LSSIP 2020 SLOVAK REPUBLIC LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
Document Title LSSIP Year 2020 for Slovak Republic
Info Centre Reference 20/12/22/85 Date of Edition 31/03/2021 LSSIP Focal Point P.Gelinger – LPS SR – [email protected] LPS SR, š. p. LSSIP Contact Person B. Hill – bernd.hill@eurocontrol.int EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring
Reference Documents
LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP http://aim.lps.sk/web/?fn=1&lng=en FAB Performance Plan https://www.fab-ce.eu/ covering RP2 2014-2019 Latest FABCE Performance Plan V2.0 For details contact: Mr Matej Eljon [email protected]
LSSIP Year 2020 Slovak Republic Released Issue
APPROVAL SHEET
The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020.
Stakeholder / Organisation Name Position Signature and date
ANS Provider Mr Igor URBÁNIK Acting CEO LPS SR, š. p.
Mr Martin ANS Provider SHMU Director General BENKO
Chairman of the Airport Operator Mr Peter Csicsay Board of Directors
Transport Authority Mr Pavol HUDÁK Chairman
Mr Maroš Military Aviation Authority Director KLINČÁK
Modernization Department Ministry of Defence of the Mr Jozef ZEKUCIA Director Slovak Republic
Headquarters of the Air Mr Róbert TÓTH Commander Force
Ministry of Transport and Mr Jozef Acting Director Construction, Directorate MORAVČÍK General General of Civil Aviation and Water Transport
LSSIP Year 2020 Slovak Republic Released Issue
TABLE OF CONTENTS
Executive Summary ...... 1 Introduction ...... 13 1. National ATM Environment ...... 14 Geographical Scope ...... 14 National Stakeholders ...... 18 2. Traffic and Capacity ...... 26 Evolution of traffic in Slovak Republic ...... 26 ACC Bratislava ...... 27 3. Implementation Projects ...... 29 National projects ...... 29 FAB projects ...... 30 Multinational projects ...... 32 4. Cooperation activities...... 33 FAB Co-ordination ...... 33 Multinational cooperation initiatives ...... 35 5. Implementation Objectives Progress ...... 36 State View: Overall Objective Implementation Progress ...... 36 Objective Progress per SESAR Essential Operational Changes ...... 38 ICAO ASBU Implementation Progress ...... 43 Detailed Objectives Implementation progress ...... 47 6. Annexes ...... 77 A. Specialists involved in the ATM implementation reporting for the Slovak Republic...... 77 B. National stakeholders organisation charts ...... 78 C. Implementation Objectives’ links with other plans...... 85 D. SESAR Solutions implemented in a voluntary way ...... 90 E. Surveillance (SUR) ...... 108 F. Glossary of abbreviations ...... 111
LSSIP Year 2020 Slovak Republic Released Issue
Executive Summary
National ATM Context
Member State of:
1
The Slovak Republic as an EU member, is applying all ATM regulations adopted by EU and related legal acts prepared by EASA. No important changes have occurred during the past year. Slovak airspace is one of the most significant air corridors with most traffic flying in its western part. All five sectors were activated last year and we saw a significant decreased number of movements compared to the previous year. The ´average delay per one movement´ indicator was stable and ensured the flawless operation. Main national stakeholders: - The Ministry of Transport and Construction of the Slovak Republic (MoT SK); - The Transport Authority (TA) in its independent function of National Supervisory Authority (NSA SK) in accordance with EU legislation and Aviation Act of the Slovak Republic; - Aviation and Maritime Investigation Authority (AMIA); - Letové prevádzkové služby Slovenskej republiky, štátny podnik, v skratke LPS SR, š. p., a state enterprise, designated for provision of air navigation services; - Slovak Hydro meteorological Institute (SHMÚ), designated for provision of meteorological services; - The Ministry of Defence of the Slovak Republic - Air Force of the Slovak Republic (MoD SK- VzS OS SR) designated for provision of ATS at Sliač Airport; - Letisko M. R. Štefánika – Airport Bratislava, a. s. (BTS); - Military Aviation State Administration Department (MAA) of the Ministry of Defence of the Slovak Republic.
Main airport covered by LSSIP: Letisko M. R. Štefánika – Airport Bratislava, a. s. (BTS).
LSSIP Year 2020 Slovak Republic 1 Released Issue Traffic and Capacity
Summer Forecast (May to October inclusive)
12.8% -64% & 48.1% 2020 &3.2%2021-202 4
Per ACC
0.00
2019-2020
No capacity issues are foreseen for Bratislava ACC in Summer 2021.
LSSIP Year 2020 Slovak Republic 2 Released Issue Slovak Republic is part of:
The FAB CE – FAB Central Europe
Number of national projects: 4 Number of FAB projects: 7 Number of multinational projects: 3
Summary of 2020 developments: The aviation sector in Europe, including in the Slovak Republic, had to face severe difficulties during the year 2020. The impact due to the COVID-19 crisis is visible in a slower progress for some of the ongoing Objectives. No new Objectives were added for the Slovak Republic, one objective was removed and for several objectives the FOC dates were updated to a later implementation date. From an organisational point of view, the year 2020 was without any significant changes. However, significant changes are expected for the year 2021, due to the need to implement cost saving measures as a response to the dramatic decrease in air traffic and to cope with the pandemic situation. During the course of 2020 completion of two Objectives was achieved. The Objectives ITY-AGVCS2 and ITY-SPI were finalised and were marked as completed for all involved stakeholders. Significant progress was made in AOM19.3, AOM13.1 and NAV3.1 that are now closer to successful completion.
The following Objectives are envisaged to be completed during the year 2021: - Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling (AOM13.1); - ASM Support Tools to Support Advanced FUA (AFUA) (AOM19.1); - Full Rolling ASM/ATFCM Process and ASM Information Sharing (AOM19.3); - Short Term Conflict Alert (STCA) for TMAs (ATC02.9); - Electronic Terrain and Obstacle Data (INF07); - Ensure Quality of Aeronautical Data and Aeronautical Information (ITY-ADQ).
LSSIP Year 2020 Slovak Republic 3 Released Issue Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non- PCP) and the PCP elements. It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2020, i.e. disregarding the declared “NOT APPLICABLE” LSSIP progress status. The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives: AOP17, ATC02.9 and COM11.2.
Pre-SESAR Phase 2000 2030
66%
SESAR 1 (PCP only) 2011 2025
41%
SESAR 1 (non-PCP) 2013 2030
18%
LSSIP Year 2020 Slovak Republic 4 Released Issue
Progress per SESAR Essential Operational Changes and Phase
The figure below shows the progress made so far, per SESAR Essential Operational Changes, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per EOC, of the same objectives as in the previous paragraph.
ATM 42 % Interconnected 0 % Network 24 %
Airport and TMA 23 % performance 100 %
CNS 83 % Infrastructure 23 % and Services 25 %
Digital AIM and 74 % MET Services
Fully Dynamic 100 % and Optimised Airspace 40 %
Multimodal Mobility and N/A integration of all
Airspace Users Trajectory Based 100 % Operations 24 %
Virtualisation of Service Provision N/A
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 Slovak Republic 5 Released Issue ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 5.3 – ICAO ASBU Implementation Progress.
Block 0 2000 2030
62%
Block 1 2009 2030
41%
Block 2 2013 2025
13%
Block 3 2018 2025
3%
LSSIP Year 2020 Slovak Republic 6 Released Issue ATM Deployment Outlook
State Objectives
Deployed in 2019 - 2020 - 8,33 kHz Air-Ground Voice Channel Spacing below FL195 ITY-AGVCS2 - 100 % progress - Surveillance Performance and Interoperability ITY-SPI - 100 % progress
By 2021 By 2022 By 2023 By 2024+
- Ensure Quality of - RNAV 1 in TMA Operations - Voice over Internet - Information Exchanges Aeronautical Data and NAV03.1 - 61 % progress Protocol (VoIP) in using the SWIM Yellow TI Aeronautical Information - Initial ATC Air-Ground Data Airport/Terminal Profile ITY-ADQ - 68 % progress Link Services COM11.2 - 23 % progress INF08.1 - 03 % progress - Collaborative Flight ITY-AGDL - 18 % progress - RNP Approach Procedures Planning to instrument RWY FCM03 - 36 % progress NAV10 - 81 % progress - Electronic Terrain and - Voice over Internet Obstacle Data (eTOD) Protocol (VoIP) in En-Route INF07 - 81 % progress COM11.1 - 25 % progress - Management of Pre- defined Airspace Configurations AOM19.4 - 00 % progress - Traffic Complexity Assessment FCM06 - 10 % progress - Short Term Conflict Alert (STCA) for TMAs ATC02.9 - 49 % progress - Interactive Rolling NOP FCM05 - 00 % progress - ASM Support Tools to Support Advanced FUA (AFUA) AOM19.1 - 70 % progress - ASM Management of Real- Time Airspace Data AOM19.2 - 00 % progress - Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 - 49 % progress - Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 - 23 % progress - Full Rolling ASM/ATFCM
LSSIP Year 2020 Slovak Republic 7 Released Issue Process and ASM Information Sharing AOM19.3 - 85 % progress - Short Term ATFCM Measures (STAM) - Phase 2 FCM04.2 - 05 % progress
LSSIP Year 2020 Slovak Republic 8 Released Issue Overall situation of Implementation Objectives
Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 AOM13.1 Harmonise Operational Air Traffic (OAT) and General 49% Late Air Traffic (GAT) Handling AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) 70% Ongoing * AOM19.2 ASM Management of Real-Time Airspace Data 0% Planned * AOM19.3 Full Rolling ASM/ATFCM Process and ASM 85% Ongoing * Information Sharing AOM19.4 Management of Pre-defined Airspace Configurations 0% Planned * AOM21.1 Direct Routing 100% Completed AOM21.2 Free Route Airspace 100% Completed * AOP04.1(LZIB) Advanced Surface Movement Guidance and Control 0% Not * System A-SMGCS Surveillance (former Level 1) Applicable AOP04.2(LZIB) Advanced Surface Movement Guidance and Control 0% Not * System (A-SMGCS) Runway Monitoring and Conflict Applicable Alerting (RMCA) (former Level 2) AOP05(LZIB) Airport Collaborative Decision Making (A-CDM) 0% Not * Applicable AOP10(LZIB) Time-Based Separation 0% Not * Applicable AOP11(LZIB) Initial Airport Operations Plan 0% Not * Applicable AOP12(LZIB) Improve Runway and Airfield Safety with Conflicting 0% Not * ATC Clearances (CATC) Detection and Conformance Applicable Monitoring Alerts for Controllers (CMAC) AOP13(LZIB) Automated Assistance to Controller for Surface 0% Not * Movement Planning and Routing Applicable AOP14(LZIB) Remote Tower Services 0% Not 2030 Applicable AOP15(LZIB) Enhanced traffic situational awareness and airport 0% Not 2030 safety nets for the vehicle drivers Applicable
LSSIP Year 2020 Slovak Republic 9 Released Issue Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 AOP16(LZIB) Guidance assistance through airfield ground lighting 0% Not 2030 Applicable AOP17(LZIB) Provision/integration of departure planning 0% Not yet 2030 information to NMOC planned AOP18(LZIB) Runway Status Lights (RWSL) 0% Not 2030 Applicable ATC02.2 Implement ground based safety nets - Short Term 100% Completed Conflict Alert (STCA) - level 2 for en-route operations ATC02.8 Ground-Based Safety Nets 100% Completed * ATC02.9 Short Term Conflict Alert (STCA) for TMAs 49% Late * ATC07.1(LZIB) AMAN Tools and Procedures 0% Not * Applicable ATC12.1 Automated Support for Conflict Detection, Resolution 23% Ongoing * 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 0% Not yet * planned ATC16 Implement ACAS II compliant with TCAS II change 7.1 100% Completed ATC17 Electronic Dialogue as Automated Assistance to 0% Not * Controller during Coordination and Transfer Applicable ATC18 Multi-Sector Planning En-route - 1P2T 0% Not 2030 Applicable ATC19 Enhanced AMAN-DMAN integration 0% Not 2030 Applicable ATC20 Enhanced STCA with down-linked parameters via 0% Not 2030 Mode S EHS Applicable COM10 Migrate from AFTN to AMHS 100% Completed COM11.1 Voice over Internet Protocol (VoIP) in En-Route 25% Late * COM11.2 Voice over Internet Protocol (VoIP) in 23% Ongoing * Airport/Terminal COM12 New Pan-European Network Service (NewPENS) 100% Completed * ENV01(LZIB) Continuous Descent Operations (CDO) 0% Not *
LSSIP Year 2020 Slovak Republic 10 Released Issue Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 Applicable ENV02(LZIB) Airport Collaborative Environmental Management 0% Not 2030 Applicable ENV03(LZIB) Continuous Climb Operations (CCO) 0% Not yet 2030 planned ENV03(LZKZ) Continuous Climb Operations (CCO) 0% Not yet 2030 planned ENV03(LZPP) Continuous Climb Operations (CCO) 0% Not yet 2030 planned ENV03(LZTT) Continuous Climb Operations (CCO) 0% Not yet 2030 planned ENV03(LZZI) Continuous Climb Operations (CCO) 0% Not yet 2030 planned FCM01 Implement enhanced tactical flow management 100% Completed services FCM03 Collaborative Flight Planning 36% Ongoing * FCM04.2 Short Term ATFCM Measures (STAM) - Phase 2 5% Ongoing * FCM05 Interactive Rolling NOP 0% Planned * FCM06 Traffic Complexity Assessment 10% Ongoing * INF07 Electronic Terrain and Obstacle Data (eTOD) 81% Late INF08.1 Information Exchanges using the SWIM Yellow TI 3% Ongoing * Profile ITY-ACID Aircraft Identification 100% Completed * ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical 68% Late Information ITY-AGDL Initial ATC Air-Ground Data Link Services 18% Late * 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 61% Ongoing 2030
LSSIP Year 2020 Slovak Republic 11 Released Issue Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 NAV03.2 RNP 1 in TMA Operations 100% Completed * NAV10 RNP Approach Procedures to instrument RWY 81% Ongoing * NAV12 ATS IFR Routes for Rotorcraft Operations 0% Not 2030 Applicable 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 Slovak Republic 12 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 Slovak Republic 13 Released Issue
1. National ATM Environment
Geographical Scope
International Membership
The Slovak Republic is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC June 1991 EUROCONTROL 1997 European Union 2004 EASA May 2004 ICAO 1947 NATO March 2004 ITU February 1993 EDA 2004
Geographical description of the FIR(s)
BRATISLAVA FIR is defined as airspace over the Slovak Republic within the State boundary. BRATISLAVA FIR consists of Controlled Airspace and Uncontrolled Airspace. Provision of service: H24 Controlled Airspace: Bratislava CTA - Airspace outside CTR/TMA from 8 000 ft AMSL (10 000 ft AMSL within lateral limits of TMA 4 Poprad) to FL 660; ATS provided by Area Control Centre - Bratislava CTA can be divided laterally and/or vertically up to 5 controlling sectors - Class of airspace: C CTR/TMA (see enclosed map) - Class of airspace C or D, ATS provided by appropriate approach and/or tower units Uncontrolled Airspace: Airspace outside CTR/TMA from GND to 8 000 ft AMSL (10 000 ft AMSL within lateral limits of TMA 4 Poprad), FIS provided by Flight Information Centre Class of Airspace: G In terms of route structure, BRATISLAVA FIR is divided to Lower Airspace (GND/FL 245) and Upper Airspace (FL 245/UNL)
LSSIP Year 2020 Slovak Republic 14 Released Issue
The following map shows the geographical situation of the Slovak airspace.
LSSIP Year 2020 Slovak Republic 15 Released Issue Airspace Classification and Organisation
LSSIP Year 2020 Slovak Republic 16 Released Issue Outside OPR HR of Piešťany TWR the airspace classification of Piešťany CTR and TMA is changed from D to G. Outside OPR HR of Tatry TWR the airspace classification of Tatry CTR and Poprad TMA 1, TMA 2, TMA 3 and TMA 4 changed from D to G and air traffic services are provided by Bratislava FIC. Outside OPR HR of Žilina TWR the airspace classification of Žilina CTR and TMAs up to 8 000 ft is changed from D to G, above that level from D to C. Outside OPR HR of Sliač APP/TWR the airspace of Sliač CTR and TMA becomes restricted airspace.
