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

Document Title LSSIP Year 2020 for United Kingdom

Info Centre Reference 20/12/22/92 Date of Edition 18/03/2021 LSSIP Focal Point Craig King – [email protected] LSSIP Contact Person Maria LENNE-VAN WEGBERG - maria.van-wegberg@.int EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring

Reference Documents

LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor FAB Performance Plan http://www.nats-uk.ead-it.com/

LSSIP Year 2020 United Kingdom Released Issue

APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020.

Stakeholder / Name Position Signature and date Organisation

UK Civil Aviation Jon ROUND Head of Airspace, Air Authority Traffic Management and Aerodromes (AAA) (Safety and Airspace Regulation Group (SARG))

NATS Mark ASQUITH Director Investment & Portfolio Strategy

LSSIP Year 2020 United Kingdom Released Issue

TABLE OF CONTENTS

Executive Summary ...... 1 Introduction ...... 19 1. National ATM Environment ...... 20 Geographical Scope ...... 20 National Stakeholders ...... 22 2. Traffic and Capacity ...... 36 Evolution of traffic in United Kingdom ...... 36 EN-ROUTE ACC ...... 37 LONDON TERMINAL CONTROL (TC)...... 40 PRESTWICK ACC ...... 43 3. Implementation Projects ...... 45 National projects ...... 45 Additional national projects ...... 48 FAB projects ...... 52 Multinational projects ...... 52 4. Cooperation activities ...... 56 FAB Co-ordination...... 56 Multinational cooperation initiatives ...... 56 5. Implementation Objectives Progress ...... 58 State View: Overall Objective Implementation Progress ...... 58 Objective Progress per SESAR Essential Operational Changes ...... 59 ICAO ASBU Implementation Progress ...... 67 Detailed Objectives Implementation progress ...... 73 6. Annexes ...... 142 A. Specialists involved in the ATM implementation reporting for UK ...... 142 B. National stakeholders organisation charts ...... 143 C. Implementation Objectives’ links with other plans ...... 144 D. SESAR Solutions implemented in a voluntary way ...... 149 E. Surveillance (SUR) ...... 171 F. Glossary of abbreviations ...... 177

LSSIP Year 2020 United Kingdom Released Issue

Executive Summary

National ATM Context

Member State of:

1

Throughout this year the UK has been in transition to leave the EU on the 31st of December 2020 Throughout the year the United Kingdom remained engaged within the transition guidelines with the European Commission, the European Aviation Safety Agency (EASA) and EUROCONTROL in the development and implementation of a Single European Sky (SES) and EASA implementing regulations. The work required from the UK Department for Transport and the UK Civil Aviation Authority is substantial and includes significant resource in support of key SES programmes and implementation such as the Performance Scheme, FABs, Standardised European Rules of the Air, Common Requirements and SESAR - including the Pilot Common Project - in support of the Air Traffic Management (ATM) Master Plan.

The main National Stakeholders involved in ATM in the UK, which contribute to the compilation of this document, are the following: • UK Department for Transport (DfT) – The responsible government Department • UK Civil Aviation Authority (CAA) - National Supervisory Authority and Competent Authority • National Air Traffic Services (NATS) • Military Authorities • Holdings Limited, Global Infrastructure Partners (GIP), and Manchester Airports Group (MAG) • Air Accidents Investigation Branch (AAIB) of the UK Department for Transport (DfT).

LSSIP Year 2020 United Kingdom 1 Released Issue Traffic and Capacity

Summer Forecast (May to October inclusive)

-61.0%

2020

Per ACC: For London Enroute, London Terminal Control and Prestwick

0.00

2019-2020

United Kingdom is part of: 0.00

The UK- FAB

Number of national projects: 8 Number of FAB projects: 1 Number of multinational projects: 9

Summary of 2020 developments: Due to the Covid-19 pandemic most projects were paused or postponed and there was no completion of any objectives for 2020. The United Kingdom was in the transitional phase of leaving the European Union and there were no major legislative changes during this year.

LSSIP Year 2020 United Kingdom 2 Released Issue

Progress per SESAR Phase

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

Pre-SESAR Phase 2000 2030

78%

SESAR 1 (PCP only) 2011 2025

45%

SESAR 1 (non-PCP) 2013 2030

24%

LSSIP Year 2020 United Kingdom 3 Released Issue Progress per SESAR Essential Operational Changes and Phase

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

ATM 86 % Interconnected Network 62%

Airport and TMA 78 % performance 1 % 32 %

CNS 76 % Infrastructure 15 % and Services 28 %

Digital AIM and 36 % MET Services

Fully Dynamic 54 % and Optimised 0 % Airspace 55 %

Multimodal Mobility and N/A integration of all Airspace Users Trajectory Based 100 % Operations 100 %

Virtualisation of Service 95 % Provision

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

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

LSSIP Year 2020 United Kingdom 4 Released Issue ICAO ASBUs Progress Implementation

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

Block 0 2000 2030

71%

Block 1 2009 2030

45%

Block 2 2013 2030

11%

Block 3 2018 2025

6%

LSSIP Year 2020 United Kingdom 5 Released Issue ATM Deployment Outlook

State Objectives

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- ASM Management of Real- - New Pan-European - Voice over Internet - Collaborative Flight Time Airspace Data Network Service (NewPENS) Protocol (VoIP) in Planning AOM19.2 - 18 % progress COM12 - 50 % progress Airport/Terminal FCM03 - 85 % progress - Interactive Rolling NOP - Free Route Airspace COM11.2 - 15 % progress - RNP Approach Procedures FCM05 - 78 % progress AOM21.2 - 08 % progress - Electronic Terrain and to instrument RWY - Common Flight Message - Voice over Internet Obstacle Data (eTOD) NAV10 - 71 % progress Transfer Protocol (FMTP) Protocol (VoIP) in En-Route INF07 - 26 % progress - Aircraft Identification ITY-FMTP - 41 % progress COM11.1 - 28 % progress ITY-ACID - 30 % progress - Management of Pre- - Implement enhanced defined Airspace tactical flow management Configurations services AOM19.4 - 05 % progress FCM01 - 77 % progress - ASM Support Tools to - Electronic Dialogue as Support Advanced FUA Automated Assistance to (AFUA) Controller during AOM19.1 - 88 % progress Coordination and Transfer - Migrate from AFTN to ATC17 - 22 % progress AMHS - Ensure Quality of COM10 - 76 % progress Aeronautical Data and - Improve Runway Safety by Aeronautical Information Preventing Runway ITY-ADQ - 45 % progress Excursions - Enhanced AMAN-DMAN SAF11 - 86 % progress integration - Surveillance Performance ATC19 - 10 % progress and Interoperability - Information Exchanges ITY-SPI - 78 % progress using the SWIM Yellow TI - Harmonise Operational Air Profile Traffic (OAT) and General Air INF08.1 - 06 % progress Traffic (GAT) Handling - Automated Support for AOM13.1 - 88 % progress Conflict Detection, - Full Rolling ASM/ATFCM Resolution Support Process and ASM Information and Information Sharing Conformance Monitoring AOM19.3 - 23 % progress ATC12.1 - 48 % progress - RNP 1 in TMA Operations NAV03.2 - 19 % progress - RNAV 1 in TMA Operations NAV03.1 - 69 % progress

LSSIP Year 2020 United Kingdom 6 Released Issue Airport Objectives - Birmingham Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Airport Collaborative Decision Making (A-CDM) AOP05 - 17 % progress - Continuous Climb Operations (CCO) ENV03 - 75 % progress

Airport Objectives -

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Remote Tower Services AOP14 - 95 % progress

Airport Objectives - Nottingham East Midlands Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Continuous Descent Operations (CDO) ENV01 - 82 % progress

LSSIP Year 2020 United Kingdom 7 Released Issue Airport Objectives - Edinburgh Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Continuous Descent Operations (CDO) ENV01 - 62 % progress - Continuous Climb Operations (CCO) ENV03 - 50 % progress

Airport Objectives - Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Continuous Descent Operations (CDO) ENV01 - 82 % progress

Airport Objectives - London

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Continuous Descent Operations (CDO) ENV01 - 80 % progress - Airport Collaborative Decision Making (A-CDM) AOP05 - 10 % progress

LSSIP Year 2020 United Kingdom 8 Released Issue Airport Objectives - London Heathrow Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 07 % progress - Continuous Descent Operations (CDO) ENV01 - 80 % progress

Airport Objectives - Manchester Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Advanced Surface - Continuous Descent - Time-Based Separation Movement Guidance and Operations (CDO) AOP10 - 00 % progress Control System A-SMGCS ENV01 - 82 % progress - Automated Assistance to Surveillance (former Level 1) - Initial Airport Operations Controller for Surface AOP04.1 - 63 % progress Plan Movement Planning and - Airport Collaborative AOP11 - 11 % progress Routing Decision Making (A-CDM) - Improve Runway and AOP13 - 00 % progress AOP05 - 43 % progress Airfield Safety with - Advanced Surface Conflicting ATC Clearances Movement Guidance and (CATC) Detection and Control System (A-SMGCS) Conformance Monitoring Runway Monitoring and Alerts for Controllers (CMAC) Conflict Alerting (RMCA) AOP12 - 31 % progress (former Level 2) AOP04.2 - 25 % progress

LSSIP Year 2020 United Kingdom 9 Released Issue Airport Objectives - Bristol Airport

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Continuous Descent Operations (CDO) ENV01 - 82 % progress

Airport Objectives - London

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Continuous Descent - Continuous Climb Operations (CDO) Operations (CCO) ENV01 - 80 % progress ENV03 - 00 % progress - Time-Based Separation AOP10 - 01 % progress

Airport Objectives -

 Deployed in 2019 - 2020 None

By 2021 By 2022 By 2023 By 2024+

- Improve Runway and - Airport Collaborative - Continuous Descent - AMAN Tools and Airfield Safety with Decision Making (A-CDM) Operations (CDO) Procedures Conflicting ATC Clearances AOP05 - 37 % progress ENV01 - 82 % progress ATC07.1 - 00 % progress (CATC) Detection and - Initial Airport Operations Conformance Monitoring Plan Alerts for Controllers (CMAC) AOP11 - 14 % progress AOP12 - 28 % progress

LSSIP Year 2020 United Kingdom 10 Released Issue Overall situation of Implementation Objectives

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 AOM13.1 Harmonise Operational Air Traffic (OAT) and General 88% Late Air Traffic (GAT) Handling AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) 88% Ongoing * AOM19.2 ASM Management of Real-Time Airspace Data 18% Ongoing * AOM19.3 Full Rolling ASM/ATFCM Process and ASM 23% Ongoing * Information Sharing AOM19.4 Management of Pre-defined Airspace Configurations 5% Ongoing * AOM21.1 Direct Routing 100% Completed AOM21.2 Free Route Airspace 8% Ongoing * AOP04.1(EGBB) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.1(EGCC) Advanced Surface Movement Guidance and Control 63% Late * System A-SMGCS Surveillance (former Level 1) AOP04.1(EGGD) Advanced Surface Movement Guidance and Control 0% Not * System A-SMGCS Surveillance (former Level 1) Applicable AOP04.1(EGGW) Advanced Surface Movement Guidance and Control 0% Not * System A-SMGCS Surveillance (former Level 1) Applicable AOP04.1(EGKK) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.1(EGLC) Advanced Surface Movement Guidance and Control 0% Not * System A-SMGCS Surveillance (former Level 1) Applicable AOP04.1(EGLL) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.1(EGNT) Advanced Surface Movement Guidance and Control 0% Not * System A-SMGCS Surveillance (former Level 1) Applicable AOP04.1(EGPF) Advanced Surface Movement Guidance and Control 0% Not * System A-SMGCS Surveillance (former Level 1) Applicable AOP04.1(EGPH) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1)

LSSIP Year 2020 United Kingdom 11 Released Issue

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 AOP04.1(EGSS) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.2(EGBB) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(EGCC) Advanced Surface Movement Guidance and Control 25% Late * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(EGGD) Advanced Surface Movement Guidance and Control 0% Not * System (A-SMGCS) Runway Monitoring and Conflict Applicable Alerting (RMCA) (former Level 2) AOP04.2(EGGW) Advanced Surface Movement Guidance and Control 0% Not * System (A-SMGCS) Runway Monitoring and Conflict Applicable Alerting (RMCA) (former Level 2) AOP04.2(EGKK) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(EGLC) Advanced Surface Movement Guidance and Control 0% Not * System (A-SMGCS) Runway Monitoring and Conflict Applicable Alerting (RMCA) (former Level 2) AOP04.2(EGLL) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(EGNT) Advanced Surface Movement Guidance and Control 0% Not * System (A-SMGCS) Runway Monitoring and Conflict Applicable Alerting (RMCA) (former Level 2) AOP04.2(EGPF) Advanced Surface Movement Guidance and Control 0% Not * System (A-SMGCS) Runway Monitoring and Conflict Applicable Alerting (RMCA) (former Level 2) AOP04.2(EGPH) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(EGSS) Advanced Surface Movement Guidance and Control 100% Completed *

LSSIP Year 2020 United Kingdom 12 Released Issue

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP05(EGBB) Airport Collaborative Decision Making (A-CDM) 17% Late * AOP05(EGCC) Airport Collaborative Decision Making (A-CDM) 43% Late * AOP05(EGGD) Airport Collaborative Decision Making (A-CDM) 0% Not * Applicable AOP05(EGGW) Airport Collaborative Decision Making (A-CDM) 10% Late * AOP05(EGKK) Airport Collaborative Decision Making (A-CDM) 100% Completed * AOP05(EGLC) Airport Collaborative Decision Making (A-CDM) 0% Not * Applicable AOP05(EGLL) Airport Collaborative Decision Making (A-CDM) 100% Completed * AOP05(EGNT) Airport Collaborative Decision Making (A-CDM) 0% Not * Applicable AOP05(EGPF) Airport Collaborative Decision Making (A-CDM) 0% Not * Applicable AOP05(EGPH) Airport Collaborative Decision Making (A-CDM) 8% Not yet * planned AOP05(EGSS) Airport Collaborative Decision Making (A-CDM) 37% Late * AOP10(EGCC) Time-Based Separation 0% Planned * AOP10(EGKK) Time-Based Separation 1% Ongoing * AOP10(EGLL) Time-Based Separation 100% Completed * AOP11(EGCC) Initial Airport Operations Plan 11% Late * AOP11(EGKK) Initial Airport Operations Plan 100% Completed * AOP11(EGLL) Initial Airport Operations Plan 100% Completed * AOP11(EGPF) Initial Airport Operations Plan 0% Not * Applicable AOP11(EGSS) Initial Airport Operations Plan 14% Late * AOP12(EGCC) Improve Runway and Airfield Safety with Conflicting 31% Late * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12(EGKK) Improve Runway and Airfield Safety with Conflicting 100% Completed * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)

LSSIP Year 2020 United Kingdom 13 Released Issue

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 AOP12(EGLL) Improve Runway and Airfield Safety with Conflicting 100% Completed * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12(EGSS) Improve Runway and Airfield Safety with Conflicting 28% Late * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP13(EGCC) Automated Assistance to Controller for Surface 0% Planned * Movement Planning and Routing AOP13(EGKK) Automated Assistance to Controller for Surface 0% Not yet * Movement Planning and Routing planned AOP13(EGLL) Automated Assistance to Controller for Surface 7% Ongoing * Movement Planning and Routing AOP13(EGSS) Automated Assistance to Controller for Surface 0% Not yet * Movement Planning and Routing planned AOP14(EGLC) Remote Tower Services 95% Ongoing 2030 AOP15(EGGW) Enhanced traffic situational awareness and airport 0% Not 2030 safety nets for the vehicle drivers Applicable AOP16(EGCC) Guidance assistance through airfield ground lighting 0% Not yet 2030 planned AOP16(EGKK) Guidance assistance through airfield ground lighting 0% Not yet 2030 planned AOP16(EGLL) Guidance assistance through airfield ground lighting 0% Not yet 2030 planned AOP16(EGSS) Guidance assistance through airfield ground lighting 0% Not yet 2030 planned AOP17(EGCC) Provision/integration of departure planning 0% Not 2030 information to NMOC Applicable AOP17(EGGW) Provision/integration of departure planning 0% Not 2030 information to NMOC Applicable AOP17(EGLL) Provision/integration of departure planning 0% Not 2030 information to NMOC Applicable AOP17(EGSS) Provision/integration of departure planning 0% Not 2030 information to NMOC Applicable

LSSIP Year 2020 United Kingdom 14 Released Issue

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 AOP18(EGCC) Runway Status Lights (RWSL) 0% Not yet 2030 planned AOP18(EGLL) Runway Status Lights (RWSL) 0% Not yet 2030 planned AOP18(EGSS) Runway Status Lights (RWSL) 0% Not yet 2030 planned ATC02.2 Implement ground based safety nets - Short Term 100% Completed Conflict Alert (STCA) - level 2 for en-route operations ATC02.8 Ground-Based Safety Nets 100% Completed * ATC02.9 Short Term Conflict Alert (STCA) for TMAs 100% Completed * ATC07.1(EGCC) AMAN Tools and Procedures 10% Not yet * planned ATC07.1(EGKK) AMAN Tools and Procedures 100% Completed * ATC07.1(EGLL) AMAN Tools and Procedures 100% Completed * ATC07.1(EGSS) AMAN Tools and Procedures 0% Late * ATC12.1 Automated Support for Conflict Detection, 48% Late * Resolution Support Information and Conformance Monitoring ATC15.1 Information Exchange with En-route in Support of 100% Completed AMAN ATC15.2 Arrival Management Extended to En-route Airspace 100% Completed * ATC16 Implement ACAS II compliant with TCAS II change 7.1 100% Completed ATC17 Electronic Dialogue as Automated Assistance to 22% Late * Controller during Coordination and Transfer ATC18 Multi-Sector Planning En-route - 1P2T 0% Not yet 2030 planned ATC19 Enhanced AMAN-DMAN integration 10% Ongoing 2030 ATC20 Enhanced STCA with down-linked parameters via 100% Completed 2030 Mode S EHS COM10 Migrate from AFTN to AMHS 76% Late COM11.1 Voice over Internet Protocol (VoIP) in En-Route 28% Late * COM11.2 Voice over Internet Protocol (VoIP) in 15% Ongoing * Airport/Terminal

LSSIP Year 2020 United Kingdom 15 Released Issue

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 COM12 New Pan-European Network Service (NewPENS) 50% Ongoing * ENV01(EGBB) Continuous Descent Operations (CDO) 100% Completed * ENV01(EGCC) Continuous Descent Operations (CDO) 82% Ongoing * ENV01(EGGD) Continuous Descent Operations (CDO) 82% Ongoing * ENV01(EGGW) Continuous Descent Operations (CDO) 80% Ongoing * ENV01(EGKK) Continuous Descent Operations (CDO) 80% Ongoing * ENV01(EGLC) Continuous Descent Operations (CDO) 0% Not * Applicable ENV01(EGLL) Continuous Descent Operations (CDO) 80% Ongoing * ENV01(EGNT) Continuous Descent Operations (CDO) 100% Completed * ENV01(EGNX) Continuous Descent Operations (CDO) 82% Ongoing * ENV01(EGPF) Continuous Descent Operations (CDO) 82% Ongoing * ENV01(EGPH) Continuous Descent Operations (CDO) 62% Ongoing * ENV01(EGSS) Continuous Descent Operations (CDO) 82% Ongoing * ENV02(EGBB) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGCC) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGGD) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGGW) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGKK) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGLC) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGLL) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGNT) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGPF) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGPH) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(EGSS) Airport Collaborative Environmental Management 100% Completed 2030 ENV03(EGBB) Continuous Climb Operations (CCO) 75% Ongoing 2030 ENV03(EGCC) Continuous Climb Operations (CCO) 0% Not yet 2030 planned ENV03(EGGD) Continuous Climb Operations (CCO) 0% Not 2030 Applicable ENV03(EGGW) Continuous Climb Operations (CCO) 0% Not 2030 Applicable

LSSIP Year 2020 United Kingdom 16 Released Issue

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 ENV03(EGKK) Continuous Climb Operations (CCO) 0% Planned 2030 ENV03(EGLL) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(EGNT) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(EGNX) Continuous Climb Operations (CCO) 0% Not 2030 Applicable ENV03(EGPF) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(EGPH) Continuous Climb Operations (CCO) 50% Ongoing 2030 ENV03(EGSS) Continuous Climb Operations (CCO) 100% Completed 2030 FCM01 Implement enhanced tactical flow management 77% Late services FCM03 Collaborative Flight Planning 85% Late * FCM04.2 Short Term ATFCM Measures (STAM) - Phase 2 100% Completed * FCM05 Interactive Rolling NOP 78% Ongoing * FCM06 Traffic Complexity Assessment 100% Completed * INF07 Electronic Terrain and Obstacle Data (eTOD) 26% Late INF08.1 Information Exchanges using the SWIM Yellow TI 6% Ongoing * Profile ITY-ACID Aircraft Identification 30% Late * ITY-ADQ Ensure Quality of Aeronautical Data and 45% Late Aeronautical Information ITY-AGDL Initial ATC Air-Ground Data Link Services 100% Completed * ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below 100% Completed * FL195 ITY-COTR Implementation of ground-ground automated co- 100% Completed ordination processes ITY-FMTP Common Flight Message Transfer Protocol (FMTP) 41% Late ITY-SPI Surveillance Performance and Interoperability 78% Late * NAV03.1 RNAV 1 in TMA Operations 69% Ongoing 2030 NAV03.2 RNP 1 in TMA Operations 19% Ongoing * NAV10 RNP Approach Procedures to instrument RWY 71% Late * NAV12 ATS IFR Routes for Rotorcraft Operations 0% Not 2030 Applicable

LSSIP Year 2020 United Kingdom 17 Released Issue

Progress at the Main Objectives Topic Status 2020 2021 2022 2023 2024 2025 >2025 end of 2020 SAF11 Improve Runway Safety by Preventing Runway 86% Late Excursions

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

LSSIP Year 2020 United Kingdom 18 Released Issue

Introduction

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

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

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

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

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

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

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

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

LSSIP Year 2020 United Kingdom 19 Released Issue

1. National ATM Environment

Geographical Scope

International Membership

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

Organisation Since ECAC  Nov/1955 EUROCONTROL  Dec/1960 EASA  Sep/2003 ICAO  Apr/1947 JAA  1989 NATO  Apr/1949 EDA  2004

Geographical description of the FIR(s)

The geographical scope of this document addresses the London and Scottish FIRs/UIRs and associated areas of airspace where provision of ATS has been delegated to NATS. NATS also provides air traffic services within the Shanwick Oceanic Control Area (OCA); provision for such services being delegated by ICAO to the United Kingdom as a NAT Provider State. The development of such services is beyond the scope of this document. The Swanwick and Prestwick Centres provide Air Traffic Services (ATS) in en-route airspace to GAT at and above FL245 within the London and Scottish Upper Information Regions (UIR). The Swanwick and Prestwick Centres also provides ATS to GAT in both en-route and TMA airspace, below FL245, within the London and Scottish Flight Information Regions (FIR); the airspace being allocated according to operational requirements. The London and Scottish FIR/UIRs are surrounded by the FIR/UIRs of 7 States, namely France (France UIR Paris FIR and Brest FIR), Ireland (Shannon FIR/UIR), Iceland (Reykjavik FIR), (Norway FIR/UIR), Denmark (Copenhagen FIR), The (Amsterdam FIR) and Belgium (Brussels FIR/UIR). Through airspace delegated from The Netherlands and Belgium to EUROCONTROL, the London UIR also interfaces with the Maastricht Upper Area Control Centre (MUAC). The Prestwick Centre also interfaces with the NAT (North Atlantic) ATS providers of Shanwick OCA, Denmark (Copenhagen FIR) and Reykjavik OCA. The provision of military area services and ATS to OAT in the London and Scottish FIR/UIR is the responsibility of RAF (Unit) Swanwick as is the provision of ATS, by arrangement and agreement, to off-route GAT within appropriate surveillance coverage and Operational Areas of Responsibility (AoR) being designated as appropriate. If the RAF (Unit) Swanwick is for any reason unable to provide a service, NATS retains responsibility for the provision of an ATS. Other ATS providers may also provide an appropriate ATS within their own AoR.

LSSIP Year 2020 United Kingdom 20 Released Issue Airspace Classification and Organisation The following classification of airspace is applied in the UK.

Flight Level UK Upper Limit 660 195 – 660 C SFC – 195 G

Type of Airspace Structures and Classifications Major TMA A C D

Minor TMA E

CTA A C D E

AWY A C D E

CTR D

There are currently six TMAs in the UK: • 3 TMAs Solely Class A (Channel Islands North TMA; Channel Islands South TMA, London TMA) • 1 TMA Part Class A and Class C (Manchester TMA) • 1 TMA Solely Class D (Belfast TMA). • 1 TMA Part Class D and Part Class E (Scottish TMA);

There are currently forty-three CTAs in the UK: All Control Areas (Airways) below FL 195 as notified within the UK FIR (with some exceptions, which are notified as Class C, D or E) are notified as Class A; above FL 195 they are all notified as Class C. There are currently twenty-nine CTRs in the UK, all notified as Class D.

The above data was correct as of 30 December 2020.

LSSIP Year 2020 United Kingdom 21 Released Issue ATC Units

The following Table lists the ACCs, and associated FIRs/UIRs, in the UK airspace, which are of concern to this LSSIP:

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA NATS Swanwick 23 44 London FIR/UIR This is the maximum potential (London configuration. ACC/London TC) The TMA total includes some sectors which also provide a limited en-route service and some which provide approach services for London airports. NATS Prestwick 27 Scottish and London This is the maximum potential (Scottish FIR/UIR configuration. ACC/Scottish TC) Prestwick Centre sectors operate across both en-route and TMA environments.

National Stakeholders

The main National Stakeholders involved in ATM in the UK, which contribute to the compilation of this document, are the following: • UK Department for Transport (DfT) – The responsible government Department • UK Civil Aviation Authority (CAA) - National Supervisory Authority and Competent Authority • National Air Traffic Services (NATS) • Military Authorities • Heathrow Airport Holdings Limited, Global Infrastructure Partners (GIP), and Manchester Airports Group (MAG) • Air Accidents Investigation Branch (AAIB) of the UK Department for Transport (DfT).

Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.

LSSIP Year 2020 United Kingdom 22 Released Issue

Civil Regulator(s)

General Information

The Civil Aviation Authority (CAA) is a public corporation providing independent advice to the DfT and regulation of all aspects of the aviation industry. The Department for Transport is the UK government department responsible of air traffic management matters including the UK's membership of EUROCONTROL. DfT represents the UK in the Provisional Council and Permanent Commission.

LSSIP Year 2020 United Kingdom 23 Released Issue An overview of the regulatory bodies in the UK can be seen in the table below:

Activity in ATM: Organisation responsible Legal Basis Rule-making DfT acting on The CAA is designated as the NSA by the UK Government recommendations from under the Single European Sky (National Supervisory the Civil Aviation Authority Authority) Regulations 2013 (Statutory Instrument 2013 No. (CAA), and subject to rule- 2620). making processes at http://www.legislation.gov.uk/uksi/2013/2620/contents/made European Union level.

Safety and Airspace Rule-making powers arise under the Civil Aviation Act 1982, Regulation Group (SARG), the Air Navigation Order 2016. CAA. Safety Oversight UK CAA/SARG (NSA as per The CAA is designated as the NSA by the UK Government SES Regulations, under the Single European Sky (National Supervisory Competent Authority Authority) Regulations 2013 (Statutory Instrument 2013 No. under EASA Regulations). 2620). Under Article 270 of the UK Air Navigation Order 2016 the CAA is: 1. The NAA (National Aviation Authority) of the UK for the purposes of the Basic EASA Regulation. 2. The competent authority of the UK for the purposes of the EASA Aircraft Certification Regulation. 3. The competent authority of the UK for the purposes of the EASA Aircrew Regulation. 4. The competent authority for the UK for the purposes of the EASA Continuing Airworthiness Regulation. 5. The competent authority for the UK for the purposes of the EASA Air Operations Regulation, except that the Secretary of State is the competent authority of the UK for the purposes of Subpart RAMP of Part-ARO. 6. The competent authority for the UK for the purposes of the EASA Aerodromes Regulation. 7. The competent authority for the UK for the purposes of the Standardised European Rules of the Air Regulation. 8. The competent authority of the UK for the purposes of EU- OPS. 9. The NSA and the competent authority of the UK for the purposes of Articles 4 and 27 of the EASA Air Traffic Controllers’ Licensing Regulation; and 10. The competent authority of the UK for the purposes of the Occurrence Reporting Regulation.

Under Article 271 of the UK Air Navigation Order, the functions conferred on the UK by Article 14(4) of the Basic EASA Regulation (Regulation (EU) No 2018/1139) are to be exercised by the CAA: subject to obtaining the consent of the Secretary of State prior to granting any exemption in accordance with Article 14(4) which is repetitive or is for more than two months. Under Article 272 of the UK Air Navigation Order, the function conferred on the UK by Article 4(8) of the EASA Aircrew Regulation is to be exercised by the CAA. Under Article 273 of the UK Air Navigation Order, the functions conferred on the UK by Articles 3(2), 4(3), 5(2), 5(6), 5(7), 6(3), 7(3), 8(2), 9, 13(6), 13(7), 13(8), 13(10), 13(11), 13(12), 15(1), 15(2), and 16(3) of the Occurrence Reporting Regulation are to be exercised by the CAA.

LSSIP Year 2020 United Kingdom 24 Released Issue Enforcement actions in CAA Air Navigation Order 2016 for Licensing, Approvals and case of non-compliance Certificates. with safety regulatory SES and EASA legislation for Certifications and Designations requirements (under the SES Service Provision, EASA BR, Common Requirements and Safety Oversight Regulations (under EASA Regulations 1034/2011 and 1035/2011); ATFM under the SES ATFM Regulation; and Interoperability under the high-level SES Interoperability Regulation and Implementing Rules made under it.

Criminal sanctions for breaches of: (1) SES requirements under the Air Navigation (Single European Sky) (Penalties) Order 2013 (Statutory Instrument 2013 No.2874); and EASA requirements under the Air Navigation Order 2016 Article 265(5) to (7) and Schedule 13 Parts A, B, C and D. Airspace DfT acting on Both UK and European level regulations. recommendations from the CAA. CAA SARG Economic DfT in the light of advice Both UK and European level regulations. from the CAA /UK CAA the Consumer and Markets Group (CMG) Environment DfT/UK CAA. Both UK and European level regulations. Security UK CAA AAA deals with Both UK and European level regulations. security aspects of the EASA Common Requirements Regulations for ANSPs. CAA (Avsec) deals with the compliance monitoring and oversight of aviation security more generally. Policy aspects of security are handled by DfT Transec. Accident investigation Air Accidents Investigation The Air Accidents Investigation Branch (AAIB) is an Branch (AAIB) independent part of the DfT and is not part of the CAA. Its purpose is to improve aviation safety by determining the causes of accidents and serious incidents and making Safety Recommendations to prevent accidents in the future.

Civil investigations into combined military and civil accidents are conducted in accordance with Regulation (EU) No 996/2010 (as amended by Regulations (EU) Nos 376/2014 and 2018/1139) on the investigation and prevention of accidents and incidents in civil aviation, the Civil Aviation (Investigation of Air Accidents and Incidents) Regulations 2018 (SI 2018 No.321) and the (Armed Forces (Service Inquiry) Regulations 2008 (SI 2008 No 1651). The investigations will be carried out in parallel by respective accident investigation organisations of the Air Accidents Investigation Branch (AAIB) and Military Air Accidents Branch (MAAIB). Each organisation will provide a Liaison Officer to assist in the process and ensure factual data is shared.

