and ARR RWY 34

Airport & TMA Network Integration Improved ATFCM Procedures and STAM Cooperative Traffic Management Continuous improvements to Crystal ACC – Traffic and complexity prediction tool Airspace Procedures

Staffing Recruitment as necessary to maintain the required staffing levels

Technical Virtual centre Capacity Significant Events

Additional information

LSAZACC - May-October 7

6

5

4

3

2

1

0

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

Nb sectors (std) Nb sectors (max)

The charts above show an outline of available sector configurations in the ACC. They should be considered as an indication only, given that sector configurations at Zurich ACC are planned for each day of the year, based on the traffic forecast for each specific day (normally provided by NM through seasonal rolling NOP). In particular, Zurich ACC has some flexibility to adapt the sector openings to the expected traffic peaks during the day. Therefore, the planned sector configurations are fully flexible from one day to another, but are fully dependent on the forecast quality, which is itself based on the information delivered by aircraft operators, hence having a direct impact on operational performance.

LSSIP Year 2020 Switzerland 30 Released Issue The charts above correspond to the following reference periods:

- May: 17 to 23 May 2021 - June: 14 to 20 June 2021 - July: 19 to 25 July 2021 - August: 16 to 22 August 2021 - September: 13 to 19 September 2021 - October: 18 to 24 October 2021

Summer 2021 Outlook No capacity issues are foreseen for Zurich ACC in Summer 2021.

LSSIP Year 2020 Switzerland 31 Released Issue 3. Implementation Projects

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

National projects

Name of project: Organisation(s): Schedule: Progress Description: Links: Based on an ADQ implementation CONOPS a first project (downstream part only) has been completed ensuring to update all necessary processes (incl. staff training) within Skyguide AIM to become ADQ compliant. An appropriate Safety Report was provided to NSA for review. The new processes have been implemented with effect of 07.01.2019. The project for the implementation of national Data Collection Services (DCS) establishing the interface between data originators and the AISP on the upstream part will be launched in Q1/2021 after a call for FOCA (CH), FZAG - Zurich tender and a third party contract by the state. Airport (CH), GA - From 2011 until mid- ADQ Implementation A data driven AIP production project will be implemented by - Geneva Airport (CH), 2024. Q2/2021, a new workflow management tool by Q2/2022 and a Skyguide (CH) charting enhancement project will start in Q4/2021. The relevant legal changes for the ADQ- and TOD implementation are finalised and should be enforced latest in 2022.

Skyguide: EAD migration for Minimum Static Data completed based on signed EAD Agreement, full Static Data migration is foreseen. EAD migration for PAMS completed based on signed EAD Agreement.

LSSIP Year 2020 Switzerland 32 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: Clearance for Realisation 07/2019 Clearance for Operations LSZH : AMAN.CH Skyguide (CH) - L3: ATC15.1, ATC15.2, ATC07.1 08/2021 Clearance for Operations LSGG : 2023 • The concepts have been defined and chosen • The requirements have been collected and agreed among concerned stakeholders • A Network Architecture and a High-level Design have been Skynet rollout CNS core From January 2017 finalized at network level Skyguide (CH) - and CNS sites until December 2022. • A rollout project, funded by network investments (5yFP), started in 1Q2018, including migration of all services and decommissioning of old 2Mbps leased lines This technology, proven reliable and successful, rely on the experience gained with the Datacom project (see point above). U-Space Skyguide (CH) 12/2021 On-going L2: AUO-0617 • VCT1 delivered four steps, including Mode-S and CPDLC; today GVA and ZRH (Upper and Lower Area Control) are operating stripless. VCT1 started in 2010 and will finish in Q12017 L3: ATC17, ATC12.1, ITY-AGDL • VCT2 develops harmonized ATM practices above FL 100 and the VC Programme Skyguide (CH) From 2011 until 2024 L2: CM-0301, AO-0201-A core Skyguide system, architecture. VCT2 started in Q3 2016 and RP2 PP: Virtual Center 1 will end in 2021. • VCT3 has started in 2020 with the definition of the content and the refinement of overall VC benefits.

LSSIP Year 2020 Switzerland 33 Released Issue FAB projects

There are two main FABEC projects ongoing:  XMAN (Extended Arrival Manager) and  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 2020;  the link to the ATM Master Plan Level 3 (formerly ESSIP), if any and  the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and Cost-Efficiency.

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

The XMAN project (Cross-Border Arrival Management, also referred to as Extended Arrival Management E-AMAN) aims at improving and optimising arrival management operations for major airports. To achieve this the project develops and implements a harmonised approach to arrival management in the core area of . This is a project at FAB level because it has to rely on cross-centre and cross-border processes and procedures. The implementation of XMAN will improve and optimise arrival management operations for the major five airports/TMAs (Munich, , -CDG, , -Heathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, , , Paris-Orly, Nice, London-Stansted, London-Gatwick, Manchester, Dublin). Additionally, airports outside these two FABs, e.g. Copenhagen and Italian airports, coordinate their plans through this XMAN project. One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach at least 180 NM in line with the CP1 (entering into force on 22 February 2021), depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, consequently, most of the FABEC control centres will be affected by extended AMAN operations and some feed several arrival streams for different airports/TMAs simultaneously.

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

LSSIP Year 2020 Switzerland 34 Released Issue 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. Status The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports. The implementation phase of the Basic Step will continue until 2024. The Milestone 4 of the Advanced Step of the XMAN project was reached on 29 March 2019. The XMAN Portal (main feature of the Advanced Step of the XMAN project) Prototype used for the SESAR2020 trials last year is technically ready at MUAC. The tool is permanently fed with XMAN London-Heathrow and -Gatwick data. A complete XMAN review has been done. Following documents were updated and released:  FABEC XMAN Implementation Roadmap: V5.0, 10.12.2020  FABEC Extended Arrival management CONOPS Advanced: V1.5, 18.12.2020 The implementation phase of the Advanced Step will also continue until 2024. Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): ATC07.1, ATC15.1 OI Steps: TS-0102, TS-0305 Other References: PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2020: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function Expected Performance Contribution (specific to the participating organisation(s)) Capacity Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced. Safety Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Environment Reduction of: (including flight  Track miles and holdings: small to medium positive effect; efficiency)  Fuel burn: large positive effect;

 CO2/NOx emissions: large positive effect. Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities Collaboration with FAB UK/IRL, Italy, and is included. Collaboration with other surrounding FABs is ongoing.

LSSIP Year 2020 Switzerland 35 Released Issue

Project Name: Free Route Airspace Project Code: FRA Organisation(s) skeyes (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), skyguide (CH), Mil. Authority (BE), Mil. Authority (DE), Mil. Authority (FR), Mil. Authority (NL)), Mil. Authority (CH) Description/Scope/Objectives The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace. Schedule/Implementation planning The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by 2022. In 2016, the project was organised into two work streams 1. National and cross-border Direct Routes (DCT) including Long Range Direct Routings; 2. Free Routing. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level. In December 2017 the Project Management Plan version 4.0 has been approved. The project is now further supporting and monitoring the direct routing implementations and full FRA implementations. In the CP1 (PCP review), entering into force on 22 February 2021, the deployment target date has been set as:  Initial FRA by the implementation target date of 31 December 2022.  final FRA, including cross-border FRA with at least one neighbouring state and FRA connectivity with TMAs, by the implementation target date of 31 December 2025.

LSSIP Year 2020 Switzerland 36 Released Issue Status

The project work on Direct Routings and Free Route is in a rolling MS4 status with a yearly update of the implementation report and implementation plan. In line with the new final target date of the CP1 the FABEC project will continue until end 2024. DSNA and Skyguide have already implemented several direct routes and are preparing Full FRA. Current status full FRA implementation (End 2020): DFS has already implemented Full FRA H24 in EDDU North airspace above FL285 and EDDU East Airspace above FL 315 and Full FRA Night above FL245 in all the DFS airspace. On 5 December 2019 MUAC has successfully implemented H24 FRA.

DFS plans H24 FRA FL245+ by December 2021. Skyguide plans H24 FRA FL195+ including limited cross border FRA with DFS on 1 December 2022.

DSNA has defined its FRA implementation calendar as follows:

 Dec 2021: H24 FRA FL195+ North West 1 (LFRR Atlantic part), South West (LFBB) and Center (a portion of LFFF) with the current ATM system.  Feb 2023: H24 FRA FL195+ North West 2 (LFRR Central)  2023-2025: phased implementation of H24 FRA FL195+ for the remaining parts of DSNA Airspace with 4- Flight new ATM system (North West 3 (LFRR East and a portion of LFFF beneath) + South East (LFMM) + North East (Reims and a portion of LFFF beneath)).

LSSIP Year 2020 Switzerland 37 Released Issue Link to ATM Master Plan Level 3 / OI Steps (ATM Master Plan Level 2) / Other references ATM Master Plan Level 3 (formerly ESSIP): AOM21.1, AOM21.2 OI Steps: AOM-0401, AOM-0402, AOM-0500, AOM-0501, AOM-0505, AOM-0506, CM-0102-A Other References: PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2020: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace Expected Performance Contribution (specific to the participating organisation(s)) Capacity Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence the overall impact of FRA on sector capacity cannot be determined without simulations. Safety No impact Environment FRA allows airspace users to fly more direct trajectories, thus potentially reducing flight (including flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There efficiency) environmental benefits from savings in CO2-emissions might not be as significant in the core area as in the peripheral areas. Cost-Efficiency Investments at ANSP-level will deliver benefits in financial terms to users (e.g. less fuel burn), but not to ANSPs. Cooperation Activities -

LSSIP Year 2020 Switzerland 38 Released Issue Multinational projects Name of project: Organisation(s): Schedule: Progress Description: Links: COFLIGHT/eFDP (Flight Data Skyguide (CH) The owners of Coflight (DSNA & ENAV) plan a yearly new Skyguide's participation to the Coflight Program - Processing) DSNA (FR) release, on which eFDP, hence Coflight Cloud Services (CCS) has changed in 2014 according to the new ENAV (IT) is be based. strategy based on the Virtual Center concept The deployment of CCS should be made on dedicated which enables the sourcing of services. platforms independently of the operational deployment of Hence, the study 'Coflight as a service' was Coflight in France or Italy. However, it shall go along the launched in December 2014, in the framework deployment in a French centre for which currently, a V3R3 of a cooperation agreement between DSNA, version is foreseen (for December 2018) to serve a basis for ENAV, skyguide and MATS, the first two being the operational usage inside the 4Flight programme. potential future eFDP providers and the latter Initial CCS capability, with the so-called "Coflight Cloud potential eFDP customers. The study ended Services Technical Integration Service", allowing customers successfully at the end of 2016, with a large to adapt their own technical ATM environment, has been range of technical, operational, safety, security, made available to skyguide on July 1st 2020, based on interoperability and legal deliverables. On top of Coflight version v3.3.5c. that, trials based on the SESAR B04.04, as well Further services of CCS are, in a sequence, being produced at as SESAR2 PJ19, were successful. Further work is the level of the CCS programme (international cooperation foreseen along the “Solution93” project. amongst DSNA, ENAV and skyguide). Such services are namely: the Validation Service, the Training Service, the On the contractual side, the first service Operational Service as well as the Continuity Service (in contract was signed in 2020, launching the new addition to the already existing Technical Integration area of service orientation for ATM services Service). based on SWIM, as the available Technical End 2022 will see the delivery of an initial validation service, Integration Service of CCS was approved as, and whilst the technical integration service will be enhanced published as, a SWIM compliant service. The with additional features. The finalization of the programme, Technical Integration Service will allow further with all services made available, aims at end of 2024, with a adaptations of, and integration into, the possible operational deployment phase at skyguide starting skyguide ATM service oriented architecture. from 2025 on. National Supervisory Authorities will be involved early in the The international cooperation, the CCS process in order to support the technical transition, also via programme, launches its STEP2 phase in 2021 legal means if any when needed. with the aim at delivering the initial Validation Service. Such service will be based on a further release of the Coflight software which will be available by end of 2020.

LSSIP Year 2020 Switzerland 39 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: Cooperation Skyguide AIM Austro Control, A formal AIM agreement is planned and will include The establishment of a formal AIM agreement - (CH) - Austro Control (A) Skyguide (CH) elements such as the operational geographical borderline, between ACG and Skyguide AIM services is in early coordination of IFR navigation data and EAD upload progress, but delayed due to the Covid-19 cross-border responsibilities. pandemic. Agreement on an enhanced operational geographical borderline for EAD is reached (formal agreement is in elaboration). A data exchange comparison study took place in 2019. Cooperation Skyguide AIM DSNA/SIA, Operational and strategic work packages are considered as The cooperation is based on a signed data - (CH) - DSNA/SIA (F) Skyguide (CH) appropriate for strengthening the collaboration of the two publication process agreement between partners. The first agreement was signed in 2010. Skyguide AIM services and DSNA/SIA. In line with FABEC goals, aeronautical data and process The AIM cooperation is managed by a joint harmonisation issues are continuously being addressed and steering group (Comité de Pilotage) agreeing resolved within a new signed formal agreement (including the common work packages and setting the elements such as Mandatory Information Area (MIA) and priorities. EAD upload cross-border responsibilities). A formal harmonised workflow for cross-border Follow-up of few remaining publication discrepancies. New publications is successfully being applied in activities to simplify the whole Basle TMA region is starting support of ATM. The experience gained is in 2021 up to 2024. shared with the appropriate FABEC AIM expert teams. A revised set of annexes to the updated AIM agreement, including FABEC concepts as Mandatory Information Area (MIA), was approved in July 2017. A process harmonisation referring to geographical coordinates resolution is ongoing. A project to correct numerous airspace harmonisation issues in the Basle region is finalised by end of 2020.

LSSIP Year 2020 Switzerland 40 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: Cooperation Skyguide AIM DFS, Skyguide Utilise the RAIM service based on the formal agreement Currently, Skyguide gets RAIM predictions on - (CH) – DFS (D) (CH) signed with DFS in March 2011 (publication of RAIM NOTAM the existing DFS RAIM prediction tool for the to support RNAV (GNSS) approaches in Switzerland). following aerodromes: LSZH, LSZR LSGC, LSZB, In line with FABEC goals, aeronautical data and process LSZG, LSME, LSMD, LSMP, LSGG, LSGS and LSZS. harmonisation issues are continuously being addressed and A formal AIM agreement was signed in resolved within a new signed formal agreement (including December 2017 and includes elements such as elements such as Mandatory Information Area (MIA) and the Mandatory Information Area (MIA) and EAD EAD upload cross-border responsibilities). upload cross-border responsibilities. A future airspace design project will tend to rationalise the In 2019, an enhanced operational geographical cross-border sectors between DFS and skyguide until 2024. borderline is efficiently implemented in EAD to solve accuracy and legal issues regarding obstacles close to the borderline. A project to correct numerous airspace harmonisation issues in the Basle region is finalised by end of 2020. Cooperation Skyguide AIM ENAV, Skyguide Aeronautical data and process harmonisation issues are A formal AIM agreement between ENAV and - (CH) – ENAV (I) (CH) continuously being addressed and resolved within the signed Skyguide AIM services has been signed in formal agreement (including elements such as lists of EAD December 2019. elements upload responsibilities). An update of the EAD Annexes to the formal AIM agreement is available by the end of 2020. International MPLS DFS (DE), DSNA Initiation: • International telecom carrier-Ethernet - communication network (FR), Skyguide 3Q 2017 services, as well as network elements have been interconnections; SPInet (CH) ordered by all three parties (skyguide and Partners Implementation: International Network) from 4Q 2017 until 2Q 2021. • Design has been finalized and the deployment started in January 2018 at DFS and skyguide and in April 2019 at DSNA.

Fully operational from 4Q 2018 between DFS and skyguide. Fully operational from 1Q2021 (plan) between DSNA and Skyguide / 2Q2021 (plan) between ENAV and Skyguide. Announcement of SETINet end of service by June 2021.

LSSIP Year 2020 Switzerland 41 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: SETInet IP International IP Austrocontrol Initiation: - FABEC is interconnected by means of IP - communications (AT), ENAV (IT), 1Q 2009 routing over SETINET & MONIQUE (TDM interconnections FABIEN FABEC (CH), networks). This interconnection network is (FABEC Interconnection of Skyguide (CH) Implementation: named FABIEN (FABEC IP Interconnection Existing IP Networks) from 1Q 2010 until 1Q 2015. Network). - Italy and Austria are interconnected by means Decommissioning: of IP routing over SETINET. This service is named Planned in 2020-21, once FMTP services are successfully SETINET IP. migrated over newPENS - Others European centralized (or meshed) services, such as NMOC (formerly CFMU, since 2012), EAD (since 2Q2013) and AMHS (since 2Q2014) are connected by means of PENS. XMAN uses the PENS ANSP BB VPN from mid- 2017. - All service transported over FABIEN are migrated over NewPens since 01.12.2020. SETInet International TDM Austrocontrol TDM Initiation: Achieved with DFS, ENAV, DSNA and - communications (AT), DFS (DE), 1Q 2008 AUSTROCONTROL (via DFS). SETINET is interconnections DSNA (FR), TDM Implementation: connected to MONIQUE (DFS & Benelux) since ENAIRE (ES), from 4Q 2011 until 4Q 2015 2005. ENAV (IT), IP/MPLS Initiation/Trials: Interconnections between DSNA (Bordeaux) and Skyguide (CH) 1Q 2016 ENAIRE (Madrid-Barcelona) deployed and IP/MPLS Implementation: operational since December 2015. from 1Q 2017 until 4Q 2021 Decommissioning of international 2 Mbps leased lines by telecom operators will need a Mandate cancellation: SETINET and the related migration over IP/MPLS and/or Ethernet. The interconnection agreements have been canceled by mid of latter might be as well driven by the phase-out 2021 (30/06/2021). of TDM products by equipment manufacturers. Therefore the approach will be a technological transition on a bilateral and case-by-case basis, as the IP/MPLS pilot (between DSNA, and skyguide) has been proven reliable and safe.

