L
Local Single Sky ImPlementation (LSSIP) LATVIA
Year 2016 - Level 1
Document Title LSSIP Year 2016 for Latvia
Infocentre Reference 17/01/30/123 Date of Edition 05/05/2017 LSSIP Focal Point Erika Neimane - [email protected] LSSIP Contact Person Luca Dell’Orto - luca.dellorto@eurocontrol.int 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://ais.lgs.lv/Latvian%20eAIP FAB Performance Plan https://www.eurocontrol.int/articles/ses-performance- scheme-reference-period-2-2015-2019
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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).
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CONTENTS
Chapter 1 National ATM Environment ...... 4 1.1. Geographical Scope ...... 4 1.1.1. International Membership ...... 4 1.1.2. Geographical description of the FIR(s) ...... 4 1.1.3. Airspace Classification and Organisation ...... 5 1.2. National Stakeholders ...... 6 1.2.1. Civil Regulator(s) ...... 7 1.2.2. Air Navigation Service Provider ...... 8 1.2.3. Airports ...... 10 1.2.4. Military Authorities ...... 10
Chapter 2 Traffic and Capacity ...... 14 2.1. Evolution of traffic in Latvia ...... 14 2.2. RIGA ACC ...... 15 2.2.1. Traffic and en-route ATFM delays 2012-2021 ...... 15 2.2.2. Summer 2016 performance ...... 15 2.2.3. Planning Period 2017-2021 - Summer ...... 16
Chapter 3 Master Plan Level 3 Implementation Report recommendations ...... 18
Chapter 4 National Projects ...... 19
Chapter 5 Regional Co-ordination ...... 26 5.1. FAB Co-ordination ...... 26 5.2. FAB Projects ...... 28 5.3. Regional cooperation ...... 28 5.3.1. Regional Cooperation Initiatives ...... 28 5.4. Regional Projects ...... 29
Chapter 6 Implementation Objectives Progress ...... 31 6.1. State View ...... 31 6.1.1. Overall Objective Implementation ...... 31 6.1.2. Objective Progress per SESAR Key Feature ...... 32 6.1.3. ICAO ASBU Implementation ...... 36 6.2. Detailed Objectives Implementation progress ...... 37 6.3. Additional Objectives for ICAO ASBU Monitoring ...... 49
Annexes
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Executive Summary
National ATM Context During 2016 NEFRA phase 2 was implemented in Latvia on June 23rd, providing connection between the Danish/Swedish FAB Free route airspace and NEFAB East free route airspace. At the same time, passing on the FRA implementation and oversight cooperation experience, NEFRA phase 2 was fully integrated into the Borealis FRA programme, which is fully aligned with the EU Pilot Common Project legislation. Renovation and rebuilding at the regional airport “Liepaja” was completed in 2016 with the State Joint Stock company providing AFIS services at the aerodrome “Liepaja” along with the planned service provision to the IFR flights.
Traffic and Capacity
2016 Traffic in Latvia increased by 0.2% during Summer 2016 (May to October inclusive), when compared to Summer 2015.
2017-2021
The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 0.2% and 5.3% throughout the planning cycle, with a baseline growth of 2.5%.
Implementation Objectives Overview Progress distribution for applicable Implementation Objectives
Completed The majority of the objectives for Latvia have either Ongoing been completed or are still on going. The Objectives 5; 15% Planned AOP4.2 and AOP 4.1 have been fully completed with the implementation of Advanced Surface Movement 3; 9% 13; 38% Late Guidance and Control System earlier in 2008 and in No Plan 2007, Ground based safety net of Area Proximity 13; 38% Not Applicable Warning function has been fully implemented in 2013. Missing Data Latvia has implemented Free route airspace along with Undefined the rest of the NEFAB member states on November 12, 2015, completing the objective AOM21.2.
The other completed objectives are ATC02.8, ATC12.1, FCM03, FCM05, ITY-FMTP and SAF11. Nine out of 39 of the Implementation objectives are not applicable for implementation in Latvia. Latvia is late in implementing Objective(s): - INF07 – which is planned to be completed by May 2018 due to extensive and time consuming regulatory and policy update process. - NAV10 – due to the time necessary to conduct an appropriate feasibility study before adoption of the APV procedures.
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Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.
Advanced Air Enabling Aviation Optimised ATM Traffic Services High Performing Infrastructure
Network Services Airport Operations
100
82% % 66% 64% 46% 37% n/a 10% SESAR PCP SESAR PCP SESAR PCP SESAR PCP Baseli Baseli Baseli Baseli ne ne ne ne
ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs for 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 72%
LSSIP Year 2016 Latvia 2 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 extracted 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
Latvia is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC 1993 EUROCONTROL 1 January, 2011 European Union 1 May, 2004 EASA 1 May, 2004 ICAO 13 July, 1992 NATO 1 May, 2004 ITU 29 March, 2004
1.1.2. Geographical description of the FIR(s)
The geographical scope of this document addresses the RIGA FIR. RIGA FIR is surrounded by FIRs of 5 States, namely Estonia, Russian Federation, Belarus, Lithuania and Sweden.
Adjacent FIR/UIRs of ECAC States: North - Tallinn FIR/UIR (Estonia); West - Malmö and Stockholm FIRs/UIRs (Sweden); South - Vilnius FIR/UIR (Lithuania).
Adjacent FIR/UIRs of non-ECAC States: East - Sankt-Peterburg FIR/UIR (Russian Federation); Southeast - Minsk FIR/UIR (Belarus)
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1.1.3. Airspace Classification and Organisation
The current classification of Latvian airspace is outlined below: FIR: GND - UNL RIGA CTA: FL 095 - FL 460
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1.2. National Stakeholders
The main National Stakeholders involved in ATM in Latvia are the following: • National Supervisory Authorities: - The Department of Air Transport of the Ministry of Transport (MoT); - Civil Aviation Agency of Latvia (LCAA); • Transport Accident and Incident Investigation Bureau; • Air Navigation Services Provider State Joint Stock Company “Latvijas Gaisa Satiksme” (LGS); • Riga International Airport; • The Ministry of Defence (MoD) National Armed Forces; • The Ministry of Internal Affairs (Border Guard).
Their activities are detailed in the following sub-chapters and their relationships are shown in the diagram below.
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1.2.1. Civil Regulator(s)
General Information
Civil Aviation in Latvia is the responsibility of the Ministry of Transport. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The LCAA is further detailed in the following sections.
Activity in ATM: Organisation Legal Basis responsible Rule-making Cabinet of Ministers Constitution Safety Oversight LCAA Law on Aviation Enforcement actions in case LCAA Law on Aviation of non-compliance with safety regulatory requirements Airspace LCAA Law on Aviation , Cabinet of Ministers regulation N° 26 (30.01.2016.) Economic Department of Law on Aviation , Air Transport (MoT) Cabinet of Ministers regulation N° 991 (5.12.2006.) Environment LCAA Law on Aviation , Cabinet of Ministers regulation N° 1041 (27.12.2005) and N° 710 (16.10.2007) Security LCAA Law on Aviation , Cabinet of Ministers regulation N° 397 (27.04.2010.) Accident investigation Transport Accident and Law on Aviation , Investigation Bureau Law on accident and incident investigation in civil aviation
Department of Air Transport of the MoT and LCAA
According to the act “Law on Aviation”, the Department of Air Transport of the Ministry of Transport and Civil Aviation Agency of Latvia (LCAA) implement State policy and exercise State administration in the field of civil aviation. As per SES regulations the LCAA, is nominated as the National Supervisory Authority (NSA). The LCAA is responsible for certification of the air navigation services providers in Latvia. LCAA is responsible for safety supervision and approves/certifies/licenses staff, operations and equipment of service provider organisations. LCAA is institutionally separated from the service providers. The LCAA is an independent governmental Agency subordinated to the Ministry of Transport. LCAA operates as a non-profit organisation, financed from fees from aviation enterprises.
Annual Report published: Y http://www.caa.lv/upload/userfiles/files/Parskats_CA_GK_lidojumu_drosumu _2015.pdf
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More detailed information is available on the following web sites: - The Ministry of Transport of the Republic of Latvia: http://www.sam.gov.lv - Civil Aviation Agency of Latvia: http://www.caa.lv
LCAA Organisational Chart is presented in Annex B.
