IRELAND Local Single Sky Implementation Level 1 - Implementation Overview

of ATM Implementation Reporting 25YEARS in Europe EUROCONTROL

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

Document Title LSSIP Year 2018 for Ireland

Infocentre Reference 19/02/05/22 Date of Edition 22/03/19 LSSIP Focal Point Cathal MAC CRIOSTAIL - [email protected] LSSIP Contact Person Alessandro PRESTIGIACOMO - [email protected] Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip

Reference Documents LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance http://www.eurocontrol.int/articles/lssip Material Master Plan Level 3 – http://www.eurocontrol.int/articles/european-atm-master-plan-level-3- Plan Edition 2018 implementation-plan Master Plan Level 3 – http://www.eurocontrol.int/articles/european-atm-master-plan-level-3- Report Year 2018 implementation-report European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and https://www.eurocontrol.int/sites/default/files/content/documents/official- abbreviations documents/guidance/Glossaries.pdf National AIP http://iaip.iaa.ie/iaip/index.htm FAB Performance Plan http://www.dttas.ie/aviation/publications/english/single-european-sky- initiative-uk-ireland-fab-performance-plan-2015

LSSIP Year 2018 Ireland Released Issue

APPROVAL SHEET

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

LSSIP Year 2018 Ireland Released Issue

CONTENTS

1. National ATM Environment ...... 6 Geographical Scope ...... 6 National Stakeholders ...... 8 2. Traffic and Capacity ...... 17 Evolution of traffic in Ireland ...... 17 Dublin ACC ...... 18 Shannon ACC ...... 21 3. Master Plan Level 3 Implementation Report conclusions ...... 25 4. Implementation Projects ...... 26 National projects ...... 26 FAB projects ...... 29 Regional projects ...... 30 5. Cooperation activities ...... 31 FAB Co-ordination ...... 31 Regional cooperation ...... 31 6. Implementation Objectives Progress ...... 33 State View...... 33 Detailed Objectives Implementation progress ...... 39

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

LSSIP Year 2018 Ireland Released Issue

Executive Summary

National ATM Context

The Irish Aviation Authority (IAA) was established as a commercial state-sponsored body on 1 January 1994 under the Irish Aviation Authority Act, 1993. The IAA carries out a range of operational and regulatory functions and services relating to the safety, security and technical aspects of civil aviation in Ireland and is responsible for the provision of Air Traffic Management Services; a functional separation exists between regulatory and service provision functions. Dublin Airport Authority - a commercial semi-state company operates Dublin and Cork Airports. A new Shannon Airport Authority was established on January 1st 2013 and now has total responsibility for the running and development of Shannon Airport. The Irish Government, after consultation with all major stakeholders, published a new Aviation Policy document for Ireland in August 2015. This Policy remains under active review

Traffic and Capacity

The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 0.9% and 4.0% during the planning cycle, with an average baseline growth of 2.3%. Traffic is recorded by the IAA across two streams: 1. En-route: Saw an increase of 0.4% for 2018 2. Terminal Services: For Dublin, Cork and Shannon saw an increase of 3.5% for all terminal traffic and 4.7% for commercial terminal traffic

Sufficient capacity will be provided to meet all expected demand during the period of this plan and Ireland will meet its capacity requirements under the National Performance Plan.

Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre-SESAR 2010 2019 Implementation 85%

PCP 2015 2023 Implementation 32%

LSSIP Year 2018 Ireland 1 Released Issue

Progress per SESAR Key Feature and Phase

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

Advanced Air Enabling Aviation Optimised ATM Traffic Services High Performing Infrastructure

Network Services Airport Operations

94% 92% 86% 62% 52% 5%

26% 27%

PCP PCP PCP

SESAR

SESAR SESAR SESAR

- - -

Pre

Pre Pre Pre

ICAO ASBUs Progress Implementation

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

2010 2018 Block 0 91%

2015 2022 Block 1 43%

LSSIP Year 2018 Ireland 2 Released Issue

ATM Deployment Outlook

● State objectives

- AMAN to en-route Deployed in 2017-2018: [ATC15.1] 100% progress - Collaborative Flight Planning [FCM03] 100% progress - RNAV 1 for TMA Operations [NAV03.1] 100% progress - APV Procedures [NAV10] 100% progress

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

- Aircraft Identification - 8,33 kHz below FL195 - Traffic Complexity [ITY-ACID] 80% progress [ITY-AGVCS2] 88% progress [FCM06] 37% progress - Aeronautical Information - SWIM Yellow TI Profile - Multi Sector Planning En- [ITY-ADQ] 58% progress [INF08.1] 6% progress route - ASM Tools [ATC18] 25% progress [AOM19.1] 42% progress - Real-Time Airspace Data - Voice over IP [AOM19.2] 20% progress [COM11] 20% progress - RNP 1 for TMA - OAT and GAT handling Operations [AOM13.1] 14% progress [NAV03.2] 10% progress - Interactive Rolling NOP [FCM05] 5% progress

● Airport objectives - EIDW - Dublin Airport

- Airport CDM Deployed in 2017-2018: [AOP05] 100% progress

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

- Airport Safety Nets - CDOs [AOP12] 94% progress [ENV01] 62% progress - Initial Airport Operations Plan [AOP11] 14% progress - Time-Based Separation [AOP10] 0% progress

LSSIP Year 2018 Ireland 3 Released Issue

● Airport objectives - EICK - CORK

Deployed in 2017-2018: -

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

- CCOs - Remote Tower [ENV03] 75% progress [AOP14] 0% progress

● Airport objectives - EINN - SHANNON

Deployed in 2017-2018: -

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

- CCOs - Remote Tower [ENV03] 75% progress [AOP14] 0% progress

LSSIP Year 2018 Ireland 4 Released Issue

Introduction

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

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

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

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

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

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

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

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

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

LSSIP Year 2018 Ireland 5 Released Issue

1. National ATM Environment

Geographical Scope

International Membership

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

Organisation Since ECAC  1955 EUROCONTROL  1st January 1965 European Union  1973 EASA  2005 ICAO  31 October 1946 NATO N 1949 ITU  1923

Geographical description of the FIR(s)

The geographical scope of this document addresses the Irish FIR(s): Shannon FIR including Shannon Oceanic Transition Area (SOTA) and Northern Oceanic Transition Area (NOTA). Within the Shannon FIR/UIR are contained: • Shannon CTA (upper limit FL 245); • Dublin CTA/TMA (upper limit FL 245); • Shannon UTA (FL 245 to FL 660).

Shannon FIR is surrounded by FIRs of 2 States, namely United Kingdom and France and the NAT region.

LSSIP Year 2018 Ireland 6 Released Issue

Ireland’s Flight Information Regions (FIRs)

Airspace Classification and Organisation

The figure below shows the current airspace classification within the Irish airspace. As it can be seen, all airspace above FL75 is Class C with NOTA and SOTA Class A above FL55.

Sligo is used to represent the regional airports – 5 in total. Military airspace is active to various levels.

LSSIP Year 2018 Ireland 7 Released Issue ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Shannon 12 2 London FIR, Brest FIR TWR and Approach service co-located at and Shanwick FIR Shannon Airport as part of IAA Terminal Services Business Unit Dublin 4 2 London Scottish and TWR for Dublin Airport Shannon Cork 0 2 Shannon TWR and Approach service co-located at Cork Airport as part of IAA Terminal Services Business Unit Baldonnel Military 1 Shannon TWR for Baldonnel Air Base Air Base

National Stakeholders

The main National Stakeholders involved in ATM in the Republic of Ireland are the following: - The Department of Transport, Tourism and Sport (DTTaS), - The Department of Finance, - The Irish Aviation Authority (IAA), which was appointed in July 2004 as the National Supervisory Authority for Ireland. It is also entrusted with both the regulatory and service provision, - The Air Accident Investigation Unit (AAIU), - The Irish Aviation Authority Operations Division entrusted for provision of air navigation services - The Dublin Airport Authority, - The Shannon Airport Authority, - The Department of Defence.

The activities of these national Stakeholders are detailed in the following subchapters. Their relationships are shown in the chart.

LSSIP Year 2018 Ireland 8 Released Issue

Institutional Arrangements and Links:

Civil Regulator(s)

General Information

In Ireland, civil aviation is the responsibility of The Department of Transport, Tourism and Sport. The Department assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the Irish Aviation Authority - IAA. The IAA is therefore entrusted with both the regulatory and service provision functions, which are functionally separated within the organisation. The Department of Transport, Tourism and Sport has nominated the Safety Regulatory Division of the IAA as the National Supervisory Authority in accordance with the EU regulation requirement. The Department of Transport, Tourism and Sport are still considering an (IAA) organisational separation of service provision and regulation. The Department of the Environment, Community and Local Government and the Department of Transport, Tourism and Sport perform the regulatory function for environmental matters in Ireland.

The Irish Government, after consultation with all major stakeholders, published a new Aviation Policy document for Ireland in August 2015. (http://www.dttas.ie/sites/default/files/publications/aviation/english/national-aviation-policy- ireland/national-aviation-policy-ireland.pdf) The IAA is a commercial State body with a Board appointed by the Minister. The IAA is also responsible for the determination of the En-route Route Charges. The terminal charges at Cork, Dublin, and Shannon where the IAA provide terminal services are subject to economic regulation by the Commission for Aviation Regulation. The Board and staff of the Irish Aviation Authority are committed to providing safe, efficient and cost effective air navigation and regulatory services, which meet the needs of its customers on a sound commercial basis. The Safety Regulation Division (SRD/NSA) of the IAA regulates safety standards in five key areas: Flight Operation Standards, Licensing Standards, Airworthiness Standards, Aviation Security and Air Navigation Standards. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The IAA is further detailed in the following sections.

LSSIP Year 2018 Ireland 9 Released Issue Activity in ATM: Organisation responsible Legal Basis Rule-making Department of Transport, The Irish civil aviation regulatory framework emanates Tourism and Sport from the Irish Constitution, and is composed of EC (DTTaS)/Irish Aviation Regulations and Statutory Instruments (Acts, Orders, Authority (IAA) Regulations and Directives). The Single European Sky (SES) legislation applies in Ireland and hence the State has two rulemaking systems – a common mechanism at EU level for the development of EC laws and managed by the European Commission and a process at national level for those subjects whose regulation remains a national matter. The DTTaS is signatory to international Conventions, and is responsible for drafting legislation for the aviation sector, plus high-level policy making. The Authority was assigned powers under the Irish Aviation Authority Act, 1993 to make Orders and Regulations for the purpose of giving effect to the Annexes to the Chicago Convention. The DTTaS is the Government Department with responsibility for the transport industry in Ireland including aviation. The IAA is the civil aviation regulatory authority created by legislation to carry out certain State functions. Safety Oversight IAA/SRD/NSA The DTTaS assigned its powers and authority to manage Irish airspace and aviation safety standards and practices to the IAA by the enactment of the Irish Aviation Authority Act, 1993. Enforcement actions in case IAA/SRD/NSA In compliance with Article 4 of Commission Regulation of non-compliance with (EC) No. 549/2004, the SRD/NSA of the IAA was safety regulatory established in July 2004, as the National Supervisory requirements Authority (NSA) of Ireland. This issue is within the remit of its competences. Airspace IAA/SRD/NSA Irish Aviation Authority Act 1993 Economic Department of Transport, Aviation Regulation Act, 2001 Tourism and Sport/Commission for Aviation Regulation Environment Department of Environment, Air Navigation and Transport Act, 1988 Community and Local Various Acts from Department of Transport, Tourism Government / Department and Sport including European Communities of Transport, Tourism and (Greenhouse Gas Emissions Trading) (Aviation) Sport Regulations 2010

LSSIP Year 2018 Ireland 10 Released Issue Security Department of Transport, With effect from 1st January 2013, the Minister for Tourism and Transport, Tourism and Sport assigned responsibility for Sport/Commission for the monitoring of compliance with national and EU rules Aviation Regulation on aviation security to the Irish Aviation Authority (a role previously carried out by the DTTaS until the end of 2012). The IAA security oversight involves inspections and audits of airports, air carriers, cargo companies, airport suppliers and suppliers of in-flight services.