Mandate cancellation letters have been formally sent to DSNA and ENAV.

LSSIP Year 2020 Switzerland 42 Released Issue 4. Cooperation activities

FAB Co-ordination

FAB Europe Central (FABEC) is the functional airspace block established jointly by the Federal Republic of Germany, the Kingdom of Belgium, the French Republic, the Grand Duchy of Luxembourg, the Kingdom of the Netherlands and the Swiss confederation. The objective of the FABEC, formally entered into force on the 1st of June 2013, is to achieve optimal performance in the areas relating to safety, environmental sustainability, capacity, cost-efficiency, flight efficiency and military mission effectiveness, by the design of airspace and the organisation of air traffic management in the airspace concerned regardless of existing boundaries. It is a collaboration platform allowing all operational partners - ANSP, military and civil aircraft operators and staff - to work together to optimize daily cross border operations between the neighbouring FABEC states. Several airspace related co-ordination activities are ongoing to achieve these goals within FABEC. The airspace related activities in 2020 mainly focussed on FUA in the aim of reducing bottlenecks and the follow up of the airspace redesign programme. To improve FUA harmonisation and cooperation a FABEC ASM Training and Qualification Manual for AMC (Airspace Management Cell) staff is under development, ASM Data sharing solutions between FABEC AMCs are studied at technical and operational levels and AMA (AMC Manageable Area) templates are made available for sharing good practices among FABEC AMCs. The Airspace Design Coordination Group (ADCG) was created in 2019 for the coordination between FABEC States/ANSPs and NM on solving bottlenecks. The ADCG provides and coordinates the FABEC input for the NM Airspace Reconfiguration Programme (ARP).

The table below details the FABEC AIM Task Force, which is the AIS/AIM arrangement within the FABEC.

FABEC AIM Task Force (AIM) Organisation(s): DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Type of project: FAB Nederland (NL), MUAC ANSP (MAS), Mil. Authority (BE), SKEYES (BE), Skyguide (CH) Schedule: The FABEC AIM Task Force received revised priorities with approval from SCO. The work plan 2019-2020 was changed accordingly. Progress Description: The following tasks are ongoing: • Resolving of the remaining inconsistencies within FABEC AIM data in order to reach a harmonised FABEC ATM data set. • Leading the project for the Basle-Mulhouse region to correct the airspace sectors with airspace experts, using the real national border, the 3 different national AIPs and databases (incl. EAD). • Analysing and preparing an inventory on Airspace Data Border Issues within FABEC. Subsequently, facilitating the preparation of improvement proposals. • Developing Standards on Airspace Naming Conventions. • Set-up and implementation of a FABEC AIM portal.

The nature and complexity of the assigned deliverables imply a continuation of those tasks into the next period i.e. 2020 – 2021. Description: The FABEC AIM Task Force has three areas of activities: • Harmonisation of aeronautical information inside the FABEC area • Creation of a consistent FABEC ATM Data Set • Provisions for an efficient management of the FABEC ATM Data Set

LSSIP Year 2020 Switzerland 43 Released Issue Link and references ATM MP links: L3: ITY-ADQ Other links: ESSIP: - ITY-ADQ: Ensure quality of aeronautical data and aeronautical information. PCP: - AF5: Initial System Wide Information Management. Deployment Programme DP 2015: - FT 5.3.3: Interface to Network Management System (NMS) > Aeronautical Information Exchange Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in RP3 - Name/Code in RP3 - Performance Plan: Performance Plan: Project included in DP: - Name/Code in DP: - Performance contribution Safety: Harmonised aeronautical information, avoiding duplications or ambiguities, significantly contributes to ATM safety. Environment: FABEC wide harmonised data sets available from a single source will allow for improved flight planning. Capacity: N/A Cost-efficiency: Expected: A positive impact on the cost efficiency of e.g. Airspace Design Projects as cross-border data becomes readily and seamlessly available. Harmonisation of data contributes to the efficiency in flight planning for airline operators due to congruent available AIP data. Operational efficiency: - Security: - Cooperation Activities: -

LSSIP Year 2020 Switzerland 44 Released Issue

Multinational cooperation initiatives

Multinational cooperation activities are listed in the table below.

Name Partners Planning Status

Auditing Cooperation Skyguide (Framework for FABEC) DFS An annual audit program 2020 was established; audit activities Due to the Covid-19 pandemic situation, there was limited participation were planned where partner organisations were invited to possible. DSNA participate. Either as auditor or observer. DFS participated as auditor in an operational audit (on-site) at Les Éplatures New: TWR (Western Part of Switzerland). Skeyes Skyguide participated as observer in a remote DFS audit at Nuernberg TWR. ANA Luxembourg MUAC

FCS Skyguide (through Skynav) Continuation of collaboration Collaboration actively pursued. Proof of compliance of calibration of our installations with ICAO regulations Flight Calibration Services DFS Austrocontrol

ESSP Skyguide The ESSP has declared the start of the EGNOS Safety-of-Life Service Contract signed with the entitling the ESSP-SAS to become the EGNOS system operator and EGNOS Safety of Life (SoL) service European Satellite Services Provider (SoL Service) as of 2 March 2011 following EC authorization to DFS provide the service. provider. The service contract (ESP) was attributed to the ESSP following a Call for DSNA ESSP will need to ensure the transition between EGNOS V2 and V3 Tender in 2013. It entered into force the 01.01.2014 for a duration of 8 years. ENAIRE ESSP certificated as a navigation service provider by EASA was renewed in 2018 for two more years. It will therefore end this year and the new one will NATS start the 1.1.2022 for a duration of 8 years. ENAV NAV

SESAR JU European Union Final Grant Agreement reached in Q4/2016 Skyguide is member of the SESAR Joint Undertaking and involved in (European Projects are conducted in two waves. Wave 1 started end of 2016 following SESAR2020 Projects (PJs): Commission), and was terminated end of 2019. Wave 2 started beginning of 2020 The Wave 1 activities are now closed. and continue until end of 2022. Eurocontrol, Airbus, Wave 2 : The Wave 3 activities started beginning of 2021 and continue also AT-One consortium,  PJ07: Collaborative Framework Managing delay constraints on to end of 2022. arrival B4-consortium,  PJ09: Dynamic Airspace Configuration

LSSIP Year 2020 Switzerland 45 Released Issue COOPANS, Dassault  PJ10: Flight Centred ATC and Improved Distribution of Separation Aviation, DFS, DSNA, Responsibility in ATC; Delegation of Airspace amongst ATSUs; ENAIRE, ENAV, HMI Interaction modes for ATC Centers Leonardo,  PJ18: Improved Ground Trajectory Predictions enabling future Frequentis, automation tools; Improved Vertical Profiles through enhanced vertical clearances Honeywell, INDRA,  PJ19: Content Integration, Performance, Management and NATMIG; NATS, Business Case Development SEAC, Skyguide,  PJ20: Master Planning Thales LAS France  VLD3 Improving Runway Throughput in one airport (as reading SAS, Thales Avionics member) SAS Wave 3 :  PJ32: Virtual Centres  PJ33: Non-Geographic Validations  PJ38 Downlinking Flight Trajectory to improve ATM performance

LSSIP Year 2020 Switzerland 46 Released Issue A6 Alliance

The “A6 Alliance” was set up informally in 2007 between the ANSPs interested in accession to SJU membership, After the successful cooperation for accession to SJU membership, it was decided to formalize the A6 Alliance through a Memorandum of Cooperation which was concluded in June 2011. The aim of the cooperation and coordination between the parties was to provide customer value through improving the ATM performance at a European Network Level and increasing the pace of delivering the Single European Sky. The main areas of cooperation relate to general fields of mutual interest (e.g. best practice, harmonized strategy etc.), the SESAR R&D phase and SESAR deployment phase. The governance of the A6 Alliance is ensured by a Steering Board composed of CEOs which meets on a quarterly basis and is supported by a Strategy Board composed of senior managers. An R&D Working Group and a Deployment Working Group organize co-operation at expert level. This is complemented with a Strategic Task Force that considers future developments in the European Context. The A6 Alliance quickly became an important player and a key stakeholder of the Single European Sky and has made significant and remarkable contributions to the SESAR JU, for example on the occasion of the ATM Master Plan Updates (editions 2012, 2015 and 2019). The A6 also contributed to the establishment of the Airspace Architecture Study in 2019 and to the Final report of the Legal, economic, and regulatory aspects of ATM data services provision and capacity on demand as part of the future European air space architecture published end of 2020. PANSA became then a full member of the A6 Alliance, which also developed a close partnership with the COOPANS[1] ANSPs, and a strong relationship with the A4 (Airlines) and the SDAG (airports) which has resulted in the setup of an industry led consortium (SESAR Deployment Alliance (SDA)). On December 5th 2014, the European Commission tasked the SDA with the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment. This partnership between ANSPs led to the formal integration of COOPANS into the A6 Alliance for SESAR Deployment Manager activities in 2015 and, strengthened by its wide membership, the A6 Alliance members has been able since then to provide significant support either in logistics or in human resources to the SESAR Deployment Manager. The A6 Alliance leads European-wide technical activities validated and co-funded by the EC for their consistency with the SES framework. Through the EC Connecting Europe Facility (CEF) financial program, successive proposals and actions driven by the SESAR Deployment Manager allowed significant contributions to ATM industry implementation projects within SESAR Common Projects deployment priority (currently only Pilot Common Project – PCP). The SDA and its members also is one of the coordinating entities proposing the establishment of the SES Digital Backbone (SDB) to allow the Single European Sky to transition towards a Digital European Sky. Moreover, in the context of SESAR2020, the B4[2] Consortium joined the A6 Alliance in 2015 and, after having been associated through an agreement established with A6 Alliance in order to authorize exchanges between their experts in the domain of R&D, Skyguide became by the end 2017 a consortium member with DSNA of A6 through an ad-hoc consortium agreement with DSNA.

End of 2020, skyguide, the Swiss Air Navigation Services Provider, joined the A6.

[1] ACG, Control, IAA, LFV and Naviair and since 2020 Nav Portugal together form the COOPANS Alliance Innovative Network [2] PANSA, ANS CR, LPS SR and Oro Navigacija together form the B4 Consortium

LSSIP Year 2020 Switzerland 47 Released Issue Finally, the A6, associated for the purpose to ROMATSA (Romanian ANSP) and HungaroControl (Hungarian ANSP) and in cooperation with its A4 and SDAG partners, prepared in 2017 the establishment of SDA consortium into an AISBL[3] that became effective on 01/01/2018, for the benefit of the whole ATM industry and their end customers.

[3] “Association Internationale Sans But Lucratif », under Belgian law

LSSIP Year 2020 Switzerland 48 Released Issue 5. Implementation Objectives Progress

State View: Overall Objective Implementation Progress

The graph below shows progress for all Implementation Objectives (applicable and not applicable to the State).

2; [4%]

Completed 10; [21%] Ongoing Planned Late 2; [4%] 26; [54%] Not yet planned Not Applicable 8; [17%]

Summary of the implementation of the objectives

The implementation of the ATM Master Plan Level 3 (ATM MP L3) objectives is progressing on schedule in Switzerland. Most of the objectives are completed, ongoing or planned.

Out of the 48 ATM MP L3 active objectives applicable to Switzerland, 26 are 'completed', eight are 'ongoing', two are 'planned,' nine are 'late' and three are 'not yet planned'.

The nine objectives that are 'late' are:

 AOM21.2 Free Route Airspace  AOP11 Initial Airport Operations Plan (LSGG and LSZH)  ATC02.8 Ground-Based Safety Nets,  ATC07.1 AMAN Tools and Procedures (LSGG)  COM11.1 Voice over Internet Protocol (VoIP)  FCM05 Interactive Rolling NOP  INF07 Electronic Terrain and Obstacle Data (eTOD) and  ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

The three objectives that are 'not planned yet' are:

 AOM19.2 ASM Management of Real-Time Airspace Data  AOM19.3 Full Rolling ASM/ATFCM Process and ASM Information Sharing,  AOM19.4 Management of Pre-defined Airspace Configurations

LSSIP Year 2020 Switzerland 49 Released Issue Objective Progress per SESAR Essential Operational Changes

Legend:

100% = Objective completed = Implementation Objective timeline (to FOC date)

 ## % = Expected completion / % Progress = Completion beyond Implementation Objective timeline

<17 17 18 19 20 21 22 23 24 25 26 >27

COM10 Migrate from AFTN to AMHS 100 %



COM11.1 Voice over Internet Protocol (VoIP) in En- 10 % Route



COM11.2 Voice over Internet Protocol (VoIP) in 10 % Airport/Terminal



ITY-ACID Aircraft Identification 100 %



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



ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing 100 % below FL195



ITY-SPI Surveillance Performance and 100 % Interoperability



NAV10 RNP Approach Procedures to instrument 100 % RWY



LSSIP Year 2020 Switzerland 50 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

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



AOP11 Initial Airport Operations Plan

LSGG - Geneva Airport 59 %

LSZH - Zürich Airport 34 %

COM12 New Pan-European Network Service 100 % (NewPENS)



FCM03 Collaborative Flight Planning 100 %



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



FCM05 Interactive Rolling NOP 75 %



FCM06 Traffic Complexity Assessment 100 %



INF08.1 Information Exchanges using the SWIM 0 % Yellow TI Profile



<17 17 18 19 20 21 22 23 24 25 26 >27

INF07 Electronic Terrain and Obstacle Data (eTOD) 25 %



ITY-ADQ Ensure Quality of Aeronautical Data and 23 % Aeronautical Information



LSSIP Year 2020 Switzerland 51 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

AOP14 Remote Tower Services

LSGG - Geneva Airport 0 % 

LSMD - DUBENDORF (MIL) 0 % 

LSSIP Year 2020 Switzerland 52 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

AOP04.1 Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1)

LSGG - Geneva Airport  100 %

LSZH - Zürich Airport  100 %

AOP04.2 Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2)

LSGG - Geneva Airport  100 %

LSZH - Zürich Airport  100 %

AOP05 Airport Collaborative Decision Making (A- CDM)

LSGG - Geneva Airport 100 %

LSZH - Zürich Airport  100 %

AOP10 Time-Based Separation

LSZH - Zürich Airport 0 %

AOP12 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)

LSZH - Zürich Airport 100 %

AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing

LSZH - Zürich Airport 16 %

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

LSGG - Geneva Airport 0 % 

LSZH - Zürich Airport 0 % 

AOP16 Guidance assistance through airfield ground lighting

LSGG - Geneva Airport 0 % 

LSZH - Zürich Airport 0 % 

AOP18 Runway Status Lights (RWSL)

LSGG - Geneva Airport 0 % 

LSZH - Zürich Airport 0 % 

ATC07.1 AMAN Tools and Procedures

LSSIP Year 2020 Switzerland 53 Released Issue LSGG - Geneva Airport 8 %

LSZH - Zürich Airport

100 ATC19 Enhanced AMAN-DMAN integration % 

ENV01 Continuous Descent Operations (CDO)

LSGG - Geneva Airport 45 %

LSZH - Zürich Airport 100 %

ENV02 Airport Collaborative Environmental Management

LSGG - Geneva Airport 100 % 

LSZH - Zürich Airport 100 % 

ENV03 Continuous Climb Operations (CCO)

LSGG - Geneva Airport 74 % 

LSZH - Zürich Airport 73 % 

NAV03.1 RNAV 1 in TMA Operations 70 %



NAV03.2 RNP 1 in TMA Operations 64 %



SAF11 Improve Runway Safety by Preventing 100 % Runway Excursions



LSSIP Year 2020 Switzerland 54 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

AOM19.1 ASM Support Tools to Support Advanced 100 % FUA (AFUA)



AOM19.2 ASM Management of Real-Time Airspace 0 % Data



AOM19.3 Full Rolling ASM/ATFCM Process and ASM 0 % Information Sharing



AOM19.4 Management of Pre-defined Airspace 0 % Configurations



AOM21.1 Direct Routing 100 %



ATC12.1 Automated Support for Conflict Detection, 100 % Resolution Support Information and Conformance Monitoring



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



ATC15.2 Arrival Management Extended to En-route 49 % Airspace



ATC17 Electronic Dialogue as Automated Assistance 100 % to Controller during Coordination and Transfer



ATC18 Multi-Sector Planning En-route - 1P2T 0 %



ITY-FMTP Common Flight Message Transfer Protocol 100 % (FMTP)



LSSIP Year 2020 Switzerland 55 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

ATC02.8 Ground-Based Safety Nets 68 %



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



100 ATC20 Enhanced STCA with down-linked % parameters via Mode S EHS



<17 17 18 19 20 21 22 23 24 25 26 >27

100 NAV12 ATS IFR Routes for Rotorcraft Operations % 

LSSIP Year 2020 Switzerland 56 Released Issue ICAO ASBU Implementation Progress

The following tables show, for each of the ASBU Elements belonging to a particular ASBU Thread and Block, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.

