L
Local Single Sky ImPlementation (LSSIP) FRANCE
Year 2016 - Level 1
Document Title LSSIP Year 2016 for France
Infocentre Reference 17/01/30/115 Date of Edition 10/04/2017 LSSIP Focal Point Jean-Jacques Blanchard - jean- [email protected] LSSIP Contact Person Adriatik Kokona - [email protected] Jorge Pinto – [email protected] Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip
Reference Documents
LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip Master Plan Level 3 – Plan Edition http://www.eurocontrol.int/articles/european-atm-master- 2016 plan-level-3-implementation-plan Master Plan Level 3 – Report Year http://www.eurocontrol.int/articles/european-atm-master- 2015 plan-level-3-implementation-report European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/ STATFOR Forecasts http://www.eurocontrol.int/statfor Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries National AIP https://www.sia.aviation-civile.gouv.fr FAB Performance Plan http://www.fabec.eu/fabec_homepage/en/Consultation/
LSSIP Year 2016 France Released Issue
APPROVAL SHEET
The following authority(ies) have approved all parts of the LSSIP Year 2016 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2016 (also known as the ESSIP Plan).
Stakeholder / Organisation Name Signature & Date
Direction du Transport Marc BOREL Aérien
Direction des Services de la Maurice GEORGES Navigation Aérienne
Direction de la Circulation BG** Pierre Aérienne Militaire REUTTER
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CONTENTS
Chapter 1 National ATM Environment ...... 8 1.1. Geographical Scope ...... 8 1.1.1. International Membership ...... 8 1.1.2. Geographical description of the FIR(s) ...... 8 1.1.3. Airspace Classification and Organisation ...... 9 1.2. National Stakeholders ...... 10 1.2.1. Civil Regulator(s) ...... 12 1.2.2. DSNA ...... 14 1.2.3. Airports ...... 16 1.2.4. Military Authorities ...... 16 Chapter 2 Traffic and Capacity ...... 20 2.1. Evolution of traffic in France ...... 20 2.2. Bordeaux ACC ...... 21 2.2.1. Traffic and en-route ATFM delays ...... 21 2.2.2. Performance summer 2016 ...... 22 2.2.3. Planning Period 2017-2021 ...... 22 2.3. Brest ACC ...... 25 2.3.1. Traffic and en-route ATFM delays 2012-2021 ...... 25 2.3.2. Performance Summer 2016 ...... 25 2.3.3. Planning Period 2017-2021 ...... 26 2.4. Marseille ACC ...... 28 2.4.1. Traffic and en-route ATFM delays 2012-2021 ...... 28 2.4.2. Performance Summer 2016 ...... 28 2.4.3. Planning Period 2017-2021 ...... 29 2.5. Paris ACC ...... 32 2.5.1. Traffic and en-route ATFM delays 2012-2021 ...... 32 2.5.2. Performance summer 2016 ...... 32 2.5.3. Planning Period 2017-2021 ...... 33 2.6. Reims ACC ...... 36 2.6.1. Traffic and en-route ATFM delays 2012-2021 ...... 36 2.6.2. Performance summer 2016 ...... 36 2.6.3. Planning Period 2017-2021 ...... 37 Chapter 3 Master Plan Level 3 Implementation Report recommendations ...... 40 Chapter 4 National Projects ...... 43 Chapter 5 Regional Co-ordination ...... 47 5.1. FABEC ...... 47 5.1.1. FAB Co-ordination ...... 47 5.1.2. FAB Projects ...... 50 5.2. Regional cooperation ...... 53 5.2.1. Regional Cooperation Initiatives ...... 54 5.3. Regional Projects ...... 58 Chapter 6 Implementation Objectives Progress ...... 59 6.1. State View ...... 59 6.1.1. Overall Objective Implementation ...... 59 6.1.2. Objective Progress per SESAR Key Feature ...... 60 6.1.3. ICAO ASBU Implementation ...... 64 6.2. Detailed Objectives Implementation progress ...... 65 6.3. Additional Objectives for ICAO ASBU Monitoring ...... 100
Annexes
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Executive Summary
National ATM Context
Leading stakeholders involved in ATM in France are the Ministry of Defence and the Ministry of Environment, Energy and the Sea, respectively through French Military Air Traffic Management Directorate (DIRCAM - Direction de la Circulation Aérienne Militaire) and French Civil Aviation Authority (DGAC - Direction Générale de l’Aviation Civile).
Air Transport Directorate (DTA - Direction du Transport Aérien) and Civil Aviation Safety Directorate (DSAC - Direction de la Sécurité de l’Aviation Civile), both belonging to DGAC but functionally separated, are defined as national supervisory authorities (NSA) : DTA for charging and performance and DSAC for safety oversight in air navigation services and air traffic management, including in particular changes oversight and interoperability. For services provided to general air traffic, DIRCAM exercises the national supervisory functions within Defence on behalf of DSAC, according to national decrees.
Main civil ATM ANSP includes DSNA (Direction des Services de la Navigation Aérienne), the French air navigation services provider certified and designated for ATM services (as well as for CNS and AIS) and 65 stakeholders, providing Aerodrome Flight Information Service (AFIS) for GAT on 66 aerodromes. In addition seven military ANSPs providing services to general air traffic and covering ATC, CNS and AIS services, are certified in France. Among them four are designated since December 2011 as military air traffic service provider for the benefit of general air traffic. Météo- France is certified and formally designated as the only one national MET provider since 20th December 2011. Moreover, major airports (Paris Roissy-CDG, Paris Orly, Nice Côte d’Azur, Lyon Saint Exupéry, Toulouse Blagnac, and Marseille Provence) operators contribute to reporting.
France is member state of the FABEC together with Belgium, Germany, Luxembourg, The Netherlands and Switzerland. In the course of 2011, two performance plans have been established for the first reference period (2012-2014) and submitted to the European Commission in compliance with Commission Regulation (EU) No 691/2010 of 29th July 2010 and agreed according to Commission Recommendation 2012/C 228/01 of 29th July 2012. Those first national and FABEC RP1 performance plans addressed safety, capacity, flight efficiency and military mission effectiveness through complementary Key Performance indicators (KPI, with targets) and Performance Indicators (PI, for monitoring purposes without targets). In addition, the national plan addressed cost efficiency performance indicators.
For the 2nd reference period the FABEC Performance Plan for 2015 – 2019 has been delivered to the Commission 30th June 2014 in compliance with Commission Regulation (EU) No 390/2013 and 391/2013 of 3rd May 2013 ; a first revised version has been submitted 2nd July 2015 and a final one 30th January 2017 is still under assessment. It sets safety, en route and terminal capacity, flight efficiency and cost efficiency targets. There is no more national French performance plan as such, as for RP1 but national chapters of the FABEC performance plan address targets set at national level.
More over the DSAC is involved in the agreement on the cooperation of the FABEC national supervisory authorities and a manual for their common activities of has been issued in 2012.
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Traffic and Capacity
Traffic in France increased by 4.8 % during summer 2016 (May to October inclusive), when compared to the same period during 2015. Regarding the 2017-2021 period the STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.2% and 3.4% during the planning cycle with a baseline growth of 1.9%.
Regarding the current capacity plan of 5 French ACC between 2017 and 2021:
- Bordeaux ACC: no capacity gap is expected for the planning period. The capacity increases are mainly coming from the implementation of ERATO and the flexible rostering. Regarding flexible rostering, the national agreement is already validated, and the local agreement is under negotiation. - Brest ACC: no capacity gap is expected as from 2018. The capacity increases are mainly coming from the implementation of ERATO and the flexible rostering. Regarding flexible rostering, the national agreement is already validated, and the local agreement is under negotiation. - Marseille ACC: no capacity gap is expected for the planning period. The capacity increases are mainly coming from the flexible rostering. The national agreement is already validated, and the local agreement is under negotiation - Paris ACC: no capacity gap is expected for the planning period. The capacity increases are mainly coming from the flexible rostering. The national agreement is already validated, and the local agreement is under negotiation. - Reims ACC: based on the current capacity plan, Reims ACC will be close to the capacity requirements
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Implementation Objectives Overview
Progress distribution for applicable Implementation Objectives
2; 3% 29; 38% Completed
Ongoing 15; 19%
Planned 6; 8%
Late 25; 32% No Plan
Country related objectives
The status of compliance, achievements and main points of concerns for ESSIP objectives applicable to France can be summarized as follows regarding country related 34 applicable objectives:
7 objectives are already completed:
- ATC02.2, Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 - ATC02.8, Ground-based Safety Nets - FCM01, Implement enhanced tactical flow management services - INF04, Implement integrated briefing - ITY-COTR, Implementation of ground-ground automated co-ordination processes - AOM21.1, Direct Routing - NAV03, RNAV 1
10 objectives are considered as late:
- AOM19.2, ASM Management of Real-Time Airspace Data - ATC16, ACAS II compliant with TCAS II change 7.1 - ATC17, Electronic Dialogue as automated assistance to controller during coordination and transfer - INF07, Electronic Terrain and Obstacle Data (eTOD) - ITY-ACID, Aircraft identification - ITY-AGDL, Initial ATC air-ground data link services - ITY-AGVCS2, 8,33 kHz air-ground voice channel spacing below FL195 - ITY-FMTP, Common Flight Message Transfer Protocol (FMTP) - NAV10, APV procedures - ITY-ADQ, Ensure quality of aeronautical data and aeronautical information
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Delays impacting the full achievement of these objectives are linked to two on-going major national projects and investments for the renewal of legacy systems: CSSIP program for deployment of a new network infrastructure enabling for voice and data over IP, and 4-Flight for transition to a new SESAR compliant ATM system including final Data-Link capabilities (as from 2018), for which a new implementation plan has been presented by DSNA to the Users and to the Commission. Regarding ADQ, AGVCS2 and eTOD implementations, delays are mainly due to the complexity of implementation and the coordination of the numerous stakeholders (airports operators for example with the necessary revision of current working agreements).
1 objective has no plan (FCM08: Extended Flight Plan). This is due to the fact that strategical discussions are ongoing in DSNA as to define FF-ICE implementation projects with regard to the new versions of ATM systems en route (4-Flight), approaches (SYSAT) and continental and overseas ATM systems & ARO tools.
The 16 remaining objectives are on-going or planned and are progressing according to the implementation milestones.
Airports related objectives
All airports operators of the four coordinated French airports (Paris Roissy-CDG, Paris Orly, Lyon Saint Exupéry, Nice Côte d’Azur) have provided data together with DTA, DSAC, DSNA and DIRCAM. Compliance has also been assessed for the two other LSSIP French airports involved (Toulouse Blagnac, Marseille Provence).
The two environmental objectives are completed (CDAs planned or in place in these six airports, environmental management in place between all involved stakeholders of those airports).
AMAN tools and procedures are implemented according to the related objective in the 3 concerned French airports (Paris Orly, Paris Roissy-CDG and Nice Côte d’Azur).
Paris Roissy-CDG is labelled A-CDM since November 2010 (FUM process implementation in February 2013 and procedures in adverse conditions including de-icing prior to end 2013). Paris Orly CDM has been implemented 17th November 2016. CDM projects have been launched for Lyon Saint Exupéry and Nice Côte d’Azur with implementation scheduled in February 2017 for Lyon and 2018 for Nice. No CDM implementation is planned in Toulouse Blagnac and Marseille Provence airports.
A-SMGCS level 1 and level 2 objectives are completed for both major Paris airports but, due to the level of required investments (mainly surveillance systems), achievement of the A-SMGCS level 1 is late for other airports. Nevertheless the projects are on-going and full implementation is planned in 2017.
All other objectives (Improve runway and airfield safety with ATC clearances monitoring, Automated assistance to Controller for Surface Movement Planning and Routing, Initial Airport Operations Plan) are planned on Paris and Nice Côte d’Azur airports and are progressing according to the implementation milestones.
LSSIP Year 2016 France 4 Released Issue Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011- 2015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.
SESAR Baseline 2010 2019 Implementation 78%
PCP 2015 2023 Implementation 40%
Progress per SESAR Key Feature and Phase
The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.
Advanced Air Enabling Aviation Optimized ATM Traffic Services High Performing Infrastructure Network Services Airport Operations
85% 87% 76% 76% 65% 35% 4% 16%
LSSIP Year 2016 France 5 Released Issue ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter 6.1.3.
2010 2018 Block 0 81%
LSSIP Year 2016 France 6 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 2016, together with plans for the next years.
Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;
Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;
Chapter 3 provides a set of recommendations derived from the MP L3 Implementation Report 2015 which are relevant to the state/stakeholders concerned. The State reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations;
Chapter 4 provides the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State per each project included in this chapter;
Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;
Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high- level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.
Chapter 6.2 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2016.
The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.
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Chapter 1 National ATM Environment
1.1. Geographical Scope
1.1.1. International Membership
France is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC 16th, December, 1955 EUROCONTROL 13th, December, 1960 European Union 18th, April, 1951 EASA 15th, July, 2002 ICAO 7th, December, 1944 NATO 4th, April 1949 ITU 1st, January 1866
1.1.2. Geographical description of the FIR(s)
The geographical scope of this document addresses the BREST, PARIS, REIMS, BORDEAUX and MARSEILLE FIRs / UIRs.
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Upper Airspace: ACC in UIR France (above FL 285)
1.1.3. Airspace Classification and Organisation
CURRENT APPLICATION OF AIRSPACE CLASSIFICATIONS UP TO FL 660 - v1
FL or Alt Band France Upper Limit 660 410 285 C* 195 195 D 115 115 3K* - 115 G SFC - 3K*
Major TMA A C D E* Minor TMA C D E CTA/ Awy D E CTR A D* LTA* D E
Legend A B C D E F G Unclassified or N/A No Reply
C* = Class C with VFR restrictions, implemented above FL 195 in November 2004 3K* = FL55/ Alt 1,000 /1,500 /2,000 /2,500 /3,000 /3,500 /5,000 (ft AGL/AMSL) E* = marginal portions of TMA or week-end periods; D* = all CTR are class D except for Paris . LTA* = special arrangements for mountainous regions and high seas which are classified E . In France, Class A is only applied for Paris CTR and TMA.
LSSIP Year 2016 France 9 Released Issue 1.2. National Stakeholders
Civil aviation in France is under the responsibility of the “Ministère de l’Environnement, de l’Energie et de la Mer” (Ministry of Environment, Energy and Sea) which represents France in the EUROCONTROL Provisional Council together with its military counterpart on behalf of the “Ministère de la Défense” (Ministry of Defence).
The stakeholders involved in ATM/ANS in France are the following: Ministry of Ecology, Sustainable Development and Energy; Direction Générale de l’Aviation Civile (DGAC), for the: “Direction du transport aérien” (DTA), responsible for the rule-making of air navigation under general air traffic rules and National Supervisory Authority for the charging and performance regulation (liaising with DSAC for safety performance); “Direction de la sécurité de l’aviation civile” (DSAC), the National Supervisory Authority except for charging and performance regulation (see above); “Direction des services de la navigation aérienne” (DSNA), as the main provider of Air Navigation Services. “Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile” (BEA) is an independent body responsible for accident and serious incident investigations reporting directly to the Ministry of Environment, Energy and Sea. “Météo France”, for the provision of meteorological services. “Ministry of Defence (MoD) “Direction de la Circulation Aérienne Militaire” (DIRCAM): Military Air Traffic Management Directorate which is the regulator for all traffic flying under operational air traffic rules, and also for the provision of air traffic services to GAT in some parts of the French national airspace. DIRCAM performs oversight activities on behalf of DSAC, French national supervisory authority, regarding military providers providing air navigation services to general air traffic; CFA: Air Force Command, for the provision of air navigation service (ATS & CNS) in particular for the benefit of MIL aircraft and ANS providers; ALAVIA: Navy Aviation , for the provision of air traffic services, it should be certified for CNS; COMALAT: Army Aviation, for the provision of air traffic services, it should be certified for CNS also mid 2017; DGA/EV: Test and Acceptance Centre, for the provision of air traffic services; DIRISI: Defence network communication and information systems directorate, for the provision of ground - ground communication; DIA: Aeronautical Division Information for provision aeronautical information services for OAT only. In addition, in FIRs managed by France: 65 independent air navigation service providers provide AFIS for GAT on 66 aerodromes; the ESSP (European Satellite Services Providers), the members of which are AENA (ENAIRE), DFS, DSNA, ENAV, NATS , NAV and Skyguide, is in charge of the provision of the EGNOS Open Service (OS) and Safety of Life (SoL) Service. Since November 2012, EASA is competent authority for the certification and oversight of ESSP;
Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Main organisation charts are given in annex B.
LSSIP Year 2016 France 10 Released Issue Ministry of Defence Ministry in charge of Transport (MoD) (MoT)
State Aviation Safety Authority General Directorate for Civil Aviation (DSAÉ) (DGAC)
Military Air Traffic Air Transport Air Navigation Civil Aviation Management Directorate Services Safety Directorate High‐Level Airspace Policy Board Directorate Directorate
(DTA) (DSNA) (DSAC) (DIRCAM)
Operations Technical & Directorate Innovation Directorate (DO) (DTI)
ACCs, APPs, TWRs, Operational System,
AIS R&D
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Note: Apart from the civil BEA, a BEAD Air (Defence Air Accident Investigation Board) has been created in the same way in order to provide accidents and serious incidents involving State aircraft with investigations. This defence organism is placed under the direct surveillance of the Ministry of Defence. The BEAD Air is coordinating with the BEA in some cases but remains independent
1.2.1. Civil Regulator(s)
1.2.1.1. General Information
The different national entities having regulatory responsibilities in ATM are summarised in the table below. The DGAC is further detailed in the following sections.
Activity in ATM: Organisation Legal Basis responsible Rule-making Direction du Transport Arrêté of July, 9th, 2008 on the organisation of the aérien (DTA) MEEDDAT – Article 6.1.8 (NOR: DEVK0815773A) Safety Oversight Direction de la Sécurité Arrêté of December, 19th, 2008 on the organisation de l’Aviation civile of the DSAC (NOR: DEVA0828132A) (DSAC) Enforcement actions in case DSAC sets the corrective measures or operational of non-compliance with safety restrictions to be taken. DSAC regulatory requirements Enforcement actions have different meanings, not used in our regulation on oversight. Airspace Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT- Article 6.1.8 (NOR: DEVK0815773A) Economic Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT – Article 6.1.7 (NOR: DEVK0815773A) Environment Arrêté of July, 9th, 2008 on the organisation of the DTA MEEDDAT- Article 6.1.1 (NOR: DEVK0815773A) Security DTA DSAC assists DTA with Arrêté of July, 9th, 2008 on the organisation of the technical expertise MEEDDAT – Article 6.1.5 regarding regulatory (NOR: DEVK0815773A) activities, monitoring Arrêté of December, 19th, 2008 on the organisation and application of the of the DSAC – Article 10 Civil Aviation Security (NOR: DEVA0828132A) Quality Control National Program Accident investigation
LSSIP Year 2016 France 12 Released Issue 1.2.1.2. DTA
In France the Regulator is composed of different directorates of DGAC which belongs to the Ministry in charge of Transport: DTA and DSAC. They are functionally separated from DSNA which is also part of DGAC. The “Direction du Transport Aérien” (DTA) is entrusted with the Environment, Security, Economic regulation (airlines, airports, ANS, passenger rights) Social law issues within the industry, International matters and relationships, as well as airspace management, ATM/ANS safety rule- making and policy. Within DTA, a dedicated unit, the “Mission Ciel Unique” (MCU), is responsible for the Single European Sky matters, and with Airspace organisation, ATM/ANS rule-making (except ANS staff training and licensing issues) and performance regulation.
Single European Sky Unit and Air Navigation Rulemaking Gilles Mantoux Deputy: Luc Lapène
Air Navigation Rulemaking Single European Sky and Airspace Jean‐Jacques Blanchard Lionel Banège
1.2.1.3. DSAC
Direction de la Sécurité de l’Aviation Civile (DSAC) is the national supervisory authority set up by the French order of the 7th December 2015.