1.2.2. Air Navigation Service Provider
Service provided
Name of the ANSP: Latvijas Gaisa Satiksme (LGS) Governance: Ministry of Transport Ownership: 100% State Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Aerodrome(s) Y AIS Y CNS Y MET Y LGS is responsible for the meteo observations at the airports only. ATCO training Y Unit Training (Transitional; Pre-On the Job Training and On the Job Training); Continuation Training (Refresher; Emergency and Conversion); Other training for ATM staff (Development Training; Classroom Instructors and ATM Management Staff Training). Others Y FIS (provided by Liepaja FIC in Western part of FIR and Riga FIC in the Eastern part of FIR); Alerting Services; Pre-tactical and tactical airspace management. Additional information: Provision of services in Y Airspace under the responsibility of Lithuania. Route segment NINTA – other State(s): ADAXA.
Annual Report published: Y http://www.lgs.lv/en/corporate-information/reports/ This is the annual report covering yearly activities of the ANSP.
ANSP website: www.lgs.lv LGS Organisational Chart is presented in Annex B.
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ATC systems in use
Main ANSP part of any technology alliance1 N
FDPS Specify the manufacturer of the ATC system currently in use: SiATM (Sweden) Upgrade2 of the ATC system is performed or planned? 2015 Replacement of the ATC system by the new one is planned? No, next upgrade is planned for 2017 ATC Unit RIGA ACC
SDPS Specify the manufacturer of the ATC system currently in use: SiATM (Sweden) Upgrade of the ATC system is performed or planned? 2015 Replacement of the ATC system by the new one is planned? No, next upgrade is planned for 2017 ATC Unit RIGA ACC
ATC Units
The ATC units in the Latvian airspace, which are of concern to this LSSIP are the following:
ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA RIGA ACC 3 RIGA En-route RIGA TMA / 2 RIGA APP LIEPAJA FIC 1 RIGA FIS below FL095 in the Western part of FIR RIGA FIC 1 RIGA FIS below FL095 in the Eastern part of FIR
1Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))
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1.2.3. Airports
General information
The main international airport in Latvia is RIGA International Airport. It is fully state owned Joint-Stock Company of the Republic of Latvia. The holder of state capital shares is the Ministry of Transport of the Republic of Latvia. Latvia has some airfields for general aviation as well.
Airport(s) covered by the LSSIP
APO SloAs are contained in the following objectives: ENV, AOP, ITY-ADQ and SAF11. In addition to the List of Airports in 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. According to these criteria the airport covered in this LSSIP is Riga airport.
1.2.4. Military Authorities
The Military Authorities (Air Forces) in Latvia are composed of: - Air Forces HQ; - Air Surveillance Squadron; - Aviation Squadron; - Ground based Air Defence Battalion; - Airfield Operations Support Unit.
They report to the Ministry of Defence of the Republic of Latvia and Commander of Latvian National Armed Forces. Their regulatory, service provision and user role in ATM are detailed below.
National Armed Forces website: www.mil.lv
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Regulatory role
Regulatory framework and rule-making
OAT GAT OAT and provision of service for OAT governed Y Provision of service for GAT by the Military N/A by national legal provisions? governed by national legal provisions? Level of such legal provision: Cabinet of Ministers Level of such legal provision: N/A Authority signing such legal provision: Cabinet of Authority signing such legal provision: N/A Ministers These provisions cover: These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT N Organisation of military ATS for GAT N/A OAT/GAT Coordination N OAT/GAT Coordination N/A ATCO Training N ATCO Training N/A ATCO Licensing N ATCO Licensing N/A ANSP Certification N ANSP Certification N/A ANSP Supervision N ANSP Supervision N/A Aircrew Training N ESARR applicability N/A Aircrew Licensing N Additional Information: Bilateral agreement between Additional Information: Military are subject to Civil NATO and the three Baltic States. (NATO Air Policing) Rules 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 N/A National Military AIP N/A EUROCONTROL eAIP N EUROCONTROL eAIP Y Other: Other:
Oversight OAT GAT National oversight body for OAT: MoD NSA (as per SES reg. 550/2004) for GAT services provided by the military: there is no Military NSA in Latvia. Military does not provide service to GAT. Additional information: N/A Additional information: N/A
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Service Provision role
OAT GAT Services Provided: NATO Services Provided: En-Route N En-Route N Approach/TMA N Approach/TMA N Airfield/TWR/GND N Airfield/TWR/GND N AIS N AIS N MET Y MET N SAR Y SAR Y TSA/TRA monitoring Y (NATO) FIS N Other: Other: N Additional Information: There are no TRAs for OAT. Additional Information: The SAR coordination is provided by LGS.
Military ANSP providing GAT N/A If YES, since: Duration of the services SES certified? Certificate: Certificate issued by: If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information:
User role
IFR inside controlled airspace, Military aircraft OAT only N GAT only Y Both OAT and GAT N can fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing N/A Within specific corridors only N/A Within the regular (GAT) national route network N/A Under radar control N/A Within a special OAT route system N/A Under radar advisory service N/A
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Y Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures N Provision of ATC in UHF N/A CNS exemptions: RVSM N/A 8.33 N Mode S N ACAS N Others:
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Flexible Use of Airspace (FUA)
Military in Latvia 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
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2.1. Evolution of traffic in Latvia
Latvia - Annual IFR Movements 400.000
350.000
300.000
250.000
200.000
IFR flightsIFR IFR movements - Actuals 150.000 IFR movements - Baseline forecast 100.000 IFR movements - High forecast
50.000 IFR movements - Low forecast A = Actual F = Forecast 0 2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F
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 1.1% 5.6% 5.8% 4.8% 5.5% 4.7% 4.6% Latvia B 1.3% 2.8% 0.7% 0.6% 2.9% 2.4% 2.3% 2.6% 2.2% 2.4% L 0.2% 0.4% -0.3% 0.5% 0.4% 0.2% 0.4% ECAC B -1.1% 1.7% 1.6% 2.7% 1.4% 2.1% 2.1% 2.4% 1.9% 2.1%
2016 Traffic in Latvia increased by 0.2% during Summer 2016 (May to October inclusive), when compared to Summer 2015.
2017-2021
The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 0.2% and 5.3% throughout the planning cycle, with a baseline growth of 2.5%.
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2.2. RIGA ACC
2.2.1. Traffic and en-route ATFM delays 2012-2021
EVRRACC - Traffic and en-route ATFM delays
1000 1.0
900 0.9
800 0.8
700 0.7
600 0.6
500 0.5
400 0.4 IFR flights (Daily Average) (Daily flightsIFR
300 0.3 flight) per (minutes Delay Enroute
200 0.2
100 0.1
0 0.0 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 Peak Day Traffic 833 831 841 843 856 Summer Traffic 704 714 738 739 741 Yearly Traffic 634 642 659 664 682 Summer Traffic Forecast 731 750 768 781 803 High Traffic Forecast - Summer 749 797 839 891 938 Low Traffic Forecast - Summer 722 733 737 737 734 Summer enroute delay (all causes) 0.00 0.00 0.00 0.00 0.00 Yearly enroute delay (all causes) * 0.00 0.00 0.00 0.00 0.00
*From 01/01/2016 to 31/10/2016
2.2.2. Summer 2016 performance
En‐route Delay (min/flight) ‐ Summer Traffic Evolution 2016 Capacity Baseline Capacity gap Ref value Actual + 0.2 % 90 (+6%) 0.05 0.00 No The average en‐route delay per flight remained at zero minutes per flight in Summer 2016.
Capacity Plan Sufficient capacity to meet demand Achieved Comments Various ATM system improvements Yes Maximum configuration: 3 + 2 APP Yes Summer 2016 performance assessment The capacity baseline was estimated with ACCESS to be 90, 6% higher than in 2015. The average peak 1 hour demand was 66 and the peak 3 hour demand was 59 flights during the measured period, indicating that the ACC offered sufficient capacity to meet the demand.