(*) Commission Regulation (EC) 1034/2011. - In line with ICAO Annex 11, Section 2.27, Regulation EC 1034/2011 requires the monitoring and assessment by competent authorities of the levels of safety achieved against the safety regulatory requirements applicable in the airspace blocks under their responsibility.

LSSIP Year 2020 United Kingdom 25 Released Issue The UK Secretary of State for Transport has given the CAA Directions – The Civil Aviation Authority (Chicago Convention) Directions 2007 - to ensure that the UK discharges its obligations under the Convention and after consultation with the CAA. The CAA must (inter alia) ensure that when exercising its statutory functions, it acts consistently with the obligations placed on the UK under the Convention; it must, in relation to Convention Annexes and PANS, consider whether it is necessary to amend UK legislation to ensure appropriate implementation of an ICAO provision; and where implementation of an ICAO provision is an EC responsibility, the CAA must assist in the development of the EC measure, where appropriate implement in the UK any part of an ICAO provision excluded from the EC measures, and assist the EC in determining whether any Difference should be notified to ICAO.

Safety performance targets and objectives are not defined in the UK but may be addressed in the Commission Regulation referred to above or AMC/GM developed under it. More generally ICAO provisions call for States to establish a safety programme in order to achieve an acceptable level of safety performance; and that the acceptable level of safety to be achieved is established by the State concerned. The UK ALoSP is comprised of three safety performance targets:

1. Fatal accident rate 5 year rolling average is in the best 5% of States; 2. SPIs track the frequency of operational events regarded as potential precursors to fatal accidents, and indicate continuous improvement in reducing these risks; and 3. Compliance with ICAO SARPs of at least 90% with sound and considered rationale where differences have been filed.

The EU Occurrence Reporting Regulation (376/2014) has replaced articles in the UK ANO on occurrence reporting. The CAP 382 ‘Mandatory Occurrence Reporting Scheme’ publication is now a series of web pages which offers guidance on adhering to the regulation on the reporting, analysis and follow up of occurrences in civil aviation and Commission Implementing Regulation (EU) 2015/1018 laying down a list classifying occurrences in civil aviation to be mandatorily reported, the European rules and its Guidance Material.

The latest version is at CAP 382.

The CAA receives reports on services, navigation and communications equipment, airfield facilities and ground occurrences. These reports include, for example, loss of standard separation, wake vortex encounters, runway incursions and ground collisions. Each event is recorded on a database and coded in order to aid further analysis of trends. The database is used to produce high-level safety performance indicators for ATM-related safety occurrences. Safety data is collated and reported to EUROCONTROL on a six-monthly basis (March and September) for the Annual Safety Report, in accordance with Regulations No. 996/2010, (No. 1035/2011 and “national authority” data provision requirements under Annex IV of the SES Performance Regulation (No.390/2013). For the RP2 period from 1 January 2015, the UK and Irish FAB Performance Plan contains not just a FAB just culture target around training, but also a FAB NSA policy approach to the just culture issues.

Civil Aviation Authority / DGCA

Following the Public-Private Partnership arrangements for NATS introduced in 2001, the UK CAA has a wholly regulatory relationship with NATS. Indeed, there is full separation in the UK between service provision and oversight. As the NSA, the CAA's stated aim is to be the 'the most competent and respected aviation regulator through an open and fair regulatory regime, and to champion the sustainable interests of air travellers and airspace users.' The CAA's current roles that are relevant to this document encompass economic regulation, safety regulation and airspace policy. However, the CAA also has an environmental strategic objective, which is relevant to many elements of sustainable and efficient ATM. The function of oversight of aviation security transferred from DfT (Transec) to the CAA in 2014.

LSSIP Year 2020 United Kingdom 26 Released Issue The Consumer and Markets Group (CMG) aims to secure the best sustainable outcome for users of air transport services by providing economic regulation and policy advice. Under powers granted in the Civil Aviation Act 2012 CMG’s responsibilities include the economic licensing of airport operators meeting a competition test of dominance. This replaces the system under which the former Regulatory Policy Group (RPG) regulated three “designated” airports (Heathrow, Gatwick and Stansted). CMG also provides policy advice to the DfT on airports and competition policy. In relation to the NATS En Route plc (NERL) ATS Licence, CMG has a key role to play in co-ordinating the licence management function across the CAA as well as applying the economic regulatory aspects of the Licence (issued under the Transport Act 2000). Within the licence management function, and within the enabling statute (the Transport Act 2000), the CAA has an overriding safety duty. The Safety and Airspace Regulation Group (SARG) mission is ‘to ensure that risks to civil aviation safety are properly controlled’ and to support the CAA’s role ‘to provide best practice regulation and expert advice that are independent and enable civil aviation to best meet the needs of its users and society in a safe and sustainable manner’. For the purposes of this document, SARG regulates all civil ATS providers and UK-registered aircraft operators. SARG also provides specialist advice to the DfT. SARG plays a significant role in the work of the EUROCONTROL Safety Regulatory Commission (SRC) and is instrumental in many aspects of the development of European ATM/ANS safety regulation. SARG has been fully engaged in the development of SES Phase 2+, the development of EASA ATM Regulations, and supporting the DfT in negotiations in Council for the amendment of the Basic EASA Regulation. SARG is responsible for planning and managing the efficient use of the airspace over the UK to meet the needs of all airspace users, taking into account national security and environmental issues. Consultation is conducted through the National Air Traffic Management Advisory Committee (NATMAC) and its subgroups. SARG staff contribute significantly to a number of EUROCONTROL work streams and domains related to airspace and air navigation issues, such as the Network Operations (NETOps) and the Agency Advisory Body (AAB). SARG staff also represent the UK in the Civil-Military Interface Committee (CMIC). Policy and technical advice is provided to the DfT. SARG and representatives from the CAA’s Corporate Strategy and Policy Department (CSP) and CMG also represent the UK on the Single Sky Committee and its ad-hoc working groups and in rule-making and other working groups within EASA. They also represent the CAA in engagement with the SESAR Joint Undertaking and in the NSA Coordination Platform (NCP) and its working groups. They also provide significant UK representation on ICAO Panels and other technical fora.

Annual Report published: Y CAP1956 – Civil Aviation Authority Annual Report & Accounts 2019/20 https://publicapps.caa.co.uk/docs/33/CAP1956AnnualReport201920.pdf

http://www.caa.co.uk/

LSSIP Year 2020 United Kingdom 27 Released Issue Air Navigation Service Provider(s)

Service provided

Name of the ANSP: NATS Governance: Public Private Partnership as of 2001 Ownership: - 49% State-owned (Govt retains a Golden Share). - 51% private-owned (42% by the Airline Group (*), 4% by Heathrow Airports Limited and 5% by NATS employees). Services provided Y/N Comment ATC en-route Y NATS (En Route) plc (NERL). ATC approach Y Provided for those UK airports detailed in the Licence as London Approach.

NATS Services Ltd (NSL) provides approach services at specific UK airports under contractual arrangements with the Airport Operator. ATC Aerodrome(s) Y NSL provides services at specific UK airports under contractual arrangements with the Airport Operator. AIS Y NSL under contract to NERL CNS Y MET Y ATCO training Y Others Y Provides ATC Approach/Aerodrome services at Wattisham, Netheravon, Woodvale, Barkston Heath and Middle Wallop through AQUILA partnership. Additional information: Provision of services in Y • Provides ATC Approach/Aerodrome services at Gibraltar. other State(s): • Provides Aerodrome services at 10 airports in Spain through a partnership with Ferrovial Servicios. Annual Report published: Y https://www.nats.aero/news/annual-report-accounts-2020/

(*)The Airline Group comprises: British Airways plc, Deutsche AG, easyJet Airline Company Limited, the Pension Protection Fund, TUI Airways Limited, Virgin Atlantic Airways Limited and USS Sherwood Limited. www.nats.co.uk

ATC systems in use

According to European Regulation 552/2004 on the Interoperability of the European Air Traffic Management Network, Chapter 3 defines the ATS Systems (systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems). NATS operates different ATS systems for each of its centres and at the airports at which it has contractual arrangements; the ATS systems in use at the airports include some common components and some differences. All of NATS’ ATS Systems and their complex sub-systems are in a process of improvement; most systems are developed in close cooperation with a variety of different manufacturing companies whilst for others NATS is the manufacturer itself. Regardless of the source, NATS Engineering and the respective Operations and Services teams are always closely involved in the improvement processes of the NATS ATS systems. NATS continues to progress its major strategic programme aimed at Deploying SESAR through a new technology platform and the deployment of new SESAR aligned methods of working across the operation.

LSSIP Year 2020 United Kingdom 28 Released Issue Whilst NATS recognises that plans remain subject to change as operational and business conditions alter, an overview of the current plans is as follows:

Major upgrade[1] Year Assumptions EATMN System Manufacturer (Recent and Planned)* 1. Systems and procedures NATS with Upgrades through 2018-2022 SAIP AD4-AD6 for airspace management. additional Vendor Major upgrade planned through LAMP & PLAS deliveries through 2020-2025 RP3

2. Systems and procedures Multiple External Upgraded through 2015 to 2018. Continuous improvements on for air traffic flow Vendors TOMS systems Major upgrade planned 2020- management. 2024 iACM update through DP Enroute

3. Systems and procedures Multiple External Major upgrade on-going through iTEC delivery through DPEnroute for air traffic services, in Vendors 2016 to 2024

particular flight data Further major enhancements processing, surveillance iTec Delivery through successor planned 2025 onwards data processing and programmes. human-machine interface systems.

4. Communications Multiple External Major upgrades through 2018- DPVoice systems and procedures Vendors 2022 for ground-to-ground, air- to-ground and air-to-air communications.

5. Navigation systems and Multiple External Upgrade on-going 2014 to 2022 DVOR replacement project procedures. Vendors

6. Surveillance systems and Multiple External Planned upgrade 2021 to 2028 Radar replacement programme procedures. Vendors through RP3

7. Systems and procedures Multiple External Upgrade continuing over the AIS updates through RP2 for aeronautical period 2014 to 2020 Vendors NATS are compliant from an information services. eTOD/ADQ perspective.

8. Systems and procedures Multiple External Major upgrade 2015. for the use of Vendors No upgrades planned in the meteorological immediate future. information.

* Note that all dates are provisional and remain subject to alteration depending upon business and operational requirements.

[1] Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))

LSSIP Year 2020 United Kingdom 29 Released Issue Airports

General information

Heathrow Airport Holdings Limited owns and runs London Heathrow airport, Heathrow being the largest and busiest airport in the UK. Heathrow Airport Holdings Limited is in turn owned by FGP Topco Limited, a consortium owned and led by the infrastructure specialist Ferrovial S.A. Gatwick Airport has the world’s busiest single-use runway and is the UK’s second busiest airport. The airport is owned by Global Infrastructure Partners (GIP), an Infrastructure owning company that has its operational headquarters in Stamford, Connecticut. GIP is also the owner of Edinburgh (sixth busiest airport in the UK) and London City Airport (fourteenth busiest airport in the UK). Manchester Airports Group (MAG) is now the country’s largest UK owned airport operator. Manchester Airport, which is the UK's third busiest airport is wholly owned by the ten local authorities of Greater Manchester and is operated by The Manchester Airports Group MAG also operates Stansted airport which is the fourth busiest airport in the UK and East Midlands Airport which is the thirteenth busiest Airport in the UK. London Luton Airport is owned by Luton Borough Council. It is listed as the fifth busiest airport in the UK. Birmingham Airport is owned by seven Metropolitan Boroughs of West Midlands (49%) and the Airport Group Investments Ltd (approx. 48%) and the Employees through a share scheme (for the remainder). It is currently the seventh busiest airport in the UK. Glasgow Airport is now owned and operated by AGS Airports Limited. AGS Airports is a partnership between Ferrovial and Macquarie Infrastructure and Real Assets (MIRA) established in 2014 to invest in Aberdeen, Glasgow and Southampton airports. It is currently the eighth busiest airport in the UK. Bristol Airport is owned by the Ontario Teachers’ Pension Plan. It is currently the ninth busiest airport in the UK. Belfast International airport is owned and operated by Airports Worldwide, private multi-national company a partnership between HAS Development Corporation and OMERS Infrastructure. Belfast International is listed as the tenth busiest airport in the UK. Other airports within the UK are operated by private companies or consortia of companies, while only a very limited number of airports remain in local government ownership. Note: The airports above are ranked based on Terminal passenger movements.

LSSIP Year 2020 United Kingdom 30 Released Issue Airport(s) covered by the LSSIP

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

Therefore, the following airports are covered in this LSSIP:

Airport AOP AOP AOP05 AOP10 AOP11 AOP12 AOP13 AOP14 ATC ENV01 ENV02 ENV03 (ICAO code) 04.1 04.2 07.1 Manchester        -     (EGCC) London Gatwick        -     (EGKK) London Heathrow        -     (EGLL) London Stansted    -    -     (EGSS) Birmingham    ------   (EGBB) Bristol (EGGD) ------  - Glasgow (EGPF) ------   Edinburgh (EGPH)    ------   London Luton - -  ------  - (EGGW) London City ------ - -  - (EGLC) Newcastle (EGNT) ------   Nottingham East ------ - - Midlands (EGNX)

Legend:

 In the applicability area & Completed.  In the applicability area but Not yet Completed. - Not in the applicability area.

The EUROCONTROL Public Airport Corner also provides information for the following airport(s):

Belfast/Aldergrove BFS / EGAA - https://ext.EUROCONTROL.int/airport_corner_public/EGAA Belfast City BHD/EGAC - https://ext.EUROCONTROL.int/airport_corner_public/EGAC Birmingham BHX/EGBB - https://ext.EUROCONTROL.int/airport_corner_public/EGBB Manchester MAN/EGCC -https://ext.EUROCONTROL.int/airport_corner_public/EGCC Bristol/Lulsgate BRS/EGGD - https://ext.EUROCONTROL.int/airport_corner_public/EGGD Liverpool LPL/EGGP - https://ext.EUROCONTROL.int/airport_corner_public/EGGP London/Luton LTN/EGGW - https://ext.EUROCONTROL.int/airport_corner_public/EGGW Southampton SOU/EGHI - https://ext.EUROCONTROL.int/airport_corner_public/EGHI

LSSIP Year 2020 United Kingdom 31 Released Issue London Gatwick LGW/EGKK - https://ext.EUROCONTROL.int/airport_corner_public/EGKK London/City LCY/EGLC - https://ext.EUROCONTROL.int/airport_corner_public/EGLC Farnborough FAB/EGLF - https://ext.EUROCONTROL.int/airport_corner_public/EGLF London Heathrow LHR/EGLL - https://ext.EUROCONTROL.int/airport_corner_public/EGLL Leads And Bradford LBA/EGNM - https://ext.EUROCONTROL.int/airport_corner_public/EGNM Newcastle NCL/EGNT - https://ext.EUROCONTROL.int/airport_corner_public/EGNT East Midlands EMA/EGNX - https://ext.EUROCONTROL.int/airport_corner_public/EGNX Aberdeen ABZ/EGPD - https://ext.EUROCONTROL.int/airport_corner_public/EGPD Glasgow GLA/EGPF - https://ext.EUROCONTROL.int/airport_corner_public/EGPF Edinburg EDI/EGPH - https://ext.EUROCONTROL.int/airport_corner_public/EGPH London Stansted STN/EGXX - https://ext.EUROCONTROL.int/airport_corner_public/EGSS

Military Authorities The Defence Airspace and Air Traffic Management Organisation (DAATM), Ministry of Defence (MoD) is the policyholder for all airspace and airspace management related issues. The Military Aviation Authority (MAA) has full oversight of all Defence aviation activity and undertakes the role of the single military regulatory authority responsible for regulating all aspects of air safety across Defence, including ATM. The MAA develops, promulgates and enforces a regulatory framework to promote an active safety culture and assure appropriate standards are being met in the delivery of military air safety through an independent end-to-end assurance process. The aim is to enhance the delivery of operational capability through continual improvement in military air safety, culture and practice. The MAA, thereby, provides assurance to the Secretary of State through the Permanent Under Secretary that high standards of air safety are maintained in the conduct of military aviation. Headquarters Air Command (HQ AIR) is the HQ responsible for the provision of Air Traffic Services and ATM at both (RAF) Terminal Units (including Army bases where ATS is either provided by RAF staff or contractors) and the Military ATCCs. HQ Command is the equivalent organisation for the (RN) ATC, units both onshore and embarked. The DAATM, HQ AIR and HQ Navy liaise directly with the relevant operational departments at NATS ACCs and Airports, and other airports as required. Direct liaison with the Civil Aviation Authority (CAA) Safety and Airspace Regulation Group (SARG), the UK Airspace Regulator, is maintained to progress service provision issues. The CAA SARG is also staffed in part by a number of RAF and RN military officers on secondment to the CAA. These personnel are employed in a number of Airspace Regulatory and Airspace Utilisation roles and provide essential support to the CAA, thus maintaining a joint ethos. A close working relationship has been established over the years between civil and military controllers and civil and military ATM staff, which is essentially a result of the UK’s Joint & Integrated (J&I) approach to the provision of ATS. Airspace is shared in the UK; however, NATS mainly provides ATS to aircraft within en-route CAS. The Military ATCC is collocated within the Swanwick Civil ACC (London ENR & London TC) and provides ATS to aircraft in the UK FIRs and UIRs, including radar-crossing services through CAS for military and civilian aircraft. Military controllers at the ACC also provide Area Radar services to aircraft from ground level to unlimited altitude within radar cover. Terminal ATM is provided by military personnel at RAF and RN airfields, and by civilian personnel at airfields where ATS are contracted to civilian companies. Aircraft operators are governed by regulations issued by the MAA. Military Terminal ATC units normally provide ATS to aircraft arriving at and departing from their units. Additionally, at specified ATS units, a Lower Airspace Radar Service can also be provided up to FL 95, normally within 40nms from the unit. Military controllers do not normally provide ATS to aircraft in Terminal Control Airspace, with the exception of RAF ATC, nor normally in airspace within which ATS is delegated to adjacent States. ATS provided by Air Defence Units are specifically for Air Defence Training and operational defence of the Homeland. Air Defence units are also regulated by HQ AIR and HQ Navy, adhering to MoD policy. A J&I ATS are provided by civil and military Air Navigation Service Providers, under policy overseen by the Joint Air Navigation Services Council (JANSC). The JANSC is chaired by the SARG Director, CAA and includes senior executives from the en-route ANSPs and the MoD. The regulatory, service provision and user roles in ATM are detailed overleaf.

LSSIP Year 2020 United Kingdom 32 Released Issue 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 governed Y national legal provisions? by national legal provisions? Level of such legal provision: Level of such legal provision: Ministerial Decree through the Defence Council. State Law authorised through the CAA. Authority signing such legal provision: Authority signing such legal provision: Permanent Under Secretary of State for Defence Secretary of State for Transport and Department for Business, Enterprise and Regulatory Reform. These provisions cover: These provisions cover: Rules of the Air for OAT  Organisation of military ATS for OAT  Organisation of military ATS for GAT  OAT/GAT Co-ordination  OAT/GAT Co-ordination  ATCO Training  ATCO Training  ATCO Licensing  ATCO Licensing  ANSP Certification  ANSP Certification  ANSP Supervision  ANSP Supervision  Aircrew Training  ESARR applicability Aircrew Licensing 

Additional Information: This is published through Joint Additional Information: Nil. Service Publications, ATM Orders and other orders contained in the Military Regulatory Publications 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  National AIP  National Military AIP National Military AIP EUROCONTROL eAIP EUROCONTROL eAIP Other: Flight Information Publications, Websites,  Other: such as the CAA and Manual of Air Traffic Services Part 2

Oversight

OAT GAT National oversight body for OAT: National Supervisory Authority (as per SES reg. 550/2004) Military Aviation Authority for GAT services provided by the military: The Civil Aviation Authority. Additional information: Nil. Additional information: Nil.

LSSIP Year 2020 United Kingdom 33 Released Issue Service Provision role

OAT GAT Services Provided: Services Provided: Military do not participate, civil provide: En-Route  Provided by Mil and Civil En-Route  Approach/TMA  Provided by Mil and Civil Approach/TMA  Airfield/TWR/GND  Provided by Mil and Civil Airfield/TWR/GND  AIS  Provided by Mil and Civil AIS  MET  Provided by Mil and Civil MET  SAR  Provided by Civil SAR  TSA/TRA monitoring FIS  Other: Distress and Diversion VHF and UHF alerting and fixing Other: Cell Mil only capability Additional Information: Nil. Additional Information: Nil.

Military ANSP providing GAT n/a If YES, since: Duration of the services SES certified? Certificate: Certificate issued by: If NO, is this fact reported to the EC in n/a accordance with SES regulations? Additional Information: The UK Military ANSP operates to an equivalent standard.

LSSIP Year 2020 United Kingdom 34 Released Issue User role

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

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

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements  Exemption from Route Charges  Exemption from flow and capacity (ATFCM) measures  Provision of ATC in UHF  CNS exemptions: RVSM  8.33  Mode S  ACAS  Others: There are military CNS exemptions that allow certain non-equipped military aircraft to access controlled airspace. UHF is provided.

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 2020 United Kingdom 35 Released Issue 2. Traffic and Capacity

Evolution of traffic in United Kingdom

UK - Annual IFR Movements 3000000 UK - Distribution (Ref. year 2019)

2500000 International Dep/Arr 68% 2000000

1500000 IFR flights

1000000 IFR movements - Actuals IFR movements - Scenario 2 Overflights IFR movements - Scenario 1 500000 18% IFR movements - Scenario 3 Domestic flights 14% 0 2016 A 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F A = Actual

F = Forecast

EUROCONTROL Five-Year Forecast 2020-2024

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

Sc1 -60.2% 71.7% 22.6% 9.2% 6.8% UK Sc2 3.5% 0.9% 0.9% -60.8% 18.2% 47.6% 14.6% 12.4% Sc3 -60.9% 15.7% 20.5% 15.6% 12.0% Sc1 -55.1% 61.9% 21.9% 8.9% 6.8% ECAC Sc2 4.0% 3.8% 0.8% -56.4% 16.6% 41.9% 14.1% 12.2% Sc3 -56.6% 14.5% 17.5% 14.8% 11.6%

2020

Traffic in the United Kingdom decreased by 61% in 2020 compared to 2019.

A reliable and consistent traffic forecast is absolutely fundamental to NATS for both operational, financial and business planning. The forecast presented in the LSSIP is the STATFOR November 2020 Forecast. This forecast consisted of three vaccination scenarios and included actual data up to the end October 2020. As a result, this forecast does not take into account changes that have occurred since including the November lockdown or the current lockdown that began in January, both of which have had a significant downward effect on traffic.

LSSIP Year 2020 United Kingdom 36 Released Issue LONDON EN-ROUTE ACC

Traffic and en-route ATFM delays 2016-2024

EGTTACC - Traffic and en-route ATFM delays

8000 1.0

0.9 7000

0.8 6000 0.7

5000 0.6

4000 0.5 IFR flightsIFR (Daily Average)

0.4 3000 Enroute Delay (minutes per flight) 0.3 2000 0.2

1000 0.1

0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 6617 6898 7057 7018 5672 Summer Traffic 6076 6336 6422 6490 1836 Yearly Traffic 5411 5641 5729 5811 2263 Summer Traffic Forecast 4286 5325 5834 6228 Summer enroute delay (all causes) 0.11 0.14 0.19 0.20 0.00 Yearly enroute delay (all causes) 0.08 0.09 0.11 0.10 0.01

2020 performance

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

Year -61% 0.01

Summer -72% 0.00

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

Operational actions Achieved Comments Improved ATFCM, including STAM Yes UK / Ireland FAB initiatives Yes RP2/RP3 Airspace Development Programme Ongoing Maturing Queue Management programme Ongoing Flexible use of existing staff (including cross-sector training) more Yes

closely related to sector demand On-going recruitment to maintain agreed business service levels Yes Complexity reduction and improved traffic presentation between Yes

sectors / ANSPs Traffic Management Improvements Yes Adaptation of sector configurations to demand Yes

LSSIP Year 2020 United Kingdom 37 Released Issue Planning Period – Summer 2021

2021 Summer Capacity Plan

Free Route Airspace

Airspace Management

Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management Improved ATFCM, including STAM

UK / Ireland FAB initiatives Airspace RP2/RP3 Airspace Development Programme Maturing Queue Management programme Procedures Flexible use of existing staff (including cross-sector training) more closely related to sector Staffing demand Maintain agreed business service levels Technical Complexity reduction and improved traffic presentation between sectors / ANSPs Capacity Traffic Management Improvements Adaptation of sector configurations to demand Significant Events FS21 (May/June 2021)

Additional information

EGTTACC - May-October - Weekdays 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

Nb sectors (std) Nb sectors (max)

LSSIP Year 2020 United Kingdom 38 Released Issue EGTTACC - May-October - Weekends 19 18 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

Nb sectors (std) Nb sectors (max)

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

LSSIP Year 2020 United Kingdom 39 Released Issue LONDON TERMINAL CONTROL (TC)

Traffic and en-route ATFM delays 2016-2024

EGTTTC - Traffic and en-route ATFM delays

5000 1.0

4500 0.9

4000 0.8

3500 0.7

3000 0.6

2500 0.5 IFR flightsIFR (Daily Average)

2000 0.4 Enroute Delay (minutes per flight) 1500 0.3

1000 0.2

500 0.1

0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 4563 4615 4695 4660 4047 Summer Traffic 4109 4235 4255 4231 1223 Yearly Traffic 3767 3883 3911 3914 1552 Summer Traffic Forecast 2896 3569 3886 4140 Summer enroute delay (all causes) 0.22 0.16 0.34 0.30 0.00 Yearly enroute delay (all causes) 0.19 0.12 0.31 0.20 0.03

2020 performance

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

Year -60% 0.03

Summer -71% 0.00

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

Operational actions Achieved Comments Farnborough ACP Yes Improved ATFCM, including STAM Yes RP2/RP3 Airspace Development Programme Ongoing Developing Queue Management programme Ongoing Flexible use of existing staff Yes On-going recruitment to maintain agreed business service levels Yes Adaptation of sector configurations to demand Yes Traffic Management Improvements Yes Complexity reduction and improved traffic presentation between Yes

sectors / ANSPs Training for AD6 No Implementation planned March 2022

LSSIP Year 2020 United Kingdom 40 Released Issue Planning Period – Summer 2021

2021 Summer Capacity Plan

Free Route Airspace

Airspace Management

Advanced FUA

Airport & TMA Network Integration AMAN Standsted

Cooperative Traffic Management Improved ATFCM, including STAM

Airspace RP2/RP3 Airspace Development Programme

Airspace Deployment

Procedures Developing Queue Management programme Flexible use of existing staff Staffing Maintain agreed business service levels Technical Adaptation of sector configurations to demand Capacity Traffic Management Improvements Complexity reduction and improved traffic presentation between sectors / ANSPs Significant Events Training for AD6

Additional information

EGTTTACC - May-October - Weekdays 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

Nb sectors (std) Nb sectors (max)

LSSIP Year 2020 United Kingdom 41 Released Issue EGTTTACC - May-October - Weekends 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

Nb sectors (std) Nb sectors (max)

Summer 2021 Outlook No capacity issues are foreseen for London TC in Summer 2021.

LSSIP Year 2020 United Kingdom 42 Released Issue PRESTWICK ACC

Traffic and en-route ATFM delays 2016-2024

EGPXALL - Traffic and en-route ATFM delays

4000 1.0

0.9 3500

0.8 3000 0.7

2500 0.6

2000 0.5 IFR flightsIFR (Daily Average)

0.4 1500 Enroute Delay (minutes per flight) 0.3 1000 0.2

500 0.1

0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 3353 3589 3541 3597 2732 Summer Traffic 2893 3104 3110 3128 833 Yearly Traffic 2603 2784 2801 2813 1074 Summer Traffic Forecast 2088 2553 2778 2940 Summer enroute delay (all causes) 0.51 0.11 0.08 0.00 0.00 Yearly enroute delay (all causes) 0.30 0.07 0.06 0.00 0.00

2020 performance

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

Year -62% 0.00

Summer -73% 0.00

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

Operational actions Achieved Comments PLAS 3C Yes Improved ATFCM, including STAM Yes UK / Ireland FAB initiatives Yes CPDLC Yes Developing Queue Management programme Ongoing Flexible use of existing staff Yes On-going recruitment to maintain agreed business service levels Yes Adaptation of sector configurations to demand Yes Traffic Management Improvements Yes Complexity reduction and improved traffic presentation between Yes

sectors / ANSPs Training for DP ER No Implementation planned Q3 2023

LSSIP Year 2020 United Kingdom 43 Released Issue Planning Period – Summer 2021

2021 Summer Capacity Plan

Free Route Airspace FRA Dec 2021

Airspace Management

Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management Improved ATFCM, including STAM

Airspace UK / Ireland FAB initiatives

Airspace Deployment

CPDLC Procedures Developing Queue Management programme

Flexible use of existing staff Staffing Maintain agreed business service levels

Technical Adaptation of sector configurations to demand Capacity Traffic Management Improvements Complexity reduction and improved traffic presentation between sectors / ANSPs Training for FRA (Autumn 2021) Significant Events FS21 (May/June 2021)

Additional information

EGPXACC - May-October 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00

Nb sectors (std) Nb sectors (max)

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

LSSIP Year 2020 United Kingdom 44 Released Issue 3. Implementation Projects

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

National projects

Name of project Organisation(s): Schedule: Progress Description Links A-SMGCS GATWICK Airport 01/07/2016 - Integrated Controller Working Position project initiated. Phase 1 L3: AOP13, AOP12 upgrade to (UK) 31/12/2021 focuses on the creation of an Innovation & Test Lab that will be used DP: Project 2015_298_AF2; provide airport by ATCO’s to develop future state workflows and HMI’s (by March Family 2.5.1 safety nets and 2020). The base configuration system is now being developed by routing & Honeywell. The EUROCONTROL ASMGCS specification (publ. May planning 2018) will be used as the foundation for future ASMGCS services. functions (2015_298_AF2) Enhanced GATWICK Airport 01/03/2015 - • All GAL motorised fleet have been fitted with telematics L3: AOP12 Departure (UK) 31/12/2021 (landside and airside teams) DP: Project 092AF2; Family Management • Large third party suppliers have the majority of their fleet 2.5.1 integrating fitted (GHS, PRM, Fuellers etc.), this is still work in progress with the airfield surface quality of the GPS data being transmitted to Casper, some parties assets transmitting 35-40 seconds, 2-5 seconds is mandated by GAL to give accurate journey readings. • Airside geofences have been completed and uploaded as of December 2019 • We can now show vehicle journeys (graphically, on a Gatwick airfield map) to assist the investigation of RTIs, improve root cause analysis, and reduce time required to undertake investigations

Complete

LSSIP Year 2020 United Kingdom 45 Released Issue Name of project Organisation(s): Schedule: Progress Description Links Enhanced GATWICK Airport 01/01/2014 - Delivered replicated RNAV1 SIDs for each SID route from 08L and 26R. L3: NAV03.1 Terminal (UK) 31/03/2022 L2: AO-0601, AO-0602 Airspace (TMA) Work in progress to improve RNAV1 SID replication (Routes 2, 4 and 5) DP: Project 091AF1; Family using RNP-Based following post implementation review recommendations. 1.2.3 Operations Additional RNAV1 SID (ADNID trial halted) and ADNID SID permanently withdrawn.