ATC Units The ATC units in the Slovak Republic airspace, which are of concern to this LSSIP are the following:
ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Bratislava ACC 5+1 AT, CZ, PL, UA, HU Štefánik APP/TWR 1 AT, HU + 1 TWR for Bratislava M. R. Štefánik Airport Košice APP/TWR 1 HU + 1 TWR for Košice Airport Tatry TWR 1 PL Incl. TWR for Poprad-Tatry Airport Piešťany TWR 1 N/A Incl. TWR for Piešťany Airport Žilina TWR 1 CZ Incl. TWR for Žilina Airport Sliač APP/TWR 1 N/A + 1 TWR for Sliač Airport
U-Space services An overview of the current implementation progress and short to medium term planning information on the main elements underlying the provision of the U-Space services enabling Very Low Level drones operations is provided in Annex to this document. The following table contains a list of the 16 services expected to be available in phases U1 (2019) to U3 (2025), as described in the European ATM Master Plan add-on: Roadmap for the safe integration of drones into all classes of airspace.
Phase Service U1.1 e-Registration U1 Foundation Services U1.2 e-Identification U1.3 Pre-tactical Geo-fencing U2.1 Tactical Geo-fencing U2.2 Flight Planning Management U2.3 Weather Information U2.4 Tracking U2 Initial Services U2.5 Monitoring U2.6 Drone Aeronautical Information Management U2.7 Procedural Interface with ATC U2.8 Emergency Management U2.9 Strategic De-confliction U3.1 Dynamic Geo-fencing U3.2 Collaborative Interface with ATC U3 Advanced Services U3.3 Tactical De-confliction U3.4 Dynamic Capacity Management
LSSIP Year 2020 Slovak Republic 17 Released Issue National Stakeholders
The main National Stakeholders involved in ATM in the Slovak Republic are the following: The Ministry of Transport and Construction of the Slovak Republic (MoT SK); The Transport Authority (TA) in its independent function of National Supervisory Authority (NSA SK) in accordance with EU legislation and Aviation Act of the Slovak Republic; Aviation and Maritime Investigation Authority (AMIA); Letové prevádzkové služby Slovenskej republiky, štátny podnik, v skratke LPS SR, š. p., a state enterprise, designated for provision of air navigation services; Slovak Hydrometeorological Institute (SHMÚ), designated for provision of meteorological services; The Ministry of Defence of the Slovak Republic - Air Force of the Slovak Republic (MoD SK- VzS OS SR) designated for provision of ATS at Sliač Airport; Letisko M. R. Štefánika – Airport Bratislava, a. s. (BTS); Military Aviation State Administration Department (MAA) of the Ministry of Defence of the Slovak Republic Note: The Functions of National Supervisory Authority (NSA) in accordance with Regulation (EC) No 549/2004 is performed by: Transport Authority – Civil Aviation Division.
Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. More detailed charts are presented in the Annexes.
LSSIP Year 2020 Slovak Republic 18 Released Issue Civil Regulator(s)
General Information Civil Aviation in the Slovak Republic is the responsibility of the Ministry of Transport and Construction of the Slovak Republic (MoT SK). The regulatory entity under the structure of MoT SK in Civil Aviation is the Directorate General of Civil Aviation. It is (among other functions in civil aviation) responsible for: State transport policy in Civil Aviation; Representing state in international civil aviation organisations; Monitoring of state supervision in Civil Aviation; Legislation and regulatory process; Designation of Air Navigation Services Providers. The Ministry of Defence of the Slovak Republic (MoD SK) is responsible for the process of national military aviation legislation and regulation of military aviation in general. MoD SK is responsible for handling of military air traffic in reserved areas for state military aircraft (licensing of military ATCOs). The Ministry of Defence of the Slovak Republic for these purposes delegated certain responsibilities to the Military Aviation State Administration Department (MAA). The Ministry of Interior of the Slovak Republic is responsible for regulation of state aircraft other than military aircraft. The Transport Authority (TA) has been established as a legal successor of the Civil Aviation Authority of the Slovak Republic with effect from 1st of January, 2014. The TA is an independent institution represents the Slovak Republic at EASA, performs some tasks on behalf of European Aviation Safety Agency and fulfils the role of National Supervision Authority for SES purposes (NSA). The TA is responsible for but not limited to: Certification of Air Navigation Services Providers, Certification of systems used or intended to use by Air Traffic Services Providers, Aeronautical Telecommunication Services Providers, Aeronautical Information Services Providers and Meteorological Services Providers, Licensing of Air Traffic Services Personnel, Performance monitoring of Air Navigation Services, Supervision of Air Navigation Services. MoT SK acts as an economic and market regulator in the civil aviation. In general, the MoT SK is responsible for preparation, transposition and implementation of legal rules. The TA acts as advisory body in this process, as well as, according to the Civil Aviation Act, it has a legislative initiative.
LSSIP Year 2020 Slovak Republic 19 Released Issue The different national entities having regulatory responsibilities in ATM are summarised in the table below.
Activity in ATM: Organisation responsible Legal Basis Rule-making MoT SK EU legislation and Civil Aviation Act (143/1998 as amended) Safety Oversight TA (NSA) EU legislation and Civil Aviation Act Enforcement actions in case of MoT SK EU legislation and Civil Aviation Act non-compliance with safety TA regulatory requirements Airspace MoT SK and MoD SK EU legislation and Civil Aviation Act Economic MoT SK EU legislation and Civil Aviation Act Environment MoT SK EU legislation and Civil Aviation Act Security MoT SK, TA EU legislation and Civil Aviation Act Accident investigation AMIA EU legislation and Civil Aviation Act
Enforcement actions in case of non-compliance with safety regulatory requirements: TA is acting as certifying authority and MoT SK as designating authority. Enforcement actions are linked accordingly to scope of responsibility. Airspace: Major changes of Airspace are associated with mutual co-ordination/approval of MoT SK and MoD SK. Security: MoT SK is responsible for international security activity. TA is responsible for assessment of security programmes, supervision of organizations which are obligated to have security processes in place, assessment of background check of individuals. Detailed description of tasks and responsibilities are published in National Aviation Security Programme which is published as special Attachment to national version ICAO Annex 17.
Administration in the Civil Aviation of Slovak Republic MoT SK and TA are institutionally separated from ANSPs. In general the MoT SK is responsible for preparation, transposition and implementation of legal rules. The TA acts as advisory body in this process, as well as, according to the Civil Aviation Act, it has a legislative initiative and it adopts manuals and procedures for executive activities. TA main responsibility is safety and security oversight of ANSPs. For ATM safety regulation, the responsible body is MoT SK (Directorate General of Civil Aviation) and for executive manuals and procedures, the responsible body is TA along with deep responsibility of safety oversight and licensing procedures.
Annual Report published: Y https://www.mindop.sk/uploads/extfiles/vyrocnespravy/2019/VYROCNA%20SPRA VA%202019%20final%20web.pdf TA Transport Authority Y http://nsat.sk/wp-content/uploads/2020/11/Vyrocna-sprava-DU-za-rok-2019.pdf
An organisational Chart is shown in the Annex. Web adresses: MoT SK: www.mindop.sk TA: www.nsat.sk
LSSIP Year 2020 Slovak Republic 20 Released Issue LPS SR, š. p.
Services provided Letové prevádzkové služby Slovenskej republiky, štátny podnik, v skratke LPS SR, š. p., (LPS) has been entrusted with provision of air navigation services under the Slovak Laws since January 1993 and designated as ANSP in 2006. LPS, state enterprise, is acting as a commercial entity. The Supervisory Board of LPS comprises of members who are selected by the MoT SK and members elected by LPS employees, to maintain the majority of the State representation. The mission of LPS is in the following domains: Air Traffic Services Operations; Aeronautical Telecommunication Services; ATS Infrastructure Operation, Maintenance, and Development; Aeronautical Information Management, including Aeronautical Information Services; Air Traffic Services Safety and Quality; Search and rescue Co-ordination; Administrative and Finance.
Governance: State enterprise Ownership: Slovak Republic Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Aerodrome(s) Y AIS Y CNS Y MET N ATCO training Y Others N/A Additional information: Provision of services in Y HU other State(s): Annual Report published: Y https://www.lps.sk/images/vs/vs2019en.pdf
LPS website: www.lps.sk An organisational Chart is shown in the Annex.
LSSIP Year 2020 Slovak Republic 21 Released Issue Slovenský hydrometeorologický ústav (SHMÚ)
Slovak Hydro meteorological Institute (SHMÚ) has been entrusted for provision of meteorological services under the Slovak Laws since January 1993 and being designated as MET Service Provider in 2006, re-designated in 2013, again in 2017 and according to the regulation (EU) 2017/373, again in 2020. SHMÚ is a state subsidised organization operating under the Ministry of Environment of the Slovak Republic.
Governance: State enterprise Ownership: Slovak Republic Services provided Y/N Comment ATC en-route N ATC approach N ATC Aerodrome(s) N AIS N CNS N MET Y ATCO training N/A Others N/A Additional information: Provision of services in N other State(s): Annual Report published: Y More detailed annual report is available for TA and MoT SK
SHMU website: www.shmu.sk
MoD - Air Force of the Slovak Republic (MoD - VzS OS SR) MoT re-designated MoD - VzS OS SR for provision of air navigation services in June 2011. VzS OS SR is providing ANS at Sliač Airport as the military provider fulfilling civil aviation regulations.
Governance: State enterprise Ownership: Slovak Republic Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Aerodrome(s) Y AIS N At Sliač Airport provided by LPS (based on the contract arrangements) CNS Y MET N At Sliač Airport provided by SHMÚ ATCO training Y Only unit training, other types of training are provided by LPS (based on the contract arrangements) Others N/A Additional information: Provision of services in Y HU other State(s): Annual Report published: N
LSSIP Year 2020 Slovak Republic 22 Released Issue ATC systems in use
Main ANSP part of any technology alliance2 N
FDPS Specify the manufacturer of the ATC system currently in use: Thales Air Systems Upgrade3 of the ATC system is performed or planned? 2021 Replacement of the ATC system by the new one is planned? - ATC Unit Bratislava ACC, Štefánik APP/TWR
SDPS Specify the manufacturer of the ATC system currently in use: EUROCONTROL Upgrade of the ATC system is performed or planned? 2021 Replacement of the ATC system by the new one is planned? - ATC Unit Bratislava ACC, Štefánik APP/TWR
Airports
General information The main airports/aerodromes in the Slovak Republic are: Letisko M. R. Štefánik Bratislava - Bratislava Airport, Košice Airport, Piešťany Airport, Sliač Airport, Poprad-Tatry Airport and Žilina Airport. They all are international airports for public use. All above-mentioned airports are joint stock companies. Ownership differs on individual airports and stakeholders are usually municipalities, regional governments, MoT SK and private companies.
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. So, the following airport is covered in this LSSIP: Bratislava Airport (LZIB). Note: Traffic density at Bratislava Airport does not require implementation of all Objectives as they are defined for the Airports listed in the ATM MP L3 Plan. In such cases N/A is used. Nevertheless, all above mentioned Objectives are carefully monitored and implemented as appropriate. The EUROCONTROL Public Airport Corner also provides information for the following airport: - Bratislava Ivanka Airport: https://ext.eurocontrol.int/airport_corner_public/LZIB
2 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 3 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 Slovak Republic 23 Released Issue Military Authorities
The Military Stakeholders involved in ATM in the Slovak Republic are composed of: Military Aviation State Administration Department (MAA); Air Force of the Slovak Republic (VzS OS SR). They report to the Ministry of Defence of the Slovak Republic. Their regulatory, service provision and user role in ATM are detailed below. An organisational Chart is shown in Annex B.
Regulatory role MAA is established by the Ministry of Defence of the Slovak Republic, which is responsible for safety oversight of military aviation and, participate on regulatory functions. 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 (Act 143/1998 as Level of such legal provision: State Law and EU legislation. amended §46 and §48a) Authority signing such legal provision: Prime Minister, the Authority signing such legal provision: Prime Minister, the Chairman of the Parliament and the President of the Slovak Chairman of the Parliament and the President of the Slovak Republic. Republic and EU structures. 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: N/A Additional Information: N/A Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: National AIP Y National AIP N/A National Military AIP Y National Military AIP N/A EUROCONTROL eAIP Y EUROCONTROL eAIP N/A Other: N Other: N
Oversight
OAT GAT National oversight body for OAT: MAA National Supervisory Authority (as per SES reg. 550/2004) for GAT services SK provided by the military: TA Additional information: N/A Additional information: N/A
LSSIP Year 2020 Slovak Republic 24 Released Issue Service Provision role
OAT GAT Services Provided: Services Provided: En-Route Y OAT Unit En-Route N Approach/TMA Y ATC Units /VzS OS SR Approach/TMA:LZSL Y Airfield/TWR/GND Y ATC Units /VzS OS SR Airfield/TWR/GND: LZSL Y AIS N AIS N MET Y MET N SAR Y VzS OS SR SAR Y TSA/TRA monitoring Y AMC FIS Y Other: none Other: None Additional Information: Tactical co-ordination with Air Defence Additional Information: Military launched the (AD) unit provision of ANS for GAT at the Sliač Airport as from June 2011. Military ANSP providing GAT Y If YES, since: June 2017 Duration of the December 31, services SES certified? Certificate: 2020 Certificate issued by: TA If NO, is this fact reported to the EC in N/A accordance with SES regulations? Additional Information: NIL
User role
IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT Y fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Within specific corridors only Y Within the regular (GAT) national route network Under radar control Y Within a special OAT route system Under radar advisory service
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements N Exemption from Route Charges N Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: Mode S except fighter aircraft
Flexible Use of Airspace (FUA)
Military in the Slovak Republic applies FUA requirements as Y specified in the Regulation No 2150/2005: FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y
LSSIP Year 2020 Slovak Republic 25 Released Issue 2. Traffic and Capacity
Evolution of traffic in Slovak Republic
Slovakia - Annual IFR Movements 600000 Slovakia - Distribution (Ref. year 2019)
500000
Domestic 400000 flights 0%
International
300000 Dep/Arr 6% IFR flights IFR Overflights 200000 IFR movements - Actuals 94% IFR movements - Scenario 2 IFR movements - Scenario 1 100000 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 -62.0% 61.5% 27.9% 9.6% 7.4% Slovakia Sc2 3.5% 10.1% -0.9% -62.1% 15.0% 48.1% 15.0% 12.8% Sc3 -62.1% 12.7% 20.6% 16.1% 12.3% 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 Slovakia decreased by 64% in 2020 compared to 2019.
LSSIP Year 2020 Slovak Republic 26 Released Issue ACC Bratislava
Traffic and en-route ATFM delays 2016-2024
LZBBACC - Traffic and en-route ATFM delays
2500 1.0
0.9
2000 0.8
0.7
1500 0.6
0.5 IFR flights (Daily flights IFR Average)
1000 0.4 Enroute Delay (minutes flight) (minutes Enroute per Delay 0.3
500 0.2
0.1
0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 2002 2058 2256 2300 1205 Summer Traffic 1596 1658 1852 1809 482 Yearly Traffic 1323 1370 1510 1497 533 Summer Traffic Forecast 995 1270 1394 1483 Summer enroute delay (all causes) 0.05 0.05 0.34 0.10 0.00 Yearly enroute delay (all causes) 0.03 0.03 0.22 0.10 0.00
2020 performance
Traffic evolution (2020 vs 2019) En-route Delay (min. per flight) Bratislava ACC Actual Traffic All reasons
Year -64% 0.00
Summer -73% 0.00
Summer 2020 performance assessment The average delay per flight was zero in Summer 2020.
Operational actions Achieved Comments Improved ATFCM techniques, including STAM Yes Continuous improvements of the route network and sectorisation Yes Enhanced sectorisation according to FABCE airspace plan Yes East/West sector configuration Yes Continuous recruitment to increase staff level Yes HW/SW Upgrade Ongoing To be implemented February 2021 Optimisation of sector opening times Yes
LSSIP Year 2020 Slovak Republic 27 Released Issue Planning Period – Summer 2021
2021 Summer Capacity Plan
Free Route Airspace H24 SEEFRA operations
Airspace Management
Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Improved ATFCM techniques, including STAM Continuous improvements of the route network and sectorisation Airspace Enhanced sectorisation according to FABCE airspace plan Procedures Staffing Continuous recruitment to increase staff level HW/SW Upgrade Technical AGDL Optimisation of sector opening times Capacity
Significant Events Additional information
LZBBCTA - May-October 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)
Summer 2021 Outlook No capacity issues are foreseen for Bratislava ACC in Summer 2021.