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2.2.3. Planning Period 2017-2021 - Summer
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 92 2% 93 1% 94 1% Ref. 90 0% 90 0% 90 0% EVRR 90 L 90 0% 90 0% 90 0% Open 90 0% 90 0% 90 0% C/R 90 0% 90 0% 90 0%
Capacity Plan
2017 2018 2019 2020 2021 Free Route Airspace Airspace Management
Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Various ATM system improvements: 1. OLDI with Tallinn ATCC including FRA aspects in ADEXP format. Technical 2. OLDI with Malmo ATCC including FRA aspects in ADEXP format. 3. OLDI with Stockholm ATCC in ADEXP format. Capacity Significant Events
Max sectors 3 + 2 APP 3 + 2 APP 3 + 2 APP 3 + 2 APP 3 + 2 APP
Planned Annual Capacity Increase Sufficient capacity to meet demand
Reference profile Annual % Increase 0% 0% 0% N/A N/A Difference Capacity Plan v. Reference Sufficient capacity to meet demand N/A N/A Profile Annual Reference Value (min) 0.04 0.03 0.03 N/A N/A
Summer reference value (min) 0.05 0.05 0.05 N/A N/A
Additional information
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LSSIP Year 2016 Latvia 17 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 Latvia 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: During the past two years the ANSP activity in various SESAR elements has increased. Some of the examples are listed in the REC-2015/7.
Local Stakeholders that declared delays in implementation of AOM19, FCM04, ATC07.1, ATC15, NAV10, ENV01, AOP04.1, Local ITY-ADQ, ITY-FMTP, INF07, COM10 to take corrective REC-2015/2 Stakeholders measures to reduce the implementation delays, or at least ensure that these delays are not increased. Corrective actions taken: YES
Description: LGS: All the actions relate to ITY-ADQ are going to be completed by mid 2017. 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: LGS has applied for EU funding with regard to CDM (AOP05) and data link services (ITY-AGDL) implementations.
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Chapter 4 National Projects
A-SMGCS Modernisation (RP-AD/PLN-01/20 (2012)) Organisation(s): LGS (LV), RIGA Airport (LV) Type of project: National Schedule: November 2013 / May 2017 Status: The project consists of system main upgrade part and the number of options. System main upgrade was completed successfully. Transition to the upgraded system was done in May 2016. Besides of hardware and software upgrade the system comprises a bunch of new functionalities for instance aerodrome "stop - bar" control function. The project will be completed upon implementation of the last option. Description: A-SMGCS modernization. Link and references ATM MP links: L3: AOP04.2 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: AF - 2.2.1 DP2016: Performance contribution Safety: +++ 1. Reduction of incidents related to RWY incursions. 2. An integrated system processing the data from ATM and A - SMGCS systems. The system will provide ATCOs with reliable data on air and ground situation. 3. Improved safety compared to the 2008 baseline. Environment: + Reduction of CO2 emissions and noise due to better traffic management on the ground. Capacity: + 1. Increase of capacity compared to 2013 due to reduced taxing time on the ground. Cost-efficiency: + 1. Increase of capacity as well as improvements of the service provision. 2. Increased traffic with the same staff number. 3. Increase of revenues and reduction of unit rates. 4. The airports will be given incentives for growth and increase of revenues. Operational efficiency: + Safe and reliable operation especially in bad weather conditions.
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ATRACC - 2014+ (ATRACC Ext) (RP-AD/PLN-01/57 (2013)) Organisation(s): LGS (LV) Type of project: National Schedule: November 2013 / November 2016 Status: The project is on a final stage. The ATM modernization is moving smoothly as prescribed by the Project Management Plan. Corresponding software modules for CPDLC and Free Route Airspace functionality were developed in time. Interface to LARA system is developed. Description: The title ATRACC (Air Traffic Riga Area Control Centre) comprises an ATM system for tower, approach and area control of the Riga FIR. The system has been designed and produced by the Swedish company SiATM AB. The system is based on multi-sensor tracking, advanced flight plan data processing, predicted flight trajectories, OLDI (On-Line Data Interchange), silent co-ordination and paperless HMI. From the functional point of view, the system consists of two identical components. Each of them provides the full set of functionalities described above and automated switching between them in case of problems / failures. This open architecture system can easily be expanded. It comprises more than 20 working positions intended for operators with different operational roles, specifically TWR (tower), ACC (Area Control), APP (Approach Control), AMC (Airspace Management Cell), FDA (Flight Data Assistant), HIST (History, Recording and Playback), OSUP (Operational Supervisor) and TSUP (Technical Supervisor). The system has experienced some modernization stages. Current modernization project named ATRACC Ext aims system upgrade for: • CPDLC functionalities; • Free Route Airspace implementation (this part is coordinated with NEFAB); • Departure Manager (D-MAN); • New tower working positions implementation (TWR Supervisor & Clearance Delivery); • Automated aeronautical data input; • Simulator’s Upgrade; • Others.
CPDLC module of ATM system modernization is a subject of CPDLC Implementation Project as well. Link and references ATM MP links: L3: AOM21.2, ITY-ADQ, ITY-AGDL, ITY-FMTP Other links: - Project included in RP2 - Name/Code in RP2 N/A Performance Plan: Performance Plan: Project included in NA Name/Code in DP2016: - DP2016: Performance contribution Safety: ++ CPDLC: Through the delivery of standard and unambiguous messages (entailing significant error and fatigue reduction), the provision of a communications back up and the possibility of immediate message retrieval, data link communications are a major safety enhancement. FRA: Some enhancement through reduction in controller workload. DMAN: The same or improved safety. AUTOMATED AERONAUTICAL DATA INPUT: Improved consistency, reliability and integrity of data. Environment: ++ FRA: The free route airspace implementation brings significant flight efficiency benefits namely: reductions in emissions through the use of optimal routes and preferred flight profiles. DMAN: A positive environmental effect in terms of noise and fuel usage due to reduced holding and low level vectoring.
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Capacity: + CPDLC: Increased capacity through both reduction of voice congestion and increase of controller efficiency. FRA: The implementation of free route airspace brings significant flight efficiency benefits to airspace users due to user preferred routes. As a step to full trajectory based operations the FRA concept brings increased flight predictability, reduced uncertainty for the Network which in turn can lead to capacity increase for ATM which will also benefit the user. DMAN: Improved airport / TMA capacity. Cost-efficiency: + CPDLC: Data link is a cost-effective capacity increase enabler through sector productivity increase and delay cost savings. ANSPs savings derived from staff cost avoidance. Aircraft operators will benefit of en route cost savings and reduction of delays. FRA: The implementation of free route airspace brings significant flight efficiency benefits to airspace users due to user preferred routes. As a step to full trajectory based operations the FRA concept brings increased flight predictability, reduced uncertainty for the Network which in turn can lead to capacity increases for ATM which will also benefit the user. DMAN: Reduced costs through reduction in delays. AUTOMATED AERONAUTICAL DATA INPUT: Avoidance of manual input, correction and re-work activities at data provider and data user level as a necessary step towards the implementation of system wide information management. Operational efficiency: + CPDLC: Increased capacity through both reduction of voice congestion and increase of controller efficiency. FRA: The implementation of free route airspace brings significant flight efficiency benefits to airspace users due to user preferred routes. DMAN: Improved airport / TMA capacity and reduction of delays.
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CPDLC Implementation in the RIGA FIR (RP-AD/PLN-01/2 (2014)) Organisation(s): LGS (LV) Type of project: National Schedule: January 2014 / February 2018 Status: 2014 PROGRESS Within 2014 the main efforts are focused on two packages: the ATM System Upgrade and the Data Link Communication Infrastructure. The ATM modernization is moving smoothly as prescribed by the Project Management Plan. In contrast the Data Link Communication Infrastructure package experienced some disturbances. In June 2014 the EC has acknowledged the technical problems with data link services. LGS was forced to put the project on a temporary hold, to await the EC decision. In July LGS Board decided to postpone a discussion of the contract with SITA and ARINC. This pause shall help LGS to take into account all new requirements if any. However the CPDLC implementation project is not closed. LGS is eager to continue based on a new clear roadmap.
2015 PROGRESS LGS has completed modernisation of ATM system preparing the platform for CPDLC implementation. The Project Management Plan was reviewed as per the Regulation (EU) 2015/310. The project management team was awaiting results and new technical solutions (if any) from the SJU study.
2016 PROGRESS All appropriate activities for the TEN-T funding closure was completed by December 2016. LGS has reviewed operational requirements for the data link services in line with ELSA Report and DLS Recovery Plan developed by SDM. Description: THE PROJECT OBJECTIVE The project objective is implementation of CPDLC services in accordance with the COMMISSION REGULATION (EC) No 2015/310 amending Regulation (EC) No 29/2009 laying down requirements on data link services for the single European sky. It means a compliance with all applicable ICAO standards, corresponding community specifications as well as user needs.