The DTTaS retains overall responsibility for aviation security policy in Ireland and its existing aviation security obligations under all national and international legislation including the  Air Navigation and Transport Acts  ICAO Annex 17  The Member State functions outlined in all relevant EU Regulations, and  ECAC Doc 30

Full list of the relevant legislation is available at https://www.iaa.ie/aviation-security/legislation-1 Accident investigation Air Accident Investigation The AAIU of the Department of Transport, Tourism and Unit (AAIU) Sport (DTTaS) is the statutory body responsible for the investigation of accidents and serious incidents. The AAIU conducts its investigations of aviation occurrences in accordance with Annex 13 (10th Edition) to the ICAO Convention, Regulation (EU) No 996/2010 and Statutory Instrument No. 460 of 2009. The fundamental purpose of such investigations is to determine the circumstances and causes of these events, with a view to the preservation of life and the avoidance of similar occurrences in the future. It is not the purpose of such investigations to apportion blame or liability. The SRD/NSA of the IAA is also responsible, in addition to the investigation of serious incidents, for the investigation of non-serious incidents and ATM specific occurrences (i.e. ESARR2). Close cooperation exists between the AAIU and SRD/ NSA in respect of safety occurrences.

Irish Aviation Authority

The Irish Aviation Authority is responsible for ATM safety regulation for Ireland, which is applied to civil ATM only and not extended to military operations. Within the Authority, provision of Air Traffic Services (ATS) and Safety Regulation are functionally separate, although there is a plan to implement an organisational separation of both functions. A chart depicting the structure of the SRD/NSA and its organisational dependence within the IAA is shown in Annexes of this document.

LSSIP Year 2018 Ireland 11 Released Issue The safety regulatory function falls under the remit of the Safety Regulation Division and is responsible for a number of tasks including: • Rule making • Safety oversight • Safety performance monitoring and • ATM safety occurrence analysis.

Annual Report published: 2018 https://www.iaa.ie/who-we-are/about-the-irish-aviation- authority/annual-report-accounts

IAA Web site: www.iaa.ie

IAA Operations Division (ANSP)

Service provided

Air Traffic Services in Irish airspace (En route Business Unit), in the Shannon Oceanic Transition Area, in the Northern Oceanic Transition Area and Communication services in the Shanwick Area are provided by the Operations Division of the IAA. Air Traffic Services at Dublin, Shannon and Cork Airports are also performed by the Operations Division of the IAA (all part of the Terminal Services Business Unit), however, in the rest of Irish airports; these services are performed by the respective Airport Authorities. Further detailed information can be found in Annexes. The following Table lists information about the Irish Provider of Civil Air Navigation Services:

Name of the ANSP: IAA Operations Division Governance: Semi-State Company since 1.1.1994 Ownership: 100% state-owned Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Aerodrome(s) Y AIS Y CNS Y MET N Irish Department of Transport, Tourism and Sport ATCO training Y IAA partner in Entry Point North Ireland (EPNI) for training delivery Others Y Communication Services in the Shanwick Area Additional information: Functional separation from Regulatory Authority Provision of services in Y other State(s): Annual Report published: Y Report published internally and submitted to NSA but not publicly available.

ANSP Web site: www.iaa.ie

LSSIP Year 2018 Ireland 12 Released Issue ATC systems in use

Main ANSP part of any technology alliance1 Y COOPANS

FDPS Specify the manufacturer of the ATC system currently in use: Thales ATM (COOPANS) Upgrade2 of the ATC system is performed or planned? Multiple ATM system updates on a rolling basis as required. Replacement of the ATC system by the new one is planned? System will be continually updated – Major upgrade 2019 ATC Unit Shannon , Dublin, Cork and Baldonnell

SDPS Specify the manufacturer of the ATC system currently in use: Thales ATM (COOPANS) Upgrade of the ATC system is performed or planned? Multiple ATM system updates on a rolling basis as required. Replacement of the ATC system by the new one is planned? System will be continually updated – Major upgrade 2019 ATC Unit Shannon , Dublin, Cork and Baldonnell

Airports

General information

Dublin Airport Authority - a commercial semi-state company operates two main airports (Dublin and Cork) in Ireland. A new Shannon Airport Authority was established on January 1st 2013 and now has total responsibility for the running and development of Shannon airport.

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives.

Dublin Airport is the only airport covered in this LSSIP.

The EUROCONTROL Public Airport Corner also provides information for Copenhagen Airport Kastrup: https://ext.eurocontrol.int/airport_corner_public/EIDW

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

LSSIP Year 2018 Ireland 13 Released Issue Military Authorities

The military authorities and their interests are represented in the National Airspace Policy Body and the Standing Civil/Military Air Navigation Committee. The civil military coordination procedures and practices are contained in a Letter of Agreement (LoA) between the Department of Defence and the IAA. Irish Military Authorities have neither regulatory nor service provision responsibilities as far as civil aviation is concerned. Military ATC units share the same facilities and systems as the civil units but they only manage the traffic within the military areas. Any military airplane transiting civil airspace will be controlled by a civil ATC unit. Their regulatory, service provision and user role in ATM are detailed below.

Regulatory role

Regulatory framework and rule-making

OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military Y national legal provisions? governed by national legal provisions? Level of such legal provision: Air Corps Regulation Level of such legal provision: N/A Authority signing such legal provision: General Officer Authority signing such legal provision: N/A Commanding Air Corps These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT N OAT/GAT Co-ordination Y OAT/GAT Co-ordination N/A ATCO Training Y ATCO Training N/A ATCO Licensing Y ATCO Licensing N/A ANSP Certification Y ANSP Certification N/A ANSP Supervision Y ANSP Supervision N/A Aircrew Training Y ESARR applicability N/A Aircrew Licensing Y Additional Information: - Additional Information: - Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: National AIP N/A National AIP N/A National Military AIP N/A National Military AIP N/A EUROCONTROL eAIP N/A EUROCONTROL eAIP N/A Other: Other:

LSSIP Year 2018 Ireland 14 Released Issue Oversight

OAT GAT National oversight body for OAT: NSA (as per SES reg. 550/2004) for GAT services provided Air Corps Baldonnel by the military: N/A Additional information: - Additional information: -

Service Provision role

OAT GAT Services Provided: Services Provided: En-Route Y MIL En-Route N/A Approach/TMA Y MIL Approach/TMA N/A Airfield/TWR/GND Y MIL Airfield/TWR/GND N/A AIS Y MIL AIS N/A MET N National MET Authority MET N/A SAR Y MIL SAR N/A TSA/TRA monitoring Y MIL FIS N/A Other: N/A Other: N/A Additional Information: Additional Information:

Military ANSP providing GAT N If YES, since: N/A Duration of the N/A services SES certified? Certificate: Certificate issued by: N/A If NO, is this fact reported to the EC in Y accordance with SES regulations? Additional Information: N/A

User role

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

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

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Y Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N CNS exemptions: RVSM N 8.33 N Mode S N ACAS N Others: N/A

LSSIP Year 2018 Ireland 15 Released Issue Flexible Use of Airspace (FUA)

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

FUA Level 2 implemented: Y

FUA Level 3 implemented: Y

LSSIP Year 2018 Ireland 16 Released Issue 2. Traffic and Capacity

Evolution of traffic in Ireland

Ireland - Annual IFR Movements 900.000 Ireland - Distribution (Ref. year 2017)

800.000

Overflights 700.000 55%

600.000 Domestic 500.000 flights 1%

International 400.000 Dep/Arr 44% IFRflights IFR movements - Actuals 300.000 IFR movements - Baseline forecast 200.000 IFR movements - High forecast A = Actual IFR movements - Low forecast 100.000 F = Forecast 0 2014 A 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

EUROCONTROL Seven-Year Forecast (September 2018) IFR flights yearly growth 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F H 2.8% 3.9% 3.1% 6.6% 3.7% 3.8% 3.7% Ireland B 5.4% 7.8% 1.8% 2.6% 3.4% 1.5% 3.7% 2.3% 2.2% 2.2% L 2.5% 2.3% 1.0% 0.9% 1.0% 1.0% 1.1% ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%

2018 Traffic in Ireland increased by 3.5% during Summer 2018 (May to October inclusive), when compared to Summer 2017.

2019 – 2024

The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 1.2% and 4.1% during the planning cycle, with an average baseline growth of 2.6%.

LSSIP Year 2018 Ireland 17 Released Issue Dublin ACC

Traffic and en-route ATFM delays 2014-2024

EIDWACC - Traffic and en-route ATFM delays

1200 1.0

0.9 1000 0.8

0.7 800 0.6

600 0.5

IFR flights (DailyAverage) IFRflights 0.4 Enroute Delay (minutes perflight) Delay(minutes Enroute 400 0.3

0.2 200 0.1

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 659 715 778 821 838 Summer Traffic 595 642 708 738 768 Yearly Traffic 537 578 635 664 687 Summer Traffic Forecast 795 798 858 882 906 930 High Traffic Forecast - Summer 795 803 907 949 983 1023 Low Traffic Forecast - Summer 786 795 812 824 835 843 Summer enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00 Yearly enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00

Performance summer 2018

En-route Delay (min/flight) - Summer Traffic Evolution 2018 Capacity Baseline Capacity gap Ref value Actual +4.0 % 66 (+3%) 0.04 0.00 No Average en-route delay per flight remained at zero minutes per flight in Summer 2018 as in 2017.

Capacity Plan: +9%* Achieved Comments A-CDM Dublin airport No Trials ongoing planned Q1 2019 Improved ATFCM, including STAM Yes UK / Ireland FAB initiatives Yes On-going recruitment to maintain staff levels Yes Cross rating training Yes EFS stripless sytem in the tower Yes Maximum configuration: 4 sectors Yes Summer 2018 performance assessment *For summer 2018 up to 9% extra capacity for Dublin airspace could have been provided if necessary. The ACCESS measured baseline of 66 indicates the capacity available during the measured period. The peak 1 hour demand was 59 and the peak 3 hour demand was 50.

LSSIP Year 2018 Ireland 18 Released Issue Planning Period 2019-2024

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

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

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

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

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 66 0% 66 0% 68 3% 71 4% 74 4% 77 4% Ref. 66 0% 66 0% 66 0% 66 0% 69 5% 70 1% EIDW 66 L 66 0% 66 0% 66 0% 66 0% 66 0% 66 0% Open 66 0% 66 0% 66 0% 66 0% 69 5% 70 1% C/R 66 0% 66 0% 66 0% 66 0% 70 6% 71 1%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024 Free Route Airspace Airspace Management

Advanced FUA New parallel Extended Airport & TMA Network Integration runway AMAN 28R/10L Cooperative Traffic Management Improved ATFCM, including STAM Airspace UK / Ireland FAB initiatives New Procedures Sectorisation of airspace On-going recruitment to maintain staff levels Staffing Cross rating training Upgrade of Technical the ATM system Capacity Significant Events New tower Max sectors 4 4 4 4 4 4 Planned Annual Capacity Increase 1% 1% 1% 1% 5% 1% Reference profile Annual % Increase 0% 0% 0% 0% 5% 1% Difference Capacity Plan v. Reference Profile 1,5% 3% 4,5% 6,1% 7,2% 7,1% Annual Reference Value (min) 0.03 0.06 0.06 0.06 0.03 0.03 Summer reference value (min) 0.03 0.04 0.06 0.06 0.03 0.03 Additional information 2020-2024: Indicative RP3 Reference Values

LSSIP Year 2018 Ireland 19 Released Issue

The graphs above shows an outline of available sector configurations for a typical weekday and a weekend day for summer 2019

2019-2024 Planning Period Outlook No capacity issues are foreseen for Dublin ACC during the planning period due to the continuous improvements.

Dublin utilises one runway for most of its operations while an alternative runway is available when specific wind directions prevail. Continued traffic growth in the “High” growth hypothesis will increase the possibility of ATFM restrictions due to “Aerodrome Capacity” at Dublin Airport as the airport infrastructure tries to cope with the increased level of operations.