DSAC, as French supervisory authority is in charge of ensuring compliance with international standards applicable to civil aviation, European regulations, and national legal provisions regarding safety, environment and security. As a consequence, DSAC has national authority for supervising, in particular, ATM/ANS safety, interoperability and security. DSAC includes five central technical directorates addressing European cooperation and safety regulation, flight crews, airworthiness and operations, airports and air navigation and security. The national supervisory authority revolves around a central directorate in Paris and regional offices located throughout mainland France, overseas departments and territories of the Antilles-Guyana, and in the Indian Ocean region.
Annual Report published: Y The last 2015 Annual Report is available and can be downloaded: http://www.developpement- durable.gouv.fr/sites/default/files/RapportDSAC_2015_FR_Web_final.pdf
LSSIP Year 2016 France 13 Released Issue 1.2.2. DSNA
1.2.2.1. Service provided
“Direction des Services de la Navigation Aérienne” (DSNA) was created by decree of 28th February 2005. DSNA is the single civil ANSP that provides ATC for en-route, TMA and aerodromes in FIR France. It is state-owned and is an entity of DGAC. Functional separation is achieved between rule-making, oversight activities and service provision activities. Both DSNA and DSAC have a specific status called “service à compétence nationale” (nation-wide competence office) defined by Decree of 9th May 1997.
Name of the ANSP: DSNA Governance: State Ownership: 100% State Services provided Y/N Comment ATC en-route Y Exclusive designated civil ANSP ATC approach Y Exclusive designated civil ANSP ATC Aerodrome(s) Y Exclusive designated civil ANSP AIS Y Exclusive designated civil ANSP CNS Y MET N METEO FRANCE is the only certified MET provider, and was designated on 20th December 2011. ATCO training Y Initial training is provided by ENAC (French Civil Aviation School) Others Y AFIS providers are generally aerodrome operators, except Miquelon, done by DSNA Additional information: Provision of services in Y Existing ATS services through letters of agreement where appropriate other State(s):
Annual Report published: Y http://www.developpement-durable.gouv.fr/sites/default/files/DSNA-DGAC- RA-2015-FR.pdf
For more information see civil aviation website http://www.developpement- durable.gouv.fr/politiques/aviation-civile
1.2.2.2. ATC systems in use
DACOTA Thales Air systems V8 (2016) IRMA Sogeti High Tech V8 (2016) ODS Cap Gemini 6.2.7.4 (2016) OMEGA Sogeti High Tech V9 (2016) STIP Thales Services I 27 (2016) STPV Thales Services V29 (2016) S.Erato V5.0
LSSIP Year 2016 France 14 Released Issue 1.2.2.3. ATC Units
The en-route ATC units in the French airspace which are of concern to this LSSIP are the following:
Number of sectors ATC Unit Associated FIR(s) Remarks En-route TMA BORDEAUX ACC 20 - LFBB BREST ACC 18 - LFRR MARSEILLE ACC 28 - LFMM PARIS ACC 21 - LFFF REIMS ACC 19 - LFEE
A total of 44 TMAs are managed in the French mainland airspace (excluding overseas regions) by APPs located at the principal airports. Most important of them are:
ATC Unit Number of approach Associated FIR(s) Remarks positions En-route TMA PARIS CDG - 15 IFR LFFF PARIS ORLY - 7 IFR LFFF BÂLE – 6 IFR - LFEE MULHOUSE + 2 VFR 4 IFR BORDEAUX - LFBB + 1 VFR LILLE - 4 IFR LFFF 8 IFR LYON - LFMM + 2 VFR 5 IFR MARSEILLE - LFMM + 2 VFR 4 IFR MONTPELLIER - LFMM + 1 VFR 3 IFR NANTES - LFRR + 1 VFR 9 IFR NICE - LFMM + 4 VFR STRASBOURG - 5 IFR + 1 LFEE VFR TOULOUSE - 6 IFR + 1 LFBB VFR
LSSIP Year 2016 France 15 Released Issue 1.2.3. Airports
1.2.3.1. General information
In addition to aerodromes operated by “Aéroports De Paris” (ADP), eleven major airports (11), whose land belongs to the state, are operated by companies under concession by DGAC. This concession tasks the Airport Operator to manage not only the land side and the air terminals but also the air side (that includes signs and markings, lighting). Regional airports property has been transferred to regional communities. These communities delegate the operation to airport operators under “statement of work”. DSAC certification addresses all tasks of the aerodrome operator including SMS (Safety Management System), structures, lighting on the runway and taxiways. Each year, the number of aerodrome operators that need a certification is increased in order to phase the process. UAF (Union des Aéroports Français – www.uaeroport.fr) is the association of the Airport Operators. An airport slot coordinator COHOR (Association pour la Coordination des Horaires – www.cohor.org), a different entity independent from State, airlines and airports, is responsible for the airport slot allocation for the airlines or any aircraft operator, for any operation at French coordinated airports, based on the EU Regulation 95/93 as amended.
1.2.3.2. Airport(s) covered by the LSSIP
Referring to the List of Airports in the Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. So the following airports are covered in this LSSIP: - Paris Roissy - Charles de Gaulle (LFPG) - Paris Orly (LFPO) - Nice Côte d’Azur (LFMN) - Lyon Saint Exupéry (LFLL) - Marseille Provence (LFML) - Toulouse Blagnac (LFBO)
1.2.4. Military Authorities
The defence activities encompass the functions of regulator, ANSP, airport operator, airspace user, aircraft operator, aeronautical information provider (only for OAT), for all the traffic flying OAT and also for the provision of air traffic services to OAT and GAT flights in some parts of national airspace and around some airports. Regulatory, service provision and user role in ATM are detailed below.
LSSIP Year 2016 France 16 Released Issue 1.2.4.1. Regulatory role
DIRCAM (Military Air Traffic Management Directorate) is the defence authority responsible for providing regulation of air navigation under operational air traffic rules. DIRCAM is embedded inside the State Aviation Safety Authority (DSAÉ), which deals with regulation and oversight for ATM and airworthiness, and also aircrew training and aircraft operations. To ensure safety of air navigation in the whole French airspace, regulatory activities are coordinated between DIRCAM and DTA under the High-Level Airspace Policy Board (“Directoire de l’Espace Aérien”).
In the same way than DGAC organisation, military ATM safety regulatory functions have been separated in two parts, under the authority of the Director of the DIRCAM, which encompasses three sub-directorates: - Airspace sub-directorate (SDEA) in charge of airspace and relevant rulemaking; - Regulatory sub-directorate (SDR) in charge of Air navigation, Airspace and Aerodromes regulation; - Surveillance and Audit sub-directorate (SDSA) in charge of military ANSPs supervisory activities, on behalf of DSAC for the services provided for GAT, approval of military aerodromes for the need of State aviation.
Therefore, DIRCAM is organized as follows:
DIRCAM Director BG** Pierre REUTTER Deputy: COL Thierry RAYMOND
SDEA SDR SDSA LTC Luc ANTOON COL Marc LAPIERRE COL Alain DENIAU
Regulatory framework and rule‐making
OAT GAT OAT and provision of service for OAT governed Y Provision of service for GAT by the Military Y by national legal provisions? governed by national legal provisions? Level of such legal provision: Decrees in State council Level of such legal provision: Decree in State council or Prime minister level. DIRCAM Regulation or prime minister level Authority signing such legal provision: Prime Minister, Authority signing such legal provision: Prime Minister Minister of Defence These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y ATCO Training N ATCO Training Y ATCO Licensing N ATCO Licensing N ANSP Certification N ANSP Certification N
LSSIP Year 2016 France 17 Released Issue ANSP Supervision Y ANSP Supervision Y Aircrew Training N ESARR applicability Y Aircrew Licensing N Additional Information: Crews and controllers are both Additional Information ATCO licences are delivered by trained and licensed by relevant Defence Authorities DSAC and trained in a military school certified by DSAC but most of them have a civil licence too. Means used to inform airspace users (other than Means used to inform airspace users (other than military) about these provisions: military) about these provisions: National AIP Y National AIP Y National Military AIP Y National Military AIP Y EUROCONTROL eAIP Y EUROCONTROL eAIP Y Other: Other:
Oversight
OAT GAT National oversight body for OAT: DIRCAM NSA (as per SES reg. 550/2004) for GAT services OAT oversight has been launched in September 2012. provided by the military: The French National Actually it encompasses the oversight of training Supervisory Authority for GAT services provided by organisations, military ATCO licenses and OAT military ANSPs is the DSAC. Some military ANSPs providers. supervisory activities are performed by DIRCAM, on behalf of DSAC, through a national decree and an operational letter of agreement. Oversight methods used by DIRCAM are supervised by DSAC. Military ATCO training oversight and licensing are performed by DSAC. Additional information: Additional information:
1.2.4.2. Service Provision role
MoD organizations are providing ATS to general air traffic in some parts of the airspace. DIRCAM is responsible for providing aeronautical information at national level for OAT.
Ministry of Defence
Army Navy DGA EMA Air Force DIRCAM COMALAT ALAVIA ATS/CNS DGA/EV DIRISI DIA CFA
OAT GAT Services Provided: Services Provided: En-Route Y En-Route N Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS Y MET Y For observations and MET Y forecasting, data are provided by METEO FRANCE and military services under METEO FRANCE supervision, and
LSSIP Year 2016 France 18 Released Issue tools are METEO FRANCE devices SAR Y SAR Y TSA/TRA monitoring Y FIS Y Other: Other: Additional Information: Additional Information:
Military ANSP providing GAT Y CFA 17/12/15 Duration of the 6 services SES certified? COMALAT 25/09/15 Certificate: 2 ALAVIA 25/09/15 2 DGA/EV 17/12/15 2 DIRISI 25/09/15 5 Certificate issued by: DSAC If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information.
1.2.4.3. User role
State Aviation Authority
Department of Homeland Department of Homeland Procurement Department of Army Navy Air Force Security Security Agency Finance COMALAT ALAVIA CFA Office of Public Safety Gendarmerie DGA/EV CUSTOMS
IFR inside controlled airspace, Military aircraft OAT only GAT only Both OAT and GAT Y can fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing N Within specific corridors only Y Within the regular (GAT) national route network N Under radar control Y Within a special OAT route system Y Under radar advisory service N
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements N Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: Flow and capacity exemptions are only authorized for some governmental and prioritized flights.
1.2.4.4. Flexible Use of Airspace (FUA)
Military in France applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y
LSSIP Year 2016 France 19 Released Issue Chapter 2 Traffic and Capacity
2.1. Evolution of traffic in France
France - Annual IFR Movements 4.000.000
3.500.000
3.000.000
2.500.000
2.000.000
IFR flights IFR IFR movements - Actuals 1.500.000 IFR movements - Baseline forecast 1.000.000 IFR movements - High forecast
500.000 IFR movements - Low forecast
0 2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F
A = Actual F = Forecast
EUROCONTROL Seven-Year Forecast (September 2016) IFR flights yearly growth 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F H 4.7% 4.5% 3.7% 2.9% 3.6% 2.5% 2.4% France B -0.7% 1.6% 1.5% 4.4% 2.4% 1.6% 1.8% 2.1% 1.5% 1.7% L 4.0% 0.4% -0.4% 0.4% 0.7% 0.1% 0.4% ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1%
LSSIP Year 2016 France 20 Released Issue 2016 Traffic in the France increased by 4.8 % during summer 2016 (May to October inclusive), when compared to the same period during 2015.
2017-2021 The EUROCONTROL Seven-Year forecast predicts an average annual increase between 0.2% and 3.4% during the planning cycle, with a baseline growth of 1.9%.
2.2. Bordeaux ACC
2.2.1. Traffic and en-route ATFM delays
LFBBALL - Traffic and en-route ATFM delays
4000 1.0
0.9 3500 0.8 3000 0.7 2500 0.6
2000 0.5
0.4
IFR flights (Daily Average)(Daily IFR flights 1500
0.3 per flight)Delay (minutesEnroute 1000 0.2 500 0.1
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 2978 3066 3183 3197 3394 Summer Traffic 2575 2615 2668 2744 2936 Yearly Traffic 2222 2238 2282 2349 2586 Summer Traffic Forecast 2962 3000 3057 3125 3174 High Traffic Forecast - Summer 3029 3140 3214 3338 3434 Low Traffic Forecast - Summer 2905 2878 2896 2917 2923 Summer enroute delay (all causes) 0.13 0.51 0.34 0.34 0.79 Yearly enroute delay (all causes) * 0.27 0.30 0.23 0.34 0.72
*From 01/01/2016 to 31/10/2016
LSSIP Year 2016 France 21 Released Issue
2.2.2. Performance summer 2016
En-route Delay (min/flight) - Traffic Capacity 2016 Capacity Baseline Summer Evolution gap Ref value Actual + 7.0 % 201 (0%) 0.20 0.79 Yes The average en-route delay per flight increased from 0.34 minutes per flight in Summer 2015 to 0.79 minutes per flight during the same period in 2016. 70% of the delays were due to ATC Capacity, 15% due to Weather, 11% due to Industrial action and 3% due to Staffing. Capacity Plan +1% Achieved Comments FABEC FRA Step 1 : WE DCTs No Improved Airspace Management / FUA Yes Improved ATFCM Procedures and STAM Yes CDM processes and procedures Yes MAC (Collaborative ATFCM Measures) Yes 5th layer in some sectors No Postponed to March 2017 Staff deployment / Flexible rostering Partially Re-evaluation will be done in Re-evaluation of sector capacities No 2017 following ERATO implementation Maximum configuration: 21 UCESO Yes 21 sectors Summer 2016 performance assessment The ACC capacity baseline was assessed with ACCESS to be at 201. During the measured period, the average peak 1 hour demand was 213 and the average peak 3 hour demand was 198.
2.2.3. Planning Period 2017-2021
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) ACC baseline 2017 2018 2019 H 224 11% 234 4% 242 3% Ref. 221 10% 225 2% 229 2% LFBB 201 L 214 6% 215 0% 216 0% Open 221 10% 225 2% 229 2% C/R 216 7% 220 2% 224 2%
LSSIP Year 2016 France 22 Released Issue
Capacity Plan 2017 2018 2019 2020 2021 FRA Step 1
: WE DCTs FRA Step 2: H24 DCTs with military Free Route Airspace activity FRA Step 3: Final goal
FRA Volume Improved Airspace Management / FUA FUA TSA FUA TSA
10 34 Airspace Management Advanced FUA “New TSA 6” (more
dynamic ASM) Airport & TMA Network
Integration Improved ATFCM Procedures and STAM Cooperative Traffic CDM processes and procedures Management MAC (Collaborative ATFCM Measures) ESSO project Change of including DFL “New TSA new between
6” Madrid- upper and Bordeaux lower interface airspace (BAMBI) Airspace SWFAB/FA BEC Barcelona
interface GIROM- OKABI 5th layer in R&L sectors Procedures Staffing Flexible rostering ERATO Technical (stripless, MTCD) Enhanced
Mode S Re-evaluation of sector Capacity capacities Training Significant Events 4Flight Max sectors 21 UCESO 21 UCESO 21 UCESO 21 UCESO 20 UCESO Planned Annual Capacity 14%* 16%* 4% 2% 1% Increase Reference profile Annual 10% 2% 2% N/A N/A % Increase Difference Capacity Plan 3.6% 18.2% 21.0% N/A N/A v. Reference Profile
LSSIP Year 2016 France 23 Released Issue Annual Reference Value 0.13 0.13 0.12 N/A N/A (min) Summer reference value 0.20 0.21 0.20 N/A N/A (min) * The capacity increases are mainly coming from the implementation of ERATO and the flexible rostering. Regarding flexible rostering, the Additional information national agreement is already validated, and the local agreement is under negotiation.
LFBBCTA - Reference capacity profile and alternative scenarios 350
300
250 hour)
per
200 (movements
150 profile
100 Capacity
50
0 2015 2016 2017 2018 2019 2020 2021 2017‐2019 Reference Capacity Profile 221 225 229 Capacity Profile ‐ Shortest Routes (Open) 221 225 229 Capacity Profile ‐ Current Routes 216 220 224 Capacity Profile ‐ High 224 234 242 Capacity Profile ‐ Low 214 215 216 Capacity Baseline 201 201 2017 ‐ 2021 Plan 229 266 277 283 286
2017-2021 Planning Period Outlook No capacity gap is expected for the planning period. The capacity increases are mainly coming from the implementation of ERATO and the flexible rostering. Regarding flexible rostering, the national agreement is already validated, and the local agreement is under negotiation.
LSSIP Year 2016 France 24 Released Issue
2.3. Brest ACC
2.3.1. Traffic and en-route ATFM delays 2012-2021
LFRRACC - Traffic and en-route ATFM delays
4000 2.0
1.8 3500 1.6 3000 1.4 2500 1.2
2000 1.0
0.8
IFR flights (Daily Average)(Daily IFR flights 1500
0.6 per flight)Delay (minutesEnroute 1000 0.4 500 0.2
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 3294 3345 3550 3429 3632 Summer Traffic 2752 2850 2980 2975 3169 Yearly Traffic 2398 2457 2559 2538 2786 Summer Traffic Forecast 3236 3289 3351 3411 3462 High Traffic Forecast - Summer 3308 3420 3502 3623 3717 Low Traffic Forecast - Summer 3182 3168 3181 3199 3209 Summer enroute delay (all causes) 0.11 0.50 0.63 1.04 1.60 Yearly enroute delay (all causes) * 0.19 0.35 0.53 1.41 1.99
*From 01/01/2016 to 31/10/2016
2.3.2. Performance Summer 2016
En-route Delay (min/flight) - Traffic Capacity 2016 Capacity Baseline Summer Evolution gap Ref value Actual +6.5 % 204 (+3%) 0.17 1.60 Yes The average en-route delay increased from 1.04 minutes per flight in Summer 2015 to 1.60 minutes per flight over the same period in 2016. 79% of the delays were due to the reason ATC Capacity, 15% due to Industrial Actions and 2% due to Staffing, Capacity Plan 1% Achieved Comments FABEC FRA Step 1 : WE DCTs No Improved airspace management / FUA Yes Improvement of ATFCM procedures and STAM Yes CDM processes and procedures Yes MAC (Collaborative ATFCM Measures) Yes Reorganisation of airspace below FL145 (1st No Postponed to 2017 step) Revised NAT/Brest interface Yes Staff redeployment / flexible rostering Partially ERATO (stripless, MTCD) Yes
LSSIP Year 2016 France 25 Released Issue Re-evaluation of sector capacities Yes Maximum configuration: 18 UCESO Yes 18 sectors were opened Summer 2016 performance assessment The ACC capacity baseline was measured with ACCESS/Reverse CASA at 204, 3% higher than in 2015. During the measured period, the average peak 1 hour demand was 227 and the average peak 3 hour demand was 211.
2.3.3. Planning Period 2017-2021
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) ACC baseline 2017 2018 2019 H 250 23% 258 3% 264 2% Ref. 245 20% 249 2% 253 2% LFRR 204 L 236 16% 238 1% 240 1% Open 245 20% 249 2% 253 2% C/R 236 16% 240 2% 244 2%
Capacity Plan 2017 2018 2019 2020 2021 Connectivi ty to FRA
Lisbon/Ma Free Route Airspace drid Stepped FRA
implementation Improved airspace management / FUA “New TSA Airspace Management 6” (more Advanced FUA dynamic ASM) Airport & TMA Network
Integration Improved ATFCM Procedures and STAM Cooperative Traffic CDM processes and procedures Management MAC (Collaborative ATFCM Measures) Reorganis Reorganisa ation of tion of airspace airspace Brest, Airspace below Jersey, FL145 London “New TSA
6-8-9” Procedures Staffing Flexible rostering Enhanced Technical Mode S
LSSIP Year 2016 France 26 Released Issue Re- evaluation Capacity of sector capacities Training Significant Events 4Flight Max sectors 18 UCESO 18 UCESO 18 UCESO 18 UCESO 17 UCESO Planned Annual Capacity 13%* 12%* 3% 1% 1% Increase Reference profile Annual 20% 2% 2% N/A N/A % Increase Difference Capacity Plan -5.7% 4.0% 5.5% N/A N/A v. Reference Profile Annual Reference Value 0.10 0.10 0.11 N/A N/A (min) Summer reference value 0.17 0.17 0.18 N/A N/A (min) * The capacity increases are mainly coming from the implementation of ERATO and the flexible rostering. Regarding flexible rostering, the Additional information national agreement is already validated, and the local agreement is under negotiation.