Feasibility and options study of RNAV 1 arrival transitions to be conducted (to be used at night) leveraging the lessons learned from the proposed Noise Respite Trials which form part of Noise Management Board 2017/18 work programme. Implementation NATS (UK) 01/01/2014 - - The deployment of the EIS is in progress, software has been DP: Projects 117AF5; Family of Initial SWIM 31/12/2024 procured. According to current milestones, an implementation for 5.2.2 Capability (AF5) internal NATS use, with some Yellow Profile capabilities, is currently across NATS scheduled for October 2021, after which there will be a series of updates leading to an initial operational implementation supporting most of the SESAR SWIM Yellow Profile by December 2024 with a full implementation provided at a later date

- .2020 update: in March 2020, a national lockdown was declared by the UK government which has limited access to our sites. Furthermore, and in order to mitigate the devastating impact that the COVID-19 pandemic has had on the aviation community, NATS has had to suspend all the investment activities related with the project that is delivering this IP between June and December 2020. We have re- started the relevant project in December 2020 and this IP will now be complete by October 2021.

LSSIP Year 2020 United Kingdom 46 Released Issue Name of project Organisation(s): Schedule: Progress Description Links Integrated GATWICK Airport 01/04/2016 - During 2019, the focus of the project has been on developing & testing L3: AOP13 Ground (UK) 31/10/2021 the dynamic stand planning algorithms that are required in order to DP: Project 2015_299_AF2; Management optimise stand utilisation on a demand driven basis. As part of this Family 2.1.4 (GMAN) work, the project team conducted a full review of the existing stand (2015_299_AF2) planning rules and physical stand infrastructure. The algorithms have now been successfully tested in a prototype version of the system against the required set of defined performance KPI's (e.g. Pier Service Level, Number of Tows).

The plan for early 2020 is to build upon the success of the prototype tests conducted during late 2019 and move into a more formal project process for the development of the production system. This will include formal development activities for the definition & build of non-functional requirements (e.g. full system resilience & redundancy), testing, parallel running and safety assurance approvals, all of which will be supported by the appropriate governance approaches to manage delivery risk. The latter part of the year will focus on integration, and user acceptance training, obtaining final safety approvals and preparing for solution go live. Manchester TMA NATS (UK) 01/01/2014 - Ongoing L3: NAV03.1 Re-Development 31/03/2024 DP: Project 119AF1; Family (119AF1) 1.1.2 Mil MTCD MIL (UK) 01/03/2016 - Project on-going despite INEA funding being withdrawn. The expected L3: ATC12.1 Advanced 20/04/2024 delivery date is aligned with DP-ER. DP: Project 2015_269_AF3; Controller Tools Family 3.2.1 (FOURSIGHT) (2015_269_AF3) Time-Based GATWICK Airport 30/01/2017 - Engaged with NATS and ANS; L3: AOP10 Separation for (UK) 31/12/2022 NATS asked to explore delivery acceleration opportunities DP: Project 094AF2; Family Final Approach Pre F&O completed by NATS for LGW review 2.3.1 Full Technical F&O required, LGW awaiting formal offer from NATS Delivery of TBS integrated with AMAN/DMAN data targeted for 2022 (subject to NATS DP LOWER implementation on time in April 2022)

LSSIP Year 2020 United Kingdom 47 Released Issue Additional national projects

Airspace Modernisation Strategy (AMS) The UK’s Future Airspace Strategy (FAS) was developed by the CAA, in cooperation with the Department for Transport, Ministry of Defence, NATS and key aviation stakeholders, to address the development of UK airspace to 2030. In 2018, this was updated and is now known as the UK Airspace Modernisation Strategy (AMS), which now has an overall governance structure led by UK Secretary of State for Transport, recognising the strategic importance of modernising UK airspace, tools and procedures. This AMS replaces the Future Airspace Strategy and sets out the ways, means and ends of modernising airspace through 15 initiatives that will modernise the design, technology and operations of airspace, initially focusing on the period until the end of 2024. These include the removal of all fixed routes in upper airspace so aircraft can fly fully optimised routes, a fundamental redesign of the terminal route network using precise and flexible satellite navigation, and the focus on electronic surveillance solutions to improve safety and enable better integration of all airspace users. The AMS sets out a new shared objective for modernising airspace, which is to deliver quicker, quieter and cleaner journeys. This will mean more choice and value for consumers, allowing airlines to add new flights, reducing flight delays and enhancing global connections that can help economy, while continuing to improve safety standards and being more environmentally friendly. Coupled with the adoption of new technology by existing airspace users, it will also help pave the way for increased safe access for newer airspace users like drones and spacecraft. The governance structure also includes the creation of an Airspace Change Organising Group (ACOG) which brings together NATS, the airports involved in airspace change, airlines to deliver a coordinated package of change and public engagement that is required to successfully modernise some of the busiest and most complex airspace in Europe. Re-design will be based on a computer aided design methodology allowing faster evaluation of design iterations and benefits modelling. In addition, AMS has sponsored activities including the following areas: • Flexible Use of Airspace State Project bringing together military and civil stakeholders to modernise FUA airspace tools, procedures and reporting • Continued development of Meteorological support to airports and ATM • Completion of PBN research developing updated rules and procedures for systemisation of lower airspace and implementation of Free Route Airspace • Completion of roll-out of Departure Planning Information to ensure that ATC and NM tools have a more accurate and up to date demand picture • Development of standards for lightweight transponders and the use of ADS-B data from RPAS and general aviation aircraft by operators, ANSPs and airports

Harmonised 18,000ft Transition Altitude As part of the Airspace Modernisation Programme NATS evaluated yet again the case for a transition altitude at 18,000ft. The return on such an investment is not proven, in addition to costs of such an initiative the analysis did not provide a compelling case for other benefits of harmonising at a high altitude, where practical controlled airspace change will harmonise to a TA at 6000ft.

LSSIP Year 2020 United Kingdom 48 Released Issue iTEC – interoperability Through European Collaboration ‐ European Flight Data Processing NATS is in the process of replacing its current civil Flight Data Processing System and the military Flight Data Processing System with iTEC, steering the civil and military operations towards commonality and convergence. The iTEC FDP is a trajectory based system, which will deliver enhanced ATC tools to the operational users at all NATS En Route and eventually terminal units. The key elements to the deployment are as shown below: • Joint acquisition and development with AVINOR, DFS, Enaire, LVNL, PANSA and Oro Navigacija of the iTEC product from Indra; • Minor amendments to the iTEC product to suit the specific needs of UK ATM; • Changes to the existing NATS systems to interface with the iTEC Product; • Changes to support a deployment onto modern data centre architecture; • The development and delivery of a strategic HMI and procedures designed to work with iTEC and support the tasks in all NATS En Route units.

Through a combination of product developments in the ATM marketplace and regular assessments of NATS long- term investment plan (LTIP) and associated strategies, NATS have decided that the delivery of a new workstation with its associated controller capabilities and tools is now a realistic opportunity. This offers a much more optimal delivery plan yielding greater overall benefits realisation. As such, the iTEC programme has been extended in duration to create the space for the deployment and delivery of iTEC and new common workstations at each of the units. In the meantime, significant progress has been made on the iTEC programme with a deployment already in place at Prestwick Centre Upper Airspace. NATS have had a number of builds of software delivered from Indra and the product is undergoing numerous verification and validation activities. NATS is also working closely with the other partners of the iTEC Collaboration on Methods of Operation within Upper and Lower Airspace. The target dates for the delivery of iTEC and the new workstation at each of the NATS units are as follows: • Prestwick Upper Airspace sectors (PC) – Full Operational Service was completed in June 2016; Upgrade is currently planned for H2 2023. • London Area Control (including Military) (AC) – By H2 2024. • Prestwick Lower Airspace– No date announced. • London Terminal Control (TC) –No date announced. V1 of iTEC and the workstation for NATS was delivered within the upper airspace of PC, whilst V2 of iTEC will be delivered within the AC and TC deployments as well as the remainder of PC. Once iTEC is fully deployed at all units the current FDP systems and a number of other existing NATS systems will be decommissioned to reduce on-going operating costs. During 2020, iTEC did not progress as excepted due to the Covid-19 pandemic.

Prestwick Lower Airspace Systemisation (PLAS) Prestwick Lower Airspace Systemisation (PLAS) formerly Northern Terminal Control Area (NTCA) • Providing 3nm separation capability below FL285 within required regions. (Implemented 02/03/2017); • IOM/Antrim sectors redesign to improve capacity and reduce complexity. (Implemented 09/11/2017); • RNAV 1 STAR (Newcastle & Doncaster), New Birmingham RNAV1 SID to align with PLAS (implemented May 2019); • New Doncaster RNAV1 SIDs and associated CAS implemented Feb 2020; • Manchester TMA re‐design – including procedurally deconflicted arrivals and departures for all airfields Introduction of RNAV 1/RNP 1 SIDs & RNAV 1 STARs;

LSSIP Year 2020 United Kingdom 49 Released Issue COVID has effectively paused all airport-based ACP work whilst the airports seek to understand the wider impact on their business activities including airspace modernisation. NERL are now in the process of realigning all TMA projects under NATS One Operation initiative called ‘TMA Definition’. This project activity is reviewing Strategic and Deployment Options based on the current COVID situation and taking account of the future portfolio of changes. NERL will work in conjunction with ACOG to deliver a realistic delivery plan when airports are in a position to resume airspace development. ACOG has requested Airspace Modernisation funding through the Dft for 21 airports, which includes FASI N airports Manchester, Liverpool, Leeds, Glasgow, Edinburgh and additionally Aberdeen. • Prior to COVID MAG (Manchester Airports Group) had commenced ACP work under CAP1616 and reached Stage 2 A (Develop & Assess). • Liverpool progressed through to Stage 3 of CAP1616.This ACP failed, however, all further work put on hold due to COVID. • Leeds ACP failed in 2019, again seeking Dft funding to progress airspace modernisation • Both Edinburgh and Glasgow had commenced airspace change under CAP1616 but ACP progress paused whilst their business understand the impact of COVID Queue Management – Cross Border Arrival Management (XMAN)

• SESAR Context The SESAR concept of Extended Arrival Management, is a development of Arrival Management and extends the managed distance out from the airport concerned Extending the horizon provides more time for queue management to act on the traffic and provides greater benefits in terms of flight efficiency, environmental impact and punctuality. To keep a high runway throughput, relieve congestion and minimize arrival queuing time a smooth and optimal arrival flow is computed. The Solution relies upon a delay sharing strategy such that the ATC system integrates information from arrival management systems operating out to an extended distance to provide an enhanced and more consistent arrival sequence. Handling of the traffic is performed in En-Route phase which allows a more efficient management of delays and reduces waiting times in TMA holding patterns (fuel reduction). (www.sesarju.eu SESAR Solutions – Advanced Air Traffic Services).

• Heathrow Extended Arrival Management Procedure (XMAN) – in operational service Heathrow XMAN extends arrival management to a horizon of approximately 350nm from Heathrow. XMAN partners MUAC, DSNA, IAA and NATS controllers at Prestwick slow Heathrow arrivals when delay is predicted above a threshold value. This saves approximately 50kg per slowed flight during the remaining portion of en route flight and reduces stack holding by 1 minute. NATS controllers apply a reduced descent speed when delay remains above a trigger value, further reducing stack holding by up to 2 minutes per slowed flight.

• Gatwick Extended Arrival Management Procedure (XMAN) SESAR project PJ25 demonstrated the benefits of Gatwick extended arrivals management procedures (XMAN) during autumn 2019 and these procedures have since transitioned into permanent operational service since Nov 2019. This includes the same two-phase activity in use at Heathrow, i.e. aircraft are slowed by neighbouring ANSPs at the XMAN 350nm horizon when delay exceeds a threshold value, and NATS controllers apply a reduced speed descent when delay remains. NATS and Gatwick Airport also share arrival and departure sequence and delay information so that both parties can agree on a suitable runway spacing policy to balance arrival and departure delay early enough to support stable planning at the XMAN horizon (approximately 50-55 mins) and airport stand planning. This aspect is not yet operational pending Gatwick Airport adopting A-CDM departure procedures.

LSSIP Year 2020 United Kingdom 50 Released Issue NERL Roadmap The NATS strategy is to consolidate and rationalise its asset base to reduce operating costs whilst investing in new common technologies to safely meet the growth in traffic and to ensure regulatory compliance. We are changing the way we offer services by moving to a One Operation across Two Centres on a Common Platform approach, thus enabling NATS to realise real efficiency and flexibility in the way we provide our operational services. Additionally, NATS will migrate to a Service Oriented Architecture (SOA); this will enable NATS to rationalise its current business, bringing together systems and people to deliver ATM services. As a result of Covid-19 NATS original plans have required some change. We expect by 2028, NATS will have replaced the ageing and expensive legacy systems with new SESAR‐compliant technology and reduced the overall number of assets NATS own. The new equipment will provide a single operational platform across all units, with specific tools supporting the upper and lower airspace. The operational platform will be easily reconfigurable, allowing any workstation to operate any sector of airspace in the London or Scottish FIR. The platform will improve contribution to customer benefits in terms of: • Safety Improvements: introduction of controller support tools; • Capacity and fuel efficiency: earlier support for Free Route upper airspace and systemised terminal airspace; • Reduced operating costs: common systems based on industry standard component. • Increased resilience: resilient architecture with increased operational flexibility both for normal operations and contingency.

LSSIP Year 2020 United Kingdom 51 Released Issue FAB projects

Name of project: Organisation(s): Schedule: Progress Description: Links: Introduction of NATS Borealis Alliance, IAA-ATS Provider 2020 Update: Delivery delayed for On hold. - Prestwick and Swanwick FRA (IE), NATS (UK) Prestwick. Swanwick deliverable TBC.

2021 LSSIP report to give update.

Multinational projects

Name of project Organisation(s): Schedule: Progress Description Links AOP-NOP HEATHROW Airport 01/03/2016 - Ongoing. L3: FCM05 Integration (UK) 31/12/2021 DP: Project 2015_113_AF4; (2015_113_AF4) Family 4.2.4 Borealis FRA ANS (FI), 15/02/2016 - Ongoing. L3: AOM21.2 Implementation EANS (EE), IAA-ATS 31/12/2021 DP: Project 2015_227_AF3_A (Part 2) Provider (IE), LFV and 2015_227_AF3_B; Family (2015_227_AF3_A; (SE), LGS (LV), NATS 3.2.4 2015_227_AF3_B) (UK), Naviair (DK) Deploy SWIM (UK) Project Update 01/12/2020: DP: 2016_141_AF5 Governance completed as of The project has now reached completion (100% declared (2016_141_AF5) 30 July 2007 progress with an actual end date of 30 July 2020). Currently there is some discussion over whether the governance of SWIM in Europe should follow the planned structure as defined by the project, or whether it should sit within a Working Group at EUROCONTROL, but pending the outcome of this debate, there is now an agreed framework for starting the SWIM governance as a result of the project.

LSSIP Year 2020 United Kingdom 52 Released Issue Name of project Organisation(s): Schedule: Progress Description Links

European Met Office (UK) Project deadline Update 01/12/20: Work has continued on the integration, - Harmonised extended to 30 consolidation and testing of the harmonised output of the Forecasts of Sep 2021 turbulence parameter for which the Met Office are Adverse Weather responsible. In addition, our scientists have been working (Icing, Turbulence, closely with the technical teams to make our data for icing Convection and and convection available to our partners, via the AWS cloud Winter weather) platform. These technical developments have progressed (2015_068_AF5) well and as a result, our data share service went ‘live’ at the end of October. We are moving into the operational phase of the project and have now achieved successful data transfer between ourselves and partners DWD, with the integration of data from MeteoFrance expected shortly (having experienced some setbacks there due to the covid- 19 pandemic). The project is in a mature state, and we are in a good position with the IP69 (MET-GATE) team having the access required to transform the data into a complete SWIM service for the end user.

European MET Met Office (UK) Project deadline Update 01/12/20: Work on the IP69 project was paused DP: Project 2015_069_AF5; Information extended to 30 through this summer, with efforts focussed on IP67 and IP68 Family 5.4.1 Exchange (MET- Sep 2021 (where our partners have greater dependencies on us), due GATE) to the covid-19 pandemic. An external contractor is now (2015_069_AF5) being brought in to focus on the technical work required to build our access point, with this commencing in full from January 2021. Initial shaping of the service that will make both IP67 and IP68 data available to the end consumer is progressing well. Meanwhile progress continues to be made by our partners, with DWD undergoing pre-operational trials and MeteoFrance hoping to make their access point operational in the near future.

LSSIP Year 2020 United Kingdom 53 Released Issue Name of project Organisation(s): Schedule: Progress Description Links

European Met Office (UK) Project deadline Update 01/12/20: Due to a reduced number of aircraft DP: Project 2015_137_AF5; Meteorological extended to 31 observations as a result of the covid-19 pandemic, the Family 5.4.1 Aircraft Derived Dec 2021 demand for MODE-S data was greatly increased. 3 advanced Data Center nodes were installed by the Met Office over the summer to (EMADDC) help increase volume and coverage of the MODE-S network. (2015_137_AF5) Meanwhile, work was fast tracked to implement new algorithms and make the test system semi-operational in order to process all operational and test data feeds. Ongoing work will look to convert the test system to a fully operational production server and improve quality control and move to near real time processing. It was confirmed the EMADDC will become a mandatory module of the EUMETNET E-ABO programme as of Jan 2021. European Weather Met Office (UK) Project deadline Update 01/12/20: The project experienced some delays due DP: DP: Family 5.4.1; Project Radar Composite extended to 30 to the covid-19 pandemic and staff resources, though is now 2015_067_AF5. of Convection Jun 2021. in a mature state, despite project deadlines having been Information extended (again aligned with the extension to IP69 so that Service end to end services through our access points can be tested). (2015_067_AF5) Latest work has focussed on optimising the runtime for the system, testing fail over processes and pushing all updates in to the operational set up, with the Met Office service due to undergo operational acceptance in the next month or so – ready for the IP69 team to then transform this in to a SWIM service for the end user. Similarly, MeteoFrance expect to make their service operational very shortly. Meanwhile, agreement has been reached on how single site weather radar data should be handled for such a service as the pan- European 3D radar compositing system, via the work of the task team previously mentioned, and work continues to integrate this in to the governance agreement for the project itself.

LSSIP Year 2020 United Kingdom 54 Released Issue Name of project Organisation(s): Schedule: Progress Description Links

ITEC-FDP/CWP AVINOR AS (NO), 2010 - 2024 Ongoing L3: ATC17 DFS (DE), ENAIRE (ES), LVNL - Luchtverkeersleiding Nederland (NL), NATS (UK), ORO NAVIGACIJA (LT), PANSA (PL) NewPENS NATS (UK) 15/02/2016 - NewPENS has been deployed at three NATS sites (Swanwick, DP: Project 2015_174_AF5_A Stakeholders 31/12/2020 Prestwick and Heathrow) under an internal project (L5267 - and 2015_174_AF5_B; Family contribution for NewPENS). The migration of services from current PENS to 5.1.2 the procurement NewPENS has now been completed including AMHS, CHMI, and deployment of EAD, NM entry nodes, FMTP, NM Voice and Operational NewPENS (Part A: Voice.. . General Call; Part B: Cohesion Call) (2015_174_AF5_A; 2015_174_AF5_B)

LSSIP Year 2020 United Kingdom 55 Released Issue 4. Cooperation activities

FAB Co-ordination

As a result of the end of the Transition Period and the new UK-EU relationship beginning as of the 1st January 2021, the UK is no longer subject to EU law including the current requirement to be part of a FAB. Decisions on the future of the FAB will need to be taken by UK and-Ireland in time. In the meantime, cooperation between the UK and Ireland on ATM/ANS matters continues with operational arrangements implemented under the FAB still in place. Details of previous projects (now complete) are available on the website: https://www.ukirelandfab.eu/. Close cooperation between CAA and IAA (NSAs) on operational oversight matters and safety data sharing continues unabated during the BREXIT transition period (up to 31 December 2020) under the UK/ Ireland’s Safety Partnership arrangement.

Multinational cooperation initiatives A6 Alliance

The “A6 Alliance” was set up informally in 2007 between the ANSPs interested in accession to SJU membership. The membership has since changed and now includes • DFS, the German ANSP; • DSNA, the French ANSP; • ENAIRE, the Spanish ANSP; • ENAV, the Italian ANSP; • NATS, the UK ANSP; • PANSA, the Polish ANSP • Skyguide, the Swiss ANSP

COOPANS, a technical cooperation between Austrocontrol, CroatiaControl, IAA, LfV, Naviair and NAV Portugal The B4 Consortium (PANSA, ANS CR, LPS SR and Oro Navigacija) are also a member for work associated with SESAR 2020, whilst a cooperation agreement is also in place with HungaroControl and Romatsa for activities related to the SESAR Deployment Manager Function. The A6 Alliance is focused on SESAR development and deployment, SESAR deployment execution (planning, governance, funding), and key strategic areas of A6 common interest related to transport and aviation legislation. The A6 Alliance leads coordination of European‐wide technical activities related to ATM R&D, many of which are co‐ funded by the EC given that they are in service of the SES framework. Through the EC Connecting Europe Facility (CEF) financial programme, successive proposals and actions driven by the SESAR Deployment Manager allowed significant financial contributions to be made to ATM industry implementation projects, in accordance with the Pilot Common Projects legislation, and its successor ‘CP1’, which set out priority areas for coordinated deployment of SESAR solutions. The A6 Alliance is actively engaged in coordination of activities for SESAR Wave 3, as well as discussions about the evolution of the SESAR Deployment Manager, in line with the European Commission’s ambitions to reform SES and their response to the European Court of Auditors’ report on SESAR Deployment, published in 2019.

LSSIP Year 2020 United Kingdom 56 Released Issue Borealis Alliance

The Borealis Alliance is the industrial partnership between 9 European ANSPs - LFV (), ANS Finland (Finland), Avinor (Norway), ISAVIA (Iceland), Naviair (Denmark), EANS (), IAA (Ireland), LGS () and NATS (UK). The objective of the Alliance is to enable joint initiatives to improve flight efficiency and reduce environmental impact, delivered across the whole area in a move which will also streamline cost of services and operational/technical infrastructure. Alliance continues to work on Free Route Airspace (FRA) Programme execution to create a multi-FAB FRA by establishing interfaces between FRA areas in 3 FABs and Iceland. FRA implementation is still on-going in UK and is expected to complete in 2023. Meanwhile, the IAA expanded Free Route Airspace (FRA) in 2017 to include Low Level airspace from FL075. In 2019 the Borealis Alliance commenced cross-border FRA between the Maastricht UAC area of responsibility, the DK/SE FAB and the northern part of ; and remains open to considering other cross-border proposals should they arise. Successful FRA implementation in NEFRA aispace enabled the removal of ATS routes in Estonia and Finland. Some other States also consider removal of ATS routes.

LSSIP Year 2020 United Kingdom 57 Released Issue 5. Implementation Objectives Progress

State View: Overall Objective Implementation Progress

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

25; [18%] Completed 49; [35%] Ongoing 13; [9%] Planned Late Not yet planned 25; [18%] Not Applicable

26; [18%]

3; [2%]

Summary of the implementation of the objectives

There was no completion of any objectives for 2020. The Covid-19 pandemic placed severe financial restraints on ANSP and airports. Stakeholder staff were put on furlough or made redundant and only essential activities took place for most of the year.

LSSIP Year 2020 United Kingdom 58 Released Issue Objective Progress per SESAR Essential Operational Changes

Legend:

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

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

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

COM10 Migrate from AFTN to AMHS 76 %

COM11.1 Voice over Internet Protocol (VoIP) in En- 28 % Route

COM11.2 Voice over Internet Protocol (VoIP) in 15 % Airport/Terminal

ITY-ACID Aircraft Identification 30 %

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

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

ITY-SPI Surveillance Performance and 78 % Interoperability

NAV10 RNP Approach Procedures to instrument 71 % RWY

LSSIP Year 2020 United Kingdom 59 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

AOM13.1 Harmonise Operational Air Traffic (OAT) and 88 % General Air Traffic (GAT) Handling

AOP11 Initial Airport Operations Plan

EGCC - Manchester Airport  11 %

EGKK - London Gatwick Airport  100 %

EGLL - London Heathrow Airport  100 %

EGSS - London Stansted Airport  14 %

COM12 New Pan-European Network Service 50 % (NewPENS)

FCM03 Collaborative Flight Planning 85 %

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

FCM05 Interactive Rolling NOP 78 %

FCM06 Traffic Complexity Assessment 100 %

INF08.1 Information Exchanges using the SWIM 6 % Yellow TI Profile

LSSIP Year 2020 United Kingdom 60 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

INF07 Electronic Terrain and Obstacle Data (eTOD) 26 %

ITY-ADQ Ensure Quality of Aeronautical Data and 45 % Aeronautical Information

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

AOP14 Remote Tower Services

EGLC - London City Airport 95 % 

LSSIP Year 2020 United Kingdom 61 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

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

EGBB - Birmingham Airport  100 %

EGCC - Manchester Airport  63 %

EGKK - London Gatwick Airport  100 %

EGLL - London Heathrow Airport  100 %

EGPH - Edinburgh Airport  100 %

EGSS - London Stansted Airport  100 %

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

EGBB - Birmingham Airport  100 %

EGCC - Manchester Airport  25 %

EGKK - London Gatwick Airport  100 %

EGLL - London Heathrow Airport  100 %

EGPH - Edinburgh Airport  100 %

EGSS - London Stansted Airport  100 %

AOP05 Airport Collaborative Decision Making (A- CDM)

EGBB - Birmingham Airport  17 %

EGCC - Manchester Airport  43 %

EGGW - London Luton Airport  10 %

EGKK - London Gatwick Airport  100 %

EGLL - London Heathrow Airport  100 %

EGPH - Edinburgh Airport

EGSS - London Stansted Airport  37 %

AOP10 Time-Based Separation

EGCC - Manchester Airport  0 %

EGKK - London Gatwick Airport  1 %

EGLL - London Heathrow Airport  100 %

AOP12 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection

LSSIP Year 2020 United Kingdom 62 Released Issue and Conformance Monitoring Alerts for Controllers (CMAC)

EGCC - Manchester Airport  31 %

EGKK - London Gatwick Airport  100 %

EGLL - London Heathrow Airport  100 %

EGSS - London Stansted Airport  28 %

AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing

EGCC - Manchester Airport  0 %

EGKK - London Gatwick Airport

EGLL - London Heathrow Airport  7 %

EGSS - London Stansted Airport

AOP16 Guidance assistance through airfield ground lighting

EGCC - Manchester Airport 0 % 

EGKK - London Gatwick Airport 0 % 

EGLL - London Heathrow Airport 0 % 

EGSS - London Stansted Airport 0 % 

AOP18 Runway Status Lights (RWSL)

EGCC - Manchester Airport 0 % 

EGLL - London Heathrow Airport 0 % 

EGSS - London Stansted Airport 0 % 

ATC07.1 AMAN Tools and Procedures

EGCC - Manchester Airport  10 %

EGKK - London Gatwick Airport  100 %

EGLL - London Heathrow Airport  100 %

EGSS - London Stansted Airport  0 %

ATC19 Enhanced AMAN-DMAN integration 10 %

ENV01 Continuous Descent Operations (CDO)

EGBB - Birmingham Airport  100 %

EGCC - Manchester Airport  82 %

EGGD - Bristol Airport  82 %

EGGW - London Luton Airport  80 %

EGKK - London Gatwick Airport  80 %

EGLL - London Heathrow Airport  80 %

EGNT - Newcastle Airport  100 %

LSSIP Year 2020 United Kingdom 63 Released Issue EGNX - Nottingham East Midlands Airport  82 %

EGPF - Glasgow Airport  82 %

EGPH - Edinburgh Airport  62 %

EGSS - London Stansted Airport  82 %

ENV02 Airport Collaborative Environmental Management

EGBB - Birmingham Airport 100 % 

EGCC - Manchester Airport 100 % 

EGGD - Bristol Airport 100 % 

EGGW - London Luton Airport 100 % 

EGKK - London Gatwick Airport 100 % 

EGLC - London City Airport 100 % 

EGLL - London Heathrow Airport 100 % 

EGNT - Newcastle Airport 100 % 

EGPF - Glasgow Airport 100 % 

EGPH - Edinburgh Airport 100 % 

EGSS - London Stansted Airport 100 % 

ENV03 Continuous Climb Operations (CCO)

EGBB - Birmingham Airport 75 % 

EGCC - Manchester Airport 0 % 

EGKK - London Gatwick Airport 0 % 

EGLL - London Heathrow Airport 100 % 

EGNT - Newcastle Airport 100 % 

EGPF - Glasgow Airport 100 % 

EGPH - Edinburgh Airport 50 % 

EGSS - London Stansted Airport 100 % 

NAV03.1 RNAV 1 in TMA Operations 69 %

NAV03.2 RNP 1 in TMA Operations 19 %

SAF11 Improve Runway Safety by Preventing 86 % Runway Excursions

LSSIP Year 2020 United Kingdom 64 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

AOM19.1 ASM Support Tools to Support Advanced 88 % FUA (AFUA)

AOM19.2 ASM Management of Real-Time Airspace 18 % Data

AOM19.3 Full Rolling ASM/ATFCM Process and ASM 23 % Information Sharing

AOM19.4 Management of Pre-defined Airspace 5 % Configurations

AOM21.1 Direct Routing 100 %

ATC12.1 Automated Support for Conflict Detection, 48 % Resolution Support Information and Conformance Monitoring

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

ATC15.2 Arrival Management Extended to En-route 100 % Airspace

ATC17 Electronic Dialogue as Automated Assistance 22 % to Controller during Coordination and Transfer

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

ITY-FMTP Common Flight Message Transfer Protocol 41 % (FMTP)

LSSIP Year 2020 United Kingdom 65 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27

ATC02.8 Ground-Based Safety Nets 100 %

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

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

This EOC Chart is not applicable for the United Kingdom since the Objective NAV12 name is not applicable.