LSSIP Year 2020 Slovak Republic 28 Released Issue 3. Implementation Projects The tables below presents the high-level information about the main projects currently ongoing in the Slovak Republic. 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: Aeronautical Data Quality (-) Ministry of Transport and From: 2010 To: 2021 All relevant data originators L3: INF07, ITY-ADQ Construction of the Slovak Republic were actively involved in the (SK) Task Force activities. The system for direct electronic transmission was installed and put into operation, all SLAs are fully compliant with the Regulation. All data published before 1 July 2013 will be re-processed by the end of 2021. Radar Sliac (-) Ministry of Defence (SK) From: 2017 To: 2021 In progress L3: ITY-SPI Upgrade of the E2000 system Letové prevádzkové služby Slovenskej From: 2015 To: 2021 In progress, to be completed - (-) republiky, štátny podnik (SK) in 03/2021.
LSSIP Year 2020 Slovak Republic 29 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: eTOD (-) Ministry of Transport and From: 2008 To: 2021 The AREA 1 and AREA 4 data L3: INF07, ITY-ADQ Construction of the Slovak Republic is available for both terrain (SK) and obstacles. AREA 2 terrain data is available. Database of obstacles AREA 2 is available and is continuously updated by REG and will be gradually send to ASP for dataset update. Verification of the regulatory compliance of TOD implementation is planned.
FAB projects
Name of project: Organisation(s): Schedule: Progress Description: Links: Airspace Task Force ASP ANS CR (CZ), Austrocontrol (AT), Start: 10.04.2019, End: 31.12.2021 Ongoing L3: AOM21.2 BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI) Common CNS Infrastructure ASP ANS CR (CZ), Austrocontrol (AT), Start: April 2020, End: January 2021 Ongoing - Planning Civil Aviation Agency (CAA) (SI), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK)
LSSIP Year 2020 Slovak Republic 30 Released Issue Name of project: Organisation(s): Schedule: Progress Description: Links: DEVOPS: FABCE Development ASP ANS CR (CZ), Austrocontrol (AT), Start 3.1.2011, End: Ongoing FAB CE FRA Study was L3: AOM21.2 of Operational Performance BHANSA (BA), CCL Service Provider completed in 2017. Other DP: N/A but included in DP16 and ATM Strategies (HR), HungaroControl (HU), Letové activities above are ongoing. under ‘102AF3 Free route (previously Project 1) prevádzkové služby Slovenskej airspace from the Black Forest (DEVOPS) republiky, štátny podnik (SK), to the Black Sea’ Slovenia Control (SI) RP2 PP: FAB CE FRA Project (described under NSP actions 'FAB CE Airspace and route structure planning' and 'Free Route Airspace') Datalink monitoring ASP ANS CR (CZ), CCL Service Provider Start: June 2019, End: January 2021 - - (HR), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK) FAB CE Contingency ASP ANS CR (CZ), Austrocontrol (AT), Start: 01.01.2019, End: 31.12.2021 Ongoing - Readiness - Phase II BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI) Navigation infrastructure ASP ANS CR (CZ), Austrocontrol (AT), Start: April 2018, End: June 2020 Completed - optimization project BHANSA (BA), CCL Service Provider (HR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), Slovenia Control (SI) SSR Frequency monitoring ASP ANS CR (CZ), Austrocontrol (AT), Start: June 2019, End: January 2021 Ongoing - CCL Service Provider (HR), Civil Aviation Agency (CAA) (SI), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK)
LSSIP Year 2020 Slovak Republic 31 Released Issue Multinational projects
Name of project: Organisation(s): Schedule: Progress Description: Links: AMAN LOWW initial ASP ANS CR (CZ), Austrocontrol (AT), Start: 19.2.2016, End: 31.12.2020 Closed L3: ATC15.1, ATC07.1 HungaroControl (HU), Letové DP: 2015_234_AF1 AMAN prevádzkové služby Slovenskej LOWW initial republiky, štátny podnik (SK) RP2 PP: Various projects covering individual ANSPs’ requirements (e.g. covered under DPS ATM Services for Austria) ANSPs cross-border network ASP ANS CR (CZ), Austrocontrol (AT), HW upgrade and extension of X-bone HW procured and delivered, - (-) CCL Service Provider (HR), to Slovenia installation ongoing HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK) Synchronised PBN Letové prevádzkové služby Slovenskej 2016 - 2021 Ongoing - Implementation Cohesion republiky, štátny podnik (SK) Europe (SPICE)
LSSIP Year 2020 Slovak Republic 32 Released Issue 4. Cooperation activities
FAB Co-ordination
Having signed and ratified the Agreement on the Establishment of Functional Airspace Block Central Europe, Austria, Bosnia and Herzegovina, Croatia, the Czech Republic, Hungary, Slovakia and Slovenia are part of FAB CE. The FAB CE States agreed on establishment of the following permanent bodies - the FAB CE Council, NSA Coordination Committee and Joint Civil-Military Airspace Coordination Committee. The FAB CE Council can also establish other bodies necessary for the implementation, operation and further development of the FAB CE Programme. At the ANSP level, the FAB CE is directed and steered by the CEO Committee and Steering Committee. Specialised Subcommittees have been established for operational, technical, safety, financial, HR and legal domains. The air navigation service providers of the FAB CE countries established a joint company FABCE Aviation Services, Ltd (FCE) already in 2014 and the company is responsible for the professional management of various regional air navigation projects. The establishment of this joint venture is not only effectively aiming at the progress of the FAB CE programme, but at the same time the Single European Sky programme of the European Union. In 2018, the ANSPs decided to modify the FCE Memorandum of Association and Shareholders Agreement which now allows technical and operational projects to be launched by a group of FAB CE partners focused on a specific area of air traffic management performance improvement. Not all FAB CE ANSPs share the same operational, traffic load and equipment priorities, but until then there was a need for the consent of all partners to proceed. This agreement allows FAB CE partners with a focus on a specific area of performance improvement to form new collaborative agreements which help to address specific customer requirements while increasing the overall effectiveness of the FAB CE work programme. In 2018, the FAB CE ANSPs have transformed themselves into a ‘FAB CE Airspace Alliance’ and since then, a lot of effort has been dedicated to actions to be taken by FAB CE ANSPs in support of the Network Manager’s (NM) European Airspace Architecture Study (EAAS). Due to the onset of COVID-19 and the resulting changes in the ANSPs’ strategic focus areas and priorities, some activities in 2020 were either delayed, postponed to 2021+ or cancelled. However, there have been a number of important achievements in 2020 focusing on several key areas. The following bullets summarise the most important activities delivering the benefits to airspace users: • A complete revision of the FAB CE Strategy for 2020-2030 was completed, taking into account the conclusions of the European Airspace Architecture Study (EAAS) and the Wise Persons Group established by DG MOVE in April 2019. The recommendations contained in these documents call for an industry transformation to a data-driven, services-based environment where increased collaboration, information sharing and automation are expected to deliver the capacity required towards the year 2035. Therefore, a revision and realignment of the FAB CE ANSPs’ Strategy was completed to ensure that the future developments address the identified critical functions and that the priorities of the FAB co-operation contribute towards the EAAS targets. • The FAB CE Airspace Task Force continued to work closely with NM and ANSPs outside FAB CE - including BULATSA, PANSA, ROMATSA and SMATSA – to expand FRA across the important central/south-east European airspace region. The work includes reaching agreements on cross-border airspace restructuring and more detailed plans for implementation. A number of discussions have been held in 2020 to define further airspace restructuring proposals, focusing on extending free route airspace (FRA) procedures in and around the FAB CE area. The final goal is to have one large FRA area which includes Baltic FAB, FAB CE, Danube FAB and neighbouring states not currently included in the FAB network, such as Serbia, Montenegro and Albania. The target is to create a ‘borderless’ FRA area spanning this large expanse of European airspace by 2025.
LSSIP Year 2020 Slovak Republic 33 Released Issue • FAB CE ANSPs also participate jointly in the NM’s Operational Excellence Project to implement the best practice among FAB CE air navigation service providers. Early work on the programme centred around human resources, air traffic flow and capacity management and airspace management and systems domains. An initial survey into the work practices of ANSPs in these domains has identified areas where a common FAB CE approach could improve the overall performance, reduce fragmentation and potentially improve predictability. Since the onset of the Covid-19 pandemic, however, programme experts have refocused their activities on working with other aviation stakeholders to develop new short-term measures to support an aviation recovery in Europe. • Following completion of Phase I of an activity to develop a joint contingency concept in cooperation with the Network Manager in 2018, which resulted in commonly-agreed concept, procedures and technical enablers for the management of short- and medium-term (less than 2 hours) contingency event, FAB CE initiated Phase II of the project. This phase is expected to address management of long-term contingency events (beyond 2 hours duration) and provide for a common coordination platform for coordinating and monitoring the implementation activities of Phase I. However, due to the COVID-19 situation, the activity has been postponed to 2021. • Building on the successful completion of the Surveillance optimisation project and NAVAID optimisation projects in 2018 and 2020, a Common CNS planning project was initiated in 2020 focusing on identification of opportunities for smart procurement of CNS infrastructure and developing a joint CNS investment plan to be used as an input into updating/optimizing of the national CNS investment plans. The project is also expected to establish and deploy a continuous process for common CNS infrastructure planning led by FCE, building on the processes developed under SUR and NAVOPT projects. FCE has been a leader of these activities to ensure the planning is common, coordinated and takes a FAB CE-wide perspective, there are no double investments in the cross-border areas, the FAB CE ANSPs share common system resources where and when possible and optimise CNS infrastructure. The expected benefit is improved cost efficiency through improved use of resources, avoided unnecessary investments and reduced equipment prices resulting from economies-of-scale. The project is expected to be completed at the beginning of 2021. • A number of cooperation activities in the technical domain, which were identified and started in 2019, continued their activities throughout 2020. These included a coordinated approach to ADS-B deployment, coordinated monitoring and protection of surveillance frequencies and common approach to datalink monitoring. These projects have been closed at the end of 2020 due to fulfilling the objectives (e.g. common approach to datalink monitoring) or due to initiating parallel activities at European level (coordinated approach to ADS-B deployment, coordinated monitoring and protection of surveillance frequencies). The FAB CE Programme is continuously updated by the FAB CE bodies under management of the FAB CE Programme Manager with the support of the FAB CE Programme Support Office and there are a number of pending projects focusing on delivering additional benefits to airspace users that will be implemented in the near future, based on priorities of the ANSPs.
LSSIP Year 2020 Slovak Republic 34 Released Issue Multinational cooperation initiatives
South East Europe Common Sky Initiative (SECSI FRA) Following the successful implementation of the SAXFRA (Slovenian Austrian Cross-border Free Route Airspace) and SEAFRA (South-East Axis Free Route Airspace - project of three ANSPs from Bosnia and Herzegovina, Croatia, Serbia and Montenegro) initiatives in 2016, both initiatives have been in 2017 merged into the South East Europe Common Sky Initiative (SECSI FRA) creating a large cross-border FRA block including Austria, Bosnia and Herzegovina, Croatia, Serbia and Slovenia. The SECSI FRA went operational on the 1st of February2018 offering airspace users’ significant benefits along the South East Axis, by delivering the shortest route options from Central Europe to South Eastern Europe. The benefits gained through the SECSI FRA are substantial. Based on the shortest route assignment potential savings per day are up to 1.940 NM in flight distance, 285 minutes in flight time, a reduction in fuel consumption of 8,000 kg and a reduction in CO2 emissions of 25.500 kg. The SECSI FRA will make more options available when determining the user-preferred trajectory. Full cross-border FRA allows airlines to take better advantage of wind or adapt to network disruptions. The better use of FRA options at flight planning level improve predictability and reduce ATC workload. This initiative not only works towards achieving the goals of the European Commission regarding the implementation of “Free Route” across Europe but also fulfils airspace user´s requests for having multiple route options available for the same city-pair.
South East Europe Free Route Airspace (SEE FRA) Since January 28th 2021, after successful implementation of night cross-border operations in the year 2018, H24 Cross-border free route flight planning has become available for LPS SR, š. p. as a part of SEE FRA project. Aircraft operators are thus able to plan their flights freely across the airspace of four states covering parts of two FABs without having to take into account the limitations imposed by geographical borders. The new flight planning rules may significantly optimize flight trajectories to provide the shortest possible connections and the most effective routings when changes to the flight plan are required in order to, for example, avoid adverse weather. Further extension of cross border operations is in a process, including Polish and Lithuanian ANSPs together with LPS SR, š. p. The process to implement cross-border operations across respective areas of responsibilities is planned to be implemented by February 24th 2022. LPS SR, š. p. is participating also in the next expansion of SEE FRA. MOLDATSA, ANSP of Moldovia, is going to join the project with the date of implementation in February 24th 2022. Thanks to cooperation activities of LPS SR, š. p., mentioned above, aircraft operators will be allowed to plan their flights in an area comprised by 7 states, members of 3 FABs, without having to take into account the limitations imposed by geographical borders in the part of Europe spreading across 900.000km2.
LSSIP Year 2020 Slovak Republic 35 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).
16; [26%] Completed 19; [31%] Ongoing Planned Late Not yet planned 10; [16%] Not Applicable 7; [11%]
6; [10%] 3; [5%]
Summary of the implementation of the objectives
Aviation sector in Europe as well as in Slovak Republic had to face severe difficulties during the year 2020. Impact of COVID-19 crisis is visible in slower progress for some of the ongoing objectives. No new objectives were added to the applicability area of Slovak Republic, one was removed and FOC dates for several ones were updated. During the course of 2020 completion of three objectives was achieved. All SLoAs under objective ITY-ACID, ITY- AGVCS2 and ITY-SPI were finalised and therefore these objectives were marked as completed for all involved stakeholders. Objectives AOM19.1, AOM19.3, ATC12.1, COM11.2, FCM03, FCM04.2, FCM06, INF08.1, NAV03.1 and NAV10 have the status ongoing and are planned to be completed before set deadline. The status of the three following objectives AOM19.2, AOM19.4 and FCM05 is planned. They will be kick started after prerequisite actions are completed. Objective AOM13.1 is late. The activity was split into two phases and significant part was done in year 2020, having the first phase already completed. Second phase is already in progress and should be completed by the end of 2021. Implementation of ATC02.9 is ongoing however some activities of this objective had to be postponed to 2021. STCA for TMA LZIB is already in operation, for TMA LZKZ and TMA LZTT the work is progressing. This objective is late but expected to be completed in 2021. COM11.1 is planned to be completed late due to lengthy procurement as well as other related processes.
LSSIP Year 2020 Slovak Republic 36 Released Issue The work on INF07 is late. National TOD policy is published in the Guidance material (issued by TA) for the all relevant Data Originator´s procedures. Working group has been established to facilitate implementation of TOD/ADQ policy. The Area 1 and Area 4 data is available for both terrain and obstacles. Area 2 terrain data is available. Area 2b, 2c and Area 3 will be submitted to AIM at the end of February 2021 the latest. Concerning objective ITY-ADQ all relevant data originators are actively involved in the Task Force activities. The system for direct electronic transmission was installed and put into operation, all SLAs are fully compliant with the Regulation. All data published before 1 July 2013 will be re-processed by the end of 2021. Regarding objective ITY-AGDL, the project of EUROCAT 2000 migration to the new hardware platform – an inevitable pre-condition for AGDL implementation – has been progressing according to the plan presented to respective SESAR Deployment Manager Experts. Installation of the system on the new platform has been successfully completed. The Contract negotiation for the AGDL functionality implementation is in its final stage before signature.
LSSIP Year 2020 Slovak Republic 37 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- 25 % Route
COM11.2 Voice over Internet Protocol (VoIP) in 23 % Airport/Terminal
ITY-ACID Aircraft Identification 100 %
ITY-AGDL Initial ATC Air-Ground Data Link Services 18 %
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 81 % RWY
LSSIP Year 2020 Slovak Republic 38 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM13.1 Harmonise Operational Air Traffic (OAT) and 49 % General Air Traffic (GAT) Handling
AOP17 Provision/integration of departure planning information to NMOC
LZIB - Bratislava Airport 0 %
COM12 New Pan-European Network Service 100 % (NewPENS)
FCM03 Collaborative Flight Planning 36 %
FCM04.2 Short Term ATFCM Measures (STAM) - 5 % Phase 2
FCM05 Interactive Rolling NOP 0 %
FCM06 Traffic Complexity Assessment 10 %
INF08.1 Information Exchanges using the SWIM 3 % Yellow TI Profile
<17 17 18 19 20 21 22 23 24 25 26 >27
INF07 Electronic Terrain and Obstacle Data (eTOD) 81 %
ITY-ADQ Ensure Quality of Aeronautical Data and 68 % Aeronautical Information
LSSIP Year 2020 Slovak Republic 39 Released Issue This EOC Chart is not applicable for Slovak Republic since objective AOP14 is not applicable.