LSSIP Year 2018 Ireland 20 Released Issue Shannon ACC

Traffic and en-route ATFM delays 2014-2024

EISNACC - Traffic and en-route ATFM delays

2000 1.0

1800 0.9

1600 0.8

1400 0.7

1200 0.6

1000 0.5

IFR flights (DailyAverage) IFRflights 800 0.4 Enroute Delay (minutes perflight) Delay(minutes Enroute

600 0.3

400 0.2

200 0.1

0 0.0 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 1578 1495 1632 1641 1688 Summer Traffic 1250 1279 1378 1386 1428 Yearly Traffic 1086 1127 1211 1233 1252 Summer Traffic Forecast 1486 1509 1555 1595 1628 1660 High Traffic Forecast - Summer 1494 1549 1631 1694 1754 1817 Low Traffic Forecast - Summer 1469 1480 1495 1512 1527 1539 Summer enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00 Yearly enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00

LSSIP Year 2018 Ireland 21 Released Issue Performance summer 2018

En-route Delay (min/flight) - Summer Traffic Evolution 2018 Capacity Baseline Capacity gap Ref value Actual +3.1% 128 (0%) 0.05 0.00 No Average en-route delay per flight remained at zero minutes per flight in Summer 2018 as in 2017.

Capacity Plan: +2% Achieved Comments LARA Implementation No Planned Q3 2019 Improved ATFCM, including STAM Yes UK / Ireland FAB initiatives Yes CPDLC (FANS and ATN) Yes Developing Queue Management programme (London Heathrow XMAN) Yes On-going recruitment to maintain staff levels Yes ATM system upgrade Yes R-LAT Phase 2 Yes Space-based ADS-B No Planned March 2019 Extra sectors as required – Dynamic sectorisation available Yes Maximum configuration: 12 sectors Yes Summer 2018 performance assessment The ACCESS measured baseline of 128 indicates the capacity available during the measured period. The peak 1 hour demand was 119 and the peak 3 hour demand was 107.

LSSIP Year 2018 Ireland 22 Released Issue Planning Period 2019-2024

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

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

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

RP2 Capacity Profiles RP3 Indicative Capacity Profiles 2018 Profiles (hourly movements and % increase over previous year) ACC baseline 2019 2020 2021 2022 2023 2024 H 128 0% 130 2% 139 7% 143 3% 147 3% 154 4% Ref. 128 0% 130 2% 135 4% 139 3% 141 1% 143 1% EISN 128 L 128 0% 129 1% 135 5% 136 1% 136 0% 137 1% Open 128 0% 130 2% 136 5% 139 2% 140 1% 142 1% C/R 128 0% 131 2% 137 5% 140 2% 142 1% 144 1%

Summer Capacity Plan

2019 2020 2021 2022 2023 2024 Free Route Airspace Airspace Management

Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Improved ATFCM, including STAM UK / Ireland FAB initiatives Airspace

CPDLC (FANS and ATN) Procedures Developing Queue Management programme Staffing On-going recruitment to maintain staff levels Terrestrial EU ADS-B

Technical ADS-B Mandate Dynamic sectorisation available New Significant Events Contingency Centre Max sectors 12 12 12 12 12 12

Planned Annual Capacity Increase 0% 2% 4% 3% 1% 1%

Reference profile Annual % Increase 0% 2% 4% 3% 1% 1%

Difference Capacity Plan v. Reference Profile 0% 0,8% 0.7% 0,7% 0% -0,7%

Annual Reference Value (min) 0.04 0.06 0.05 0.05 0.04 0.03

Summer reference value (min) 0.05 0.08 0.05 0.05 0.04 0.03

Additional information

2020-2024: Indicative RP3 Reference Values

LSSIP Year 2018 Ireland 23 Released Issue

The graphs above show an outline of available sector configurations for a typical weekday and a weekend day for summer 2019

2019-2024 Planning Period Outlook Shannon is a complex airspace due to the variable North Atlantic traffic flow, but the dynamic sectorisation scheme in the upper airspace and the sufficient number of ATM staff will ensure that the ACC continues to meet the forecast traffic growth. No capacity issues are foreseen for Shannon ACC during the planning period.

LSSIP Year 2018 Ireland 24 Released Issue 3. Master Plan Level 3 Implementation Report conclusions

Conclusion Applicable to All States with COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND delays in SUPPORT FOR IMPLEMENTATION FROM GIVEN TO THE LOCAL STAKEHOLDERS NM . implementation (page 10 of the Report) of FCM03

Completed for Ireland

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

State’s action planned for this conclusion:

AOM19.1: The objective is delayed due to technical issues with rollout of an integrated network management system solution.

AOM19.2: ongoing

AOM19.3: Not yet planned

Description of the planned action: AOM 19.1: Rollout of LARA tool expected during 2019

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

Completed for Ireland

LSSIP Year 2018 Ireland 25 Released Issue 4. Implementation Projects

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

National projects

Name of project: Organisation(s): Schedule: Status: Links: A-CDM DUBLIN Airport 2016 - 2017 and Completed L3: AOP05 Enhancements Authority (IE) completed in 2018 DP: Project EIDW 2015_078_AF2; (2015_078_AF2) Family 2.1.3 Aerial Visual DUBLIN Airport 2016 - 2017 Competed L3: AOP04.2, Display A-CDM Authority (IE) AOP05 Phase 2 DP: Project (2015_076_AF2) 2015_076_AF2; Family 2.1.3 Communications IAA-ATS Provider (IE) 2015-2019 The project to L3: COM11 - Migration to migrate to Voice VOIP and System Over Internet Wide Protocol (VOIP) Information and develop Management System Wide (SWIM) Information capabilities Management (SWIM) capabilities is required to meet SESAR requirements. Ongoing. System update completed 2018. Full completion planned 2019.

LSSIP Year 2018 Ireland 26 Released Issue Name of project: Organisation(s): Schedule: Status: Links: Communications IAA-ATS Provider (IE) 2016-2019 and on VCS replacement L3: ITY-AGVCS2 - VHFTX/RX & schedule planned: VCCS - Shannon Tower replacement Q1 2016 - (four locations) Completed Q1 2017 - Shannon ACC (En route) Q1 2018 - Dublin Q2 2018 - Cork TBC Full project planned for completion 2019. Contingency IAA-ATS Provider (IE) Operational date Operational - planned for Q3 2019 testing planned for completion in Q3 2019 Display TOBT DUBLIN Airport 2016 - 2017 Ongoing L3: AOP05 TSAT at the Gate Authority (IE) L2: AO-0101 (2015_074_AF2) DP: Project 2015_074_AF2; Family 2.1.3 Electronic Flight IAA-ATS Provider (IE) 2015 - 2017 Project L3: AOP05, Strip (EFS) completed with AOP12 Implementation rollout Q1 2018. DP: Project (2015_162_AF2) Project 2015_162_AF2; Objective: Family 2.1.2 - Implementation of an Electronic Flight Strip system. - Enhancing information sharing between IAA and A-CDM partners. - Contributing to the implementation of A-CDM at Dublin Airport. FDP - COOPANS IAA-ATS Provider (IE) Continuous upgrades Ongoing and L3: ATC12.1, (Yearly rollout planned for on FCM03, ITY-FMTP release). schedule Next major upgrade completion planned for 2019. Initial IAA-ATS Provider (IE) Complete 2018 Completed L3: AOP05 implementation DP: Project of DMAN 2015_161_AF2; (2015_161_AF2 ) Family 2.1.1

LSSIP Year 2018 Ireland 27 Released Issue Name of project: Organisation(s): Schedule: Status: Links: Lower Airspace IAA-ATS Provider (IE) 2015- 2018 Initial completed L3: AOM21.2 review in 2017 as part of FRA. A small number of conventional routes will remain below FL95, to support conventionally equipped aircraft. Completed in 2018. Surveillance & IAA-ATS Provider (IE) Updated and under ILS replacement - Navigation - ILS continuous review. programme on programme track for completion in 2018 with new ILS systems being developed for parallel runway under development at EIDW. Completion 2020 for operations in 2021

LSSIP Year 2018 Ireland 28 Released Issue Name of project: Organisation(s): Schedule: Status: Links: Surveillance & IAA-ATS Provider (IE) 2017-2019 As a L3: ITY-SPI Navigation - consequence of Radar the 2006-2012 replacement national Radar Replacement program, a layer of Mode-S coverage of all IAA airspace has been delivered. One older combined Primary and Secondary Radar in Dublin has now come to end of life and is to be replaced with two Mode-S capable Radars, from 2017-2019. WAM cannot provide the Irish Sea coverage required and ADS-B equipage is not mandated in the airspace until 2020. Universal Mobile DUBLIN Airport 2016 - 2017 Project L3: AOP05 Display System Authority (IE) completed DP: Project (UMDS) solution 2015_077_AF2; to support A- Family 2.1.3 CDM Implementation (2015_077_AF2)

FAB projects

While there are joint FAB Projects in development or nearing deployment, the maturity of these is not sufficient to be recorded on in the 2018 LSSIP Report.

LSSIP Year 2018 Ireland 29 Released Issue Regional projects

Name of project: Organisation(s): Schedule: Status: Links: Borealis CBDS ANS Finland (FI), - Planning stage L3: AOM21.2 AVINOR AS (NO), EANS (EE), IAA-ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) Borealis FRA - ANS Finland (FI), 2016 - 2020 Ongoing L3: AOM21.2 Introduction of AVINOR AS (NO), DP: FRA across 9 EANS (EE), IAA-ATS 2015_227_AF3_A ANSPs Provider (IE), LFV and (2015_227_AF3_A; (SE), LGS (LV), NATS 2015_227_AF3_B; 2015_227_AF3_B) (UK), Naviair (DK) Family 3.2.4 Harmonisation of Austrocontrol (AT), 01/01/2016 - - DP: Technical ATM CCL Service Provider 31/12/2019 2015_207_AF3_A Platform in 5 ANSP (HR), IAA-ATS and including support Provider (IE), LFV 2015_207_AF3_B; of free Route (SE), Naviair (DK) Family 3.2.1 Airspace and preparation of PCP program (COOPANS B3.3 , B3.4 and B4.1) (2015_207_AF3_A; 2015_207_AF3_B)

LSSIP Year 2018 Ireland 30 Released Issue 5. Cooperation activities

FAB Co-ordination

The UK-Ireland FAB has been operational since 2008. A substantial amount of work has been undertaken by the ANSPs, the Customer airlines and Military participants under the management of the joint NATS and IAA ANSP ‘FAB Management Board’, with oversight provided by the joint NSA’s ‘FAB Supervisory Committee’ on behalf of the Member States.

The following video provides a summary to explain the background, objectives and successes of the FAB.

UK Ireland FAB Video (https://www.ukirelandfab.eu)

One of the key developments in 2018 under the auspices of the IRL/UK FAB has been further development of the FUA concept for the EGD201 complex, which represents collaboration between the CAA, IAA SRD, NATS, the IAA ANSP and the UK MoD.

Regional cooperation Regional cooperation initiatives

Borealis Alliance

The Alliance Framework Agreement (AFA) is a business co-operation signed on the 20th of June 2012. The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. On the same day the co-operation agreement known as NEAP (North European ANS Providers) was formally ended.

The members of Borealis are Avinor (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden), LGS (Latvia), NATS (UK) and Naviair (Denmark).

Borealis has two objectives, the first related to delivering value through business co-operation between the Members, and the second one being collectively more influential by developing and expressing a joint position on common issues. These objectives will be achieved by developing and delivering a joint business plan.

COOPANS

On the 3rd of April 2006, the IAA, LFV Group (Sweden) and Naviair (Denmark) signed a contract with Thales ATM to mark the initiation of a purchasing agreement known as COOPANS. Each of these ANSPs had previously procured, under separate contracts, the Thales EUROCAT ATM System and the objective of this agreement is to facilitate the joint procurement of upgrades to their existing common systems.