These results were determined using the LSSIP Year 2020 declared statuses and progress of the relevant implementation objectives in accordance with the initial mapping between ATM Master Plan Level 3 and new ICAO GANP 6th Edition (2019), as reflected in the Implementation Plan 2020. A comprehensive analysis performed as part of the ongoing ICAO EURGANT Project Team activity may result in updating the mapping following EASPG approval.

Legend:

= Completed (during 2020 or before) = Missing planning date = Progress achieved in 2020 = Not applicable

ACDM

<17 17 18 19 20 21 22 23 24 25 26 >27

ACDM-B0/2 Integration with ATM Network function 100 %

AMET

<17 17 18 19 20 21 22 23 24 25 26 >27

AMET-B2/4 Meteorological information service in SWIM 100 % 0.0 %

APTA

<17 17 18 19 20 21 22 23 24 25 26 >27

APTA-B0/1 PBN Approaches (with basic capabilities) 100 %

APTA-B0/2 PBN SID and STAR procedures (with basic capabilities) 100% 70.0 % 0 APTA-B0/4 CDO (Basic) 100 % 0 % 72.5 % APTA-B0/5 CCO (Basic) 100 % 73.5 % APTA-B0/6 PBN Helicopter Point in Space (PinS) 100 % Operations

APTA-B1/1 PBN Approaches (with advanced 100 % capabilities)

APTA-B1/2 PBN SID and STAR procedures (with 100 % advanced capabilities) 64.0 %

ASUR

LSSIP Year 2020 Switzerland 57 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

ASUR-B0/1 Automatic Dependent Surveillance 100 % Broadcast (ADS-B)

ASUR-B0/3 Cooperative Surveillance Radar Downlink of 100 % Aircraft Parameters (SSR-DAPS)

COMI

<17 17 18 19 20 21 22 23 24 25 26 >27

COMI-B0/4 VHF Data Link (VDL) Mode 2 Basic 100 %

COMI-B0/7 ATS Message Handling System (AMHS) 100 %

COMI-B1/1 Ground-Ground Aeronautical 100 % Telecommunication Network/Internet Protocol Suite (ATN/IPS)

COMI-B1/2 VHF Data Link (VDL) Mode 2 Multi- 100 % Frequency

COMI-B2/1 Air-Ground ATN/IPS

10.0 % 0 0 % DAIM

<17 17 18 19 20 21 22 23 24 25 26 >27

DAIM-B1/3 Provision of digital terrain data sets 100 % 25.0 % DAIM-B1/4 Provision of digital obstacle data sets 100 % 25.0 % DAIM-B2/1 Dissemination of aeronautical information in 100 % a SWIM environment 0.0 %

FICE

<17 17 18 19 20 21 22 23 24 25 26 >27

FICE-B0/1 Automated basic inter facility data exchange 100 % (AIDC)

LSSIP Year 2020 Switzerland 58 Released Issue FRTO

<17 17 18 19 20 21 22 23 24 25 26 >27

FRTO-B0/1 Direct routing (DCT) 100 %

FRTO-B0/2 Airspace planning and Flexible Use of 100 % Airspace (FUA)

FRTO-B1/1 Free Route Airspace (FRA) 100 % 41.0 % FRTO-B1/3 Advanced Flexible Use of Airspace (FUA) and No Plan management of real time airspace data

FRTO-B1/4 Dynamic sectorization No Plan

FRTO-B1/5 Enhanced Conflict Detection Tools and 100 % Conformance Monitoring

FRTO-B1/6 Multi-Sector Planning 100 % 0.0 %

NAVS

<17 17 18 19 20 21 22 23 24 25 26 >27

NAVS-B0/2 Satellite Based Augmentation Systems 100 % (SBAS)

NOPS

<17 17 18 19 20 21 22 23 24 25 26 >27

NOPS-B0/2 Collaborative Network Flight Updates 100 % 50.0 % NOPS-B0/4 Initial Airport/ATFM slots and A-CDM 100 % Network Interface

NOPS-B1/1 Short Term ATFM measures 100 %

NOPS-B1/2 Enhanced Network Operations Planning 100 % 75.0 % NOPS-B1/3 Enhanced integration of Airport operations 100 % planning with network operations planning 46.5 % NOPS-B1/4 Dynamic Traffic Complexity Management 100 %

NOPS-B1/5 Full integration of airspace management No Plan with air traffic flow management

NOPS-B1/6 Initial Dynamic Airspace configurations No Plan

NOPS-B1/8 Extended Arrival Management supported by 100 % the ATM Network function 49.0 %

LSSIP Year 2020 Switzerland 59 Released Issue RATS

<17 17 18 19 20 21 22 23 24 25 26 >27

RATS-B1/1 Remotely Operated Aerodrome Air Traffic No Plan Services

RSEQ

<17 17 18 19 20 21 22 23 24 25 26 >27

RSEQ-B0/1 Arrival Management 100 % 54.0 % RSEQ-B0/2 Departure Management 100 %

RSEQ-B1/1 Extended arrival metering 100 % 49.0 % RSEQ-B2/1 Integration of arrival and departure 100 % management

SNET

<17 17 18 19 20 21 22 23 24 25 26 >27

SNET-B0/1 Short Term Conflict Alert (STCA) 100 % 84.0 % SNET-B0/2 Minimum Safe Altitude Warning (MSAW) 100 % 68.0 % SNET-B0/3 Area Proximity Warning (APW) 100 % 68.0 % SNET-B0/4 Approach Path Monitoring (APM) 100 % 68.0 % SNET-B1/1 Enhanced STCA with aircraft parameters 100 %

SNET-B1/2 Enhanced STCA in complex TMAs 100 %

LSSIP Year 2020 Switzerland 60 Released Issue SURF

<17 17 18 19 20 21 22 23 24 25 26 >27

SURF-B0/2 Comprehensive situational awareness of 100 % surface operations

SURF-B0/3 Initial ATCO alerting service for surface 100 % operations

SURF-B1/1 Advanced features using visual aids to No Plan support traffic management during ground operations

SURF-B1/3 Enhanced ATCO alerting service for surface 100 % operations

SURF-B1/4 Routing service to support ATCO surface 100 % operations management 16.0 % SURF-B2/2 Comprehensive vehicle driver situational No Plan awareness on the airport surface

SURF-B2/3 Conflict alerting for pilots for runway No Plan operations

SWIM

<17 17 18 19 20 21 22 23 24 25 26 >27

SWIM-B3/1 Air/Ground SWIM for safety critical 100 % information 0.0 %

WAKE

<17 17 18 19 20 21 22 23 24 25 26 >27

WAKE-B2/7 Time based wake separation minima for 100 % arrival based on leader/follower static pair- 0.0 % wise

LSSIP Year 2020 Switzerland 61 Released Issue Detailed Objectives Implementation progress

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

Main Objectives

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Harmonization of Operational Air Traffic (OAT) and General Air Traffic (GAT) handling is 01/04/2012 completed REG (By:12/2018) Approved OAT procedures are in place within the Completed FOCA national ATM Manual as well as in the operation manual - 100% 31/12/2011 of the air force Approved OAT procedures are in place within the Completed REMIL national ATM Manual as well as in the operation manual - 100% 31/12/2011 of the air force. ASP (By:12/2018) Swiss Air Completed - - 100% Force - Completed Skyguide OAT interface exists with France, Germany and Austria. - 100% 01/04/2012 MIL (By:12/2018) Completed REMIL - - 100% - Swiss Air Completed - - 100% Force - ASP actions by integrated civil-military provider Completed FOCA - 100% Skyguide - see corresponding ASP SLoA -

LSSIP Year 2020 Switzerland 62 Released Issue ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 100% Completed Initial operational capability: 01/01/2011 Full operational capability: 01/01/2022 - LARA tool is in place and the B2B SW Release 3.0 is implemented 31/12/2016 ASP (By:01/2022) Completed Skyguide - - 100% 31/12/2016

ASM Management of Real-Time Airspace Data Timescales: AOM19.2 0% Late Initial operational capability: 01/01/2017 Full operational capability: 01/01/2022 - A study was conducted to identify system changes. This study should lead to the launch of an 31/03/2024 implementation project ASP (By:01/2022) The suitability of LARA tool is evaluated in the Swiss CIV Late and MIL environment. A pilot project has been conducted between 2017 and 2019. Based on the final Skyguide - 0% pilot project report, a new CIV/MIL project should be 31/03/2024 started to cover the whole ASM process (more than it was covered in the pilot project).

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Not yet AOM19.3 0% Initial operational capability: 01/01/2014 planned Full operational capability: 01/01/2022 - A study was conducted to identify system changes. Full Rolling ASM/ATFCM Process and ASM Information Sharing may be late

CIV+MIL ASM Tool (LARA) - • Pilot projects on both skyguide and SAF side is completed. A CIV+MIL ASM Tool will be initiated • Budgeting, project planning and dependencies within skyguide and the Air Force are being examined. The start of the project cannot yet be defined. ASP (By:01/2022) Not yet The current pilot project CIV/MIL common database Skyguide - 0% planned does not (yet) include a full rolling ASM/ATFCM process. -

Management of Pre-defined Airspace Configurations Timescales: Not yet AOM19.4 0% Initial operational capability: 01/01/2018 planned Full operational capability: 01/01/2022 - Management of Pre-defined Airspace Configurations is not yet planned and may be late - ASP (By:01/2022) This objective shall be incorporated into the common Not yet Skyguide project CIV+MIL ASM Tool (LARA). Additionally HLAPB - 0% planned shall define the ASM/ATFCM Switzerland process. -

LSSIP Year 2020 Switzerland 63 Released Issue Free Route Airspace Timescales: AOM21.2 41% Late Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - The on-going FRA Switzerland project aims to implement FRA in the Swiss Area of 31/12/2022 Responsibility in 2022 ASP (By:01/2022) The SESAR PJ06 validation exercises conducted in 2019 Late Free Route Skyguide have validated the FRA design that will be implemented 41% Airspace 31/12/2022 in Switzerland

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: 01/01/2021 LSGG - Geneva Airport A-SMGCS Level 1 is operational at Geneva Airport. 30/06/2004 REG (By:12/2010) Eurocontrol A-SMGCS Level 1 Requirements directly Completed applicable according to Article 3 of the Federal FOCA Ordinance on Air Navigation Services (letter - no - 100% - objection to implementation - of A-SMGCS Level 1 in 2004). ASP (By:01/2021) Completed Skyguide All Skyguide actions are completed - 100% - APO (By:01/2021) GA - Geneva Completed A-SMGCS Level 1 is operational at Geneva airport. - 100% Airport 30/06/2004

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: 01/01/2021 LSZH - Zürich Airport A-SMGCS Level 1 is operational at Zurich Airport. 01/05/2010 REG (By:12/2010) Eurocontrol A-SMGCS Level 1 Requirements directly Completed applicable according to Article 3 of the Federal FOCA Ordinance on Air Navigation Services (letter - no - 100% - objection to implementation - of A-SMGCS Level 1 in 2004). ASP (By:01/2021) Completed Skyguide All actions by Skyguide are completed - 100% 01/05/2010 APO (By:01/2021) FZAG - Completed Zurich A-SMGCS Level 1 is operational at Zurich Airport. - 100% 31/12/2009 Airport

LSSIP Year 2020 Switzerland 64 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: 01/01/2021 LSGG - Geneva Airport A-SMGCS Level 2 is operational at Geneva airport 31/12/2009 ASP (By:01/2021) Completed Skyguide All actions by Skyguide are completed - 100% 31/12/2009 APO (By:01/2021) GA - Geneva Completed A-SMGCS Level 2 is operational at Geneva airport - 100% Airport 31/12/2009

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: 01/01/2021 LSZH - Zürich Airport A-SMGCS Level 2 is operational at Zurich airport 31/05/2010 ASP (By:01/2021) Completed Skyguide All actions by Skyguide are completed - 100% 31/05/2010 APO (By:01/2021) FZAG - Completed Zurich A-SMGCS Level 2 is operational at Zurich airport - 100% 31/05/2010 Airport

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 LSGG - Geneva Airport - 31/03/2016 ASP (By:01/2021) The GA-Skyguide project 'A-CDM' is on-going and is Completed Skyguide planned to be completed by 31/03/2016. Skyguide - 100% - actions are completed. APO (By:01/2021) GA - Geneva Completed - - 100% Airport 31/03/2016

LSSIP Year 2020 Switzerland 65 Released Issue Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 LSZH - Zürich Airport Zurich Airport: Airport CDM Applications Level 1 to 3 implemented and audited by 30/09/2013 EUROCONTROL CDM-Team. ASP (By:01/2021) Completed Skyguide The A-CDM project in Zurich is completed - 100% 31/05/2013 APO (By:01/2021) FZAG - Completed Zurich Airport: Airport CDM Applications Level 1,2 and 3 Zurich - 100% implemented. 30/09/2013 Airport

Time-Based Separation Timescales: AOP10 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 LSZH - Zürich Airport

The PCP is being reviewed and Skyguide requested that Zürich is removed from the 31/03/2023 applicability area. However, an implementation project (LORD) has been launched for 2023 REG (By:01/2024) Not yet TBS operations procedures will be published when FOCA - 0% planned defined. - ASP (By:01/2024) A project will be launched (LORD) for completion in Planned Skyguide - 0% 2023 31/03/2023

LSSIP Year 2020 Switzerland 66 Released Issue Initial Airport Operations Plan Timescales: AOP11 59% Late Initial Operational Capability: 01/01/2015 Full Operational Capability: 01/01/2021 LSGG - Geneva Airport Capacity information are made available by Skyguide for future processing by Geneva Airport 31/12/2022 ASP (By:01/2021) Occupancy tool CRYTSAL sends all information about Completed traffic volume, sector capacities, restrictions or decrease of capacity via B2B services to ECTL NMOC in real time. Skyguide - 100% The Crystal TWR / APP tool project is on-going and will - provide traffic and complexity predictions to the FMP and ACC supervisor by 03/2020 APO (By:01/2021) A task force is created to come with a creation and Late implementation plan. Through CDM, CEM, and other projects, stakeholders in Geneva already cooperate. Participation to the AOP European group and GA - Geneva developments have been made within the airport with - 45% Airport good maturity. 31/12/2022 Still agreement and official implementation to be completed. It is still not expected nor planned the systems to be used to deliver the AOP and to be linked with the network (NOP). See FCM05

Initial Airport Operations Plan Timescales: AOP11 34% Late Initial Operational Capability: 01/01/2015 Full Operational Capability: 01/01/2021 LSZH - Zürich Airport Capacity information are made available and A-CDM processes partly answer the requirements. The Crystal TWR / APP tool project is on-going and will provide traffic and complexity predictions to the FMP and ACC supervisor by 2020. 31/12/2022

Proposal: Project is launched where missing AOP data elements are being identified. All AOP data elements will be available on a shared online platform. ASP (By:01/2021) Occupancy tool CRYTSAL sends all information about Completed Skyguide traffic volume, sector capacities, restrictions or decrease - 100% 31/12/2015 of capacity via B2B services to ECTL NMOC in real time. APO (By:01/2021) FZAG - Late Zurich - - 12% 31/12/2022 Airport

LSSIP Year 2020 Switzerland 67 Released Issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 100% Completed Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 LSZH - Zürich Airport Functionality implemented for the Runway part through the Advanced Runway Safety 28/02/2019 Improvement (ARSI) project ASP (By:01/2021) FZAG - Completed Zurich - - 100% 28/02/2019 Airport Completed for the runway part (TWR) with ARSI project Completed deployment To be completed for the airfield part (APRON) with Skyguide - 100% SMAN deployment 28/02/2019

APO (By:01/2021) FZAG - Completed Zurich - - 100% - Airport

Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 16% Ongoing Initial operational capability: 01/01/2016 Full operational capability: 01/01/2024 LSZH - Zürich Airport Gathering of system requirements for Surface Surface Movement Planning and Routing is 01/01/2024 ongoing. The implementation is foreseen with the replacement of the current DMAN. REG (By:01/2024) Ongoing FOCA - - 10% 01/01/2024 ASP (By:01/2024) Gathering of system requirements for Surface Surface Ongoing FZAG - Movement Planning and Routing is ongoing. The Zurich - 24% implementation is foreseen with the replacement of the 01/01/2024 Airport current DMAN. Ongoing Skyguide - - 3% 01/01/2024

LSSIP Year 2020 Switzerland 68 Released Issue Ground-Based Safety Nets Timescales: ATC02.8 68% Late Initial operational capability: 01/01/2009 Full operational capability: 01/01/2022 - Objective partly completed. The APW functionality will be deployed in 2022 30/06/2022 ASP (By:01/2022) Ground based safety nets: Late MSAW, APM: • Currently implemented at Zurich TMA and Geneva TMA. Improvements are foreseen Skyguide - 68% APW 30/06/2022 • APW (Type 2) currently implemented at Zurich TMA and Geneva TMA. Planned to extend the function to other areas.

Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - STCA is in use in Zürich and Geneva TMAs since 1999. 31/12/1999 ASP (By:12/2020) Completed Skyguide - - 100% 31/12/1999

AMAN Tools and Procedures Timescales: ATC07.1 8% Late Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 LSGG - Geneva Airport The deployment project of an AMAN in LSGG operational environment has started in 2019 and 31/12/2022 will finish in 2022 ASP (By:01/2020) AMAN.CH / Late Extended An AMAN implementation project is planned to start in Skyguide Arrival 8% 2019 and finish in 2022 31/12/2022 Managemen t

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 LSZH - Zürich Airport Completed in ZRH (CALM system) - ASP (By:01/2020) AMAN.CH / Completed Extended An Arrival management tool is implemented in ZRH Skyguide Arrival 100% (CALM) - Managemen t

LSSIP Year 2020 Switzerland 69 Released Issue Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - Implementation of Support tools for conflict detection, resolution support information and conformance monitoring was completed in 2016 through the deployment of the stripless (VC) 30/06/2016 project. ASP (By:01/2022) Skyguide has implemented an automated support for Completed VC Skyguide conflict detection, in both ZRH and GVA ACCs as part of 100% Programme 30/06/2016 its stripless (VC tranche 1) project.

Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 - 1/ AMAN tools and, exchange mechanisms and corresponding procedures have been established in Switzerland for years. Time To Lose (TTL) information is provided in LSZH operational environment (APP and corresponding upper sectors) 2/ An XMAN implementation project (including an OPS trial) is on-going which will allow an extension of the ER operational coordination with adjacent centers 3/ The deployment of an AMAN in LSGG operational environment is scheduled (AMAN CH 07/06/2017 Project 2018-2020) 4/ The current AMAN in LSZH (CALM) will be replaced (AMAN CH Project 2018-2020) Changes to the existing framework will be treated according to standard oversight procedures (EC REG 1034/2011). With the new AMAN, the XMAN Horizon will be increased to the required 200 NM. 5/ The integration of GVA and Milano is planned to be completed by 2021 ASP (By:12/2019) The introduction of electronic coordination via the Completed AMAN.CH / Stripless system implemented in Zurich ACC and in Extended Geneva ACC allows exchange of basic AMAN data with Skyguide Arrival 100% Swiss airports (Zurich and Geneva (if AMAN equipped) 07/06/2017 Managemen and with airports equipped with AMAN in the vicinity of t Skyguide area of responsibility.

Arrival Management Extended to En-route Airspace Timescales: ATC15.2 49% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 - An AMAN is implemented in Zurich. In the frame of the FABEC activities an XMAN project was launched in 2015. Initial step is to receive XMAN information (Munich) from DFS and integrate them in Zurich 31/12/2023 ACC for operational use by ACC ATCOs. Also with this step, XMAN information is sent to Munich, Langen & Reims for operational use by ACC ATCOs of these adjacent centers. ASP (By:01/2024) An XMAN implementation project (incl an OPS trial) was Ongoing Skyguide conducted which will allows an extension of the ER AMAN.CH 49% 31/12/2023 operational coordination with adjacent centers

LSSIP Year 2020 Switzerland 70 Released Issue Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 100% Completed Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - Skyguide ATC system was upgraded to support the Basic procedure. The electronic dialogue in co-ordination prior to the transfer of flights from one ATC unit to the next as well as well as the transfer of communication from one ATC unit to the next ATC unit of such flights using OLDI (SYSCO) messages is not planned. -

Since it is up to the individual ANSP to decide which messages, if any, to implement, the status is set to 'completed' even if there is currently no plan to implement ASP03, ASP04 and ASP05. ASP (By:01/2022) Inter-sector coordination is already implemented in Completed Geneva ACC and inter-centre coordination process has been tested in live trials between Geneva and Zurich VC Skyguide 100% (SYSCO live trials). The deployment of the latter, initially Programme - envisaged in the frame of the Virtual Center Programme was de-scoped in 2015 and is currently not planned.

Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - Migration from AFTN (Aeronautical Fixed Telecommunication Network) to AMHS (ATS 30/07/2020 Message Handling System) is completed. ASP (By:12/2018) Completed Skyguide - - 100% 30/07/2020

LSSIP Year 2020 Switzerland 71 Released Issue Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 10% Late Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - Voice over Internet Protocol (VoIP) implementation is ongoing. 31/12/2026 ASP (By:01/2022) The project "FlexSecto CH VISTA/EMTEL" to migrate Late current phone VCS having access to the ATS network on ATM VoIP was completed.

The project "SmartRadio" has been launched to install ATM VoIP compatible radios in around 40 radio stations throughout Switzerland. It will be completed by 3Q2021. However the radios will only be connected with IP directly at a later step. The schedule is not yet defined

At the network level, migration project towards MPLS is Skyguide - 10% completed. This national network aims at transporting 31/12/2026 VoIP with QOS.

The Project "Vitel" was launched in 2019 in order to interconnect centers internationally with VoIP. However, this initiative depends on NewPens which is late. First IP connections with ENAV expected by 2Q2021.

The Project "OneVoice" will be launched in 2020 in order to replace En-Route VCS.

Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 10% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 - Voice over Internet Protocol (VoIP) implementation in Airport/Terminal is ongoing. 31/12/2023 ASP (By:12/2023) Project "SkyC@t" was launched in order to replace Ongoing Skyguide Airport VCS. ZRH and GVA TWR/APP should be equipped - 10% 31/12/2023 by respectively 11/2021 and 12/2023

LSSIP Year 2020 Switzerland 72 Released Issue New Pan-European Network Service (NewPENS) Timescales: COM12 100% Completed Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 01/01/2025 - Transition from PENS to newPENS is completed for skyguide and therefore in Switzerland. 30/05/2020 Other stakeholders may join in the future (PENS3) ASP (By:01/2025) Even if skyguide is ready to start a transition project to Completed Skyguide newPENS, the overall transition highly depends on - 100% 30/05/2020 Eurocontrol and all the other ANSPs. APO (By:01/2025) Not GA - Geneva - - 0% Applicable Airport - FZAG - Not Zurich currently no benefits expected - 0% Applicable Airport -

Continuous Descent Operations (CDO) Timescales: ENV01 45% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LSGG - Geneva Airport In 2020, the average CDO performance computed by the PRU for LSGG from Top of Descent 31/12/2023 was 19%. ASP (By:12/2023) Airspace Missing Data - - 0% Users - Skyguide is active with ECTL CCO/CDO TF to define Ongoing recommended practices for the implementation of CDO. Remarks: -The obligation for ATC to ensure a horizontal segment when vectoring for pilot-interpreted final approach aid, is removed (see ICAO state letter 54 Amendment 7 to PANS-ATM). This will allow exclusion of this horizontal Skyguide segment in inefficient level segments calculations. - 50% - - For the support to CDO operation, ATCO's may need additional training in this procedure; There may be certain airspace or route restrictions that prevent the CDO today. However, from the perspective of ATC procedures, some CDO is possible already today, and thus adjustments and refinement are needed in this regard APO (By:12/2023) Today, basic CDA is applied. Ongoing GA - Geneva Genève Aéroport supports the CDO initiatives driven by - 35% Airport skyguide. Geneva Airport, will take a more proactive 31/12/2023 role to promote CDO (CDA).

LSSIP Year 2020 Switzerland 73 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 100% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LSZH - Zürich Airport In 2020, the average CDO performance computed by the PRU for LSZH from Top of Descent was 21%. 31/12/2019 ODP Project (SESAR) follow-up trials were conducted between November 2019 and March 2020. Availability of trial data delayed due to Covid-19. ASP (By:12/2023) Airspace Missing Data - - 0% Users - BCDAs are in operation. Ongoing Remarks: - The obligation for ATC to ensure a horizontal segment when vectoring for pilot-interpreted final approach aid, is removed (see ICAO state letter 54 Amendment 7 to PANS-ATM). This will allow exclusion of this horizontal segment in inefficient level segments calculations. Skyguide - 100% - For the support to CDO operation, ATCO's may need to 31/12/2019 be trained in this procedure; there are certain airspace, route restrictions and political considerations that prevent the CDO today. However, from the perspective of ATC procedures, some CDO is possible already today, and thus adjustments and refinements are planned in this regard APO (By:12/2023) FZAG - Completed Zurich - - 100% 31/12/2013 Airport

Collaborative Flight Planning Timescales: FCM03 100% Completed Initial operational capability: 01/01/2000 Full operational capability: 01/01/2022 - Enhanced tactical flow management services are implemented. - ASP (By:01/2022) Both ACCs provide flight plan messaging in ADEXP- Completed Skyguide - 100% format and process APL and ACH messages. -

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 100% Completed Initial operational capability: 01/11/2017 Full operational capability: 01/01/2022 - STAM - phase 2 was implemented between Geneva and Zürich ACCs 30/06/2017 ASP (By:01/2022) What-if scenarios between the two ACCs were Completed Skyguide implemented in Q2 2017 using Crystal tool as exchange - 100% 30/06/2017 platform.

LSSIP Year 2020 Switzerland 74 Released Issue Interactive Rolling NOP Timescales: FCM05 75% Late Initial operational capability: 01/09/2013 Full operational capability: 01/01/2022 - LARA B2B V3 tool is in use (implemented 10/2016) Airport slots are exchanged with Slot Coordination Switzerland, which provides the information 31/12/2023 to NM via the EUACA database (MoC with Eurocontrol). ASP (By:01/2022) Completed Skyguide - - 100% - APO (By:01/2022) Airport slots are exchanged with Slot Coordination Late GA - Geneva Switzerland, which provides the information to NM via - 50% Airport 31/12/2023 the EUACA database (MoC with Eurocontrol). FZAG - Airport slots are exchanged with Slot Coordination Late Zurich Switzerland, which provides the information to NM via - 50% 31/12/2022 Airport the EUACA database (MoC with Eurocontrol).

Traffic Complexity Assessment Timescales: FCM06 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - Skyguide is using CRYSTAL, a traffic complexity and prediction tool which allows supervisors to continuously monitor sector demand and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. A technical development was launched to allow CRYSTAL data analysis and propose changes to the way traffic is currently monitored. Local traffic complexity tools and procedures implementation will base on this analysis and shouldn't start before 2022. Traffic complexity monitoring and occupancy management is based on dynamic airspace rules. - Status set to 'completed' despite remaining work following the request made by ECTL experts : "the "Late" status is quite conservative for Switzerland, knowing what has already been done through the CRYSTAL tool, especially having in mind that some other smaller ANSPs declare completion with much less advanced functionalities (having only traffic load monitoring in place). Therefore, we think that "Completed" status would be ok (explaining future upgrades of the tool in the comment)". ASP (By:01/2022) Completed Skyguide - - 100% -

LSSIP Year 2020 Switzerland 75 Released Issue Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 25% Late Initial operational capability: 01/11/2014 Full operational capability: 01/01/2019 - Electronic Terrain and Obstacle Data (TOD) actions are in progress. 31/12/2022 REG (By:01/2019) After the establishment of a national Obstacle Concept, Late following legal changes as well as a call for tender for national Data Collection Services (DCS) by the state, the implementation project for national Data Collection Services will be started in Q1 2021 and will, as a first step, establish the upstream interface and workflows to FOCA ensure required quality of obstacle data by early 2022. - 48% 31/12/2022 Data Collection Services will be provided by a third party contracted by the state, whereas the management and provision of terrain data will be provided by swisstopo and obstacle by Skyguide. Following relevant legal changes for the TOD implementation will be enforced early 2022. ASP (By:01/2019) Late Skyguide - - 5% 31/12/2022 APO (By:01/2019) Geneva Airport will comply with FOCA requirements on Late GA - Geneva this subject. TOD will be stepwise implemented together - 0% Airport 27/01/2022 with ADQ implementation. Zurich Airport will comply with FOCA requirements on Late FZAG - this subject. TOD will be stepwise implemented together Zurich - 0% with ADQ implementation. Data Collection Services will 31/12/2021 Airport be provided by a third party contracted by the state.

LSSIP Year 2020 Switzerland 76 Released Issue Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 0% Planned Initial operational capability: 01/01/2018 Full operational capability: 01/01/2025 - Deployment of SWIM Yellow Profile is ongoing: Several proofs of concept were developed or 31/12/2024 are planned, leading to implementation projects. ASP (By:01/2025) Skyguide have done or plan several Proof of Concepts Planned (PoC)s to integrate Flight, Airspace and Flow data from the Eurocontrol B2B Service Broker securely into skyguide's Common Integration Platform. In addition, skyguide exchange NM B2B information Skyguide (LARA, CRYSTAL); a “means of compliance” with SWIM - 0% 31/12/2024 for those exchanges. It is up to NM (as provider of those services) to formally assess the compliance, which we are now finalizing. The current plan is that all the services of NM Release 25.0 will be officially declared “SWIM compliant” and available in the SWIM Registry MIL (By:01/2025) Swiss Air Force is closely following the discussions / Not yet Swiss Air development regarding implementation of SWIM Yellow planned - 0% Force Profile in Switzerland. Identification of local needs is still - ongoing. APO (By:01/2025) Not yet GA - Geneva - - 0% planned Airport - FZAG - Not yet Zurich - - 0% planned Airport -

Aircraft Identification Timescales: ITY-ACID 100% Completed Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - All objectives are met since November 2011

Skyguide has declared LSGC, LSZB, LSZG and LSZR last year, which completed the "to-do" list that was agreed with ECTL at that time. However, the topic will remain open for some time to come, because: • when "new" IFR operations start at an aerodrome which previously didn't have any, that aerodrome should also be declared (LSZS is already an example); 30/11/2011 • for adjacent German aerodromes where skyguide provides approach service (e.g. EDNY), work on declaration should be done jointly; • Skyguide have CIV/mixed aerodromes (e.g. LSGS, LSZC) where the declaration is currently impeded by an approach service using a MIL system which is not yet compatible, and such cases have a different deadline (JAN 2025) within the Regulation. This is confusingly captured in the ITY-ACID table under "Derogations" but it is in fact a second deadline, which skyguide will also need to meet. ASP (By:01/2020) Completed Skyguide - - 100% 30/11/2011

LSSIP Year 2020 Switzerland 77 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 23% 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 - An overall Implementation concept has been finalized. A detailed national Implementation 31/12/2024 Concept is available. Implementation of ADQ has been launched. REG (By:06/2017) After the establishment of a national ADQ Analyses, a Late national Obstacle Concept as well as a national implementation Guideline for ADQ, a feasibility Study for the implementation of a national Data collection interface was launched, leading to a FOCA Data Collection Services (DCS) call for tender. The following DCS Implementation Project has been launched in FOCA - 10% Q1/2021 unfortunately delayed by the COVID Situation 30/06/2024 by 6 month. The DCS implementation project will have three main phases and will be completed mid-2024.