LSSIP Year 2020 United Kingdom 66 Released Issue ICAO ASBU Implementation Progress

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

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

Legend:

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

ACAS

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

ACAS-B1/1 ACAS Improvements 100 %

ACDM

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

ACDM-B0/2 Integration with ATM Network function 100 % 43.86 %

AMET

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

AMET-B2/4 Meteorological information service in SWIM 100 % 6.0 %

LSSIP Year 2020 United Kingdom 67 Released Issue APTA

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

APTA-B0/1 PBN Approaches (with basic capabilities) 100 % 71.0 %

APTA-B0/2 PBN SID and STAR procedures (with basic 100% capabilities) 69.0 % APTA-B0/4 CDO (Basic) 100 % 82.91 % APTA-B0/5 CCO (Basic) 100 % 75.0 % APTA-B1/1 PBN Approaches (with advanced 100 % capabilities) 71.0 % APTA-B1/2 PBN SID and STAR procedures (with 100% advanced capabilities) 19.0 %

ASUR

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

ASUR-B0/1 Automatic Dependent Surveillance 100 % Broadcast (ADS-B) 78.0 % ASUR-B0/3 Cooperative Surveillance Radar Downlink of 100 % Aircraft Parameters (SSR-DAPS) 78.0 %

COMI

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

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

COMI-B0/7 ATS Message Handling System (AMHS) 100 % 76.0 % COMI-B1/1 Ground-Ground Aeronautical 100 % Telecommunication Network/Internet 50.0 % Protocol Suite (ATN/IPS) COMI-B1/2 VHF Data Link (VDL) Mode 2 Multi- 100 % Frequency

COMI-B2/1 Air-Ground ATN/IPS 100 % 21.5 %

LSSIP Year 2020 United Kingdom 68 Released Issue DAIM

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

DAIM-B1/3 Provision of digital terrain data sets 100 % 26.0 % DAIM-B1/4 Provision of digital obstacle data sets 100 % 26.0 % DAIM-B2/1 Dissemination of aeronautical information in 100 % a SWIM environment

6.0 %

FICE

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

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

FRTO

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

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

FRTO-B0/2 Airspace planning and Flexible Use of 100 % Airspace (FUA) 88.0 % FRTO-B1/1 Free Route Airspace (FRA) 100 % 8.0 % FRTO-B1/3 Advanced Flexible Use of Airspace (FUA) and 100 % management of real time airspace data 20.5 % FRTO-B1/4 Dynamic sectorization 100 % 5.0 %

FRTO-B1/5 Enhanced Conflict Detection Tools and 100% Conformance Monitoring 48.0 % FRTO-B1/6 Multi-Sector Planning No Plan

NAVS

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

NAVS-B0/2 Satellite Based Augmentation Systems 100 % (SBAS) 71.0 %

LSSIP Year 2020 United Kingdom 69 Released Issue NOPS

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

NOPS-B0/2 Collaborative Network Flight Updates 100 % 81.0 % NOPS-B0/4 Initial Airport/ATFM slots and A-CDM 100 % Network Interface 43.86 % NOPS-B1/1 Short Term ATFM measures 100 %

NOPS-B1/2 Enhanced Network Operations Planning 100 % 78.0 % NOPS-B1/3 Enhanced integration of Airport operations 100 % planning with network operations planning 56.25 % NOPS-B1/4 Dynamic Traffic Complexity Management 100 %

NOPS-B1/5 Full integration of airspace management 100 % with air traffic flow management 20.5 % NOPS-B1/6 Initial Dynamic Airspace configurations 100 % 5.0 % NOPS-B1/8 Extended Arrival Management supported by 100 % the ATM Network function

RATS

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

RATS-B1/1 Remotely Operated Aerodrome Air Traffic 100 % Services 95.0 %

RSEQ

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

RSEQ-B0/1 Arrival Management 100 % 50.0 % RSEQ-B0/2 Departure Management 100 % 43.86 % RSEQ-B1/1 Extended arrival metering 100 %

RSEQ-B2/1 Integration of arrival and departure 100 % management 10.0 %

LSSIP Year 2020 United Kingdom 70 Released Issue SNET

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

SNET-B0/1 Short Term Conflict Alert (STCA) 100 %

SNET-B0/2 Minimum Safe Altitude Warning (MSAW) 100 %

SNET-B0/3 Area Proximity Warning (APW) 100 %

SNET-B0/4 Approach Path Monitoring (APM) 100 %

SNET-B1/1 Enhanced STCA with aircraft parameters 100 %

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

SURF

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

SURF-B0/2 Comprehensive situational awareness of 100 % surface operations 93.83 % SURF-B0/3 Initial ATCO alerting service for surface 100 % operations 87.5 % SURF-B1/1 Advanced features using visual aids to No Plan support traffic management during ground operations

SURF-B1/3 Enhanced ATCO alerting service for surface 100 % operations 64.75 % SURF-B1/4 Routing service to support ATCO surface No Plan operations management

SURF-B2/2 Comprehensive vehicle driver situational No Plan awareness on the airport surface

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

SWIM

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

SWIM-B3/1 Air/Ground SWIM for safety critical 100 % information 6.0 %

LSSIP Year 2020 United Kingdom 71 Released Issue WAKE

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

WAKE-B2/7 Time based wake separation minima for 100 % arrival based on leader/follower static pair- 33.67 % wise

LSSIP Year 2020 United Kingdom 72 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: 88% Late Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - -- 30/12/2021 REG (By:12/2018) The MoD is content that UK Military Regulations meet Completed current UK/EC/NATO requirements. Some changes may be necessary with the implementation of EUROAT but MIL - 100% this cannot be confirmed until the final version is 31/12/2011 published, at which point the Military Aviation Authority will amend any affected regulation. The UK has adopted the EUROAT provisions with effect Completed from 1 October 2011 (the required EUROAT timescale) as the national policy for OAT-IFR, subject to the CAA - 100% national variations listed in Annex 4 Country Chapter for 31/12/2011 the United Kingdom submitted to EUROCONTOL on 3 August 2011. ASP (By:12/2018) NATS participates fully in harmonised OAT/GAT handling Completed through shared equipment, facilities and mutually agreed procedures. Harmonisation at FAB level is NATS - 100% ensured by co-ordination through a FAB Management 31/12/2011 Board. Activity in this area is continually monitored by NATS. Activity in this area is continually monitored by the Completed MIL - 100% MoD. 31/01/2007 MIL (By:12/2018) Arrangements are in place to harmonise OAT and GAT Late MIL - 75% handling to the maximum extent possible within the UK. 30/12/2021

LSSIP Year 2020 United Kingdom 73 Released Issue ASM Support Tools to Support Advanced FUA (AFUA) Timescales: AOM19.1 88% Ongoing Initial operational capability: 01/01/2011 Full operational capability: 01/01/2022 - - 30/04/2021 ASP (By:01/2022) Ongoing MIL - - 83% 30/04/2021 NATS utilises LARA V3 in order to secure the appropriate Ongoing connectivity with the NM system; NATS await a formal LoA with the NM and B2B connectivity between NATS LARA/NM. Implementation of the B2B connection with - 92% 30/04/2021 NM has been delated due to COVID replanning. It is expected that the B2B connection will be implemented early 2021.

ASM Management of Real-Time Airspace Data Timescales: AOM19.2 18% Ongoing Initial operational capability: 01/01/2017 Full operational capability: 01/01/2022 - - 31/12/2021 ASP (By:01/2022) Future development of functionality is predicated upon Ongoing NATS - 20% the interoperability of LARA and the new ATM system. 31/12/2021 The MoD will be using NATS equipment, therefore the Ongoing MoD will fall in line with the NATS timeline. MIL - 17% Future development of functionality is predicated upon 31/12/2021 the interoperability of LARA and the new ATM system.

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: AOM19.3 23% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 01/01/2022 - - 31/12/2021 ASP (By:01/2022) The MoD will be using NATS equipment (NATS uses the Ongoing MIL LARA system for compliance), therefore the MoD will - 20% 31/12/2021 fall in line with the NATS timeline. Ongoing NATS NATS uses the LARA system for compliance. - 25% 31/12/2021

LSSIP Year 2020 United Kingdom 74 Released Issue Management of Pre-defined Airspace Configurations Timescales: AOM19.4 5% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 01/01/2022 - - 31/12/2021 ASP (By:01/2022) Project L5361 started that will connect LARA to iACM Ongoing NATS - 5% system. 31/12/2021 Ongoing MIL - - 5% 31/12/2021

Free Route Airspace Timescales: AOM21.2 8% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - - 01/01/2022 ASP (By:01/2022) NATS is in the process of developing a new Flight Data Ongoing Processing (FDP) system and controller toolset, which is Borealis FRA essential in order to implement FRA. The first NATS Implementa 8% implementation of this FDP entered service at Prestwick 01/01/2022 tion (Part 2) Centre (PC) in Summer 2016. Further FDP changes are required to fully enable cross-border FRA capability. The MoD is working with NATS on a phased approach to Ongoing the implementation of Free Route Airspace. It is vital that tools, procedures and/or agreements are reached in order to ensure that the military can continue to MIL safely carry out OAT activity with certainty and without - 8% 31/12/2021 the need for excessive coordination. Phase 1 (Scottish FIR) rollout by NATS anticipated by end 2021, full anticipated by 2024 in Scottish FIR. London FIR commences 2023. These dates are under consultation.

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGBB - Birmingham Airport - 31/12/2018 REG (By:12/2010) The UK regulatory process makes provision for the Completed CAA approval of such systems as and when an aerodrome - 100% 31/01/2013 operator chooses to implement it. ASP (By:01/2021) Birmingham MLAT and SMR systems installed and working however, Completed Airport full entry to service cannot commence until the - 100% Limited supporting Data Fusion is functioning, which is now 31/10/2018 (BAL) anticipated towards the end of 2018.

LSSIP Year 2020 United Kingdom 75 Released Issue APO (By:01/2021) Birmingham Birmingham Airport has installed an A-SMGCS system in Completed Airport 2017. The system is an Avibit System composed of a - 100% Limited new surface movement radar and Multi Lateration 31/12/2018 (BAL) system.

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 63% Late Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGCC - Manchester Airport - 30/09/2021 REG (By:12/2010) The UK regulatory process makes provision for the Completed approval of such systems as and when an aerodrome operator chooses to implement it. Manchester does not presently have A-SMGCS. They CAA have SMR (supported by RIMCAS) with primary returns - 100% 31/01/2013 that can be labelled but the labelling is not totally reliable. Manchester is aware that they need to have A-SMGCS fully operational and effective by 2021. ASP (By:01/2021) Manchester currently operates a Surface Movement Late Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and guidance in Low Visibility Operations. A project for A- NATS - 40% SMGCS Level 1 commenced in 2017 and is expected to 30/09/2021 be delivered by May 2020.However due to COVID19, work on this project was suspended in March 2020 and in now due to recommence in April 2021. APO (By:01/2021) Manchester currently operates Surface Movement Late Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and guidance in Low Visibility Operations. A project for A- MANCHESTE SMGCS Level 1 has commenced in 2017 and was - 50% R Airport 30/09/2021 expected to be delivered by May 2020. However, due to COVID19, work on this project was suspended in March 2020 and is now due to recommence in April 2021.

LSSIP Year 2020 United Kingdom 76 Released Issue Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 0% Timescales: Applicable - not applicable - EGGD - Bristol Airport (Outside Applicability Area) Bristol has no plans to implement A-SMGCS due to current level of ATM and vehicular movements and satisfactory procedures for managing those movements being in place. The - UK regulatory system makes provision for the approval of such equipment and systems as and when an airport operator considers they are required. REG (By:12/2010) The UK regulatory process makes provision for the Not CAA approval of such systems as and when an aerodrome - 0% Applicable operator chooses to implement it. - ASP (By:01/2021) Bristol has no plans to implement A-SMGCS due to Not current level of ATM and vehicular movements and Applicable satisfactory procedures for managing those movements NATS being in place. The UK regulatory system makes - 0% provision for the approval of such equipment and - systems as and when an airport operator considers they are required. APO (By:01/2021) Bristol has no plans to implement A-SMGCS due to Not current level of ATM and vehicular movements and Applicable satisfactory procedures for managing those movements BRISTOL being in place. The UK regulatory system makes - 0% Airport provision for the approval of such equipment and - systems as and when an airport operator considers they are required.

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 0% Timescales: Applicable - not applicable - EGGW - London Luton Airport (Outside Applicability Area) - - REG (By:12/2010) The UK regulatory process makes provision for the Not CAA approval of such systems as and when an aerodrome - 0% Applicable operator chooses to implement it. - ASP (By:01/2021) No plans to install A-SMGCS at Luton. The A-SMGCS will Not not be implemented due to negative outcome of a cost Applicable NATS - 0% benefit analysis ratio against the current and recently - installed SMR. APO (By:01/2021) There are currently no plans to install A-SMGCS at Not LONDON- Luton. At this stage, A-SMGCS will not be implemented Applicable LUTON due to negative outcome of a cost benefit analysis ratio - 0% Airport against the current and recently installed SMR though - this situation remains under constant review.

LSSIP Year 2020 United Kingdom 77 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: 01/01/2021 EGKK - London Gatwick Airport - 31/01/2013 REG (By:12/2010) The UK regulatory process makes provision for the Completed approval of such systems as and when an aerodrome operator chooses to implement it. A-SMGCS is not mandated by any European Regulation. CAA Community Specifications exist for Levels 1 and 2 but - 100% 31/01/2013 these ETSI standards do not link into any Implementing Rule, they act just as means to demonstrate compliance with essential requirements. CAP670 SUR Section 09 contains specific requirements for A-SMGCS. ASP (By:01/2021) Completed NATS Completed when NATS provided ATS at Gatwick Airport. - 100% 31/07/2007 APO (By:01/2021) GATWICK Completed Gatwick Airport has a fully implemented A-SMGCS. - 100% Airport 31/07/2008

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 0% Timescales: Applicable - not applicable - EGLC - London City Airport (Outside Applicability Area) - - REG (By:12/2010) The UK regulatory process makes provision for the Not CAA approval of such systems as and when an aerodrome - 0% Applicable operator chooses to implement it. - ASP (By:01/2021) Not Not currently installed. There are no firm plans, but will NATS - 0% Applicable be considered as part of future airfield development. - APO (By:01/2021) Not LONDON- London City does not use Advanced Surface Movement - 0% Applicable CITY Airport Guidance and Control systems Level 1. -

LSSIP Year 2020 United Kingdom 78 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: 01/01/2021 EGLL - London Heathrow Airport - 17/07/2019 REG (By:12/2010) The UK regulatory process makes provision for the Completed approval of such systems as and when an aerodrome operator chooses to implement it. A-SMGCS is not mandated by any European Regulation. CAA Community Specifications exist for Levels 1 and 2 but - 100% 31/01/2013 these ETSI standards do not link into any Implementing Rule, they act just as means to demonstrate compliance with essential requirements. CAP670 SUR Section 09 contains specific requirements for A-SMGCS. ASP (By:01/2021) NATS utilises A-SMGCS Level 1 at Heathrow within the Completed NATS - 100% limitations as they currently exist. 31/12/2002 APO (By:01/2021) HEATHROW The new ASMGCS was transitioned into full operational Completed - 100% Airport service in July 2019. 17/07/2019

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 0% Timescales: Applicable - not applicable - EGNT - Newcastle Airport (Outside Applicability Area) - - REG (By:12/2010) The UK regulatory process makes provision for the Not CAA approval of such systems as and when an aerodrome - 0% Applicable operator chooses to implement it. - ASP (By:01/2021) ATC utilise a non-cooperative TERMA Scasta SMR Not NEWCASTLE system. An ERA Multilateration system was installed - 0% Applicable Airport during 2013. - APO (By:01/2021) Not NEWCASTLE Current non-cooperative SMR has been in operational - 0% Applicable Airport service since 2000. -

LSSIP Year 2020 United Kingdom 79 Released Issue Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Not AOP04.1 0% Timescales: Applicable - not applicable - EGPF - Glasgow Airport (Outside Applicability Area) - - REG (By:12/2010) The UK regulatory process makes provision for the Not CAA approval of such systems as and when an aerodrome - 0% Applicable operator chooses to implement it. - ASP (By:01/2021) Not There are no plans to implement A-SMGCS Level 1 at NATS - 0% Applicable Glasgow Airport. - APO (By:01/2021) Not GLASGOW There are no plans to implement A-SMGCS Level 1 at - 0% Applicable Airport Glasgow Airport. -

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGPH - Edinburgh Airport - 31/12/2015 REG (By:12/2010) The UK regulatory process makes provision for the Completed approval of such systems as and when an aerodrome operator chooses to implement it. A-SMGCS is not mandated by any European Regulation. CAA Community Specifications exist for Levels 1 and 2 but - 100% 31/01/2013 these ETSI standards do not link into any Implementing Rule, they act just as means to demonstrate compliance with essential requirements. CAP670 SUR Section 09 contains specific requirements for A-SMGCS. ASP (By:01/2021) Some aspects of A-SMGCS have been installed at Completed Edinburgh Airport including a new SMR, which was commissioned into operational service at Edinburgh Airport during 2014. The airport operator has examined NATS the business benefit of investing in other aspects of A- - 100% 31/12/2015 SMGCS, including vehicle transponders but has concluded that the cost/benefit is insufficiently positive; therefore, no further aspects of A-SMGCS are anticipated to be installed. APO (By:01/2021) A-SMGCS Installed at Edinburgh Airport. Completed A new SMR was installed and commissioned into operational service at Edinburgh Airport during 2014. EDINBURGH Edinburgh Airport Limited (EAL) evaluated the business - 100% Airport 31/12/2015 benefits of installing vehicle transponders and as an outcome of this evaluation will not be installing transponders on airfield vehicles.

LSSIP Year 2020 United Kingdom 80 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: 01/01/2021 EGSS - London Stansted Airport - 31/12/2017 REG (By:12/2010) The UK regulatory process makes provision for the Completed approval of such systems as and when an aerodrome operator chooses to implement it. A-SMGCS is not mandated by any European Regulation. CAA Community Specifications exist for Levels 1 and 2 but - 100% 31/01/2013 these ETSI standards do not link into any Implementing Rule, they act just as means to demonstrate compliance with essential requirements. CAP670 SUR Section 09 contains specific requirements for A-SMGCS. ASP (By:01/2021) NATS introduced A-SMGCS Level 1 at Stansted in Completed NATS - 100% December 2010. 31/12/2010 APO (By:01/2021) Stansted has purchased vehicle transponders and Completed STANSTED trained vehicle drivers. Vehicles are equipped with - 100% Airport transponders and in operation. No issues or additional 31/12/2017 safety concerns reported.

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGBB - Birmingham Airport - 31/12/2018 ASP (By:01/2021) Birmingham Completed Airport Birmingham Airport is working towards installation of an - 100% Limited A-SMGCS system by Q4, 2018. 31/12/2018 (BAL) APO (By:01/2021) Birmingham Completed Airport Birmingham Airport is working towards installation of an - 100% Limited A-SMGCS RMCA equipment by the end of FY 2018/19 31/12/2018 (BAL)

LSSIP Year 2020 United Kingdom 81 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 25% Late Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGCC - Manchester Airport - 30/09/2021 ASP (By:01/2021) Manchester currently operates a Surface Movement Late Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and guidance in Low Visibility Operations. NATS - 20% RMCA will be achieved with ASMGCS plus RIMCAS. As 30/09/2021 with AOP04.1, due to COVID19 work on this project was suspended in March 2020 and in now due to recommence in April 2021 APO (By:01/2021) Manchester currently operates a Surface Movement Late Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and MANCHESTE guidance in Low Visibility Operations. - 40% R Airport RMCA will be achieved with ASMGCS plus RIMCAS. As 30/09/2021 with AOP04.1, due to COVID19 work on this project was suspended in March 2020 and in now due to recommence in April 2021.

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Not AOP04.2 Level 2) 0% Applicable Timescales: - not applicable - EGGD - Bristol Airport (Outside Applicability Area) - - ASP (By:01/2021) Bristol has no immediate plans to implement this Not system. The UK regulatory system makes provision for Applicable the approval of such equipment and systems when an NATS Aerodrome operator considers they are required. NATS - 0% will make tentative provision for this within its - equipment replacement program in order to be prepared should this situation change. APO (By:01/2021) Although currently planned within the ANSP equipment Not replacement program, Bristol has no immediate plans to Applicable BRISTOL implement this system. The UK regulatory system - 0% Airport makes provision for the approval of such equipment and - systems when an Aerodrome operator considers they are required.

LSSIP Year 2020 United Kingdom 82 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Not AOP04.2 Level 2) 0% Applicable Timescales: - not applicable - EGGW - London Luton Airport (Outside Applicability Area) - - ASP (By:01/2021) A-SMGCS is being reviewed as part of A-CDM Not implementation. Applicable NATS - 0% However, there is an SMR system in place, which - includes RIMCAS functionality. APO (By:01/2021) LONDON- A-SMGCS is being reviewed as part of A-CDM Not LUTON implementation. However, there is a SMR system in - 0% Applicable Airport place, which includes RIMCAS functionality. -

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGKK - London Gatwick Airport - 31/07/2008 ASP (By:01/2021) Completed NATS Completed when NATS provided ATS at Gatwick Airport. - 100% 31/07/2007 APO (By:01/2021) GATWICK Completed Installed at Gatwick. - 100% Airport 31/07/2008

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Not AOP04.2 Level 2) 0% Applicable Timescales: - not applicable - EGLC - London City Airport (Outside Applicability Area) - - ASP (By:01/2021) Not Not currently installed. There are no firm plans, but will NATS - 0% Applicable be considered as part of future airfield development. - APO (By:01/2021) Not LONDON- London City does not implement an A-SMGCS Level 2. - 0% Applicable CITY Airport -

LSSIP Year 2020 United Kingdom 83 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGLL - London Heathrow Airport - 17/07/2019 ASP (By:01/2021) Completed NATS NATS utilises A-SMGCS Level 2 at Heathrow. - 100% 31/12/2002 APO (By:01/2021) HEATHROW The new ASMGCS was transitioned into full operational Completed - 100% Airport service in July 2019. 17/07/2019

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Not AOP04.2 Level 2) 0% Applicable Timescales: - not applicable - EGNT - Newcastle Airport (Outside Applicability Area) - - ASP (By:01/2021) Multilateration system was installed during 2013. This Not NEWCASTLE provides active information on all aircraft movements - 0% Applicable Airport and the identity of vehicles on the manoeuvring area. - APO (By:01/2021) Non-cooperative SMR, including RIMCAS, in service Not NEWCASTLE since 2000. A multilateration system was installed in Applicable - 0% Airport 2013, with some vehicles being equipped with Squibs in - due course.

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Not AOP04.2 Level 2) 0% Applicable Timescales: - not applicable - EGPF - Glasgow Airport (Outside Applicability Area) - - ASP (By:01/2021) Not Further progress is subject to a business case by NATS - 0% Applicable Glasgow Airport Limited (GLA). - APO (By:01/2021) Not GLASGOW No plans to install A-SMGCS at Glasgow Airport. - 0% Applicable Airport -

LSSIP Year 2020 United Kingdom 84 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGPH - Edinburgh Airport -- 31/12/2015 ASP (By:01/2021) Implementation of A-SMGCS Level 2 is complete at Completed Edinburgh Airport. Edinburgh Airport Limited (EAL) has evaluated the NATS business benefits of provision of in-vehicle transponders - 100% 31/12/2011 in relevant airside vehicles but has concluded that the cost/benefit of doing so was not strong enough to justify its introduction. APO (By:01/2021) Air Nova 9000 was installed in 2005; augmented by Completed RIMCAS safety alerting system. A project to install a new SMR (to also include the provision of vehicle transponder interrogation facility and updated SMR Displays in the ATC Control Tower) EDINBURGH was completed during Q4 2014. - 100% Airport 31/12/2015 As part of the new SMR project, there are updated SMR Displays in the ATC Control Tower and provision for vehicle transponder interrogation. Following evaluation EAL have decided not to install vehicle transponders.

Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 EGSS - London Stansted Airport - 31/12/2017 ASP (By:01/2021) Completed NATS A-SMGCS has been installed at Stansted. - 100% 31/12/2010 APO (By:01/2021) A-SMGCS has been installed at Stansted; however, there Completed STANSTED has been some alterations made to the system and - 100% Airport testing to the new vehicle transponders will commence 31/12/2017 mid 2017, with completion anticipated end of 2017.

LSSIP Year 2020 United Kingdom 85 Released Issue Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 17% Late Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 EGBB - Birmingham Airport Currently development of ACDM at Birmingham Airport is on hold 31/12/2021 ASP (By:01/2021) The introduction of A-CDM will follow the now delayed Late Birmingham introduction of Electronic Flight Progress Strips (EFPS), Airport which is planned for Spring 2017. Problems with the - 17% Limited introduction of EFPS in Spring 2017 have resulted in a 31/12/2021 (BAL) further delay with the expected introduction of EFPS now planned for February 2018. APO (By:01/2021) Birmingham Late BHX airport did not respond to the LSSIP calls in-time Airport due to Covid-19 related staff shortages. All deadlines - 17% Limited 31/12/2021 have been postponed by a year. (BAL)

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 43% Late Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 EGCC - Manchester Airport -- 31/12/2021 ASP (By:01/2021) Local implementation of CDM was deployed in March Late 2018. This facilitates the use of most CDM milestones with the exception of Target Start Approval Time (TSAT). Work commenced in early 2018 to select an A-CDM partner. A contract was signed in August 2018, with work commencing in September 2018. The solution NATS includes a new A-CDM HMI plus a Pre-Departure - 42% 31/12/2021 Sequencer tool with full B2B connectivity. However due to COVID19, work on this project was suspended in March 2020 and recommenced in October 2020. With local deployment now scheduled for April 2021, final completion with EUROCONTROL validation is not expected until October 2021. APO (By:01/2021) Local implementation of CDM was deployed in March Late 2018. This facilitates the use of most CDM milestones with exception of TSAT. Work commenced in early 2018 to select an A-CDM partner; a contract was signed in August with work commencing in Sept 2018. The solution includes a new A-CDM HMI plus pre-departure MANCHESTE sequencing tool with full B2B connectivity. However, - 43% R Airport 31/12/2021 due to COVID19, work on this project was suspended in March 2020 and recommenced in October 2020. With local deployment now scheduled for March 2021, final completion with EUROCONTROL validation is not expected until October 2021.

LSSIP Year 2020 United Kingdom 86 Released Issue Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: 0% Applicable - not applicable - EGGD - Bristol Airport (Outside Applicability Area) - - ASP (By:01/2021) Although information gathering and sharing is common Not practice at Bristol, these are not formally aligned to A- Applicable CDM guidance. No formal agreements are in place to share certain information. NATS reviewed the full requirements of CDM during 2012, in concert with the NATS - 0% airport operator who has invited and received CDM - presentations from EUROCONTROL. It was anticipated that A-CDM would be implemented early 2013; however, Bristol Airport can see no capacity, performance or cost benefit to fully applying CDM. APO (By:01/2021) Although information gathering and sharing is common Not practice at Bristol the information gathered and the Applicable sharing techniques are not formally aligned to A-CDM guidance. No formal agreements are in place to share BRISTOL certain information. It was anticipated that A-CDM - 0% Airport would be implemented early 2013. Having reviewed the - full requirements of CDM during 2012, with our ANSP and invited and received CDM presentations from EUROCONTROL, Bristol Airport can see no capacity, performance or cost benefit to fully applying CDM.

LSSIP Year 2020 United Kingdom 87 Released Issue Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 10% Late Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 EGGW - London Luton Airport Priority project is to replace the existing AODB/FRMS/FIDS and Billing system was planned to be completed by the end of October 2020 before any consideration of ACDM provision. 31/12/2023 However, due to COVID this project has been paused and not likely to continue before 2022. ASP (By:01/2021) A-CDM is not currently in place and implementation is Late now planned for no earlier than 2021. London Luton Airport is currently sending DPI messages to the Network Manager Operations Centre (NMOC) via our NATS - 2% ATM system. A-CDM/Advanced towers is an objective 31/12/2022 however there is no firm date for implementation. CV19 has impacted timescales on consideration of future development. APO (By:01/2021) London Luton Airport is currently sending DPI messages Late to the NMOC via our ATM system. A-CDM/Advanced Towers is an objective however there is no firm date for LONDON- implementation. Priority project is to replace the LUTON existing AODB/FRMS/FIDS and Billing system was - 18% 31/12/2023 Airport planned to be completed by the end of October 2020 before any consideration of ACDM provision. However, due to COVID this project has been paused and not likely to continue before 2022.

LSSIP Year 2020 United Kingdom 88 Released Issue Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 EGKK - London Gatwick Airport -- 07/11/2014 ASP (By:01/2021) Completed NATS Completed when NATS provided ATS at Gatwick Airport. - 100% 07/11/2014 APO (By:01/2021) Gatwick had started A-CDM in 2010, and had originally Completed been due for implementation completion in December 2011. The program has changed for two reasons; Gatwick separation from BAA IT and the introduction of the Airfield Performance Team in January 2011.

The Gatwick A-CDM 55 programme was completed in November 2014; includes the use of TSAT calculator and DPI data validation.

Since forming the Airfield Performance team Gatwick have decided to broaden their A-CDM 55 program to meet both the EUROCONTROL A-CDM network requirements but also better support the Gatwick GATWICK Airfield Performance targets. The program now includes - 100% Airport in addition to EUROCONTROL requirement for 07/11/2014 certification: a) Integration of arrival, departure TSATs, stand allocation; b) Time based separation management tools; c) Sequencing optimiser for departures; d) Turnround performance monitoring and control tools; e) Replacement AODB and messaging system.

The enhanced A-CDM 55 project was launched 1st November 2011

A-CDM network integration and DPI exchanging had been delayed from Q4 2013 to Q1 2014 and was completed 7 November 2014.

LSSIP Year 2020 United Kingdom 89 Released Issue Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: 0% Applicable - not applicable - EGLC - London City Airport (Outside Applicability Area) Until further clarification is provided on the future plans, this objective is consolidated as Not - Applicable. ASP (By:01/2021) London City Airport work closely with airlines and Not handling agents to identify areas within the turnaround Applicable process where improvements could be made. Information is a key element to this work, NATS NATS - 0% continues to discuss airport requirements and - understands that the airport operator is considering elements of CDM, which are suitable for the airport operation. APO (By:01/2021) Not LONDON- London City Airport keep A-CDM under review but - 0% Applicable CITY Airport currently there are no plans to instigate it. -

Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 EGLL - London Heathrow Airport -- 30/11/2015 ASP (By:01/2021) CDM is in place at Heathrow and is fully operational in Completed all weather conditions. NATS is working closely with NATS - 100% airport owner and selected airline operators to progress 30/06/2015 this further. APO (By:01/2021) A-CDM was implemented at Heathrow during 2012. Completed Local implementation was closely followed by full HEATHROW implementation at the end of May 2012. In July 2012, a - 100% Airport full reversion took place and Heathrow remained 30/11/2015 disconnected from the network until July 2013 when the airport was again fully implemented.

Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: 0% Applicable - not applicable - EGNT - Newcastle Airport (Outside Applicability Area) - - ASP (By:01/2021) Not NEWCASTLE There are no plans to implement A-CDM at Newcastle - 0% Applicable Airport Airport. - APO (By:01/2021) Not NEWCASTLE Some elements are already in place, but not as a result - 0% Applicable Airport of working towards A-CDM. -

LSSIP Year 2020 United Kingdom 90 Released Issue Airport Collaborative Decision Making (A-CDM) Not AOP05 Timescales: 0% Applicable - not applicable - EGPF - Glasgow Airport (Outside Applicability Area) - - ASP (By:01/2021) Glasgow Airport have updated EFPS to enable DPI Not NATS messaging, further changes will be implemented as - 0% Applicable required by airport operator. - APO (By:01/2021) Not GLASGOW Glasgow currently has no plan at present to implement - 0% Applicable Airport A-CDM. -

Airport Collaborative Decision Making (A-CDM) Timescales: Not yet AOP05 8% Initial operational capability: 01/01/2004 planned Full operational capability: 01/01/2021 EGPH - Edinburgh Airport -Edinburgh Airport has not yet a defined or approved implementation plan or budget for implementation of A-CDM. Edinburgh Airport is supportive of the principles and will be implementing actions were there not a cost barrier to implementation. - Continuous improvement strategy ado pts principals of A-CDM with some significant progress made during 2017, as described throughout. ASP (By:01/2021) Edinburgh Airport has not yet a defined or approved Not yet implementation plan or budget for implementation of planned Air A-CDM. Edinburgh Airport is supportive of the principles Navigation and will be implementing actions were there not a cost - 0% Solutions barrier to implementation. - Ltd. Continuous improvement strategy adopts principals of A-CDM with some significant progress made during 2017, as described throughout. APO (By:01/2021) Edinburgh Airport has not yet a defined or approved Not yet implementation plan or budget for implementation of planned A-CDM. Edinburgh Airport is supportive of the principles and will be implementing actions were there not a cost EDINBURGH barrier to implementation. - 17% Airport Performance manager and Quarter back roles are now - embedded in the operation and providing regular performance related reports. Monthly governance meeting in place between ANSP and Edinburgh Airport.