<17 17 18 19 20 21 22 23 24 25 26 >27
ENV03 Continuous Climb Operations (CCO)
LZIB - Bratislava Airport 0 %
LZKZ - Kosice Airport 0 %
LZPP - Piestany Airport 0 %
LZTT - Poprad-Tatry Airport 0 %
LZZI - Zilina Aiport 0 %
NAV03.1 RNAV 1 in TMA Operations 61 %
NAV03.2 RNP 1 in TMA Operations 100 %
SAF11 Improve Runway Safety by Preventing 100 % Runway Excursions
LSSIP Year 2020 Slovak Republic 40 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM19.1 ASM Support Tools to Support Advanced 70 % FUA (AFUA)
AOM19.2 ASM Management of Real-Time Airspace 0 % Data
AOM19.3 Full Rolling ASM/ATFCM Process and ASM 85 % Information Sharing
AOM19.4 Management of Pre-defined Airspace 0 % Configurations
AOM21.1 Direct Routing 100 %
ATC12.1 Automated Support for Conflict Detection, 23 % 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 0 % Airspace
ITY-FMTP Common Flight Message Transfer Protocol 100 % (FMTP)
LSSIP Year 2020 Slovak Republic 41 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
ATC02.8 Ground-Based Safety Nets 100 %
ATC02.9 Short Term Conflict Alert (STCA) for TMAs 49 %
ATC20 Enhanced STCA with down-linked 0 % parameters via Mode S EHS
This EOC Chart is not applicable for Slovak Republic since objective NAV12 is not applicable.
LSSIP Year 2020 Slovak Republic 42 Released Issue ICAO ASBU Implementation Progress
The following tables show, for each of the ASBU Elements belonging to a particular ASBU Thread and Block, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2020 declared statuses and progress of the relevant implementation objectives in accordance with the initial mapping between ATM Master Plan Level 3 and new ICAO GANP 6th Edition (2019), as reflected in the Implementation Plan 2020. A comprehensive analysis performed as part of the ongoing ICAO EURGANT Project Team activity may result in updating the mapping following EASPG approval.
Legend:
= Completed (during 2020 or before) = Missing planning date = Progress achieved in 2020 = Not applicable
ACAS
<17 17 18 19 20 21 22 23 24 25 26 >27
ACAS-B1/1 ACAS Improvements 100 %
AMET
<17 17 18 19 20 21 22 23 24 25 26 >27
AMET-B2/4 Meteorological information service in SWIM 100 % 3.0 %
APTA
<17 17 18 19 20 21 22 23 24 25 26 >27
APTA-B0/1 PBN Approaches (with basic capabilities) 100 % 81.0 % APTA-B0/2 PBN SID and STAR procedures (with basic 100 % capabilities) 61.0 % APTA-B0/5 CCO (Basic) No Plan
APTA-B1/1 PBN Approaches (with advanced 100 % capabilities) 81.0 % APTA-B1/2 PBN SID and STAR procedures (with 100 % advanced capabilities)
LSSIP Year 2020 Slovak Republic 43 Released Issue ASUR
<17 17 18 19 20 21 22 23 24 25 26 >27
ASUR-B0/1 Automatic Dependent Surveillance 100 % Broadcast (ADS-B)
ASUR-B0/3 Cooperative Surveillance Radar Downlink of 100 % Aircraft Parameters (SSR-DAPS)
COMI
<17 17 18 19 20 21 22 23 24 25 26 >27
COMI-B0/4 VHF Data Link (VDL) Mode 2 Basic 100 % 18.0 % COMI-B0/7 ATS Message Handling System (AMHS) 100 %
COMI-B1/1 Ground-Ground Aeronautical 100 % Telecommunication Network/Internet Protocol Suite (ATN/IPS)
COMI-B1/2 VHF Data Link (VDL) Mode 2 Multi- 100 % Frequency 18.0 % COMI-B2/1 Air-Ground ATN/IPS 100 % 24.0 %
DAIM
<17 17 18 19 20 21 22 23 24 25 26 >27
DAIM-B1/3 Provision of digital terrain data sets 100 % 81.0 % DAIM-B1/4 Provision of digital obstacle data sets 100 % 81.0 % DAIM-B2/1 Dissemination of aeronautical information in 100 % a SWIM environment 3.0 %
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 Slovak Republic 44 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) 70.0 % FRTO-B1/1 Free Route Airspace (FRA) 100 %
FRTO-B1/3 Advanced Flexible Use of Airspace (FUA) and 100 % management of real time airspace data 42.5 % FRTO-B1/4 Dynamic sectorization 100 % 0.0 % FRTO-B1/5 Enhanced Conflict Detection Tools and 100 % Conformance Monitoring 23.0 %
NAVS
<17 17 18 19 20 21 22 23 24 25 26 >27
NAVS-B0/2 Satellite Based Augmentation Systems 100 % (SBAS) 81.0 %
NOPS
<17 17 18 19 20 21 22 23 24 25 26 >27
NOPS-B0/2 Collaborative Network Flight Updates 100 % 68.0 % NOPS-B0/4 Initial Airport/ATFM slots and A-CDM No Plan Network Interface
NOPS-B1/1 Short Term ATFM measures 100 % 5.0 % NOPS-B1/2 Enhanced Network Operations Planning 100 % 0.0 % NOPS-B1/4 Dynamic Traffic Complexity Management 100 % 10.0 % NOPS-B1/5 Full integration of airspace management 100 % with air traffic flow management 42.5 % NOPS-B1/6 Initial Dynamic Airspace configurations 100 % 0.0 % NOPS-B1/8 Extended Arrival Management supported by No Plan the ATM Network function
LSSIP Year 2020 Slovak Republic 45 Released Issue RSEQ
<17 17 18 19 20 21 22 23 24 25 26 >27
RSEQ-B1/1 Extended arrival metering No Plan
SNET
<17 17 18 19 20 21 22 23 24 25 26 >27
SNET-B0/1 Short Term Conflict Alert (STCA) 100 %
SNET-B0/2 Minimum Safe Altitude Warning (MSAW) 100 %
SNET-B0/3 Area Proximity Warning (APW) 100 %
SNET-B0/4 Approach Path Monitoring (APM) 100 %
SNET-B1/2 Enhanced STCA in complex TMAs 100 % 49.0 %
SWIM
<17 17 18 19 20 21 22 23 24 25 26 >27
SWIM-B3/1 Air/Ground SWIM for safety critical 100 % information 3.0 %
LSSIP Year 2020 Slovak Republic 46 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: 49% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Discussions between ASP and MIL have started. Initial work distribution for EUROAT implementation was discussed. The Objective is split into two steps. Step 1 (cooperation in 31/12/2021 segregated areas) is covered by MIL and Step 2 (full EUROAT compatibility) should be completed by end of 2021. REG (By:12/2018) Transport ANSP and MIL only declared the willingness to start Late - 0% Authority action in order to implement EUROAT. 30/12/2021 ASP (By:12/2018) The procedure for the implementation of EUROAT in the Completed Slovak Republic is determined. The implementation takes place in two stages. The first stage is the implementation of EUROAT in segregated areas. In Military segregated areas, ATS services are provided through ATS Aviation military units. This stage is fulfilled as of 31.12.2020. - 100% 31/12/2020 Authority The second stage of implementation is the provision of ATS in accordance with EUROAT for CTA Bratislava. This stage is provided by ASP - LPS SR, š.p. Military information from MIL AIP SR and NOTAM is not provided to EAD. Letové Late Discussions between ASP and MIL have started. Initial prevádzkové work distribution for EUROAT implementation was služby discussed. The Objective is split into two steps. Step 1 Slovenskej - 25% (cooperation in segregated areas) is covered by MIL and 31/12/2021 republiky, Step 2 (full EUROAT compatibility) should be completed štátny by end of 2021. podnik
LSSIP Year 2020 Slovak Republic 47 Released Issue Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling AOM13.1 Timescales: 49% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Discussions between ASP and MIL have started. Initial work distribution for EUROAT implementation was discussed. The Objective is split into two steps. Step 1 (cooperation in 31/12/2021 segregated areas) is covered by MIL and Step 2 (full EUROAT compatibility) should be completed by end of 2021. MIL (By:12/2018) Not yet Slovak Air - 0% planned Force - Military Late Aviation - - 75% 30/12/2021 Authority
ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 70% Ongoing Initial operational capability: 01/01/2011 Full operational capability: 01/01/2022 - The ASM support system for LARA with NM B2B connection (OPS and PREOPS) is fully operational. Installation of tool allowing the measurement of FUA Indicators is postponed due 31/12/2021 to Covid 19 pandemic constraints. ASP (By:01/2022) Letové Ongoing prevádzkové The ASM support system LARA with NM B2B connection služby (OPS and PREOPS) is fully operational. ASM NM Slovenskej Agreement is signed and valid. Installation of tool - 70% 31/12/2021 republiky, allowing the measurement of FUA Indicators is štátny postponed due to Covid 19 pandemic constraints. podnik The agreement between MoD of the Slovak Republic Completed and EUROCONTROL for LARA implementation in Slovak Slovak Air Republic has been signed. - 100% Force Interoperability of national ASM support system with 01/07/2020 NM system has been implemented by MIL AMC. Finishing the service agreement for the system.
LSSIP Year 2020 Slovak Republic 48 Released Issue ASM Management of Real-Time Airspace Data Timescales: AOM19.2 0% Planned Initial operational capability: 01/01/2017 Full operational capability: 01/01/2022 - Activities postponed to 2021. 31/12/2021 ASP (By:01/2022) Letové Planned prevádzkové služby Slovenskej Activities postponed to 2021. - 0% 31/12/2021 republiky, štátny podnik
Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 85% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 01/01/2022 - ASM support system LARA, operational as of 01/07/2020, supports full Rolling ASM/ATFCM 31/12/2021 Process and ASM Information Sharing ASP (By:01/2022) Letové Completed prevádzkové ASM support system LARA, operational as of služby 01/07/2020, supports full Rolling ASM/ATFCM Process Slovenskej - 100% and ASM Information Sharing 01/07/2020 republiky,
štátny podnik Slovak Air Ongoing The activity to implement this Objective has started. - 40% Force 31/12/2021
Management of Pre-defined Airspace Configurations Timescales: AOM19.4 0% Planned Initial operational capability: 01/01/2018 Full operational capability: 01/01/2022 - Activities postponed to 2021. 31/12/2021 ASP (By:01/2022) Slovak Air Planned Activities will start after the full LARA implementation. - 0% Force 31/12/2021 Letové Planned prevádzkové služby The ASM support system (LARA) is fully operational. The Slovenskej ATM system changes for ASM solutions/predefined - 0% 31/12/2021 republiky, airspace configurations will be evaluated in 2021. štátny podnik
LSSIP Year 2020 Slovak Republic 49 Released Issue Free Route Airspace Timescales: AOM21.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - Night cross-border SEENFRA has been implemented since 6th of December 2018, H24 FRA 31/03/2019 (BRAFRA+SEENFRA) has been implemented since 28th of March 2019. ASP (By:01/2022) Airspace Completed Task Force / DEVOPS: Letové FABCE prevádzkové Night cross-border SEENFRA has been implemented Developmen služby since 6th of December 2018, H24 FRA t of Slovenskej 100% (BRAFRA+SEENFRA) has been implemented since 28th of Operational 31/03/2019 republiky, March 2019. Performanc štátny e and ATM podnik Strategies (previously Project 1)
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 0% Timescales: Applicable - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Traffic density does not justify the implementation of this Objective. LZIB is not in Applicability - Area. REG (By:12/2010) Not Transport Traffic density does not justify the implementation of - 0% Applicable Authority this Objective. - ASP (By:01/2021) Letové Not prevádzkové Applicable služby Traffic density does not justify the implementation of Slovenskej - 0% this Objective. republiky, - štátny podnik APO (By:01/2021) Letisko M. Not R. Štefánika Applicable Traffic density does not justify the implementation of - Airport - 0% this Objective. Bratislava, - a. s. (BTS)
LSSIP Year 2020 Slovak Republic 50 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Not AOP04.2 Level 2) 0% Applicable Timescales: - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Traffic density does not justify the implementation of this Objective. LZIB is not in Applicability - Area. ASP (By:01/2021) Letové Not prevádzkové Applicable služby Traffic density does not justify the implementation of Slovenskej - 0% this Objective. republiky, - štátny podnik APO (By:01/2021) Letisko M. Not R. Štefánika Applicable Traffic density does not justify the implementation of - Airport - 0% this Objective. Bratislava, - a. s. (BTS)
Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: 0% Applicable - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Traffic density does not justify the implementation of this Objective. LZIB is not in Applicability - Area. ASP (By:01/2021) Letové Not prevádzkové Applicable služby Traffic density does not justify the implementation of Slovenskej - 0% this Objective. LZIB is not in Applicability Area. republiky, - štátny podnik APO (By:01/2021) Letisko M. Not R. Štefánika Applicable Traffic density does not justify the implementation of - Airport - 0% this Objective. LZIB is not in Applicability Area. Bratislava, - a. s. (BTS)
LSSIP Year 2020 Slovak Republic 51 Released Issue Time-Based Separation Not AOP10 Timescales: 0% Applicable - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Traffic density does not justify the implementation of this Objective. LZIB is not in Applicability - Area. REG (By:01/2024) Not Transport Traffic density does not justify the implementation of - 0% Applicable Authority this Objective. LZIB is not in Applicability Area. - ASP (By:01/2024) Letové Not prevádzkové Applicable služby Traffic density does not justify the implementation of Slovenskej - 0% this Objective. LZIB is not in Applicability Area. republiky, - štátny podnik
Initial Airport Operations Plan Not AOP11 Timescales: 0% Applicable - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Bratislava Airport is a Non A-CDM and non-PCP Airport and is therefore out of the applicability - area. ASP (By:01/2021) Letové Not prevádzkové Applicable služby Bratislava Airport is a Non A-CDM and non-PCP Airport Slovenskej - 0% and is therefore out of the applicability area. republiky, - štátny podnik APO (By:01/2021) Letisko M. Not R. Štefánika Applicable Bratislava Airport is a Non A-CDM and non-PCP Airport - Airport - 0% and is therefore out of the applicability area. Bratislava, - a. s. (BTS)
LSSIP Year 2020 Slovak Republic 52 Released Issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers Not AOP12 (CMAC) 0% Applicable Timescales: - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Bratislava Airport is a Non A-CDM and non-PCP Airport and is therefore out of the applicability - area. ASP (By:01/2021) Letové Not prevádzkové Applicable služby Bratislava Airport is a Non A-CDM and non-PCP Airport Slovenskej - 0% and is therefore out of the applicability area. republiky, - štátny podnik APO (By:01/2021) Letisko M. Not R. Štefánika Applicable Bratislava Airport is a Non A-CDM and non-PCP Airport - Airport - 0% and is therefore out of the applicability area. Bratislava, - a. s. (BTS)
Automated Assistance to Controller for Surface Movement Planning and Routing Not AOP13 0% Timescales: Applicable - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Bratislava Airport is not in the applicability area of this Objective. - REG (By:01/2024) Not Transport Bratislava Airport is not in the applicability area of this - 0% Applicable Authority Objective. - ASP (By:01/2024) Letové Not prevádzkové Applicable služby Bratislava Airport is not in the applicability area of this Slovenskej - 0% Objective. republiky, - štátny podnik
LSSIP Year 2020 Slovak Republic 53 Released Issue Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 01/01/2022 - APW and MSAW Level 2 have been implemented in the ATM system. 31/12/2016 APM Level 1 is not implemented. ASP (By:01/2022) Slovak Air Completed Implementation is completed for Sliač Airport. - 100% Force 31/12/2016 Letové Completed prevádzkové služby APW and MSAW Level 2 have been implemented in the Slovenskej ATM system. - 100% 31/12/2016 republiky, APM Level 1 is not implemented. štátny podnik
Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 49% Late Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - STCA in TMA LZIB is operational. A project for the implementation of STCA in TMA LZKZ and TMA LZTT is in progress. The training for the concerned personnel is planned to be completed 31/12/2021 in 2021. The STCA functionality does not use the Multi-Hypothesis Algorithm. ASP (By:12/2020) Letové Late STCA in TMA LZIB is operational. A project for the prevádzkové implementation of STCA in TMA LZKZ and TMA LZTT is in služby progress. The training for the concerned personnel is Slovenskej - 49% planned to be completed in 2021. The STCA 31/12/2021 republiky, functionality does not use the Multi-Hypothesis štátny Algorithm. podnik
AMAN Tools and Procedures Not ATC07.1 Timescales: 0% Applicable - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Bratislava Airport is not in the applicability area of this Objective. - ASP (By:01/2020) Letové Not prevádzkové Applicable služby AMAN Bratislava Airport is not in the applicability area of this Slovenskej LOWW 0% Objective. republiky, initial - štátny podnik
LSSIP Year 2020 Slovak Republic 54 Released Issue Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 23% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - The Pre-caution tool (Extended STCA), the MONA and Separation tool as TCT functions have 31/12/2021 been implemented and others (MTCD, Conflict Resolution) are planned or not yet planned. ASP (By:01/2022) Letové Ongoing prevádzkové služby The Pre-caution tool (Extended STCA) and Separation Slovenskej tool as TCT functions have been implemented and - 23% 31/12/2021 republiky, others will be part with the upgrade of the ATM system. štátny podnik
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 - The national ASP´s ATM system supports the information exchange for this objective. The 06/12/2018 project for the integration with AMAN at Vienna Airport is completed. ASP (By:12/2019) Letové Completed prevádzkové služby The ATM system supports the information exchange for AMAN Slovenskej this objective. The project for the integration with LOWW 100% 06/12/2018 republiky, AMAN LOWW is completed. initial štátny podnik
Arrival Management Extended to En-route Airspace Timescales: Not yet ATC15.2 0% Initial operational capability: 01/01/2015 planned Full operational capability: 01/01/2024 - The National ASP is ready to participate, however for the time being there is no request from - neighbouring units to apply extended AMAN within en-route sectors. ASP (By:01/2024) Letové Not yet prevádzkové planned služby LPS SR is ready to participate, however for the time Slovenskej being there is no request from neighbouring units to - 0% republiky, apply extended AMAN within en-route sectors. - štátny podnik
LSSIP Year 2020 Slovak Republic 55 Released Issue Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Not ATC17 0% (Outside Applicability Area) Applicable Timescales: - not applicable - - Slovakia is out of applicability area. The use of this objective is being discussed at FAB CE level. - Currently only preliminary plans exist. ASP (By:01/2022) Letové Not prevádzkové Applicable služby The use of this objective is being discussed at FAB CE Slovenskej - 0% level. Currently only preliminary plans exist. republiky, - štátny podnik Not Slovak Air Slovakia is out of applicability area. Moreover, MIL is - 0% Applicable Force considered as low level stakeholder. -
Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - The National ASP had implemented Basic ATSMHS capability and gateway facilities to AFTN in 2008. Migration of the international CIDIN circuits to AMHS started with COM centres in 31/12/2014 Vienna and Budapest. AMHS connections to other centres like Madrid, Warsaw, and Zagreb have been implemented and others will follow. ASP (By:12/2018) Letové Completed LPS SR had implemented required infrastructure in 2008 prevádzkové already and is prepared for AMHS transfer. Tests with služby COM centres in Vienna, Budapest and Prague have been Slovenskej - 100% performed. 31/12/2014 republiky, The Military is connected to the AFTN/AMHS through štátny the ASP. podnik MIL is in position of AFTN client from LPS SR. Completed Slovak Air Development of own ATS Messaging Management will - 100% Force 31/12/2008 include the support of AMHS capability.