Some legal changes including the enforcement of the national aeronautical data catalogue are ongoing and to be enforced early 2022. ASP (By:06/2017) Within the national implementation plan (responsibility Late of State) appropriate ASP implementation activities FABEC AIM Skyguide 43% have been initiated. Applicability to OAT is limited Task Force 31/12/2023 according to national implementation policy. APO (By:06/2017) FZAG - Late Zurich Airport will comply with the implementation plan Zurich - 4% being finalised by the state. 31/12/2024 Airport GA - Geneva Geneva Airport will comply with the implementation Late - 0% Airport plan being finalised by the state 31/12/2024

LSSIP Year 2020 Switzerland 78 Released Issue Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 100% Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - The AGDL CPDLC is in operation in both Geneva and Zurich ACC (above FL245) since end 2012 30/06/2013 (Geneva) and beginning 2013 (Zurich). REG (By:02/2018) The EC Reg 29/2009 has been accepted by the joint Completed FOCA committee CH-EU and is therefore applicable to - 100% 28/02/2013 Skyguide. ASP (By:02/2018) The AGDL CPDLC is in operation in both Geneva and Completed VC Skyguide Zurich ACC (above FL245) since end 2012 (Geneva) and 100% Programme 30/06/2013 beginning 2013 (Zurich). MIL (By:01/2019) Swiss Air Adaptation on existing fleet (five a/c) is, where Completed - 100% Force applicable (one a/c), completed -

LSSIP Year 2020 Switzerland 79 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 100% Completed 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 - CH is fully compliant with (EU) No 1079/2012. Exempted frequencies are actively managed (FOCA, OFCOM, skyguide)

All Skyguide and OPC frequency assignments (excluded exemptions and CLIMAX) are converted to 8,33 kHz (8th of November 2018). All Swiss frequency assignments Aerodromes are converted to 8,33 kHz 28th of March 2019. 28/03/2019 All exemptions are issued via FOCA and OFCOM to EC and Eurocontrol. (31/12/2017) SAFIRE Database is up to date. Swiss Air Force (LW) is not be 8.33 kHz compliant as requested by (EC) No 1079/2012 on PC-7 and Cougar fleet (LW sent letter to EC). Transition on these two aircraft type planned in 2022. (no change to previous report) REG (By:12/2018) All Swiss frequency assignments are converted to 8.33 Completed kHz. Exceptions are published to EC accordingly within the FOCA corresponding time. - 100% 28/03/2019 All Swiss frequency assignments for Aerodromes are converted to 8,33 kHz by 28th of March 2019 (EC and Eurocontrol informed). ASP (By:12/2018) Skyguide has started the Project 8.33 kHz below FL195 Completed in Q2 2017. This project assures a smooth change from the 25 kHz bandwidth to the 8.33 kHz bandwidth at the skyguide controlled locations. Skyguide frequencies are all changed to 8.33 kHz Skyguide - 100% bandwidth on 8th of November 2018. (Granted local 31/12/2018 exemptions ZRH changed in March 2019 to 8.33 kHz). Project will be closed in February 2020 (last exempted skyguide aerodrome Grenchen (LSZG) 8.33 kHz transition done 5th of December 2019). MIL (By:12/2020) Swiss Air Completed Implementation for State a/c is ongoing - 100% Force 31/12/2018 APO (By:12/2018) GA - Geneva Completed Impacts on APOs are reduced - 100% Airport 31/05/2018 FZAG - Completed Zurich - - 100% 28/02/2014 Airport

LSSIP Year 2020 Switzerland 80 Released Issue Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITY-FMTP 100% Completed All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - Deployment of the FMTP is completed 27/01/2015 ASP (By:12/2014) First regional trans-border IP network is being deployed Completed for FMTP in the frame of the FABEC and BLUE MED. The first network with the DFS was CfO 2011, a second with the DSNA has followed in 2014. Last implementation Skyguide with DSNA was successfully tested in 2014 and was - 100% 27/01/2015 performed in January 2015. The interconnection with ENAV has been performed in June 2012 and in Sept. 2012 between DFS and ENAV. Existing TDM infrastructure will be used for IP network transport. MIL (By:12/2014) Swiss Air ASP action by integrated civil-military provider Skyguide. Completed - 100% Force TCP/IP is implemented between CIV and MIL ATC units. 31/12/2014

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 100% Completed EHS and ADS-B Out in transport-type State aircraft : 07/12/2020 ELS in transport-type State aircraft : 07/12/2020 Ensure training of MIL personnel: 07/12/2020 Retrofit aircraft capability: 07/12/2020 - Surveillance performance and interoperability requirements are implemented. 31/12/2015 REG (By:02/2015) EC 1207/2011 entered into force in Switzerland in Completed FOCA February 2013. An audit for compliance verification has - 100% 30/09/2013 taken place. ASP (By:02/2015) Surveillance performance and interoperability Completed Skyguide - 100% requirements are implemented 31/12/2015 MIL (By:12/2020) Swiss Air Carriage and operation of Mode S Elementary or Completed - 100% Force enhanced Surveillance avionics is completed 31/12/2013

LSSIP Year 2020 Switzerland 81 Released Issue RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 70% Ongoing One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - RNAV1 procedures are implemented according to the skyguide PBN Transition Plan

The initial version of the PBN Transition Plan was published by skyguide in July 2020 and undergo wide stakeholders’ consultation in Sept-Nov 2020. Version 1.0 of the PBN Transition 06/06/2030 plan was approved by FOCA in Dec 2020 with a focus on the 2020 requirements and the overall approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines. REG (By:06/2030) The initial version of the PBN Transition Plan was Completed published by Skyguide in July 2020 and undergo wide stakeholders’ consultation in Sept-Nov 2020. Version 1.0 of the PBN Transition plan was approved by FOCA in Dec FOCA - 100% 2020 with a focus on the 2020 requirements and the 17/12/2020 overall approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines. ASP (By:06/2030) Implementation of RNAV1 procedures is enabled in Ongoing Switzerland and will be developed in accordance with the PBN Transition Plan Skyguide RNAV1 procedures in St Gallen was implemented in - 66% 06/06/2030 2010. RNAV 1 procedures will be published on MIL sites where applicable

LSSIP Year 2020 Switzerland 82 Released Issue RNP 1 in TMA Operations Timescales: Start: 07/08/2018 NAV03.2 64% Ongoing All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - RNP1 deployment in TMA is part of PBN implementation strategy

The initial version of the PBN Transition Plan was published by Skyguide in July 2020 and undergo wide stakeholders consultation in Sept-Nov 2020. Version 1.0 of the PBN Transition 31/12/2023 plan was approved by FOCA in Dec 2020 with a focus on the 2020 requirements and the overall approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines. REG (By:06/2030) The initial version of the PBN Transition Plan was Completed published by Skyguide in July 2020 and undergo wide stakeholders’ consultation in Sept-Nov 2020. Version 1.0 of the PBN Transition plan was approved by FOCA in Dec FOCA - 100% 2020 with a focus on the 2020 requirements and the 17/12/2020 overall approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines. ASP (By:06/2030) Ongoing Skyguide Implementation covered through targeted initiatives - 59% 31/12/2023

LSSIP Year 2020 Switzerland 83 Released Issue RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 Instrument RWY ends without precision approach in EU SES States, at NAV10 Non-PCP airports: 03/12/2020 100% Ongoing Instrument RWY ends served by precision approach (including PCP airports): 25/01/2024 Instrument RWY ends without precision approach in EU SES States, at PCP airports: 25/01/2024 - The initial version of the PBN Transition Plan was published by Skyguide in July 2020 and undergo wide stakeholders’ consultation in Sept-Nov 2020. Version 1.0 of the PBN Transition plan was approved by FOCA in Dec 2020 with a focus on the 2020 requirements and the overall 17/12/2020 approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines. REG (By:01/2024) In the framework of the Swiss-wide implementation of Completed SESAR-related objectives (CHIPS) performance-based navigation (PBN) is addressed. The CHIPS-Program includes a number of APVs.

The initial version of the PBN Transition Plan was published by Skyguide in July 2020 and undergo wide FOCA - 100% stakeholders’ consultation in Sept-Nov 2020. Version 1.0 17/12/2020 of the PBN Transition plan was approved by FOCA in Dec 2020 with a focus on the 2020 requirements and the overall approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines.

ASP (By:01/2024) RNP APCH procedures are already in operation at most Ongoing of the Swiss instrument RWY ends. Missing procedures Skyguide - 100% will be implemented according the Skyguide PBN 17/12/2020 Transition Plan.

LSSIP Year 2020 Switzerland 84 Released Issue ATS IFR Routes for Rotorcraft Operations Timescales: Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes above FL150, where established.: 03/12/2020 One rotorcraft RNP0.3, RNP01 or RNAV1 SID and STAR per instrument NAV12 100% Completed RWY, where established.: 25/01/2024 Rotorcraft RNP0.3, RNP1 or RNAV1 ATS routes below FL150, where established.: 25/01/2024 All rotorcraft RNP0.3, RNP01 or RNAV1 SIDs and STARs per instrument RWY, where established.: 06/06/2030 - Low Flight Network (LFN) implemented based on RNP0.3

The initial version of the PBN Transition Plan was published by Skyguide in July 2020 and undergo wide stakeholders consultation in Sept-Nov 2020. Version 1.0 of the PBN Transition 17/12/2020 plan was approved by FOCA in Dec 2020 with a focus on the 2020 requirements and the overall approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines. REG (By:06/2030) The initial version of the PBN Transition Plan was Completed published by Skyguide in July 2020 and undergo wide stakeholders’ consultation in Sept-Nov 2020. Version 1.0 of the PBN Transition plan was approved by FOCA in Dec FOCA - 100% 2020 with a focus on the 2020 requirements and the 17/12/2020 overall approach. Further approvals will be issued if/when the plan evolves towards 2024 and 2030 deadlines. ASP (By:06/2030) Completed Skyguide - - 100% 17/12/2020

Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - All the actions are implemented. 31/12/2015 REG (By:01/2018) Completed FOCA The necessary actions have been taken. - 100% 31/03/2013 ASP (By:12/2014) Completed Skyguide All the actions are implemented. - 100% 31/12/2015 APO (By:12/2014) FZAG - Completed Zurich ZRH: The necessary actions have been taken. - 100% 31/12/2014 Airport GA - Geneva Completed - - 100% Airport 31/12/2014

LSSIP Year 2020 Switzerland 85 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 - ASkyguide implemented its first Direct Routes (DCTs) in December 2015, adding up to 50 DCTs in March 2017, and another DCT package in November 2017. With these DCTs implemented, 09/12/2017 skyguide considers to be compliant with the DCT aspect of the PCP IR. ASP (By:12/2017) Skyguide implemented its first Direct Routes (DCTs) in Completed Skyguide December 2015, adding up to 50 DCTs in March 2017, - 100% 09/12/2017 and another DCT package in November 2017.

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 - Ground based safety nets - Short Term Conflict Alert (STCA) - level 2 are implemented in its ER - and major TMAs. ASP (By:01/2013) Skyguide has implemented STCA in its ER and applicable Completed Skyguide - 100% TMAs (ZRH, GVA, BRN) -

Implement ACAS II compliant with TCAS II change 7.1 Timescales: Not ATC16 0% Initial operational capability: 01/03/2012 Applicable Full operational capability: 31/12/2015 - The requirement for ACAS performance monitoring cannot be linked to any obligation in the provision of ATS. Moreover, it is explicitly required from ATC to apply the identical procedures to ACAS equipped and non-equipped aircraft. - Finally, it should be noted that the ACAS RA now constitutes a safety related occurrence that is mandatory to be reported, as per EU Regulations 376/2014 and 2015/1018. REG (By:12/2015) Completed FOCA Regulatory provisions are implemented. - 100% 31/12/2015

LSSIP Year 2020 Switzerland 86 Released Issue Implement ACAS II compliant with TCAS II change 7.1 Timescales: Not ATC16 0% Initial operational capability: 01/03/2012 Applicable Full operational capability: 31/12/2015 ASP (By:03/2012) Objective ATC16-ASP02 cannot be complied with Not because: Applicable

1. The regulatory framework addresses a phase-in implementation of TCAS II v.7.1, starting with forward fitting as of 01 March 2012, and ending with retrofitting 01 December 2015. Hence, at least by the end of 2015, there will be mixed aircraft population operating in Europe, in terms of TCAS II version equipage. On the other hand, ANSP has no way of knowing which version of TCAS II an aircraft is equipped with, since these data are not provided through a FPL, and hence no appropriate mechanism for monitoring performance of TCAS II v.7.1 can be established.

2. Finish date of the ATC16-ASP02 objective coincides with the start date of the objective ATC16-REG02 (Provide airworthiness certification). Hence, ANSPs are expected to establish a monitoring mechanism for a piece of equipment that still hasn't been certified, i.e. before any such piece of equipment can be found airborne. On the other hand, for a requirement of such Skyguide - 0% kind, as a minimum testing, operational evaluation and transition periods have to be defined. -

In addition to the above, it should be noted that:

- the ICAO provision the ATC16-ASP02 is based upon is a recommendation, published in a PANS document, for which the ICAO Member States do not have to declare differences with. In addition, when developed, this provision was intended for fundamentally different purpose which does not include monitoring of difference in behaviour of the two different TCAS models. That need is already responded to through the established reporting mechanism - see below.

- for the ECAC region, the ACAS monitoring function is part of the European Safety Programme (ESP) Field 2 (incident reporting and data collection), which is, in turn, developed in response to the Safety Data Reporting and Data Flow Task Force (SAFREP)-s Recommendation No. 7 -to bring rationalisation in European ATM safety data collation and analysis-..-. MIL (By:12/2015) Swiss Air Completed - - 100% Force 31/01/2015

LSSIP Year 2020 Switzerland 87 Released Issue Implement enhanced tactical flow management services Timescales: Not yet FCM01 87% Initial operational capability: 01/08/2001 planned Full operational capability: 31/12/2006 - Enhanced tactical flow management services are mostly implemented or planned - ASP (By:07/2014) Objective partially completed: Not yet - CPRs are sent to the NM. Skyguide is using ASTERIX planned Skyguide CAT 242. There is no translation to CAT 62 foreseen. - 87% - FSAs are sent to the NM. There is no plan to send FSAs - to the NM for holding flights.

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 - Ground-ground automated co-ordination processes are implemented. 28/02/2013 ASP (By:12/2012) Ground-ground automated co-ordination processes are Completed Skyguide - 100% implemented. 28/02/2013 MIL (By:12/2012) Ground-ground automated co-ordination processes are Completed implemented. Skyguide Logon Forwarding (LOF) and Next Authority Notified - 100% 31/12/2012 (NAN), supporting data link service are linked to ITY- AGDL

LSSIP Year 2020 Switzerland 88 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 0% Planned Applicability and timescale: Local LSGG - Geneva Airport A feasibility study has been conducted between skyguide and Geneva Airport. It is still under review by the high-level management. Next steps should be decided end of first semester 2021. 31/12/2024 The implementation date has been set here only for planning purposes and is thus not definitive.

Remote Tower Services Not yet AOP14 0% Applicability and timescale: Local planned LSMD - DUBENDORF (MIL) 31/12/2028

Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers 0% planned Applicability and timescale: Local LSGG - Geneva Airport Not yet planned due to other airside priorities / budget -

Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers 0% planned Applicability and timescale: Local LSZH - Zürich Airport Certain vehicles are equipped with laptops where the airport moving map with the surrounding - traffic can be displayed. There are no alerting functions.

Guidance assistance through airfield ground lighting Not yet AOP16 0% Applicability and timescale: Local planned LSGG - Geneva Airport Not yet planned due to other airside priorities / budget -

Guidance assistance through airfield ground lighting Not yet AOP16 0% Applicability and timescale: Local planned LSZH - Zürich Airport No project foreseen. -

Provision/integration of departure planning information to NMOC Not AOP17 % Applicability and timescale: Local Applicable LSGG - Geneva Airport A-CDM implemented locally since 03.04.14 and connected to NM since 16.03.16 -

Runway Status Lights (RWSL) Not yet AOP18 0% Applicability and timescale: Local planned LSGG - Geneva Airport Not yet planned due to other airside priorities / budget -

Runway Status Lights (RWSL) Not yet AOP18 0% Applicability and timescale: Local planned LSZH - Zürich Airport No project foreseen. -

LSSIP Year 2020 Switzerland 89 Released Issue Multi-Sector Planning En-route - 1P2T ATC18 0% Planned Applicability and timescale: Local - First MSP sectors should be deployed between 2022 and 2024 in the frame of Virtual Center 31/12/2024 Tranche 3

Enhanced AMAN-DMAN integration ATC19 100% Completed Applicability and timescale: Local - Scheduled for LSGG for 2030 to 2034 and completed for LSZH -

Enhanced STCA with down-linked parameters via Mode S EHS ATC20 100% Completed Applicability and timescale: Local - Implementing Regulation (EU) No 1207/2011 is fully applicable in Switzerland meaning that all aircraft having a maximum certified take-off mass exceeding 5 700 kg or maximum cruising true airspeed capability greater than 250 knots will have to be equipped with transponders capable of ELS, EHS and ADS-B by latest 7 June 2020. -

STCA safety net in Switzerland uses selected flight level (SFL) information down-linked from the equipped aircraft via the Mode-S EHS protocol.

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LSGG - Geneva Airport Collaborative Environmental Management is completed. Mitigation on stands is completed. 30/03/2019 The mitigation of the pollution due to deicing activities has been finalised for the area near the runway 22 holding point. The infrastructure has been put in operations in march 2019

Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LSZH - Zürich Airport Collaborative Environmental Management is completed. 30/06/2015

Continuous Climb Operations (CCO) ENV03 74% Ongoing Applicability and timescale: Local LSGG - Geneva Airport The objective is partly completed. Geneva Airport supports skyguide in trying to enhanced whenever practicable the use of CCO. Due to high terrain on each side of the airport (Mont-Blanc and Jura), most of the departures 31/12/2021 profiles have to be continuous climb in order to fulfil the different FL constraints (PDG - Procedure Design Gradients for instance). In 2020, the average CCO performance computed by the PRU for LSGG to Top of Climb was 74%

Continuous Climb Operations (CCO) ENV03 73% Ongoing Applicability and timescale: Local LSZH - Zürich Airport The objective is partly completed. PBN flight procedures are implemented and allow CCO performance. 31/12/2021 In 2020, the average CCO performance computed by the PRU for LSZH to Top of Climb was 73%.

LSSIP Year 2020 Switzerland 90 Released Issue

6. Annexes

A. Specialists involved in the ATM implementation reporting for Switzerland

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP Focal Point for Switzerland Skyguide Thierry BREGOU LSSIP Focal Point for REG FOCA Ruzica VUJASINOVIC LSSIP Focal Point for MIL MAA / SAF Tamara HABICH LSSIP Focal Point for ASP Skyguide Thierry BREGOU LSSIP Focal Point for APO ZRH FZAG Mattes KETTNER LSSIP Focal Point for APO GVA Genève Aéroport François DURET

Other Focal Points Organisation Name

Focal Point for SUR Skyguide Daniel Stamm

LSSIP Year 2020 Switzerland 91 Released Issue B. National stakeholders organisation charts

The Federal Office of Civil Aviation

LSSIP Year 2020 Switzerland 92 Released Issue CEO

Corporate Audit COS Management

Communication, Safety, Security, Corporate Business Engineering & Operations Public Affairs & Finance & Services Human General Counsel Quality Development Technology Env. Resources

International Operations Financial Controlling Program Director Compensation & Business & Quality Brand Positioning Corporate Secretary Cooperations Development and Charges VCT2 Benefits

Strategy, Innovation, Internal Accounting & HR Operations & HR Security Ent. Risk Mgmt, Operations Services Swiss U-Space/UTM Compliance Communication Treasury Marketing Organization Dev.