LSSIP Year 2020 United Kingdom 91 Released Issue Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 37% Late Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 EGSS - London Stansted Airport - 31/12/2022 ASP (By:01/2021) Stansted Airport continues to evaluate A-CDM and Late subject to cost analysis benefit will implement elements. The plan to deliver local airport procedures was developed and a cost benefit analysis is being undertaken to consider implementation ahead of a 2021 time-scale [PCP]. NATS and MAG have formed a ten year partnership on these items as part of their on-going contractual arrangements. NATS INEA funding secured. 6th Feb 2017 is the start of the - 26% 31/12/2022 ACDM project for the airport. End date is as scheduled. Expecting Sept 2018 for the procurement of an A-CDM platform to be completed. ACDM measurement is not being undertaken at this time. Variable taxi time and pre departure sequencing has not been implemented. ACDM tender process completed, T-system joint venture with ATRiCS data 1st Jan 2021 ‘live target date’. Late due to impact of COVID-19, planned to be implemented by 2022. APO (By:01/2021) STN has been awarded with INEA funding (CEF 2016 Late Call). Supplier for A-CDM Information Sharing Platform has been selected after OJEU procurement process. STANSTED Date for full A-CDM compliance remains the start of - 48% Airport 2022. 31/12/2021

Late due to impact of COVID-19- planned to be implemented by 2022.

Time-Based Separation Timescales: AOP10 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 EGCC - Manchester Airport - 31/12/2023 REG (By:01/2024) TBS including implementation of TBS procedures and Planned training is planned to be achieved by the projected CAA - 0% implementation date of 31 Dec 2023. Deployment will 31/12/2023 be agreed with Manchester Airport. ASP (By:01/2024) TBS including implementation of TBS procedures and Planned training will be achieved by the projected NATS - 0% implementation date of 31 Dec 2023. Deployment will 31/12/2023 be agreed with Manchester Airport.

LSSIP Year 2020 United Kingdom 92 Released Issue Time-Based Separation Timescales: AOP10 1% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 EGKK - London Gatwick Airport - 31/12/2023 REG (By:01/2024) Gatwick have not notified commencement of TBS Not yet planning. However, it is known that SESAR TBS is not planned CAA - 0% finalised. UK airports have until 2023 to implement TBS - aligned with the PCP regulation. ASP (By:01/2024) Work is yet to commence on a TBS support tool Ongoing Gatwick Air appropriate for Gatwick. Air Navigation Solutions (ANS) Navigation acknowledge the initiative and it is held within a joint - 2% Solutions project deck between GAL and ANS. Work on 31/12/2023 Ltd ANSP integration of AMAN and airport CDM systems has commenced.

Time-Based Separation Timescales: AOP10 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 EGLL - London Heathrow Airport - 31/12/2015 REG (By:01/2024) TBS at Heathrow was implemented in 2015. The Completed Heathrow AIP entry was updated to notify implementation. CAA has oversight of the CAA implementation process i.a.w Regulation 1034/2011. - 100% 31/12/2015

eTBS (enhanced TBS) project nearing completion and expected to go live by the end of February 2018. ASP (By:01/2024) TBS procedures are now in operation at London Completed Heathrow Airport. Approach and tower systems have NATS been adapted and integrated with the new TBS tools; - 100% 31/12/2015 these adaptions have successfully completed testing and operational trials and are now in full operation.

LSSIP Year 2020 United Kingdom 93 Released Issue Initial Airport Operations Plan Timescales: AOP11 11% Late Initial Operational Capability: 01/01/2015 Full Operational Capability: 01/01/2021 EGCC - Manchester Airport Project has commenced to deploy an AOP. 31/12/2022 ASP (By:01/2021) Project has commenced to deploy an AOP. Scoping and Late development work with peer EU airports for common solution and procedures has been agreed. However due NATS - 10% to COVID19, work on this project was suspended in 31/12/2022 March 2020 and in now due to recommence in April 2021. APO (By:01/2021) The project has commenced to deploy an AOP. Scoping Late and development work with peer EU airports for common solutions and procedures have been agreed. MANCHESTE However, due to COVID19, work on this project was - 12% R Airport suspended in March 2020 and in now due to 31/12/2022 recommence in April 2021 following local deployment of A-CDM (AOP05).

Initial Airport Operations Plan Timescales: AOP11 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 01/01/2021 EGKK - London Gatwick Airport - 31/12/2016 ASP (By:01/2021) Since ANS took over as ANSP, cooperation with GAL has Completed enabled ANS to support the Airports extant plan. As ANS was not provided with any assistance by the outgoing Gatwick Air ANSP the detail of the airport plan has been largely Navigation accepted in line with the agreed business plan and - 100% Solutions provided the necessary assurance is in place. 31/12/2016 Ltd ANSP This process will allow the development of a mature ANSP specific plan in years 1-3 of the term as ANSP. The contract agreed with GAL requires a defined development path and includes all of the plan elements. APO (By:01/2021) GATWICK Completed An AOP was Completed by Gatwick Airport during 2016. - 100% Airport 31/05/2016

LSSIP Year 2020 United Kingdom 94 Released Issue Initial Airport Operations Plan Timescales: AOP11 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 01/01/2021 EGLL - London Heathrow Airport - 31/03/2018 ASP (By:01/2021) AOP went live at Heathrow in late 2018. It is now the Completed NATS primary conduit for all former A-CDM activities and pre- - 100% 31/03/2018 tactical airport planning. APO (By:01/2021) AOP was rolled out to external users on 2nd August and Completed HEATHROW is now fully operational. Further releases are planned to - 100% Airport 31/03/2018 increase functionality

Initial Airport Operations Plan Not AOP11 Timescales: 0% Applicable - not applicable - EGPF - Glasgow Airport (Outside Applicability Area) - - ASP (By:01/2021) On review against peer airports, this objective is now Not deemed N/A to Glasgow Airport. Applicable That said the core requirements of the AOP are already NATS - 0% in place and laid down in the Aerodrome Manual, AIP - and airline and Ground Handling Agent agreements and licences. APO (By:01/2021) On review against peer airports, this objective is now Not deemed N/A to Glasgow Airport. The core requirements Applicable GLASGOW of the AOP are already in place and laid down in the - 0% Airport Aerodrome Manual, AIP and airline and Ground - Handling Agent agreements and licences.

LSSIP Year 2020 United Kingdom 95 Released Issue Initial Airport Operations Plan Timescales: AOP11 14% Late Initial Operational Capability: 01/01/2015 Full Operational Capability: 01/01/2021 EGSS - London Stansted Airport Ongoing – successful in securing EU funding via CEF 2017 Call. Some elements are currently available through the AIP and the capacity declaration through ACL. Currently exploring 31/12/2023 feasibility of setting up an Airports Operations Centre (APOC). Late due to impact of COVID-19, planned to be implemented by 2024. ASP (By:01/2021) The AOP information under the responsibility of Late Stansted ANSP (NATS) is provided and maintained, NATS - 10% ensuring the appropriate quality. Late due to impact of 30/04/2023 COVID-19, planned to be implemented by 2023. APO (By:01/2021) Ongoing – successful in securing EU funding via CEF Late 2017 Call. Some elements are currently available through the AIP and the capacity declaration through STANSTED ACL. Currently exploring feasibility of setting up an - 15% Airport Airports Operations Centre (APOC). 31/12/2023

Late due to impact of COVID-19, planned to be implemented by 2024.

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 31% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 EGCC - Manchester Airport NATS have installed Basic Airport Safety Nets, further deployment not possible until after A- SGMCS Level 2. 30/04/2022 Manchester will train staff as the objective progresses. ASP (By:01/2021) Basic Airport Safety Nets are in place through the use of Late RIMCAS. Further deployment of Airport Safety Nets will not be possible until after implementation of A-SGMCS NATS Level 2 by the end of 2020. As with AOP04.2 (A-SMGCS - 38% 30/04/2022 level 2), due to COVID19 work on this project was suspended in March 2020 and in now due to recommence in April 2021 APO (By:01/2021) MANCHESTE Comprehensive training will be provided for operational Late - 10% R Airport staff as the programme develops. 31/12/2021

LSSIP Year 2020 United Kingdom 96 Released Issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 100% Completed Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 EGKK - London Gatwick Airport - 31/12/2016 ASP (By:01/2021) EFPS and A-SMGCS have been installed and in use at Completed Gatwick Air Gatwick for a number of years. Navigation RIMCAS against transponder equipped vehicle with a - 100% Solutions 31/12/2016 new Safety Case being completed and with GAL for Ltd ANSP ongoing review. APO (By:01/2021) A-SMGCS Completed upgrade to All Airside Operations staff undertake airside operations provide induction training on joining the dept; Includes Module airport on ATC and Navigational Systems (A-SMGCS/RIMCAS) safety nets Also, in place is an: and routing (a) airside driving package for training and regular & planning GATWICK refreshing of drivers on the manoeuvring area; functions / 100% Airport 31/12/2015 (b) annual training for all staff employed to drive Enhanced specialist snow/ice vehicles on the manoeuvring area; Departure (c) annual competency checks; Managemen (d) on-going runway safety awareness training delivered t integrating by ANSP to personnel operating on or near the runway. airfield surface assets

LSSIP Year 2020 United Kingdom 97 Released Issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 100% Completed Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 EGLL - London Heathrow Airport - 31/12/2016 ASP (By:01/2021) This project was closed in 2016 as previously reported Completed NATS - 100% via the ASR process. 31/12/2016 APO (By:01/2021) As reported via the STAR reporting tool, the objective Completed for this project (AOP12; Project name/Code in DP2016: Project 100AF2) and as set out under grant agreement 2014-EU-TM-0136-M (IP25) aimed at developing a concept of operation to clarify the Aeronautical Ground Lighting (AGL), field infrastructure component design and architecture requirements for an integrated ASMGCS level 4/5 Surface Manager (SMAN). A holistic options analysis and selection process is being undertaken to assess the functional and safety integrity requirement of the Ground Movement Control System as a system design that is fully congruent and potentially pre-integrated with the ASMGCS 4/5 Surface Manager. Primary Cable specification, distribution and operational architecture is being surveyed to scope design and installation of an airfield-wide GMCS primary cabling HEATHROW matrix to allow floating separation and necessary - 100% Airport system integrity for automatic/semi-automatic 31/12/2016 operation. Existing AGL system architecture is undergoing resilience and communication architecture modification to allow for validation testing of floating separation and seamless operational transition to the new GMCS/SMAN function.

Following an initial postponement of the end-date (from December 2015 to March 2019), the project underwent a process of re-scoping in order to ensure compliance with the SGA during the reporting period. All tasks were reported as complete in December 2015 via the ASR process with no further task undertaken in 2016, as the project scope changed at the end of 2015 to the like for like replacement of the AGL Control System, with safeguarding for future expansion.

LSSIP Year 2020 United Kingdom 98 Released Issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 28% Late Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 EGSS - London Stansted Airport Late due to COVID-19. 31/12/2021 ASP (By:01/2021) Vehicle transponders have now been deployed and Late implemented. ICWPs have been discussed but have still not been defined. Controller training is awaiting system implementation and procedure development. NATS is NATS - 37% currently developing an integrated EFS working position 12/12/2021 design for consideration at operational units such as Stansted. Late due to impact of COVID-19, no further update on progress. APO (By:01/2021) STANSTED Late To be implemented in accordance with PCP time-scales. - 0% Airport 31/12/2021

Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 01/01/2024 EGCC - Manchester Airport - 31/12/2023 REG (By:01/2024) Not yet CAA Activity has not started. - 0% planned - ASP (By:01/2024) Planned NATS Currently planned to be part of the ASMGCS roll-out. - 0% 31/12/2023

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: 01/01/2024 EGKK - London Gatwick Airport Gatwick ATM development plan has now commenced with joint governance between GAL and - ANS. All systems are being reviewed for replacement. REG (By:01/2024) Not yet CAA Activity has not started. - 0% planned - ASP (By:01/2024) Gatwick Air Work has just commenced on the ATS systems upgrade Not yet Navigation that is required to support this. ANS acknowledge the planned - 0% Solutions initiative and it is held within a joint project deck - Ltd ANSP between GAL and ANS.

LSSIP Year 2020 United Kingdom 99 Released Issue Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 7% Ongoing Initial operational capability: 01/01/2016 Full operational capability: 01/01/2024 EGLL - London Heathrow Airport - 31/12/2023 REG (By:01/2024) Not yet CAA Activity has not started. - 0% planned - ASP (By:01/2024) Heathrow Airport and NATS are partnering to develop Ongoing an advanced surface management solution, which will transform the tower operation. NATS - 8% AGLCS Replacement Project is looking at options to 31/12/2023 provide automated route function to ATC but this has not substantially progressed since the last update.

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: 01/01/2024 EGSS - London Stansted Airport - - REG (By:01/2024) Not yet CAA Activity has not started. - 0% planned - ASP (By:01/2024) Not yet Stansted airport are not progressing with this objective NATS - 0% planned at the moment. -

LSSIP Year 2020 United Kingdom 100 Released Issue Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 01/01/2022 - For those not undertaking this, suitable safety nets already exist 31/12/2016 ASP (By:01/2022) APW: The Military Authority, military processes and Completed procedures facilitate the safe control of aircraft in close proximity to the ground therefore, there is no plan to introduce APW.

MSAW: For the Military Authority, there is also no plan to implement; however, they do use radar vector charts, both hardcopy and displayed on the radar display, MIL - 100% showing safe minimum altitudes within 40 miles of an 31/01/2009 aerodrome. Similarly, they have Area Safe Altitude charts for use outside of 40 miles.

APM: For the Military Authority, All IFR approaches are already monitored on the Precision Approach Radar (where installed). No plans to change current procedures. En-route (APW): NATS has no business requirement to Completed introduce this capability in a safety net. However, the iTEC FDP system that NATS is rolling out will have the capability of detecting when flight trajectories are planned to penetrate defined restricted areas.

En-route (MSAW): Due to a lack of operational requirement for this functionality, there are no plans to implement MSAW in UK en-route airspace.

NATS En-route (APM): There are no NATS business - 100% requirements to deploy APM Level 2. However, the 31/12/2016 COTS Safety Net Server that NATS is procuring is capable of hosting such a safety net.

Airports: Ground based safety net functionality has been implemented at a number of airports across the UK whilst others continue to evaluate the benefits this may bring to their operations. The decision to implement any ground based safety net rests with the airport operator as part of their ongoing investment plans.

LSSIP Year 2020 United Kingdom 101 Released Issue Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - There are areas of the NATS STCA (and the Thales SNS STCA) where alternate hypothesis are 31/01/1996 used. ASP (By:12/2020) Completed NATS Completed in 1996. - 100% 31/01/1996

AMAN Tools and Procedures Timescales: Not yet ATC07.1 10% Initial operational capability: 01/01/2007 planned Full operational capability: 01/01/2020 EGCC - Manchester Airport AMAN tool for Manchester Airport is planned for implementation by December 2021. Arrival management is part of the NATS Queue Management programme and other airports will be - added in line with the PCP timetable. ASP (By:01/2020) During Summer 2020, the NERL Airspace projects were Not yet paused and reviewed, resulting in a smaller Benefits-led planned NATS plan for RP3. We are having a discussion with the MAG - 10% group on the preferred investment timeline before we - can confirm an implementation date.

AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 EGKK - London Gatwick Airport AMAN tool implemented in the London TMA providing automated sequence numbering, stack delay and expected approach time information, initially for Heathrow and Gatwick, arrival management is part of the NATS Queue Management programme and other airports will be 31/01/2009 added in line with the PCP timetable. Significant development of AMAN has been undertaken since its introduction in 2009 allowing advanced benefits to be realised. ASP (By:01/2020) AMAN tool implemented in the London TMA providing Completed automated sequence numbering, stack delay and NATS expected approach time information, initially for - 100% 31/01/2009 Heathrow and Gatwick. Arrival management is part of the NATS Queue Management programme.

LSSIP Year 2020 United Kingdom 102 Released Issue AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 EGLL - London Heathrow Airport AMAN tool implemented in the London TMA providing automated sequence numbering, stack delay and expected approach time information, initially for Heathrow and Gatwick, arrival management is part of the NATS Queue Management programme and other airports will be 31/01/2009 added in line with the PCP timetable. Significant development of AMAN has been undertaken since its introduction in 2009 allowing advanced benefits to be realised. ASP (By:01/2020) AMAN tool implemented in the London TMA providing Completed automated sequence numbering, stack delay and NATS expected approach time information, initially for - 100% 31/01/2009 Heathrow and Gatwick. Arrival management is part of the NATS Queue Management programme.

AMAN Tools and Procedures Timescales: ATC07.1 0% Late Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 EGSS - London Stansted Airport AMAN tool for London Stansted Airport is planned for implementation by December 2021. Arrival management is part of the NATS Queue Management programme and other airports 31/12/2024 will be added in line with the PCP timetable. ASP (By:01/2020) During Summer 2020, the NERL Airspace projects were Late paused and reviewed, resulting in a smaller Benefits-led plan for RP3. Stansted AMAN is now suggested for early NATS - 0% in RP3i due to lack of benefit. This can not be 31/12/2024 implemented until after AMAN Headbranch, which is planned for 2022

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 48% Late Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - - 31/12/2028 ASP (By:01/2022) NATS has already implemented the iFACTS system in the Late Swanwick Area Centre. iTEC is in operational service in Prestwick Centre Upper airspace. As a result of Covid-19 implementation is delayed in Swanwick Area Control and is planned for H2 NATS 2024. Implementation in Lower airspace at Swanwick - 48% 31/12/2028 and Prestwick will follow in due course with an outline planning date of 2028. iFACTS/FourSight provide Tactical Tools, with MTCD, conformance monitoring and resolution support to controllers. The iTEC system provides a similar capability for planning activities.

LSSIP Year 2020 United Kingdom 103 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 - -- 31/07/2013 ASP (By:12/2019) Completed NATS Completed in 2013. - 100% 31/07/2013

Arrival Management Extended to En-route Airspace Timescales: ATC15.2 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 - NATS provides extended arrival management (XMAN) for Heathrow only at this time. We are 30/04/2015 currently working on bringing Gatwick XMAN on-line via a SESAR 2020 project as a trial. ASP (By:01/2024) Completed NATS Completed in 2015. - 100% 30/04/2015

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 22% Late Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - - 31/12/2024 ASP (By:01/2022) ATC Coordination is currently in place with Prestwick Late Upper and is planned to be extended to Swanwick Upper airspace by 2024, This has been delayed by Covid. ITEC- NATS 22% NATS have had scale back some of the Programme and FDP/CWP 31/12/2024 Project activities due to lack of resources and due to financial constraints.

LSSIP Year 2020 United Kingdom 104 Released Issue Migrate from AFTN to AMHS Timescales: COM10 77% Late Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - -- 31/12/2021 ASP (By:12/2018) No separate plans for the MoD to have their own Late systems. The MoD will utilise NATS systems. Therefore, the timescales and dates will fall in line with NATS timings. MoD Capability in Area Radar is provided through NATS. NATS has deployed an AMHS capability and gateway MIL - 68% facilities to AFTN. There are no MoD systems planned 31/12/2021 which make use of extended AMHS functions.

MoD Figures match NATS submission as this is a transparent process for MoD with no requirement in the ASP05 NATS has deployed an AMHS capability and gateway Late facilities to AFTN. Implementation with almost all partners is complete; NATS has an active project, which NATS - 85% is working with our AFTN & CIDIN international partners 30/06/2021 to transition to AMHS, subject to their readiness to implement AMHS.

Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 28% Late Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - - 31/12/2022 ASP (By:01/2022) At centres where military units utilise NATS equipment Late to provide an ATS, when NATS replaces the AC VCS & upgrades the TC & PC systems with VoIP compatible systems it is envisaged that these will also provide the Military with VoIP capability. For military airfields, Project MARSHALL is likely to see the introduction of VOIP capability to some, but not all MIL - 40% airfields. Whilst hub-and-spoke airfields are likely to 31/12/2022 require VOIP capability under the MARSHALL model, stand-alone airfields are less-likely to benefit. The project is currently running behind schedule and is suffering from planning, development and roll-out challenges. This provision may be subject to change as the project progresses. NATS plans to have VoIP in use between our centres for Late ground-ground voice services. NATS will implement VoIP between all our centres and their radio stations for air-ground services. NATS - 15% 01/04/2022 This has been delated by Covid. NATS have had scale back some of the Programme and Project activities due to lack of resources and due to financial constraints.

LSSIP Year 2020 United Kingdom 105 Released Issue Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 15% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 - New objective with the split of COM11. The implementation of this objective lies within the 31/12/2023 business needs of each stakeholder. ASP (By:12/2023) Ongoing NATS - - 30% 31/12/2023 Air Not yet Navigation planned - - 0% Solutions - Ltd.

LSSIP Year 2020 United Kingdom 106 Released Issue New Pan-European Network Service (NewPENS) Timescales: COM12 50% Ongoing Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 01/01/2025 - - 31/12/2022 ASP (By:01/2025) Gatwick Air Planned Navigation - - 0% Solutions 31/12/2022 Ltd ANSP Not NEWCASTLE Not applicable. No current plans. - 0% Applicable Airport - Birmingham Not Airport Birmingham Airport is not participating in the NewPENS Applicable - 0% Limited programme. - (BAL) Completed NATS NATS have completed deployment of New PENS. - 100% 31/12/2020 APO (By:01/2025) Not EDINBURGH - - 0% Applicable Airport - LONDON- Not LUTON No current plans. - 0% Applicable Airport - Not BRISTOL - - 0% Applicable Airport - Not HEATHROW Not applicable and no current plans. - 0% Applicable Airport - Not GLASGOW No current plans. - 0% Applicable Airport - Not MANCHESTE No current plans. - 0% Applicable R Airport - Not STANSTED No current plans. - 0% Applicable Airport - Not LONDON- - - 0% Applicable CITY Airport -

LSSIP Year 2020 United Kingdom 107 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGBB - Birmingham Airport - 31/12/2011 ASP (By:12/2023) CDA achievement rates at Birmingham have increased Completed Birmingham significantly following an airspace change and the Airport installation of ILS. Communities and other local - 100% Limited 31/12/2011 stakeholders have responded positively to the improved (BAL) CDA performance. APO (By:12/2023) Birmingham Completed CDA is implemented H24 at Birmingham Airport with Airport the exception of military flights and aircraft making use - 100% Limited 31/01/2011 of non-precision approaches. (BAL)

Continuous Descent Operations (CDO) Timescales: ENV01 82% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGCC - Manchester Airport -- 31/03/2022 ASP (By:12/2023) CDO is in practice consistently during night operations at Ongoing Manchester Airport and when feasible during day time NATS - 78% operations. PBN CDO procedures will be implemented 31/03/2022 as part of the FASI-N Airspace Change in 2022. APO (By:12/2023) Manchester Airport maximizes the use of CDA during Completed night operations. Further study into extending CDA to MANCHESTE daytime operations had indicated that local airspace - 100% R Airport constraints only permit CDA during periods of lower 31/12/2011 traffic density. A major redesign of the TMA airspace is required in order to permit greater use of 24hr CDA.

LSSIP Year 2020 United Kingdom 108 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 82% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGGD - Bristol Airport - 31/12/2023 ASP (By:12/2023) NATS has previously delivered CDA in a limited way due Ongoing to airspace constraints but very successfully at some locations particularly in the London TMA. Airspace changes are enabling CDA from higher levels and NATS has led the UK CDO improvement campaign on behalf of NATS - 78% Sustainable Aviation. Bristol submitted their 1916 31/12/2023 Statement of Need in Autumn 2018 kick-starting the ACP process. The project is currently at Stage 2a, having been delayed by a 12 month period due funding as a result of Covid. APO (By:12/2023) Bristol ANSP supports the implementation CDA Completed BRISTOL procedures at the aerodrome, and monitors this using - 100% Airport Flight Profile Monitor. Bristol Airport also monitors CDA 31/12/2013 performance using the noise and track keeping system.

Continuous Descent Operations (CDO) Timescales: ENV01 80% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGGW - London Luton Airport - 31/07/2023 ASP (By:12/2023) CDAs are delivered for the majority of approaches Ongoing although, depending upon which runway is in use, NATS - 75% certain approaches can preclude CDA due to airspace 31/07/2023 constraints. APO (By:12/2023) LONDON- Completed London Luton Airport measures and monitors CDO LUTON - 100% performance and feedback is an ongoing practice. 31/12/2011 Airport

LSSIP Year 2020 United Kingdom 109 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 80% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGKK - London Gatwick Airport -- 31/12/2023 ASP (By:12/2023) Gatwick Air Ongoing Navigation - - 75% Solutions 31/12/2023 Ltd ANSP APO (By:12/2023) Gatwick Airport CDA techniques, monitoring of Completed performance and feedback to the ANSP, implemented pre-2007. Annual Flight Performance Report contains CD0 data GATWICK and is available to the local community via the London - 100% Airport Gatwick Airport website. 31/12/2006 The London Airspace Management Programme which contained proposals to further increase the scope of CDA remains on hold awaiting further guidance and direction from the CAA.

Continuous Descent Operations (CDO) Not ENV01 Timescales: 0% Applicable - not applicable - EGLC - London City Airport (Outside Applicability Area) - - ASP (By:12/2023) CDA operations at London City are severely limited by Not NATS airspace constraints and interactions with other airfield - 0% Applicable and air traffic flows. - APO (By:12/2023) London City is unable to operate a continuous descent Not LONDON- approach technique due to its interaction with - 0% Applicable CITY Airport Heathrow traffic. -

Continuous Descent Operations (CDO) Timescales: ENV01 80% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGLL - London Heathrow Airport - 31/12/2023 ASP (By:12/2023) NATS has implemented CDA at Heathrow, and delivers a Ongoing module on the techniques associated with its use as part NATS of initial Air Traffic Controller training. KPI in annual - 75% 31/12/2023 contract for delivery of 89% CDA and this has been achieved for the last 3 years. APO (By:12/2023) Heathrow Airport CDA techniques, monitoring of Completed HEATHROW performance and feedback to the ANSP, implemented - 100% Airport 31/12/2006 pre-2007.

LSSIP Year 2020 United Kingdom 110 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGNT - Newcastle Airport - 30/04/2019 ASP (By:12/2023) NEWCASTLE CDAs for both runways are in place and the procedures Completed - 100% Airport are used regularly. 30/04/2019 APO (By:12/2023) NEWCASTLE CDAs for both runways are in place and the procedures Completed - 100% Airport are used regularly. 31/01/2008

Continuous Descent Operations (CDO) Timescales: ENV01 82% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGNX - Nottingham East Midlands Airport -- 31/12/2022 ASP (By:12/2023) East Midlands was one of the first ATC units in the Ongoing East country to develop CDAs and have been in operation Midlands since May 2005, operating 24/7 and compliance - 78% Internationa statistics are very high. 31/12/2022 l Airport Ltd

APO (By:12/2023) East Midlands has a very strong commitment to Completed environmental issues and multilateration track monitoring equipment is used to great effect to establish compliance records for individual operators. East Statistics are fed to operators on a monthly basis, and Midlands the Airport recognises/awards airlines with the best - 100% Internationa compliance levels, and those achieving airport 31/05/2005 l Airport Ltd percentage targets.

As this set of SLoAs for East Midlands has been completed for some time an update has not been requested.

LSSIP Year 2020 United Kingdom 111 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 82% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGPF - Glasgow Airport NATS currently delivers CDA operations at Glasgow Airport though some limitations exist due to terrain. A programme of airspace and navigation improvements combined with a CDA focus group with airlines has led to considerable success; CDO has increased from 62.3 in 2013 to 31/12/2023 68.4 in 2015. Glasgow continues to strive to further improve CDO achievement as part of the UK-wide Sustainable Aviation CDO campaign. ASP (By:12/2023) NATS currently delivers CDA operations at Glasgow Ongoing Airport though some limitations exist due to terrain. A programme of airspace and navigation improvements combined with a CDA focus group with airlines has led NATS - 78% to considerable success; CDO has increased from 62.3 in 31/12/2023 2013 to 68.4 in 2015. Glasgow continues to strive to further improve CDO achievement as part of the UK- wide Sustainable Aviation CDO campaign. APO (By:12/2023) In 2015 an improvement was noted in particular for Completed CDAs. We work closely with our ANSP NATS to understand how the airport can improve. Glasgow has some unique terrain on the approach to Runway 23 which makes it more difficult for aircraft to complete a CDA therefore NATS work with the airlines to GLASGOW understand the best CDA profile achievable. A - 100% Airport 31/12/2015 programme of airspace and navigation improvements combined with a CDA focus group with airlines has led to considerable success; CDO has increased from 62.3 in 2013 to 68.4 in 2015. Glasgow continues to strive to further improve CDO achievement as part of the UK- wide Sustainable Aviation CDO campaign.

LSSIP Year 2020 United Kingdom 112 Released Issue Continuous Descent Operations (CDO) Timescales: ENV01 62% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGPH - Edinburgh Airport - 31/12/2022 ASP (By:12/2023) Air Ongoing Navigation - - 53% Solutions 31/12/2022 Ltd. APO (By:12/2023) CDA (+CCD) techniques are fully in place. Completed ANSP (NATS) staff are trained in requirements/operation and operating airlines are aware of, and are fully committed to, CDA and CCD measures. EDINBURGH Reports regarding CDA and CCD performance are - 100% Airport 31/12/2013 provided monthly by NATS and this information is reported to, and discussed with operator's at quarterly Flight Operations and Safety Committee meetings. Such information / reports are also shared with local community groups via our regular airport newsletter.

Continuous Descent Operations (CDO) Timescales: ENV01 82% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 EGSS - London Stansted Airport -- 31/12/2023 ASP (By:12/2023) NATS has implemented CDA at a number of UK airports, Ongoing including Stansted, and delivers a module on the NATS - 78% techniques associated with its use as part of initial Air 31/12/2023 Traffic Controller training. APO (By:12/2023) Stansted Airport CDA techniques, monitoring of Completed STANSTED performance and feedback to the ANSP, implemented - 100% Airport 31/12/2006 pre-2007.

Collaborative Flight Planning Timescales: FCM03 85% Late Initial operational capability: 01/01/2000 Full operational capability: 01/01/2022 - -- 31/12/2024 ASP (By:01/2022) Implementation has been achieved by means of NATS Late stand-alone systems. Automation will also be achieved NATS upon the iTEC and DP en-route programme; For the - 85% 31/12/2024 Military Authority, IFPLID is utilised in all messages to ETFMS.