LFRRACC - Reference capacity profile and alternative scenarios 300
250 hour) 200 per
150 (movements
profile
100 Capacity
50
0 2015 2016 2017 2018 2019 2020 2021 2017‐2019 Reference Capacity Profile 245 249 253 Capacity Profile ‐ Shortest Routes (Open) 245 249 253 Capacity Profile ‐ Current Routes 236 240 244 Capacity Profile ‐ High 250 258 264 Capacity Profile ‐ Low 236 238 240 Capacity Baseline 198 204 2017 ‐ 2021 Plan 231 259 267 270 273 2017-2021 Planning Period Outlook There will be no capacity gap in Brest ACC as from 2018. The capacity increases are mainly coming from the implementation of ERATO and the flexible rostering. Regarding flexible rostering, the national agreement is already validated, and the local agreement is under negotiation.
LSSIP Year 2016 France 27 Released Issue
2.4. Marseille ACC
2.4.1. Traffic and en-route ATFM delays 2012-2021
LFMMACC - Traffic and en-route ATFM delays
4500 1.0
4000 0.9
3500 0.8 0.7 3000 0.6 2500 0.5 2000 0.4 IFR flights (Daily Average) (Daily IFR flights 1500 0.3 Enroute Delay per(minutes flight)
1000 0.2
500 0.1
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 3929 3999 4032 4030 4178 Summer Traffic 3268 3271 3269 3270 3456 Yearly Traffic 2763 2746 2730 2743 3008 Summer Traffic Forecast 3484 3554 3613 3710 3780 High Traffic Forecast - Summer 3561 3719 3843 4003 4139 Low Traffic Forecast - Summer 3407 3399 3423 3422 3441 Summer enroute delay (all causes) 0.52 0.72 0.86 0.19 0.46 Yearly enroute delay (all causes) * 0.55 0.44 0.57 0.20 0.51
*From 01/01/2016 to 31/10/2016
2.4.2. Performance Summer 2016
En-route Delay (min/flight) - Traffic 2016 Capacity Summer Capacity Evolution Baseline gap Ref value Actual
+5.7 % 248 (2%) 0.24 0.46 Yes
The average en-route delay increased from 0.19 minutes per flight in Summer 2015 to 0.46 minutes per flight in Summer 2016.
53% of the delays were due to the reason ATC Capacity, 27% due to Weather, 7% due to Industrial Actions, 7% due to Airspace Management and 4% due to Staffing.
Capacity Plan +2% Achieved Comments
FABEC FRA Step 1 : WE DCTs No
Improved airspace management / FUA Yes
Improvement of ATFCM procedures and STAM Yes
CDM Processes and procedures Yes
LSSIP Year 2016 France 28 Released Issue MAC (Collaborative ATFCM Measures) Yes
Creation of 4th layer (East) Yes
Staff redeployment / flexible rostering Partially
Maximum configuration: 15 + 13 Maximum configuration: 28 UCESO Yes sectors
Summer 2016 performance assessment
The ACC capacity baseline was assessed with ACCESS to be at 248, 2% higher compared to Summer 2015. During the measured period, the average peak 1 hour demand was 256 and the average peak 3 hour demand was 245.
2.4.3. Planning Period 2017-2021
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) ACC baseline 2017 2018 2019 H 275 11% 287 4% 297 3% Ref. 269 8% 273 1% 279 2% LFMM 248 L 257 4% 260 1% 264 2% Open 268 8% 272 1% 278 2% C/R 270 9% 274 1% 280 2%
Capacity Plan
2017 2018 2019 2020 2021
FRA Step 3: Final goal Free Route Airspace FRA Volume
Airspace Management Improved airspace management / FUA
Advanced FUA Airspace management procedures for D54 during Summer season
Airport & TMA Network
Integration
Improved ATFM procedures and STAM Cooperative Traffic CDM Processes and procedures Management MAC (Collaborative ATFCM Measures)
LSSIP Year 2016 France 29 Released Issue Reorganisat ion of lower airspace and delegation of ATS to APP units below FL145
IAM project (Interface Airspace LFML)
IAG project (Interface Geneva)
SWFAB/FA BEC Marseille
interface, including LUMAS
Procedures SMART SKI
Staffing Flexible rostering
4flight (new ATM Enhanced Technical system) Mode S implementa tion
Capacity
Training for 4Flight Significant Events (Autumn 2018 to end 2019)
25 UCESO 28 UCESO 28 UCESO 28 UCESO 28 UCESO Max sectors (tbd in (15+13) (15+13) transition (15+13) (15+13) plan)
Planned Annual Capacity 12%* 10%* 0% 1% 6% Increase
Reference profile Annual 8% 1% 2% N/A N/A % Increase
LSSIP Year 2016 France 30 Released Issue Difference Capacity Plan 3.3% 12.1% 9.7% N/A N/A v. Reference Profile
Annual Reference Value 0.15 0.15 0.15 N/A N/A (min)
Summer reference value 0.24 0.23 0.23 N/A N/A (min)
* The capacity increases are mainly coming from the flexible rostering. Additional information The national agreement is already validated, and the local agreement is under negotiation.
LFMMACC - Reference capacity profile and alternative scenarios 350
300
250 hour)
per
200 (movements
150 profile
100 Capacity
50
0 2015 2016 2017 2018 2019 2020 2021 2017‐2019 Reference Capacity Profile 269 273 279 Capacity Profile ‐ Shortest Routes (Open) 268 272 278 Capacity Profile ‐ Current Routes 270 274 280 Capacity Profile ‐ High 275 287 297 Capacity Profile ‐ Low 257 260 264 Capacity Baseline 242 248 2017 ‐ 2021 Plan 278306306309328
2017-2021 Planning Period Outlook
There will be no capacity gap in Marseille ACC for the planning period. The capacity increases are mainly coming from the flexible rostering. The national agreement is already validated, and the local agreement is under negotiation.
LSSIP Year 2016 France 31 Released Issue
2.5. Paris ACC
2.5.1. Traffic and en-route ATFM delays 2012-2021
LFFFALL - Traffic and en-route ATFM delays
4500 1.0
4000 0.9
3500 0.8 0.7 3000 0.6 2500 0.5 2000 0.4 IFR flights (Daily Average)(Daily IFR flights 1500 0.3 per flight)Delay (minutesEnroute
1000 0.2
500 0.1
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 4000 3863 3904 3925 4122 Summer Traffic 3429 3309 3353 3502 3574 Yearly Traffic 3227 3107 3125 3205 3342 Summer Traffic Forecast 3602 3629 3700 3778 3832 High Traffic Forecast - Summer 3673 3790 3885 4021 4077 Low Traffic Forecast - Summer 3526 3494 3503 3530 3534 Summer enroute delay (all causes) 0.27 0.17 0.20 0.17 0.40 Yearly enroute delay (all causes) * 0.27 0.17 0.17 0.14 0.39
*From 01/01/2016 to 31/10/2016
2.5.2. Performance summer 2016
En-route Delay (min/flight) - Traffic Summer Capacity 2016 Capacity Baseline Evolution gap Ref value Actual
+2.1 % 281 (+2%) 0.19 0.40 No
The average en-route delay increased from 0.17 minutes per flight in Summer 2015 to 0.40 minutes per flight over the same period in 2016.
48% of the delays were due to the reason Industrial Action, 30% due to Weather, and 20% due to ATC Capacity.
Capacity Plan +2% Achieved Comments
FABEC FRA Step 1 : WE DCTs No
Improved airspace management / FUA Yes
Bilini trial (until spring 2016) Yes
Improved ATFCM procedures and STAM / GF Yes GF project is part of iStream project
LSSIP Year 2016 France 32 Released Issue iStream Yes
CDM Processes and procedures Yes
MAC (Collaborative ATFCM Measures) Yes
Reorganisation of lower airspace and delegation of ATS to APP units below FL145 (for relevant No Postponed to 2018 airspace)
Staff redeployment / flexible rostering Partially
Maximum configuration: 20 Maximum configuration: 21 UCESO Yes sectors (10+10) was sufficient
Summer 2016 performance assessment
The ACC capacity baseline was assessed with ACCESS to be at 281, 2% higher than in Summer 2015. During the measured period, the average peak 1 hour demand was 277 and the average peak 3 hour demand was 251.
2.5.3. Planning Period 2017-2021
The planning focuses on the summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.
Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) ACC baseline 2017 2018 2019 H 284 1% 286 1% 288 1% Ref. 281 0% 281 0% 284 1% LFFF 281 L 281 0% 281 0% 281 0% Open 281 0% 281 0% 284 1% C/R 283 1% 284 0% 285 0%
Capacity Plan
2017 2018 2019 2020 2021
LMH project Free Route Airspace FRA above FL345
Airspace Management Improved airspace management / FUA Advanced FUA
Airport & TMA Network
Integration
LSSIP Year 2016 France 33 Released Issue Improved ATFCM procedures and STAM / GF project Cooperative Traffic Management CDM Processes and procedures
MAC (Collaborative ATFCM Measures)
Reorganisa tion of lower airspace and delegation
of ATS to Airspace APP units below FL145 (for relevant airspace)
Procedures SMART SKI
Staffing Flexible rostering
4flight (new ATM Enhanced Technical system) Mode S implementa tion
Capacity
Training for 4Flight Significant Events (autumn 2019 to end 2020)
21 UCESO 21 UCESO 21 UCESO 19 UCESO 21 UCESO Max sectors (11+10) (11+10) (11+10) (10+9) (11+10)
Planned Annual Capacity 12%* 12%* 1% 0% 1% Increase
Reference profile Annual 0% 0% 1% N/A N/A % Increase
Difference Capacity Plan 12.1% 25.6% 25.7% N/A N/A v. Reference Profile
Annual Reference Value 0.14 0.14 0.14 N/A N/A (min)
Summer reference value 0.19 0.18 0.18 N/A N/A (min)
LSSIP Year 2016 France 34 Released Issue
* The capacity increases are mainly coming from the flexible rostering. Additional information The national agreement is already validated, and the local agreement is under negotiation.
LFFFACC - Reference capacity profile and alternative scenarios 400
350
300 hour)
per 250
200 (movements
profile 150
Capacity 100
50
0 2015 2016 2017 2018 2019 2020 2021 2017‐2019 Reference Capacity Profile 281 281 284 Capacity Profile ‐ Shortest Routes (Open) 281 281 284 Capacity Profile ‐ Current Routes 283 284 285 Capacity Profile ‐ High 284 286 288 Capacity Profile ‐ Low 281 281 281 Capacity Baseline 276 281 2017 ‐ 2021 Plan 315 353 357 357 361
2017 – 2021 Planning Period Outlook
There will be no capacity gap in Paris ACC for the planning period. The capacity increases are mainly coming from the flexible rostering. The national agreement is already validated, and the local agreement is under negotiation.
LSSIP Year 2016 France 35 Released Issue
2.6. Reims ACC
2.6.1. Traffic and en-route ATFM delays 2012-2021
LFEEACC - Traffic and en-route ATFM delays
4000 1.0
0.9 3500 0.8 3000 0.7 2500 0.6
2000 0.5
0.4
IFR flights (Daily Average) (Daily IFR flights 1500
0.3 Enroute Delay per(minutes flight) 1000 0.2 500 0.1
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 2903 3030 3193 3267 3377 Summer Traffic 2587 2719 2832 2899 3021 Yearly Traffic 2334 2430 2522 2574 2743 Summer Traffic Forecast 3037 3092 3141 3214 3268 High Traffic Forecast - Summer 3098 3221 3320 3435 3519 Low Traffic Forecast - Summer 2979 2977 2980 3001 3012 Summer enroute delay (all causes) 0.37 0.47 0.60 0.66 0.40 Yearly enroute delay (all causes) * 0.26 0.31 0.42 0.55 0.30
*From 01/01/2016 to 31/10/2016
2.6.2. Performance summer 2016
En-route Delay (min/flight) - Traffic Summer Capacity 2016 Capacity Baseline Evolution gap Ref value Actual
+ 4.2 % 199 (+5%) 0.25 0.40 Yes
The average en-route delay decreased from 0.66 minutes per flight in Summer 2015 to 0.40 minutes per flight in Summer 2016.
54% of the delays were due to ATC Capacity, 29% due to Weather, 7% due to Staffing and 6% due to Industrial Action.
Capacity Plan +1% Achieved Comments
FABEC FRA Step 1: WE DCTs No
Improved airspace management / FUA Yes
FABEC XMAN Step 1 : Basic Yes
Improved ATFCM procedures and STAM Yes
LSSIP Year 2016 France 36 Released Issue CDM Processes and procedures Yes
MAC (Collaborative ATFCM Measures) Yes
Reorganisation of lower airspace ELLX interface Yes
Staff redeployment / Flexible rostering Yes As from end July 2016
Maximum configuration: 19 Maximum configuration: 19 UCESO Yes sectors
Summer 2016 performance assessment
The ACC capacity baseline was measured with ACCESS at 199. During the measured period, the average peak 1 hour demand was 212 and the average peak 3 hour demand was 195.
2.6.3. Planning Period 2017-2021
Capacity Profiles 2016 Profiles (hourly movements and % increase over previous year) ACC baseline 2017 2018 2019 H 228 15% 236 4% 243 3% Ref. 222 12% 227 2% 231 2% LFEE 199 L 216 9% 217 0% 218 0% Open 223 12% 228 2% 231 1% C/R 215 8% 220 2% 223 1%
Capacity Plan
2017 2018 2019 2020 2021
Free Route Airspace Additional DCTs
Final goal FRA Volume
Airspace Management Improved airspace management / FUA Advanced FUA
Airport & TMA Network FABEC XMAN Integration
Improved ATFCM procedures and STAM Cooperative Traffic CDM Processes and procedures Management MAC (Collaborative ATFCM Measures)
LSSIP Year 2016 France 37 Released Issue Improve- ment of Reims / Airspace Bâle / Strasbourg interface
Procedures
Staffing Flexible rostering
4flight (new ATM Enhanced Technical system) Mode S implementa tion
Capacity
Training for 4Flight Significant Events (Autumn 2018 to end 2019)
Max sectors 19 UCESO 19 UCESO 18 UCESO 19 UCESO 19 UCESO
Planned Annual Capacity 12%* 2% 0% 1% 6% Increase
Reference profile Annual 12% 2% 2% N/A N/A % Increase
Difference Capacity Plan 0.5% 0.0% -1.7% N/A N/A v. Reference Profile
Annual Reference Value 0.19 0.18 0.17 N/A N/A (min)
Summer reference value 0.25 0.25 0.24 N/A N/A (min)
* The capacity increases are mainly coming from the flexible rostering. Additional information The national agreement is already validated, and the local agreement is under negotiation.
LSSIP Year 2016 France 38 Released Issue LFEEACC - Reference capacity profile and alternative scenarios 300
250 hour) 200 per
150 (movements
profile
100 Capacity
50
0 2015 2016 2017 2018 2019 2020 2021 2017‐2019 Reference Capacity Profile 222 227 231 Capacity Profile ‐ Shortest Routes (Open) 223 228 231 Capacity Profile ‐ Current Routes 215 220 223 Capacity Profile ‐ High 228 236 243 Capacity Profile ‐ Low 216 217 218 Capacity Baseline 190 199 2017 ‐ 2021 Plan 223 227 227 229 243
2017-2021 Planning Period Outlook
Based on the current capacity plan, Reims ACC will be close to the capacity requirements.
LSSIP Year 2016 France 39 Released Issue Chapter 3 Master Plan Level 3 Implementation Report recommendations
Recommendations issued from the European ATM Master Plan Level 3 Implementation Report 2015 applicable to France for all items that require corrective actions and improvements.
Reference Recommendation 2015 Ownership number Operational stakeholders should ensure that the pace of implementation of pre-SESAR elements is increased, or at least All operational REC-2015/1 kept at the same level to ensure timely delivery of SESAR stakeholders baseline. Corrective actions taken: YES
Description: Close monitoring of each SESAR deployment program family is in place with active coordination with all relevant implementation projects or programs
Local Stakeholders that declared delays in implementation of AOM19, FCM04, ATC07.1, ATC15, NAV10, ENV01, AOP04.1,ITY-ADQ ,ITY- Local REC-2015/2 FMTP, INF07, COM10 to take corrective measures to reduce the implementation delays, or at least ensure that these delays are not Stakeholders increased. Status 2015: Actions have been taken to install Level 2 in Lyon through Thales Topsky Tower project. AOP04.1 The aim is to achieve Level 2 in Nice by May 2016 and by 2017 in Lyon. Corrective actions taken: YES
Description: Project in Nice actively supported and near completion, Level 2 operations now scheduled on Q1.2017. Project in Lyon still scheduled for Level 2 operations on mid 2017
Status 2015: Description: 1. An updated national regulation on aeronautical information has been established. 2. An ADQ-compliant formal arrangement template with IFR APOs has been finalised since 3th November 2015. 3. DSNA has planned to implement ECIT INO for the creation of French metropolitan NOTAM. 4. DSNA and Military entities have planned to implement a common ITY-ADQ AIP in 2016/2017.
More precisely : 1. The French Authorities have worked in coordination with the stakeholders concerned by ADQ implementation in order to establish an updated national regulation on aeronautical information. This new regulation defines an appropriate organisational framework for the French aeronautical information production chain which is compatible with ADQ-IR and which aims at facilitating its implementation. It complements some ADQ-IR
LSSIP Year 2016 France 40 Released Issue Reference Recommendation 2015 Ownership number provisions, especially those on private status stakeholders such as surveyors. The national regulation also gives a mandatory status to the data resolution, accuracy and integrity requirements featured in the international civil aviation Convention annexes (annexes 11, 14 and 15). Most provisions entered into force in July 2015. 2. An ADQ-compliant formal arrangement template with IFR APOs has been finalised since 3th November 2015. This template has been disseminated for establishment until 2017. Priority is given to APOs under the scope of regulation N°139/2014. Through this formal arrangement, APOs will have to apply DSNA procedures and guidance dealing with AIS production. These procedures take into account most of the data quality, data evidence, data origination and data process requirements. Some of these guidance and procedures (obstacles and WGS 84 surveys) will be updated in 2016. 3. Significant upgrades of the aeronautical information management systems are still necessary to comply with all data exchange format and data transfer requirements. Moreover, DSNA will implement the EAD ECIT facility for the creation of French metropolitan NOTAM (ECIT INO). The ECIT INO operational implementation is scheduled by mid-2016. 4. A memorandum of cooperation between DSNA and military entities is under final assessment. This agreement describes several ways to enforce the AIM cooperation and mentions the implementation of a common AIP. Corrective actions taken: YES
Description: DSNA has launched in September 2016 the SOFIA project which aims at full compliance with ITY- ADQ by 2022 (data exchange format AIXM 5, direct electronic connection, SDO completeness)
The following actions have been performed in 2016 : - DSNA procedures and guidance dealing with AIS production taking into account most of the data quality, data evidence, data origination and data process requirements have been updated in June 2016. - Finalisation of the memorandum of cooperation between DSNA and military entities dealing with AIM in March 2016.
Other actions are being performed - ECIT INO will be fully operational by end 2017. - Signature of formal arrangement with APO’s.