LSSIP Year 2020 Slovak Republic 56 Released Issue Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 25% Late Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - Currently VoIP components are being procured. VCS at ACC would be ready to migrate to VoIP but legacy interfaces are still expected to be used. Operational use of VoIP for inter-centre 30/06/2023 communication is expected by 2022/2023 for most of ATS units neighbouring with ACC Bratislava. ASP (By:01/2022) MIL Voice Communication Systems to support VoIP and Ongoing Provider of military communication network are not Slovak Air ED137 compliant. Implementation of Voice over - 40% Force 31/12/2021 Internet Protocol (VoIP) in MIL ATM is planned to be procured till 2021. VoIP pilot project was completed in 2019. Our Late expectation was to implement ED137C equipment as Letové this version of the standard (issued March 2019) we prevádzkové consider as the first mature for implementation. služby Moreover VoIP standards were lately updated in May Slovenskej - 10% 2020. Migration to VoIP is affected by limitations of our 30/06/2023 republiky, procurement, functions of ED137 implemented in the štátny equipment available on the market as well as continuing podnik development of final architecture which requires additional boxes to be implemented.
Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 23% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 - VCS at regional airports to be equipped with VoIP gateways but legacy interfaces are still expected to be used. Operational use of VoIP for inter-centre communication is foreseen by 31/12/2023 2022 only for LPS SR ATS units internally and by end of 2023 for other MIL and external ATS units. ASP (By:12/2023) Letové Ongoing VCS at regional airports to be equipped with VoIP prevádzkové gateways but legacy interfaces are still expected to be služby used. Operational use of VoIP for inter-centre Slovenskej - 7% communication is foreseen by 2022 only for LPS SR ATS 31/12/2022 republiky, units internally and by end of 2023 for other MIL and štátny external ATS units. podnik MIL Voice Communication Systems to support VoIP and Ongoing Provider of military communication network are not Slovak Air ED137 compliant. Implementation of Voice over - 40% Force 31/12/2023 Internet Protocol (VoIP) in MIL ATM is planned to be procured till 2021.
LSSIP Year 2020 Slovak Republic 57 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 - All steps have been accomplished in line with the original plan and LPS SR was the first ANSP 20/11/2019 having migrated all applications to the NewPENS. ASP (By:01/2025) Not Slovak Air If necessary, solution via ANSP will be possible. - 0% Applicable Force - Letové Completed prevádzkové služby All steps have been accomplished in line with the Slovenskej original plan and LPS was the first ANSP having migrated - 100% 20/11/2019 republiky, all applications to the NewPENS. štátny podnik APO (By:01/2025) Letisko M. Not R. Štefánika Not deemed beneficial at this stage. Bratislava Airport Applicable - Airport will consider its participation in cooperation with LPS SR - 0% Bratislava, at a later stage. - a. s. (BTS)
Continuous Descent Operations (CDO) Not ENV01 Timescales: 0% Applicable - not applicable - LZIB - Bratislava Airport (Outside Applicability Area) Slovakia is out of applicability area. - ASP (By:12/2023) Letové Not prevádzkové Applicable služby Slovenskej Slovakia is out of applicability area. - 0% republiky, - štátny podnik APO (By:12/2023) Letisko M. Not R. Štefánika Applicable - Airport Slovakia is out of applicability area. - 0% Bratislava, - a. s. (BTS)
LSSIP Year 2020 Slovak Republic 58 Released Issue Collaborative Flight Planning Timescales: FCM03 36% Ongoing Initial operational capability: 01/01/2000 Full operational capability: 01/01/2022 - An Upgrade of the local ATM system has been initiated. 31/12/2021 ASP (By:01/2022) Letové Ongoing prevádzkové služby Slovenskej An Upgrade of the local ATM system has been initiated. - 36% 31/12/2021 republiky, štátny podnik
Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 5% Ongoing Initial operational capability: 01/11/2017 Full operational capability: 01/01/2022 - Initial actions have started as part of the FAB CE DAM/STAM Project (ex. P3). STAM Phase 2 will be implemented with the upgrade of the local system and procedures. Due to COVID-19 many 31/12/2021 projects including STAM phase 2 are currently under the review with possible shifts in implementation dates. ASP (By:01/2022) Letové Ongoing Initial actions have started as part of the FAB CE prevádzkové DAM/STAM Project (ex. P3). STAM Phase 2 will be služby implemented with the upgrade of the local system and Slovenskej - 5% procedures. Due to COVID-19 many projects including 31/12/2021 republiky, STAM phase 2 are currently under the review with štátny possible shifts in implementation dates. podnik
LSSIP Year 2020 Slovak Republic 59 Released Issue Interactive Rolling NOP Timescales: FCM05 0% Planned Initial operational capability: 01/09/2013 Full operational capability: 01/01/2022 - Implementation of an interactive rolling NOP is planned through the upgrade of the automated ASM support system, having the capability of AIXM 5.1 B2B data exchange with NM and will perform an integration of the automated ASM support systems with the Network. All these 31/12/2021 projects will be fulfilled in accordance with the NM support, the guidance and the relevant provisions of the NM B2B Reference Manuals. ASP (By:01/2022) Letové Planned prevádzkové služby Slovenskej Planned in 2021 - 0% 31/12/2021 republiky, štátny podnik APO (By:01/2022) Letisko M. Not R. Štefánika Bratislava Airport is not an IATA Level 3 Slot Coordinated Applicable - Airport airport yet. With the change of the coordination level - 0% Bratislava, this OBJ will be re-evaluated. - a. s. (BTS)
Traffic Complexity Assessment Timescales: FCM06 10% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - The implementation of a Traffic Complexity Assessment tool is planned in line with the ASP Capacity Plan. Due to COVID-19 many projects including Traffic Complexity Assessment tool are 31/12/2021 currently under the review with possible shifts in implementation dates. ASP (By:01/2022) Letové Ongoing prevádzkové The implementation of a Traffic Complexity Assessment služby tool is planned in line with the ASP Capacity Plan. Due to Slovenskej COVID-19 many projects including Traffic Complexity - 10% 31/12/2021 republiky, Assessment tool are currently under the review with štátny possible shifts in implementation dates. podnik
LSSIP Year 2020 Slovak Republic 60 Released Issue Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 86% Late Initial operational capability: 01/11/2014 Full operational capability: 01/01/2019 - The National TOD policy is published in the Guidance material (issued by TA) for the relevant Data Originator´s procedures. A Working group has been established to facilitate the implementation of the TOD/ADQ policy. The AREA 1 and AREA 4 data is available for both 31/12/2021 terrain and obstacles. AREA 2 terrain data is available. The Database of obstacles for AREA 2 is continuously updated by REG. The verification of the regulatory compliance of TOD implementation is planned in Q3/21. REG (By:01/2019) Transport The Database of obstacles for AREA 1 and AREA 2 is Late - 88% Authority continuously updated. 31/12/2021 ASP (By:01/2019) Letové Completed prevádzkové služby The AREA 1 and AREA 2 terrain data is available. Slovenskej Information for stakeholders on how to access data is - 100% 12/11/2015 republiky, published in the AIP. štátny podnik The AREA 1 and AREA 2 terrain data is available. Completed Slovak Air Information for stakeholders on how to access data is - 100% Force 31/05/2018 published in the AIP. APO (By:01/2019) APO is part of the established Working group, which Late aims to facilitate the implementation of TOD/ADQ. Based on the outcomes of the group, a roadmap will be developed in conformity with the National TOD Letisko M. implementation plan. R. Štefánika I line with regulations 2020/469 and 139/2014 a - Airport roadmap has been planned, where Area 4 obstacle data - 70% 28/02/2021 Bratislava, has already been submitted. During the course of 2019 a. s. (BTS) data from Area 2a (within the Aerodrome boundaries) has been processed and submitted as well. Area 2b, 2c and Area 3 data has been collected, but need to be processed and the submitting to AIM is expected by the end of February 2021 the latest.
LSSIP Year 2020 Slovak Republic 61 Released Issue Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 3% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 01/01/2025 - The ANSP has started to analyse available EUROCONTROL specifications. Based on this, all relevant plans are prepared for inclusion to the RP 3 planning for all four areas of interest: Implement Technical Infrastructure - Yellow Profile, Implement updated services related to 31/12/2024 Aeronautical Information exchanges, Meteorological Information exchanges, Implement Cooperative Network Information exchanges and Implement Flight Information exchanges. APO and MIL will consider their participation in cooperation with the ANSP at a later stage. ASP (By:01/2025) ANSP has started to analyse available EUROCONTROL Not yet specifications. Based on this, all relevant plans are planned prepared for inclusion to the RP 3 planning for all four areas of interest: Implement Technical Infrastructure - Yellow Profile, Implement updated services related to Aeronautical Information exchanges, Meteorological Letové Information exchanges, Implement Cooperative prevádzkové Network Information exchanges and Implement Flight služby Information exchanges. The ANSP through its AIS Slovenskej - 0% Provider currently uses AIXM 4.5 for data exchange with republiky, - the EAD. Relevant local AIS systems have been upgraded štátny to AIXM 5.1 and will be included into the podnik EUROCONTROL EAD Migration Plan for AIXM 5.1. Procurement of all relevant systems/upgrades and new services will be started in line with plans which are currently under preparation for SES RP3. The results of ongoing SDM projects related to SWIM Registry and PKI will be considered. Slovenský Ongoing hydrometeo - - 40% rologický 31/12/2024 ústav MIL (By:01/2025) Not yet Slovak Air Slovak Air Force will consider its participation in - 0% planned Force cooperation with the ANSP at a later stage. - APO (By:01/2025) Letisko M. Not yet R. Štefánika planned Bratislava Airport will consider its participation in - Airport - 0% cooperation with the ANSP at a later stage. Bratislava, - a. s. (BTS)
LSSIP Year 2020 Slovak Republic 62 Released Issue Aircraft Identification Timescales: ITY-ACID 100% Completed Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - All systems were upgraded to be capable to process ACID data. MIL sensors operate with mode 12/12/2017 3/A/C (upgrade to Mod-S planned with the acquisition of new sensors). ASP (By:01/2020) MIL sensors operate with mode 3/A/C (upgrade to Mod- Completed Slovak Air S planned with the acquisition of new sensors). The ATM - 100% Force surveillance system is ready to share ACID data from 12/12/2017 civil sensors. Letové Completed prevádzkové služby Upgrades of the main and back-up ATM systems were Slovenskej - 100% completed in Q1/2015. 30/04/2015 republiky, štátny podnik
LSSIP Year 2020 Slovak Republic 63 Released Issue Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: ITY-ADQ 68% 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 - All relevant data originators were actively involved in the Task Force activities. The system for direct electronic transmission was installed and put into operation, all SLAs are fully compliant 31/12/2021 with the Regulation. All data published before 1 July 2013 will be re-processed by the end of 2021. REG (By:06/2017) All procedures concerning to origination and Late management of aeronautical information and data by all parties involved were set up. The system for direct Transport electronic transmission was installed, put into operation - 70% Authority and it is in use. All SLAs are fully compliant with the 31/12/2021 Regulation. Data originators were invited to update all relevant data and information, which were published before 1 July 2013 by the end of 2021. ASP (By:06/2017) AIM, procedure designers, IT security specialists and Late relevant data originators were actively involved in the Task Force (see State Comment) activities. Web based Letové application for all data chain has been installed. The new prevádzkové procedures have been developed and implemented. The služby configuration of the application has been done in close Slovenskej cooperation with all relevant data originators. - 96% 31/12/2021 republiky, Application was put in operation on 01/07/2018. štátny Process of update aeronautical data and aeronautical podnik information items which were published before 1 July 2013 is ongoing. Completion of this action is dependent on data originators who had been invited to update all relevant data and information. APO (By:06/2017) Letisko M. Late R. Štefánika As the AIM Web Portal has been put into operation on - Airport 1st July 2018, there are ongoing processes to implement - 16% 31/12/2021 Bratislava, the new procedures and data provisions. a. s. (BTS)
LSSIP Year 2020 Slovak Republic 64 Released Issue Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 18% Late ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - The common project for AGDL seamless operations is in accordance with the SDM Recovery 31/12/2022 Plan. REG (By:02/2018) Transport Actions will be completed in line with ANSP Late - 33% Authority implementation plans. 31/12/2021 ASP (By:02/2018) Letové Late prevádzkové služby Slovenskej A project at LPS SR has started. - 10% 31/12/2022 republiky, štátny podnik MIL (By:01/2019) Not Slovak Air CPDL will not be implemented on the military transport- - 0% Applicable Force type aircraft. - MIL has not planned yet to implement SES Data Link Not Ministry of Services above FL 285 neither to equip transport-type - 0% Applicable Defence State aircraft. -
LSSIP Year 2020 Slovak Republic 65 Released Issue 8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 ITY-AGVCS2 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 - Activities related to the extension of 8,33 channel spacing below FL 195 are completed for the ANSP and APO. All MIL aircraft have been equipped with at least one 8,33 kHz capable radio on 01/12/2020 board. Additional local exemptions as per Article 14 of Regulation (EU) No 1079/2012 are granted until 2025 for SVK AF. REG (By:12/2018) Additional local exemptions as per Article 14 of Completed Transport Regulation (EU) No 1079/2012 are granted until 2025 - 100% Authority 31/12/2018 for SVK AF. All aircraft have been equipped with at least one 8,33 Completed kHz capable radio on board. There is no plan to implement additional radios. There is still need to Military procure and deploy ground 8,33 kHz capable radios. SVK Aviation AF doesn't have sufficient numbers of radios to fully - 100% 31/12/2018 Authority accept regulation. 8,33 kHz conversion is completed only for airbase Sliač. AF HQ 8,33 COM project has been delivered to MoD acquisition department. The project is planned to be implemented in 2021. ASP (By:12/2018) All aircraft have been equipped at least one 8,33 kHz Completed capable radio on board. There is no plan to implement additional radios. There is still need to procure and deploy ground 8,33 kHz capable radios. SVK AF doesn't Slovak Air have sufficient numbers of radios to fully accept - 100% Force regulation. 8,33 kHz conversion is completed only for 31/12/2018 airbase Sliač. AF HQ 8,33 COM project has been delivered to MoD acquisition department and approved. The project is planned to be implemented in 2021.