TRANSVERSAL PROJECT Inside LGS the project crosses with the “ATRACC 2014+” project. The last one is a separate complex project focused on: Free Route Airspace Implementation; Departure Manager and some other features. CPDLC module is just a part of the ATRACC 2014+ project (CPDLC related functions; HMI; others). On the other hand the modernization of ATM system is an absolute pre-requisite for CPDLC successful implementation.
THE PROJECT STAKEHOLDERS 1. Customer: LGS; 2. Target group: airspace users; 3. Subject of EC Regulation : Republic of Latvia; 4. SES dimension: NEFAB + IDP; 5. Sponsorship: EC (INEA former TEN-T Agency); 6. Communication Service Providers: SITA & ARINC; 7. Developer of ATM System: SiATM.
THE PROJECT COMPRISES 8 WORKING PACKAGES: 1. Project Management; 2. Data Link Communication Infrastructure; 3. ATM System Upgrade; 4. Provision of Initial Operations; 5. Training of LGS Staff; 6. Validation; 7. Assessment of the Fleet Equipage; 8. Coordination with neighbours.
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Link and references ATM MP links: L3: ITY-AGDL Other links: It is a transversal project with ATRACC 2014+ . Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: AF 6.1.1; AF 6.1.3. DP2016: Performance contribution Safety: + Through the delivery of standard and unambiguous messages (entailing significant error and fatigue reduction), the provision of a communications back up and the possibility of immediate message retrieval, data link communications are a major safety enhancement. Environment: - Capacity: + Increased capacity through both reduction of voice congestion and increase of controller efficiency. Cost-efficiency: + Data link is a cost-effective capacity increase enabler through sector productivity increase and delay cost savings. ANSPs savings derived from staff cost avoidance. Aircraft operators will benefit of en-route cost savings and reduction of delays. Operational efficiency: + Increase of controller efficiency.
Collaborative Decision Making (CDM) Implementation in Riga Airport (RP-AD/PLN-01/43 (2012)) Organisation(s): LGS (LV), RIGA Airport (LV) Type of project: National Schedule: September 2012 / November 2019 Status: The working group was established in September 2012. Memorandum of Understanding between stakeholders (LGS; RIX and AirBaltic Company) was signed in 2014. The working group has started development of A-CDM operational procedures. Description: The project aims increase capacity of the RIGA International Airport by means of A-CDM implementation. Initial steps assume investigation of problems and development of Implementation Plan. Link and references ATM MP links: L3: AOP05 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: AF-2.1.3 DP2016: Performance contribution Safety: 1. Airport operators, aircraft operators, ground handlers and air traffic control use real time data sharing. Due to this an accurate and timely information will provide more safe and efficient flights. Environment: + 1. Reduction of flight time on the ground. Capacity: + 1. Traffic increase due to CDM (2013 baseline). 2. Reduction of flight time on the ground. 3. Increase airspace capacity Cost-efficiency: ++ 1. Reduction of flight time on the ground. 2. Increased traffic with the same staff number. 3. Increase of revenues and reduction of unit rates. 4. The airports will be given incentives for growth and increase of revenues.
Operational efficiency: + Reduction of delays
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Communication Project Organisation(s): LGS (LV) Type of project: National Schedule: End 2017 Status: Implementation of Enhance AMHS capability (Extended ATSMHS) is in progress. Factory acceptance test has been conducted. Appropriate ATSEP personnel have got theoretical training at IANS as well as appropriate training at the factory. Description: The project objective is enhancement of existing AMHS functionality adding new functions according to the requirements of the ESSIP (COM10-ASP03) and ATM Master Plan (CTE- C10). One of the new system components is going to be "AMHS to SWIM Connector" providing SWIM. Link and references ATM MP links: L3: COM10 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in NA Name/Code in DP2016: - DP2016: Performance contribution Safety: A harmonised set of safety requirements. Environment: + Reduction of power consumption and heating emission. Capacity: - Cost-efficiency: + Use of COTS messaging systems. Support exchange of any kind of message format including new binary data. Cost reduction of messaging services at the end. Operational efficiency: -
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PBN Implementation Project (RP-AD/PLN-01/6 (2013)) Organisation(s): LGS (LV) Type of project: National Schedule: March 2013 / December 2018 Status: The project is in progress. Initial implementation of RNAV arrival and departure procedures for RNAV 1 approved aircraft expected within 2017. Description: Analysis of the existing airspace structure of Riga FIR, development, validation and implementation of PBN air space elements and procedures. Link and references ATM MP links: L3: ENV01, NAV03, NAV10 Other links: - Project included in RP2 - Name/Code in RP2 - Performance Plan: Performance Plan: Project included in - Name/Code in DP2016: - DP2016: Performance contribution Safety: + 1. Reduction of numbers of incidents related to airspace design and volume. 2. Reduction of known interface challenges in specific areas. 3. Segregation of air routes and de-conflicting of SIDs/STARs. 3. Improvement of safety compared to a 2008 baseline. Environment: ++ 1. Reduction of CO2 emissions and noise by means of new airspace and route design. 2. The target is 5% reduction of CO2 emissions per flight Capacity: + 1. Increase airspace capacity. 2. Increase of traffic compared to 2013. 3. Reduction of flight time in TMA. Cost-efficiency: + 1. Increase of traffic with the same staff. 2. Increase of revenues and reduction of unit rates. 3. The airports will be given incentives for growth and increase of revenues. Operational efficiency: + 1. Increase airspace capacity. 2. Reduction of flight time in TMA.
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Chapter 5 Regional Co-ordination
5.1. FAB Co-ordination
Optimised ATM Network Services
All NEFAB ANSPs will implement automated ASM support system with the capability of AIXM 5.1 B2B data exchange with NM by end of 2017 All NEFAB ANSPs have nearly implemented the COTR (Avinor missing ASP08 & ASP09 due to ongoing system upgrade). Latvia has completed ITY-COTR. The automatic exchange of the AFP messages will be implemented by the end of 2017 in all NEFAB ANSPs. Latvia has implemented the automatic exchange of AFP messages. The implementation deadline for FRA traffic will be specified. *
* EUROCONTROL has issued "IFPS Users’ Manual - Edition 20.1 Date 22/11/2016" containing AFP-related changes. ANSPs have to test the part of AFP functioning in FRA environment.
Advanced Air Traffic Services
Joint FAB project: NEFAB Free Route Airspace across the FAB above FL135 in Norway and above FL95 in Finland, Estonia and Latvia. Airspace scenarios and simulations were supported by EUROCONTROL. Basic AMAN implemented for major airports in Norway and Finland. Latvia plans to implement Basic AMAN in RIX within 2017. PRNAV almost fully implemented, LGS partly. LGS plans to implement RNAV procedures by end 2018.
High Performing Airport Operations
All main airports have implemented A-SMGCS level 1 and level 2; at Helsinki level 2 will become operational during 2017. Airports CDM implemented fully by Helsinki and Oslo airports; others follow in line with the FOC. DPI messages exchanged between Network Manager and both Helsinki and Oslo Airport.
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Enabling Aviation Infrastructure
All 4 ANSPs have technical readiness to replace X.25 with TCP/IP. Due to institutional and technical reasons AGDL implementation is late for all ANSPs. Estonia, Norway and Latvia implemented FMTP provisions; Finland plans FMTP to become operational during 2017. Latvia, Norway and Finland are PENS users. Estonia and Latvia moved from AFTN to AMHS (COM 10), Finland implemented basic AMHS in October 2016.
NEFAB Safety KPIs SMI of 95% and RI of 95% were achieved. Level of Effectiveness of Safety management was Level C for EANS, Finavia and LGS, and D for Avinor. Present level will be maintained as minimum but efforts will be addressed to minimize number of incidents.
The en-route ATFM delay in NEFAB in 2016 was 0.07 min per flight which meets the FAB-wide KPI (0.12). The performance at national levels varied from 0.0 to 0.11. Capacity is presently sufficient and ATM systems are developed with regard to the growing capacity demand.