Status 2015: ITY-FMTP IP V4 FMTP connections implementation planned mid-2016. IPV6 migration will be afterwards accordingly to FABEC SETINET to PENS migration plan in order to optimize the work. Status 2016: ITY-FMTP IP V4 FMTP connections are implemented and in operations. IPV6 migration will be performed afterward accordingly to FABEC SETINET to PENS migration plan in order to optimize the work. Corrective actions taken: YES Description: DSNA is working actively with its FABEC partners to define a migration plan from FMTP IPV4 on FABEC SETINET to FMTP IPV6 on PENS. Status 2016: COM10 AMHS gateways have been implemented and all European RSFTA links have been migrated to AMHS.
LSSIP Year 2016 France 41 Released Issue ANSPs should use the momentum created by PCP funding ANSPs benefiting opportunities to secure and achieve full interoperability in line REC-2015/7 from EU funding with Master Plan Level 1 vision. Corrective actions taken: YES
Description: Close monitoring of each cofinanced projects related to SESAR PCP is in place in DSNA
LSSIP Year 2016 France 42 Released Issue Chapter 4 National Projects
Name / Code Description - Scope Schedule Status Link with ATM Master Expected Contribution to the Key Plan / Other Performance Areas * references DSNA (FR) AMAN To replace legacy AMAN system - Procurement has ESSIP:ATC15 Capacity: Increasing of capacity and (MAESTRO), a new AMAN tool has been awarded a OI-Steps: TS-0305 reduction of holdings in TMA area. been deployed and is operational at few years ago. Other: Safety: - LFFF since mid-2014 for sequencing AMAN is ASBU : B0-RSEQ Environment: Less fuel burnt through and metering the flow of traffic operational in reduced speed and optimized inbound the Paris terminal area. This version 1. A new trajectories. new AMAN system has been more complete implemented as well in the South version will be Cost-Efficiency: - East of France for the benefit of Lyon implemented in and Nice TMA and will be extended 2015-2016. to LFMM in 2016. Aéroport du A future airport to serve the western Project launched in 2011 - ESSIP:- Capacity: It will offer a higher level of Grand Ouest à area of France is being created near but suspended at the end OI-Steps: - capacity with specialized runways and Notre-Dame-des- Nantes. It will replace Nantes- of 2012 due to violent Other: - better extension capability Landes (NDDL) Atlantique airport that is located very opposition in situ. Political Safety: It will offer a higher level of safety close to the city with a final approach and legal decisions in favor with aligned final approaches and Cat III 21 that flies over the city centre. of the project renewed in operations on both QFU 2016 and a referendum in Environment: The airport is designed to June 2016 in the Loire- address the environmental performance Atlantique area about the with a high level of priority. transferring of Nantes Airport (55% pro). Cost-Efficiency: - Preparatory actions foreseen in 2017 depending on political decisions and national elections for President and Parliament. CSSIP Migration of all networks for data and 2012-2019 AMHS COM Centre ESSIP:COM10 Capacity: - voice communications to Internet is now operational OI-Steps: - Safety: - Protocol (IP): LAN, IP-WAN, AMHS IP-WAN is now Other: Environment: - COM Centre. operational ASBU : B1-SWIM Cost-Efficiency: Cost efficiency VoIP for telephony improvement through up to date and radio is now technology operational
LSSIP Year 2016 France 43 Released Issue Name / Code Description - Scope Schedule Status Link with ATM Master Expected Contribution to the Key Plan / Other Performance Areas * references ERATO Medium-Term Conflict Detection 2015-2016 Closed. ESSIP:ATC17 Capacity: Capacity improvement through system + electronic environment for Implemented in OI-Steps: CM-0201 advanced decision support tools en-route control centres Brest ACC in Other: available for the Air Traffic Controllers December 2015. ASBU: B0-FICE Safety: Safety improvement through Implemented in advanced decision support tools Bordeaux ACC in available for the Air Traffic Controllers November 2016. Environment: - Cost-Efficiency: - ILS Within its navigation strategy, France - 28 ILS have been ESSIP:- Capacity: - rationalization equipped every instrument runway decommissioned, 8 OI-Steps: - Safety: A safety benefit by implementing end with APV procedures and has have been Other: APV at every IFR runway ends. defined the associated ILS transferred to the Environment: An environmental benefit decommissioning. airport operators. NAV06 ASBU : B0-APTA by implementing APV at every IFR runway ends. Cost-Efficiency: Cost efficiency by decommissioning ILS system. PBN APV Publication of APV procedures on 2012-2018 Publication of 197 ESSIP:NAV10 Capacity: - every instrument runway ends RNAV approach OI-Steps: Safety: Safety improvement by providing (according to ICAO resolution A37- procedures (140 AOM-0602, vertical guidance on all runway ends 11) LPV 75 baro-VNAV) Environment: - for 197 instrument AOM-0604 runway ends. Other: Cost-Efficiency: Cost efficiency by ASBU: B0-APTA reducing the conventional equipment 20 instrument network runway ends have been created since the definition of the plan, to be equipped with APV procedures. SYSAT (Systems Replacement of ATM system in all From 2017 to 2021 Procurements ESSIP:- Capacity: Capacity through better for APP and DSNA mainland TWRs and in major started in 2014. OI-Steps: - automation TWR) APPs. First order was Other: HUM03.1 Safety: Safety through improved back- made in April 2015. ICAO ASBU: up. Negotiation is in Environment: - progress, purchase B0-RSEQ, will be done in B0-SURF, Cost-Efficiency: Cost efficiency through sharing of cost and up to date technology autumn 2016. Paris B0-ACDM, CDG B0-APTA, implementation in B0-FICE, B0-ASEP 2019, then Paris Orly and Le Bourget SESAR: Compliance in 2020 and Nice with SESAR
LSSIP Year 2016 France 44 Released Issue Name / Code Description - Scope Schedule Status Link with ATM Master Expected Contribution to the Key Plan / Other Performance Areas * references TMA mid-2021. interoperability standards are required SOFIA Modernization of aeronautical 2016 to 2020 Collection of users’ ESSIP :ITY-ADQ Capacity : - information data chain and processes needs and, Other : Safety: Indirect contribution to safety. in order to provide added-value elaboration of SESAR DP AF 5.3.1 This project is an enabler for DSNA. services meeting with customer service (Compliance with Environment: - requirements. implementation SESAR roadmap. Cost-Efficiency:- interoperability First service related standards are to SOFIA launched required) in December 2016 in partnership with IGN: interactive map for UAS restrictions zones in France. DSNA (FR), Mil. Authority (FR) 4Flight Defence Implementation of a new 2016-2020 Procurement is ESSIP: ATC07.1, Capacity: Safety and capacity standardized ATS system for En under final ATC12.1, improvement through both advanced route in both civilian and military discussion for ITY-AGDL decision support tools available and centers defence. better coordination process for the Air OI-Steps: AUO-0301, Traffic Controllers. CM-0202, Interoperability between military and CM-0203, civilian centres. CM-0205, Safety: Safety and capacity improvement CM-0207-A, through both advanced decision support TS-0102 tools available and better coordination process for the Air Traffic Controllers. Other: - Interoperability between military and civilian centres. Environment: - Cost-Efficiency: - DSNA (FR), Aéroports de Paris S.A. (FR) Geographic Creation of databases including 2016 to 2020 beginning Other : Capacity : - Database - AIM aeronautical information and SESAR DP AF 1.2.2 Safety : The systems developed and the tool geographical data (eTOD and AMDB) use of eTOD and AMDB will ensure a on LFPG and LFPO. more relevant information at airspace DSNA and airports operators will use users the databases for their respective Environment: - needs (procedure design, Cost-Efficiency:-
LSSIP Year 2016 France 45 Released Issue Name / Code Description - Scope Schedule Status Link with ATM Master Expected Contribution to the Key Plan / Other Performance Areas * references cartography...). For these needs, existing tools will be updated and a common AIM Tool used by local DSNA units and airports operators at LFPG and LFPO will be developed to enhance the collaboration between ANSP and Airport operator in the AIM domain and to enhance aeronautical publication on these airports
LSSIP Year 2016 France 46 Released Issue Chapter 5 Regional Co-ordination
5.1. FABEC
5.1.1. FAB Co-ordination
FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxembourg, the Netherlands and Switzerland. The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations. After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013. This means that FABEC is now operational. FABEC intends to deliver on the goals set by SES II and as laid down in the FABEC Performance Plan. FABEC intends to provide capacity, avoid bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe. Below, the progress of the different FABEC countries per ATM Key Feature:
ASM support systems (LARA or locally developed) deployed in FR, BE, CH, MUAC and DE. Planned for NL (2018). STAM Phase 1 is completed in MUAC. Ongoing in the remaining. Common principles, rules and procedures for OAT handling and OAT/GAT interface available in CH, DE and NL. Ongoing for FR and BE (2018). N/A in LU and MUAC. The traffic complexity assessment is completed in MUAC, ongoing in FR and NL (2017), DE (2021) and CH and planned for BE (2018). N/A in LU. Collaborative flight planning is deployed in CH, DE, NL and LU. Ongoing for MUAC and FR (2018). No plan for BE.
FRA ongoing for DE (2017), MUAC (2020), FR (2021) and CH (2022). Not applicable for LU, BE and NL. Basic AMAN ongoing for Düsseldorf and Brussels (2017). Planned for Geneva (2019), N/A in Brandenburg, implemented in remaining. Extended AMAN ongoing for FR and CH (2017), DE (2018) and MUAC (2023). Planned for NL (2023) and no plan for BE. N/A in LU. Development and implementation of RNAV arrival and departure procedures for RNAV 1 completed in FR, CH and NL. Ongoing for BE (2019) and DE (2023). N/A for LU and MUAC. APV procedures implemented in DE and CH. Late in BE (2017), FR (2018) and NL (2019). N/A in LU and MUAC.
LSSIP Year 2016 France 47 Released Issue
A-SMGCS Level 1 late in Düsseldorf and Toulouse (2017) and Marseille (2019), implemented in remaining. Level 2 ongoing in Frankfurt, Lyon, Nice and Toulouse (2017). Late in Düsseldorf (2018) and Marseille (2019). Implemented in remaining. A-CDM late in Lyon and Amsterdam (2017) and in Nice (2018). Implemented in remaining. Initial airport operations plan is planned for Brussels (2017), Amsterdam and Nice (2018) and Marseille (2021). No plan for Toulouse and ongoing for remaining airports.
Migration to AMHS FOC date was extended and is completed in BE, LU, DE and MUAC, ongoing in CH (2017) and NL and FR (2018). AGDL implemented in DE, CH and MUAC, late in FR (2020) and N/A in BE, NL and LU. Implementation of FMTP provisions late in DE (2017) and FR (2018), completed in remaining. Surveillance performance and interoperability completed in CH, NL and MUAC. Ongoing in DE, FR and BE (2020). Late in LU.
LSSIP Year 2016 France 48 Released Issue
The table below describes the FABEC ambition in each of the defined performance areas.
In terms of Safety, irrespective of traffic growth, the ambition of FABEC ANSPs is to reduce the risk per flight so that the overall number of accidents and incidents per year with an ATM ground contribution does not increase and can, in fact, even decrease.
Given the current high variability in the traffic demand and many implementations of new ATM systems in FABEC ANSPs (stripless system, ERATO, 4Flight or iCAS …), Reference Period 2 (RP2) will remain a challenging period for FABEC. In order to progressively close the gap with the network breakdown reference value, FABEC ANSPs will continue to develop ATFCM techniques and tools, increase their roster flexibility or implement new airspace structure. All these initiatives should allow FABEC to meet its target towards the end of RP2.
In the FABEC performance plan the performance area Cost-Efficiency in the second regulatory period is challenging and the determined unit cost targets have been reduced twice: once in July 2015, another time early 2017. In this respect, the FABEC partners are dealing with the pressure from economic regulation in a responsible manner and have reduced the initial gap with the EU average trend for the en-route determined unit cost targets. For the en-route segment a positive trend is especially visible for the remaining regulatory period (2017 to 2019), taking into account, inter alia, the increase in traffic achievements and forecasts. The outlook for the terminal segment is also promising, as the planned traffic volume increases while costs decrease.
The performance ambition for Security is to ensure that there is no increase in the risk of having ATM-related security incidents, taking into account the technological evolution of the underlying systems. This will be achieved through incident prevention and through system resilience to attacks. Because of the rapid development of system-wide information management (SWIM) and its specific nature, FABEC is already focusing on cybersecurity.
A FABEC performance analysis is ongoing with Performance Review Unit (PRU) to improve the methodology used for measuring these new RP2-environmental indicators called ASMA (Arrival Sequencing and Metering Area) Time and Taxi Out Time.
To deal with environment and savings linked to CO2 reduction, the FABEC performance plan is working on Horizontal Flight Efficiency (HFE) improvement. HFE is monitored all along the year to identify potential areas of improvement in order to achieve the FABEC KEA (horizontal en-route flight efficiency of the actual trajectory) target set to 2.96% in 2019.
LSSIP Year 2016 France 49 Released Issue
5.1.2. FAB Projects
There are two main FABEC projects ongoing: XMAN (Extended Arrival Manager) FRA (Free Route Airspace)
The tables below detail for each ongoing main FABEC project: which FABEC ANSPs and military partners are participating a description, the scope and objectives the schedule and implementation planning the status end 2016 the link to the ATM Master Plan Level 3 (formerly ESSIP), if any the expected performance contribution to the SES Key Performance Areas Capacity, Safety, Environment and Cost-Efficiency.
LSSIP Year 2016 France 50 Released Issue
Extended Arrival Management (XMAN) Organization(s): Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL - Luchtverkeersleiding Type of project: FAB Nederland (NL), MUAC ANSP (MAS), Skyguide (CH) Schedule: The XMAN project envisages three development and implementation steps:
1. Basic Step - From 2012 to 2023 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by Belgocontrol, DFS, and DSNA, LVNL, MUAC, skyguide and NATS.
2. Advanced Step - From 2013 to 2023 The Advanced Step will take into account validated SESAR results concerning Time Based Flow Management (TBFM) in order to improve the en-route part of cross-centre arrival management in the overall FABEC airspace. This step also requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy. Additional planning information related to departures and airborne flights will be used to be provided by Airport- CDM and/or Network Management. This step has potentially an impact on all FABEC ACCs.
3. Optimized Step - From 2017 to 2023 The Optimized Step will take into account further validated SESAR results and will optimize the cooperation between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed. Status: The FABEC XMAN Basic Step has already been implemented at several ACCs for several airports. The implementation phase of the Basic Step will continue until 2023. The solution design of the Advanced Step has been finalized in June 2016. A pilot implementation has been achieved for London Heathrow end 2015. Description: The XMAN/AMAN project will develop and implement a harmonized approach to arrival management in the core area of Europe because it has to rely on cross-centre and cross- border processes and procedures. The implementation of XMAN will improve and optimize arrival management operations for the major five airports/TMAs (Munich, Amsterdam, Paris- CDG, Frankfurt, London-Heathrow) as well as for other selected intermediate airports within FABEC and FAB UK/IRL as defined by the Commission Implementing Regulation (EU) No 716/2014 (Zurich, Dusseldorf, Brussels, Berlin, Paris-Orly, Nice, London-Stansted, London- Gatwick, Manchester, Dublin).
One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival management systems (AMAN) from the local TMA into the airspace of upstream control centres.
The final extension of arrival management operations is expected to reach as far as 200 NM or even beyond, depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, as a consequence, most of the FABEC control centres will be affected by extended AMAN operations and some of them will need to feed several arrival streams for different airports/TMAs simultaneously. Link and references ATM MP links: L3: ATC07.1, ATC15.1 Other links: PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2016: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016:
LSSIP Year 2016 France 51 Released Issue Performance contribution Safety: Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect. Environment: Reduction of: • Track miles and holdings: small positive effect; • Fuel burn: large positive effect; • CO2/NOX emissions: large positive effect. Capacity: Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload in APP and ACC: no significant effect. Increased controller workload in UAC: effect depending on the number of airports to be serviced. Cost-efficiency: From ANSP point of view: large negative effect (investment cost without financial return for ANSP). Operational efficiency: - Cooperation Activities: Collaboration with FAB UK/IRL is included. Collaboration with other surrounding FABs is initiated.
Free Route Airspace (FRA) Organization(s): Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL - Type of project: FAB Luchtverkeersleiding Nederland (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Militaire Luchtvaart Autoriteit (NL), Skyguide (CH), Swiss Air Force (CH) Schedule: The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with Advanced Flexible Use of Airspace (A-FUA) at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of the Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace at FL310+ by 2022.
In 2016, the project has consolidated the Long Range Direct Routes with the Direct Route activities thus it is now organized into two work streams
1. National and cross-border Direct Routes (DCT) including Long Range Direct Routings;
2. Free Routing. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Implementation activities are managed at ACC or national level using local management processes and are monitored at FABEC level. Status: DFS, DSNA, MUAC and skyguide have already implemented several direct routes and will continue to implement further direct routes in the coming years.
For the Free Route Airspace work stream, the Concept of Operations has been finalized in September 2016. Description: The Free Route Airspace (FRA) Programme aims at developing and implementing a Free Route Airspace FABEC wide.
The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace.
The FRA Programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace.
LSSIP Year 2016 France 52 Released Issue Link and references ATM MP links: L3: AOM21.1, AOM21.2 Other links: PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Program DP 2016: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: No impact Environment: FRA allows airspace users to fly direct routes, thus reducing flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There are environmental benefits from savings in CO2-emissions. Capacity: Capacity benefits could be foreseen since reduced average transit times may result in an increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However, it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence the overall impact of FRA on sector capacity cannot be determined without simulations. Cost-efficiency: Investments at ANSP-level will deliver benefits in financial terms to users, but not to ANSPs. Operational efficiency: - Cooperation Activities: -
5.2. Regional cooperation
Continuous cooperation relating to coordination and transfer procedures, airspace and route planning, etc., normally takes place between adjacent States, in accordance with ICAO SARPs and PANS. This cooperation is, among other issues, focused towards implementation of the ECAC Objectives and is complementary to the work undertaken for implementation of the European ATM Master Plan. More specific cooperation/coordination arrangements, which may be useful in coordinating Local Actions between adjacent States, are highlighted below. The ATM Master Plan, its level 3 ESSIP components and the Pilot Common Project provide the main framework on which these Regional Plans rely. In addition to the involvement in the FABEC initiative, the bilateral or multilateral coordination arrangements already set up by DSNA are the following: Joint AEFMP Harmonization Plan (Algeria-Spain-France-Morocco-Portugal) (2002), which replaced the formers EFP Harmonization Plan (1991) and AEFMP Harmonization Plan (1996), Member of A6 (ENAIRE, DFS, DSNA, ENAV, NATS, PANSA, COOPANS), Coordination with the 6-States/EUROCONTROL (Belgium, France, Germany, Luxembourg, The Netherlands, United Kingdom), SOUTH-WEST AXIS, to improve ATM capacity and reduce delays in the area of Switzerland, Northern-Italy, Northern Eastern Spain, France and United Kingdom with EUROCONTROL collaboration, Member of ESSP (European Satellite Service Provider) EGNOS, Member of the SESAR JU, Member of ANSPs cooperations for system developments such as New Voice Communication System implementation and ATM system developments, Member of the SESAR Deployment Alliance that drive the Deployment of SESAR as “SESAR Deployment Manager”.