Letové Completed prevádzkové služby All remaining radio sites for ACC Bratislava and other Slovenskej Slovak airports (LZKZ, LZTT, LZZI and LZPP) were - 98% 31/10/2019 republiky, upgraded by 10/2019. štátny podnik MIL (By:12/2020) All aircraft have been equipped at least one 8,33 kHz Completed capable radio on the board. There is no plan to implement additional radio. There is still need to Slovak Air procure and deploy ground 8,33 kHz capable radios. SVK - 100% Force AF doesn't have sufficient numbers of radios to fully 01/12/2020 accept regulation. AF HQ 8,33 COM project has been delivered to MoD acquisition department and approved. The project is planned to be implemented in 2021.
LSSIP Year 2020 Slovak Republic 66 Released Issue APO (By:12/2018) Letisko M. Completed R. Štefánika - Airport All FRQ transited to the 8,33 kHz channel spacing. - 100% 19/02/2020 Bratislava, a. s. (BTS)
Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITY-FMTP 100% Completed All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - The national ANSP is IPv6 compliant and FMTP is already implemented with all adjacent ACCs. 31/12/2012 ASP (By:12/2014) Letové Completed prevádzkové služby FMTP has already been implemented with all adjacent Slovenskej - 100% ACCs. 30/04/2012 republiky, štátny podnik MIL (By:12/2014) Slovak Air A common ATM system is used for the Civil - Military Completed - 100% Force coordination. 31/12/2012
LSSIP Year 2020 Slovak Republic 67 Released Issue Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 100% Completed EHS and ADS-B Out in transport-type State aircraft : 07/12/2020 ELS in transport-type State aircraft : 07/12/2020 Ensure training of MIL personnel: 07/12/2020 Retrofit aircraft capability: 07/12/2020 - The NSA is capable to conduct safety oversight. The equipment of the fighter aircraft is planned only for new fighters which are currently being 07/12/2020 procured by MoD. Mode S Enhanced Surveillance and ADS-B Out avionics are planned only for new aircraft. REG (By:02/2015) Transport Completed The NSA is capable to conduct safety oversight. - 100% Authority 31/12/2012 ASP (By:02/2015) Letové Completed prevádzkové služby The safety assessment documentation was prepared Slovenskej during the SDP system upgrade and was delivered to - 100% 31/12/2014 republiky, NSA. štátny podnik MIL (By:12/2020) The transport aircraft are equipped with Mode S Completed Elementary. The equipment of the fighter aircraft is Slovak Air planned only for new fighters which are currently being - 100% Force 07/12/2020 procured by MoD. Mode S Enhanced Surveillance and ADS-B Out avionics are planned only for new aircraft. The transport aircraft are equipped with Mode S Completed Military Elementary. The equipment of the fighter aircraft is Aviation planned only for new fighters which are currently being - 100% 07/12/2020 Authority procured by MoD. Mode S Enhanced Surveillance and ADS-B Out avionics are planned only for new aircraft.
LSSIP Year 2020 Slovak Republic 68 Released Issue RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 61% 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 - Implementation of RNAV SIDs/STARs within TMAs served for major airports and deployment of 31/12/2022 DMEs to support RNAV operations has been started and is planned to be completed by 2030. REG (By:06/2030) Transport The outcome of the verification has been notified to the Completed - 100% Authority ANSP 03/12/2020 03/12/2020 ASP (By:06/2030) Implementation of RNAV SIDs/STARs within TMAs Ongoing Letové served for LZIB, LZPP, LZTT and LZKZ and deployment of prevádzkové DMEs to support RNAV operations has been started and služby is planned to be completed by the end of 2022. Slovenskej - 55% For LZZI TMA RNP 1 SIDs and STARs have been 31/12/2022 republiky, implemented due to non-radar environment. štátny For LZTT TMA RNAV 1 SIDs and STARs have been podnik implemented.
RNP 1 in TMA Operations Timescales: Start: 07/08/2018 NAV03.2 100% Completed All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - According to AUR.PBN.2005 (4) we are implementing SIDs and STARs in accordance with the requirements of the RNAV 1 specification what have been considered sufficient, except LZZI 07/11/2019 SIDs and STARs within non-radar environment, which have been implemented in accordance with the requirements of the RNP 1 specifications. REG (By:06/2030) Not Transport - - 0% Applicable Authority - ASP (By:06/2030) Not Slovak Air 3D point to point navigation based on modern - 0% Applicable Force navigation aids are not applicable to military aircraft. - Letové According to AUR.PBN.2005 (4) we are implementing Completed prevádzkové SIDs and STARs in accordance with the requirements of služby RNAV 1 specification what have been considered Slovenskej sufficient, except LZZI SIDs and STARs within non-radar - 100% 07/11/2019 republiky, environment, which have been implemented in štátny accordance with the requirements of RNP 1 podnik specifications.
LSSIP Year 2020 Slovak Republic 69 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 81% 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 implementation of RNP approaches at LZIB, LZKZ, LZPP, LZZI, and LZTT is completed. The publication of RNP approaches at all airports, where LPS SR provides ATS is completed. The 31/12/2023 final APV procedures for military ADMsL should be prepared in 2023. REG (By:01/2024) Transport The Implementation of RNP approaches at LZIB, LZKZ, Completed - 100% Authority LZPP, LZZI, LZTT is completed. 26/09/2019 ASP (By:01/2024) A Technical agreement with ATM providers is in process. Ongoing Slovak Air Final APV procedures for military ADMs should be - 40% Force 31/12/2023 prepared in 2023. Letové Completed prevádzkové The implementation of RNP approaches at LZIB, LZKZ, služby LZPP, LZZI, and LZTT is completed. The publication of Slovenskej - 100% RNP approaches at all airports, where LPS SR provides 26/09/2019 republiky, ATS is completed. štátny podnik
ATS IFR Routes for Rotorcraft Operations
Not NAV12 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - The National ANSP has considered introduction of IFR Routes for Rotorcraft Operations, however due to insufficient demand by end users, there is no necessity to implement this - Objective. REG (By:06/2030) Not Transport Due to insufficient demand by end users, there is no - 0% Applicable Authority necessity to implement this Objective. - ASP (By:06/2030) Letové Not prevádzkové Applicable The National ANSP has considered introduction of IFR služby Routes for Rotorcraft Operations, however due to Slovenskej - 0% insufficient demand by end users, there is no necessity republiky, - to implement this Objective. štátny podnik
LSSIP Year 2020 Slovak Republic 70 Released Issue Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - Appropriate parts of the European Action Plan for the Prevention of Runway Excursions were 31/12/2015 implemented. REG (By:01/2018) Transport Appropriate parts of the European Action Plan for the Completed - 100% Authority Prevention of Runway Excursions were implemented. 31/12/2015 Military Completed Appropriate parts of the European Action Plan for the Aviation - 100% Prevention of Runway Excursions were implemented. 31/12/2015 Authority ASP (By:12/2014) Slovak Air The applicable measures of the Action Plan have been Completed - 100% Force implemented. 31/12/2015 Letové Completed prevádzkové služby The applicable measures of the Action Plan have been Slovenskej - 100% implemented. 31/12/2015 republiky, štátny podnik APO (By:12/2014) Letisko M. Completed All activities from European Action Plan for the R. Štefánika Prevention of Runway Excursions, parts 3.1, 3.2 and 3.3 - Airport - 100% are in place. A need for implementation of 3.2.9 was not 31/12/2015 Bratislava, recognised. a. s. (BTS)
LSSIP Year 2020 Slovak Republic 71 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 - Implementation of Direct Routing procedures/processes including the ANSP system upgrade and implementation of the transversal activities were implemented in compliance with the 28/04/2016 schedule. ASP (By:12/2017) Letové Completed prevádzkové služby Implementation of Direct Routing procedures/processes Slovenskej - 100% is completed in compliance with the schedule. 28/04/2016 republiky, štátny podnik
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 - Full completion done in 2011. 31/12/2011 ASP (By:01/2013) Letové Completed prevádzkové služby Slovenskej Completed in 2011. - 100% 31/12/2011 republiky, štátny podnik
LSSIP Year 2020 Slovak Republic 72 Released Issue Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 - MoT SK is confident with the implementation of ACAS II compliant with TCAS II change 7.1. The current MIL aircraft are out of criteria. There is plan to buy new ones. MIL is considered as "Low 31/12/2015 key Stakeholder" because in this case there is no impact on the overall performance of the Slovak ATM system. REG (By:12/2015) Transport The Transport Authority does meet the requirements of Completed - 100% Authority Reg. 1332/2011. 31/12/2015 ASP (By:03/2012) Letové Completed prevádzkové služby Slovenskej The Objective was completed in 2011. - 100% 30/06/2011 republiky, štátny podnik MIL (By:12/2015) Military Not Planned for new aircraft. 22% of transport-type aircraft Aviation - 0% Applicable are equipped. Authority -
Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - The Objective was completed in 2004. (Note: some SLoAs are not applicable since the traffic 31/12/2004 does not justify automation). ASP (By:07/2014) Letové Completed prevádzkové služby The Objective was completed in 2004. (Note: some Slovenskej SLoAs are not applicable since the traffic does not justify - 100% 31/12/2004 republiky, automation). štátny podnik
LSSIP Year 2020 Slovak Republic 73 Released Issue Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and ITY-COTR initial coordination processes: 27/07/2006 100% Completed For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 - The services related to COTR are implemented. 31/12/2015 ASP (By:12/2012) Letové Completed prevádzkové služby Slovenskej The services related to COTR are implemented. - 100% 31/12/2015 republiky, štátny podnik MIL (By:12/2012) CIV MIL coordination is performed by means of a Completed common system. There is no intention yet to implement Military OLDI between civil and military coordination. Flight data Aviation exchange systems supporting the coordination - 100% 31/12/2012 Authority procedures between air traffic services units and controlling military units, which operates their own system are implemented. CIV MIL coordination is performed by means of a Completed common system. There is no intention yet to implement OLDI between civil and military coordination. Flight data Slovak Air exchange systems supporting the coordination - 100% Force 31/12/2012 procedures between air traffic services units and controlling military units, which operates their own system are implemented.
LSSIP Year 2020 Slovak Republic 74 Released Issue Local Objectives
Remote Tower Services Not AOP14 % Applicability and timescale: Local Applicable LZIB - Bratislava Airport There is currently no plan or consideration to implement Remote Tower Services at Bratislava - Airport.
Enhanced traffic situational awareness and airport safety nets for the Not AOP15 vehicle drivers % Applicable Applicability and timescale: Local LZIB - Bratislava Airport Traffic density together with procedural set-up for adverse weather operations does not justify - the implementation of the Objective.
Guidance assistance through airfield ground lighting Not AOP16 % Applicability and timescale: Local Applicable LZIB - Bratislava Airport Traffic density together with procedural set-up for adverse weather operations does not justify the implementation of the Objective. In addition, no A-SMGCS systems are implemented yet - for the same reason.
Provision/integration of departure planning information to NMOC Not yet AOP17 0% Applicability and timescale: Local planned LZIB - Bratislava Airport The scope of this objective will be discussed throughout the year 2021. -
Runway Status Lights (RWSL) Not AOP18 % Applicability and timescale: Local Applicable LZIB - Bratislava Airport Traffic density together with procedural set-up for adverse weather operations does not justify the implementation of the Objective. In addition, no A-SMGCS systems are implemented yet - for the same reason.
Multi-Sector Planning En-route - 1P2T Not ATC18 % Applicable Applicability and timescale: Local - The MSP concept is considered as not useful for the Slovak Republic. -
Enhanced AMAN-DMAN integration Not ATC19 % Applicable Applicability and timescale: Local - There is no justification for the implementation of AMAN or DMAN at Slovak airports due to - low traffic levels.
Enhanced STCA with down-linked parameters via Mode S EHS Not ATC20 0% Applicability and timescale: Local Applicable - LPS SR has no intention to enhance STCA by using SFL from Mode-S EHS. Instead CFL is used by STCA process and independent SFL warning is presented in cases of discrepancy of CFL and FSS - on HMi.
LSSIP Year 2020 Slovak Republic 75 Released Issue Airport Collaborative Environmental Management Not ENV02 % Applicability and timescale: Local Applicable LZIB - Bratislava Airport Traffic density does not justify the implementation of the Objective. -
Continuous Climb Operations (CCO) Not yet ENV03 0% Applicability and timescale: Local planned LZIB - Bratislava Airport The development and implementation of RNAV SIDs and STARs is covered by the project SPICE - (INEA CEF).
Continuous Climb Operations (CCO) Not yet ENV03 0% Applicability and timescale: Local planned LZKZ - Kosice Airport The development and implementation of RNAV SIDs and STARs is covered by the project SPICE - (INEA CEF).
Continuous Climb Operations (CCO) Not yet ENV03 0% Applicability and timescale: Local planned LZPP - Piestany Airport The development and implementation of RNAV SIDs and STARs is covered by the project SPICE - (INEA CEF).
Continuous Climb Operations (CCO) Not yet ENV03 0% Applicability and timescale: Local planned LZTT - Poprad-Tatry Airport The development and implementation of RNAV SIDs and STARs is covered by the project SPICE - (INEA CEF).
Continuous Climb Operations (CCO) Not yet ENV03 0% Applicability and timescale: Local planned LZZI - Zilina Aiport The development and implementation of RNAV SIDs and STARs is covered by the project SPICE - (INEA CEF).
LSSIP Year 2020 Slovak Republic 76 Released Issue 6. Annexes
A. Specialists involved in the ATM implementation reporting for the Slovak Republic
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP National Focal Point LPS SR, š. p. Pavol GELINGER MoT Zdenko BLAŠKO LSSIP Focal Point for REG/NSA TA Vojtech ŠPROCH LSSIP Focal Point for ANSP LPS SR, š. p. Ondrej PRÍBOJ LSSIP Focal Point for Airport Airport Bratislava Gabriel DOMŠITZ LSSIP Focal Point for Military MoD Ľubomír CHVÁLA LSSIP Focal Point for ANS/MET SHMI Martin HOUSA
Other Focal Points Organisation Name
Focal Point for NETSYS LPS SR, š. p Ondrej PRÍBOJ Focal Point for SUR LPS SR, š. p. Ján BURŠÍK
LSSIP Year 2020 Slovak Republic 77 Released Issue B. National stakeholders organisation charts
LSSIP Year 2020 Slovak Republic 78 Released Issue
Organisational chart of Transport Authority
LSSIP Year 2020 Slovak Republic 79 Released Issue
Transport Authority – Civil Aviation Division Organization Chart
LSSIP Year 2020 Slovak Republic 80 Released Issue
Organisational chart of Military stakeholders
LSSIP Year 2020 Slovak Republic 81 Released Issue Organizational chart of Letové prevádzkové služby Slovenskej republiky, š. p.