LSSIP Year 2020 United Kingdom 113 Released Issue Short Term ATFCM Measures (STAM) - Phase 2 Timescales: FCM04.2 100% Completed Initial operational capability: 01/11/2017 Full operational capability: 01/01/2022 - This is fully completed. UK FMP has been utilising STAM measures for a number of years. STAM measures are currently used in our operation to resolve hotspots in preference to the application of ATFCM regulations. STAM Procedures were developed and deployed, the local 30/12/2018 STAM system was validated and is now in operational use. STAM 2 procedures are also in operational use and all staff are fully trained and competent in their application. ASP (By:01/2022) This is fully completed. UK FMP has been utilising STAM Completed measures for a number of years. STAM measures are currently used in our operation to resolve hotspots in preference to the application of ATFCM regulations. NATS - 100% STAM Procedures were developed and deployed; the 30/12/2018 local STAM system was validated and is now in operational use. STAM 2 procedures are also in operational use and all staff are fully trained and competent in their application.

Interactive Rolling NOP Timescales: FCM05 78% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 01/01/2022 - -- 31/12/2021 ASP (By:01/2022) Interactive NOP (now Initial Network plan (INP)) has Completed now been introduced by the NM during Q4 2017 and Q1 NATS - 100% 2018. NATS has now developed the required 31/12/2018 procedures and carried out the relevant training. APO (By:01/2022) Airport Coordination Ltd (ACL) sends slot information for Ongoing the UKs Level 3 Coordinated Airports to the EUACAs UK Level 3 common database. This information is then sent daily Coordinated - 55% to DDR. 31/12/2021 Airports The integration of the AOP with the NOP is in progress and anticipated meeting the target date.

Traffic Complexity Assessment Timescales: FCM06 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - NATS utilises its Traffic Load prediction Device (TLPD) tool to monitor sector demand and evaluate traffic complexity. NATS has upgraded its current tools in order to future proof its 30/06/2000 operation. ASP (By:01/2022) NATS utilises its Traffic Load prediction Device (TLPD) Completed tool to monitor sector demand and evaluate traffic NATS - 100% complexity. NATS has upgraded its current tools in order 30/06/2000 to future proof its operation.

LSSIP Year 2020 United Kingdom 114 Released Issue Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 31% Late Initial operational capability: 01/11/2014 Full operational capability: 01/01/2019 - The UK is working towards meeting the requirements for TOD via an overarching AIM Project 31/12/2023 Plan. REG (By:01/2019) See CAA's comment. Late MIL - 13% Now due Dec 2023 31/12/2023 As part of the ADQ IR Project, in December 2018 UK CAA Late published CAP 1732 Aerodrome Survey Guidance for aerodrome operators and other data originators (including contracted activities) to support compliance with Regulation EU 139/2014, EU 73/2010 and ICAO Annex 4, Annex 11 and Annex 14.

CAP 1732 introduces specific UK guidance on data collection surfaces (eTOD PLUS) which was created on the basis of data collection areas and surfaces defined CAA - 92% by ICAO Annex 15 and EU 139/2014 as Electronic Terrain 31/12/2023 and Obstacle Data Areas (eTOD) 1-4.

CAP 1732 addresses all elements of the National TOD Policy. Additional information will also be provided in UK AIP (GEN 3.1.6, GEN 1.7 and ENR 5.4).

Sixteen CAP 1732 surveys already submitted to AIS (as at Nov 2020). Aerodrome operators required to deliver CAP 1732 surveys to AIS by 31/12/2023. ASP (By:01/2019) The CAA have published CAP 1732 as the UK guidance Late for Obstacles and Terrain Data. NATS AIS will only be responsible for management of Area 1,2,3,4 Obstacles as part of RP3 service, and 2,3,4 Terrain (no collection responsibility) and as part of RP3 roadmap, which also NATS - 40% covers management and distribution of datasets subject 31/12/2023 to additional agreements and funding above the current contract. See CAA's comment. Now due Dec 2023 A plan will be developed once the national TOD policy Late and implementation programme has been initiated. It is MIL - 0% not therefore expected that the compliance against this 31/12/2023 objective will be achieved until 31 December 2020. APO (By:01/2019) Plans are in place to ensure data is compliant apart from Late specific aerodrome related information, where the completion date is expected to be beyond that indicated All UK above, but is within the timeframe of Aerodromes - 0% Airports resurvey required to support Instrument Flight 30/09/2023 Procedure design review periods, as required by ICAO Doc 8126. A statement of compliance will be provided to the NSA at the appropriate time.

LSSIP Year 2020 United Kingdom 115 Released Issue Information Exchanges using the SWIM Yellow TI Profile Timescales: INF08.1 6% Ongoing Initial operational capability: 01/01/2018 Full operational capability: 01/01/2025 - - 01/01/2025 ASP (By:01/2025) Birmingham Ongoing Airport - - 18% Limited 31/12/2024 (BAL) Not yet NEWCASTLE - - 0% planned Airport - Projects are underway at NATS which involve the Ongoing internal exchange of data encoded in the exchange models to be used in SWIM, specifically AIXM, FIXM and IWXXM. To support these exchanges, there are also NATS projects involving the provision of integration layers and - 34% 31/12/2024 security infrastructure, including PKI, which supports a significant proportion of the SWIM Yellow Profile specification. To date, no projects have been kicked off to implement a fully conformant exchange. Gatwick Air Not yet Navigation planned - - 0% Solutions - Ltd ANSP MIL (By:01/2025) Not yet MIL Project not started WEF Dec 2018. - 0% planned - APO (By:01/2025) Not yet LONDON- No updates due to Covid-19. Will request further - 0% planned CITY Airport updates for LSSIP2021. - Not yet GLASGOW - - 0% planned Airport - Not yet EDINBURGH - - 0% planned Airport - Not yet BRISTOL No updates due to Covid-19. Will request further - 0% planned Airport updates for LSSIP2021. - Not yet MANCHESTE No updates due to Covid-19. Will request further - 0% planned R Airport updates for LSSIP2021. - Not yet STANSTED No updates due to Covid-19. Will request further - 0% planned Airport updates for LSSIP2021. - - Ongoing

LSSIP Year 2020 United Kingdom 116 Released Issue Heathrow received the certificate for the initial SWIM infrastructure mid-April 2018 from EUROCONTROL. It is therefore expected that we will be able to use the iSWIM (Network Manager B2B) messaging system to exchange messages for the AOP/NOP integration for the TTA VLD trails until their conclusion. The AFTN network is also being used for messaging. To explain further, we have implemented B2B web services to EUROCONTROL for the pDPI / TTA / API messages and have successfully HEATHROW used the certificates provided by EUROCONTROL NM as 31% 01/01/2025 Airport mentioned above. These are the de-facto Yellow SWIM components. We manage the certificates and loading onto the correct servers. We believe therefore that technically we comply with the Yellow SWIM profile principles, but have not yet migrated the other “Classic” DPIs onto the B2B service since they still flow via NATS and the AFTN. Migrating us onto the EUROCONTROL B2B platform (aka SWIM Yellow) will come with a new project and system upgrades and most likely this will be before the 2024 deadline We are not mandated under PCP therefore we have not Not yet begun to look at the implementation of information planned LONDON- exchange as yet. LUTON - 0% We are undergoing wide changes in our IT department Airport - at the moment and therefore this strategy will be reviewed again as soon as is practicable.

Aircraft Identification Timescales: ITY-ACID 30% Late Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - - 30/09/2024 ASP (By:01/2020) Late MIL See NATS' comments. - 45% 30/09/2024 NATS plans to achieve full compliance with the ‘ACID’ IR Late (EU) No 1206/2011 by delivering the final step to use Mode S Flight Identification in a staged manner as part of our programme to replace our main Flight Data processing systems. This is part of our ‘Deploying SESAR’ Programme to implement SESAR capabilities in line with our agreed priorities with our customers, which started NATS as part of our RP2 plan and extend into our RP3 plan. - 15% 30/09/2024 The first part of this implementation plans to achieve compliance for our Upper Airspace at Prestwick by October 2023 and at Swanwick (AC) by September 2024. NATS are currently re-planning deployment in Lower Airspace and the date is TBC. Impacts of Covid-19 plus the re-planning to include previous lessons learned are responsible for delay.

LSSIP Year 2020 United Kingdom 117 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 50% 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 - - 08/04/2024 REG (By:06/2017) The NSA introduced a policy in 2014 that stipulated Late requirements for new data to be ADQ IR compliant 18 months after publication. This policy was introduced and the 18 month period ended in Jan 2017. This deadline includes formal arrangements to be established. MIL - 10% MoD will be in a position to initiate compliance with ITY- 31/12/2021 ADQ-REG01/02/03/04 and ITY-ADQ- APO01/02/03/04/05 SLoAs. MoD is currently working alongside the State to establish a route to compliance; hence formal arrangements are in place. CAA - Late

LSSIP Year 2020 United Kingdom 118 Released Issue The CAA published policy and guidance on 8th July 2015 to facilitate compliance with the ADQ regulation. (CAP 1054 – currently under review, new edition to be published Jan 2021).

As part of the ADQ IR Project the UK CAA published CAP 1732 Aerodrome Survey Guidance for aerodrome operators and other data originators (including contracted activities) in December 2018 to support compliance with the Regulation EU 139/2014, EU 73/2010 and ICAO Annex 4, Annex 11 and Annex 14.

To provide data compliant with the aeronautical data quality requirements, Aerodrome Operators should deliver a full ADQ compliant survey including all of the elements detailed in this CAP. Aerodrome operators should review their IFPs within 5 months following the ADQ compliant survey.

To assist Aerodrome Operators in the preparation of the necessary evidence in order to demonstrate compliance with EU 139/2014 and EU 73/2010 during audits, the CAA has created a 5-year Transition Plan.

Aerodrome operators are required to deliver an ADQ- compliant survey before the date of their next scheduled 5-year Instrument Flight Procedure (IFP) 96% 31/12/2023 review at the latest. 31st December 2023 is the date when all data items in the AIP that are within the scope of the ADQ requirements are expected to be ADQ compliant. Sixteen CAP 1732 surveys already submitted to AIS (as at Nov 2020).

In addition to the above, ADQ requirements are reflected in other CAA documents e.g. CAP 1616 Airspace Change Process.

The CAA is verifying compliance with ADQ IR as part of the oversight of regulated parties and all non- compliances are raised as findings in audit reports

The UK AIS Provider complies with the regulation from 5th October 2018 with the introduction of the new AIM system and subsequent production of the first ADQ AIP (AIRAC 01/2019). In Jan 2019, the new Data Originators Portal was opened enabling ADQ IR compliant data to be submitted via a new web-based interface directly into the system.

The new AIM System introduced by the AISP is allowing data originators to annotate data that is not ADQ compliant. All non-compliant data items are listed in UK AIP (GEN 1.7). ASP (By:06/2017) NATS is fully ADQ compliant. The system gained Completed NATS approval from our Regulator and has been in full - 100% 05/10/2018 operation since 5/10/2018.

LSSIP Year 2020 United Kingdom 119 Released Issue The Defence Aeronautical Governance Team is now Late established and working with the CAA, MAA, Aerodrome Operators, Consulting Partners, and Mil AIS to produce the Policy Required to enable ADQ compliance. Part 1 MIL - 31% (Directive) will be imminently published, with Part 08/04/2024 (Guidance) following in 2021. Work still needs to be carried out with regards to Training and Support for Data Originators and Data Handlers. APO (By:06/2017) Plans are in place to ensure data is compliant apart from Late specific aerodrome related information, where the completion date is expected to be beyond that indicated All UK above, but is within the timeframe of Aerodromes - 10% Airports resurvey required to support Instrument Flight 31/12/2023 Procedure design review periods, as required by ICAO Doc 8126. A statement of compliance will be provided to the NSA at the appropriate time.

LSSIP Year 2020 United Kingdom 120 Released Issue Initial ATC Air-Ground Data Link Services Timescales: ITY-AGDL Entry into force: 06/02/2009 100% Completed ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - -- 05/02/2018 REG (By:02/2018) Project has delivered core DL Capability. Further FANS Completed development still ongoing. Whilst the UK AIP section is up to date, a revision may CAA be required in 2017 to reflect the adjusted deployment - 100% 31/10/2013 plan pertaining to any re-mediation fixes (both ground and avionics) that will affect the availability of the CPDLC service. ASP (By:02/2018) NATS implemented the full data link capability in line Completed with Implementing Rule (EC) No 29/2011 in October 2013 and was deemed to be compliant, however it was subsequently found that performance of the overall data link service did not fully meet requirements for all stakeholders. The SESAR Joint Undertaking (SJU) initiated a Work Package to investigate this. NATS led the consortium that carried out the investigation and the Final Report together with the Recovery Plan issued by the SESAR Deployment Manager are being used by stakeholders to inform the actions to be taken to NATS - 100% resolve the current difficulties and achieve the required 05/02/2018 performance by the 2018 deadline. No change needs to be made to the Data Link systems already implemented in NATS but changes are required to be made by the Communications Service Providers we use and they are in the process of making them. Please note that whilst we are already operating data link successfully we are taking a significant role within EASA RMG.0524 to ensure that everything that requires to be implemented is carried out in support of the whole Data Link service chain. MIL (By:01/2019) Completed MIL Military is compliant with data link services IR. - 100% 31/12/2009

LSSIP Year 2020 United Kingdom 121 Released Issue 8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 ITY-AGVCS2 100% Completed Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 - -- 31/12/2018 REG (By:12/2018) • Work is progressing with the required phased Completed implementation of 8.33kHz-capable radio equipage and frequency channelisation in accordance with the Regulation requirements. • All non-exempted frequnecy and ground stations have now been converted. CAA • 100% conversion of the eligible OPC frequency - 100% 31/12/2018 assignments achieved as of 31/12/2018 • 100% conversion of all eligible frequency assignments achieved as of 31/12/2018. The majority of assignments for which an exemption has been granted are planned to be converted between 2020 and 2025 (as reported to NM for the EC). Completed MIL See CAA's comment. - 100% 31/12/2018 ASP (By:12/2018) Completed NATS - - 100% 31/12/2018 Completed MIL See MIL-MIL comment - 100% 31/12/2018 MIL (By:12/2020) The MoD has plans in place to achieve this objective and Completed will advise both the NSA and EC of any instances where MIL - 100% it will not be able to comply with the dates laid down 31/12/2018 within the IR. APO (By:12/2018) The MoD has plans in place to achieve this objective and Completed will advise both the NSA and EC of any instances where MIL - 100% it will not be able to comply with the dates laid down 31/12/2018 within the IR. All APO SLoAs are partly completed but subject to Completed continued oversight by CAA personnel. CAA have begun All UK negotiations with operators of major airports in order to - 100% Airports 31/12/2018 determine plans for the conversion of their operational frequencies to 8.33kHz spacing.

LSSIP Year 2020 United Kingdom 122 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 41% Late All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - -- 31/12/2021 ASP (By:12/2014) See MIL-MIL comment. Late Capability provisions for Military are provided by NATS, MIL but there are certain elements for the Military that - 10% 31/12/2021 remain either as outstanding (Late) or that they currently have No Plan for. NATS had the capability to operate TCP/IP Message Completed Protocols using IPv6 in early 2011 so meeting this requirement. However, introduction to service with our various ANSP partners was largely dependent upon the availability of PENS, and so connectivity/operational NATS - 100% service was progressively established from January 2013 30/04/2011 onwards with the deadline extension provided for by the Transition Amendment Regulation (EU) No 283/2011 being used by some, each of which were captured in specific bi-lateral agreements. MIL (By:12/2014) Whilst the MoD is totally reliant on NATS to provide iTEC Not yet to replace the EDDUS system currently used for FMTP, planned there is currently No Plan to introduce FMTP exchange between military Units. Also, under the award of the Project MARSHALL MoD contract to Aquila ATM (NATS and Thales), that this will MIL also be the case for all military airfield ATSUs. Whilst - 0% there are currently No Plans, there remains a possibility - that RAF Northolt, embedded within the London Control Zone could be scoped for FMTP provision in the future by NATS as the radar operation is co-located in the London Terminal Control Operations room at Swanwick as aircraft there are directly connected to the Network.

LSSIP Year 2020 United Kingdom 123 Released Issue Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI 78% Late EHS and ADS-B Out in transport-type State aircraft : 07/12/2020 ELS in transport-type State aircraft : 07/12/2020 Ensure training of MIL personnel: 07/12/2020 Retrofit aircraft capability: 07/12/2020 - - 31/12/2021 REG (By:02/2015) The UK regulatory process makes provision for the Completed approval of such systems as and when an ANSP chooses to implement it.

CAA Note: NATS (NSL/NERL) is currently using some form of - 100% 31/03/2014 Surveillance data at sixteen airports. In addition to the sixteen airports mentioned above, there are another twenty seven UK airports/aerodromes that are using some form of Surveillance data. ASP (By:02/2015) All data supplies are fully compliant. Completed Our Safety Assessment covers the service we utilise and MIL - 100% is covered under our Safety Management System and 30/04/2014 submissions to our Regulator. NATS were already using All-purpose Data stream Completed NATS Replicators (ADR) operationally so many of these - 100% 30/04/2014 aspects had already been catered for. MIL (By:12/2020) The Military is fully committed to both the UK national Late and European Mode S equipage programmes. The MoD MIL reports 6 monthly to NATS and annually to the CAA with - 40% 31/12/2021 regards to the Mode S upgrade programme that it has implemented.

LSSIP Year 2020 United Kingdom 124 Released Issue RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 69% Ongoing One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - The UK published a Future Airspace Strategy (FAS) in 2011, setting out how UK airspace would be modernised over the next 20 years. The FAS was updated and superseded by the Airspace Modernisation Strategy (AMS) CAP 1711 in December 2018. AMS brings two large-scale airport implementation projects, namely, Future Airspace Strategy Implementation – South and North (FASI(S) and FASI(N)), together with the NATS London Airspace Modernisation Programme (LAMP). The combined projects plan to introduce new PBN routes and procedures across UK airspace and airports providing a systemised PBN environment. Whilst TMA developments have progressed at certain airports e.g., Bristol, Birmingham, London Gatwick, Doncaster- 01/01/2030 Sheffield and Newcastle the majority of major TMA re-development will take place under the FASI (S) and (N) projects. RNAV 1 is still the PBN specification of choice, although London Stansted successfully deployed RNP 1 and RF SIDs in 2017. The CAA’s 2020 Report on AMS can be found in CAP 2016. With the exception of the airspace change affecting arrivals into London Luton, due to Covid- 19, all major airport airspace developments are “paused”. Following the UK exit from the European Union, the UK will set its own timescales for airspace development according to the AMS and any future UK ATM regulation. REG (By:06/2030) Ongoing CAA - - 10% 01/01/2030 ASP (By:06/2030) NATS has active projects that will introduce P-RNAV Ongoing procedures co-incident with major airspace, or navigation infrastructure changes, as permitted by levels Manchester of aircraft equipage. TMA Re- NATS 77% Controllers are already familiar with RNAV and will be Developmen 31/12/2024 trained at unit level prior to P-RNAV procedures being t introduced. There are no current plans to implement RNAV at military aerodromes.

LSSIP Year 2020 United Kingdom 125 Released Issue RNP 1 in TMA Operations Timescales: Start: 07/08/2018 NAV03.2 19% Ongoing All SIDs and STARs per instrument RWY, at PCP airports: 25/01/2024 One SID and STAR per instrument RWY, where established: 25/01/2024 All SIDs and STARs per instrument RWY, where established: 06/06/2030 - As noted in NAV03.1, RNP 1 has been deployed on two SIDs at London Stansted. The CAA view is that RNP 1 is only required where the use of RF is included within the procedure design for either operational or environmental needs. Following the UK exit from the European Union, the UK will set its own requirements for 06/06/2030 airspace design in accordance with any future UK ATM regulation. Commission Implementing Regulation (EU) No. 716/2014 has been retained in UK law, but will likely be amended to reflect the new CP1 Regulation and the above-mentioned UK ATM Regulation. REG (By:06/2030) Ongoing CAA - - 10% 01/01/2030 ASP (By:06/2030) NATS are working with Heathrow, Manchester and Ongoing Stansted to develop RNP procedures in accordance with aircraft equipage and other airspace change. NATS - 39% Controllers may not be familiar with RNP but will be 06/06/2030 trained at unit level prior to RNP procedures being introduced. RNP 1 in TMA Operations is intrinsic to the recently Planned initiated NERL-led London Airspace Management Programme Phase 2 (LAMP2), which aims to fundamentally re-design SE UK airspace, including LTMA and airport arrival and departure routes. Work is at a very early stage but anticipates the development and implementation of airspace change in 2023/24 through Gatwick Air the creation of a collaborative NERL and London airports Navigation programme. Separately Gatwick is engaging with local - 0% Solutions 31/12/2023 communities through its Noise Management Board on Ltd ANSP potential changes to some departure and arrival routes, which may enable the early introduction of RNP1. This work is at a very early stage in development. Imposition of CAP1912 resulted in removal of RNAV routings for 30% of Gatwick 26L departures. This will significantly impact progress in this area and as such, some worsening of progress should be expected.

LSSIP Year 2020 United Kingdom 126 Released Issue RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 Instrument RWY ends without precision approach in EU SES States, at NAV10 Non-PCP airports: 03/12/2020 75% Late Instrument RWY ends served by precision approach (including PCP airports): 25/01/2024 Instrument RWY ends without precision approach in EU SES States, at PCP airports: 25/01/2024 - The UK continues to move forward with the introduction of RNP Approach Procedures to Instrument Runway Ends (IRE) in accordance with the ICAO Assembly Resolution A37-11 and the PBN IR (EU) 2018/1048.

As mentioned under NAV03.1, the scope of airports under the PBN IR was clarified by the EC in December 2020, although plans going forward are unclear. From the original scope of UK plans, there are 13 EASA aerodromes with 23 Non-precision instrument runway ends that are non-compliant as of 03 December 2020. 12 IRE relate to projects that have not been deployed and 13 IRE have deployed RNP APCH, but not all three lines of aerodrome operating minima. This is due to no operational or business requirement for the implementation of LNAV/VNAV. The CAA will look to support the airports in making a business decision regarding the deployment of further lines of minima.

The CAA has received Directions from the UK Secretary of State for Transport to prioritise the introduction of Approach with Vertical Guidance at aerodromes without approach air traffic services. Whilst outside of the scope of the PBN IR, it has had a knock-on effect on CAA resources, particularly IFP. 31/12/2024

The IFP resources available for deployment of Instrument Approach Procedures and the regulatory oversight of those proposals is still challenging; a plan is in place to assist with the issue, but the recruitment of skilled procedure designers in the current climate, is difficult.

In 2020, the UK has approved the use of SBAS for the vertical element of LNAV/VNAV procedures. The UK has also amended RNP APCH charts to reflect ICAO Circular 353 chart naming conventions.

Challenges still remain in extending APV to all runway ends in the UK. Although non-compliant with the ICAO Resolution and the PBN IR, the UK will continue to promote APV approaches as a means of improving safety where no 3D guidance exists or as resilience for existing ILS procedures.

REG (By:01/2024) The CAA applies the applicable regulatory instruments Ongoing CAA provided by EASA for both the airworthiness and - 70% 03/12/2021 operational approval. ASP (By:01/2024) MANCHESTE Late - - 23% R Airport 31/12/2024 NATS encourages and supports the development and Completed implementation of APV procedures. NATS provides NATS procedure design, safety assurance and Airspace Change - 100% 31/12/2013 Proposal services to several aerodromes and will assist others as and when contracted to do so. All UK Ongoing - - 10% Airports 03/12/2021 - - Completed

LSSIP Year 2020 United Kingdom 127 Released Issue GATWICK 100% 31/12/2019 Airport HEATHROW Completed - - 100% Airport 31/12/2019 STANSTED Completed - - 100% Airport 31/12/2019 Birmingham Completed Airport - - 100% Limited 31/12/2019 (BAL) BRISTOL Completed - - 100% Airport 31/12/2019 NEWCASTLE Completed - - 100% Airport 31/12/2019 GLASGOW Ongoing ASP01 ongoing - 75% Airport 31/12/2021 LONDON- Ongoing LUTON ASP 01 ongoing - 75% 31/12/2021 Airport Not EDINBURGH - - 0% Applicable Airport - Not LONDON- - - 0% Applicable CITY Airport - East Not Midlands Applicable - - 0% Internationa - l Airport Ltd

LSSIP Year 2020 United Kingdom 128 Released Issue ATS IFR Routes for Rotorcraft Operations

Not NAV12 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - There are no current plans to develop low-level IFR routes for rotorcraft. NATS already offers - suitably equipped rotorcraft direct routes when possible. REG (By:06/2030) Not CAA No plans for ATS IFR Helicopter Routes at the moment. - 0% Applicable - ASP (By:06/2030) Air Not Navigation Applicable - - 0% Solutions - Ltd. East Not Midlands Applicable - - 0% Internationa - l Airport Ltd Not NATS - - 0% Applicable -

LSSIP Year 2020 United Kingdom 129 Released Issue Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 86% Late Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - NATS works pro-actively with both the airport operators and the airlines at the airports at which it provides the ATC service to ensure that the appropriate parts of the European Action Plan for the Prevention of Runway Excursions are implemented. Any incidents of runway 30/06/2021 excursions are analysed and any lessons learned are promulgated across the NATS units for consideration at a local level where appropriate, thus this will remain living activity in terms of its development. REG (By:01/2018) Most of the Action plan, Part 3.6 recommendations Completed CAA have been implemented. Further work is required for - 100% 31/12/2016 3.6.5, 3.6.6, 3.6.7 and 3.6.9 ASP (By:12/2014) NATS have implemented the applicable measures of the Completed NATS Action Plan (Parts 3.1 to 3.3) and report through the - 100% 30/06/2013 appropriate mechanism. MOD have captured the required recommendations. Late Consultation between RAF Safety Centre and HQ Air MIL Battlespace Management in progress to establish which - 40% 30/06/2021 recommendations will be/have been implemented for MOD aerodromes considered in-scope. APO (By:12/2014) MOD have captured the required recommendations, Late many of which have already been incorporated at our larger aerodromes. Consultation between RAF Safety Centre and 11 Gp continues to establish the status of MIL other MOD aerodromes which may be out-of-scope. The - 40% 30/06/2021 intent is to have an Aerodrome Operator Working Group in Q2. The MAA may have a view on this and there will be an advantage in having this elevated at the MAA Operators' Council. Individual organisations have not been assessed for Late implementation of specific recommendations and at the time of publication of this Report were yet to be All UK confirmed. Many recommendations are captured either - 75% Airports 30/06/2021 by routine oversight or by specific work packages. Currently, this Objective only applies to Heathrow, Gatwick, Stansted and Manchester Airports.

LSSIP Year 2020 United Kingdom 130 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 - - 31/03/2015 ASP (By:12/2017) NATS introduced Direct Route Airspace (DRA) in the Completed Rathlin & Central sectors of Prestwick Centre airspace in March 2015. This has enabled airspace users to flight plan direct routes across the identified portion of NATS - 100% airspace. NATS does not have any current plans to 31/03/2015 expand upon this implementation of DRA. Instead NATS is concentrating its efforts on implementation of Free Route Airspace (FRA).

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 - -- 30/11/2010 ASP (By:01/2013) STCA is fully implemented at NATS en-route units and Completed accords with the principles of the EUROCONTROL specification. MIL - 100% For the Military Authority, STCA is provided through 30/11/2010 Future Military Area Radar Services (FMARS). Where services are provided at collocated ACCs, STCA is implemented. STCA is fully implemented at NATS en-route units and Completed accords with the principles of the EUROCONTROL specification. NATS - 100% For the Military Authority, STCA is provided through 31/01/1996 Future Military Area Radar Services (FMARS). Where services are provided at collocated ACCs, STCA is implemented.

LSSIP Year 2020 United Kingdom 131 Released Issue Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 - -- 31/12/2016 REG (By:12/2015) Commission Regulation (EU) No. 1332/2011 of 16 Completed December 2011, which lays down common airspace usage requirements and operating procedures for airborne collision avoidance (ACAS), states that all applicable aircraft shall utilise collision avoidance logic version 7.1 after 1 December 2015 Action has subsequently been taken to notify industry of the requirement and to amend aeronautical CAA publications accordingly. - 100% 01/12/2015 CAA have published an Information Notice IN-2015/095 to remind operators of this change. UK has agreed and granted short-term exemptions for a limited number of delivery flights that are non- compliant (but are V7.0 compliant). To date approximately three UK operators subject to V7.1 carriage exemptions pending equipage have been issued, valid to 31 Jan 2016. ASP (By:03/2012) Completed NATS Completed in 2012. - 100% 31/03/2012 The amendments of TCAS 7.1 do not change the Completed MIL controllers actions under RA 3235 and therefore all - 100% 10/12/2015 controllers are trained in the event of an ACAS RA. MIL (By:12/2015) All pilots are introduced to a basic collision warning Completed system during Elementary Flying Training, and will be further trained on TCAS II during Advanced Flying MIL - 100% Training. 31/12/2016 The MoD are now operating TCAS 7.1 on all State Transport Aircraft.

Implement enhanced tactical flow management services Timescales: FCM01 77% Late Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - -- 31/12/2024 ASP (By:07/2014) Of the two outstanding elements of FCM01, ASP06 is Late planned as part of the NATS Strategy with full implementation expected circa 2024. ASP01 is not NATS applicable as NATS are already providing standard data. - 77% 31/12/2024 There are no plans yet to inform NM of aircraft holding for ATFM purposes (ASP07), but it could be planned as part of the Future Centres Programme by circa 2024. For the Military Authority, Area Radar Units Completed. Completed For Military Terminal Units this portion is deemed as No MIL - 100% Plan and therefore the Military SLoA is deemed 31/01/2003 Completed.

LSSIP Year 2020 United Kingdom 132 Released Issue Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and ITY-COTR initial coordination processes: 27/07/2006 100% Completed For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 - -- 30/04/2015 ASP (By:12/2012) Aspects of this objective are covered by the current NAS Completed NATS - 100% Flight Data Processing System. 30/04/2015 MIL (By:12/2012) The UK MoD does not have current or future plans to Not implement ground-ground automated co-ordination Applicable processes between Military aerodromes and Military MIL Area Controllers. Following a briefing by MARSHALL on 2 - 0% December 2014 at the ATM Symposium, there are - currently no plans to provide any automated solution between terminal units and the Area Radar FDP system.

LSSIP Year 2020 United Kingdom 133 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 EGLC - London City Airport The contract to provide ATS at London City Airport from Swanwick Centre using Remote Tower 31/10/2021 Technology is nearing completion. Transition into full operational service planned for Q1 2021.

Enhanced traffic situational awareness and airport safety nets for the Not AOP15 vehicle drivers 0% Applicable Applicability and timescale: Local EGGW - London Luton Airport LLA does not currently have A-SMGCS, so the option for an interface between the 2 systems is - not available.

Guidance assistance through airfield ground lighting Not yet AOP16 0% Applicability and timescale: Local planned EGCC - Manchester Airport Objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and - Routing) is a pre-requisite for AOP16.

Guidance assistance through airfield ground lighting Not yet AOP16 0% Applicability and timescale: Local planned EGKK - London Gatwick Airport Objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and - Routing) is a pre-requisite for AOP16

Guidance assistance through airfield ground lighting Not yet AOP16 0% Applicability and timescale: Local planned EGLL - London Heathrow Airport Objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and Routing) is a pre-requisite for AOP16. HAL is using follow the greens not linked to A-SMGCS but - they are planning on implementing it.

Guidance assistance through airfield ground lighting Not yet AOP16 0% Applicability and timescale: Local planned EGSS - London Stansted Airport Objective AOP13 (Automated Assistance to Controller for Surface Movement Planning and - Routing) is a pre-requisite for AOP16.