LSSIP Year 2016 France 53 Released Issue
5.2.1. Regional Cooperation Initiatives
DSNA, ENAV and various other partnerships DSNA is involved in two major projects in partnership with ENAV: The aim of COFLIGHT is to implement with ENAV a new FDP system that will be compliant to SES interoperability regulation. Following the definition phase, the realization of the COFLIGHT software has started in 2006, and several versions have been delivered to the Customer. Based on Coflight, DSNA and its partners ENAV, skyguide and Malta Air Traffic Service has launched the “Coflight Cloud Services” (formerly known as “Coflight As a service” project in 2014. The objective is to rely on the Coflight product to provide FDP remotely service and system’s maintenance to other ANSPs. The objective of 4-FLIGHT is the procurement with ENAV of the next generation of the ATM system in order to prepare SESAR convergence. This new generation of ATM system will be based on an existing supplier line of product in 2 steps: the first one with a new architecture and very advanced functions, and the second one fully compliant with the SESAR CONOPS. Step 1: implementation is planned in 2019 Step 2: implementation is planned in 2022. The contract has been awarded in October 2011. Common specification and procurement with Maastricht ACC (MUAC) of a next generation VCS (Voice Communications System). o In 2008, a working group of FABEC members developed the specifications for a new VCS (Voice Communication System) taking into account the needs of the FABEC ANSPs as well as the evolutions towards new common functional needs such as the management of the radio and the telephone on the same VCS or to technological evolutions such as the transport of the voice communications under IP. o Following the preparation of these specifications, DSNA and MUAC/Eurocontrol (Maastricht ACC Center) decided to collaborate to conduct a tender procedure for the development, supply and maintenance of New VCS (NVCS Project). A cooperation agreement has been drawn up between MUAC and DSNA to determine the rules for collaboration between the two organizations. One of the characteristics of this cooperation agreement was that a 20-year framework agreement would be awarded in partnership between MUAC and DSNA and that the tendering procedure would be carried out by DSNA, according to the rules of the French Public Procurement Code. o The framework agreement offers the possibility for other FABEC ANSPs, if they wish, to integrate the cooperation agreement and to benefit rapidly of a NVCS system “ready for use”, compliant with European regulation and using state of the art technologies as well as from all the services offered by Framework agreement under the same conditions as the DSNA and MUAC.
LSSIP Year 2016 France 54 Released Issue o The NVCS project enable DSNA, MUAC to satisfy the following objectives: . Purchasing of NVCS primary and backup systems under a common framework contract . Implement an advanced Voice Communications System capable of delivering voice services over any possible telecom infrastructure in the foreseeable future. . Support a coordinated transition from TDM (Time Division Multiplexing) based switching to Voice over IP (VoIP) among different Air Navigation Services Providers (ANSPs). . Increased cost-effectiveness of the ANSP’s investments as a result of scale effects in the acquisition process as well as during the maintenance phase. o The perimeter of NVCS project in DSNA is to replace main and backup radio/ telephone chains of the five French ACC and also replace Back up VCS for CDG airport.
Even for smaller projects DSNA gives more importance to partnership with European ANSPs: Development of a common Safety Nets Product with DFS; Interconnection with the SETINET Network with Skyguide; Common specification and procurement with Skyguide of an AMHS compliant message switching system (MESANGE: MESsagerie Aéronautique de Nouvelle GEnération) leading to system implementation in 2016;
ESSP DSNA is a shareholder of the ESSP SAS Company established in Toulouse in 2009, along with other European ANSPs (DFS, ENAIRE, ENAV, NATS, NAV-P, skyguide). The main aim of the cooperation between these seven ANSPs is having ESSP operating the EGNOS infrastructure and delivering several services, in particular the EGNOS Safety of Life service used by aviation to provide LPV approaches over Europe. The governance of the ESSP is ensured by a Board of Directors where shareholders are represented. The Board of Directors meets on a quarterly basis and it is supported by the CEO of the company, as well as by the financial and strategic direction. ESSP has won in 2014 the EGNOS operating contract for 8 years, following a competitive call for tender managed by GSA, the European GNSS Agency. ESSP is now an established and a key player in Europe in the field of satellite navigation services. ESSP is also developing business and consulting activities in several areas, ranging from expanding EGNOS services and user communities, to managing pan European networks
A6 Alliance The “A6 Alliance” was set up informally in 2007 between the ANSPs interested in accession to SJU membership, i.e.: - ENAIRE, the Spanish ANSP; - DFS, the German ANSP; - DSNA, the French ANSP; - ENAV, the Italian ANSP; - NATS, the British ANSP; - NORACON, (the NORth European and Austrian CONsortium), which consists of nine members: Swedavia (Swedish airports) and eight European ANS providers: Austro Control (Austria), AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark).
LSSIP Year 2016 France 55 Released Issue
After the successful cooperation for accession to SJU membership, it was decided to formalize the A6 Alliance through a Memorandum of Cooperation which was concluded in June 2011.
The aim of the cooperation and coordination between the 6 parties was to provide customer value through improving the ATM performance at a European Network Level and increasing the pace of delivering the Single European Sky. The main areas of cooperation relate to general fields of mutual interest (e.g. best practice, harmonized strategy etc.), the SESAR R&D phase and SESAR deployment phase.
The governance of the A6 Alliance is ensured by a Steering Board composed of CEOs which meets on a quarterly basis and is supported by a Strategy Board composed of senior managers. An R&D Working Group and a Deployment Working Group organize co-operation at expert level.
The A6 Alliance quickly became an important player and a key stakeholder of the Single European Sky and has made significant and remarkable contributions to the SESAR JU, for example on the occasion of the ATM Master Plan Updates (editions 2012 and 2015).
The A6 Alliance leads European‐wide technical activities validated and co‐funded by the EC for their consistency with the SES framework. Recently INEA awarded close to 543 million € to A6 members’ implementation projects as part of 2014 and 2015 Connecting Europe Facility (CEF) calls within SESAR Common Projects deployment priority (currently only Pilot Common Project – PCP).
PANSA is now a full member of the A6 Alliance, which has also developed a close partnership with the COOPANS1 ANSPs, and a strong relationship with the A4 (Airlines) and the SDAG (airports) which has resulted in the setup of an industry led consortium (SESAR Deployment Alliance (SDA)). On December, 5th 2014, the European Commission tasked the SDA with the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment.
This partnership between ANSPs led to the formal integration of COOPANS into the A6 Alliance for SESAR Deployment Manager activities and today, the A6 Alliance members provide significant support either in logistics or in staff to the SESAR Deployment Manager.
Finally, in the context of SESAR2020, the B423 Consortium joined the A6 Alliance in 2015 and an agreement has been recently established between the A6 Alliance and Skyguide in order to authorise exchanges between their experts in the domain of R&D.
Regional AEFMP Framework
AEFMP was set up by Algeria, Spain, France, Morocco and Portugal in 1996 to harmonize and optimize the air navigation operations among the five countries. It aims at promoting the establishment of common regional convergence objectives in order to achieve a high operational efficiency in the provision of services. To this regard, a Joint AEFMP Plan was signed by the Civil Aviation Authorities and by the Air Navigation Service Providers in 2002.
After 14 years of fruitful cooperation, the AEFMP MoU was signed in January 2016 and publicly ratified during the WAC (World ATM Congress) held in Madrid, in March 2016, with the attendance of representatives of the European Commission. The renewed framework of cooperation includes updated leading principles and reinforced cooperation to face future ATM (Air Traffic Management) developments steaming form the SES (Single European Sky) framework evolution.
1 ACG, Croatia Control, IAA, LFV and Naviair together form the COOPANS Alliance 2 PANSA, ANS CR, LPS SR and Oro Navigacija together form the B4 Consortium
LSSIP Year 2016 France 56 Released Issue The AEFMP is then particularly focused on the harmonization of procedures, the improvement of interoperability and the management of implementation of new systems. Accordingly, the main AEFMP objectives are: to coordinate and collaborate on the operational and technical enablers alignment; to harmonize and optimize the deployment timeline of the operational and technical enablers; to push towards more interoperable systems; to optimize the traffic flows across the AEFMP area; and to interconnect ATM systems, share data stemming from AEFMP facilities and systems.
The main achievements of the AEFMP have been the result of the collaboration in the following areas: Optimum use of Technical Systems: technical optimization is considered essential to provide the users with systems aimed at improving or maintaining performance through synchronized interoperable technology deployment. Likewise, the main general objectives are: - to establish systems and common protocols allowing for a reliable, quick and effective exchange of information between operational centres; - to share data stemming from technical premises between adjacent (non-national) units, when pertinent; - to share technical knowledge and experience between AEFMP ANSPs and propose new technical ways of improving CNS/ATM systems.
Optimum use of Airspace: common methods and procedures as well as operational changes have been and shall be assessed considering the impact on global performance and in order to optimize the use of the AEFMP airspace by its users. Likewise, the general objectives are: - to study and elaborate common working methods for the area, as well as establishing support systems necessities; - to establish common criteria for airspace organization and co-ordination of adjacent units in order to avoid bottlenecks; - to analyze delays in the AEFMP area and propose joint measures in order to reduce delays in the area.
The previous areas of work include inter-FAB and other non AEFMP countries collaboration activities, with the aim to extend the SES objectives to other geographies while keeping the aim to maintain, or improve the level of safety in the AEFMP area.
In line with its objective to develop the EU technical cooperation and SES extension to the AEFMP North- African partners, AEFMP answered positively to an invitation of “Groupe des Ministres des Transports de la Méditerranée Occidentale, GTMO5+5” (Group of Transport ministers from Western Mediterranean) to produce a study, led by DSNA, focused on the cooperation status, projects and needs among the ten countries concerned (Portugal, Spain, France, Italy, Malta, Morocco, Mauritania, Algeria, Tunisia and Libya). The study was delivered on November 22nd 2016, to 5+5 ANSPs and CETMO as a fully validated version and now is under the assessment of the GTMO5+5.
In addition, AEFMP SC decided to respond positively to the willingness of OACA (Tunisia) to join the AEFMP activities, inviting OACA to attend the AEFMP Working and Sub-Working Groups meetings as an observer.
Lastly, by the beginning of September 2016, the renewal of the newly hosted public website, www.aefmp- atm.org, was finalized and made publicly available.
LSSIP Year 2016 France 57 Released Issue 5.3. Regional Projects
Name / Code Description - Scope Schedule Status Link with ATM Expected Contribution to the Key Master Plan / Performance Areas Other references DSNA (FR), ENAV (IT) 4Flight The objective of 4-FLIGHT is the procurement The contract has been Procurement has ESSIP:ATC07.1, Capacity: Capacity performance with ENAV of the next generation of the ATM awarded in October 2011. been awarded in ITY-AGDL improvement through enhanced flight system in order to prepare SESAR Complete implementation October 2011 Initial OI-Steps: AUO- plan and trajectory management. convergence. This new generation of ATM scheduled between 2017 trials performed 0301, TS-0102 Safety: Environmental performance system will be based on an existing supplier and 2021 : step 1: successfully in Other: ASBU : B0- improvement through enhanced flight line of product in 2 steps: the first one with a implementation is planned December 2012 Pre- RSEQ B0-TBO plan and trajectory management. new architecture and very advanced end of 2019 in Reims and operational version Environment: - functions, and the second one fully compliant Marseille ACC; step 2 deployments planned with the SESAR CONOPS implementation in Paris ACC in two ACCs in 2014 Cost-Efficiency: Better cost end 2020; implementation is Commissioning is efficiency through shared planned 2022 in Brest and planned in pilot ACCs development and maintenance costs Bordeaux ACC. by 2019 DSNA (FR), ENAV (IT) COFLIGHT New generation ATM FDP system Procurement has been - ESSIP:ATC07.1, Capacity: Capacity performance COFLIGHT, electronic environment and fully awarded in October 2011 ITY-AGDL improvement through enhanced flight compliant with ATM Master Plan Initial trials performed OI-Steps: AUO- plan and trajectory management. successfully in December 0301, TS-0102 Safety: - 2012. Other: ASBU : B0- Environment: Environmental Commissioning is planned in RSEQ B0-TBO performance improvement through pilot ACCs between 2019 enhanced flight plan and trajectory and 2021. management. Cost-Efficiency: Better cost efficiency through shared development and maintenance costs
LSSIP Year 2016 France 58 Released Issue Chapter 6 Implementation Objectives Progress
6.1. State View
6.1.1. Overall Objective Implementation
Progress distribution for applicable Implementation Objectives
2; 3% 29; 38% Completed
Ongoing 15; 19%
Planned 6; 8%
Late 25; 32% No Plan
LSSIP Year 2016 France 59 Released Issue
6.1.2. Objective Progress per SESAR Key Feature
Legend:
## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)
100% = Objective completed = Completion beyond Implementation Objective timeline
Optimised ATM Network Services
Average implementation progress: 61%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
Harmonise Operational Air Traffic (OAT) and 93% AOM13.1 General Air Traffic (GAT) handling 83% AOM19.1 ASM support tools to support A-FUA
3% AOM19.2 ASM Management of real-time airspace data
40% AOM19.3 ASM Management of real-time airspace data
100% FCM01 Enhanced tactical flow management services
73% FCM03 Collaborative flight planning
97% FCM04.1 STAM Phase 1
28% FCM04.2 STAM Phase 2
11% FCM05 Interactive rolling NOP
80% FCM06 Traffic Complexity Assessment
LSSIP Year 2016 France 60 Released Issue
Advanced Air Traffic Services
Average implementation progress: 81%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
100% AOM21.1 Direct Routing
31% AOM21.2 Free Route Airspace
100% ATC02.2 STCA Level 2
100% ATC02.8 Ground-based Safety Nets
ATC07.1 AMAN tools and procedures
LFMN - Nice Airport 100%
LFPG - Paris CDG Airport 100%
LFPO - Paris Orly Airport 100%
Automated support for conflict detection, resolution 36% ATC12.1 support information and conformance monitoring Implement, in en-route operations, information 78% exchange tools & procedures in support of basic ATC15.1 AMAN Arrival Management extended to en-route 75% ATC15.2 airspace 95% ATC16 ACAS II compliant with TCAS II change 7.1
Electronic dialogue as automated assistance 25% ATC17 to controller during coordination and transfer
ENV01 Continuous Descent Operations LFBO - Toulouse Airport 100% (Outside Applicability Area) LFLL - Lyon Airport 100%
LFML - Marseille Airport 100%
LFMN - Nice Airport 100%
LFPG - Paris CDG Airport 100%
LFPO - Paris Orly Airport 100%
Ground-ground automated co-ordination 100% ITY-COTR processes 100% NAV03 RNAV 1
99% NAV10 APV procedures
LSSIP Year 2016 France 61 Released Issue High Performing Airport Operations
Average implementation progress: 44%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOP04.1 A-SMGCS Level 1
LFBO - Toulouse Airport 38%
LFLL - Lyon Airport 100%
LFML - Marseille Airport 18%
LFMN - Nice Airport 100%
LFPG - Paris CDG Airport 100%
LFPO - Paris Orly Airport 100%
AOP04.2 A-SMGCS Level 2
LFBO - Toulouse Airport 13%
LFLL - Lyon Airport 20%
LFML - Marseille Airport 0%
LFMN - Nice Airport 38%
LFPG - Paris CDG Airport 100%
LFPO - Paris Orly Airport 100%
AOP05 Airport CDM LFBO - Toulouse Airport n/a (Outside Applicability Area) LFLL - Lyon Airport 69%
LFML - Marseille Airport n/a (Outside Applicability Area) LFMN - Nice Airport 31%
LFPG - Paris CDG Airport 100%
LFPO - Paris Orly Airport 100%
AOP10 Time-Based Separation
LFPO - Paris Orly Airport 0%
AOP11 Initial Airport Operations Plan
LFBO - Toulouse Airport - 0%
LFLL - Lyon Airport 3%
LFML - Marseille Airport 0%
LFMN - Nice Airport 0%
LFPG - Paris CDG Airport 24%
LFPO - Paris Orly Airport 24%
Improve runway and airfield safety with ATC
AOP12 clearances monitoring LFMN - Nice Airport 5%
LFPG - Paris CDG Airport 8%
LFPO - Paris Orly Airport 8%
Automated assistance to Controller for Surface
AOP13 Movement Planning and Routing LFMN - Nice Airport 0%
LFPG - Paris CDG Airport 0%
LFPO - Paris Orly Airport 0%
ENV02 Collaborative Environmental Management
LFBO - Toulouse Airport 100%
LFLL - Lyon Airport 100%
LFML - Marseille Airport 100%
LFMN - Nice Airport 100%
LFPG - Paris CDG Airport 100%
LFPO - Paris Orly Airport 100%
Improve runway safety by preventing runway 84% SAF11 excursions
LSSIP Year 2016 France 62 Released Issue
Enabling Aviation Infrastructure
Average implementation progress: 57%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
58% COM10 Migrate from AFTN to AMHS
80% COM11 Voice over Internet Protocol (VoIP)
0% FCM08 Extended Flight Plan -
100% INF04 Integrated briefing
48% INF07 Electronic Terrain and Obstacle Data (eTOD)
69% ITY-ACID Aircraft identification
Ensure quality of aeronautical data and 24% ITY-ADQ aeronautical information 90% ITY-AGDL Initial ATC air-ground data link services
8,33 kHz air-ground voice channel spacing ITY-AGVCS2 25% below FL195
53% ITY-FMTP Common Flight Message Transfer Protocol
81% ITY-SPI Surveillance performance and interoperability
LSSIP Year 2016 France 63 Released Issue 6.1.3. ICAO ASBU Implementation
The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle. These results were determined using the LSSIP Year 2016 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/58 (European Air Navigation Planning Group).
Legend:
= Completed (during 2016 or before) = Missing planning date
= Progress achieved in 2016 = Not applicable
<16 16 17 18 19 20 21 22 23 24 ≥25
100% B0-APTA Optimization of Approach Procedures 99% including vertical guidance
100% B0-SURF Safety and Efficiency of Surface 60% Operations (A-SMGCS Level 1-2) Increased Interoperability, Efficiency and 100% B0-FICE Capacity through Ground-Ground 59% Integration
100% B0-DATM Service Improvement through Digital Aeronautical Information Management 62%
100% B0-ACAS ACAS Improvements 95%
100% B0-SNET Increased Effectiveness of Ground-Based
Safety Nets 100% B0-ACDM Improved Airport Operations through 75%
100% B0-RSEQ Improved Traffic flow through Runway 89% sequencing (AMAN/DMAN)
100% B0-FRTO Improved Operations through Enhanced 94% En-Route Trajectories
100% B0-NOPS Improved Flow Performance through 86% Planning based on a Network-Wide view 100% B0-ASUR Initial capability for ground surveillance 81%
100% B0-CDO Improved Flexibility and Efficiency in
Descent Profiles (CDO) Improved Safety and Efficiency through 100% B0-TBO the initial application of Data Link En- 90% Route
LSSIP Year 2016 France 64 Released Issue 6.2. Detailed Objectives Implementation progress
Two colour codes are used for each Implementation Objective ‘box’: o a colour code is used to show the Objective Scope in the Objective ID cell, and o another colour code is used to show the Objective Progress in the State and for each national stakeholder.
(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC Completed No Plan EU+ Ongoing Not Applicable Multi-N Planned Missing Data APT Late
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling AOM13.1 Timescales: 93% Ongoing Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Global harmonisation OAT/GAT process is well advanced with close civil-military 31/12/2018 cooperation. REG (By:12/2018) Review national legislation comparing to the EUROAT Ongoing DGAC specifications in order to ensure OAT/GAT compatibility - 10% 31/12/2018 rules (RCA/4 : Règlement de la Circulation Aérienne 4) Mil. Global harmonisation OAT/GAT process is well advanced Completed - 100% Authority with close civil-military cooperation. 31/12/2011 ASP (By:12/2018) Mil. The trials conducted in Reims ACC in 2013 were Completed - 100% Authority successful, and a "type II CMCC" has been implemented. 31/12/2012 The trials conducted in Reims ACC in 2013 were Completed DSNA - 100% successful, and a "type II CMCC" has been implemented. 31/12/2016 MIL (By:12/2018) The global harmonisation process is well advanced, due Completed to permanent dialogue between State aviation and Civil Mil. aviation authorities, in order to apply as far as possible - 100% Authority common principles. It is formalized inside OAT rules 01/09/2016 (RCAM) and OAT/GAT compatibility rules (RCA/4). RCAM was published 1st November 2016
ASM support tools to support A-FUA Timescales: AOM19.1 83% Ongoing Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 - LARA will be used by mid-2017 30/06/2017 ASP (By:12/2018) French AMC (called CNGE) is using its own appropriate Ongoing DSNA support systems (e.g. COURAGE ...). Moreover, LARA - 83% 30/06/2017 will be used by mid-2017.