LSSIP Year 2020 Slovak Republic 82 Released Issue Organizational chart of Letisko M. R. Štefánika – Airport Bratislava, a. s. (BTS)
LSSIP Year 2020 Slovak Republic 83 Released Issue Organizational chart of Slovak Hydrometeorological Institute (SHMÚ)
DIRECTOR GENERAL
Division Division Division Centre of Forecasts & Division Aviation Division Division Support Division of Meteorological Service Hydrological Service Warnings Meteorological Service Air Quality Activities Director General
Department of Dpt. Quantity of Dpt. of Meteorological CMBO Bratislava Dpt. Dpt.Testing Dpt. of Budget Dpt. of Human Climatological Service Surface Water Forecasts & Warnings Laboratory & Accounting Resources MBO Košice Dpt. Management & Department of Dpt. Quality of Dpt. of Hydrological Dpt. Of Air Quality Dpt. of Serv ices & Legal Services Meteorological Netw ork Surface Water Forecasts & Warnings MO Bratislava Dpt. Monitoring Property Administration
Dpt. of Climatological & Dpt. Ground Dpt. of Numerical MO Piešťany Dpt. Dpt. Of Emissions Dept. of Public Precipitation Netw ork Water Forecasting Models and biofuels Procurement & Methods MO Poprad Dpt. Department of Dpt.Hydrological Dpt. Project Remote Sensing Monitoring, MO Sliač Dpt. Development Forecasts & & Implementation of Dpt.of Meteorological Warnings Banská MO Žilina Dpt. Projects Service Banská Bystrica Bystrica Dpt. of Information Dpt.of.of MeteorologicalMeteorological Dpt.Hydrological Systems & Processes Service Košice Monitoring, Forecasts & Dpt. of Information Dpt. Callibration Warnings Košice Technologies Laboratory Dpt.Hydrological Monitoring, Forecasts & Warnings Žilina
LSSIP Year 2020 Slovak Republic 84 Released Issue C. Implementation Objectives’ links with other plans
The table below (extracted from the MPL3 Progress Plan 2020) shows for each implementation objective, the mapping of the L3 implementation Objectives to the corresponding SESAR Essential Operational Changes, the SESAR Solutions, the Deployment Program families, the ICAO ASBU, the EASA EPAS, the Network Strategy Plan, the Airspace Architecture Study Transition Plan (AAS TP) Milestones and the SESAR Key Features.
EOC Level 3 Implementation Objectives SESAR Sol. DP family ICAO ASBUs EPAS NSP AAS TP KF
ATC21-Composite surveillance ADS- ASUR-B0/1 RMT.0679 SO8/3 #114 - - EAI B/WAM ASUR-B0/2 RMT.0519 SO8/4 COM10 - Migration from AFTN to - - COMI B0/7 - - - EAI AMHS COM11.1 - Voice over Internet 3.1.4 - COMI B2/1 - SO8/4 AM-1.3 EAI Protocol (VoIP) in En-Route 3.2.1 COM11.2 - Voice over Internet - - COMI B2/1 - SO8/4 - EAI Protocol (VoIP) in Airport/Terminal
ITY-ACID - Aircraft identification - - - - SO8/2 - EAI 6.1.1 ITY-AGDL - Initial ATC air-ground data COMI B0/4 SO4/1 - 6.1.3 RMT.0524 AM-1.1 EAI link services COMI B1/2 SO8/3 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground - - - - SO8/1 - EAI Voice Channel Spacing below FL195 ITY-SPI - Surveillance performance ASUR B0/1 RMT.0679 SO8/3 - - - EAI and interoperability ASUR B0/3 RMT.0519 SO8/4 APTA B0/1 APTA NAV10 - RNP Approach Procedures 1.2.1 RMT.0639 #103 B1/1 SO6/5 - AATS to instrument RWY 1.2.2 RMT.0445 NAVS B0/2 NAV11 - Precision Approach using #55 - NAVS B1/1 - - - HPO GBAS CAT II/III based on GPS L1 AOM13.1 - Harmonise OAT and GAT - - - - SO6/2 - OANS handling
LSSIP Year 2020 Slovak Republic 85 Released Issue AOP11 - Initial Airport Operations #21 2.1.4 NOPS B1/3 - SO6/2 - HPAO Plan AOP17 – Provision/integration of DPI #61 - NOPS B0/4 - - - HPAO to NMOC SO2/3 5.1.2 SO2/4 COM12 - NewPENS - COMI B1/1 - - EAI 5.2.1 SO8/3 SO8/4 SO4/2 FCM03 - Collaborative flight planning - 4.2.3 NOPS B0/2 - SO5/1 AM-1.14 OANS SO5/6 SO4/3 FCM04.2 - STAM phase 2 #17 4.1.2 NOPS B1/1 - AM-1.11 OANS SO5/4 SO2/1 4.2.2 SO2/2 FCM05 - Interactive rolling NOP #20, #21 NOPS B1/2 - AM-1.12 OANS 4.2.4 SO2/3 SO2/4 FCM06 - Traffic Complexity SO4/3 #19 4.4.2 NOPS B1/4 - AM-1.13 OANS Assessment SO5/4 FCM09 - Enhanced ATFM Slot #56 - NOPS B1/7 - SO6/1 - OANS swapping 5.1.3, 5.1.4, SO2/4 5.2.1, 5.2.2, AMET B2/4 INF08.1 - Information Exchanges SO2/5 #35, #46 5.2.3, 5.3.1, DAIM B2/1 - AM-1.5 EAI using the SWIM Yellow TI Profile SO5/2 5.4.1, 5.5.1, SWIM B3/1 SO5/5 5.6.1 5.1.3, 5.1.4, INF08.2 - Information Exchanges #28, SWIM B3/1, TBO SO5/2SO5 5.2.1, 5.2.2, - AM-9.1 EAI using the SWIM Blue TI Profile #46 B3/1 /5 5.2.3, 5.6.2 INF07 - Electronic Terrain and DAIM B1/4 RMT.0703 - 1.2.2 SO2/5 - EAI Obstacle Data (e-TOD) DAIM B1/4 RMT.0722 DAIM B1/7, AMET INF09 - Digital Integrated Briefing #34 - SO2/5 - EAI B1/4 ITY-ADQ - Ensure quality of RMT.0722 aeronautical data and aeronautical - 1.2.2 - SO2/5 - EAI RMT.0477 information
LSSIP Year 2020 Slovak Republic 86 Released Issue ------
#12, #71, AOP14 – Remote Tower Services - RATS B1/1 RMT.0624 - - HPAO #52, #13
AOP04.1 - A-SMGCS Surveillance #70 2.2.1 SURF B0/2 MST.029 SO6/6 - HPAO (former Level 1) AOP04.2 - A-SMGCS RMCA (former - 2.2.1 SURF B0/3 MST.029 SO6/6 - HPAO Level 2) ACDM B0/2 2.1.1 AOP05 - Airport CDM #106 NOPS B0/4 - SO6/4 - HPAO 2.1.3 RSEQ B0/2 AOP10 - Time Based Separation #64 2.3.1 WAKE B2/7 - SO6/5 - HPAO AOP12 - Improve RWY and Airfield 2.1.2 safety with CATC detection and #02 SURF B1/3 MST.029 SP6/6 - HPAO 2.5.1 CMAC AOP13 - Automated assistance to #22 Controller for Surface Movement 2.4.1 SURF B1/4 MST.029 SO6/6 - HPAO #53 planning and routing AOP15 - Safety Nets for vehicle #04 - SURF B2/2 MST.029 - - HPAO drivers AOP16 - Guidance assistance through #47 - SURF B1/1 MST.029 - - HPAO airfield lighting
AOP18 - Runway Status Lights #01 - SURF B2/2 MST.029 - - HPAO
ATC07.1 - Arrival management tools - 1.1.1 RSEQ B0/1 - SO4/1 - AATS
ATC19 - Enhanced AMAN-DMAN SO6/5 #54 - RSEQ B2/1 - - AATS integration SO4/1 ENV01 – Continuous Descent - - APTA B0/4 - SO6/5 - AATS Operations ENV02 – Airport Collaborative ------HPAO Environmental Management ENV03 – Continuous Climb - - APTA B0/5 - SO6/5 - AATS Operations
LSSIP Year 2020 Slovak Republic 87 Released Issue RMT.0639 NAV03.1 – RNAV1 in TMA Operations #62 - APTA B0/2 SO6/5 - AATS RMT.0445 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations #09, #51 APTA B1/2 SO6/5 - AATS 1.2.4 RMT.0445 MST.007 SAF11 - Improve runway safety by - - - RMT.0570 - - HPAO preventing runway excursions RMT.0703 AOM19.1 - ASM tools to support A- SO3/2 #31 3.1.1 FRTO B0/2 - AM-1.8 OANS FUA SO3/3 AOM19.2 - ASM management of real- FRTO B1/3 SO3/2 #31 3.1.2 - AM-1.8 OANS time airspace data NOPS B1/5 SO3/3 AOM19.3 - Full rolling ASM/ATFCM NOPS B1/5 SO3/2 #31 3.1.3 - AM-1.8 OANS process and ASM information sharing FRTO B1/3 SO3/3 AOM19.4 – Management of Pre- NOPS B1/6 SO3/2 #31 3.1.4 - - OANS defined Airspace Configurations FRTO B1/4 SO3/3 AM-1.6 3.2.1 SO3/1 AOM21.2 - Free Route Airspace #33, #66 FRTO B1/1 - AM-1.10 AATS 3.2.4 SO3/4 AM-5.1 SO3/1 AM-1.15 ATC12.1 - MONA, TCT and MTCD #27, #104 3.2.1 FRTO B1/5 - AATS SO4/1 AM-5.1 ATC15.1 - Initial extension of AMAN - 1.1.2 - - SO4/1 - AATS to En-route ATC15.2 - Extension of AMAN to En- RSEQ B1/1 #05 1.1.2 - SO4/1 AM-1.3 AATS route NOPS B1/8 ATC17 - Electronic Dialog supporting SO3/1 - 3.2.1 - - AM-1.3 AATS COTR SO4/1 ATC18 - Multi Sector Planning En- AM-4.3 #63 - FRTO B1/6 - SO4/1 AATS route – 1P2T AM-5.1 ITY-FMTP - Apply a common flight - - - - SO8/3 AM-1.3 EAI message transfer protocol (FMTP) SNET B0/1 SNET B0/2 ATC02.8 - Ground based safety nets - 3.2.1 - SO4/1 - AATS SNET B0/3 SNET B0/4
LSSIP Year 2020 Slovak Republic 88 Released Issue ATC02.9 - Enhanced STCA for TMAs #60 - SNET B1/2 MST.030 SO4/1 - AATS
ATC20 – Enhanced STCA with DAP via #60 - SNET B1/1 - SO7/2 - AATS Mode S EHS NAV12 – ATS IFR Routes for #113 - APTA B0/6 MST.031 SO6/5 - AATS Rotorcraft Operations
LSSIP Year 2020 Slovak Republic 89 Released Issue D. SESAR Solutions implemented in a voluntary way4
These SESAR Solutions are not included yet in the ATM MP L3 Plan. EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures- publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan. The specific description of the new 34 SESAR Solutions implemented in a voluntary way introduced in 2020 are hosted on the LSSIP SharePoint : New SESAR Solutions non-committed - Description A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non- committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex.
Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify
GBAS has limited (GBAS Local Object Consideration Areas) or no protection areas, usually located outside aircraft movement areas. This allows the reduction of runway occupancy times in LVP, reducing spacing between arrival aircraft. Use of GBAS Cat II/III eliminates ILS critical zones, enables flexible approaches, offers PA where ILS cannot due to geography and signal stability (immune to signal Precision bends inherent in ILS), complements ILS at approach airports with multiple RWYs during LVP, the #55 N N using GBAS rationalization of some ILS thus reducing Category II/III operation and maintenance costs and optimizing spectrum; offers PA at aerodromes without SBAS coverage or where PA performances cannot be achieved with SBAS. GBAS CATII/II improves resilience of airport capacity with fewer flight cancellations due to LVP in force. GBAS CATII/III will enable runway ends that are not ILS CATII/III equipped to be used for CATII/III operations as long as the runway is CATII/III qualified.
4 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.
LSSIP Year 2020 Slovak Republic 90 Released Issue 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- N N 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 N N 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 Y - The ADS B for both ADS-B ground system by outside agents. These applications is currently surveillance of techniques can also be used to cope with verified and their #110 aircraft in N malfunctioning of avionics equipment. SESAR implementation can be flight and on has contributed to the relevant standards, such expected not earlier the surface as EUROCAE technical specifications, than 2021 incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications. By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of validated data items into the WAM channel, thereby preventing a need to re-interrogate the Composite data item. Y – Planned in period of #114 Surveillance N Since the two surveillance layers share following years (2025) ADS-B / WAM hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.
LSSIP Year 2020 Slovak Republic 91 Released Issue 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, N N AeroMACS is part of the Future Communication Digital Voice Infrastructure supporting the Airport Surface and Multilink Component and is reflected within the ICAO Global Air Navigation Plan (GANP) and the ICAO Communication Roadmap in the GANP. Alternative-Position, Navigation and Timing (A- PNT) is the technological enabler related with the need to introduce ground and airborne systems that can support currently defined and standardized PBN and other CNS-based RNP1 operations and provide a backup with the reversion PJ.14-03-04 required level of performance in case of N N based on degradation and absence/loss of GNSS. DME-DME According to the existing regulations, RNP1 navigation integrity requires the use of GNSS positioning. Therefore, the GNSS loss may become a critical issue for the design of TMA airspace complying with PBN-IR.
LSSIP Year 2020 Slovak Republic 92 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify
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 Y take-off time based on refined and agreed TTAs at the implementation can be #18 (CTOT) and destination airport; TTAs shall be integrated N expected not earlier target time of into the AOP for subsequent refinement of the than 2030 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 #57 process sequence. The departure time will be N N (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 N N 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).
LSSIP Year 2020 Slovak Republic 93 Released Issue 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 times management. These elements are: The departure taxi time The planned departure runways Collaborative The planned SID. network With the implementation of airport CDM PJ.09-03-02 N N/A management procedures, NM receives from most of the functions major airports up-to-date and reliable information in DPI messages and updates much more dynamically than the FOC this information in its planned trajectory thanks to live information received from airports. Therefore, this solution defines new information flows for AUs to consider same information as NM related to the departure phase of the flight. The purpose of the Sub-regional Demand Capacity Balancing (DCB) Service (Supporting Sub-regional the DCB capability within the ICAO Global Demand Concept) is to facilitate an improved usage of PJ.15-01 Capacity N N the airspace at the sub-regional level, through Balancing enhanced planning and consequently more Service appropriate tactical intervention in support of AU and AO operations. The SWIM-TI Purple Profile (PP) consists of open standards based on reliable and secure SWIM technical infrastructure enabling the SWIM TI integration of the aircraft into the SWIM purple profile network, thus giving it access to air/ground Y for airground SWIM services (e.g. uplink and downlink of Implementation can be PJ.17-01 N advisory meteorological and aeronautical information). expected not earlier information It will enable operational applications to uplink than 2030 sharing meteorological and aeronautical information using SWIM, as well as downlink (e.g. aircraft provided meteorological observations) of information using SWIM.
LSSIP Year 2020 Slovak Republic 94 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify
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 Y Digital presented (visualised) in a graphical way. implementation can be #34 integrated N The digital integrated briefing is currently expected not earlier briefing targeted for ground use (FOC/WOC, pre‐flight than 2025 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). 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 Y Static aeronautical information in different Ground implementation can be PJ.15-10 aeronautical N Systems, the Common Service for Aeronautical expected not earlier data service Information Management offers a means of than 2025 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 Y that can be retrieved by individual requests https://gis.lps.sk/ Aeronautical demanding specific geographical areas. The Y server/services/V PJ.15-11 digital map retrieval can be performed using regular FIC and RCC Units FRM/VFRM_servi service internet protocols or through SWIM services. Approximately 2022 ce/MapServer/W Instead of having to perform the rendering of MSServer 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
LSSIP Year 2020 Slovak Republic 95 Released Issue 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 Y information dataset in digital format will improve the Obstacle DS – 2022 Y PJ.18-04a management consistency and quality of the data and enhance AIP DS – 2024 (only terrain DS) (AIM) the exchange of information. The Aeronautical IFP DS, AMDB – not information Dataset Service will also help service providers planned 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. 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. N N 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 N N 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.
LSSIP Year 2020 Slovak Republic 96 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify
Continuous Progressive implementation of procedures for descent Continuous Descent Operations (CDO) and #11 operations Continuous Climb Operations (CCO) in higher N N (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 N N 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 working positions are provided with Virtual Stop Bars (VSB) to improve low visibility Virtual block operations and enhance controllers’ situational control in low awareness. Virtual Stop Bars can be used by the N/A (will be revised #48 visibility controller to reduce block-sizes once N when applicable) procedures procedural control applies. Additional (LVPs) controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog). This new procedure design builds upon Point merge precision navigation technology (P-RNAV in complex concept) for merging traffic into a single entry #107 N N terminal point, which allows efficient integration and airspace sequencing of inbound traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) sectors Arrival replaces radar vectoring with a more efficient Management #108 and simplified traffic synchronisation N N (AMAN) and mechanism that reduces communication Point Merge workload and increases collective traffic predictability. The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for De-icing departure, which is currently calculated by #116 management N N predetermined estimates. The solution means tool that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for
LSSIP Year 2020 Slovak Republic 97 Released Issue departure. The solution envisages that de-icing operations are no longer characterised by the A- CDM concept as ‘adverse conditions’, i.e. a state that is in 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 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 to scheduled operations, and less passenger Reducing inconveniences. Landing A unique advantage of the EFVS on board Minima in solution is that it is mainly supported by the Low Visibility aircraft system instead of airports and the need Conditions of complex and costly ground infrastructures as #117 N N using those implemented in CATII/III airports. Enhanced From a global ATM network standpoint, the Flight Vision EFVS operation allows to retain traffic at most Systems of secondary aerodromes by providing (EFVS) operational credit at most of runway ends with precision or non-precision landing minima (LPV, LNAV/ VNAV, ILS CAT1, etc.). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR - DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions. In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting decision-making and increasing safety margin all the time.