Safety and Business Change Safety Services West Just Culture Supply Management Compliance Mgmt Services Legal Affairs Development Mgmt Communication Management

Corporate Business Visitor & Media Facilities & Shared Payroll & Social Safety Services East Strategy&strategic Management System Architecture Relations Services Insurances Cooperation Operations

Corporate Real Application Portfolio & Change ATM International Institutional Line Safety Delegate Estate Mgmt & Engineering & Employee Relations Mgmt Airports Communication Infrastructure Integration

Counsel for Just Military OPS & Partner & Service Culture and Inves. Sales & Marketing Regional International Affairs Skyguide Academy Management Mgmt Aerodromes

Strategy & Business Occupational Health ATM Virtual Center CNS Service Dvlpt Mgmt Management

TOM Dpt Transition Mgmt Technical Operation

LP24/QRA Delegate IT Infrastructure

Services

T-Transformation

Business Mgmt

LSSIP Year 2020 Switzerland 93 Released Issue

LSSIP Year 2020 Switzerland 94 Released Issue LSSIP Year 2020 Switzerland 95 Released Issue

LSSIP Year 2020 Switzerland 96 Released Issue C. Implementation Objectives’ links with other plans

The table below (extracted from the MPL3 Progress Plan 2020) shows for each implementation objective, the mapping of the L3 implementation Objectives to the corresponding SESAR Essential Operational Changes, the SESAR Solutions, the Deployment Program families, the ICAO ASBU, the EASA EPAS, the Network Strategy Plan, the Airspace Architecture Study Transition Plan (AAS TP) Milestones and the SESAR Key Features.

EOC Level 3 Implementation Objectives SESAR Sol. DP family ICAO ASBUs EPAS NSP AAS TP KF

ATC21-Composite surveillance ADS- ASUR-B0/1 RMT.0679 SO8/3 #114 - - EAI B/WAM ASUR-B0/2 RMT.0519 SO8/4 COM10 - Migration from AFTN to - - COMI B0/7 - - - EAI AMHS COM11.1 - Voice over Internet 3.1.4 - COMI B2/1 - SO8/4 AM-1.3 EAI Protocol (VoIP) in En-Route 3.2.1 COM11.2 - Voice over Internet - - COMI B2/1 - SO8/4 - EAI Protocol (VoIP) in Airport/Terminal

ITY-ACID - Aircraft identification - - - - SO8/2 - EAI 6.1.1 ITY-AGDL - Initial ATC air-ground data COMI B0/4 SO4/1 - 6.1.3 RMT.0524 AM-1.1 EAI link services COMI B1/2 SO8/3 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground - - - - SO8/1 - EAI Voice Channel Spacing below FL195 ITY-SPI - Surveillance performance and ASUR B0/1 RMT.0679 SO8/3 - - - EAI interoperability ASUR B0/3 RMT.0519 SO8/4 APTA B0/1 APTA NAV10 - RNP Approach Procedures to 1.2.1 RMT.0639 #103 B1/1 SO6/5 - AATS instrument RWY 1.2.2 RMT.0445 NAVS B0/2 NAV11 - Precision Approach using #55 - NAVS B1/1 - - - HPO GBAS CAT II/III based on GPS L1 AOM13.1 - Harmonise OAT and GAT - - - - SO6/2 - OANS handling

AOP11 - Initial Airport Operations Plan #21 2.1.4 NOPS B1/3 - SO6/2 - HPAO

LSSIP Year 2020 Switzerland 97 Released Issue AOP17 – Provision/integration of DPI #61 - NOPS B0/4 - - - HPAO to NMOC SO2/3 5.1.2 SO2/4 COM12 - NewPENS - COMI B1/1 - - EAI 5.2.1 SO8/3 SO8/4 SO4/2 FCM03 - Collaborative flight planning - 4.2.3 NOPS B0/2 - SO5/1 AM-1.14 OANS SO5/6 SO4/3 FCM04.2 - STAM phase 2 #17 4.1.2 NOPS B1/1 - AM-1.11 OANS SO5/4 SO2/1 4.2.2 SO2/2 FCM05 - Interactive rolling NOP #20, #21 NOPS B1/2 - AM-1.12 OANS 4.2.4 SO2/3 SO2/4 FCM06 - Traffic Complexity SO4/3 #19 4.4.2 NOPS B1/4 - AM-1.13 OANS Assessment SO5/4 FCM09 - Enhanced ATFM Slot #56 - NOPS B1/7 - SO6/1 - OANS swapping 5.1.3, 5.1.4, SO2/4 5.2.1, 5.2.2, AMET B2/4 INF08.1 - Information Exchanges using SO2/5 #35, #46 5.2.3, 5.3.1, DAIM B2/1 - AM-1.5 EAI the SWIM Yellow TI Profile SO5/2 5.4.1, 5.5.1, SWIM B3/1 SO5/5 5.6.1 5.1.3, 5.1.4, INF08.2 - Information Exchanges using #28, SWIM B3/1, TBO SO5/2SO5/ 5.2.1, 5.2.2, - AM-9.1 EAI the SWIM Blue TI Profile #46 B3/1 5 5.2.3, 5.6.2 INF07 - Electronic Terrain and Obstacle DAIM B1/4 RMT.0703 - 1.2.2 SO2/5 - EAI Data (e-TOD) DAIM B1/4 RMT.0722 DAIM B1/7, AMET INF09 - Digital Integrated Briefing #34 - SO2/5 - EAI B1/4 ITY-ADQ - Ensure quality of RMT.0722 aeronautical data and aeronautical - 1.2.2 - SO2/5 - EAI RMT.0477 information

------

LSSIP Year 2020 Switzerland 98 Released Issue #12, #71, AOP14 – Remote Tower Services - RATS B1/1 RMT.0624 - - HPAO #52, #13

AOP04.1 - A-SMGCS Surveillance #70 2.2.1 SURF B0/2 MST.029 SO6/6 - HPAO (former Level 1) AOP04.2 - A-SMGCS RMCA (former - 2.2.1 SURF B0/3 MST.029 SO6/6 - HPAO Level 2) ACDM B0/2 2.1.1 AOP05 - Airport CDM #106 NOPS B0/4 - SO6/4 - HPAO 2.1.3 RSEQ B0/2 AOP10 - Time Based Separation #64 2.3.1 WAKE B2/7 - SO6/5 - HPAO

AOP12 - Improve RWY and Airfield 2.1.2 #02 SURF B1/3 MST.029 SP6/6 - HPAO safety with CATC detection and CMAC 2.5.1 AOP13 - Automated assistance to #22 Controller for Surface Movement 2.4.1 SURF B1/4 MST.029 SO6/6 - HPAO #53 planning and routing AOP15 - Safety Nets for vehicle drivers #04 - SURF B2/2 MST.029 - - HPAO

AOP16 - Guidance assistance through #47 - SURF B1/1 MST.029 - - HPAO airfield lighting

AOP18 - Runway Status Lights #01 - SURF B2/2 MST.029 - - HPAO

ATC07.1 - Arrival management tools - 1.1.1 RSEQ B0/1 - SO4/1 - AATS

ATC19 - Enhanced AMAN-DMAN SO6/5 #54 - RSEQ B2/1 - - AATS integration SO4/1 ENV01 – Continuous Descent - - APTA B0/4 - SO6/5 - AATS Operations ENV02 – Airport Collaborative ------HPAO Environmental Management

ENV03 – Continuous Climb Operations - - APTA B0/5 - SO6/5 - AATS

RMT.0639 NAV03.1 – RNAV1 in TMA Operations #62 - APTA B0/2 SO6/5 - AATS RMT.0445

LSSIP Year 2020 Switzerland 99 Released Issue 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations #09, #51 APTA B1/2 SO6/5 - AATS 1.2.4 RMT.0445 MST.007 SAF11 - Improve runway safety by - - - RMT.0570 - - HPAO preventing runway excursions RMT.0703 AOM19.1 - ASM tools to support A- SO3/2 #31 3.1.1 FRTO B0/2 - AM-1.8 OANS FUA SO3/3 AOM19.2 - ASM management of real- FRTO B1/3 SO3/2 #31 3.1.2 - AM-1.8 OANS time airspace data NOPS B1/5 SO3/3 AOM19.3 - Full rolling ASM/ATFCM NOPS B1/5 SO3/2 #31 3.1.3 - AM-1.8 OANS process and ASM information sharing FRTO B1/3 SO3/3 AOM19.4 – Management of Pre- NOPS B1/6 SO3/2 #31 3.1.4 - - OANS defined Airspace Configurations FRTO B1/4 SO3/3 AM-1.6 3.2.1 SO3/1 AOM21.2 - Free Route Airspace #33, #66 FRTO B1/1 - AM-1.10 AATS 3.2.4 SO3/4 AM-5.1 SO3/1 AM-1.15 ATC12.1 - MONA, TCT and MTCD #27, #104 3.2.1 FRTO B1/5 - AATS SO4/1 AM-5.1 ATC15.1 - Initial extension of AMAN to - 1.1.2 - - SO4/1 - AATS En-route ATC15.2 - Extension of AMAN to En- RSEQ B1/1 #05 1.1.2 - SO4/1 AM-1.3 AATS route NOPS B1/8 ATC17 - Electronic Dialog supporting SO3/1 - 3.2.1 - - AM-1.3 AATS COTR SO4/1 ATC18 - Multi Sector Planning En- AM-4.3 #63 - FRTO B1/6 - SO4/1 AATS route – 1P2T AM-5.1 ITY-FMTP - Apply a common flight - - - - SO8/3 AM-1.3 EAI message transfer protocol (FMTP) SNET B0/1 SNET B0/2 ATC02.8 - Ground based safety nets - 3.2.1 - SO4/1 - AATS SNET B0/3 SNET B0/4 ATC02.9 - Enhanced STCA for TMAs #60 - SNET B1/2 MST.030 SO4/1 - AATS

LSSIP Year 2020 Switzerland 100 Released Issue ATC20 – Enhanced STCA with DAP via #60 - SNET B1/1 - SO7/2 - AATS Mode S EHS NAV12 – ATS IFR Routes for Rotorcraft #113 - APTA B0/6 MST.031 SO6/5 - AATS Operations

LSSIP Year 2020 Switzerland 101 Released Issue D. SESAR Solutions implemented in a voluntary way3

These SESAR Solutions are not included yet in the ATM MP L3 Plan. EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures- publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan. The specific description of the new 34 SESAR Solutions implemented in a voluntary way introduced in 2020 are hosted on the LSSIP SharePoint : New SESAR Solutions non-committed - Description A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non- committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex.

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

GBAS has limited (GBAS Local Object Consideration Areas) or no protection areas, usually located outside aircraft movement areas. This allows the reduction of runway occupancy times in LVP, reducing spacing between arrival aircraft. Use of GBAS Cat II/III eliminates ILS critical zones, enables flexible approaches, offers PA where ILS cannot due to geography and signal stability (immune to signal Yes, LSZH; date can be Precision bends inherent in ILS), complements ILS at defined as soon as approach airports with multiple RWYs during LVP, the solution is ready for #55 No using GBAS rationalization of some ILS thus reducing implementation (i.e. Category II/III operation and maintenance costs and certified GBAS system optimizing spectrum; offers PA at aerodromes available) without SBAS coverage or where PA performances cannot be achieved with SBAS. GBAS CATII/II improves resilience of airport capacity with fewer flight cancellations due to LVP in force. GBAS CATII/III will enable runway ends that are not ILS CATII/III equipped to be used for CATII/III operations as long as the runway is CATII/III qualified.

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

LSSIP Year 2020 Switzerland 102 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses Aeronautical the IEEE 802.16 (WiMAX) standard. Designed to mobile airport operate in reserved (aeronautical) frequency #102 communi- No No bands, AeroMACS can be used for ANSPs, cation system airspace users and airport authority (AeroMACS) communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP). The Iris Precursor offers a viable option for ATS datalink using existing satellite technology Air traffic systems to support initial four-dimensional services (ATS) (i4D) datalink capability. The technology can be #109 No No datalink using used to provide end-to-end air–ground Iris Precursor communications for i4D operations, connecting aircraft and air traffic management ground systems. The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ADS-B ground system by outside agents. These surveillance of techniques can also be used to cope with Yes, 2026 at LSGG, LSZH #110 aircraft in No malfunctioning of avionics equipment. SESAR and MIL airports flight and on has contributed to the relevant standards, such the surface as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications. By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF Yes load and improve spectrum efficiency. It (06/2021 for the achieves this through the integration of deployment of a Composite validated data items into the WAM channel, technical platform). #114 Surveillance No thereby preventing a need to re-interrogate the CNS roadmap ADS-B / WAM data item. Starts Q3 2022 (LSZH) Since the two surveillance layers share Ends Q2 2023 (LSGG) hardware components, the system offers APP radar improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats.

LSSIP Year 2020 Switzerland 103 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.

The SESAR Solution PJ14.02.06 (“AeroMACS integrated with ATN, Digital Voice and Multilink”) builds upon Solution #102 AeroMACs (AeroMACS) published in the SESAR 1 integrated catalogue. PJ.14-02-06 with ATN, No No AeroMACS is part of the Future Communication Digital Voice Infrastructure supporting the Airport Surface and Multilink Component and is reflected within the ICAO Global Air Navigation Plan (GANP) and the ICAO Communication Roadmap in the GANP. Alternative-Position, Navigation and Timing (A- PNT) is the technological enabler related with the need to introduce ground and airborne systems that can support currently defined and Yes, LSZH; standardized PBN and other CNS-based RNP1 implementation will be operations and provide a backup with the reversion defined as soon as PJ.14-03-04 required level of performance in case of No based on solution is ready (MOPS degradation and absence/loss of GNSS. DME-DME currently being According to the existing regulations, RNP1 developed at EUROCAE) navigation integrity requires the use of GNSS positioning. Therefore, the GNSS loss may become a critical issue for the design of TMA airspace complying with PBN-IR.

LSSIP Year 2020 Switzerland 104 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Target times (TT) shall be applied to selected flights for ATFCM purposes to manage ATFCM at the point of congestion rather than only at departure. Where available, the target times of arrival (TTA) shall be derived from the airport operations plan (AOP). TTAs shall be used to support airport arrival sequencing processes in the en-route phase. Calculated NM's systems shall be able to adjust CTOTs take-off time based on refined and agreed TTAs at the #18 (CTOT) and destination airport; TTAs shall be integrated No Yes (2031) target time of into the AOP for subsequent refinement of the arrival (TTA) NOP. Flight data processing systems may need to be adapted in order to process downlinked trajectory data (ADS-C EPP). In a first step, NM system will transmit calculated target times (TT) at the most penalising regulation reference point in addition to CTOT to all concerned users. Those users should manage this new feature so potential system upgrades should be foreseen. Airspace Users are allowed to change among themselves (via the pre-departure User-driven management process in CDM airports) the prioritisation priority order of flights in the pre-departure 2031 for regional #57 process sequence. The departure time will be Yes aerodromes (UDPP) automatically communicated/coordinated with departure the Network Management Function (NMF) via the DPI message as described in the A-CDM concept. Europe’s vision to achieve high-performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while AOC data minimising constraints due to airspace and increasing service configurations. SESAR has introduced an #67 trajectory early version, which makes use of flight No Yes, mid 2023 prediction planning data sourced from airline operational accuracy control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE). Some elements of AOP/NOP information are important to consider in AU flight planning in order to better align AU and NM trajectories, improve AU fuel prediction and support target Collaborative times management. network NM action with PJ.09-03-02 These elements are: NM action with APTs management APTs  The departure taxi time functions  The planned departure runways  The planned SID. With the implementation of airport CDM procedures, NM receives from most of the

LSSIP Year 2020 Switzerland 105 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify major airports up-to-date and reliable information in DPI messages and updates much more dynamically than the FOC this information in its planned trajectory thanks to live information received from airports. Therefore, this solution defines new information flows for AUs to consider same information as NM related to the departure phase of the flight. Yes. The MUAC The purpose of the Sub-regional Demand ATM-portal was Capacity Balancing (DCB) Service (Supporting Sub-regional deployed at the DCB capability within the ICAO Global Demand skyguide. This Concept) is to facilitate an improved usage of PJ.15-01 Capacity tool allows n/a the airspace at the sub-regional level, through Balancing addressing enhanced planning and consequently more Service priorities on appropriate tactical intervention in support of flights provided AU and AO operations. by Airspace Users. The SWIM-TI Purple Profile (PP) consists of open standards based on reliable and secure SWIM technical infrastructure enabling the SWIM TI integration of the aircraft into the SWIM purple profile network, thus giving it access to air/ground for airground SWIM services (e.g. uplink and downlink of PJ.17-01 No No advisory meteorological and aeronautical information). information It will enable operational applications to uplink sharing meteorological and aeronautical information using SWIM, as well as downlink (e.g. aircraft provided meteorological observations) of information using SWIM.