LSSIP Year 2016 France 65 Released Issue
ASM Management of Real-Time Airspace Data Timescales: AOM19.2 3% Late Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 - 4Flight system will exchange data directly with NM. Exchanges with local ASM systems are 31/12/2022 not yet precisely identified. ASP (By:12/2021) 4Flight system will exchange data directly with NM. Late DSNA Exchanges with local ASM systems are not yet precisely - 3% 31/12/2022 identified.
Full rolling ASM/ATFCM process and ASM information sharing AOM19.3 Timescales: 40% Ongoing Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 - LARA will support the ASM/ATFCM process in France. 31/12/2021 ASP (By:12/2021) Ongoing DSNA LARA will support the ASM/ATFCM process in France - 40% 31/12/2021
Direct Routing Timescales: AOM21.1 100% Completed Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 - Full implementation on the objective is done through the deployment of ERATO in Brest and Bordeaux. Current systems in other French ACCs allows implementation of direct routings. 31/12/2016 4Flight system is expected to be deployed in Marseille, Reims and Paris allowing further application of DRA concept. ASP (By:12/2017) Many DCTs have been published and are operated daily. Completed Free Route DSNA It's a permanent action to increase their amount and 100% Airspace 31/12/2016 availability.
Free Route Airspace Timescales: AOM21.2 31% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Free Route Airspace Implementation is being studied in the FABEC framework. 31/12/2021 ASP (By:12/2021) Free Route Implementation is being studied in the Free Route Ongoing DSNA 31% FABEC framework. The project is ongoing. Airspace 31/12/2021
LSSIP Year 2016 France 66 Released Issue
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 AOP04.1 Timescales: 38% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFBO - Toulouse Airport System planned for operations by 30/06/2018 30/06/2018 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Not produced consistent provisions and/or regulations in all Applicable the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future DGAC regulation if deemed necessary. - % - Acceptable Means of Compliance with Interoperability Regulation (EC 552/2004) is provided through the ETSI Community Specification EN 303 213-1 for A-SMGCS Level1 ASP (By:12/2011) The surface movement radar (SMR) is available Late Mode S multi-lateration software and hardware for DSNA - 43% location and identification of vehicles was bought in 2016 30/06/2018 and will be installed by end 2017. APO (By:12/2010) Aéroport de Late Toulouse- System planned for operations by 30/06//2018 - 33% 30/06/2018 Blagnac
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFLL - Lyon Airport A-SMGCS Level 1 was declared operational in Lyon in September 2014 30/09/2014 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Not produced consistent provisions and/or regulations in all Applicable the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future DGAC regulation if deemed necessary. However a basis is - % French RCA 3, 10.4.2.1.3 (requirement for equipment - and activation of mode S transponder).
An AIC has been published (AIC 16/13) regarding multilateration procedures validation at Lyon. ASP (By:12/2011) SMR is already available. A-SMGCS Level 1 using Mode Completed DSNA S multilateration has been installed in Lyon. System is in - 100% 30/09/2014 operational use since September 2014. APO (By:12/2010) Aéroports de Completed A-SMGCS Level 1 done by DSNA September 2014. - 100% Lyon 30/09/2014
LSSIP Year 2016 France 67 Released Issue
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 AOP04.1 Timescales: 18% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFML - Marseille Airport System planned for operations mid 2019 30/06/2019 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Not produced consistent provisions and/or regulations in all Applicable the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. Acceptable Means of DGAC Compliance with Interoperability Regulation (EC - % 552/2004) is provided through the ETSI Community - Specification EN 303 213-1 for A-SMGCS Level1. However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).
AIP procedures publication will be done in due time. ASP (By:12/2011) The surface movement radar (SMR) has been installed in Late 2012 and was in service in 2015. DSNA - 0% System with Mode S multilateration is planned for full 30/06/2019 operations by end 2019. APO (By:12/2010) Aéroport de Late Marseille System planned for operations in 2016 - 37% 31/12/2018 Provence
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFMN - Nice Airport Completed in 2015 30/10/2015 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Not produced consistent provisions and/or regulations in all Applicable the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO DGAC groups and EASA could provide a baseline for future - % regulation if deemed necessary. However a basis is - French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder).
AIP publication will be done in due time. ASP (By:12/2011) The surface movement radar (SMR) and Multilateration Completed DSNA Mode S have been installed in 2013 and in service in - 100% 30/04/2015 April 2015. APO (By:12/2010) Aéroports de Completed Nice-Côte Completed in 2015 - 100% 30/10/2015 d'Azur
LSSIP Year 2016 France 68 Released Issue Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFPG - Paris CDG Airport A-SMGCS Level 1 in service at CDG since 2002 31/12/2009 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Completed produced consistent provisions and/or regulations in all the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved guidelines is recognized and ongoing work within ICAO groups and EASA could provide a baseline for future DGAC - 100% regulation if deemed necessary. However a basis is 31/12/2009 French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder). Procedures have been published in the AIP ARR/DEP chapter 10.2. An AIC was also been published for multilateration in 2004 (AIC 02/04). ASP (By:12/2011) Completed DSNA A-SMGCS Level 1 is already in service at CDG. - 100% 31/12/2002 APO (By:12/2010) Completed Groupe ADP Equipage is completed. - 100% 31/12/2000
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011 LFPO - Paris Orly Airport A-SMGCS Level 1 in service at Orly since 2007 31/12/2007 REG (By:12/2010) At this stage neither ICAO nor EASA or Eurocontrol have Not produced consistent provisions and/or regulations in all Applicable the areas impacted by the introduction of A-SMGCS, especially with regard to aerodromes. Need for improved DGAC guidelines is recognized and ongoing work within ICAO - % groups and EASA could provide a baseline for future - regulation if deemed necessary. However a basis is French RCA 3, 10.4.2.1.3 (requirement for equipment and activation of mode S transponder) ASP (By:12/2011) Completed DSNA A-SMGCS Level 1 already in service at Orly. - 100% 31/12/2007 APO (By:12/2010) Completed Groupe ADP Equipage is completed - 100% 31/12/2007
LSSIP Year 2016 France 69 Released Issue
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP04.2 Timescales: 13% Ongoing Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFBO - Toulouse Airport A-SMGCS Level 2 planned for operations in Toulouse end 2017, soon after availability of 31/12/2017 MLAT system ASP (By:12/2017) A-SMGCS Level 2 planned for operations in Toulouse Ongoing mid-2018, soon after availability of MLAT system. DSNA - 13% Due to existing experience in operational use of SMR, a 31/12/2017 direct transition to level 2 is planned. APO (By:12/2017) Aéroport de Not A-SMGCS Level 2 planned for operations in Toulouse Toulouse- - % Applicable end 2017 Blagnac -
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP04.2 Timescales: 20% Ongoing Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFLL - Lyon Airport A-SMGCS Level 2 will be put in operation at Lyon in end 2017 30/09/2017 ASP (By:12/2017) A-SMGCS Level 2 will be put in operation at Lyon by end Ongoing DSNA of Q3.2017 after retrofit of the existing A-SMGCS Level 1 - 20% 30/09/2017 and upgrade of system up to level 2 APO (By:12/2017) Not Aéroports de A-SMGCS Level 2 equipment will be operational in Lyon - % Applicable Lyon end 2017 -
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP04.2 Timescales: 0% Late Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFML - Marseille Airport A-SMGCS Level 2 planned for operations in Marseille by end of 2019 31/12/2019 ASP (By:12/2017) A-SMGCS Level 2 planned for operations in Marseille by Late DSNA - 0% end of 2019 31/12/2019 APO (By:12/2017) Aéroport de Not A-SMGCS Level 2 planned for operation in Marseille by Marseille - % Applicable end of 2017 Provence -
LSSIP Year 2016 France 70 Released Issue
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP04.2 Timescales: 38% Ongoing Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFMN - Nice Airport A-SMGCS Level 2 planned for operations in Nice at the mid of the year 2017. 30/06/2017 ASP (By:12/2017) Retrofit and upgrade of system up to level 2 in course Ongoing DSNA - 17% (test and tuning) 30/06/2017 APO (By:12/2017) Aéroports de Completed A-SMGCS Level 2 planned for operations in Nice at the Nice-Côte - 100% mid-2017. 31/03/2016 d'Azur
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP04.2 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFPG - Paris CDG Airport A-SMGCS Level 2 operational at CDG since 2003. 31/12/2003 ASP (By:12/2017) Completed DSNA A-SMGCS Level 2 already operational at CDG. - 100% 31/12/2003 APO (By:12/2017) Completed Groupe ADP A-SMGCS Level 2 operational at CDG since 2003. - 100% 31/12/2003
Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 AOP04.2 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017 LFPO - Paris Orly Airport A-SMGCS Level 2 operational at Orly since 2009 31/12/2009 ASP (By:12/2017) Completed DSNA A-SMGCS Level 2 operational at Orly - 100% 30/11/2009 APO (By:12/2017) Completed Groupe ADP See general comment. - 100% 31/12/2009
Airport Collaborative Decision Making (CDM) Not AOP05 Timescales: % Applicable - not applicable - LFBO - Toulouse Airport (Outside Applicability Area) The operational necessity and economic efficiency for CDM implementation in Toulouse has not yet been confirmed. A study has been launched regarding a light CDM with ENAC and - Eurocontrol. ASP (By:12/2016) The operational necessity and economic efficiency for Not DSNA CDM implementation in Toulouse has not yet been - % Applicable confirmed. - APO (By:12/2016) The operational necessity and economic efficiency for Not Aéroport de CDM implementation in Toulouse have not yet been Applicable Toulouse- - % confirmed. A study has been launched regarding a light Blagnac - CDM with ENAC and Eurocontrol.
LSSIP Year 2016 France 71 Released Issue Airport Collaborative Decision Making (CDM) Timescales: AOP05 69% Late Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFLL - Lyon Airport The project has been launched. Planned target for full implementation is February 2017. 07/02/2017 ASP (By:12/2016) The project has been launched on the 22nd of March Late 2011. It has been frozen in 2013 due to budget DSNA - 88% constraints at DSNA, and the implementation will take 07/02/2017 place on 07/02/2017. APO (By:12/2016) The project has been launched on the 22nd of March Late Aéroports de 2011. It has been frozen in 2013 due to budget - 50% Lyon constraints at DSNA, and the implementation will take 07/02/2017 place on 07/02/2017.
Airport Collaborative Decision Making (CDM) Not AOP05 Timescales: % Applicable - not applicable - LFML - Marseille Airport (Outside Applicability Area) The operational necessity and economic efficiency for CDM implementation in Marseille - have not yet been evaluated. ASP (By:12/2016) The operational necessity and economic efficiency for Not DSNA CDM implementation in Marseille have not yet been - % Applicable confirmed. - APO (By:12/2016) Aéroport de The operational necessity and economic efficiency for Not Marseille CDM implementation in Nice have not yet been - % Applicable Provence confirmed. -
Airport Collaborative Decision Making (CDM) Timescales: AOP05 31% Late Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFMN - Nice Airport Implementation of CDM at Nice is ongoing in cooperation with Nice airport. 31/12/2018 ASP (By:12/2016) Implement of the CDM concept at Nice is ongoing at Late DSNA - 42% DSNA, in cooperation with Nice airport. 31/12/2018 APO (By:12/2016) Nice airport has planned to implement the CDM concept. Late Aéroports de It should be operational by 31/12/2018: deployment of the Nice-Côte - 21% PDS and KPIs is planned in 2017 and connection with the 31/12/2018 d'Azur DMAN during 2018.
Airport Collaborative Decision Making (CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFPG - Paris CDG Airport CDG airport is labellized "Airport-CDM" since 16th November 2010; CDM procedures in 30/09/2014 adverse condition implemented 02/2013; FUM process implemented by end 2013 ASP (By:12/2016) CDG airport is "Airport-CDM" since 16th November 2010. Completed DSNA The predeparture sequencing tool is under the - 100% 28/02/2013 responsibility of the Airport Operator. APO (By:12/2016) CDG airport is "Airport-CDM" since 16th November 2010; Completed Groupe ADP FUM process implemented in the testing platform since - 100% 30/09/2014 September 2014.
LSSIP Year 2016 France 72 Released Issue Airport Collaborative Decision Making (CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016 LFPO - Paris Orly Airport Orly airport has been certified as a CDM airport on November 15th, 2016. 15/11/2016 ASP (By:12/2016) Paris-Orly airport is Airport-CDM since November 15th Completed DSNA - 100% 2016. 15/11/2016 APO (By:12/2016) Paris-Orly airport is Airport-CDM since November 15th Completed Groupe ADP - 100% 2016. 15/11/2016
Time Based Separation Timescales: AOP10 0% Planned Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 LFPO - Paris Orly Airport Work in progress in its definition phase 31/12/2023 REG (By:12/2023) Need for AMAN evolution V3 to be planned: in the Planned DGAC - 0% definition phase. 31/12/2023 ASP (By:12/2023) Need for AMAN evolution V3 and SYSAT systems to be Planned DSNA - 0% planned: in the definition phase. 31/12/2023
Initial Airport Operations Plan Timescales: AOP11 0% No Plan Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFBO - Toulouse Airport Implementation of the objective under study. - ASP (By:12/2021) AOP deployment is not yet planned at LFBO: No Plan DSNA - 0% Implementation of the objective under study. - APO (By:12/2021) Aéroport de No Plan Toulouse- Implementation of the objective under study with DSNA. - 0% - Blagnac
Initial Airport Operations Plan Timescales: AOP11 3% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFLL - Lyon Airport DSNA and Aéroports de Lyon will provide AOP information within CDM deployment project 07/02/2017 ASP (By:12/2021) DSNA will provide initial AOP information to ADL within Ongoing DSNA - 10% CDM deployment project 07/02/2017 APO (By:12/2021) Aéroports de Aéroports de Lyon will provide AOP information within Planned - 0% Lyon CDM deployment project 07/02/2017
LSSIP Year 2016 France 73 Released Issue
Initial Airport Operations Plan Timescales: AOP11 0% Planned Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFML - Marseille Airport Implementation of the objective under study 31/12/2021 ASP (By:12/2021) AOP deployment is not yet planned at LFML: Planned DSNA - 0% Implementation of the objective under study 31/12/2021 APO (By:12/2021) Aéroport de Planned Marseille Implementation of the objective under study with DSNA - 0% 31/12/2021 Provence
Initial Airport Operations Plan Timescales: AOP11 0% Planned Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFMN - Nice Airport AOP information will be provided within CDM deployment project. 31/12/2018 ASP (By:12/2021) DSNA will provide initial AOP to ACA information within Planned DSNA - 0% CDM deployment project 31/12/2018 APO (By:12/2021) Aéroports de Planned Nice-Côte Will be done accordingly with CDM project. - 0% 31/12/2018 d'Azur
Initial Airport Operations Plan Timescales: AOP11 24% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFPG - Paris CDG Airport Initial Airport Operations Plan has been launched in 2016. This project is currently under a Call INEA decision. A close coordination will be taken in place with all concerned 31/12/2020 stakeholders Groupe ADP. The full functionalities should be fully implemented by the end of 2020. ASP (By:12/2021) DSNA already provides AOP information within CDM Ongoing systems that will be extended as an AOP by ADP. DSNA DSNA - 75% will support ADP to deploy the AOP and in the future 31/12/2020 more information could be shared. APO (By:12/2021) Groupe ADP/CDG: Airport Operator, ANSP, Air France Ongoing and have submitted to INEA a project concerning iAOP. Groupe ADP - 7% The project is expected to start in 2016 and the database 31/12/2020 should be fully implemented by the end of 2020.
LSSIP Year 2016 France 74 Released Issue
Initial Airport Operations Plan Timescales: AOP11 24% Ongoing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 LFPO - Paris Orly Airport The Initial Airport Operations Plan has been launched in 2016. This project is currently under a Call INEA decision. A close coordination will be taken in place with all concerned 31/12/2020 stakeholders. The full functionalities should be fully implemented by the end of 2020. ASP (By:12/2021) DSNA already provides AOP information within CDM Ongoing systems that will be extended as an AOP by ADP. DSNA DSNA - 75% will support ADP to deploy the AOP and in the future 31/12/2020 more information could be shared. APO (By:12/2021) The Initial Airport Operations Plan has been launched in Ongoing 2016. This project is currently under a Call INEA decision. Groupe ADP A close coordination will be taken in place with all - 7% 31/12/2020 concerned stakeholders. The full functionalities should be fully implemented by the end of 2020.
Improve runway and airfield safety with ATC clearances monitoring AOP12 Timescales: 5% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LFMN - Nice Airport The ATC clearances monitoring will be supported with the new system SYSAT planned to be 31/12/2020 implemented by the end of 2020 in Nice Airport. ASP (By:12/2020) The ATC clearances monitoring will be supported with the Ongoing DSNA new system SYSAT planned to be implemented by the - 7% 31/12/2020 end of 2020 in Nice Airport. APO (By:12/2020) Aéroports de Planned Nice-Côte Under DSNA responsibility - 0% 31/12/2020 d'Azur
Improve runway and airfield safety with ATC clearances monitoring AOP12 Timescales: 8% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LFPG - Paris CDG Airport The ATC clearances monitoring will be supported with the new system SYSAT planned to be 30/06/2019 implemented at mid-2019 in Paris CDG Airport. ASP (By:12/2020) The ATC clearances monitoring will be supported with the Ongoing DSNA new system SYSAT planned to be implemented at mid- - 10% 30/06/2019 2019 in Paris CDG Airport. APO (By:12/2020) Planned Groupe ADP Under DSNA responsibility - 0% 30/06/2019
LSSIP Year 2016 France 75 Released Issue
Improve runway and airfield safety with ATC clearances monitoring AOP12 Timescales: 8% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020 LFPO - Paris Orly Airport The ATC clearances monitoring will be supported with the new system SYSAT planned to be 30/06/2020 implemented for summer 2020 at Paris Orly Airport. ASP (By:12/2020) The ATC clearances monitoring will be supported with the Ongoing DSNA new system SYSAT planned to be implemented for - 10% 30/06/2020 summer 2020 in Paris Orly Airport. APO (By:12/2020) Planned Groupe ADP Under DSNA responsibility - 0% 30/06/2020
Automated assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LFMN - Nice Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM systems for APPs, part of the SYSAT DSNA 31/12/2023 program. Commissioning dates for SYSAT are not fully consolidated yet. REG (By:12/2023) Planned DGAC - - 0% 31/12/2023 ASP (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM systems for APPs, part of DSNA - 0% the SYSAT DSNA program 31/12/2023 Commissioning dates for SYSAT are not fully consolidated yet.
Automated assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LFPG - Paris CDG Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM systems for APPs, part of the SYSAT DSNA 31/12/2023 program. Commissioning dates for SYSAT are not fully consolidated yet. REG (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part of DGAC SYSAT, the new French ATM systems for APPs, part of - 0% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet. ASP (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part of DSNA SYSAT, the new French ATM systems for APPs, part of - 0% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet.
LSSIP Year 2016 France 76 Released Issue
Automated assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 0% Planned Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023 LFPO - Paris Orly Airport Automated assistance to Controller for Surface Movement Planning and Routing is foreseen to be part of SYSAT, the new French ATM systems for APPs, part of the SYSAT DSNA 31/12/2023 program. Commissioning dates for SYSAT are not fully consolidated yet. REG (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part of DGAC SYSAT, the new French ATM systems for APPs, part of - 0% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet. ASP (By:12/2023) Automated assistance to Controller for Surface Planned Movement Planning and Routing is foreseen to be part of DSNA SYSAT, the new French ATM systems for APPs, part of - 0% 31/12/2023 the SYSAT DSNA program. Commissioning dates for SYSAT are not fully consolidated yet.