LSSIP Year 2020 Slovak Republic 98 Released Issue 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 N PJ.02-01-01 Delivery on Distance Based and Time Based wake N (potentially applicable Final separation rules e.g. ICAO, RECAT-EU, PWS-A in the future) 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 N N 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 N N Turbulence under the pre-defined wind conditions the Separations wake turbulence generated by the lead aircraft for is either wind transported out of the path of the Departures follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The solution covers WDS cross wind concept for departures in segregated mode runway operations. Static PairWise Separation for arrivals (S-PWS- A) is the efficient aircraft type pairwise wake Wake separation rules for final approach consisting of Turbulence both the 96 x 96 aircraft type based wake Separations separation minima (for the most common (for Arrivals) aircraft in ECAC area) and the twenty wake PJ.02-01-04 N N based on category (20-CAT) based wake separation Static Aircraft minima for arrival pairs involving all the Characteri- remaining aircraft types. stics The S-PWS are applied using a separation delivery tool; the pairwise separations will be used as input into the separation delivery tool. Weather- “Weather-Dependent Reductions of Wake PJ.02-01-05 Dependent Turbulence Separations for Final Approach” N N Reductions of aims at the optimisation of the ICAO wake
LSSIP Year 2020 Slovak Republic 99 Released Issue Wake turbulence separation by use of weather- Turbulence dependent separation minima on arrivals Separations (WDS-A), applicable under given wind for Final conditions. This allows conditional reduction or Approach suspension of separation minima for most aircraft pairs, enabling runway throughput increase compared to ICAO scheme, whilst maintaining acceptable levels of safety. This is on the basis that under the pre-defined wind conditions the wake turbulence generated by the lead aircraft is either wind transported out of the path of the follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The Static PairWise Separation for Departures (S-PWS-D) concept optimises wake separations between departures on the initial departure Wake path by moving from schemes defined by a Turbulence small number of wake categories (4 to 7 wake Separations categories) to a scheme defined between (for aircraft type pairs for the 96 aircraft types PJ.02-01-06 Departures) N N 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- N N Enhancing called plate lines, can be installed at any major Devices European airport in order to increase safety by reducing the risk of low-altitude wake encounters. This solution has a technical aspect and an operational aspect. On the technical aspect, the solution has validated to V3 that the application of 2NM minimum radar separation (MRS) between two aircraft established on the final approach course to the same runway sufficiently mitigates the risk of collision between them, provided the required surveillance performance (RSP) are complied with. In addition to the MRS, runway occupancy Minimum-pair time and wake separation constraints need to separations be considered when determining the minimum based on separation or spacing required to be applied PJ.02-03 required between two aircraft (the largest of the N N surveillance constraints will need to be applied). performance The routine application of the 2NM minimum (RSP) 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
LSSIP Year 2020 Slovak Republic 100 Released Issue 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 N N Runway the time horizon within which no automatic Sequence swapping of flights in the sequence will occur, but landing and departure time will still be updated. The value of these time horizons is determined by the local implementation and they are not necessarily the same for arrivals and departures. The Integrated Runway Sequence is planned before Arrival flights top of decent and linked with Airport CDM procedures for departures. Runway Manager (RMAN), is a support tool for the Tower Supervisor to determine the optimal runway configuration and distribution of demand according to capacity and local constraints. During the Planning Phase, the RMAN checks 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 N Runway proposing changes if necessary. PJ.02-08-02 N (potentially applicable Manager RMAN continuously computes the optimal in the future) 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 Increased Runway Occupancy Time (ROT). A new Runway separation minimum is computed based on the Throughput prediction of the ROT, the MRS and WTC PJ.02-08-03 based on local N N separation. ROCAT defines separation sub- ROT categories based on ROT, wake minima from characterizati RECAT and reduced radar separation based on on (ROCAT) ICAO approved minima. The solution consists on developing the runway occupancy minima
LSSIP Year 2020 Slovak Republic 101 Released Issue through big data analytics to identify a ROT per aircraft type using machine learning techniques and historical data. A change in the separation minima used by ATCO for the aircraft on final approach is supported by decision support tool called LORD (Leading Optimised Runway Delivery). ROCAT can increase runway throughput where the traffic is predominantly medium aircraft, especially where RECAT is inefficient due to the lack of wide-body aircraft types. “Enhanced Visual Operations” are enabled by enhanced vision systems (EVS), synthetic vision systems (SVS), which make more aircraft capable of LVC operations and enable more efficient approach, landing and taxi and operations in LVC. This is applicable to all platforms, even if the main airline platforms have auto land capabilities to facilitate approaches in LVC. The solution consists of 3 activities focusing on: Enhanced HMD fitted with taxi routing and traffic PJ.03a-04 visual N N/A information for easing taxi operation in operations 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 N N/A 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 E-AMAN PJ.15-02 involved e.g. multiple Airports, AMANs, ACCs, N N Service UACs and other interested parties, e.g. NM (i.e. Cross Boarder Arrival Management). The capability provided by the E-AMAN Federation Common Service is the capability of
LSSIP Year 2020 Slovak Republic 102 Released Issue harmonising the output of local E-AMAN technical capabilities on different geographic or organisational levels (ECAC, FAB, however any other scaling could be considered in principle). The output of the Common Service is delivered to the end-users (e.g. adjacent ACCs / UACs). By this, relocation of functions between stakeholders is performed.
Based on Advanced-RNP navigation specification, design of optimised routes e.g. Optimised spaced parallel routes, Fixed Radius Transition route network #10 (FRT) and Tactical Parallel Offset (TPO) further N N 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 Air Traffic Control (ATC) providing real-time and fine- tuning measures to solve ATFCM hotspots, and Y - It is expected that to perform early measures to alleviate this functionality will be complexity closest to ATC activities. covered by new FMP The solution consists of an automated tool and tool that will provide Basic EAP associated procedures supporting the basic live traffic complexity (Extended communication between the Local DCB position #118 N forecasts and What-if ATC Planning) and the Controllers' Work Positions allowing the analysis functions. The function EAP and the ATC team in identifying, assessing system is currently and resolving local complexity situations. The being procured. basic EAP relies on a real time integrated Implementation of this process for managing the complexity of the tool is planned in RP3. 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 N N/A 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 Slovak Republic 103 Released Issue “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 N N 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- N/A (will be revised #06 CTA as part of the arrival management process, N density/ when applicable) 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 N/A (will be revised #08 aircraft flying towards an area where their N into multiple when applicable) 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. 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. N N 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.
LSSIP Year 2020 Slovak Republic 104 Released Issue This solution consists of an enhanced TCAS capability, adding passive surveillance methods Extended and reducing the need for active Mode-S N/A (will be revised #101 hybrid interrogations. By making fewer active N when applicable) 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 N N/A Definition than one regulation is affecting the flight, alternatively in the case there is only one regulation affecting the flight the local FMP can requests the resolution to NMOC. The resolution is mostly a regulation exclusion or delay reduction (force slot) by NMOC. In this, the focus is put on reactive FDCI that means the FDC flight has an ATFCM delay and slot issued. Integrated tactical and medium conflict detection & resolution (CD&R) services and conformance monitoring tools for En-Route and TMA aims at improving the separation (tactical layer) in the En-Route and TMA (but not APP) operational environments through improved ground trajectory prediction. This is achieved Integrated using existing information on lateral and vertical tactical and clearances that are known by the ground medium system and airborne information such as Mode Conflict S data. Detection & This solution is built on SESAR 1 Sol. #27. Resolution New features and enhancement brought by N/A (will be revised PJ.10-02a1 (CD&R) N PJ10.02a1 are : when applicable) services and Extension of TCT to all environments : Conformance TMA & ER Monitoring Improvement of the MTCD to handle tools for En- level segments Route and Enhanced resolution features for TMA 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 eFPL assess the expected sector load and to reduce supporting N/A (will be revised PJ.18-02c the number of false conflict detections, as well N SBT transition when applicable) as to provide the ATCO with better knowledge to RBT of airline intentions thanks to a more accurate profile and additional elements such as ToC or ToD. The main actors are the Network Manager that provides the eFPL distribution service, and
LSSIP Year 2020 Slovak Republic 105 Released Issue 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 N services. It is assumed that an ATCO can hold PJ.05-02 remote tower N (potentially applicable endorsements for up to 3 (single) different module in the future) airports. There is a fixed allocation of airports to a set of MRTMs. However, in case of high workload, due to e.g. emergency, high traffic volumes or degraded mode, the ATCO can split one airport into a spare MRTM if required. The prerequisite for multiple remote tower operations is the single remote tower operations. This solution enables the separation of the data centre where the data is produced (the ATM Data Service Provider - ADSP) from the ATCOs location (the Virtual Centre ATSU). Virtual Enabling Centre is a grouping of Air Traffic Service Units rationalisation (ATSU), possibly geographically separated, of sharing ATC operations amongst themselves PJ.16-03 infrastructure using data services provided by one or more N N using virtual ADSPs through interfaces defined in Service centre based Level Agreements, in a safe and secure manner. technology 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.
LSSIP Year 2020 Slovak Republic 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
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 N N operations at aircraft. Specific PBN RNP0.3 IFR procedures the airports to/from an existing VFR FATO shall be deployed to reach a point-in-space (PinS) to access FATO. The solution targets, in particular, relatively large and very large airports and high complexity airspaces. “Enhanced Rotorcraft operations in the TMA” integrate pilot support of both EVS (enhanced vision systems) including visual segments and Enhanced automated flight path following by autopilot rotorcraft system. Advanced Point-In-Space RNP operations approaches and departures to/from FATO are PJ.01-06 N N/A and GA based on SBAS navigation. The corresponding operations in rotorcraft specific contingency procedures in the TMA case of loss of communication are defined. The pilot is supported during these operations by dedicated simbiology ypresented on a Head Mounted Display system.
LSSIP Year 2020 Slovak Republic 107 Released Issue E. Surveillance (SUR)
European ATM Surveillance data are captured to enable Network performance improvements and ensure global interoperability. This Annex includes Surveillance implementation information related to projects, sensors and data integration. The objective for the inclusion of this information in LSSIP is to consolidate the data collection process and increase efficiency by avoiding parallel surveys. The corresponding tables have been prefilled with information already available from recent surveys within the surveillance area.
For practical reasons to harmonise the reporting, since the LSSIP 2020 cycle the questionnaire is included in the LSSIP Annex.
Surveillance Projects This section includes Surveillance system projects covering the full chain from Sensor to Surveillance data integration into SDPS and CWP.
Activity Description System Description Expected contribution to the Schedule Key Performance5 Areas Area / Airspace Area/Name: ADS-B/LAM ADS-B/LAM Capacity: No Sensor installation date: Airport Bratislava Sensor/Sites: 8 Operational-Efficiency: Yes Operational date: Objective: Provider: Frequentis Safety: Yes Estimated IOC 2020 Airspace: Airport Surface Comsoft Security: No ADS-B operational integration date Service: Airport ACID Coverage: Airport (ATCO CWP) where applicable: 2021 Environment: No monitoring Surface Estimated End of Life: 2030 RF/Spectrum: Yes Density: Medium
Cost-Efficiency: Yes Traffic: General
ADS-B/WAM Tatry ADS-B/WAM Capacity: No Sensor installation date: Objective: Sensor/Sites: 1 Operational-Efficiency: Yes 1 pilot system for operational validation installed in 2020 Airspace: ENR/TMA Tatry Provider: Frequentis Safety: Yes Comsoft Operational date: Service: ATC, 5 NM Security: No Separation Estimated IOC 2023 Environment: No Density: Low Coverage: TMA Tatry ADS-B operational integration date RF/Spectrum: Yes (ATCO CWP) where applicable: 2023 Traffic: General Cost-Efficiency: Yes Estimated End of Life: 2035
5 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Slovak Republic 108 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance5 Areas Area / Airspace Area/Name: ADS- ADS-B/LAM Capacity: No Sensor installation date: B/WAM Bratislava Sensor/Sites: 1 Operational-Efficiency: Yes 1 pilot system for operational Objective: validation installed in 2020 Provider: Frequentis Safety: Yes Airspace: ENR/TMA Comsoft Operational date: Security: No Service: ATC, 5 NM Coverage: En-route Estimated IOC 2023 Environment: No Separation ADS-B operational integration date RF/Spectrum: Yes Density: Medium (ATCO CWP) where applicable: 2023 Cost-Efficiency: Yes Traffic: General Estimated End of Life: 2035
Surveillance sensors (just numbers, no technical/ops details) This section summarises the number of Surveillance sensors per state. This covers all current and planned sensors intended for operational use. Note: Please only count each sensor once even if it is part of combined systems. A combined PSR and Mode S SSR is only counted once in the row for CMB PSR Mode S (and consequently not counted in the PSR nor in the Mode S rows). Similarly, for a multilateration system, providing coverage both on the airport surface and in the CTR or TMA the individual sensor can be allocated to one or the other but each sensor must only be counted once, either in one of the MLAT/WAM rows or in one of the Airport MLAT/LAM rows.
Sensor Type 2020 2021 2022 2023 2024 2025
Mode A/C
CMB PSR Mode A/C
Mode S 3
CMB PSR Mode S 1
PSR stand alone 2
WAM Sensors
ADS-B stand alone 2
Space-based ADS-B
Surface Movement Radar (SMR)
Airport MLAT Sensors 8
ADS-B equipped Vehicles
LSSIP Year 2020 Slovak Republic 109 Released Issue Surveillance Data Use This section provides and overview of the use of Surveillance data per state. This includes usage of Downlinked Aircraft derived Parameters (DAP) / Aircraft Derived Data (ADD) and ADS-B data.
ADD/DAP data usage
ATCO, System, Tools (which tool)
ADD/DAP data usage Operational Usage (ATCO, system, tools, etc.) or planned ops date
Selected Altitude Operational ATCO
Barometric pressure setting Operational ATCO
Roll angle Not used
True track angle Not used
Ground speed Not used
Track angle rate Not used
Magnetic heading Operational ATCO
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
ATC integration ENR 2023
ATC integration TMA 2023
ATC integration TWR CTR/TMA 2023
Flight Information Service 2023
ATCO Traffic Awareness
Traffic planning e.g. Arrival Manager
Conflict Alerting, e.g. STCA
Airport surveillance e.g. Traffic awareness, 2021 Target identification support
Other:
LSSIP Year 2020 Slovak Republic 110 Released Issue F. Glossary of abbreviations
This Annex mainly shows the abbreviations that are specific to the LSSIP Document for the Slovak Republic. Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/airial/
Term Description
ACC Area Control Center ADS Automatic Dependent Surveillance AIS Aeronautical Information Service AMAN Arrival Management AMIA Aviation and Maritime Investigation Authority of the Slovak Republic AF ATM Functionality ANS Air navigation services AOP Airport operations APP Approach Control Service ASM Airspace Management Service ATFM Air Traffic Flow Management ATS Air Traffic Services BTS Letisko M. R. Štefánika – Airport Bratislava, a. s. CNS/ATM Communication Navigation Surveillance/Air Traffic Management COM Communication ECAC European Civil Aviation Conference ENV Environment FIR Flight Information Region FT Fast Track FUA Flexible Use of Airspace GNSS Global Navigation Satellite System ICAO International Civil Aviation Organisation ILS Instrument Landing System Letové prevádzkové služby Slovenskej republiky, štátny podnik, v skratke - Air LPS SR Navigation Service Provider Military Aviation State Administration Department of the Ministry of Defence of MAA the Slovak Republic MoD SK Ministry of Defence of the Slovak Republic MOT SK Ministry of Transport and Construction of the Slovak Republic MSAW Minimum safe altitude warning MTCD Medium term conflict detection NSA SK National Supervisory Authority of the Slovak Republic OLDI On Line Data Interface PCP Pilot common Project RNAV Area Navigation S-AF Sub ATM Functionality SHMÚ Slovak Hydro meteorological Institute TA Transport Authority of the Slovak Republic
LSSIP Year 2020 Slovak Republic 111 Released Issue