This objective provides digital AIS data, in particular Digital NOTAM (encoded as “events” in AIXM format), and digital MET data (METAR, TAF, SIGMET in the ICAO iWXXM format) to pilots and dispatchers in the form of digital briefing products and services, which are merged (joint) with the geographical and planned flight trajectory information, and Digital presented (visualised) in a graphical way. #34 integrated No Yes, 2031 The digital integrated briefing is currently briefing targeted for ground use (FOC/WOC, pre‐flight briefing rooms and ARO offices). Some enablers (Digital NOTAM and digital MET data) support the use in the cockpit, in all phases of flight, while enablers for transmission into the cockpit are not yet mature (see IS‐0206 Digital Integrated Briefing during flight execution phase).

LSSIP Year 2020 Switzerland 106 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Common Service for Aeronautical Information Management significantly reduces the overall cost of providing AIM services by using a common, managed service instead of operating numerous individual national systems. Instead of duplicating aeronautical information and manually updating the Static aeronautical information in different Ground PJ.15-10 aeronautical No No Systems, the Common Service for Aeronautical data service Information Management offers a means of maintaining and validating the aeronautical information once and centrally. The ground systems will have to replace their legacy data storage by an interface based on SWIM allowing direct access to quality assured and consistent aeronautical information. The Aeronautical Digital Map Common Service (COSER) provides users the capability to retrieve graphical representation of aeronautical data/information. The output is a standardized/harmonised graphic information that can be retrieved by individual requests demanding specific geographical areas. The retrieval can be performed using regular Aeronautical internet protocols or through SWIM services. PJ.15-11 digital map No No Instead of having to perform the rendering of service aeronautical information as a visualisation in a GIS viewer or aeronautical map over and over again for different systems, generating tremendous development efforts and potentially diverging and unharmonized representations that could potentially lead to safety risks, a harmonized visualisation for different use-cases can be provided centrally. The Aeronautical Dataset Service supports the provision of the aeronautical information product digital data set as defined by ICAO Annex 15: AIP data set, Obstacle data set, Terrain data set, Airport mapping data set, Aeronautical Instrument flight procedure data set. Providing information dataset in digital format will improve the PJ.18-04a management consistency and quality of the data and enhance No No (AIM) the exchange of information. The Aeronautical information Dataset Service will also help service providers meet the requirements for the provision of digital dataset information required by ICAO. The service is created fully in line with the requirements and guidelines defined in the EUROCONTROL SWIM Specifications.

LSSIP Year 2020 Switzerland 107 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify This solution addresses the provision of local MET information to airports and considers the use of existing sensors and MET capabilities for the measurement and generation of MET data. The Glide Wind Profile has been developed as the provider of glide wind data to the Ground Weather Management System (GWMS) using mature sources like Radar and Lidar sensors. Meteorologic The purpose is to enhance separation PJ.18-04b- al (MET) procedures based on the collected wind data. No No 01 information- The METForTAM is an information service that GWMS provides enhanced local MET information (e.g. METEO forecasts and observations) to a specific airport (airport operational centre, APOC). The developed capability and information service aim at enhancing MET data provision capabilities in order to improve the accuracy and timely delivery of expected Meteorological conditions at an airport. Cb-global capability uses data from geostationary satellites to detect, track, and nowcast thunderstorms in order to provide Meteorologic pilots an overview of the current weather al information hazard situation beyond the limited view of the PJ.18-04b- (MET) on-board radar. It is relevant for the upper No No 02 services-Cb- airspace en-route and enables a pilot to global strategically plan a safe and smart flight route around the thunderstorms well ahead in time instead of flying tactical manoeuvres and searching for gaps between the thunder cells.

Continuous Progressive implementation of procedures for descent Continuous Descent Operations (CDO) and #11 operations Continuous Climb Operations (CCO) in higher No No (CDO) using density traffic or to higher levels, optimised for point merge each airport arrival/departure procedure Use of data link communications between the Tower Controllers and the flight crew during D-TAXI service surface movement. for controller- It is based on the D-TAXI service from the CPDLC pilot datalink #23 application, as standardised by RTCA No Yes: 2036-2040 communicatio SC214/EUROCAE WG78 (DO-350 & DO-351). It ns (CPDLC) also includes the access to this service for end application users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller Virtual block No working positions are provided with Virtual #48 control in low No LSZH and LSGG: Stop Bars (VSB) to improve low visibility visibility operations and enhance controllers’ situational already "real" block

LSSIP Year 2020 Switzerland 108 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify procedures awareness. Virtual Stop Bars can be used by the control with stop (LVPs) controller to reduce block-sizes once bars procedural control applies. Additional controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog). This new procedure design builds upon Point merge precision navigation technology (P-RNAV in complex concept) for merging traffic into a single entry No airspace #107 No terminal point, which allows efficient integration and constraints airspace sequencing of inbound traffic together with Continuous Descent Approaches (CDA). No

NB: feasibility study conducted in 2011 for GVA. The flowing Point Merge in high density environment and constraints / complex Extended TMA (E-TMA) sectors limitations had been Arrival replaces radar vectoring with a more efficient highlighted: Management #108 and simplified traffic synchronisation No - Procedures difficult (AMAN) and mechanism that reduces communication Point Merge to be implemented workload and increases collective traffic due to the predictability. surrounding mountains around the airport. - Proximity of the INI sectors above the TMA airspace 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 Yes: LSZH, estimates of when aircraft are ready for already De-icing departure. The solution envisages that de-icing implemented #116 management operations are no longer characterised by the A- tool since Winter No for LSGG CDM concept as ‘adverse conditions’, i.e. a state 2012/2013 that is in need of collaborative recovery procedures, but rather a part of 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

LSSIP Year 2020 Switzerland 109 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing.

The SESAR Solution “Reducing landing minima in low visibility conditions using enhanced Flight vision systems (EFVS)” is intended for flight crews, and corresponds to the use of EFVS visual based technologies displayed in HUD or an equivalent display system. The objective is to provide operational credit in approach as permitted per EASA EU 965/2012 and its coming amendments (NPA 2018-06 AWO) to face to Low visibility conditions. Enabling EFVS operations with operational credits provides a greater availability of suitable destination and alternate aerodromes during periods of reduced visibility. This effectively reduces the number of weather- related delays, cancellations or diversions of flights to CAT II/III aerodromes, permits shorter routings and reduced fuel costs, a faster return Reducing to scheduled operations, and less passenger Landing inconveniences. Minima in A unique advantage of the EFVS on board Low Visibility solution is that it is mainly supported by the Conditions aircraft system instead of airports and the need #117 No No using of complex and costly ground infrastructures as Enhanced those implemented in CATII/III airports. Flight Vision From a global ATM network standpoint, the Systems EFVS operation allows to retain traffic at most (EFVS) of secondary aerodromes by providing operational credit at most of runway ends with precision or non-precision landing minima (LPV, LNAV/ VNAV, ILS CAT1, etc.). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR - DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions. In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting

LSSIP Year 2020 Switzerland 110 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify decision-making and increasing safety margin all the time. Optimised Runway Delivery (ORD) tool is the ATC support tool to enable safe, consistent and efficient delivery of the required separation or spacing between arrival pairs on final approach Optimised to the runway-landing threshold. The ORD tool Runway can be used to support the application of Yes, 2023 in LSZH PJ.02-01-01 Delivery on Distance Based and Time Based wake No (RWY14) Final separation rules e.g. ICAO, RECAT-EU, PWS-A No for LSGG Approach and WDS-A wake separation schemes, and aims at consistently and efficiently managing the spacing compression that occurs on short final from the lead aircraft crossing the deceleration fix. “Optimised Separation Delivery for Departure” (OSD) is the ATC support to enable safe, consistent and efficient delivery of the required separation or spacing between departure pairs from the follower aircraft becoming airborne. Different variants of the tool have been developed in SESAR 2020 Wave 1. These variants include an automatic wake count down Optimised timer and a distance indicator displayed on the Separation PJ.02-01-02 tower controller’s radar screen. The OSD tools No No Delivery for can be used to support the tower controllers in Departure the delivery of time or distance separations. This includes the departure wake separations of ICAO, RECAT-EU, PWS-D and WDS-D as well as departure route separations such as the SID separations and MDIs and ADIs. In airports that require support for both TB and DB separation and spacing rules a combined TBS / DBS variant of the OSD tool may be necessary. Weather Dependent Separations (WDS) for departures is the conditional reduction or suspension of wake separation minima on path of departures over the straight-out initial departure path, applicable under pre-defined Weather- wind conditions, so as, to enable runway Dependent throughput increase compared to the Reductions of applicable standard weather independent wake Wake separation minima. This is on the basis that PJ.02-01-03 No Yes, 2031 (RECAT 3) Turbulence under the pre-defined wind conditions the Separations wake turbulence generated by the lead aircraft for is either wind transported out of the path of the Departures follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The solution covers WDS cross wind concept for departures in segregated mode runway operations. Wake Static PairWise Separation for arrivals (S-PWS- PJ.02-01-04 No Yes, 2026 (RECAT 2) Turbulence A) is the efficient aircraft type pairwise wake

LSSIP Year 2020 Switzerland 111 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Separations separation rules for final approach consisting of (for Arrivals) both the 96 x 96 aircraft type based wake based on separation minima (for the most common Static Aircraft aircraft in ECAC area) and the twenty wake Characteri- category (20-CAT) based wake separation stics minima for arrival pairs involving all the remaining aircraft types. The S-PWS are applied using a separation delivery tool; the pairwise separations will be used as input into the separation delivery tool. “Weather-Dependent Reductions of Wake Turbulence Separations for Final Approach” aims at the optimisation of the ICAO wake turbulence separation by use of weather- dependent separation minima on arrivals Weather- (WDS-A), applicable under given wind Dependent conditions. This allows conditional reduction or Reductions of suspension of separation minima for most Wake aircraft pairs, enabling runway throughput PJ.02-01-05 No Yes, 2031, RECAT 3 Turbulence increase compared to ICAO scheme, whilst Separations maintaining acceptable levels of safety. This is for Final on the basis that under the pre-defined wind Approach conditions the wake turbulence generated by the lead aircraft is either wind transported out of the path of the follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The Static PairWise Separation for Departures (S-PWS-D) concept optimises wake separations between departures on the initial departure Wake path by moving from schemes defined by a Turbulence small number of wake categories (4 to 7 wake Separations categories) to a scheme defined between (for aircraft type pairs for the 96 aircraft types PJ.02-01-06 Departures) No Yes, 2026, RECAT 2 frequently at European major airports, together based on with a scheme defined by a larger number of Static Aircraft wake categories (20-CAT (6-CAT + 14-CAT)) for Characteri- other aircraft type combinations. stics S-PWS for departures are applied using the OSD tool; the pairwise separations will be used as input into the OSD tool. PJ.02-01-07 is a technological solution reducing the Wake Turbulence Risk via positioning of decay enhancing devices that accelerate the Wake Vortex Wake Vortex Decay in Ground Proximity. Decay PJ.02-01-07 Wake Vortex Decay Enhancing Devices, so- No No Enhancing called plate lines, can be installed at any major Devices European airport in order to increase safety by reducing the risk of low-altitude wake encounters. Minimum-pair This solution has a technical aspect and an PJ.02-03 separations operational aspect. On the technical aspect, the No No based on solution has validated to V3 that the application

LSSIP Year 2020 Switzerland 112 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify required of 2NM minimum radar separation (MRS) surveillance between two aircraft established on the final performance approach course to the same runway (RSP) sufficiently mitigates the risk of collision between them, provided the required surveillance performance (RSP) are complied with. In addition to the MRS, runway occupancy time and wake separation constraints need to be considered when determining the minimum separation or spacing required to be applied between two aircraft (the largest of the constraints will need to be applied). The routine application of the 2NM minimum on final approach may require an increased consistency and accuracy in the separation delivery service on final approach. More specifically, the maximum acceptable rate of under-separated pairs on final approach may be lower if the minimum radar separation that is applied is 2NM than if it were to be 2.5 NM, because the consequences of an under- separation event are potentially more severe. For ATC facilities with a separation monitoring function (SMF) that alerts the supervisor, and also possibly the final approach controller, of a significant separation infringement on final approach, where there is currently a spacing minimum margin of 0.5 NM before the alert is triggered, consideration should be given to reducing this margin, e.g. to 0.2NM. Trajectory based Integrated RWY Sequence function establishes an integrated arrival and departure sequence by providing accurate Target Take off Times (TTOTs) and Target Landing Times (TLDTs), including dynamic balancing of arrivals and departures while optimising the runway throughput. It supports TWR and APP ATCOs. Trajectory The look ahead Time Horizon is the time at based which flights become eligible for the integrated PJ.02-08-01 Integrated sequence. The Stable Sequence Time Horizon is No Yes, 2031 Runway the time horizon within which no automatic Sequence swapping of flights in the sequence will occur, but landing and departure time will still be updated. The value of these time horizons is determined by the local implementation and they are not necessarily the same for arrivals and departures. The Integrated Runway Sequence is planned before Arrival flights top of decent and linked with Airport CDM procedures for departures. Runway Manager (RMAN), is a support tool for Runway PJ.02-08-02 the Tower Supervisor to determine the optimal No No Manager runway configuration and distribution of

LSSIP Year 2020 Switzerland 113 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify demand according to capacity and local constraints. During the Planning Phase, the RMAN checks the intentional demand versus the available capacity and it is capable of forecasting imbalances, raising alarms and alerts based on the indicators provided. In the Execution Phase, the RMAN monitors departure, arrival and overall delay and punctuality, in addition to the capacity shortage proposing changes if necessary. RMAN continuously computes the optimal runway configuration and the associated Forecasted Landing (FLDT) and Take Off (FTOT) Times of arrival and departures flights that maximises the runway throughput. The Forecasted Times calculated by the RMAN are provided to the Integrated Runway Sequence using them to calculate the final Target Times. As a conclusion TLDT and TTOT calculated by the Integrated Sequence, follow the Runway DCB Plan allowing the feedback to the RMAN to monitor the status of the Runway and to detect possible imbalances. The intention is to reduce the in-trail separation on final approach by taking into account the Runway Occupancy Time (ROT). A new separation minimum is computed based on the prediction of the ROT, the MRS and WTC separation. ROCAT defines separation sub- categories based on ROT, wake minima from Increased RECAT and reduced radar separation based on Runway ICAO approved minima. The solution consists Throughput on developing the runway occupancy minima PJ.02-08-03 based on local through big data analytics to identify a ROT per Yes Yes, 2036 ROT aircraft type using machine learning techniques characterizati and historical data. on (ROCAT) A change in the separation minima used by ATCO for the aircraft on final approach is supported by decision support tool called LORD (Leading Optimised Runway Delivery). ROCAT can increase runway throughput where the traffic is predominantly medium aircraft, especially where RECAT is inefficient due to the lack of wide-body aircraft types. “Enhanced Visual Operations” are enabled by enhanced vision systems (EVS), synthetic vision systems (SVS), which make more aircraft Enhanced capable of LVC operations and enable more PJ.03a-04 visual No Yes, 2025 efficient approach, landing and taxi and operations operations in LVC. This is applicable to all platforms, even if the main airline platforms have auto land capabilities to facilitate

LSSIP Year 2020 Switzerland 114 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify approaches in LVC. The solution consists of 3 activities focusing on:  HMD fitted with taxi routing and traffic information for easing taxi operation in degraded weather conditions.  HMD equipment as an alternative to HUD equipment for EFVS operations using legacy EFVS sensors.  Use of active sensor with improved performance to overcome the observed limitation of EVS legacy sensors. The Vision based System is an on board alternative solution to heavy and expensive ground infrastructures for approach in LVC. Although TCAS has been in use since long time ago, there is currently no aircraft system to prevent runway collisions. “Traffic alerts for pilots for airport operations” improves safety during airport operations. The flight crew is provided with alert when the on-board system detects a risk of collision with an aircraft on runway or taxiways. The improvement is further split into 2 implementations:  The mainline aircraft implementation Traffic alerts consists of an on-board system, which for pilots for PJ.03b-05 detects risk of collision with other traffic No No airport during runway operations and provides the operations Flight Crew with aural alerts (mostly ‘warning’ alert level).  The business aircraft implementation consists of an on-board system, which detects potential and actual risk of collision with other traffic during runway and taxiway operations and provides the Flight Crew with visual and aural alerts (indication, caution and warning alert levels). The E-AMAN Common Service provides functions necessary to operate Arrival Management with an extended horizon in an environment where multiple actors are involved e.g. multiple Airports, AMANs, ACCs, UACs and other interested parties, e.g. NM (i.e. Cross Boarder Arrival Management). The capability provided by the E-AMAN E-AMAN PJ.15-02 Federation Common Service is the capability of No No Service harmonising the output of local E-AMAN technical capabilities on different geographic or organisational levels (ECAC, FAB, however any other scaling could be considered in principle). The output of the Common Service is delivered to the end-users (e.g. adjacent ACCs / UACs). By this, relocation of functions between stakeholders is performed.