LSSIP Year 2018 Ireland 31 Released Issue Joint procurement under COOPANS facilitates upgrades to each ATM system to meet new operational needs, ensure supportability and reduce life cycle costs. The risks associated with the introduction of completely new ATM systems are also reduced through this new incremental approach.

The COOPANS agreement caters for any essential requirements necessitated by the SES and SESAR initiatives. It also demonstrates the intent of the three ANSPs to collaborate in a way which will bring real benefits to airlines whilst embracing the spirit of the Single European Sky move towards common systems. In addition, the agreement is based on an open door concept whereby other ANSPs will be able to join at a later date. As a result, Austro Control became member of COOPANS in 2010, followed by Croatia Control in 2011.

The COOPANS system was successfully implemented in Q1/Q2 2011 in Dublin, Shannon, Cork and Baldonnel, with the next major (IAA ATM System) upgrade planned for 2019.

LSSIP Year 2018 Ireland 32 Released Issue 6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

Overall progress in meeting Implementation Objectives for Ireland is positive with a significant number completed or ongoing. Objectives not yet planned will be reviewed during 2019.

Ireland has reported as “Late” Implementing Objective(s): AOM13.1, AOM19.1 and ITY-ADQ.  AOM13.1: Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling This objective is being addressed currently with good co-ordination between civil and military authorities, under the auspices of the NAPB. It is expected that this will be fully addressed in 2019.  AOM19.1: ASM Support Tools to Support Advanced FUA (AFUA) Rollout of LARA across the IRL’UK FAB network is expected to address this objective in full during 2019.  ITY-ADQ: Ensure Quality of Aeronautical Data and Aeronautical Information The LSSIP report does not fully reflect the progress of this objective. Ireland are close to full compliance with robust processes in place to meet this objective.

Updates to Instrument Approach Procedures across the state to meet NAV10: RNP Approach Procedures with Vertical Guidance, has been completed ahead of schedule. This will be further enhanced with inclusion of LPV minima at all applicable runway ends during 2019. AOM19.4: Management of Pre-defined Airspace Configurations, although a new objective, has been reported as completed, as the IAA applies dynamic sectorisation with pre-defined airspace configurations. NAV03.2: RNP 1 in TMA Operations, is being actively addressed, particularly in light of the planned introduction of a parallel runway for Dublin Airport in 2021.

LSSIP Year 2018 Ireland 33 Released Issue Objective Progress per SESAR Key Feature

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

Legend:

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

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

Optimised ATM Network Services

<15 15 16 17 18 19 20 21 22 23 24 ≥25

Harmonise Operational Air Traffic (OAT) and 14% AOM13.1   General Air Traffic (GAT) handling 42% AOM19.1 (PCP) ASM Support Tools to Support AFUA  

20% AOM19.2 (PCP) ASM Management of Real-Time Airspace Data  

Full rolling ASM/ATFCM Process and ASM 0% AOM19.3 (PCP)  Information Sharing Management of Pre-defined Airspace 100% AOM19.4 (PCP)  Configurations 100% FCM01 Enhanced Tactical Flow Management Services 

100% FCM03 Collaborative Flight Planning  

FCM04.1 STAM Phase 1 n/a

0% FCM04.2 (PCP) STAM Phase 2 

5% FCM05 (PCP) Interactive Rolling NOP  

37% FCM06 (PCP) Traffic Complexity Assessment  

LSSIP Year 2018 Ireland 34 Released Issue

Advanced Air Traffic Services

<15 15 16 17 18 19 20 21 22 23 24 ≥25

100% AOM21.1 (PCP) Direct Routing 

100% AOM21.2 (PCP) Free Route Airspace 

100% ATC02.2 STCA En-Route 

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

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

ATC07.1 AMAN Tools and Procedures

EIDW - Dublin Airport 100%

Automated Support for Conflict Detection, Resolution 100% ATC12.1  Support Information and Conformance Monitoring Information Exchange with En-route in Support of 100% ATC15.1   AMAN Arrival Management Extended to En-route 0% ATC15.2 (PCP)  Airspace 100% ATC16 ACAS II Compliant with TCAS II Change 7.1  

Electronic Dialogue as Automated Assistance to 0% ATC17  Controller during Coordination and Transfer Local objective 25% ATC18 Multi Sector Planning En-route - 1P2T  

ENV01 Continuous Descent Operations

EIDW - Dublin Airport  62%

Local objective ENV03 Continuous Climb Operations

EICK - CORK  75%

EIDW - Dublin Airport 100%

EINN - SHANNON  75%

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

10% NAV03.2 (PCP) RNP 1 in TMA Operations  

100% NAV10 APV procedures  

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

LSSIP Year 2018 Ireland 35 Released Issue

High Performing Airport Operations

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1

EIDW - Dublin Airport 100%

AOP04.2 A-SMGCS Level 2

EIDW - Dublin Airport 100%

AOP05 Airport CDM

EIDW - Dublin Airport  100%

AOP10 (PCP) Time-Based Separation

EIDW - Dublin Airport  0%

AOP11 (PCP) Initial Airport Operations Plan

EIDW - Dublin Airport  14%

Improve Runway and Airfield Safety with ATC

AOP12 (PCP) Clearances Monitoring EIDW - Dublin Airport  94%

Automated Assistance to Controller for Surface

AOP13 (PCP) Movement Planning and Routing EIDW - Dublin Airport 0%

Local objective AOP14 Remote Tower Services 

EICK - CORK  0%

EINN - SHANNON  0%

Local objective ENV02 Collaborative Environmental Management

EIDW - Dublin Airport 0%

Improve Runway Safety by Preventing Runway 100% SAF11  Excursions

LSSIP Year 2018 Ireland 36 Released Issue

Enabling Aviation Infrastructure

<15 15 16 17 18 19 20 21 22 23 24 ≥25

100% COM10 Migrate from AFTN to AMHS 

20% COM11 Voice over Internet Protocol (VoIP) 

0% COM12 (PCP) NewPENS 

0% FCM08 (PCP) Extended Flight Plan 

100% INF07 Electronic Terrain and Obstacle Data (eTOD) 

Information Exchanges using the SWIM Yellow TI 6% INF08.1 (PCP)  Profile 80% ITY-ACID Aircraft Identification 

Ensure Quality of Aeronautical Data and 58% ITY-ADQ  Aeronautical Information 100% ITY-AGDL Initial ATC Air-Ground Data Link Services 

8,33 kHz Air-Ground Voice Channel Spacing 88% ITY-AGVCS2  below FL195 100% ITY-FMTP Common Flight Message Transfer Protocol 

100% ITY-SPI Surveillance Performance and Interoperability 

LSSIP Year 2018 Ireland 37 Released Issue ICAO ASBU Implementation

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

Legend:

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

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

100% B0-APTA Optimization of Approach Procedures

including vertical guidance

100% B0-SURF Safety and Efficiency of Surface Operations

(A-SMGCS Level 1-2)

100% B0-FICE Increased Interoperability, Efficiency and

Capacity through Ground-Ground Integration

100% B0-DATM Service Improvement through Digital 58% Aeronautical Information Management 100% B0-ACAS ACAS Improvements

100% B0-SNET Increased Effectiveness of Ground-Based

Safety Nets 100% B0-ACDM Improved Airport Operations through

100% B0-RSEQ Improved Traffic flow through Runway

sequencing (AMAN/DMAN)

100% B0-FRTO Improved Operations through Enhanced En-

Route Trajectories

100% B0-NOPS Improved Flow Performance through

Planning based on a Network-Wide view 100% B0-ASUR Initial capability for ground surveillance

100% B0-CDO Improved Flexibility and Efficiency in Descent 62% Profiles (CDO)

100% B0-TBO Improved Safety and Efficiency through the

initial application of Data Link En-Route

LSSIP Year 2018 Ireland 38 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: 14% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Ireland has very limited OAT traffic and there is little requirement from the military to fly OAT in controlled airspace. However OAT operating as GAT is provided for through Letter of Agreement between ASP and MIL. Additionally, ASP, MIL and REG meet on a quarterly basis and this item is under discussion with reference to EUROAT and EUR DOC 032. At a national 30/09/2019 level, the National Airspace Policy Body (NAPB) meet annually and review application of FUA strategy. This forum involves ASP, MIL, REG and the State.

Expected delivery now Q3-2019. REG (By:12/2018) The legislation at present precludes the operation of Late OAT in controlled airspace as OAT. Under review at quarterly meetings for implementation by 31st IAA December 2018. - 40% 30/09/2019 This issue is being addressed as part of the Military/Civil ANSP forum which meets on a quarterly Under review through quarterly meetings for Late implementation by 31st December 2018. Mil. - 40% Authority Not yet implemented. However, the IAA ANSP supports 30/09/2019 OAT traffic in civil airspace through Letter of Agreement arrangements. ASP (By:12/2018) Under review through quarterly meetings for Late implementation by 31st December 2018 IAA-ATS - 5% Provider 30/09/2019 EUROAT Edition 3.0 update of 25th September 2018 under review in this context. MIL (By:12/2018) Under review through quarterly meetings for Late implementation by 31st December 2018 Mil. - 10% Authority 30/09/2019 EUROAT Edition 3.0 update of 25th September 2018 under review in this context.

LSSIP Year 2018 Ireland 39 Released Issue

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 42% Late Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 - Objective currently planned for end 2019 in conjunction with NATS as part of the FAB integrated network management function, through use of LARA. NATS software awaiting deployment in Shannon ACC and in line with LoA arrangements with the NM. 30/11/2019

Delivery is delayed pending rollout of LARA in IAA as part of the UK/IRL FAB AMC function. ASP (By:12/2018) IAA-ATS Late - - 42% Provider 30/11/2019

ASM Management of Real-Time Airspace Data Timescales: AOM19.2 20% Ongoing Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 - This objective is being addressed in line with on going development of ATM systems within the IAA. In addition data is shared where required to meet stakeholder requirements.

En-route airspace data is managed tactically through the Eurocontrol Network Manager, as this airspace is Free route airspace which is dynamically sectorised using volumetric sector data 31/12/2021 agreed with NM.

For Dublin ACC, airspace changes are under review in support of the introduction of a parallel runway at Dublin Airport which will include consideration of deployment in the ATM system of this objective. ASP (By:12/2021) IAA-ATS Ongoing - - 20% Provider 31/12/2021

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Not yet AOM19.3 0% Initial operational capability: 01/01/2014 planned Full operational capability: 31/12/2021 - As this is a new objective, there is no plan currently under consideration. Given the low demand within the Irish state for a full rolling ASM/ATFCM process, this is not a high priority. - Manual processes for this objective are in place and will be reviewed in line with the NAPB (FUA) requirements. ASP (By:12/2021) As this is a new objective, there is no plan currently Not yet under consideration. Given the low demand within the planned IAA-ATS Irish state for a full rolling ASM/ATFCM process, this is - 0% Provider not a high priority. Manual processes for this objective - are in place and will be reviewed in line with the NAPB (FUA) requirements.