Cost efficiency will be improved along with the developments of the Operational Efficiency programs.
ANSPs are committed to protect their organisations and systems from cyber threats.
NEFAB Free Route Airspace implemented in NEFAB States in November 2015 is connected with the FRA in DK/SE FAB. Most enhancements to enable seamless cross-border FRA operations between both FABs were implemented in June 2016 and will be finalised in May 2017. The area is being further expanded in the Borealis FRA programme through establishing interfaces with FRA areas in UK/Ireland FAB and Iceland. This will be perceived by airspace users as continuous FRA area across nine states maximising the benefits for customers.
In NEFAB airspace airlines can select between the fixed route network and free route operations. The NEFAB Free Route Airspace enables users to flight-plan and fly user-preferred trajectories. NEFAB Horizontal en route flight efficiency of the actual trajectory (KEA) in 2016 was 1.73%. The Union target requires inefficiencies in actual trajectories decrease to 2.60% by 2019.
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5.2. FAB Projects
NEFAB FRA Organisation(s): AVINOR AS (NO), EANS (EE), FINAVIA (FI), LGS Type of project: FAB (LV) Schedule: Target date: December 31, 2017 Status: Ongoing, on-time. Description: Implementation of unrestricted and seamless FRA within NEFAB and implementation of FRA compliant procedures in Bodø Oceanic. Implementation of seamless FRA interface with Norway was postponed due to technical upgrade delay in Avinor ATM system Revised solution of unrestricted FRA between Finland, Estonia and Latvia, and state-wide FRA in Norway were implemented in November 2015. FRA will be implemented in Bodø Oceanic from March 2017.Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030. Link and references ATM MP links: L3: AOM21.2 L2: AOM-0500 Other links: Nill Project included in RP2 N Name/Code in RP2 N/A Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: 2015_227_AF3 DP2016: Performance contribution Safety: Safety levels remain unchanged Environment: ++ Enables fly shorter routes and save time and fuel burn Capacity: Present capacity Cost-efficiency: + For the airspace users: improved cost efficiency Operational efficiency: ++ Optimised horizontal flight profiles Cooperation Activities: -
5.3. Regional cooperation
5.3.1. Regional Cooperation Initiatives
North European Free Route Airspace (NEFRA) programme NEFAB is closely cooperating with DK SE FAB within an agreed concept to implement a continuous and seamless FRA from a user perspective across the two FABs (North European Free Route Airspace (NEFRA) Programme). The NEFRA concept is implementation of seamless interface in Scenario 8 between the two FABs above FL285 (Danish-Swedish FAB FRA is above FL285). In November 2015 the first milestone of NEFRA Phase 1 (Scenario 6) was implemented with harmonized FPL rules for FRA operations across the two FABs. First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. Seamless FRA interface with Norway will be finalised in May 2017 allowing unrestricted FRA operation across the borders of all six states in both FABs.
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Borealis Alliance The Borealis Alliance Framework Agreement (AFA) is a legal document that sets up a framework for the business co-operation between 9 European ANSPs LFV (Sweden), Finavia (Finland), Avinor (Norway), ISAVIA (Iceland), Naviair (Denmark), EANS (Estonia), IAA (Ireland), LGS (Latvia) and NATS (UK). The vision of Borealis is to be the leading ANSP Alliance that enables its Members to drive better performance for stakeholders through business collaboration. The objective of the Alliance is to enable joint initiatives to improve flight efficiency and reduce environmental impact, delivered across the whole area in a move which will also streamline cost of services and operational/technical infrastructure. In 2015 Borealis Alliance initiated the Free Route Airspace (FRA) Programme to create a multi-FAB FRA by establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis concept of operation is based on the NEFRA concept, i.e. to connect the FRA volumes of 9 States seamlessly, so that these appear as one continuous FRA to our customers (airspace users).
5.4. Regional Projects
Regional Projects Borealis FRA Organisation(s): AVINOR Air Navigation Services (NO), EANS (EE), Type of project: Regional FINAVIA (FI), IAA (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK) Schedule: End 2021 Status: Active, on time Description: The Borealis FRA Programme aims at establishing interfaces between FRA areas in 3 FABs (NEFAB, DK-SE FAB and UK-IRL FAB) and Iceland. The Borealis concept of operations is based on the NEFRA concept, i.e. seamless FRA interfaces connecting FRA areas so that airspace users perceive it as one continuous FRA. This will be implemented in seven steps until 2021. Link and references ATM MP links: L3: AOM21.2 Other links: Nil Project included in RP2 N Name/Code in RP2 N/A Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: 2015_227_AF3 DP2016: Performance contribution Safety: Safety levels remain unchanged. Environment: ++ Enables fly shorter routes and save time and fuel burn. Capacity: Present or additional capacity Cost-efficiency: For the airspace users: improved cost efficiency Operational efficiency: ++ Optimised horizontal flight profiles. Cooperation Activities: -
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NEFRA Organisation(s): AVINOR Air Navigation Services (NO), EANS (EE), Type of project: Regional FINAVIA (FI), LFV (SE), LGS (LV), Naviair (DK) Schedule: End 2017 Status: Active, on-time Description: Implementation of Scenario 8 i.e. unrestricted and seamless FRA within NEFAB and interfacing it with DK/SE FRA; implementation of FRA in Bodø Oceanic. Implementation of Scenario 8 was postponed due to technical upgrade delay in Avinor ATM systems. Revised Scenario 6 with unrestricted FRA between Finland, Estonia and Latvia, State- wide FRA in Norway and harmonised FRA flight planning rules with DK/SE FAB were implemented in November 2015. First step of Scenario 8 was implemented in June 2016 with seamless cross-border FRA operations between NEFAB East (Estonia, Finland, Latvia) and DK-SE FAB. FRA will be implemented in Bodø Oceanic from March 2017. Flight planning in Bodø Oceanic shall be done in accordance with ICAO Doc 7030. Seamless FRA interface between Norway and NEFAB East/DK-SE FAB will be implemented in May 2017. Link and references ATM MP links: L3: AOM21.2 Other links: Nil Project included in RP2 N Name/Code in RP2 N/A Performance Plan: Performance Plan: Project included in Y Name/Code in DP2016: 2015_227_AF3 DP2016: Performance contribution Safety: Safety levels remain unchanged Environment: ++ Enables fly shorter routes and save time and fuel burn Capacity: Present or additional capacity Cost-efficiency: For the airspace users: improved cost efficiency Operational efficiency: ++ Optimised horizontal flight profiles Cooperation Activities: -
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Chapter 6 Implementation Objectives Progress
6.1. State View
6.1.1. Overall Objective Implementation
Progress distribution for applicable Implementation Objectives
Out of all objectives, Latvia has implemented or still Completed in the implementation phase for 76% of the objectives. Latvia is late in implementing Ongoing Objective(s): 5; 15% Planned - INF07 – which is planned to be completed by May 2018 due to extensive and time consuming 3; 9% 13; 38% Late regulatory and policy update process No Plan - NAV10 – due to the time necessary to 13; 38% Not Applicable conduct an appropriate feasibility study before adoption of the APV procedures. Missing Data It is expected, that for some of the objectives with Undefined no plan, the progress would be updated in the 2017 review cycle.