Ground-based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 - France has developed and implemented its own APW on 17 APPs. 31/12/2016 ASP (By:12/2016) France has developed and implemented its own APW on Completed DSNA - 100% 17 APPs. 31/12/2016
AMAN tools and procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 LFMN - Nice Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon and Nice. 22/06/2015 ASP (By:12/2019) 4Flight / Completed 4Flight Defence / France has implemented this tool in Paris-CDG, Paris- COFLIGHT / DSNA Orly and Lyon airports and TMAs. Extra deployment has 100% Extended 22/06/2015 been achieved at Nice in June 2015. Arrival Managemen t
LSSIP Year 2016 France 77 Released Issue
AMAN tools and procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 LFPG - Paris CDG Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon and Nice. 31/03/2012 ASP (By:12/2019) 4Flight / Completed 4Flight Defence / The arrival management tools have been implemented at COFLIGHT / DSNA 100% the CDG Airport. Extended 31/03/2012 Arrival Managemen t
AMAN tools and procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 LFPO - Paris Orly Airport France has already implemented this tool in Paris-CDG, Paris-Orly, Lyon and Nice. 31/03/2012 ASP (By:12/2019) 4Flight / Completed 4Flight Defence / COFLIGHT / DSNA Arrival management tools are implemented at Orly Airport 100% Extended 31/03/2012 Arrival Managemen t
Automated support for conflict detection, resolution support information and conformance monitoring ATC12.1 Timescales: 36% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - The implementation of this objective is planned together with the deployments of ERATO in 2015 and 2016 in Brest ACC and Bordeaux ACC and 4Flight in Paris ACC, Reims ACC and 31/12/2021 Marseille ACC before end 2021. ASP (By:12/2021) The scenario for commissioning of automated support Ongoing within DSNA ACCs is as such: Brest and Bordeaux ACCs to be provided with ERATO 4Flight DSNA 36% (including MTCD and MONA) between 2015 and 2016. Defence 31/12/2021 Last three ACCs to be provided with 4Flight (including MTCD, MONA and TCT) later on, but before 31/12/2021.
LSSIP Year 2016 France 78 Released Issue
Implement, in en-route operations, information exchange mechanisms, tools and procedures in support of basic AMAN ATC15.1 Timescales: 78% Ongoing Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 - MAESTRO is already compliant to use in En-Route and is a level1 system, already implemented in the Paris ACC to support AMAN operations of CDG and Orly. 31/12/2017 Implementation is being considered in Marseille ACC for Lyon and Nice TMA by end 2017. ASP (By:12/2017) AMAN / Ongoing DSNA has already implemented MAESTRO in Paris ACC Extended to support AMAN operations of CDG and Orly TMA for DSNA Arrival 78% many years (1999). Implementation is being considered 31/12/2017 Managemen in Marseille ACC for Lyon and Nice TMA by end 2017. t
Arrival Management extended to en-route Airspace Timescales: ATC15.2 75% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 - The objective should be fully implemented by the end of 2017. 31/12/2017 ASP (By:12/2023) - Reims UAC: “4Me” system is ready to accommodate Ongoing any XMAN data provided via web service. - Paris ACC: The current situation (Paris CDG/ORY AMAN extended into Paris ACC) is already compliant with the PCP and the operational needs. For Milano, Paris ACC is potential candidate. Concerning Brussels, planning for definition of implementation schedule is not yet completed by Belgocontrol - Marseille ACC: The deployment of AMAN2SE in Marseille ACC guarantees PCP compliance except for the flow coming from North-East via Milano ACC. Milano and Roma, Palma de Mallorca and Barcelona: Marseille ACC is potential candidate. Contact with ENAIRE and ENAV has been established Q4/2016 under the umbrella DSNA of FABEC XMAN. - 75% 31/12/2017 - Brest ACC: London LHR: Brest ACC is planned for 2017; - Bordeaux ACC: - Palma de Mallorca and Barcelona: Bordeaux ACC is potential candidates. Contact with ENAIRE has been established Q4/2016 under the umbrella of FABEC XMAN. - Paris CDG/ORY APP: DSNA considers that the current situation (AMAN extended into Paris ACC) is already compliant with the PCP and the operational needs. - Nice APP: the deployment of AMAN2SE in Marseille ACC guarantees PCP compliance except for the flow coming from North-East via Milano ACC. Initiation of an XMAN project with ENAV is ongoing to cover this North-East flow.
LSSIP Year 2016 France 79 Released Issue
Electronic Dialogue as automated assistance to controller during coordination and transfer ATC17 Timescales: 25% Late Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 - Based on implementation of 4-Flight and ERATO by end of 2019 31/12/2019 ASP (By:12/2018) Due date in: Late 2018 for BREST ACC and BORDEAUX ACC (ERATO). DSNA ERATO 25% 2019 for REIMS ACC and MARSEILLE ACC (4-Flight), 31/12/2019 2020 for PARIS ACC (4-Flight),
Migrate from AFTN to AMHS Timescales: COM10 58% Ongoing Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - Migration from AFTN to extended AMHS will be achieved through MESANGE system 31/12/2018 commissioned by end of 2016. Gateways not yet planned on the Algerian side. ASP (By:12/2018) Basic ATSMHS capability is available in MESANGE Ongoing system procured jointly with Skyguide. DSNA CSSIP 63% Enhanced capability in 2016. Gateways not yet planned 31/12/2018 on the Algerian side. Following the civil aviation, Defence will implement the Ongoing Mil. CADAS software, accessing to MESANGE. Procurement - 48% Authority has been launched in summer 2013, implementation 31/12/2018 should be quick.
Voice over Internet Protocol (VoIP) Timescales: COM11 80% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 - Process of implementation of VoIP has started in order to be fully compliant before end of 31/12/2020 2020. Implemented by DSNA end 2016. ASP (By:12/2020) Completed DSNA VoIP implemented by DSNA in main ATS units end 2016. - 100% 31/12/2016 Mil. For the military, deployment is planned with Ongoing - 60% Authority implementation of Descartes tool 31/12/2020
LSSIP Year 2016 France 80 Released Issue
Continuous Descent Operations (CDO) ENV01 Timescales: 100% Completed - not applicable - LFBO - Toulouse Airport (Outside Applicability Area) CDA implemented in Toulouse since 2010. 31/12/2013 ASP (By:12/2013) CDA are completed and in force at LFBO ATCC. Completed Statistics available since 12/2012 and radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 100% 31/12/2013 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2013) Completed DSNA - - 100% 31/12/2012 Aéroport de Completed Toulouse- CDO implementation managed by DSNA - 100% 31/12/2012 Blagnac
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LFLL - Lyon Airport CDA implemented in Lyon since 2011. 31/12/2012 ASP (By:12/2013) CDO are in force at LFLL ATCC Pans Ops procedures in Completed AIS Radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which our LSSIP is green - ATCO perform CDO at all airfields DSNA - 100% with statistics reporting) 31/12/2012 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP. APO (By:12/2013) Aéroports de Completed CDO implementation Managed by DSNA. - 100% Lyon 31/12/2012 Completed DSNA - - 100% 31/12/2012
LSSIP Year 2016 France 81 Released Issue
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LFML - Marseille Airport CDA implemented in Marseille since 2011. 31/12/2013 ASP (By:12/2013) CDA are completed and in force at LFML ATCC Completed Statistics available since 12/2012 and radar vectored CDO with DTG completed. Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 100% 31/12/2013 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2013) Completed DSNA - - 100% 31/12/2012 Aéroport de Completed Marseille CDO implementation managed by DSNA - 100% 31/12/2012 Provence
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LFMN - Nice Airport CDO are implemented in Nice since 2011. 31/12/2013 ASP (By:12/2013) Radar vectored CDO with DTG completed at LFMN Completed ATCC Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication. 2- Open path design (This is the main reason for which our LSSIP is green - ATCO perform CDO at all airfields DSNA - 100% with statistics reporting). 31/12/2013 3- Path stretching method, Point Merge with AIP publication. Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2013) Completed DSNA CDO implementation managed by DSNA . - 100% 31/12/2012 Aéroports de Completed Nice-Côte - - 100% 31/12/2012 d'Azur
LSSIP Year 2016 France 82 Released Issue
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LFPG - Paris CDG Airport CDA implemented AT CDG since 2011. 31/12/2012 ASP (By:12/2013) 3 Pans-Ops CDA under development STAR Lorni in AIS Completed Radar vectored CDA with DTG completed at LFPG ATCC- Performance indicators reported Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA our LSSIP is green - ATCO perform CDO at all airfields - 100% 31/12/2012 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2013) Completed Groupe ADP - - 100% 31/12/2011 Completed DSNA CDO implementation Managed by DSNA. - 100% 31/12/2012
Continuous Descent Operations (CDO) Timescales: ENV01 100% Completed Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013 LFPO - Paris Orly Airport CDA implemented at Orly since 2010. 31/12/2012 ASP (By:12/2013) Pans-Ops CDA under development for RWY 26 CDA Completed ODRAN ILS 06 in AIS - Radar vectored CDA with DTG completed at LFPG ATCC Performance indicators reported Regarding CDO, accordingly with ICAO Doc 9931, DSNA/ATCC have adopted three CDO design option: 1- Close path design with AIP publication 2- Open path design (This is the main reason for which DSNA - 100% our LSSIP is green - ATCO perform CDO at all airfields 30/06/2012 with statistics reporting) 3- Path stretching method, Point Merge with AIP publication Option 1 is available when traffic demand is low or upon request during period of time, accordingly with AIP Option 2 is available 24/24 depending of traffic load Option 3 is available 24/24 at ACC Paris sector TP APO (By:12/2013) Completed DSNA CDO implementation managed by DSNA. - 100% 31/12/2012 Completed Groupe ADP - - 100% 31/12/2010
LSSIP Year 2016 France 83 Released Issue
Airport Collaborative Environmental Management Timescales: ENV02 100% Completed Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 LFBO - Toulouse Airport Objective achieved through formally established "Commission Consultative de 31/12/2012 l'Environnement" ASP (By:12/2016) LFBO ATCC active participation in formal partnership Completed and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of DSNA neighboring municipalities and regions, of municipalities - 100% 31/12/2012 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. APO (By:12/2016) LFBO active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport Aéroport de operator, of the airport users, of the local unions, of Toulouse- neighboring municipalities and regions, of municipalities - 100% 31/10/2012 Blagnac impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run.
LSSIP Year 2016 France 84 Released Issue
Airport Collaborative Environmental Management Timescales: ENV02 100% Completed Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 LFLL - Lyon Airport Objective achieved through formally established "Commission Consultative de 31/12/2012 l'Environnement" ASP (By:12/2016) LFLL ATCC active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of DSNA neighboring municipalities and regions, of municipalities - 100% 31/12/2012 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. APO (By:12/2016) LFLL active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of Aéroports de neighboring municipalities and regions, of municipalities - 100% Lyon 31/12/2009 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run.
LSSIP Year 2016 France 85 Released Issue
Airport Collaborative Environmental Management Timescales: ENV02 100% Completed Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 LFML - Marseille Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement" ASP (By:12/2016) LFML ATCC active participation in formal partnership Completed and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of DSNA neighboring municipalities and regions, of municipalities - 100% 31/12/2009 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. APO (By:12/2016) LFML active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport Aéroport de operator, of the airport users, of the local unions, of Marseille neighboring municipalities and regions, of municipalities - 100% 31/12/2009 Provence impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run.
LSSIP Year 2016 France 86 Released Issue
Airport Collaborative Environmental Management Timescales: ENV02 100% Completed Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 LFMN - Nice Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement" ASP (By:12/2016) LFMN active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of DSNA neighboring municipalities and regions, of municipalities - 100% 31/12/2009 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. APO (By:12/2016) LFMN active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport Aéroports de operator, of the airport users, of the local unions, of Nice-Côte neighboring municipalities and regions, of municipalities - 100% 31/12/2009 d'Azur impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run.
LSSIP Year 2016 France 87 Released Issue
Airport Collaborative Environmental Management Timescales: ENV02 100% Completed Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 LFPG - Paris CDG Airport Objective achieved through formally established "Commission Consultative de 31/12/2009 l'Environnement" ASP (By:12/2016) LFPG ATCC active participation in formal partnership Completed and controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of DSNA neighboring municipalities and regions, of municipalities - 100% 31/12/2009 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. APO (By:12/2016) LFPG active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of Groupe ADP neighboring municipalities and regions, of municipalities - 100% 31/12/2009 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run.
LSSIP Year 2016 France 88 Released Issue
Airport Collaborative Environmental Management Timescales: ENV02 100% Completed Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016 LFPO - Paris Orly Airport Objective mainly achieved through formally established "Commission Consultative de 31/12/2013 l'Environnement". ASP (By:12/2016) LFPO active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of DSNA neighboring municipalities and regions, of municipalities - 100% 31/12/2009 impacted by airport noise, of residents- associations and representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. APO (By:12/2016) LFPO active participation in formal partnership and Completed controllers training completed. According to French law 11th July 1985 regarding Urban Planning in the vicinity of airports, article 2, an Advisory Committee on the Environment (Commission Consultative de l'Environnement) has been created for the airport. Its composition has been set by a prefectural decree and a permanent committee has been established. It is competent for any matters regarding the airport activities impact on environment. Representatives of the airport operator, of the airport users, of the local unions, of neighboring municipalities and regions, of municipalities Groupe ADP impacted by airport noise, of residents- associations and - 100% 31/12/2013 representatives of associations for the protection of the environment affected by the airport environment are official members of these committees. The Committee is chaired by a State representative and DGAC experts are involved. At least one meeting a year is required and also ad-hoc meeting on request. In addition, legal -Public Inquiries- consultations have been established since 2004 decree for each change or creation of an ATC procedure. Nevertheless, when a public inquiry is not mandatory, an additional information process is run. Creation of a prototype "Filter Marsh" for a bio-filtration of the deicing contaminated waters since end 2013.
LSSIP Year 2016 France 89 Released Issue
Collaborative flight planning Timescales: FCM03 73% Ongoing Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 - France participates to this objective for those tasks which are already completed. Processing of FPLs derived from RPLs, of APL and ACH messages already implemented. A 30/06/2017 Eurocontrol Task Force has been dealing with the writing of new AFP specifications. Full implementation of AFP will be implemented in new version of ATC system in June 2017. ASP (By:12/2017) Processing of FPLs derived from RPLs, of APL and ACH Ongoing messages is already implemented. Some messages are completed but the sending of them has been suspended DSNA because of validation issues with CFMU. Full - 73% 30/06/2017 implementation of AFP is implemented in new version of ATC system that will be installed in Q1/2017 and subsequently activated during Q2/2017.
Short Term ATFCM Measures (STAM) - phase 1 Timescales: FCM04.1 97% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/10/2017 - Full implementation is expected in all ACCs by October 2017 (Marseille ACC). 31/10/2017 ASP (By:10/2017) Process is completed in 4 ACCs, and work is on-going in Ongoing DSNA - 97% the last one. 31/10/2017
Short Term ATFCM Measures (STAM) - phase 2 Timescales: FCM04.2 28% Ongoing Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 - DSNA has launched a program named SALTO to cover the need of local tool. 30/06/2017 ASP (By:12/2021) DSNA has launched a program named SALTO to cover Ongoing DSNA - 28% the need of local tool. 30/06/2017
LSSIP Year 2016 France 90 Released Issue
Interactive rolling NOP Timescales: FCM05 11% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 - Practical implementation of this ESSIP objective by all concerned stakeholders is on-going. However, the provision of AOP to NM to perform the integration of the AOP with the NOP is 31/12/2021 only planned in a second phase for 2021. ASP (By:12/2021) Mil. No Plan - - 0% Authority - Planned DSNA - - 0% 31/12/2021 APO (By:12/2021) Aéroports de Planned Nice-Côte - - 0% 31/12/2021 d'Azur Aéroport de Not Toulouse- Within the CDM study project framework (see AOP05). - % Applicable Blagnac - Ongoing Groupe ADP - - 55% 31/12/2020 Aéroports de Planned - - 0% Lyon 31/12/2021 Aéroport de Not Marseille - - % Applicable Provence -
Traffic complexity assessment Timescales: FCM06 80% Ongoing Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 - Implemented through the framework of SALTO project. 31/12/2017 ASP (By:12/2021) To be implemented through the framework of SALTO Ongoing DSNA - 80% project. 31/12/2017
Extended Flight Plan Timescales: FCM08 0% No Plan Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 - Strategical discussions are ongoing in DSNA as to define FF-ICE implementation projects with regard to the new versions of ATM systems: En route (4Flight), Approaches (SYSAT) - and continental and overseas ATM systems & ARO tools. ASP (By:12/2021) Strategical discussions are ongoing in DSNA as to define No Plan FF-ICE implementation projects with regard to the new DSNA versions of ATM systems: En route (4Flight), Approaches - 0% - (SYSAT) and continental and overseas ATM systems & ARO tools.
LSSIP Year 2016 France 91 Released Issue
Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 48% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 - The French regulator has already defined a national TOD policy and translated it into a 31/12/2020 national regulation for all parties to implement. REG (By:05/2018) The French TOD regulatory framework is embedded in Ongoing DGAC two orders relating to aeronautical information which were - 50% 31/05/2018 published the 23rd of March 2015. ASP (By:05/2018) DSNA defined years ago a roadmap related to current Ongoing DSNA - 70% national TOD policy requirements. 01/01/2018 APO (By:05/2018) The French TOD regulatory framework is embedded in Planned two orders relating to aeronautical information which were Aéroports de published the 23rd of March 2015. Agreements between - 0% Lyon 31/12/2017 airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Ongoing Aéroport de two orders relating to aeronautical information which were Toulouse- published the 23rd of March 2015. Agreements between - 50% 31/12/2017 Blagnac airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Planned Aéroport de two orders relating to aeronautical information which were Marseille published the 23rd of March 2015. Agreements between - 0% 31/12/2017 Provence airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Late two orders relating to aeronautical information which were Groupe ADP published the 23rd of March 2015. Agreements between - 50% 31/12/2020 airports and DSNA are being regularly updated accordingly. The French TOD regulatory framework is embedded in Planned Aéroports de two orders relating to aeronautical information which were Nice-Côte published the 23rd of March 2015. Agreements between - 0% 31/05/2018 d'Azur airports and DSNA are being regularly updated accordingly.
Aircraft identification Timescales: ITY-ACID 69% Late Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - Main implementation expected mid 2017 31/01/2025 ASP (By:01/2020) Phase 1 (Flights concerning Bâle) almost completed, Ongoing DSNA phase 2 will be almost completed mid-2017 for major - 75% 02/01/2020 flows. Mil. Late Deferred compliance will be achieved in 2025 - 45% Authority 31/01/2025
LSSIP Year 2016 France 92 Released Issue
Ensure quality of aeronautical data and aeronautical information Timescales: Entry into force of the regulation: 16/02/2010 ITY-ADQ Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be 24% Late implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 - The French regulator (DTA) is working in coordination with the French NSA (DSAC) in order to implement ADQ-IR in France. Discussions with DSNA and aerodrome operators have allowed assessing French state of compliance with the regulation. Work remains to be done considering the number of parties involved, including parties outside the scope of the 31/07/2022 oversight of the NSA. The modification of the aeronautical information management regulatory framework the 23rd of March 2015 and the issuance of an ADQ-IR enforcement roadmap the 16th of June 2015 will support the momentum already initiated towards compliance. REG (By:06/2017) Mil. Late Partially compliant with the requirements of July 2013. - 75% Authority 30/12/2017 The French regulator (DTA) is working in coordination Late with the French NSA (DSAC) in order to implement ADQ- IR in France. Discussions with DSNA and aerodrome operators have allowed assessing French state of compliance with the regulation. Work remains to be done considering the number of parties involved, including DGAC - 0% parties outside the scope of the oversight of the NSA. 31/07/2017 The modification of the aeronautical information management regulatory framework the 23rd of March 2015 and the issuance of an ADQ-IR enforcement roadmap the 16th of June 2015 will support the momentum already initiated towards compliance. ASP (By:06/2017) AIM Expert Late DSNA - Task Force / 34% 31/07/2022 SOFIA The French regulatory framework complementing IR ADQ Late related to the implementation or revision of the requirements required a national consultation of the concerned parties run during 2014. The complexity of the regulation has led to multiple lectures, more harmonized understanding is expected, and meanwhile the EASA is Mil. addressing the subject. The systems supporting the ADQ - 47% Authority 31/12/2017 requirement must be upgraded or changed with significant financial, human and technical impacts. The two previous points show that the planning aiming at the full compliance will be achieved but it is not likely to be before July 2017.