LSSIP Year 2020 Switzerland 115 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify

Based on Advanced-RNP navigation specification, design of optimised routes e.g. Optimised spaced parallel routes, Fixed Radius Transition route network #10 (FRT) and Tactical Parallel Offset (TPO) further No No using enhanced by onboard performance monitoring advanced RNP and alerting and the execution of more predictable aircraft behaviour The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and (ATC) providing real-time and fine- tuning measures to solve ATFCM hotspots, and to perform early measures to alleviate complexity closest to ATC activities. The solution consists of an automated tool and CRYSTAL ACC (deployed Basic EAP associated procedures supporting the basic in 2010) (Extended communication between the Local DCB position #118 Yes CRYSTAL TWR-APP ATC Planning) and the Controllers' Work Positions allowing the (implemented 2020) function EAP and the ATC team in identifying, assessing ACC TWR AND APP and resolving local complexity situations. The GVA of ZRH basic EAP relies on a real time integrated process for managing the complexity of the traffic with capability to reduce traffic peaks through early implementation of fine-tuned solutions to solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights. “Optimized traffic management to enable Free Routing in high and very high complexity environment” supports the implementation of FRA across ACC/FIR borders by contributing to the improvement of ATM at local level. More precisely, it focuses on the improvement of Optimised Separation Provision to enable Free Routing traffic operations within high and very high complexity management cross-border environments in Upper En Route to enable free airspace. The Solution is not targeting PJ.06-01 routing in No Yes (2025) unrestricted free routing operations, but aims high and very at enabling safe and efficient operations in FRA high with minimum structural limits to manage complexity airspace and demand complexity. The Solution environments also relies on the Network Management (NM) function to cope with any Demand and Capacity imbalances created from changes in dominant traffic flows in FRA through the monitoring of the traffic complexity levels together with the level of the traffic demand.

LSSIP Year 2020 Switzerland 116 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify “High Productivity Controller Team Organisation in En-Route (including eTMA)” consists of developing new concepts of operation and identifying the nature of system support required for operating in team High structures that are not the usual Productivity Planner/Executive (1PC – 1EC) two-person ATC Controller sector team. In particular, the Multi-Sector Team Planner (MSP) where a Planner Controller has PJ.10-01a1 Organisation responsibility for the airspace under the No Yes, 2025 in En-Route executive control of two independent Executive (including Controllers (1PC – 2ECs). eTMA) (1PC – The SESAR Solution “High Productivity 2ECs) Controller Team Organisation in En-Route (including eTMA)” focused on the typical one Planner Controller to 2 Executive Controllers MSP organization and team organisation in eTMA (lower En Route sectors) as well as in En Route.

The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using Controlled airborne capabilities to improve arrival time of arrival management. When a time constraint is needed (CTA) in for a flight, the ground system may calculate a medium- #06 CTA as part of the arrival management process, No No density/ and then it may be proposed to the flight for medium- achievement by avionics within required complexity accuracy. Airborne information may be used by environments the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into Arrival different airports by calculating the sequence of management #08 aircraft flying towards an area where their No Planned in 2026 into multiple routes 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.

LSSIP Year 2020 Switzerland 117 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they ACAS Ground occur in accordance with ICAO regulations. Monitoring However these reports can come late, #100 and incomplete or are, absent in some instances. No No Presentation This solution consists of a set of monitoring System 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 Extended and reducing the need for active Mode-S #101 hybrid interrogations. By making fewer active No No surveillance interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The Flight Delay Criticality Indicator (FDCI) information, for a flight having an ATFCM delay, is provided by the Airspace User to both NM and FMPs to indicate that the concerned flight is critical for his business and that he requested that the flight progresses and arrives as much as possible on time.  The resolution of an FDCI request is NMOC AU Processes driven upon the reception of the FDCI PJ.07-01-01 for Trajectory improvement request and when more No No Definition than one regulation is affecting the flight, alternatively in the case there is only one regulation affecting the flight the local FMP can requests the resolution to NMOC.  The resolution is mostly a regulation exclusion or delay reduction (force slot) by NMOC. In this, the focus is put on reactive FDCI that means the FDC flight has an ATFCM delay and slot issued. Integrated tactical and medium conflict Integrated detection & resolution (CD&R) services and tactical and conformance monitoring tools for En-Route and medium TMA aims at improving the separation (tactical Conflict layer) in the En-Route and TMA (but not APP) Detection & operational environments through improved Resolution ground trajectory prediction. This is achieved PJ.10-02a1 (CD&R) No No using existing information on lateral and vertical services and clearances that are known by the ground Conformance system and airborne information such as Mode Monitoring S data. tools for En- This solution is built on SESAR 1 Sol. #27. Route and New features and enhancement brought by TMA PJ10.02a1 are :

LSSIP Year 2020 Switzerland 118 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify  Extension of TCT to all environments : TMA & ER  Improvement of the MTCD to handle level segments  Enhanced resolution features for MTCD & TCT including what-if and what-else probes.  Conformance monitoring tool, based on improved ground trajectory prediction and enriched with additional alerts, such as rate monitoring. This solution addresses the technical enablers supporting the distribution of eFPL information to ATC systems in order to improve the ATC prediction with additional information to better assess the expected sector load and to reduce eFPL the number of false conflict detections, as well supporting PJ.18-02c as to provide the ATCO with better knowledge No No SBT transition of airline intentions thanks to a more accurate to RBT profile and additional elements such as ToC or ToD. The main actors are the Network Manager that provides the eFPL distribution service, and the ATS service providers that integrate and use the information in the ATC systems.

The main driver for MRTM (multiple remote tower module) is increased cost efficiency. The objective is to implement a MRTM that allows the ATCO to maintain situational awareness for 2 or 3 airports simultaneously (including traffic mix of IFR and VFR, as well as aerodrome vehicles). MRTM requires advanced features of the visual reproduction as well as additional voice Multiple services. It is assumed that an ATCO can hold PJ.05-02 remote tower No No endorsements for up to 3 (single) different module airports. There is a fixed allocation of airports to a set of MRTMs. However, in case of high workload, due to e.g. emergency, high traffic volumes or degraded mode, the ATCO can split one airport into a spare MRTM if required. The prerequisite for multiple remote tower operations is the single remote tower operations. Enabling This solution enables the separation of the data PJ.16-03 rationalisation centre where the data is produced (the ATM No No of Data Service Provider - ADSP) from the ATCOs

LSSIP Year 2020 Switzerland 119 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify infrastructure location (the Virtual Centre ATSU). Virtual using virtual Centre is a grouping of Air Traffic Service Units centre based (ATSU), possibly geographically separated, technology sharing ATC operations amongst themselves using data services provided by one or more ADSPs through interfaces defined in Service Level Agreements, in a safe and secure manner. This decoupling delivers the flexibility and performance aspects of the services to ensure the ability of the virtual centre solution to at least support or to improve the operational performance.

This solution refers to simultaneous and non- interfering operations through SBAS (and GBAS as an optional enabler) approach/departure procedures independent from the main runway and dedicated only to rotorcraft operations. Independent The aim is to move rotorcraft operations from rotorcraft PJ.02-05 the active runway to facilitate fixed wing operations at No No aircraft. Specific PBN RNP0.3 IFR procedures the airports to/from an existing VFR FATO shall be deployed to reach a point-in-space (PinS) to access FATO. The solution targets, in particular, relatively large and very large airports and high complexity airspaces. “Enhanced Rotorcraft operations in the TMA” integrate pilot support of both EVS (enhanced vision systems) including visual segments and Enhanced automated flight path following by autopilot rotorcraft system. Advanced Point-In-Space RNP operations approaches and departures to/from FATO are PJ.01-06 and GA based on SBAS navigation. The corresponding No fto operations in rotorcraft specific contingency procedures in the TMA case of loss of communication are defined. The pilot is supported during these operations by dedicated symbology presented on a Head Mounted Display system.

LSSIP Year 2020 Switzerland 120 Released Issue E. Surveillance (SUR)

European ATM Surveillance data are captured to enable Network performance improvements and ensure global interoperability. This Annex includes Surveillance implementation information related to projects, sensors and data integration. The objective for the inclusion of this information in LSSIP is to consolidate the data collection process and increase efficiency by avoiding parallel surveys. The corresponding tables have been prefilled with information already available from recent surveys within the surveillance area.

For practical reasons to harmonize the reporting, since the LSSIP 2020 cycle the questionnaire is included in the LSSIP Annex.

Surveillance Projects This section includes Surveillance system projects covering the full chain from Sensor to Surveillance data integration into SDPS and CWP.

Activity Description System Description Expected contribution to the Schedule Key Performance4 Areas Area / Airspace Area/Name: WAM and WAM with ADS-B Capacity: N/A Sensor installation date: ADS-B Zurich (ZRH) (ADS-B initially as Operational-Efficiency: N/A Q3.2021 Objective: complementary layer for Safety: N/A Operational date: Coverage/ADD/SUR infra contingency and backup. rationalization First use of ADS-B v2 only Security: N/A Implementation project ongoing if associated with with currently estimated IOC: Airspace: CTR/TMA/ENR WAM/MSSR detections. Environment: Reduced footprint and power for 05.2022 (use of WAM only if Service: ATC for 3NM and Use of ADS-B only to be infrastructures and facilities, associated with MSSR) 5NM separations / FIS evaluated, e.g. non radar reduced CO2 from less on-site areas) 09.2022 (use of WAM only Density: High maintenance travels enabled) Sensor/Sites: 14 (8 RX + 6 compared to radar. Traffic: General GAT TX/RX) ADS-B operational integration IFR/VFR RF/Spectrum: optimization date (ATCO CWP) where Provider: Saab-Sensis composite surveillance applicable: Coverage: Zürich Cost-Efficiency: reduction of Estimated End of Life: 2035 APP/ACC Area Of total lifecycle costs compared Responsibility + 20NM to legacy approach Mode-S from MVA up to FL600 radar to not be renewed after their end of life provided WAM performances are met and demonstrated

4 Check NOP for better KPI and link to performance improvements.

LSSIP Year 2020 Switzerland 121 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance5 Areas Area / Airspace Area/Name: WAM and WAM with ADS-B Capacity: N/A Sensor installation date: ADS-B (ADS-B use same as Operational-Efficiency: N/A Q3.2022 Geneva (GVA) above) Safety: N/A Operational date: Objective: Sensor/Sites: Security: N/A Implementation project ongoing Coverage/ADD/SUR infra approximately 12 to be with currently estimated IOC: rationalization confirmed incl. RX only Environment: Reduced and TX/RX (Swiss and footprint and power for 12.2023 Airspace: CTR/TMA/ENR French located antennas. infrastructures and facilities, ADS-B operational integration Service: ATC for 3NM and possible extensions and reduced CO2 from less on-site date (ATCO CWP) where 5NM separations / FIS data sharing evaluated maintenance travels applicable: with DSNA) for DSNA compared to radar. Density: High usage Estimated End of Life: 2035 RF/Spectrum: optimization Traffic: General GAT Provider: Saab-Sensis /composite surveillance IFR/VFR Coverage: Geneva Cost-Efficiency: reduction of APP/ACC Area Of total lifecycle costs compared Responsibility + 20NM to legacy approach Mode-S from MVA up to FL600 radar to not be renewed after their end of life provided WAM performances are met and demonstrated

Area/Name: WAM WAM with ADS-B Capacity: reduced Sensor installation date: Locarno (LOC) TMA + separations Sites: 25 + 5 Q3.2019 WAM South Extension Operational-Efficiency: LFN Provider: Saab-Sensis Operational date: Swiss Air Force system for Low Flight Network civil-military operations of Coverage: Locarno Project ongoing with current Safety: increased air traffic the airbase and nearby Lugano TWR/APP Areas estimated IOC: situational awareness airspace TMA + extended of Responsibility up to Local Operations Q2 20210 sensors for further FL130 Security: N/A coverage and Full integration skyguide: Q2 Environment: N/A interoperability with WAM 2023 skyguide RF/Spectrum: optimization ADS-B operational integration /composite surveillance Objective: Coverage date (ATCO CWP) where Airspace: CTR/TMA Cost-Efficiency: N/A applicable: N/A Service: FIS / ATC Estimated End of Life: 2035 separation Density: Low Traffic: General GAT, OAT IFR/VFR

5 Check NOP for better KPI and link to performance improvements.

LSSIP Year 2020 Switzerland 122 Released Issue

Surveillance sensors (just numbers, no technical/ops details) This section summarises the number of Surveillance sensors per state. This covers all current and planned sensors intended for operational use. Note: Please only count each sensor once even if it is part of combined systems. A combined PSR and Mode S SSR is only counted once in the row for CMB PSR Mode S (and consequently not counted in the PSR nor in the Mode S rows). Similarly, for a multilateration system, providing coverage both on the airport surface and in the CTR or TMA the individual sensor can be allocated to one or the other but each sensor must only be counted once, either in one of the MLAT/WAM rows or in one of the Airport MLAT/LAM rows.

Skyguide sensors

Sensor Type 2020 2021 2022 2023 2024 2025

Mode A/C

CMB PSR Mode A/C

Mode S 6 6 6 6 6 2

CMB PSR Mode S

PSR stand alone 2 2 2 2 2 2

WAM Sensors 5 5 19 31 31 31

ADS-B stand alone

Space-based ADS-B

Surface Movement Radar (SMR) 4 4 4 4 4 4

Airport MLAT Sensors 43 43 55 55 55 55

ADS-B equipped Vehicles 360 360 360 360 360 360

Surveillance Data Use (skyguide) This section provides and overview of the use of Surveillance data per state. This includes usage of Downlinked Aircraft derived Parameters (DAP) / Aircraft Derived Data (ADD) and ADS-B data.

ADD/DAP data usage ATCO, System, Tools (which tool)

ADD/DAP data usage Operational Usage (ATCO, system, tools, etc.) or planned ops date

Selected Altitude Operational ATCO, Tools: Cleared Flight Level Adherence monitoring, STCA

Barometric pressure setting Operational ATCO

Roll angle Operational ATCO

True track angle Operational ATCO, Tools: Derive wind

Ground speed Operational ATCO, Tools: Derive wind

Track angle rate Not used

Magnetic heading Operational ATCO, Tools: Derive wind

LSSIP Year 2020 Switzerland 123 Released Issue ADD/DAP data usage Operational Usage (ATCO, system, tools, etc.) or planned ops date

Indicated airspeed Operational ATCO

Mach No Operational ATCO

Vertical rate (Baro, Inertial) Operational ATCO

ADS-B integration

ADS-B use case and integration date Operational or Sites planned ops date

ACC ATC integration ENR 2023 ATM integration Zürich and Geneva (complementary or contingency SUR layer)

APP ATC integration TMA/CTR 2023 ATM integration Zürich and Geneva (complementary or contingency SUR layer)

Flight Information Service N/A

ATCO Traffic Awareness N/A

Traffic planning e.g. Arrival Manager N/A

Conflict Alerting, e.g. STCA N/A

Airport surveillance e.g. Traffic awareness, Operational Zürich and Geneva airport Target identification support (ground vehicles)

Other: U-Space Q2-2022 Main airports and regional aerodromes

LSSIP Year 2020 Switzerland 124 Released Issue F. Glossary of abbreviations

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

Term Description

ACC Area Control Centre AF ATM Functionality AGY EUROCONTROL Agency AIC Aeronautical Information Circular AIP Aeronautical Information Publication ANSP Air Navigation Services Provider AOM Airspace Organisation Management ARINC Aeronautical Radio Incorporated ASM Airspace Management ATC Air Traffic Control ATCO Air Traffic Control Officer ATFCM Air Traffic Flow and Capacity Management ATFM Air Traffic Flow Management ATIS Automatic Terminal Information Service ATM Air Traffic Management ATN Aeronautical Telecommunications Network ATS Air Traffic Services CAA Civil Aviation Authority CDM Collaborative Decision Making CFMU Central Flow Management Unit CIDIN Common ICAO Data Interchange Network CPDLC Controller Pilot Data Link Communications CTA Control Area EAD European Aeronautical Database EC European Commission/Community ECAC European Civil Aviation Conference EDA EEC EUROCONTROL Experimental Centre (Bretigny) EGNOS European Geostationary Navigation Overlay Service ESA EU European Union EUROCAE European Organisation for Civil Aviation Equipment

LSSIP Year 2020 Switzerland 125 Released Issue Term Description

FCM Flow and Capacity Management FDPS Flight Data Processing System FIR Flight Information Region (ICAO) FIS Flight Information Services FMP Flow Management Position FMS Flow Management System FOCA Federal Office of Civil Aviation (Switzerland) FT Fast Tracks FUA Flexible Use of Airspace FZAG Flughafen Zürich AG GAT General Air Traffic GNSS Global Navigation Satellite System GPS Global Positioning System IANS EUROCONTROL Institute for Air Navigation Services IATA International Air Transport Association ICAO International Civil Aviation Organisation IFATCA International Federation of Air Traffic Controllers Association MET Meteorology MIL Military NAV Navigation NOTAM Notice to Airmen OAT Operational Air Traffic OLDI On Line Data Interchange PCP Pilot Common Project DP Deployment Programme RDPS Radar Data Processing System R&D Research & Development RWY Runway SAF Safety Management S-AF Sub ATM Functionality SAR Search and Rescue SARPS Standard and Recommended Practices (ICAO) SLoA Stakeholder Line of Action STATFOR Statistics and Forecast TMA Terminal Control Area UAC Upper Area Control (Centre) VFR Visual Flight Rules VHF Very High Frequency VMC Visual Meteorological Conditions

LSSIP Year 2020 Switzerland 126 Released Issue