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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: 54%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
Harmonise Operational Air Traffic (OAT) and AOM13.1 n/a General Air Traffic (GAT) handling 60% AOM19.1 (PCP) ASM support tools to support A‐FUA
13% AOM19.2 (PCP) ASM Management of real‐time airspace data
88% AOM19.3 (PCP) ASM Management of real‐time airspace data
70% FCM01 Enhanced tactical flow management services
100% FCM03 Collaborative flight planning
FCM04.1 STAM Phase 1 n/a
0% FCM04.2 (PCP) STAM Phase 2 ‐
100% FCM05 (PCP) Interactive rolling NOP
0% FCM06 (PCP) Traffic Complexity Assessment ‐
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Advanced Air Traffic Services
Average implementation progress: 63%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOM21.1 (PCP) Direct Routing n/a
100% AOM21.2 (PCP) Free Route Airspace
100% ATC02.2 STCA Level 2
100% ATC02.8 Ground‐based Safety Nets
ATC07.1 AMAN tools and procedures
EVRA ‐ Riga Airport 40%
Automated support for conflict detection, resolution 100% ATC12.1 support information and conformance monitoring Implement, in en‐route operations, information 0% ATC15.1 ‐ exchange tools & procedures in support of basic AMAN Arrival Management extended to en‐route 0% ATC15.2 (PCP) ‐ airspace 100% ATC16 ACAS II compliant with TCAS II change 7.1
Electronic dialogue as automated assistance to 26% ATC17 controller during coordination and transfer
ENV01 Continuous Descent Operations EVRA ‐ Riga Airport n/a (Outside Applicability Area) Ground‐ground automated co‐ordination 100% ITY‐COTR processes 39% NAV03 (PCP) RNAV 1
55% NAV10 APV procedures
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High Performing Airport Operations
Average implementation progress: 78%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOP04.1 A‐SMGCS Level 1
EVRA ‐ Riga Airport 100%
AOP04.2 A‐SMGCS Level 2
EVRA ‐ Riga Airport 100%
AOP05 Airport CDM EVRA ‐ Riga Airport 10% (Outside Applicability Area)
AOP10 (PCP) Time‐Based Separation EVRA ‐ Riga Airport n/a (Outside Applicability Area)
AOP11 (PCP) Initial Airport Operations Plan EVRA ‐ Riga Airport n/a (Outside Applicability Area) Improve runway and airfield safety with ATC
AOP12 (PCP) clearances monitoring EVRA ‐ Riga Airport n/a (Outside Applicability Area) Automated assistance to Controller for Surface
AOP13 (PCP) Movement Planning and Routing EVRA ‐ Riga Airport n/a (Outside Applicability Area)
ENV02 Collaborative Environmental Management EVRA ‐ Riga Airport n/a (Outside Applicability Area) Improve runway safety by preventing runway 100% SAF11 excursions
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Enabling Aviation Infrastructure
Average implementation progress: 53%
<15 15 16 17 18 19 20 21 22 23 24 ≥25
90% COM10 Migrate from AFTN to AMHS
50% COM11 Voice over Internet Protocol (VoIP)
0% FCM08 (PCP) Extended Flight Plan ‐
100% INF04 Integrated briefing
19% INF07 Electronic Terrain and Obstacle Data (eTOD)
25% ITY‐ACID Aircraft identification
Ensure quality of aeronautical data and 83% ITY‐ADQ aeronautical information 21% ITY‐AGDL Initial ATC air‐ground data link services
8,33 kHz air‐ground voice channel spacing below 23% ITY‐AGVCS2 FL195 100% ITY‐FMTP Common Flight Message Transfer Protocol
75% ITY‐SPI Surveillance performance and interoperability
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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 55% including vertical guidance
100% B0‐SURF Safety and Efficiency of Surface Operations
(A‐SMGCS Level 1‐2)
100% B0‐FICE Increased Interoperability, Efficiency and 75% Capacity through Ground‐Ground Integration
100% B0‐DATM Service Improvement through Digital 92% Aeronautical Information Management 100% B0‐ACAS ACAS Improvements
100% B0‐SNET Increased Effectiveness of Ground‐Based
Safety Nets 100% B0‐ACDM Improved Airport Operations through 10%
100% B0‐RSEQ Improved Traffic flow through Runway 20% sequencing (AMAN/DMAN)
100% B0‐FRTO Improved Operations through Enhanced En‐ 66% Route Trajectories
100% B0‐NOPS Improved Flow Performance through 85% Planning based on a Network‐Wide view 100% B0‐ASUR Initial capability for ground surveillance 75%
100% B0‐CDO Improved Flexibility and Efficiency in Descent 39% Profiles (CDO)
100% B0‐TBO Improved Safety and Efficiency through the 21% initial application of Data Link En‐Route
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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 (Outside Applicability Area) % Not Applicable Timescales: ‐ not applicable ‐ ‐ State aircraft are handled as GAT outside of restricted areas or TSAs. Mixing of OAT and GAT air traffic is not authorized in Latvian airspace. Civil ATC provides service to GAT traffic only. There is no military ATC ‐ providing services to OAT in Latvia. REG (By:12/2018) State aircraft are handled as GAT outside of restricted areas or Not Applicable TSAs.Mixing of OAT and GAT air traffic is not authorized. Civil CAA ATC provides service to GAT traffic only. EUROAT document ‐ % ‐ has been formally introduced to the military for consideration. There is no military ATC providing services to OAT in Latvia. ASP (By:12/2018) Currently state aircraft are handled as GAT except specified Not Applicable LGS ‐ % areas (TSAs). ‐ MIL (By:12/2018) Military flying in the airspace under GAT rules, they fly OAT Not Applicable only in TSAs and in predefined specific areas. OAT is Mil. Authority authorized to operate only under military fighter control in ‐ % ‐ segregated airspace.No plans to develop military ATC for OAT by 2018.
ASM support tools to support A‐FUA AOM19.1 Timescales: 60% Ongoing (PCP) Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018 ‐ FUA is implemented at all three levels. Advanced ASM / ATFCM process is under implementation in accordance with Eurocontrol Guidance materials. Annual monitoring and reporting of FUA effectiveness is 31/12/2018 performed in accordance with Performance regulation. ASP (By:12/2018) Ongoing Mil. Authority ‐ ‐ 70% 31/12/2018 Advanced ASM process is under implementation in accordance Ongoing LGS ‐ 55% with Eurocontrol Guidance materials. 31/12/2018
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ASM Management of Real‐Time Airspace Data AOM19.2 Timescales: 13% Ongoing (PCP) Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021 ‐ It is expected that full operational capability will be achieved by the end of December 2021.Appropriate 31/12/2021 safety oversight for the implementation process will be ensured. ASP (By:12/2021) LARA is interoperable with external ATM client. Currently LARA Ongoing LGS and ATM system are not interoperable yet. The work is in ‐ 13% 31/12/2021 progress.
Full rolling ASM/ATFCM process and ASM information sharing AOM19.3 Timescales: 88% Ongoing (PCP) Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021 ‐ Corresponding procedures and processes for a full rolling ASM/ATFCM process and dynamic ASM/ATFCM 31/12/2021 process were developed. Regular safety oversight of the process is performed. ASP (By:12/2021) Corresponding procedures and processes for a full rolling Ongoing LGS ASM/ATFCM process and dynamic ASM/ATFCM process were ‐ 88% 31/12/2021 developed.