Provision/integration of departure planning information to NMOC Not AOP17 0% Applicability and timescale: Local Applicable EGCC - Manchester Airport Not applicable for the airports that have deployed A-CDM or plan to deploy A-CDM in near - future.

LSSIP Year 2020 United Kingdom 134 Released Issue Provision/integration of departure planning information to NMOC Not AOP17 0% Applicability and timescale: Local Applicable EGGW - London Luton Airport This is not applicable to LLA as we already send ATC DPI messages to NMOC and receive FUM - messages from them.

Provision/integration of departure planning information to NMOC Not AOP17 0% Applicability and timescale: Local Applicable EGLL - London Heathrow Airport Not applicable for the airports that have deployed A-CDM or plan to deploy A-CDM in near - future.

Provision/integration of departure planning information to NMOC Not AOP17 0% Applicability and timescale: Local Applicable EGSS - London Stansted Airport Not applicable for the airports that have deployed A-CDM or plan to deploy A-CDM in near - future.

Runway Status Lights (RWSL) Not yet AOP18 0% Applicability and timescale: Local planned EGCC - Manchester Airport Not yet planned for Manchester -

Runway Status Lights (RWSL) Not yet AOP18 0% Applicability and timescale: Local planned EGLL - London Heathrow Airport Heathrow currently provides 100% guidance for aircraft through manual switching of airfield - ground lighting.

Runway Status Lights (RWSL) Not yet AOP18 0% Applicability and timescale: Local planned EGSS - London Stansted Airport Not yet planned for Stansted -

Multi-Sector Planning En-route - 1P2T Not yet ATC18 0% Applicability and timescale: Local planned - No current plans to implement this functionality before 2025. -

Enhanced AMAN-DMAN integration ATC19 0% Ongoing Applicability and timescale: Local - NATS have deployed an HMI that enables Terminal Control, Heathrow and Gatwick ATC to see shared AMAN-DMAN data. These are interim solutions and will be replaced as part of our 31/12/2025 improvement strategy.

Enhanced STCA with down-linked parameters via Mode S EHS ATC20 0% Completed Applicability and timescale: Local - 31/12/2009

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGBB - Birmingham Airport Birmingham Airport has had a strong focus on environmental performance for many years and has mature environmental mitigation measures in place and a high degree of inter agency co‐ operation to minimise environmental impact both on the ground and within Birmingham 31/12/2013 controlled airspace. The airport is always mindful of new environmental initiatives. Its open reporting of environmental impact with both partner and community organisations continues.

LSSIP Year 2020 United Kingdom 135 Released Issue Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGCC - Manchester Airport NATS is committed to reducing ATM environmental impact and has in place a large programme of activity to deliver its ambitious environmental targets. In addition to our internal programme of airspace and operational environmental efficiency, NATS plays an active role in Manchester Airports Collaborative Environmental Management Group. NATS is working collaboratively with the airport to review and improve airspace and procedure design to reduce noise, fuel burn and emissions. 31/12/2014 Environmental aspects of flight operations have been a focus of existing collaborative forums for several years, largely focused on noise, track and CDA. This approach was enhanced with the commencement of formal CEM at the beginning of 2010. The CEM group continues to provide the focus for a variety of environmental and operational initiatives including forthcoming airspace changes and the roll-out of the Sustainable Aviation Departures code of practice.

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGGD - Bristol Airport NATS works closely with the airport operator and airlines at Bristol to identify and deliver opportunities for CEM. NATS is working collaboratively with the airport to review and improve 31/12/2015 airspace and procedure design to reduce noise, fuel burn and emissions.

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGGW - London Luton Airport NATS works closely with the airport operator to devise the appropriate plans required to support CEM. NATS is working collaboratively with the airport and airlines to review and improve airspace and procedure design to reduce noise, fuel burn and emissions. 31/12/2015 Various groups with various stakeholders are used to progress and mitigate impacts of noise as part of the environmental impact of air traffic procedures.

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGKK - London Gatwick Airport In March 2018, GAL introduced an agenda item ‘CEM’ at the long-standing Flight Operations Performance and Safety Committee proposing that the committee is a suitable CEM forum as it already collaboratively addresses safety, operational issues such as de-icing and weather 30/06/2019 preparedness, and noise abatement measures. We proposed regularly discussing emissions related measures and abatement. During 2018 and 2019 the FLOPSC discussed GAL carbon foot-printing data, reduced engine taxiing and electric vehicle infrastructure.

LSSIP Year 2020 United Kingdom 136 Released Issue Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGLC - London City Airport NATS plays an active role in promoting environmental best practice across the aviation industry including at London City. NATS is working collaboratively with the airport to review and improve airspace and procedure design to reduce noise, fuel burn and emissions.

London City Airports Environmental Management Programme forms part of the Section 106 Planning Agreement with the London Borough of Newham. As part of the Agreement, the systems and processes in place to mitigate environmental impacts are reported back annually to the Local Authority and made available publicly. As part of the Section 106 Agreement, London City is required to implement the following measures: a) Air Quality Strategy; 31/12/2015 b) Noise & Track Keeping management scheme; c) Airline Penalty and credits system; d) Wake Turbulence studies and monitoring; e) Noise Complaints Scheme; f) APU Control; g) Restricted operating hours (daily closure 2230-0630 and 24 weekend closure period).

In order to ensure that London City continually progresses its environmental programme, it has committed through an updated (2009) legal planning agreement with Newham Council, to a range of monitoring and mitigation strategies and action plans. These actions are being reviewed and updated in order to be published in 2016.

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGLL - London Heathrow Airport Heathrow Airport have installed a formal CEM database and NATS is a principal partner in the successful delivery of this project. NATS is committed to reducing ATM environmental impact and has in place a large programme of activity to deliver its ambitious environmental targets. In addition to our internal programme of airspace and operational environmental efficiency, NATS plays an active role in 31/12/2014 Heathrow Airport's adoption of A-CDM and other collaborative groups on operational and environmental efficiency. NATS is working collaboratively with the airport and airlines to review and improve airspace and procedure design to reduce noise, fuel burn and emissions.

LSSIP Year 2020 United Kingdom 137 Released Issue Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGNT - Newcastle Airport Regular meetings of the Airline Technical Committee (ATC) - comprising ATC staff and Newcastle based airline captains - take place and environmental issues are raised at each meeting, with feedback provided to the airlines on track keeping and noise complaints. ATC staff Chair these meetings. CDAs discussed and implemented largely from discussions with airlines in this forum. Noise monitoring and track keeping performance information are discussed with Airlines at the ATC meetings. Noise monitoring equipment, along with Air Traffic control radar recordings, are used to investigate noise complaints/issues and provide information that is discussed with airlines. A new noise and tracking keeping system has recently been installed (2013) and will 31/01/2009 enable aircraft profiles to be tracked with greater accuracy. Newcastle International Airport Limited (NIAL) have a dedicated polluted water system, which manages all surface water run-off from the airfield. All areas which are subject to de-icing are drained to a series of lagoons to capture and hold the polluted water. Continuous water monitoring, through the use of Total Organic Carbon (TOC) monitors, determine whether the water is discharged to the foul sewer or surface water. Procedures are in place for the systems operation. The Environmental Adviser carries out training, through tool box talks and team briefs, to operational staff such as Engineers, Fire Service and Air Traffic.

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGPF - Glasgow Airport NATS, the airport operator and airlines work closely to deliver improvements in operational efficiency. Glasgow is committed to reducing environmental impacts through their Airport Sustainability 31/12/2015 Strategy. The Airport, NATS and airlines are collaboratively working to review and improve airspace and procedure design to reduce noise, fuel burn and emissions.

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGPH - Edinburgh Airport NATS, the airport operator and airlines work closely to deliver improvements in operational efficiency. NATS is working collaboratively with the airport and airlines to review and improve airspace and procedure design to reduce noise, fuel burn and emissions. 31/12/2016 Edinburgh is actively working with the ANSP and airlines to control environmental impact, although no formal agreements are currently in place.

Airport Collaborative Environmental Management ENV02 0% Completed Applicability and timescale: Local EGSS - London Stansted Airport NATS, the airport operator and airlines work closely to deliver improvements in operational efficiency. NATS is working collaboratively with the airport and airlines to review and improve 31/12/2013 airspace and procedure design to reduce noise, fuel burn and emissions.

LSSIP Year 2020 United Kingdom 138 Released Issue Continuous Climb Operations (CCO) ENV03 0% Ongoing Applicability and timescale: Local EGBB - Birmingham Airport PBN SIDs already implemented for departures to the south from runway 33. and where possible CCO is given provided until the aircraft is transferred to London control. PBN SIDs have been designed and are due to be implemented for departures to the south from runway 15 in the second half of 2020.

PBN SIDs already implemented for departures to the north from runway 33 and 15, and where 31/12/2021 possible CCO is provided until the aircraft is transferred to Scottish control.

Birmingham Airport is currently undergoing an upgrade of its Noise and Track-keeping System, following this upgrade its intended that CCOs will be monitored. BHX airport did not respond to the 2020 LSSIP calls in-time due to Covid-19 related staff shortages. All deadlines have been postponed by a year.

Continuous Climb Operations (CCO) Not yet ENV03 0% Applicability and timescale: Local planned EGCC - Manchester Airport Currently at the pre-planning stage. The timescale for the implementation of PBN SIDs at Manchester is entirely dependent upon the progress of the Prestwick Lower Airspace Systemisation project (PLAS). The ability to routinely monitor and report CCO performance and - provide feedback to aircraft operators already exists within the airport NTK monitoring systems. Currently at the pre-planning stage.

Continuous Climb Operations (CCO) Not ENV03 0% Applicability and timescale: Local Applicable EGGD - Bristol Airport Will be addressed as a component of Bristol Airports new master planning process. -

Continuous Climb Operations (CCO) Not ENV03 0% Applicability and timescale: Local Applicable EGGW - London Luton Airport We have a 5 year program to deliver PBN on all departure routes, although due to the complexity of the LTMA designing departures routes to enable CCO is extremely difficult because of the multiple interactions across the terminal area. - We are working with the ANSP to facilitate the introduction of efficient PBN routes that will allow a higher percentage of continuous climb than is achieved today.

Continuous Climb Operations (CCO) ENV03 0% Planned Applicability and timescale: Local EGKK - London Gatwick Airport CCO is intrinsic to the design concepts of the recently initiated NERL-led London Airspace Management Programme Phase 2 (LAMP2), which aims to fundamentally re-design SE UK airspace, including LTMA and airport arrival and departure routes. Work is at a very early stage 31/12/2024 but anticipates the development and implementation of airspace change in 2023/24 through the creation of a collaborative NERL and London airports programme.

LSSIP Year 2020 United Kingdom 139 Released Issue Continuous Climb Operations (CCO) ENV03 0% Completed Applicability and timescale: Local EGLL - London Heathrow Airport CCO operations at Heathrow commenced in 2013. Heathrow reports on and is able to monitor CCO. Parameters can be changed flexibly if required within the Noise and Track Keeping System (ANOMS). Measurement criteria exist and compliance is measured but Heathrow cannot control the compliance due to airspace limits. CCO operations are dependent on local airspace around Heathrow. When the stacks are empty then CCO compliance increases and vice versa when they are full. 31/12/2013 NATS facilitate CCO where they can and airlines never refuse an opportunity for a CCO departure. As part of LAMP (Airspace change programme) it is necessary to design an airspace that provides maximum efficiency and maximum respite to allow CCO to be applied at all times at Heathrow.

Continuous Climb Operations (CCO) ENV03 0% Completed Applicability and timescale: Local EGNT - Newcastle Airport Newcastle has 3 RNAV SID's implemented and 70% of our departures use these. They have continuous climb to FL80 and generally achieve much more than this.

30/06/2019 Newcastle now monitors approaches for CDO's and feeds data back to the airlines through the airline technical committee.

Continuous Climb Operations (CCO) Not ENV03 0% Applicability and timescale: Local Applicable EGNX - Nottingham East Midlands Airport East Midlands transfer the departures to the Area Centres passing 2500' for them to then climb - them further beyond the SID levels.

Continuous Climb Operations (CCO) ENV03 0% Completed Applicability and timescale: Local EGPF - Glasgow Airport CCOs currently in place with targets for airlines and being monitored and reviewed at Flight Operators Committees.

We work closely with our ANSP NATS to understand how the airport can improve. Glasgow has 31/12/2019 some unique terrain on the approach to Runway 23 which makes it more difficult for aircraft to complete a CDA therefore NATS work with the airlines to understand the best CCO profile achievable. Glasgow continues to strive to further improve CCO achievement as part of the UK- wide Sustainable Aviation CDO campaign.

LSSIP Year 2020 United Kingdom 140 Released Issue Continuous Climb Operations (CCO) ENV03 0% Ongoing Applicability and timescale: Local EGPH - Edinburgh Airport New PBN SIDs have been designed and we are in the second stage of consultation. Co- ordination activities include working with NERL and our airline customers to prepare for implementation in March 2018. Performance monitoring will be in place and reviewed after implementation, throughout 2018. We are working with airline partners to support implementation and CCO performance.

At the start of Nov 18 the CAA rejected Edinburgh Airspace Change Proposal. This would have introduced the following in Feb 19: 30/03/2022 • RNAV1 SIDs replacing all existing SIDs • Omni Directional Departure procedures for non-RNAV1 departures • RNAV1 arrival transition for aircraft arriving from west and south • RNAV instrument approach procedures • RNAV5 STARs replacing all existing STARs Edinburgh Airport expects to submit a revised ACP during 2019. A planned implementation date has not yet been agreed.

Continuous Climb Operations (CCO) ENV03 0% Completed Applicability and timescale: Local EGSS - London Stansted Airport We have been monitoring since 2013, they are reported at various community and operational forums. We measure CCO from surface to 10,000 feet with any level segments of 2 NM or greater is considered a non-CCO. The minimum height variation within this 2 NM segment is 75 31/12/2013 foot or greater. We regularly feedback to our ANSP and en-route ANSP all CCO data. Part of LAMP Phase 1A was moving Detling (DET) departures on to the Clacton route to facilitate CCO.

LSSIP Year 2020 United Kingdom 141 Released Issue 6. Annexes

A. Specialists involved in the ATM implementation reporting for United Kingdom

LSSIP Co-ordination LSSIP Focal Points Organisation Name

LSSIP National Focal Point Civil Aviation Authority Craig KING and Markos KALLIAS LSSIP Focal Point for NSA/CAA Civil Aviation Authority Craig KING and Markos KALLIAS Matt CLAYDON LSSIP Focal Point for ANSP Civil Aviation Authority Craig KING and Markos KALLIAS LSSIP Focal Point for Airport Civil Aviation Authority Craig KING and Markos KALLIAS LSSIP Focal Point for Military Civil Aviation Authority Craig KING and Markos KALLIAS

Other Focal Points Organisation Name

Focal Point for NETSYS NATS Mark Witherington Focal Point for SUR NATS Philip Worgan Khalid Elseed

LSSIP Year 2020 United Kingdom 142 Released Issue B. National stakeholders organisation charts

An overview of the UK Organisation to Manage Related EATM Matters is shown below.

Responsible Ministry Civil Aviation Authority/ Provider of Civil Air Traffic Military Authority Administration Services Department for Civil Aviation Authority (CAA) NATS Defence Airspace and Air Transport (DfT) Traffic Management (DAATM)

Great Minster House Aviation House 4000 Parkway Aviation House 76, Marsham Street Gatwick Airport South Whiteley, Fareham Gatwick Airport South London West Sussex Hampshire West Sussex SW1P 4DR RH6 0YR PO15 7FL RH6 0YR

Provisional Council: Provisional Council: Rannia.Leontaridi Rob BishtonGroup Director Director General Civil Safety and Aviation Airspace Regulation (SARG)

Civil Military Stakeholder Civil Military Stakeholder Committee (CMSC) :Harry Daly Committee (CMSC) :Jevon International CNS/ATM Snell Implementation Lead (Airspace, ATM and Aerodromes) (SARG) Director International Affairs

LSSIP Year 2020 United Kingdom 143 Released Issue C. Implementation Objectives’ links with other plans

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

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

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

ITY-ACID - Aircraft identification - - - - SO8/2 - EAI 6.1.1 ITY-AGDL - Initial ATC air-ground data COMI B0/4 SO4/1 - 6.1.3 RMT.0524 AM-1.1 EAI link services COMI B1/2 SO8/3 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground - - - - SO8/1 - EAI Voice Channel Spacing below FL195 ITY-SPI - Surveillance performance ASUR B0/1 RMT.0679 SO8/3 - - - EAI and interoperability ASUR B0/3 RMT.0519 SO8/4 APTA B0/1 APTA NAV10 - RNP Approach Procedures 1.2.1 RMT.0639 #103 B1/1 SO6/5 - AATS to instrument RWY 1.2.2 RMT.0445 NAVS B0/2 NAV11 - Precision Approach using #55 - NAVS B1/1 - - - HPO GBAS CAT II/III based on GPS L1 AOM13.1 - Harmonise OAT and GAT - - - - SO6/2 - OANS handling AOP11 - Initial Airport Operations #21 2.1.4 NOPS B1/3 - SO6/2 - HPAO Plan

LSSIP Year 2020 United Kingdom 144 Released Issue AOP17 – Provision/integration of DPI #61 - NOPS B0/4 - - - HPAO to NMOC SO2/3 5.1.2 SO2/4 COM12 - NewPENS - COMI B1/1 - - EAI 5.2.1 SO8/3 SO8/4 SO4/2 FCM03 - Collaborative flight planning - 4.2.3 NOPS B0/2 - SO5/1 AM-1.14 OANS SO5/6 SO4/3 FCM04.2 - STAM phase 2 #17 4.1.2 NOPS B1/1 - AM-1.11 OANS SO5/4 SO2/1 4.2.2 SO2/2 FCM05 - Interactive rolling NOP #20, #21 NOPS B1/2 - AM-1.12 OANS 4.2.4 SO2/3 SO2/4 FCM06 - Traffic Complexity SO4/3 #19 4.4.2 NOPS B1/4 - AM-1.13 OANS Assessment SO5/4 FCM09 - Enhanced ATFM Slot #56 - NOPS B1/7 - SO6/1 - OANS swapping 5.1.3, 5.1.4, SO2/4 5.2.1, 5.2.2, AMET B2/4 INF08.1 - Information Exchanges SO2/5 #35, #46 5.2.3, 5.3.1, DAIM B2/1 - AM-1.5 EAI using the SWIM Yellow TI Profile SO5/2 5.4.1, 5.5.1, SWIM B3/1 SO5/5 5.6.1 5.1.3, 5.1.4, INF08.2 - Information Exchanges #28, SWIM B3/1, TBO SO5/2SO5 5.2.1, 5.2.2, - AM-9.1 EAI using the SWIM Blue TI Profile #46 B3/1 /5 5.2.3, 5.6.2 INF07 - Electronic Terrain and DAIM B1/4 RMT.0703 - 1.2.2 SO2/5 - EAI Obstacle Data (e-TOD) DAIM B1/4 RMT.0722 DAIM B1/7, AMET INF09 - Digital Integrated Briefing #34 - SO2/5 - EAI B1/4 ITY-ADQ - Ensure quality of RMT.0722 aeronautical data and aeronautical - 1.2.2 - SO2/5 - EAI RMT.0477 information

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LSSIP Year 2020 United Kingdom 145 Released Issue #12, #71, AOP14 – Remote Tower Services - RATS B1/1 RMT.0624 - - HPAO #52, #13

AOP04.1 - A-SMGCS Surveillance #70 2.2.1 SURF B0/2 MST.029 SO6/6 - HPAO (former Level 1) AOP04.2 - A-SMGCS RMCA (former - 2.2.1 SURF B0/3 MST.029 SO6/6 - HPAO Level 2) ACDM B0/2 2.1.1 AOP05 - Airport CDM #106 NOPS B0/4 - SO6/4 - HPAO 2.1.3 RSEQ B0/2 AOP10 - Time Based Separation #64 2.3.1 WAKE B2/7 - SO6/5 - HPAO AOP12 - Improve RWY and Airfield 2.1.2 safety with CATC detection and #02 SURF B1/3 MST.029 SP6/6 - HPAO 2.5.1 CMAC AOP13 - Automated assistance to #22 Controller for Surface Movement 2.4.1 SURF B1/4 MST.029 SO6/6 - HPAO #53 planning and routing AOP15 - Safety Nets for vehicle #04 - SURF B2/2 MST.029 - - HPAO drivers AOP16 - Guidance assistance through #47 - SURF B1/1 MST.029 - - HPAO airfield lighting

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

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

ATC19 - Enhanced AMAN-DMAN SO6/5 #54 - RSEQ B2/1 - - AATS integration SO4/1 ENV01 – Continuous Descent - - APTA B0/4 - SO6/5 - AATS Operations ENV02 – Airport Collaborative ------HPAO Environmental Management ENV03 – Continuous Climb - - APTA B0/5 - SO6/5 - AATS Operations RMT.0639 NAV03.1 – RNAV1 in TMA Operations #62 - APTA B0/2 SO6/5 - AATS RMT.0445

LSSIP Year 2020 United Kingdom 146 Released Issue 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations #09, #51 APTA B1/2 SO6/5 - AATS 1.2.4 RMT.0445 MST.007 SAF11 - Improve runway safety by - - - RMT.0570 - - HPAO preventing runway excursions RMT.0703 AOM19.1 - ASM tools to support A- SO3/2 #31 3.1.1 FRTO B0/2 - AM-1.8 OANS FUA SO3/3 AOM19.2 - ASM management of real- FRTO B1/3 SO3/2 #31 3.1.2 - AM-1.8 OANS time airspace data NOPS B1/5 SO3/3 AOM19.3 - Full rolling ASM/ATFCM NOPS B1/5 SO3/2 #31 3.1.3 - AM-1.8 OANS process and ASM information sharing FRTO B1/3 SO3/3 AOM19.4 – Management of Pre- NOPS B1/6 SO3/2 #31 3.1.4 - - OANS defined Airspace Configurations FRTO B1/4 SO3/3 AM-1.6 3.2.1 SO3/1 AOM21.2 - Free Route Airspace #33, #66 FRTO B1/1 - AM-1.10 AATS 3.2.4 SO3/4 AM-5.1 SO3/1 AM-1.15 ATC12.1 - MONA, TCT and MTCD #27, #104 3.2.1 FRTO B1/5 - AATS SO4/1 AM-5.1 ATC15.1 - Initial extension of AMAN - 1.1.2 - - SO4/1 - AATS to En-route ATC15.2 - Extension of AMAN to En- RSEQ B1/1 #05 1.1.2 - SO4/1 AM-1.3 AATS route NOPS B1/8 ATC17 - Electronic Dialog supporting SO3/1 - 3.2.1 - - AM-1.3 AATS COTR SO4/1 ATC18 - Multi Sector Planning En- AM-4.3 #63 - FRTO B1/6 - SO4/1 AATS route – 1P2T AM-5.1 ITY-FMTP - Apply a common flight - - - - SO8/3 AM-1.3 EAI message transfer protocol (FMTP) SNET B0/1 SNET B0/2 ATC02.8 - Ground based safety nets - 3.2.1 - SO4/1 - AATS SNET B0/3 SNET B0/4

LSSIP Year 2020 United Kingdom 147 Released Issue ATC02.9 - Enhanced STCA for TMAs #60 - SNET B1/2 MST.030 SO4/1 - AATS

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

LSSIP Year 2020 United Kingdom 148 Released Issue D. SESAR Solutions implemented in a voluntary way2

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

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

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

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

LSSIP Year 2020 United Kingdom 149 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify used for CATII/III operations as long as the runway is CATII/III qualified.

The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses Aeronautical the IEEE 802.16 (WiMAX) standard. Designed to mobile airport operate in reserved (aeronautical) frequency #102 communi- N N bands, AeroMACS can be used for ANSPs, cation system airspace users and airport authority (AeroMACS) communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP). The Iris Precursor offers a viable option for ATS datalink using existing satellite technology Air traffic systems to support initial four-dimensional services (ATS) (i4D) datalink capability. The technology can be #109 N N datalink using used to provide end-to-end air–ground Iris Precursor communications for i4D operations, connecting aircraft and air traffic management ground systems. The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ADS-B ground system by outside agents. These surveillance of techniques can also be used to cope with #110 aircraft in Y N/A malfunctioning of avionics equipment. SESAR flight and on has contributed to the relevant standards, such the surface as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications.

LSSIP Year 2020 United Kingdom 150 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of validated data items into the WAM channel, thereby preventing a need to re-interrogate the Composite data item. #114 Surveillance Y N/A Since the two surveillance layers share ADS-B / WAM hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept. The SESAR Solution PJ14.02.06 (“AeroMACS integrated with ATN, Digital Voice and Multilink”) builds upon Solution #102 AeroMACs (AeroMACS) published in the SESAR 1 integrated catalogue. PJ.14-02-06 with ATN, N N AeroMACS is part of the Future Communication Digital Voice Infrastructure supporting the Airport Surface and Multilink Component and is reflected within the ICAO Global Air Navigation Plan (GANP) and the ICAO Communication Roadmap in the GANP. Alternative-Position, Navigation and Timing (A- PNT) is the technological enabler related with the need to introduce ground and airborne systems that can support currently defined and standardized PBN and other CNS-based RNP1 operations and provide a backup with the reversion PJ.14-03-04 required level of performance in case of N N based on degradation and absence/loss of GNSS. DME-DME According to the existing regulations, RNP1 navigation integrity requires the use of GNSS positioning. Therefore, the GNSS loss may become a critical issue for the design of TMA airspace complying with PBN-IR.

LSSIP Year 2020 United Kingdom 151 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify

Target times (TT) shall be applied to selected flights for ATFCM purposes to manage ATFCM at the point of congestion rather than only at departure. Where available, the target times of arrival (TTA) shall be derived from the airport operations plan (AOP). TTAs shall be used to support airport arrival sequencing processes in the en-route phase. Calculated NM's systems shall be able to adjust CTOTs take-off time based on refined and agreed TTAs at the #18 (CTOT) and destination airport; TTAs shall be integrated Y N/A target time of into the AOP for subsequent refinement of the arrival (TTA) NOP. Flight data processing systems may need to be adapted in order to process downlinked trajectory data (ADS-C EPP). In a first step, NM system will transmit calculated target times (TT) at the most penalising regulation reference point in addition to CTOT to all concerned users. Those users should manage this new feature so potential system upgrades should be foreseen. Airspace Users are allowed to change among themselves (via the pre-departure User-driven management process in CDM airports) the prioritisation priority order of flights in the pre-departure #57 process sequence. The departure time will be N N (UDPP) automatically communicated/coordinated with departure the Network Management Function (NMF) via the DPI message as described in the A-CDM concept. Europe’s vision to achieve high-performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that AOC data aircraft can fly their preferred trajectory while increasing minimising constraints due to airspace and #67 trajectory service configurations. SESAR has introduced an Y N/A prediction early version, which makes use of flight accuracy planning data sourced from airline operational control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan

LSSIP Year 2020 United Kingdom 152 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify solution and flight and flow information for a collaborative environment (FF-ICE).

Some elements of AOP/NOP information are important to consider in AU flight planning in order to better align AU and NM trajectories, improve AU fuel prediction and support target times management. These elements are: • The departure taxi time • The planned departure runways Collaborative • The planned SID. network With the implementation of airport CDM PJ.09-03-02 N N management procedures, NM receives from most of the functions major airports up-to-date and reliable information in DPI messages and updates much more dynamically than the FOC this information in its planned trajectory thanks to live information received from airports. Therefore, this solution defines new information flows for AUs to consider same information as NM related to the departure phase of the flight. The purpose of the Sub-regional Demand Capacity Balancing (DCB) Service (Supporting Sub-regional the DCB capability within the ICAO Global Demand Concept) is to facilitate an improved usage of PJ.15-01 Capacity N N the airspace at the sub-regional level, through Balancing enhanced planning and consequently more Service appropriate tactical intervention in support of AU and AO operations. The SWIM-TI Purple Profile (PP) consists of open standards based on reliable and secure SWIM SWIM TI technical infrastructure enabling the purple profile integration of the aircraft into the SWIM for airground network, thus giving it access to air/ground PJ.17-01 N N advisory SWIM services (e.g. uplink and downlink of information meteorological and aeronautical information). sharing It will enable operational applications to uplink meteorological and aeronautical information using SWIM, as well as downlink (e.g. aircraft

LSSIP Year 2020 United Kingdom 153 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify provided meteorological observations) of information using SWIM.

This objective provides digital AIS data, in particular Digital NOTAM (encoded as “events” in AIXM format), and digital MET data (METAR, TAF, SIGMET in the ICAO iWXXM format) to pilots and dispatchers in the form of digital briefing products and services, which are merged (joint) with the geographical and planned flight trajectory information, and Digital presented (visualised) in a graphical way. #34 integrated N N The digital integrated briefing is currently briefing targeted for ground use (FOC/WOC, pre‐flight briefing rooms and ARO offices). Some enablers (Digital NOTAM and digital MET data) support the use in the cockpit, in all phases of flight, while enablers for transmission into the cockpit are not yet mature (see IS‐0206 Digital Integrated Briefing during flight execution phase). The Common Service for Aeronautical Information Management significantly reduces the overall cost of providing AIM services by using a common, managed service instead of operating numerous individual national systems. Instead of duplicating aeronautical information and manually updating the Static aeronautical information in different Ground PJ.15-10 aeronautical N N Systems, the Common Service for Aeronautical data service Information Management offers a means of maintaining and validating the aeronautical information once and centrally. The ground systems will have to replace their legacy data storage by an interface based on SWIM allowing direct access to quality assured and consistent aeronautical information.

LSSIP Year 2020 United Kingdom 154 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Aeronautical Digital Map Common Service (COSER) provides users the capability to retrieve graphical representation of aeronautical data/information. The output is a standardized/harmonised graphic information that can be retrieved by individual requests demanding specific geographical areas. The retrieval can be performed using regular Aeronautical internet protocols or through SWIM services. PJ.15-11 digital map N N Instead of having to perform the rendering of service aeronautical information as a visualisation in a GIS viewer or aeronautical map over and over again for different systems, generating tremendous development efforts and potentially diverging and unharmonized representations that could potentially lead to safety risks, a harmonized visualisation for different use-cases can be provided centrally. The Aeronautical Dataset Service supports the provision of the aeronautical information product digital data set as defined by ICAO Annex 15: AIP data set, Obstacle data set, Terrain data set, Airport mapping data set, Aeronautical Instrument flight procedure data set. Providing information dataset in digital format will improve the PJ.18-04a management consistency and quality of the data and enhance N N (AIM) the exchange of information. The Aeronautical information Dataset Service will also help service providers meet the requirements for the provision of digital dataset information required by ICAO. The service is created fully in line with the requirements and guidelines defined in the EUROCONTROL SWIM Specifications. This solution addresses the provision of local MET information to airports and considers the use of existing sensors and MET capabilities for the measurement and generation of MET data. The Glide Wind Profile has been developed as Meteorologic the provider of glide wind data to the Ground PJ.18-04b- al (MET) Weather Management System (GWMS) using N N 01 information- mature sources like Radar and Lidar sensors. GWMS The purpose is to enhance separation procedures based on the collected wind data. The METForTAM is an information service that provides enhanced local MET information (e.g. METEO forecasts and observations) to a specific airport (airport operational centre, APOC). The

LSSIP Year 2020 United Kingdom 155 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify developed capability and information service aim at enhancing MET data provision capabilities in order to improve the accuracy and timely delivery of expected Meteorological conditions at an airport.