LSSIP Year 2018 Ireland 40 Released Issue Management of Pre-defined Airspace Configurations Timescales: AOM19.4 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021 - 1. Implement an improved ASM solutions process, the management of pre-defined airspace configurations and the process and supporting tools for an improved ASM performance analysis: Being addressed through the rollout of LARA at UK/IRL FAB level for ASM 2. The ASM solutions process aims at delivering ASM options (e.g. predefined airspace scenarios) that can help alleviate capacity issues in the European airspace as well as improve flight efficiency assessing impact on capacity and ensuring synchronised availability of - optimised airspace structures based on traffic demand: Already partially in place for the UK/IRL FAB ASM in pre-tactical management of airspace 3. Pre-defined airspace configurations are based on coordinated and validated combinations of airspace structures and ATC dynamic sectorisation, to meet airspace needs in terms of capacity and/or flight efficiency: Already in place for the Shannon FIR/UIR where dynamic sectorisation is utilised daily. ASP (By:12/2021) IAA-ATS Completed - - 100% Provider -

Free Route Airspace Timescales: AOM21.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Free Route Airspace implemented in Ireland at and above FL245 since Dec/2009. IAA are 31/12/2009 working with NATS on the implementation of Direct Route Airspace in part of Scottish airspace. ASP (By:12/2021) Borealis Completed CBDS / Borealis FRA - Free Route Airspace implemented in Ireland at and Introduction IAA-ATS above FL245 since Dec/2009. IAA are working with NATS of FRA 100% Provider on the implementation of Direct Route Airspace in part 31/12/2009 across 9 of Scottish airspace. ANSPs / Lower Airspace review

LSSIP Year 2018 Ireland 41 Released Issue

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 EIDW - Dublin Airport ASMGCS Level 1 has been implemented in Dublin Airport. 31/10/2009 REG (By:12/2010) Completed IAA - - 100% 31/08/2009 ASP (By:12/2011) IAA-ATS Completed - - 100% Provider 31/10/2009 APO (By:12/2010) DUBLIN Completed Airport - - 100% 31/10/2009 Authority

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 EIDW - Dublin Airport A-SMGCS Level 2 fully implemented at Dublin Airport. 30/06/2011 ASP (By:12/2017) IAA-ATS Completed A-SMGCS Level 2 fully implemented at Dublin Airport. - 100% Provider 30/06/2011 APO (By:12/2017) Aerial Visual Completed DUBLIN Display A- Airport A-SMGCS Level 2 fully implemented at Dublin Airport. 100% CDM Phase 30/06/2011 Authority 2

LSSIP Year 2018 Ireland 42 Released Issue

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 EIDW - Dublin Airport The implementation of CDM at Dublin Airport was achieved in line with EUROCONTROL CDM Manual during 2017. Full implementation was planned for rollout in May 2017. Actual rollout was implemented in November 2017 following further stakeholder consultation. However, due 30/10/2017 to a technical issue with the IAA Electronic Flight Strip system, it was decided to revert to manual processing pending a resolution of this issue. Full re-introduction completed in Q2 2018. ASP (By:12/2016) The implementation of CDM at Dublin Airport was Completed achieved in line with EUROCONTROL CDM Manual Eletronic during 2017. Full implementation was planned for Flight Strip rollout in May 2017. Actual rollout was implemented in (EFS) IAA-ATS November 2017 following further stakeholder Implementa 100% Provider consultation. However, due to a technical issue with the tion / Initial 30/10/2017 IAA Electronic Flight Strip system, it was decided to implementa revert to manual processing pending a resolution of this tion of issue. Full re-introduction is expected in Q2 2018, once DMAN safety activity has been re-assessed. APO (By:12/2016) A-CDM Completed Enhanceme nts EIDW / Aerial Visual Display A- CDM Phase 2 / Display TOBT TSAT DUBLIN Dublin Airport Authorities have completed the at the Gate / Airport implementation of CDM at Dublin Airport in line with Universal 100% 30/10/2017 Authority the EUROCONTROL Manual. Mobile Display System (UMDS) solution to support A- CDM Implementa tion

LSSIP Year 2018 Ireland 43 Released Issue

Time-Based Separation Timescales: AOP10 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 EIDW - Dublin Airport The implementation of Time Based Separation is under consideration for Dublin as part of the implementation of a new parallel runway in 2020. With rapidly increasing traffic levels at Dublin Airport influencing the early construction of a parallel runway, Time-Based Separation (TBS) for Final Approach which involves the application of time-based wake turbulence radar separation rules on final approach for consistent time spacing between arriving aircraft is likely 31/12/2021 to become a solution to a growing runway throughput issue. Currently available Point Merge procedure for RWY10/28 at EIDW is delivering on traffic throughput. This capability will be considered as part of procedure development for the north runway and will include consideration of TBS. REG (By:12/2023) The implementation of Time Based Separation is under Planned consideration for Dublin as part of the implementation IAA - 0% of a new parallel runway in 2020 and regulatory 31/12/2021 approval will be part of this process ASP (By:12/2023) The implementation of Time Based Separation is under Planned consideration for Dublin as part of the implementation IAA-ATS of a north parallel runway in 2020 and appropriate - 0% Provider 31/12/2021 publication will be part of any plan. There is no progress to report for this LSSIP reporting period.

Initial Airport Operations Plan Timescales: AOP11 14% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 EIDW - Dublin Airport Implementation will be considered in conjunction with the introduction of ACDM 31/12/2021 ASP (By:12/2021) Implementation will be considered in conjunction with Ongoing IAA-ATS the introduction of ACDM. The IAA ANSP is providing the - 10% Provider data feed from its ATM system to DAA (Dublin Airport 31/12/2021 Authority) in support of this objective. APO (By:12/2021) Implementation will separately addressed following full Ongoing DUBLIN implementation of ACDM. daa are seeking funding in a Airport collaboration with another European airport for an - 15% 31/12/2021 Authority implementation date by 2021. Also being engaged are the MET service provider for Ireland, MET Eireann.

LSSIP Year 2018 Ireland 44 Released Issue

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 94% Ongoing Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 EIDW - Dublin Airport EFS system was implemented in Q3 2017 with ATCO training completed. A technical issue led to the reversion to previous procedures. The system will be available for re-deployment in Q2 2018, with associated ATCO re-training planned. 31/12/2020 This objective remains ongoing in view of the transfer of Tower operations to a new Tower at IAA Dublin Operations. This objective will be incorporated in the project for planned delivery by end of 2020. ASP (By:12/2020) EFS system was implemented in Q3 2017 with ATCO Eletronic Ongoing training completed. A technical issue led to the Flight Strip IAA-ATS reversion to previous procedures. The system will be (EFS) 92% Provider 31/12/2020 available for re-deployment in Q2 2018, with associated Implementa ATCO re-training planned. tion APO (By:12/2020) DUBLIN Completed Airport - - 100% 31/10/2017 Authority

Automated Assistance to Controller for Surface Movement Planning and Routing Not yet AOP13 Timescales: 0% planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 EIDW - Dublin Airport There is currently no plan in place by the IAA ANSP. However, A-SMGCS Level 2 is in place at EIDW. This objective will be considered in line with development of systems and procedures for - integration of Dublin North Runway. REG (By:12/2023) Not yet IAA - - 0% planned - ASP (By:12/2023) Not yet IAA-ATS - - 0% planned Provider -

LSSIP Year 2018 Ireland 45 Released Issue

Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 - The IAA has implemented APW, MSAW and APM - Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all Level 2 requirements. Upgrades to the functions have been conducted in line 31/12/2011 with the EUROCONTROL Specification and parameters have been tuned to the operational environment according to it. ASP (By:12/2016) The IAA has implemented APW, MSAW and APM - Level Completed 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was IAA-ATS complete in 2011 incorporating all Level 2 requirements. - 100% Provider Upgrades to the functions have been conducted in line 31/12/2011 with the EUROCONTROL Specification and parameters have been tuned to the operational environment according to it.

Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - The IAA has implemented STCA - Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all STCA Level 2 requirements. Upgrades to the STCA function have been conducted in line with the EUROCONTROL Specification and STCA parameters have been tuned to the operational 31/12/2011 environment according to it.

This does not include Multi-Hypothesis STCA Algorithm, as the ATM system STCA is based on system calculated 90 second warning, based on the system derived flight trajectory/profile. ASP (By:12/2020) The IAA has implemented STCA - Level 2 in all ACCs, Completed TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in IAA-ATS 2011 incorporating all STCA Level 2 requirements. - 100% Provider Upgrades to the STCA function have been conducted in 31/12/2011 line with the EUROCONTROL Specification and STCA parameters have been tuned to the operational environment according to it.

LSSIP Year 2018 Ireland 46 Released Issue

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 EIDW - Dublin Airport System installed and tested. Controllers trained. Procedures implemented. Limited operational use due to low traffic levels. Feasibility study planned for integration with NATS ATM system as 31/08/2009 part of the FAB activities. System update to incorporate the Point Merge System at Dublin. ASP (By:12/2019) IAA-ATS Completed - - 100% Provider 31/08/2009

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - The present system supports MTCD- Medium Term Conflict Detection MSFLP- Minimum Safe Flight Level Probe SAP- Segregated Airspace Probe AMAN- MAESTRO MONA for route and cleared level adherence monitoring (CLAM); 31/12/2009 SYSCO for intersector co-ordination and transfer and limited co-ordination (basic OLDI: ACT, ABI, LAM) with external centres.

Our palette of support tools have been developed to support FRA which was implemented in 2009 but the requirement for further support tools is kept under constant review. ASP (By:12/2021) The present system supports Completed MTCD- Medium Term Conflict Detection MSFLP- Minimum Safe Flight Level Probe SAP- Segregated Airspace Probe AMAN- MAESTRO MONA for route and cleared level adherence monitoring (CLAM); IAA-ATS FDP - SYSCO for intersector co-ordination and transfer and 100% Provider COOPANS 31/12/2009 limited co-ordination (basic OLDI: ACT, ABI, LAM) with external centres.

Our palette of support tools have been developed to support FRA which was implemented in 2009 but the requirement for further support tools is kept under constant review.

LSSIP Year 2018 Ireland 47 Released Issue

Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 - System already capable for interface between Dublin TMA and Shannon ACC although not yet used operationally within Ireland. Cross-border use of AMAN with NATS FAB partner was introduced in April 2014 as part of the XMAN project. There are currently no plans yet to implement the objective with other partners or to extend the scope of the collaboration with the UK.

The key interfaces between IAA and NATS is at the IOM/Scottish sectors for EGCC and EGBB arrivals/ departures and with the STU sector for London TMA arrivals/departures. 31/12/2018

Discussion is ongoing between the NATS and the IAA En-route (Shannon ACC) for an expansion of XMAN, which has been in place since 2013. Further update planned for LSSIP 2018.

Update 2018: In so far as possible information is exchanged in support of AMSN and this objective is recorded as closed subject to further development between NATS and the IAA ANSP, in support of the LAMP 2 Project. ASP (By:12/2019) System already capable for interface between Dublin Completed TMA and Shannon ACC although not yet used operationally within Ireland. However, cross-border use IAA-ATS of AMAN with NATS our FAB partner was introduced in - 100% Provider April 2014 as part of the XMAN project. There currently 31/12/2018 no plans yet to implement the objective with other partners or to extend the scope of the collaboration with the UK.

Arrival Management Extended to En-route Airspace Timescales: Not yet ATC15.2 0% Initial operational capability: 01/01/2015 planned Full operational capability: 31/12/2023 - New objective. While there is no specific plan commenced, the IAA has responsibility for delivery of traffic from the en-route airspace to state airports in Ireland: EIDW, EICK, EINN and Regional, non-state airports: EIDL, EISG, EIKN, EIKY and EIWF. This task is managed internally with the IAA ATM system for state airports and more manually for non-state airports.

- in line with the ATC 15.1 objective, it is the position of the IAA that there is no need for further development in this area, when the geographical location of IAA controlled en-route airspace and the interfaces with this airspace are considered.

This objective will be re-visited for the LSSIP 2017 report. ASP (By:12/2023) Not yet IAA-ATS - - 0% planned Provider -

LSSIP Year 2018 Ireland 48 Released Issue Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Not yet ATC17 % (Outside Applicability Area) planned Timescales: - not applicable - - Engagement with FAB partner NATS for this objective is planned for 2021 to consider OLDI messages to be used operationally and in line with expansion of Cross-border FRA. -

ASP (By:12/2018) The ATM system is capable to exchange all the OLDI Not messages referred to in this objective, however no Applicable IAA-ATS benefit is currently foreseen from their operational - % Provider implementation. Plans could be reviewed in the future - in conjunction with the UK.

Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - IAA system is certified compliant with AMHS. Migration to enhanced AMHS will be based on testing and coordination with NATS and DSNA. Will be completed before Q4 2016 and at 31/12/2012 present are awaiting test dates with the UK. ASP (By:12/2018) IAA-ATS Completed - - 100% Provider 31/12/2012 IAA system is certified compliant with AMHS. Migration Completed to enhanced AMHS will be based on testing and Mil. coordination with NATS and DSNA. Will be completed - 100% Authority 31/12/2012 before Q4 2016 and at present are awaiting test dates with the UK

LSSIP Year 2018 Ireland 49 Released Issue

Voice over Internet Protocol (VoIP) Timescales: COM11 20% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 - The communications system is presently being upgraded and this will be completed during 2018 (Planned for completion Q 2 2018). A new en-route contingency centre is fully VoIP compliant, completed Q 4 2017, although not yet operational. The full migration and implementation planned for 2019 as part of a FAB plan. All activity is proceeding according to plan. 31/12/2019

Update 2018: Planned implementation for march 2019 delayed until end 2019. ASP (By:12/2020) Communicat Ongoing ions - Migration to VOIP and IAA-ATS The full migration and implementation planned for 2019 System 20% Provider as part of a FAB plan. Wide 31/12/2019 Information Managemen t (SWIM) capabilities

New Pan-European Network Service (NewPENS) Timescales: Not yet COM12 0% Initial operational capability: 01/01/2018 planned Full operational capability (33 ANSPs): 31/12/2020 - Currently under review with Network Manager - ASP (By:12/2024) Not yet IAA-ATS - - 0% planned Provider - APO (By:12/2024) DUBLIN Not Airport - - % Applicable Authority -

LSSIP Year 2018 Ireland 50 Released Issue

Continuous Descent Operations (CDO) Timescales: ENV01 62% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EIDW - Dublin Airport The introduction of point merge system at Dublin Q4/2012 and updated in 2015 introduced CDO techniques. Over 95% of the airlines operating in Dublin Airport are already equipped to fly CDO procedures. 31/12/2021 Update 2018: PBN based IFPs development to further support CDO are being considered as part of the EIDW north Parallel Runway project, which is scheduled for delivery in 2021. ASP (By:12/2023) The introduction of point merge system at Dublin Ongoing IAA-ATS Q4/2012and updated in 2015 introduced CDO - 53% Provider techniques. Over 95% of the airlines operating in Dublin 31/12/2021 Airport are already equipped to fly CDO procedures. APO (By:12/2023) The introduction of point merge system at Dublin Completed DUBLIN Q4/2012 and updated in 2015 introduced CDO Airport - 100% techniques. Over 95% of the airlines operating in Dublin 31/12/2012 Authority Airport are already equipped to fly CDO procedures.

Collaborative Flight Planning Timescales: FCM03 100% Completed Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 - Some SLoAs were addressed through the National ATM Upgrade Project in June/2004; the rest of messages were implemented through the COOPANS upgrade in December 2011 and the 31/12/2017 provision of the automated AFP in 2016. Completed in 2017. ASP (By:12/2017) Some SLoAs were addressed through the National ATM Completed Upgrade Project in June/2004; the rest of messages IAA-ATS FDP - were implemented through the COOPANS upgrade in 100% Provider COOPANS 31/12/2017 December 2011 and the provision of the automated AFP in 2016. Completed 2017.

Short Term ATFCM Measures (STAM) - Phase 1

Not FCM04.1 (Outside Applicability Area) % Applicable Timescales: - not applicable - - Ireland is not in the applicability area of this objective. - ASP (By:10/2017) Not IAA-ATS - - % Applicable Provider -

LSSIP Year 2018 Ireland 51 Released Issue Short Term ATFCM Measures (STAM) - Phase 2 Timescales: Not yet FCM04.2 0% Initial operational capability: 01/11/2017 planned Full operational capability: 31/12/2021 - This is a new objective that has not been considered by the IAA. Currently, IAA and NATS (as FAB partners) agree manually applied STAMs as required. Automation of this process in - consultation with NM (centrally through the IRL/UK FAB AMC),will be examined in in consultation between the FAB partners and the NM, utilising B2B functionality. ASP (By:12/2021) Not yet IAA-ATS - - 0% planned Provider -

Interactive Rolling NOP Timescales: FCM05 5% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 - Dialogue is on-going between NATS and the IAA with a view to approval of a LARA connection with UK IAA LARA being connected to the Shanwick server. This process is being addressed jointly by Ireland the UK as FAB partners through the IRL-UK FAB at AMC level. The Irish 31/12/2019 Military are also included in this process. The implementation date is extended to 31/12/2019 to more accurately reflect progress. ASP (By:12/2021) IAA-ATS Ongoing - - 10% Provider 31/12/2019 APO (By:12/2021) DUBLIN Ongoing Airport Will be considered after A-CDM implementation - 0% 31/12/2019 Authority

Traffic Complexity Assessment Timescales: FCM06 37% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Objective will be achieved in planned timeframe. This will require assessment and implementation schedule. It is noted that the IAA does not apply ATFCM measures except in very rare circumstances. Combined with the FRA stable profile en route environment, 31/12/2021 complexity of traffic is more easily calculated and managed through the dynamic sectorisation of the en-route airspace. ASP (By:12/2021) IAA-ATS Ongoing Objective will be achieved in planned timeframe - 37% Provider 31/12/2021

LSSIP Year 2018 Ireland 52 Released Issue

Extended Flight Plan Timescales: Not yet FCM08 0% Initial operational capability: 01/01/2016 planned Full operational capability: 31/12/2021 - Internally the COOPANS ATM System accurately calculates the trajectories of aircraft and combined with the FRA environment, this data is a predictable value based on ATCO input and derived data. Extension to a central functionality requires further assessment. -

2018 Update: Not yet addressed. To be further updated during 2019. ASP (By:12/2021) Not yet IAA-ATS - - 0% planned Provider -

Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 100% Completed Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 - In 2010 the Irish Aviation Authority contracted Ordnance Survey Ireland (OSi) to carry out the required surveys to comply with the ICAO requirement of acquiring and maintaining electronic obstacle and terrain data (eTOD) and make it available to all relevant agencies, operators and individuals. The requirement was to provide eTOD data for ICAO Areas 1, 2 and 3 for eleven airports in the state. The airports were Dublin, Shannon, Cork, Waterford, Kerry, Galway, 31/03/2013 Connacht, Sligo, Donegal, Casement and Weston.

During the project the IAA carried out a two day audit to ensure that OSi was conforming to ICAO requirements and confirmed the organisation as an eTOD Data Originator. The project was completed and signed off early 2013. REG (By:05/2018) Completed IAA - - 100% 31/03/2013 ASP (By:05/2018) IAA-ATS Completed - - 100% Provider 31/03/2013 APO (By:05/2018) Completed All Airports - - 100% 31/03/2013

LSSIP Year 2018 Ireland 53 Released Issue

Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 6% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024 - Work is ongoing by both the ASP and MET for this objective. Although some progress has been 31/12/2020 made in 2018, more detailed data will be included in the 2019 LSSIP Report. ASP (By:12/2024) IAA-ATS Ongoing - - 5% Provider 31/12/2020 MIL (By:12/2024) Not yet Mil. - - 0% planned Authority - APO (By:12/2024) IAA-ATS Ongoing - - 13% Provider 31/12/2020 MET Ongoing Provider - Irish Department - - 10% of 31/12/2020 Transport, Tourism and Sport

Aircraft Identification Timescales: ITY-ACID 80% Ongoing Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - Enhanced MODE implemented on some IAA radar systems was completed Q4 2016. Full system will be upgraded at a in 2017 to fully comply with the requirements of Regulation (EU) No 1206/2011. In addition to this, DAPS was rolled out for operational use and staff were trained on its use. a Safety Case for this phase of implementation was submitted and approved by the 31/12/2019 competent authority.

Update for 2018: Mode S Downlinked Aircraft ID is available through the COOPANS System but has yet to be applied. ASP (By:01/2020) Enhanced MODE implemented on three radar systems Ongoing IAA-ATS remaining will be completed by Q4 2016 . Full system - 80% Provider will be upgraded at a later stage to fully comply with the 31/12/2019 requirements of Regulation (EU) No 1206/2011.

LSSIP Year 2018 Ireland 54 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 58% 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 - Update for LSSIP 2017 report: The ASSET tool has not been handed to IAA ATS provider and still remains under REG control. ASSET continues to be developed to assure compliance with ADQ requirements. The ASP applies its own ADQ requirements for Aeronautical data pending rollout of the ASSET tool. The (IAA) AIS is running the ADQ ASSET data in parallel to EAD updates to assure operational accuracy. 31/12/2019

Update 2018: This system is still being developed through the AIS and through the IAA Operations Directorate.

REG (By:06/2017) Late IAA - - 62% 31/12/2019 ASP (By:06/2017) IAA-ATS Late - - 57% Provider 31/12/2019 APO (By:06/2017) DUBLIN Late Airport - - 58% 31/12/2019 Authority

Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 100% Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - COOPANS system already has FANS 1/A capability and the IAA introduced a CPDLC service for oceanic customers in February 2013. The IAA implemented EU Regulation 29/2009 in March 31/03/2014 2014. REG (By:02/2018) Completed IAA Actions will be completed in line with ANSP plans. - 100% 31/03/2014 ASP (By:02/2018) COOPANS system already has FANS 1/A capability and Completed IAA-ATS the IAA will introduce a CPDLC service for oceanic - 100% Provider customers in February 2013. The IAA implemented EU 31/03/2014 Regulation 29/2009 in March 2014. MIL (By:01/2019) Not Mil. Ireland does not plan to equip any new transport type - % Applicable Authority State aircraft with data link capability for the time being. -

LSSIP Year 2018 Ireland 55 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 88% Ongoing Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 - This objective is on track for implementation. Migration to 8.33 KHz spacing proceeding. Full rollout planned for November 2018. Military inclusion planned for 2020 implementation date. 31/12/2020 Update 2018: Full rollout of 8.33 kHz Spacing completed in November 2018 (Reference. AIC Nr. 13/18 08 Nov.2018) REG (By:12/2018) Interim target for frequency conversions achieved. Completed The State plans to convert all frequency assignments published in the Table COM2 of ICAO Doc 7754, except IAA - 100% where derogations apply or the State grants local 08/11/2018 exceptions in accordance with the requirements of Regulation (EU) No 1079/2012. ASP (By:12/2018) Interim target for frequency conversions achieved. Communicat Completed Plans are in place to convert all frequency assignments ions - published in the Table COM2 of ICAO Doc 7754, except VHFTX/RX & IAA-ATS where derogations apply or the State grants local VCCS 100% Provider 08/11/2018 exceptions in accordance with the requirements of replacement Regulation (EU) No 1079/2012. (four Voice communications upgraded. locations) MIL (By:12/2020) Military Authorities do not perform either regulatory or Ongoing service provision functions in respect of civil flights. Mil. However, the military voice communication systems will - 25% Authority 31/12/2020 be upgraded. State aircraft will by equipped in line with the requirements of Regulation (EU) No 1079/2012. APO (By:12/2018) Airport operators will comply with the requirements of Completed Regulation (EU) No 1079/2012. All Airports - 100% 08/11/2018 All State Airports now compliant.

LSSIP Year 2018 Ireland 56 Released Issue

Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITY-FMTP 100% Completed All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - The IAA commissioned new FDPS systems at Shannon and Dublin in April and May of 2011 which support both FMTP and X25 for the "notification, coordination & transfer" data connections. The IAA progress on FMTP: 30/06/2016 - On the Shannon-Dublin connection is installed and tested and operational; - On the Shannon-London and Dublin-London connections complete; and - On the Shannon-Brest connection awaiting readiness from partner. ASP (By:12/2014) The IAA commissioned new FDPS systems at Shannon Completed and Dublin in April and May of 2011 which support both FMTP and X25 for the "notification, coordination & transfer" data connections. The IAA progress on FMTP: IAA-ATS - On the Shannon-Dublin connection is installed and FDP - 100% Provider tested and operational; COOPANS 30/06/2016 - On the Shannon-London and Dublin-London connections complete; and - On the Shannon-Brest connection awaiting readiness from partner. MIL (By:12/2014) Not Mil. Military do not provide GAT services. - % Applicable Authority -

LSSIP Year 2018 Ireland 57 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 : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 - All New (upgraded) IAA Surveillance Radar sites have been upgraded to Mode S, with the exception of the Dublin Radar 2 site. 31/12/2015

This enables use of DAPs within the ATM system. REG (By:02/2015) Safety Assessment by the ANSP submitted and accepted Completed IAA - 100% by NSA. 31/12/2014 ASP (By:02/2015) Surveillance Completed & IAA-ATS - Navigation - 100% Provider 31/12/2013 Radar replacement MIL (By:06/2020) Mil. Completed Concerned military aircraft all equipped - 100% Authority 31/12/2015

RNAV 1 in TMA Operations Timescales: NAV03.1 100% Completed Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 - P-RNAV procedures have been implemented at Dublin, Shannon and Cork TMAs. The ATM System has been adapted to display aircraft P-RNAV equipage to the CWPs. Point-Merge implemented in Dublin in 12/2012. RNAV1 updates for State Airports and Non- 06/12/2018 State(Regional) Airports planned for deployment in 2019-2020.