Direct Routing AOM21.1 (Outside Applicability Area) % Not Applicable (PCP) Timescales: ‐ not applicable ‐ ‐ Free route airspace in Latvia along with the rest of the NEFAB states has been implemented on November ‐ 12, 2015. ASP (By:12/2017) Not Applicable LGS Latvia has already implemented FRA over FL095. ‐ % ‐
Free Route Airspace AOM21.2 Timescales: 100% Completed (PCP) Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 ‐ Latvia has implemented free route airspace above FL095 along with the other NEFAB member states on 12/11/2015 November 12, 2015. ASP (By:12/2021) ATRACC ‐ Completed 2014+ FRA over FL095 has been implemented in coordination with (ATRACC Ext) LGS 100% the NM and FAB partners. / Borealis FRA 12/11/2015 / NEFAB FRA / NEFRA
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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 EVRA ‐ Riga Airport A‐SMGCS Level 1 system is operational from 2007. The A‐SMGCS is composed by a surface movement 31/12/2007 radar and a multilateration system based on Mode A/C and Mode S. REG (By:12/2010) LCAA has approved A‐SMGCS Level 1 operating procedures Completed and the installations at Riga airport. Appropriate information CAA ‐ 100% has been published in the AIP EVRA AD 2‐20. Local Traffic 30/06/2007 regulations. ASP (By:12/2011) A‐SMGCS Level 1 system is operational at Riga International Completed LGS ‐ 100% Airport. 30/06/2007 APO (By:12/2010) A‐SMGCS Level 1 system is operational at Riga International Completed RIGA Airport ‐ 100% Airport. 31/12/2007
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 EVRA ‐ Riga Airport A‐SMGCS Level 2 is fully implemented at the Riga International Airport. 31/12/2008 ASP (By:12/2017) A‐SMGCS Level 2 system is operational at Riga International A‐SMGCS Completed LGS Airport. Approach controllers have the A‐SMGCS picture in Modernisatio 100% 31/12/2008 view mode. n APO (By:12/2017) A‐SMGCS Completed A‐SMGCS Level 2 is fully implemented at the Riga International RIGA Airport Modernisatio 100% Airport. 31/12/2008 n
Airport Collaborative Decision Making (CDM) AOP05 Timescales: 10% Ongoing ‐ not applicable ‐ EVRA ‐ Riga Airport (Outside Applicability Area) Appropriate safety change oversight will be performed, once the safety change request by the ANSP is 31/12/2018 requested. ASP (By:12/2016) Collaborative Ongoing Decision Making MoU between stakeholders has been signed. The A‐CDM LGS (CDM) 7% project has started. European funding has been granted. 31/12/2018 Implementati on in Riga Airport APO (By:12/2016) Collaborative Ongoing Decision As initial step to A‐CDM LGS and RIX have implemented data Making exchange between automated ATC system and Flight Planning RIGA Airport (CDM) 13% Management System of RIX to provide silent coordination. 31/12/2018 Implementati Agreement on data exchange is signed. on in Riga Airport
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Time Based Separation AOP10 Timescales: % Not Applicable
(PCP) ‐ not applicable ‐ EVRA ‐ Riga Airport (Outside Applicability Area) Latvian airports are not in applicability area ‐ REG (By:12/2023) ASP (By:12/2023) Not Applicable LGS RIX is outside applicability area. ‐ % ‐
Initial Airport Operations Plan AOP11 Timescales: % Not Applicable
(PCP) ‐ not applicable ‐ EVRA ‐ Riga Airport (Outside Applicability Area) ‐ ‐ ASP (By:12/2021) Not Applicable LGS RIX is outside the applicability area. ‐ % ‐ APO (By:12/2021) Not Applicable RIGA Airport ‐ ‐ % ‐
Improve runway and airfield safety with ATC clearances monitoring AOP12 Timescales: % Not Applicable
(PCP) ‐ not applicable ‐ EVRA ‐ Riga Airport (Outside Applicability Area) ‐ ‐ ASP (By:12/2020) Not Applicable LGS RIX is outside the applicability area. ‐ % ‐ APO (By:12/2020)
Automated assistance to Controller for Surface Movement Planning AOP13 and Routing % Not Applicable (PCP) Timescales: ‐ not applicable ‐ EVRA ‐ Riga Airport (Outside Applicability Area) Latvian airports are outside of the applicability area ‐ REG (By:12/2023) Not Applicable CAA Latvian airports are outside of the applicability area ‐ % ‐ ASP (By:12/2023) Not Applicable LGS RIX is outside the applicability area. ‐ % ‐
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Ground‐based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 ‐ Area Proximity Warning function is used operationally from 2001. Corresponding procedures and instructions for operational and engineering staff are established.
Minimum Safe Altitude Warning function is implemented in the automated ATC system and it is operational from 2001. Corresponding procedures and instructions for operational and engineering staff 31/12/2013 are established.
LGS will plan the APM implementation if the local needs will be identified and upon readiness of the Eurocontrol Specification. ASP (By:12/2016) Area Proximity Warning function is used operationally from Completed 2001. Corresponding procedures and instructions for operational and engineering staff are established.
Minimum Safe Altitude Warning function is implemented in the automated ATC system and it is operational from 2001. LGS ‐ 100% Corresponding procedures and instructions for operational 31/12/2013 and engineering staff are established.
LGS will plan the APM implementation if the local needs will be identified and upon readiness of the Eurocontrol Specification.
AMAN tools and procedures Timescales: ATC07.1 40% Ongoing Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019 EVRA ‐ Riga Airport The automated ATC system is already prepared and verified to support AMAN. AMAN tool is a subject for 31/12/2017 internal validation. Implementation is planned within 2017. ASP (By:12/2019) The automated ATC system is already prepared and verified to Ongoing LGS ‐ 40% support AMAN. AMAN tool is a subject for internal validation. 31/12/2017
Automated support for conflict detection, resolution support information and conformance monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 ‐ Automated support for conflict detection, resolution and support information and conformance 31/12/2008 monitoring objective has been implemented ASP (By:12/2021) MTCD and resolution support functions as well as Completed LGS Conformance Monitoring functions are implemented. The ‐ 100% 31/12/2008 ATCOs are trained accordingly.
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Implement, in en‐route operations, information exchange mechanisms, tools and procedures in support of basic AMAN ATC15.1 Timescales: 0% No Plan Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017 ‐ Appropriate safety change oversight will be performed, once the change proposal is submitted. ‐ ASP (By:12/2017) No Plan LGS Basic AMAN is not implemented yet. ‐ 0% ‐
Arrival Management extended to en‐route Airspace ATC15.2 Timescales: 0% No Plan (PCP) Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023 ‐ Appropriate safety change oversight will be performed once the change request is submitted by the ‐ ANSP. ASP (By:12/2023) No Plan LGS LGS has no plans to extend AMAN. ‐ 0% ‐
Electronic Dialogue as automated assistance to controller during coordination and transfer ATC17 Timescales: 26% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 ‐ Upgrade of coordination and transfer through automated assistance of electronic dialogue is planned by 31/12/2018 the end of 2018.Appropriate safety oversight will be performed. ASP (By:12/2018) LGS and supplier have discussed a draft specification with Ongoing LGS regard to electronic dialog. Implementation timeframe will be ‐ 26% 31/12/2018 defined together with the neghbouring ANSPs.
Migrate from AFTN to AMHS Timescales: COM10 90% Ongoing Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 ‐ Implementation of Enhance AMHS capability (Extended ATSMHS) is in progress. 31/12/2017 ASP (By:12/2018) Implementation of Enhance AMHS capability (Extended Ongoing ATSMHS) is in progress. Factory acceptance test has been Communicati LGS 90% conducted. Appropriate ATSEP personnel have got theoretical on Project 31/12/2017 training at IANS as well as appropriate training at the factory.
Voice over Internet Protocol (VoIP) Timescales: COM11 50% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 ‐ Latvia plans to implement VoIP in time. 31/12/2020 ASP (By:12/2020) Implementation is in progress. VCS and radio sites are Ongoing LGS ‐ 50% upgraded accordingly. Further works are planned. 31/12/2020
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Continuous Descent Operations (CDO) ENV01 Timescales: % Not Applicable ‐ not applicable ‐ EVRA ‐ Riga Airport (Outside Applicability Area) The implementation of this objective will be addressed after PBN implementation in Riga TMA. ‐ ASP (By:12/2013) PBN Not Applicable The implementation of this objective will be addressed after LGS Implementati % PBN implementation in Riga FIR. ‐ on Project APO (By:12/2013) Riga International Airport has implemented noise monitoring Not Applicable RIGA Airport system around aerodrome area. Noise footprint map is ‐ % ‐ developed yearly including average day and night noise level.
Airport Collaborative Environmental Management ENV02 Timescales: % Not Applicable ‐ not applicable ‐ EVRA ‐ Riga Airport (Outside Applicability Area) Riga International Airport is not in the related list of airports. ‐ ASP (By:12/2016) Not Applicable LGS Riga International Airport is not in the list of airports. ‐ % ‐ APO (By:12/2016) Not Applicable RIGA Airport Riga International Airport is not in the related list of airports. ‐ % ‐
Collaborative flight planning Timescales: FCM03 100% Completed Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 ‐ Flight plan messages, at Riga ATCC, are processed in ICAO 2012 Format. The automatic provision of AFP message for a change of requested cruising level (ASP09) is not 31/12/2015 implemented and it might be reconsidered in the framework of an ATM system upgrade. ASP (By:12/2017) The objective is completed except of ASP09. Currently LGS has Completed LGS no plan on the matter. The new function might be considered ‐ 100% 31/12/2015 for the next cycle of ATM system upgrade.