Cb-global capability uses data from geostationary satellites to detect, track, and nowcast thunderstorms in order to provide Meteorologic pilots an overview of the current weather al information hazard situation beyond the limited view of the PJ.18-04b- (MET) on-board radar. It is relevant for the upper N N 02 services-Cb- airspace en-route and enables a pilot to global strategically plan a safe and smart flight route around the thunderstorms well ahead in time instead of flying tactical manoeuvres and searching for gaps between the thunder cells.

Continuous Progressive implementation of procedures for descent Continuous Descent Operations (CDO) and #11 operations Continuous Climb Operations (CCO) in higher Y N/A (CDO) using density traffic or to higher levels, optimised for point merge each airport arrival/departure procedure Use of data link communications between the Tower Controllers and the flight crew during D-TAXI service surface movement. for controller- It is based on the D-TAXI service from the CPDLC pilot datalink #23 application, as standardised by RTCA N N communicatio SC214/EUROCAE WG78 (DO-350 & DO-351). It ns (CPDLC) also includes the access to this service for end application users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility Virtual block operations and enhance controllers’ situational control in low awareness. Virtual Stop Bars can be used by the #48 visibility controller to reduce block-sizes once N N procedures procedural control applies. Additional (LVPs) controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog).

LSSIP Year 2020 United Kingdom 156 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify This new procedure design builds upon Point merge precision navigation technology (P-RNAV in complex concept) for merging traffic into a single entry #107 Y N/A terminal point, which allows efficient integration and airspace sequencing of inbound traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) sectors Arrival replaces radar vectoring with a more efficient Management #108 and simplified traffic synchronisation Y N/A (AMAN) and mechanism that reduces communication Point Merge workload and increases collective traffic predictability. The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for 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 De-icing state that is in need of collaborative recovery #116 management N N procedures, but rather a part of normal tool operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing. Reducing The SESAR Solution “Reducing landing minima Landing in low visibility conditions using enhanced Flight Minima in vision systems (EFVS)” is intended for flight #117 N N Low Visibility crews, and corresponds to the use of EFVS Conditions visual based technologies displayed in HUD or using an equivalent display system. The objective is to

LSSIP Year 2020 United Kingdom 157 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Enhanced provide operational credit in approach as Flight Vision permitted per EASA EU 965/2012 and its Systems coming amendments (NPA 2018-06 AWO) to (EFVS) face to Low visibility conditions. Enabling EFVS operations with operational credits provides a greater availability of suitable destination and alternate aerodromes during periods of reduced visibility. This effectively reduces the number of weather- related delays, cancellations or diversions of flights to CAT II/III aerodromes, permits shorter routings and reduced fuel costs, a faster return to scheduled operations, and less passenger inconveniences. A unique advantage of the EFVS on board solution is that it is mainly supported by the aircraft system instead of airports and the need of complex and costly ground infrastructures as those implemented in CATII/III airports. From a global ATM network standpoint, the EFVS operation allows to retain traffic at most of secondary aerodromes by providing operational credit at most of runway ends with precision or non-precision landing minima (LPV, LNAV/ VNAV, ILS CAT1, etc.). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR - DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions. In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting decision-making and increasing safety margin all the time. Optimised Optimised Runway Delivery (ORD) tool is the Runway ATC support tool to enable safe, consistent and PJ.02-01-01 Delivery on efficient delivery of the required separation or Y N/A Final spacing between arrival pairs on final approach Approach to the runway-landing threshold. The ORD tool

LSSIP Year 2020 United Kingdom 158 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify can be used to support the application of Distance Based and Time Based wake separation rules e.g. ICAO, RECAT-EU, PWS-A and WDS-A wake separation schemes, and aims at consistently and efficiently managing the spacing compression that occurs on short final from the lead aircraft crossing the deceleration fix. “Optimised Separation Delivery for Departure” (OSD) is the ATC support to enable safe, consistent and efficient delivery of the required separation or spacing between departure pairs from the follower aircraft becoming airborne. Different variants of the tool have been developed in SESAR 2020 Wave 1. These variants include an automatic wake count down Optimised timer and a distance indicator displayed on the Separation PJ.02-01-02 tower controller’s radar screen. The OSD tools N N Delivery for can be used to support the tower controllers in Departure the delivery of time or distance separations. This includes the departure wake separations of ICAO, RECAT-EU, PWS-D and WDS-D as well as departure route separations such as the SID separations and MDIs and ADIs. In airports that require support for both TB and DB separation and spacing rules a combined TBS / DBS variant of the OSD tool may be necessary. Weather Dependent Separations (WDS) for departures is the conditional reduction or suspension of wake separation minima on path of departures over the straight-out initial departure path, applicable under pre-defined Weather- wind conditions, so as, to enable runway Dependent throughput increase compared to the Reductions of applicable standard weather independent wake Wake separation minima. This is on the basis that PJ.02-01-03 N N Turbulence under the pre-defined wind conditions the Separations wake turbulence generated by the lead aircraft for is either wind transported out of the path of the Departures follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The solution covers WDS cross wind concept for departures in segregated mode runway operations. Wake Static PairWise Separation for arrivals (S-PWS- PJ.02-01-04 Y N/A Turbulence A) is the efficient aircraft type pairwise wake

LSSIP Year 2020 United Kingdom 159 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Separations separation rules for final approach consisting of (for Arrivals) both the 96 x 96 aircraft type based wake based on separation minima (for the most common Static Aircraft aircraft in ECAC area) and the twenty wake Characteri- category (20-CAT) based wake separation stics minima for arrival pairs involving all the remaining aircraft types. The S-PWS are applied using a separation delivery tool; the pairwise separations will be used as input into the separation delivery tool. “Weather-Dependent Reductions of Wake Turbulence Separations for Final Approach” aims at the optimisation of the ICAO wake turbulence separation by use of weather- dependent separation minima on arrivals Weather- (WDS-A), applicable under given wind Dependent conditions. This allows conditional reduction or Reductions of suspension of separation minima for most Wake aircraft pairs, enabling runway throughput PJ.02-01-05 N N Turbulence increase compared to ICAO scheme, whilst Separations maintaining acceptable levels of safety. This is for Final on the basis that under the pre-defined wind Approach conditions the wake turbulence generated by the lead aircraft is either wind transported out of the path of the follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The Static PairWise Separation for Departures (S-PWS-D) concept optimises wake separations between departures on the initial departure Wake path by moving from schemes defined by a Turbulence small number of wake categories (4 to 7 wake Separations categories) to a scheme defined between (for aircraft type pairs for the 96 aircraft types PJ.02-01-06 Departures) N N frequently at European major airports, together based on with a scheme defined by a larger number of Static Aircraft wake categories (20-CAT (6-CAT + 14-CAT)) for Characteri- other aircraft type combinations. stics S-PWS for departures are applied using the OSD tool; the pairwise separations will be used as input into the OSD tool. Wake Vortex PJ.02-01-07 is a technological solution reducing Decay the Wake Turbulence Risk via positioning of PJ.02-01-07 N N Enhancing decay enhancing devices that accelerate the Devices Wake Vortex Decay in Ground Proximity.

LSSIP Year 2020 United Kingdom 160 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Wake Vortex Decay Enhancing Devices, so- called plate lines, can be installed at any major European airport in order to increase safety by reducing the risk of low-altitude wake encounters. This solution has a technical aspect and an operational aspect. On the technical aspect, the solution has validated to V3 that the application of 2NM minimum radar separation (MRS) between two aircraft established on the final approach course to the same runway sufficiently mitigates the risk of collision between them, provided the required surveillance performance (RSP) are complied with. In addition to the MRS, runway occupancy time and wake separation constraints need to be considered when determining the minimum separation or spacing required to be applied Minimum-pair between two aircraft (the largest of the separations constraints will need to be applied). based on The routine application of the 2NM minimum PJ.02-03 required on final approach may require an increased N N surveillance consistency and accuracy in the separation performance delivery service on final approach. More (RSP) specifically, the maximum acceptable rate of under-separated pairs on final approach may be lower if the minimum radar separation that is applied is 2NM than if it were to be 2.5 NM, because the consequences of an under- separation event are potentially more severe. For ATC facilities with a separation monitoring function (SMF) that alerts the supervisor, and also possibly the final approach controller, of a significant separation infringement on final approach, where there is currently a spacing minimum margin of 0.5 NM before the alert is triggered, consideration should be given to reducing this margin, e.g. to 0.2NM. Trajectory based Integrated RWY Sequence function establishes an integrated arrival and Trajectory departure sequence by providing accurate based Target Take off Times (TTOTs) and Target PJ.02-08-01 Integrated N N Landing Times (TLDTs), including dynamic Runway balancing of arrivals and departures while Sequence optimising the runway throughput. It supports TWR and APP ATCOs.

LSSIP Year 2020 United Kingdom 161 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The look ahead Time Horizon is the time at which flights become eligible for the integrated sequence. The Stable Sequence Time Horizon is the time horizon within which no automatic swapping of flights in the sequence will occur, but landing and departure time will still be updated. The value of these time horizons is determined by the local implementation and they are not necessarily the same for arrivals and departures. The Integrated Runway Sequence is planned before Arrival flights top of decent and linked with Airport CDM procedures for departures. Runway Manager (RMAN), is a support tool for the Tower Supervisor to determine the optimal runway configuration and distribution of demand according to capacity and local constraints. During the Planning Phase, the RMAN checks the intentional demand versus the available capacity and it is capable of forecasting imbalances, raising alarms and alerts based on the indicators provided. In the Execution Phase, the RMAN monitors departure, arrival and overall delay and punctuality, in addition to the capacity shortage Runway proposing changes if necessary. PJ.02-08-02 N N Manager RMAN continuously computes the optimal runway configuration and the associated Forecasted Landing (FLDT) and Take Off (FTOT) Times of arrival and departures flights that maximises the runway throughput. The Forecasted Times calculated by the RMAN are provided to the Integrated Runway Sequence using them to calculate the final Target Times. As a conclusion TLDT and TTOT calculated by the Integrated Sequence, follow the Runway DCB Plan allowing the feedback to the RMAN to monitor the status of the Runway and to detect possible imbalances. The intention is to reduce the in-trail separation Increased on final approach by taking into account the Runway Runway Occupancy Time (ROT). A new PJ.02-08-03 Throughput N N separation minimum is computed based on the based on local prediction of the ROT, the MRS and WTC ROT separation. ROCAT defines separation sub-

LSSIP Year 2020 United Kingdom 162 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify characterizati categories based on ROT, wake minima from on (ROCAT) RECAT and reduced radar separation based on ICAO approved minima. The solution consists on developing the runway occupancy minima through big data analytics to identify a ROT per aircraft type using machine learning techniques and historical data. A change in the separation minima used by ATCO for the aircraft on final approach is supported by decision support tool called LORD (Leading Optimised Runway Delivery). ROCAT can increase runway throughput where the traffic is predominantly medium aircraft, especially where RECAT is inefficient due to the lack of wide-body aircraft types. “Enhanced Visual Operations” are enabled by enhanced vision systems (EVS), synthetic vision systems (SVS), which make more aircraft capable of LVC operations and enable more efficient approach, landing and taxi and operations in LVC. This is applicable to all platforms, even if the main airline platforms have auto land capabilities to facilitate approaches in LVC. The solution consists of 3 activities focusing on: Enhanced • HMD fitted with taxi routing and traffic PJ.03a-04 visual N N information for easing taxi operation in operations degraded weather conditions. • HMD equipment as an alternative to HUD equipment for EFVS operations using legacy EFVS sensors. • Use of active sensor with improved performance to overcome the observed limitation of EVS legacy sensors. The Vision based System is an on board alternative solution to heavy and expensive ground infrastructures for approach in LVC. Although TCAS has been in use since long time ago, there is currently no aircraft system to prevent runway collisions. “Traffic alerts for Traffic alerts pilots for airport operations” improves safety for pilots for PJ.03b-05 during airport operations. The flight crew is N N airport provided with alert when the on-board system operations detects a risk of collision with an aircraft on runway or taxiways. The improvement is further split into 2 implementations:

LSSIP Year 2020 United Kingdom 163 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify • The mainline aircraft implementation consists of an on-board system, which detects risk of collision with other traffic during runway operations and provides the Flight Crew with aural alerts (mostly ‘warning’ alert level). • The business aircraft implementation consists of an on-board system, which detects potential and actual risk of collision with other traffic during runway and taxiway operations and provides the Flight Crew with visual and aural alerts (indication, caution and warning alert levels). The E-AMAN Common Service provides functions necessary to operate Arrival Management with an extended horizon in an environment where multiple actors are involved e.g. multiple Airports, AMANs, ACCs, UACs and other interested parties, e.g. NM (i.e. Cross Boarder Arrival Management). The capability provided by the E-AMAN E-AMAN PJ.15-02 Federation Common Service is the capability of N N Service harmonising the output of local E-AMAN technical capabilities on different geographic or organisational levels (ECAC, FAB, however any other scaling could be considered in principle). The output of the Common Service is delivered to the end-users (e.g. adjacent ACCs / UACs). By this, relocation of functions between stakeholders is performed.

Based on Advanced-RNP navigation specification, design of optimised routes e.g. Optimised spaced parallel routes, Fixed Radius Transition route network #10 (FRT) and Tactical Parallel Offset (TPO) further N N using enhanced by onboard performance monitoring advanced RNP and alerting and the execution of more predictable aircraft behaviour

LSSIP Year 2020 United Kingdom 164 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and Air Traffic Control (ATC) providing real-time and fine- tuning measures to solve ATFCM hotspots and to perform early measures to alleviate complexity closest to ATC activities. The solution consists of an automated tool and Basic EAP associated procedures supporting the basic (Extended communication between the Local DCB position #118 N N ATC Planning) and the Controllers' Work Positions allowing function the EAP and the ATC team in identifying, assessing and resolving local complexity situations. The basic EAP relies on a real time integrated process for managing the complexity of the traffic with capability to reduce traffic peaks through early implementation of fine- tuned solutions to solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights. “Optimized traffic management to enable Free Routing in high and very high complexity environment” supports the implementation of FRA across ACC/FIR borders by contributing to the improvement of ATM at local level. More precisely, it focuses on the improvement of Optimised Separation Provision to enable Free Routing traffic operations within high and very high complexity management cross-border environments in Upper En Route to enable free airspace. The Solution is not targeting PJ.06-01 routing in N N unrestricted free routing operations, but aims high and very at enabling safe and efficient operations in FRA high with minimum structural limits to manage complexity airspace and demand complexity. The Solution environments also relies on the Network Management (NM) function to cope with any Demand and Capacity imbalances created from changes in dominant traffic flows in FRA through the monitoring of the traffic complexity levels together with the level of the traffic demand. High “High Productivity Controller Team Productivity Organisation in En-Route (including eTMA)” Controller consists of developing new concepts of PJ.10-01a1 Team operation and identifying the nature of system N N Organisation support required for operating in team in En-Route structures that are not the usual (including Planner/Executive (1PC – 1EC) two-person ATC

LSSIP Year 2020 United Kingdom 165 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify eTMA) (1PC – sector team. In particular, the Multi-Sector 2ECs) Planner (MSP) where a Planner Controller has responsibility for the airspace under the executive control of two independent Executive Controllers (1PC – 2ECs). The SESAR Solution “High Productivity Controller Team Organisation in En-Route (including eTMA)” focused on the typical one Planner Controller to 2 Executive Controllers MSP organization and team organisation in eTMA (lower En Route sectors) as well as in En Route.

The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using Controlled airborne capabilities to improve arrival time of arrival management. When a time constraint is needed (CTA) in for a flight, the ground system may calculate a medium- #06 CTA as part of the arrival management process, N N density/ and then it may be proposed to the flight for medium- achievement by avionics within required complexity accuracy. Airborne information may be used by environments the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into Arrival different airports by calculating the sequence of management #08 aircraft flying towards an area where their N N into multiple routes intersect. By imposing an adequate airports spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E- TMA sector are superimposed and presented to the upstream en-route sector controllers.

LSSIP Year 2020 United Kingdom 166 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they ACAS Ground occur in accordance with ICAO regulations. Monitoring However these reports can come late, #100 and incomplete or are, absent in some instances. Partial N Presentation This solution consists of a set of monitoring System stations and a server system, which enable the continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods Extended and reducing the need for active Mode-S #101 hybrid interrogations. By making fewer active N N surveillance interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The Flight Delay Criticality Indicator (FDCI) information, for a flight having an ATFCM delay, is provided by the Airspace User to both NM and FMPs to indicate that the concerned flight is critical for his business and that he requested that the flight progresses and arrives as much as possible on time.

• The resolution of an FDCI request is NMOC AU Processes driven upon the reception of the FDCI PJ.07-01-01 for Trajectory improvement request and when more N N Definition than one regulation is affecting the flight, alternatively in the case there is only one regulation affecting the flight the local FMP can requests the resolution to NMOC.

• The resolution is mostly a regulation exclusion or delay reduction (force slot) by NMOC. In this, the focus is put on reactive FDCI that means the FDC flight has an ATFCM delay and slot issued.

Integrated Integrated tactical and medium conflict tactical and detection & resolution (CD&R) services and medium conformance monitoring tools for En-Route and Conflict TMA aims at improving the separation (tactical PJ.10-02a1 N N Detection & layer) in the En-Route and TMA (but not APP) Resolution operational environments through improved (CD&R) ground trajectory prediction. This is achieved services and using existing information on lateral and

LSSIP Year 2020 United Kingdom 167 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Conformance vertical clearances that are known by the Monitoring ground system and airborne information such tools for En- as Mode S data. Route and This solution is built on SESAR 1 Sol. #27. TMA New features and enhancement brought by PJ10.02a1 are : • Extension of TCT to all environments : TMA & ER • Improvement of the MTCD to handle level segments • Enhanced resolution features for MTCD & TCT including what-if and what-else probes. • Conformance monitoring tool, based on improved ground trajectory prediction and enriched with additional alerts, such as rate monitoring. This solution addresses the technical enablers supporting the distribution of eFPL information to ATC systems in order to improve the ATC prediction with additional information to better assess the expected sector load and to reduce eFPL the number of false conflict detections, as well supporting PJ.18-02c as to provide the ATCO with better knowledge N N SBT transition of airline intentions thanks to a more accurate to RBT profile and additional elements such as ToC or ToD. The main actors are the Network Manager that provides the eFPL distribution service, and the ATS service providers that integrate and use the information in the ATC systems.

The main driver for MRTM (multiple remote tower module) is increased cost efficiency. The objective is to implement a MRTM that allows the ATCO to maintain situational Multiple awareness for 2 or 3 airports simultaneously PJ.05-02 remote tower N N (including traffic mix of IFR and VFR, as well as module aerodrome vehicles). MRTM requires advanced features of the visual reproduction as well as additional voice services. It is assumed that an ATCO can hold

LSSIP Year 2020 United Kingdom 168 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify endorsements for up to 3 (single) different airports. There is a fixed allocation of airports to a set of MRTMs. However, in case of high workload, due to e.g. emergency, high traffic volumes or degraded mode, the ATCO can split one airport into a spare MRTM if required. The prerequisite for multiple remote tower operations is the single remote tower operations. This solution enables the separation of the data centre where the data is produced (the ATM Data Service Provider - ADSP) from the ATCOs location (the Virtual Centre ATSU). Virtual Enabling Centre is a grouping of Air Traffic Service Units rationalisation (ATSU), possibly geographically separated, of sharing ATC operations amongst themselves PJ.16-03 infrastructure using data services provided by one or more N N using virtual ADSPs through interfaces defined in Service centre based Level Agreements, in a safe and secure manner. technology This decoupling delivers the flexibility and performance aspects of the services to ensure the ability of the virtual centre solution to at least support or to improve the operational performance.

This solution refers to simultaneous and non- interfering operations through SBAS (and GBAS as an optional enabler) approach/departure procedures independent from the main runway and dedicated only to rotorcraft operations. Independent The aim is to move rotorcraft operations from rotorcraft PJ.02-05 the active runway to facilitate fixed wing N N operations at aircraft. Specific PBN RNP0.3 IFR procedures the airports to/from an existing VFR FATO shall be deployed to reach a point-in-space (PinS) to access FATO. The solution targets, in particular, relatively large and very large airports and high complexity airspaces.

LSSIP Year 2020 United Kingdom 169 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify “Enhanced Rotorcraft operations in the TMA” integrate pilot support of both EVS (enhanced vision systems) including visual segments and Enhanced automated flight path following by autopilot rotorcraft system. Advanced Point-In-Space RNP operations approaches and departures to/from FATO are PJ.01-06 N N and GA based on SBAS navigation. The corresponding operations in rotorcraft specific contingency procedures in the TMA case of loss of communication are defined. The pilot is supported during these operations by dedicated symbology presented on a Head Mounted Display system.

LSSIP Year 2020 United Kingdom 170 Released Issue E. Surveillance (SUR)

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

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

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

Activity Description System Description Expected contribution to the Schedule Key Performance3 Areas Area / Airspace Area/Name: UK North Sea WAM with ADS-B Capacity: Sensor installation date: WAM & ADS-B Sensor/Sites: 16 Operational-Efficiency: Operational date: 2010 Objective: Provider: SaabSensis Safety: ADS-B operational integration Airspace: ENR date (ATCO CWP) where Coverage: Security: applicable: 2017 Service: Environment: Estimated End of Life: Density: RF/Spectrum:

Traffic: Helicopter oil-rig Cost-Efficiency: operations

Using the existing WAM/ADS-B system installed in 2010. Maintaining Mode A/C; S surveillance in the sector.

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

LSSIP Year 2020 United Kingdom 171 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance4 Areas Area / Airspace Area/Name: Space-based ADS-B Capacity: Sensor installation date: ADS-B ADS-B receivers onboard Operational-Efficiency: Operational date: Objective: Coverage the Iridium NEXT Safety: Operational since 28 March satellites (Aireon Airspace: ENR Class A 2019 (under trial conditions) consortium) Security: (Shanwick FIR) ADS-B operational integration Sensor/Sites: Environment: Service: date (ATCO CWP) where Provider: RF/Spectrum: applicable: Density: Coverage: Cost-Efficiency: Estimated End of Life: Traffic: General

*phase 1: 15 NM longitudinal separation for traffic in the same direction; same identical track, [or on same direction non-converging tracks] or on diverging tracks phase 2: 15NM lateral separation, same or opposite direction traffic on non-intersecting tracks (>=15 NM apart)

Activity Description System Description Expected contribution to the Schedule Key Performance5 Areas Area / Airspace Area/Name: WAM East of WAM with ADS-B Capacity: Sensor installation date: the UK Shetland Islands Sensor/Sites: 13 Operational-Efficiency: Operational date: 2019 Objective: Coverage Provider: Safety: ADS-B operational integration Airspace: ENR date (ATCO CWP) where Coverage: Security: applicable:2019 Service: 13 RU System Environment: Estimated End of Life: Density: 500ft coverage Helicopter RF/Spectrum:

Traffic: Helicopter oil-rig traffic mainly. Cost-Efficiency: operations Onshore and Oil Rig

Installations. Mode A/C; S; ADS-B GPS Synchronisation

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

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

LSSIP Year 2020 United Kingdom 172 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance6 Areas Area / Airspace Area/Name: WAM WAM with ADS-B Capacity: Sensor installation date: Aberdeen Bay Sensor/Sites: 6 Operational-Efficiency: Operational date: Objective: Coverage/Wind Provider: Safety: WAM Operational in 2019 farm mitigation Coverage: Security: ADS-B operational integration Airspace: Approach date (ATCO CWP) where 6 RU System Environment: Service: applicable: Provides cooperative RF/Spectrum: Density: Estimated End of Life: surveillance to mitigate Cost-Efficiency: Traffic: All types effects of a windfarm on SSR sensor as well as backup approach surveillance. Mode A/C; S; ADS-B GPS & Reference Transmitter Synchronisation

Activity Description System Description Expected contribution to the Schedule Key Performance7 Areas Area / Airspace Area/Name: Marshall WAM with ADS-B Capacity: Sensor installation date: project (UK MOD) capabilities Operational-Efficiency: Project ongoing Objective: Sensor/Sites: (112) Safety: Operational date: Airspace: ENR/TMA/CTR Provider: Aquila (Thales/ Security: ADS-B operational integration NATS) Service: date (ATCO CWP) where Environment: Coverage: applicable: Density: RF/Spectrum: Including WAM (112 Estimated End of Life: Traffic: stations) and, SSRs, PSRs. Cost-Efficiency:

Project for surveillance infrastructure renewal and ATS provision.

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

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

LSSIP Year 2020 United Kingdom 173 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance8 Areas Area / Airspace Area/Name: Edinburgh WAM with ADS-B Capacity: Sensor installation date: Airport (EGPH) capabilities Operational-Efficiency: 2011 Objective: Sensor/Sites: 8 Safety: Operational date: Airspace: TMA/CTR Provider: SaabSensis Security: 2012 Service: Coverage: Environment: ADS-B operational integration Density: Radar and WAM date (ATCO CWP) where RF/Spectrum: combined using “plot applicable: Traffic: General combiner”. WAM Cost-Efficiency: Estimated End of Life: coverage about 60MN Replacing a combined

PSR/SSR.

Activity Description System Description Expected contribution to the Schedule Key Performance9 Areas Area / Airspace Area/Name: East WAM with ADS-B Capacity: Sensor installation date: Midlands Airport (EGNX) capabilities Operational-Efficiency: Deployed, supplement existing Objective: Sensor/Sites: 6 SSR. Safety: Airspace: CTR Provider: Era Operational date: Security: Service: Coverage: ADS-B operational integration Environment: date (ATCO CWP) where Density: RF/Spectrum: applicable: Traffic: General Cost-Efficiency: Estimated End of Life:

Area/Name: New Castle WAM with ADS-B Capacity: Sensor installation date: Airport capabilities Operational-Efficiency: Deployed: 2013 (Approved Oct Objective: Sensor/Sites: 8 2013) Safety: Airspace: CTR Provider: Era Operational date: Security: Service: Coverage: WAM ADS-B operational integration Environment: coverage ~60NM date (ATCO CWP) where Density: RF/Spectrum: applicable:

Traffic: General Cost-Efficiency: Estimated End of Life:

Area/Name: Isle of Man WAM with ADS-B Capacity: Sensor installation date: capabilities Objective: Operational-Efficiency: Flight trials Oct 2012 Sensor/Sites: 8 Airspace: CTR Safety: Operational date: Provider: Selex Service: Security: ADS-B operational integration Coverage: date (ATCO CWP) where Density: Environment: applicable: MLAT for A-SMGCS up to Traffic: General RF/Spectrum: 5NM Approach, WAM up Estimated End of Life: to 80NM, ADS-B up to Cost-Efficiency:

250NM.

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

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

LSSIP Year 2020 United Kingdom 174 Released Issue Surveillance sensors (just numbers, no technical/ops details) This section summarises the number of Surveillance sensors per state. This covers all current and planned sensors intended for operational use. Note: Please only count each sensor once even if it is part of combined systems. A combined PSR and Mode S SSR is only counted once in the row for CMB PSR Mode S (and consequently not counted in the PSR nor in the Mode S rows). Similarly, for a multilateration system, providing coverage both on the airport surface and in the CTR or TMA the individual sensor can be allocated to one or the other but each sensor must only be counted once, either in one of the MLAT/WAM rows or in one of the Airport MLAT/LAM rows.

Sensor Type 2020 2021 2022 2023 2024 2025

Mode A/C 3

CMB PSR Mode A/C

Mode S 58

CMB PSR Mode S 13 2 where NSL is the ANSP (Cardiff + Belfast Int)

PSR stand alone 9 where NSL (or NERL) is the ANSP 9 + (Compass Southampton H;Kinc;2xGLA;Edi;Cumbernauld;Bristol; = 10 Farnb; Belfast City)

WAM Sensors 51

ADS-B stand alone

Space-based ADS-B Yes

Surface Movement 10 where NSL is the ANSP Radar (SMR) (STNx1/LHR x4/GLAx1/ MAN x2 / Bris x1/ Lutonx1)

Airport MLAT Sensors 3 2 where NSL is the ANSP STN;LHR+ STN;LHR; Manchester

ADS-B equipped ~100 at the Vehicles airports above

LSSIP Year 2020 United Kingdom 175 Released Issue

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

ADD/DAP data usage

ATCO, System, Tools (which tool)

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

Selected Altitude Operational ATCO. Tools: STCA + BAT + BAT DEP + PIT + PAT + CVPA + iFACTS + PRNAV

Barometric pressure setting Operational ATCO. Tools: BAT

Roll angle Operational Wind determination

True track angle Operational Wind determination

Ground speed Operational Wind determination

Track angle rate Operational Wind determination

Operational MATS pt2 & TBS Wind determination + MTCD conformance checking + Magnetic heading + Mode S display window

Operational MTCD + AIM + TBS wind determination + Mode S display window + PIT + Indicated airspeed PAT

Mach No Not used

Vertical rate (Baro, Inertial) Not used

ADS-B integration

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

ACC ATC integration ENR Operational Shanwick + Offshore (North Sea Airspace)

ACC ATC integration TMA

ATC integration TWR CTR/TMA

Flight Information Service

ATCO Traffic Awareness

Traffic planning e.g. Arrival Manager

Conflict Alerting, e.g. STCA

Airport surveillance e.g. Traffic awareness, Operational Currently: LHR / STN Target identification support 2021:Addition of Manchester

Other:

LSSIP Year 2020 United Kingdom 176 Released Issue F. Glossary of abbreviations

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

Term Description

AAIB Air Accident Investigation Branch (Level One only) ACL Airport Co-ordination Limited (AOP11-EGLL/EGSS/FCM05) ACP Airspace Change Proposal (ENV01-EGGD/ENV02-EGSS) ANO Air Navigation Order (ATC16) BAATL Birmingham Airport Air Traffic Ltd (Various-EGBB) CMG Consumer and Markets Group (Level One only) DAATM Defence Airspace and Air Traffic Management (AOM19.1) DfT Department for Transport (ENV02-EGLL & Level One) DGCA Director General, Civil Aviation (Level One only) EAL Edinburgh Airport Limited (Various-EGPH) FAS Future Airspace Strategy (ENV01-EGGW/FCM01/NAV10) FASIIG FAS Industry Implementation Group (AOP05-EGSS, ENV01-EGPF and Level One) FMARS Future Military Area Radar Services (ATC02.2) GAL Gatwick Airport Limited (Various-EGKK) GIP Global Infrastructure Partners (Level One Only) GLA Glasgow Airport Limited (Various-EGPF) JANSC Joint Air Navigation Services Council (Level One only) LAMP London Airspace Management Programme (ENV01-EGGW/ENV0- EGSS/NAV03) LARA Local and Regional Airspace (AOM19.1/AOM19.2/AOM19.3) MAG Manchester Airports Group (AOP05/AOP11-EGSS) MoD Ministry of Defence (Various) NATMAC National Air Traffic Management Advisory Committee (Level One only) NATS National Air Traffic Services (various) NERL NATS En-Route Limited (various) NSL NATS Services Limited (ITY-SPI) OCA Oceanic Control Area (Level One only) PC Prestwick Centre (AOM21.2) PLAS Prestwick Lower Airspace Systemisation (Level 1 Projects) RPG Regulatory Policy Group (Level One only) SARG Safety and Airspace Regulation Group (ATC15)

LSSIP Year 2020 United Kingdom 177 Released Issue