LSSIP Year 2016 France 93 Released Issue APO (By:06/2017) AIM Expert Late DSNA - Task Force / 6% 31/12/2020 SOFIA Aéroports de Late APO's conformity with ADQ-IR depends closely on the Nice-Côte - 6% conformity of French AISP. 31/12/2020 d'Azur Aéroport de Late APO's conformity with ADQ-IR depends closely on the Toulouse- - 6% conformity of French AISP. 31/12/2020 Blagnac Aéroports de APO's conformity with ADQ-IR depends closely on the Late - 6% Lyon conformity of French AISP. 31/12/2020 APO's conformity with ADQ-IR depends closely on the Late Groupe ADP - 6% conformity of French AISP. 31/12/2020 Aéroport de Late APO's conformity with ADQ-IR depends closely on the Marseille - 6% conformity of French AISP. 31/12/2020 Provence
Initial ATC air-ground data link services Timescales: ITY-AGDL Entry into force: 06/02/2009 90% Late ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 - A revised scenario for phased deployment of the DLS in DSNA airspace has been constructed jointly with the European Commission, Eurocontrol and DSNA Clients (airlines). 31/12/2020 Full capability will be achieved through the commissioning of new French ATM system (4- Flight) from 2018 (including ACL availability in all centres) to 2020. REG (By:02/2018) The change related to the introduction of DLS is reviewed Ongoing DGAC by DSAC but must take into account the last DSNA plan - 92% 31/12/2017 of implementation. ASP (By:02/2018) A revised scenario for phased deployment of the DLS in Late DSNA airspace has been constructed jointly with the European Commission, Eurocontrol and DSNA Clients (airlines). This revised scenario, finalized in June 2013, was based on both the legacy system upgrade, the new 4-Flight system development and implementation program and the results of a costs-benefit analysis. Because of technical difficulties both in on-board and ground equipment, the dates planned in the IR 29/2009 were not 4Flight / able to be kept in a general way in Europe. 4Flight DSNA 89% A technical report asked by the European Commission Defence / 31/12/2020 from EASA has led to propose a new date for the DLS: COFLIGHT February 2018. DSNA will provide Data Link Service from FL195 and above. An initial set of AGDL services (DLIC, AMC, ACM) has been commissioned for partial compliance at the end of 2015 in western ACCs and extended to the entire airspace since May 2016. Full compliance (addition of ACL service) will begin end of 2018 (Western ACCs) and will be completed with the 4-Flight implementation. MIL (By:01/2019) According to IR EC 29/2009, DLS equipage is not Not Mil. 4Flight mandatory for State aircraft. Next aircraft equipped with a % Applicable Authority Defence DLS will be compliant VDL2 -
LSSIP Year 2016 France 94 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- Interim target for freq. conversions: 31/12/2014 25% Late AGVCS2 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 - Compliance with the requirements on 8,33 kHz frequency conversions is scheduled. 31/12/2026 REG (By:12/2018) Process is on-going for ensuring compliance with the Late DGAC - 48% requirements on 8,33 kHz frequency conversion by 2026. 31/12/2026 Mil. Ongoing - - 38% Authority 31/12/2018 ASP (By:12/2018) Mil. Planned - - 0% Authority 31/12/2018 Late DSNA Upgrading of radio stations is scheduled. - 26% 31/12/2026 MIL (By:12/2020) In accordance with IR EC 1079/2012, some State aircraft Ongoing Mil. and equipment will be upgraded. - 5% Authority Some military frequencies will remain on 25kHz 31/12/2020 according on art 6 paragraph10b. APO (By:12/2018) Mil. Ongoing The process is on-going - 13% Authority 31/12/2018 Aéroport de Planned Toulouse- - - 0% 31/12/2017 Blagnac Aéroport de Planned Marseille - - 0% 31/12/2018 Provence Aéroports de Planned - - 0% Lyon 31/12/2018 Ongoing Groupe ADP - - 67% 31/12/2018 Aéroports de Planned Nice-Côte - - 0% 31/12/2018 d'Azur
LSSIP Year 2016 France 95 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 53% Late All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - Full compliance to the FMTP is expected by end 2017 for DSNA and in 2018 for the Military. 31/01/2018 ASP (By:12/2014) Ongoing work within the French program CSSIP. Late The current migration is organized in coordination with the neighboring centres and formalized by means of Letters of Agreement notified to the EC. The new transmission protocol is operational with all the DSNA neighboring centres from first quarter 2016. - 33% 31/12/2017 For security reasons, it is considered preferable to first carry out the transition of all PLN messages from the TDM networks (e.g. SETINET Swiss network) to PENS before carrying out the transition of all PLN messages using PENS from IPv4 format to IPv6 format. IR FMTP doesn't apply to the Military. Nevertheless, Late technical system has been updated to IP in 2013. Military Mil. are compatible to IPV6, and all new equipments are IPv6 - 58% Authority 31/01/2018 compatible. Full migration will be completed 31 January 2018. MIL (By:12/2014) IR FMTP doesn't apply to the Military. Nevertheless, Late technical system has been updated to IP in 2013. Military Mil. are compatible to IPV6, and all new equipments are IPv6 - 75% Authority 31/01/2018 compatible. Full migration will be completed 31st January 2018.
LSSIP Year 2016 France 96 Released Issue
Surveillance performance and interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 ITY-SPI New aircraft capability: 08/06/2016 81% Ongoing ELS in transport-type State aircraft : 07/12/2017 EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 - Surveillance performance and interoperability implementation is planned in France and is 07/06/2020 progressing accordingly with the Implementing Rule schedule. REG (By:02/2015) As far as the oversight of interoperability is concerned, Completed DSAC applies its own ANSP IOP oversight procedure. DSAC monitors the implementation of each IR through the oversight of DSNA IR synthesis file, DSAC has DGAC initially requested DSNA for a SPI synthesis file for - 100% 22/01/2015 04/2013. DSNA addressed SPI synthesis file and its conformity plan in 10/2013. IR SPI conformity has been accordingly reviewed by DSAC and the final result has been transmitted to DSNA 22nd January 2015. ASP (By:02/2015) Mil. Ensuring safety of Radar data is one of the highest Completed - 100% Authority priorities for DSNA and DIRCAM. 31/10/2013 Ensuring safety of Radar data is one of the highest Completed priorities for DSNA and DIRCAM. Technical agreements have been in force with our partners from a long time ago for the most critical sensors. A standardized document, (Memorandum of Cooperation between ANSPs) merging all technical agreements dealing with data exchanges, DSNA - 100% studied within AEFMP group, was signed in 2012 31/10/2013 between ENAIRE (Ex AENA) and DSNA and updated and signed June 2014 to comply with IR SPI. Thanks to close cooperation with DFS, an improved document was signed end-2015 between DFS and DSNA. Work is in progress to sign such agreements with others neighbors. MIL (By:06/2020) Mil. Equipage is in progress, following the SPI-IR Ongoing - 50% Authority requirements. 07/06/2020
LSSIP Year 2016 France 97 Released Issue
RNAV 1 Timescales: NAV03 100% Completed Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 - Arrival and departures procedures based on RNAV have been established on main airports. 31/12/2011 For relevant aircrafts, implementation of P-RNAV is considered as achieved. ASP (By:12/2023) Arrival and departures procedures based on RNAV have Completed been established on major airports. Overall implementation is a continuous action. Military aerodromes are not concerned by congestion. Military DSNA aircraft are progressively equipped, following national - 100% 31/12/2011 equipage plans. However equipage is not mandatory. Implementation of RNAV procedures on some military airbases is an on-going progress. So for military part, this item can be considered as completed. Mil. Completed - - 100% Authority 31/12/2011
APV procedures Timescales: NAV10 99% Late Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 - National deployment plan of APV/SBAS (supported by EGNOS) and APV/Baro has been launched and is on-going. Consistency with ICAO 3711 will be reached end 2016. This 31/12/2018 implementation Phase ending 2016 will enable full consistency with ICAO 3711. Full deployment, strictly speaking, of remaining APV will be finished by end 2018. REG (By:04/2016) Completed DGAC EASA material applied to regulatory activities - 100% 30/11/2011 ASP (By:12/2016) In line with the ICAO 37th assembly resolution, a national Late DSNA deployment plan at all IFR runways has been set up, and PBN APV 98% 31/12/2018 is in progress. Full implementation by the end of 2018.
LSSIP Year 2016 France 98 Released Issue
Improve runway safety by preventing runway excursions Timescales: SAF11 84% Ongoing Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - The applicable recommendations have been disseminated to the concerned parties in the 31/01/2018 end of 2013 and will be monitored through the regular reviews of the State Safety Plan REG (By:01/2018) Through its State Safety Plan, DGAC analyzed in early Ongoing 2013 the applicability of the action plan in order to decide the actions to implement, with associated timeframe to monitor. The applicable measures related to ATM/ANS and airport operators domains have been already DGAC implemented. The applicable recommendations have - 60% 31/01/2018 been disseminated to the concerned parties in the end of 2013 and will be monitored through the regular reviews of the State Safety Plan. However, no oversight activities are planned for the time being to ensure the implementation of the applicable measures. ASP (By:12/2014) EAPPRE was approved in January 2013 by DSNA CEO. Completed For the military, through DGAC's State Safety Plan, as far DSNA as relevant, Armed Forces take account EAPPRE only for - 100% 31/12/2014 military airfield with civilian traffic through the regular reviews of DSAC. Mil. Completed - - 100% Authority 31/12/2014 APO (By:12/2014) Aéroports de Completed Nice-Côte - - 100% 31/12/2013 d'Azur Late Groupe ADP - - 0% 31/12/2017 Aéroport de Completed Toulouse- - - 100% 31/12/2014 Blagnac Aéroports de Completed - - 100% Lyon ‐
LSSIP Year 2016 France 99 Released Issue
6.3. Additional Objectives for ICAO ASBU Monitoring
Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 - STCA implemented in the five ACCs and majors TMAs. Implementation in smaller TMAs is 31/12/2010 also a major program. ASP (By:01/2013) STCA is implemented in all ACCs and 9 major APPs. Completed DSNA Implementation in smaller APPs is under consideration - 100% 31/12/2010 for the next generation of ATM systems.
Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 95% Late Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 Objective has been implemented for DSNA. For the military, equipage is in progress for aircraft that should be still in service after 2020 (older aircraft are not planned to be 30/12/2017 equipped). REG (By:12/2015) Completed DGAC Handled through aircraft operators continuous oversight. - 100% 31/12/2015 ASP (By:03/2012) A monitoring system of the performance of ACAS is in Completed place for many years. Each TCAS occurrence is recorded DSNA - 100% and analyzed. If necessary, pilots/companies are 30/11/2011 informed in case of a non-conformity. MIL (By:12/2015) Equipage of ACAS II will be conducted for modern Late Mil. transport-type aircraft. However, aircrews are trained to - 87% Authority 30/12/2017 react, using or not ACAS.
Implement enhanced tactical flow management services Timescales: FCM01 100% Completed Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - France participates to the ETFMS programme. Main goals of this objective have been 31/12/2006 achieved. ASP (By:07/2014) Transmission of CPR and FSA messages implemented. Completed FSA messages for route changes are implemented. DSNA There is no intention to implement FSA messages for - 100% 31/12/2006 holding and FDPA re-routing updates. DPI messages at LFPG since 2010.
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Implement integrated briefing Timescales: INF04 100% Completed Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 Integrated briefing functions are available for aircrews 31/01/2003 ASP (By:12/2012) Completed DSNA - - 100% 31/01/2003 Integrated briefing called OLIVIA is available and Completed compliant with Level 4 (application integration).
Mil. For the military, on airbases, integrated briefing function - 100% Authority is available for military crews. - On airbases receiving civil air traffic, only MET information is proposed to civilian aircraft, ensured by Meteo France.
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 ITY-COTR 100% Completed notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 Compliance to the COTR Implementing Rule is globally achieved (only one minor non- compliance is identified and cannot be done in the legacy system, mainly due to lack of 30/06/2016 specification), except for compliance regarding 29/2009 which is addressed under ITY - AGDL ASP (By:12/2012) Completed for the original set of processes, and planned Completed for LOF and NAN processes. Fully compliant with COTR Implementing Rule (except for DSNA - 100% compliance regarding 29/2009 which is addressed under 30/06/2016 ITY-AGDL) with all neighbors when operationally relevant and when their system-capability is achieved. MIL (By:12/2012) Mil. Completed Flight data process is done. - 100% Authority 31/12/2012
LSSIP Year 2016 France 101 Released Issue ANNEXES
Annex A - Specialists involved in the LSSIP Process
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP Focal Point for France DTA Jean-Jacques BLANCHARD LSSIP Focal Point for Regulator DTA Jean-Jacques BLANCHARD Stéphane LAFOURCADE LSSIP Focal Point for NSA DSAC Bérioska MARCHANT LSSIP Focal Point for ANSP DSNA Eric LIEUTAUD LSSIP Focal Point for Military DSAÉ Yann PICHAVANT
EUROCONTROL LSSIP Support
Function Directorate Name
LSSIP Contact Person for France DPS/PEPR Jorge PINTO
Implementation Objectives
Implementation EUROCONTROL EUROCONTROL PEPR National Stakeholder Objective Owners Objective Coordinator Specialist Objective
AOM13.1 O. MROWICKI A. DYBOWSKA Estelle LE GUILCHER AOM19.1 G. ACAMPORA O. ALFARO Estelle Le GUILCHER AOM19.2 G. ACAMPORA O. ALFARO Estelle Le GUILCHER AOM19.3 G. ACAMPORA O. ALFARO Fabrice ETARD AOM21.1 C. BRAIN A. DYBOWSKA Jérôme DUFOSSEZ AOM21.2 C. BRAIN A. DYBOWSKA Jérôme DUFOSSEZ AOP04.1 M. BIRENHEIDE P. VRANJKOVIC Frédéric CHUPEAU
LSSIP Year 2016 France 102 Released Issue AOP04.2 M. BIRENHEIDE P. VRANJKOVIC Frédéric CHUPEAU AOP05 M. BIRENHEIDE F. ROOSELEER Erwan PAGE AOP10 M. BIRENHEIDE F. ROOSELEER Rene FEILLET AOP11 M. BIRENHEIDE L. DELL’ORTO Erwan PAGE AOP12 M. BIRENHEIDE P. VRANJKOVIC Ravo RANDRIA AOP13 M. BIRENHEIDE P. VRANJKOVIC Frédéric CHUPEAU ATC02.8 B. BAKKER F. ROOSELEER - ATC07.1 P. TERZIOSKI L. DELL’ORTO Ali SAHI ATC12.1 P. TERZIOSKI L. DELL’ORTO Yannick MESTON ATC15.1 P. CONROY L. DELL’ORTO Ali SAHI ATC15.2 P. HOP L. DELL’ORTO Gérald REGNIAUD ATC17 S. MORTON L. DELL’ORTO Bruno SPYCKERELLE COM10 Y. EYUBOGLU J. PINTO Philippe KERLIRZIN COM11 L. POPESCU J. PINTO Philippe KERLIRZIN COM12 W. JANSSENS J. PINTO Philippe KERLIRZIN ENV01 M. BIRENHEIDE B. HILL Alain BOURGIN ENV02 S. MAHONY B. HILL Alain BOURGIN FCM03 C. BOUMAN O. CIOARA Olivier TEYSSANDIER FCM04.1 P. HOP O. CIOARA Estelle Le GUILCHER FCM04.2 P. HOP O. CIOARA Estelle Le GUILCHER FCM05 I. MENDES VIDEIRA O. CIOARA Estelle LE GUILCHER FCM06 P. HOP F. ROOSELEER Estelle Le GUILCHER FCM07 C. BOUMAN O. ALFARO Estelle Le GUILCHER FCM08 K. BREIVIK O. CIOARA Olivier TEYSSANDIER FCM09 R. STEVENS O. CIOARA Estelle Le GUILCHER INF07 A. PETROVSKY A-P. FRANGOLHO Sébastien TANGUY INF08.1 I. MENDES VIDEIRA A-P. FRANGOLHO -Sébastien TANGUY INF08.2 I. MENDES VIDEIRA A-P. FRANGOLHO Sébastien TANGUY ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Sébastien TANGUY ITY-AGVCS2 J. POUZET B. HILL Francis BRETON ITY-FMTP L. POPESCU O. ALFARO Philippe KERLIRZIN ITY-ACID A. DESMOND-KENNEDY O. CIOARA Bruno SPYCKERELLE ITY-SPI M. BORELY O. CIOARA Ravo RANDRIA ITY-AGDL S. DISSING B. HILL Sylvie CHAMBON NAV03 F. PAVLICEVIC P. VRANJKOVIC Sophie BARANES NAV10 R. FARNWORTH P. VRANJKOVIC Sophie BARANES SAF11 S. LAWRENCE F. ROOSELEER Hervé FORESTIER
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Annex B - National Stakeholders Organisation charts
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ORGANIGRAMME DIRCAM
DIRCAM Director BG** Pierre REUTTER Deputy: COL Thierry RAYMOND
SDEA SDR SDSA LTC Luc ANTOON COL Marc LAPIERRE COL Alain DENIAU
LSSIP Year 2016 France 108 Released Issue Annex C - Glossary of Abbreviations
This Annex mostly shows only the Abbreviations that are specific to the LSSIP France.
Term Description
ADP Aéroports de Paris AF ATM Functionality AEFMP Algeria-Spain-France-Morocco-Portugal AENA (Aeropuertos Españoles y Navegación Aérea) Former name of ENAIRE as from 05/07/2014 ALAVIA Etat-major de l’Aviation Navale AMHS ATS Message Handling System ANA Personnel Office BEA Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile CAUTRA Coordonnateur AUtomatique du TRafic Aérien (automatic air traffic coordination system) CEV Centre d’Essai en Vol CFA / BACE Commandement des Forces Aériennes / Brigade Aérienne de Contrôle de l'Espace CNA Certification of ANSP Office COHOR Association pour la COordination des HORaires COMALAT Commandement de l'Aviation Légère de l'Armée de Terre CRNA Centre en Route de la Navigation Aérienne CSSIP Communications Sol-Sol Internet protocole DGAC Direction Générale de l’Aviation Civile DIA Division Information Aéronautique DIRCAM Direction de la Circulation Aérienne Militaire DIRISI Direction Interarmées des Réseaux d'Infrastructure et des Systèmes d'Information DSAC Direction de la Sécurité de l’Aviation Civile DSAÉ Direction de la Sécurité Aéronautique d'État DSNA Direction des Services de la Navigation Aérienne DTA Direction du Transport Aérien ENAIRE (Ex AENA) Spanish ANSP ERATO En Route Air Traffic Organizer FAP Future ATM Profile FT Fast Track CDG Aéroport de Paris Roissy - Charles De Gaulle
LSSIP Year 2016 France 109 Released Issue MAESTRO Moyen d'Aide à l'Ecoulement Séquencé du Trafic avec Recherche d'Optimisation MCU Mission Ciel unique MoD Ministry of Defence MoT Ministry of Transport MOR Mandatory Occurrence Reporting PCP Pilot Common Project DP Deployment Programme NAS National Airspace System S-AF Sub ATM Functionality SDEA Airspace sub-directorate SDSA Surveillance and Audit sub-directorate SDR Regulatory sub-directorate SETINET Skyguide ENAV International Network SOCRATE (Inter-army voice and data network) UAF Union des Aéroports Français
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