Update 2018: All State Airports IFPs updated to RNAV 1, completed 06/12/2018. ASP (By:12/2023) IAA-ATS Completed - - 100% Provider 06/12/2018

LSSIP Year 2018 Ireland 58 Released Issue

RNP 1 in TMA Operations Timescales: NAV03.2 10% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 31/12/2023 - RNP 1 Procedures partially implemented in State TMAs. Further development planned during 2018 for rollout in the period 2019-2021. Engagement with Dublin-based AOs for 31/12/2021 implementation as required and in support for new parallel runway deployment at Dublin Airport. ASP (By:12/2023) IAA-ATS Ongoing - - 10% Provider 31/12/2021

RNP Approach Procedures with Vertical Guidance Timescales: NAV10 100% Completed Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023 - 6 APV/Baro procedures in Dublin TMA published in 2015. A joint PBN policy with the UK has been developed and has been published. EIKY and EIKN delivered APV procedures during 2016. The ASP driven AIRLA project which received partial funding from GSA for implementation of LPV approaches at 21 Runway ends in Ireland, commenced in July 2017. Delivery of the LPV approaches will be aligned with inclusion of LNAV and LNAV/ VNAV 06/12/2018 procedures for these runway ends. This project is scheduled to run until Q2 2019.

Update 2018: All State Airports have RNP(LNAV/LNAV-VNAV and LPV) completed for eligible runways. last completed 06/12/2018. REG (By:12/2023) Completed IAA - - 100% 31/12/2012 ASP (By:12/2023) 6 APV/Baro procedures in Dublin TMA published Completed in2015. A joint PBN policy with the UK has been developed and has been published.

EIKY and EIKN delivered APV procedures during 2016 The ASP driven AIRLA project which received partial IAA-ATS funding from GSA for implementation of LPV - 100% Provider 06/12/2018 approaches at 21 Runway ends in Ireland, commenced in July 2017. Delivery of the LPV approaches will be aligned with inclusion of LNAV and LNAV/ VNAV procedures for these runway ends. This project is scheduled to run until Q2 2019

LSSIP Year 2018 Ireland 59 Released Issue

Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - - 31/12/2014 REG (By:01/2018) Parts 3.6.1 to 3.6.9 of the Action Plan implemented. Completed IAA Implementation is monitored through the yearly audit - 100% 31/12/2014 programme. ASP (By:12/2014) Appropriate parts of sections 3.1, 3.2 and 3.3 of the Completed IAA-ATS Action Plan have been implemented. Reporting is done - 100% Provider 31/12/2014 through the yearly audit programme. APO (By:12/2014) DUBLIN Implementation of appropriate sections of the Action Completed Airport Plan completed. Reporting is done through the yearly - 100% 31/12/2014 Authority audit programme.

LSSIP Year 2018 Ireland 60 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 - Direct routings were introduced in Ireland as part of the Free Route project implemented on 17/12/2009 the 17/12/2009 ASP (By:12/2017) IAA-ATS Completed See AOM21.2 - Implement Free Route Airspace - 100% Provider 17/12/2009

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 - The IAA has implemented STCA - Level 2 in all ACCs, TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in 2011 incorporating all STCA Level 2 requirements. Upgrades to the STCA function have been conducted in line with the 31/12/2011 EUROCONTROL Specification and STCA parameters have been tuned to the operational environment according to it. ASP (By:01/2013) The IAA has implemented STCA - Level 2 in all ACCs, Completed TMAs and TWR units which provide radar services. Major system upgrade (COOPANS) was complete in IAA-ATS 2011 incorporating all STCA Level 2 requirements. - 100% Provider Upgrades to the STCA function have been conducted in 31/12/2011 line with the EUROCONTROL Specification and STCA parameters have been tuned to the operational environment according to it.

Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 - Objective implemented according to EASA requirements. AIC No 02/15 published in February 2015 to provide guidance and/or awareness to AOC holders and general aviation stakeholders 31/12/2015 (as applicable) on the implementation of various Commission regulations, including Regulation (EU) No 1332/2011. REG (By:12/2015) Completed IAA Done according to EASA requirements - 100% 31/12/2015 ASP (By:03/2012) IAA-ATS Completed Done according to EASA requirements - 100% Provider 31/03/2012 MIL (By:12/2015) Mil. Completed Done according to EASA requirements - 100% Authority 31/12/2015

LSSIP Year 2018 Ireland 61 Released Issue

Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - All SLoAs implemented except supplying the CFMU with Departure Planning Information (DPI) 31/12/2011 which will be implemented as part of the Dublin CDM project. ASP (By:07/2014) Mil. Completed - - 100% Authority - All SLoAs implemented except supplying the CFMU with Completed IAA-ATS Departure Planning Information (DPI) which will be - 100% Provider 31/12/2011 implemented as part of the Dublin CDM project.

Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and ITY-COTR initial coordination processes: 27/07/2006 100% Completed For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 - Notification, Initial Coordination, Basic Flight Data & Change to Basic Flight Data processes implemented as per Commission Regulation (EC) No 1032/2006. System also capable of Revision of Coordination and Abrogation of Coordination process, however awaiting UK system 31/12/2011 to be ready for operational implementation. Logon Forward and Next Authority Notified processes were implemented in the latest COOPANS upgrade as per Commission Regulation (EC) No 30/2009 in Q1/2014. ASP (By:12/2012) Notification, Initial Coordination, Basic Flight Data & Completed Change to Basic Flight Data processes implemented as per Commission Regulation (EC) No 1032/2006. System also capable of Revision of Coordination and Abrogation IAA-ATS of Coordination process, however awaiting UK system to - 100% Provider 31/12/2011 be ready for operational implementation. Logon Forward and Next Authority Notified processes were implemented in the latest COOPANS upgrade as per Commission Regulation (EC) No 30/2009 in Q1/2014. MIL (By:12/2012) Mil. Completed Civil and Military share the same system. - 100% Authority 31/12/2011

LSSIP Year 2018 Ireland 62 Released Issue Local Objectives

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

Remote Tower Services AOP14 0% Ongoing Applicability and timescale: Local EICK - CORK A trial of Remote Tower technology for both Cork Airport (EICK) and Shannon Airport (EINN), where ATS services are provided by the IAA, has been completed. This trial involved provision of an ATS service to both airports simultaneously. Operational rollout is now being progressed and a further update will be included in the 2018 LSSIP Report . 31/12/2022

Update 2018: Now planned to introduce Full operational Capability for EINN. EICK will be incorporated for night time service once the system has been proved in operations.

Remote Tower Services AOP14 0% Ongoing Applicability and timescale: Local EINN - SHANNON A trial of Remote Tower technology for both Cork Airport (EICK) and Shannon Airport (EINN), where ATS services are provided by the IAA, has been completed. This trial involved provision of an ATS service to both airports simultaneously. Operational rollout is now being progressed and a further update will be included in the 2018 LSSIP Report. 30/06/2020

Update 2018: A project has launched to introduce Remote Tower System for full operations. Expected delivery in 2020. A further update will be issued for the 2019 LSSIP Report.

Multi-Sector Planning En-route - 1P2T ATC18 25% Ongoing Applicability and timescale: Local - The Shannon En-route ACC has commenced operations of Single Person Sectors. These are shoulder sectors with lower traffic demand and traffic is monitored centrally by a centre co- ordinator(s). This is seen as a step towards 1P2T configuration(at least partially). 31/12/2021

A similar arrangement is in place for the Dublin ATCC, with single ATCO sectors managed and planned for by a centre co-ordinator.

Airport Collaborative Environmental Management ENV02 % Completed Applicability and timescale: Local EIDW - Dublin Airport Dublin airport has a consultation process with all core stakeholders and consults on noise abatement procedures, emission reduction, CDA/CDOs and noise-track adherence. Noise monitoring equipment is in place. 31/12/2012 The Airport Sustainability Report is published annually. Facilities for recovering de-icing fluid are in place. All relevant staff are trained in the environmental impact of aircraft operation.

LSSIP Year 2018 Ireland 63 Released Issue

Continuous Climb Operations (CCO) ENV03 75% Ongoing Applicability and timescale: Local EICK - CORK PBN (RNAV) SID and STARs have been in place for EICK since 2008. 95% of air traffic departing receives a continuous climb on these SIDs, despite an ATC altitude restriction to ensure separation. As part of development of RNP IFPs for all runways at EICK, these SIDs will be reviewed to better serve the CCO requirements of traffic. The IAA as the originator of instrument Flight Procedures for EICK works closely with the airport authority, daa to maximise CCO and CDO operations. 31/12/2020 Through monthly operations meetings (IAA ANSP, daa, AOCs), AOCs are updated on any development of flight procedures.

Update 2018: Although the EICK IFPs were updated with an effective date of 26/04/2018, further development work in support of CCO, including re-introduction of omni-directional departures, is being developed during 2019.

Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local EIDW - Dublin Airport With the introduction of the Point Merge System for arriving traffic to Rwys 10 and 28 at EIDW, PBN SIDs have been developed to facilitate CCO operations. There are some ATC restrictions for climbing traffic but approximately 95% of departures are issued continuous climb. The location of EIDW adjacent to the UK IOM Sector can impact on higher levels being attained. This is under continuous review. With the development of the North Runway for EIDW, flight procedures will be integrated to - maintain this facility and improve where possible. A report on developments will be included in future LSSIP and ABSU reports. The IAA as the originator of instrument Flight Procedures for EIDW works closely with the airport authority, DAA to maximise CCO and CDO operations. The majority of AOCs at EIDW are based at EIDW. Through monthly operations meetings (IAA ANSP, daa, AOCs), AOCs are updated on any development of flight procedures.

Continuous Climb Operations (CCO) ENV03 75% Ongoing Applicability and timescale: Local EINN - SHANNON PBN (RNAV) SIDs and STARs have been in place for EINN since 2010. 95% of air traffic departing receives a continuous on these SIDs, despite an ATC altitude restriction to ensure separation. As part of development of RNP IFPs for all runways at EINN, these SIDs will be reviewed to better serve the CCO requirements of traffic. The IAA as the originator of instrument Flight Procedures for EINN works closely with the Shannon Airport Authority (SAA) to maximise CCO and CDO operations. 31/12/2019 Through monthly operations meetings (IAA ANSP, SAA, AOCs), AOCs are updated on any development of flight procedures.

Update 2018: Although the EINN IFPs were updated with an effective date of 08/11/2018, further development work in support of CCO, including re-introduction of omni-directional departures, is being developed during 2019.

Optimised Low-Level IFR Routes in TMA for Rotorcraft Not NAV12 % Applicable Applicability and timescale: Local - No current plans to implement this objective in Ireland. -

LSSIP Year 2018 Ireland 64 Released Issue

ANNEXES

Specialists involved in the ATM implementation reporting for Ireland

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point IAA Cathal MAC CRIOSTAIL

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Alessandro PRESTIGIACOMO

LSSIP Year 2018 Ireland 65 Released Issue National stakeholders’ organisation charts

The Irish Organisation to manage related EATM matters is as follows:

Responsible Ministry Civil Aviation Authority/Administration Provider of Civil Air Traffic Services

Department of Transport, IRISH AVIATION AUTHORITY Tourism and Sport PC: P. Kearney, Chief Executive Designate IAA PC: W. Hann, Acting Director ATM Operations & Strategy PC: P. Hughes, Director Technology & Training FP: Cathal MAC CRIOSTAIL, IAA Manager Airspace & Navigation

LSSIP Year 2018 Ireland 66 Released Issue Implementation Objectives’ links with SESAR, ICAO and DP

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

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

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

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

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

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

AOP10 B1-RSEQ 2.3.1 Time Based Separation (TBS)

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

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

AOP14 B1-RATS -

ATC02.2 B0-SNET -

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

3.2.1 Upgrade of ATM systems to support Direct Routing and Free ATC12.1 B1-FRTO Routing ATC15.1 B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

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

ATC16 B0-ACAS -

LSSIP Year 2018 Ireland 67 Released Issue 3.2.1 Upgrade of ATM systems to support Direct Routing and Free ATC17 - Routing ATC18 - No direct link, although implementation is recommended in Family 3.2.1

COM10 - -

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

B0-CDO ENV01 - B1-CDO

ENV02 - -

ENV03 B0-CCO -

FCM01 B0-NOPS -

FCM03 B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1 - 4.1.1 STAM phase 1

FCM04.2 B0-NOPS 4.1.2 STAM phase 2

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

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

FCM09 B1-NOPS -

INF04 B0-DATM -

INF07 - 1.2.2 Geographical database for procedure design

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

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

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

ITY-COTR B0-FICE -

B0-FICE ITY-FMTP - B1-FICE

LSSIP Year 2018 Ireland 68 Released Issue ITY-SPI B0-ASUR -

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

SAF11 - -

Legend:

Objective’s link to SESAR Key Feature:

Optimised ATM Network Services High Performing Airport Operations

Advanced Air Traffic Services Enabling Aviation Infrastructure

LSSIP Year 2018 Ireland 69 Released Issue Glossary of abbreviations

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

Term Description

ACAS Airborne Collision Avoidance System ACC Area Control Centre ADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance - Broadcast AF ATM Functionality AIC Aeronautical Information Circular AIM Aeronautical Information Management AIS Aeronautical Information Service AMAN Arrival Management AMN Airspace Management & Navigation (unit) ANS Air Navigation Services ANSP Air Navigation Services Provider AOP Airport Operators APP Approach Control Service APW Area Proximity Warning ARN ATS Route Network ARTAS Advanced Radar Tracker and Server ASM Airspace Management A-SMGCS Advanced Surface Movement Guidance and Control System ASP Air Navigation Service Providers ATC Air Traffic Control ATCO Air Traffic Control Officer ATFM Air Traffic Flow Management ATM Air Traffic Management ATN Aeronautical Telecommunication Network ATS Air Traffic Services CEO Chief Executive Officer CFMU Central Flow Management Unit CNS Communication, Navigation and Surveillance

LSSIP Year 2018 Ireland 70 Released Issue CTA Control Area DFL Division Flight Level DIS Directorate Infrastructure, ATC, Systems & support DMAN Departure Management DME Distance Measuring Equipment DSA Directorate Safety, Airspace, Airports & Information services DTTaS Irish Department of Transport, Tourism and Sport EAD European AIS Data Base EC European Commission ECAC European Civil Aviation Conference ETFMS Enhanced Tactical Flow Management System ESARR EUROCONTROL Safety Regulatory Requirements FAB Functional Airspace Block FANS Future Air Navigation System FDPS Flight Data Processing System FIR Flight Information Region FL Flight Level FMG Frequency management group FMP Flow Management Position FPL Flight Plan FT Fast Track FUA Flexible Use of Airspace (concept) GAT General Air Traffic GNSS Global Navigation Satellite System GPS Global Positioning System HUM Human Resources (domain) IAA Irish Aviation Authority ICAO International Civil Aviation Organisation IFPS Initial Flight plan Processing System LoA Letter of Agreement MET Meteorology MIL Military MSAW Minimum Safe Altitude Warning MSSR Monopulse Secondary Surveillance Radar MTCD Medium Term Conflict Detection NAV Navigation NOTAM Notice to Airmen NPA Non precision approach

LSSIP Year 2018 Ireland 71 Released Issue NSA National Supervisory Authority OAT Operational Air Traffic OLDI On Line Data Interface PACT Portable ACC Capacity evaluation Tool PCP Pilot Common Project PDP Preliminary Deployment Programme PSR Primary Surveillance Radar RNAV Area Navigation RTS Real Time Simulation S-AF Sub ATM Functionality SARPs Standard Agreements and Recommended Practices SES Single European Sky SLoA Stakeholder Line of Action SMGCS Surface Movement Guidance and Control System SRD Safety Regulation Division of the Irish Aviation Authority SSR Secondary Surveillance Radar STATFOR Specialist Panel on Air Traffic Statistics and Forecast STCA Short Term Conflict Alert TCAS Traffic alert and Collision Avoidance System TMA Terminal Control Area

LSSIP Year 2018 Ireland 72 Released Issue Mature SESAR Solutions not associated to an Implementation Objective

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

High Performing Airport Operations

RWSL (RunWay Status Lights), a fully automatic system based on A- SMGCS surveillance that can be used on airports to increase safety by preventing runway incursions Runway status #01 and associated operational N lights procedures. The system directly provides the information on runway usage to the vehicle drivers and flight crews through new airfield lights. Operational requirements and technical specifications to detect a Enhanced traffic risk of collision between a vehicle situational with aircraft and the infringement awareness and of restricted or closed areas. #04 N airport safety The Vehicle Driver is provided with nets for vehicle the appropriate alert, either

drivers generated by the on-board system or uplinked from the controller airport safety net. Use of data link communications between the Tower Controllers and the flight crew during surface movement. D-TAXI service It is based on the D-TAXI service for controller- from the CPDLC application, as pilot datalink #23 standardised by RTCA N communications SC214/EUROCAE WG78 (DO-350 & (CPDLC) DO-351). It also includes the access

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

LSSIP Year 2018 Ireland 73 Released Issue Enhanced Guidance Assistance to mobiles based on the automated switching of Taxiway lights and Stop bars according to the Airfield Ground Lighting (AGL) operational service Provision of flight crew and vehicle drivers with supplementary means Guidance of guidance based on coupling the assistance taxi route management with the #47 N through airfield airfield ground lighting. Taxiway

ground lighting centreline lights are automatically and progressively switched on in segments as the mobile progresses along its assigned route. Stop bars are automatically activated to mark clearance limit. The ATCO can issue simpler and shorter taxi clearances through a "FOLLOW THE GREENS"- type instruction In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility operations and enhance controllers Virtual block situational awareness. Virtual Stop control in low Bars can be used by the controller #48 visibility to reduce block-sizes once N procedures procedural control applies.

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

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

LSSIP Year 2018 Ireland 74 Released Issue This SESAR Solution aims at improving Low Visibility Operation using GBAS Cat II/III based on GPS L1 The main benefit is the increased runway capacity in poor weather conditions as the glide path and azimuth signals will face hardly any interference from previous landing aircraft or other obstacles. More sustained accuracy in aircraft guidance on final approach. The GBAS is a precision approach system relying on GNSS signals and composed of ground and airborne segments. GBAS supports enhanced level of service for all phases of approach, landing and departure. GBAS CATII/III GPS L1 is the outcome of the extensive work in SESAR WP9 and 15 in addition to project 6.8.5 involving main European ground systems Precision manufacturers and airborne approaches #55 industry. The solution is based on N using GBAS the existing single frequency GPS L1

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

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

LSSIP Year 2018 Ireland 75 Released Issue Enhanced Ground Controller Situation Awareness in all Weather Enhanced Conditions further develops ADS-B ground applications in order to improve Currently being controller ground surveillance systems. The examined in line with #70 situational solution provides the controller N introduction of a new awareness in all with the position and automatic parallel runway at weather identity of all relevant aircraft and EIDW

conditions all relevant vehicles in the movement area (i.e. maneuvering area plus apron). The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A-CDM concept as ‘adverse conditions’, i.e. a state that is in De-icing need of collaborative recovery #116 management N procedures, but rather a part of

tool normal operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de- icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing.

Advanced Air Traffic Services

The CTA (Controlled Time of Arrival) is an ATM imposed time constraint Controlled time on a defined point associated with of arrival (CTA) an arrival runway, using airborne in medium- capabilities to improve arrival Possibly under #06 density/medium- management. When a time consideration by DAA complexity constraint is needed for a flight, the

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

LSSIP Year 2018 Ireland 76 Released Issue proposed to the flight for achievement by avionics within required accuracy. Airborne information may be used by the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into different airports by calculating Arrival the sequence of aircraft flying management #08 towards an area where their routes N into multiple intersect. By imposing an adequate

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

advanced RNP enhanced by onboard performance monitoring and alerting and the execution of more predictable aircraft behaviour Progressive implementation of Under consideration Continuous procedures for Continuous Descent as part of airspace re- descent Operations (CDO) and Continuous structuring #11 operations Climb Operations (CCO) in higher N associated with the (CDO) using density traffic or to higher levels, introduction of a new

point merge optimised for each airport parallel runway at arrival/departure procedure EIDW STCA (Short Term Conflict Alert) is a ground-based system designed and deployed to act as a safety net against collisions. The system, which can be used in both en-route and TMAs, generates an alert to Enhanced STCA warn air traffic controllers for when Point Merge with down- separation minima between aircraft #69 Y implemented for linked have been infringed upon. The EIDW parameters system makes use of down-linked aircraft parameters (DAP) available through Mode S EnHanced Surveillance (EHS) (i.e. Selected Flight Level, Roll angle/Track angle rate) are to increase the reliability and accuracy of the alerts.

LSSIP Year 2018 Ireland 77 Released Issue New altitude capture laws aim to reduce unnecessary ACAS alarms and reduce the risk of mid-air or Enhanced near mid-air collisions between airborne collision aircraft as a last-resort safety net, avoidance by automatically reducing the Used in En-route #105 system (ACAS) Y vertical rate at the approach of the operations using operations selected flight level (only when a the autoflight Traffic Advisories-TA occurs),

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

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

Point Merge reduces communication workload and increases collective traffic predictability.

Optimised ATM Network Services

Airspace Users are allowed to change among themselves (via the pre-departure management Point Merge process in CDM airports) the User-driven implemented in priority order of flights in the pre- prioritisation EIDW- Radar #57 departure sequence. The departure Y process (UDPP) time will be automatically Vectoring still

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

Enabling Aviation Infrastructure

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

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

LSSIP Year 2018 Ireland 78 Released Issue Europe’s vision to achieve high- performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while minimising constraints due to AOC data airspace and service configurations. increasing SESAR has introduced an early #67 trajectory version which makes use of flight N prediction planning data sourced from airline

accuracy operational control (AOC) to help controllers optimising aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE). The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they occur in accordance with ICAO regulations. However these reports ACAS Ground Mode S deployed for can come late, incomplete or are Monitoring and all bar one IAA #100 absent in some instances. This N Presentation solution consists of a set of supported

System monitoring stations and a server Surveillance sites system, which enable the continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods and reducing the need for active Mode- Extended hybrid #101 S interrogations. By making fewer N surveillance active interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses the IEEE Aeronautical 802.16 (WiMAX) standard. mobile airport Designed to operate in reserved #102 communication N (aeronautical) frequency bands, system AeroMACS can be used for ANSPs,

(AeroMACS) airspace users and airport authority communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP).

LSSIP Year 2018 Ireland 79 Released Issue The Iris Precursor offers a viable option for ATS datalink using existing satellite technology systems to support initial four- Air traffic dimensional (i4D) datalink services (ATS) ADS-B solutions on trial #109 capability. The technology can be N datalink using in IAA used to provide end-to-end air–

Iris Precursor ground 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 ground system by ADS-B outside agents. These techniques surveillance of can also be used to cope with ADS-B solutions on trial #110 aircraft in flight N malfunctioning of avionics in IAA and on the equipment. SESAR has contributed

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

ADS-B / WAM share hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.

LSSIP Year 2018 Ireland 80 Released Issue