Short Term ATFCM Measures (STAM) ‐ phase 1 (Outside Applicability Area) FCM04.1 % Not Applicable Timescales: ‐ not applicable ‐ ‐ Latvia is outside of applicability area. ‐ ASP (By:10/2017) Not Applicable LGS Latvia is outside of applicability area. ‐ % ‐
Short Term ATFCM Measures (STAM) ‐ phase 2 FCM04.2 Timescales: % No Plan (PCP) Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021 ‐ ‐ ‐ ASP (By:12/2021) Currently there are no needs for development / upgrade of the No Plan LGS ‐ % local systems. ‐
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Interactive rolling NOP FCM05 Timescales: 100% Completed (PCP) Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 ‐ ‐ 01/01/2016 ASP (By:12/2021) ATFCM procedures for interaction with the NOP are used for Completed LGS ‐ 100% day to day operations. 01/01/2016 APO (By:12/2021) Not Applicable RIGA Airport Riga airport has no plans to transition to coordinated slots. ‐ % ‐
Traffic complexity assessment FCM06 Timescales: 0% No Plan (PCP) Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 ‐ Appropriate safety change oversight will be performed, once the ANSP submits change request to ‐ facilitate implementation of Traffic Complexity Assessment tool. ASP (By:12/2021) No Plan LGS ‐ ‐ 0% ‐
Extended Flight Plan FCM08 Timescales: 0% No Plan (PCP) Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021 ‐ Appropriate safety oversight will be ensured once the ANSP decides to implement the EFPL. ‐ ASP (By:12/2021) No Plan LGS ‐ ‐ 0% ‐
Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 19% Late Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 ‐ The existing policy and regulatory documents will be reviewed and updated as necessary by 2018. It is planned to implement airport TOD management in accordance with the national policy. From an ANSP 30/11/2018 perspective, terrain and obstacle data are partly implemented. REG (By:05/2018) The existing regulatory documents will be reviewed and Late CAA ‐ 3% updated as necessary by the end of 2018. 30/11/2018 ASP (By:05/2018) TOD Data and System are in the process of validation and Ongoing LGS ‐ 70% verification under appropriate NSA procedures. 30/06/2017 APO (By:05/2018) It is planned to implement airport TOD management in Planned RIGA Airport ‐ 0% accordance with national policy by 2018 31/05/2018
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Aircraft identification Timescales: ITY‐ACID 25% Ongoing Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 ‐ Latvia plans to implement the regulatory requirement to have the capability of downlinking the aircraft 02/01/2020 identification in order to improve the continuous and unambiguous IFR GAT aircraft identification. ASP (By:01/2020) The appropriate surveillance systems have been upgraded. Ongoing LGS has deployed and put into operations Mode S radars as well as WAM. The systems are capable to identify individual aircraft by means of the downlinked unique aircraft identification number. However flight data processing system LGS ‐ 25% and surveillance data processing system still use discrete SSR 02/01/2020 codes in compliance with the requirements laid down in the Annex III of the Regulation 1206/2011. Implementation of the appropriate capabilities for the whole cooperative surveillance chain as identified by the Regulation is planned.
Ensure quality of aeronautical data and aeronautical information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: ITY‐ADQ 83% Ongoing 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 ‐ Latvia plans to ensure quality of aeronautical data and aeronautical information in accordance with 30/06/2017 Regulation (EU) No 73/2010 of 26 January 2010 REG (By:06/2017) Safety assessments are to be supervised, and compliance with Ongoing CAA ‐ 70% data quality requirements monitored. 30/06/2017 ASP (By:06/2017) Safety assessment has started and appropriate safety Late ATRACC ‐ assessment report to the NSA will be provided. Verification of LGS 2014+ 79% systems has started. EC declaration of verification of systems 30/06/2017 (ATRACC Ext) and a technical file will be submitted to the NSA. APO (By:06/2017) Requirements ensuring quality of aeronautical data and Completed RIGA Airport ‐ 100% aeronautical information in time have been implemented. 31/07/2015
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Initial ATC air‐ground data link services Timescales: ITY‐AGDL Entry into force: 06/02/2009 21% Ongoing ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 ‐ Currently there is no ATN/VDL2 coverage over Riga FIR. 05/02/2018 REG (By:02/2018) Ongoing CAA Currently there is no ATN/VDL2 coverage over Riga FIR. ‐ 33% 04/02/2018 ASP (By:02/2018) ATRACC ‐ Ongoing 2014+ LGS plans implementation of initial ATC air‐ground data link (ATRACC Ext) LGS services above FL‐195. Data link implementation is a subject of / CPDLC 15% 05/02/2018 BOREALIS and NEFAB cooperation. Implementati on in the RIGA FIR MIL (By:01/2019) Military is not providing any ATM/ANS services. Military Not Applicable Mil. Authority operates SAR helicopters only, not able to operate above ‐ % ‐ FL285.
8,33 kHz air‐ground voice channel spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 ITY‐AGVCS2 23% Ongoing Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020 ‐ Planned in accordance with EC regulation 1079/2012 31/12/2020 REG (By:12/2018) Oversight activities in accordance with EC regulation Ongoing CAA ‐ 100% 1079/2012 31/12/2018 Ongoing Mil. Authority ‐ ‐ 6% 31/12/2018 ASP (By:12/2018) Planned Mil. Authority ‐ ‐ 0% 31/12/2018 LGS plans to convert frequencies to 8,33 kHz by the Ongoing LGS implementation date. Voice communication system is ‐ 50% 31/12/2018 upgraded. Appropriate personnel are trained. MIL (By:12/2020) Existing plans include acquisition of new aircraft fully and Planned Mil. Authority ‐ 0% appropriately equipped to comply with EC reg. 1079/2012. 31/12/2020 APO (By:12/2018) Ongoing Mil. Authority ‐ ‐ 0% 31/12/2018 Ongoing Airport plans to implement the 8,33 kHz channel spacing by RIGA Airport ‐ 33% 31/12/2018 the end of 2017. ‐
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Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITY‐FMTP 100% Completed All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 ‐ Modernization of the FMTP has been completed as planned. 31/12/2014 ASP (By:12/2014) Communication systems are ready. To support information Completed exchange via FMTP between FDPS(s) for the purpose of notification, coordination and transfer of the flights between ATC units LGS has signed a Contract with Eurocontrol and SITA ATRACC ‐ for PENS services (ANSP applications: FMTP and AMHS) LGS 2014+ 100% supporting IPv4/IPv6 dual stack. Corresponding IP addresses 31/12/2014 (ATRACC Ext) were received from Eurocontrol. NSA is notified properly. Currently IPV6 connection is operational with ACC Malmo where PENS is used for OLDI. Mid February 2016 is a target date for Stokholm ACC as well. MIL (By:12/2014) Not Applicable Mil. Authority Military does not provide services to general air traffic ‐ % ‐
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 75% 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 ‐ Objectives for surveillance performance and interoperability have been implemented on the civil side. 31/12/2019 Military plans to complete the appropriate tasks by the end of 2019. REG (By:02/2015) Formal acceptance of the ANSP safety assessments has been Completed CAA ‐ 100% performed and communicated to the ANSP. 31/12/2012 ASP (By:02/2015) All surveillance data transferred from LGS ground‐based Completed surveillance systems to other air navigation service providers are in ASTERIX data format. It allows identification of the data source and the type of data. The data are time‐stamped as LGS ‐ 100% coordinated universal time (UTC). Safety assessment for all 05/02/2015 existing systems is developed and delivered to the Latvian CAA. The personnel affected by the changes have been trained properly. MIL (By:06/2020) Ongoing Mil. Authority It's planned to equip the military helicopters in due time. ‐ 33% 31/12/2019
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RNAV 1 NAV03 Timescales: 39% Ongoing (PCP) Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 ‐ Implementation of RNAV 1 procedures is planned for 2018 All co‐ordinate data are published in AIP with 31/12/2018 reference to the WGS‐84 standard and meet the quality requirements of ICAO Annex 15. ASP (By:12/2023) PBN Ongoing LGS plans implementation of RNAV procedures. LGS Implementati 39% Implementation is expected in 2018. 31/12/2018 on Project
APV procedures Timescales: NAV10 55% Late Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 ‐ Latvia plans to move from NPA to APV procedures. 31/12/2018 REG (By:04/2016) Appropriate EASA material has been applied to local national Completed CAA ‐ 100% oversight activities. 30/04/2011 ASP (By:12/2016) PBN Late LGS has started a feasibility study identifying needs for LGS Implementati 40% implementation of APV procedures. 31/12/2018 on Project
Improve runway safety by preventing runway excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 ‐ The appropriate parts of the European Action Plan for the Prevention of Runway Excursions have been 31/12/2013 implemented by the involved parties. REG (By:01/2018) The appropriate parts of the European Action Plan for the Completed Prevention of Runway Excursions are implemented. Safety CAA oversight program with audits and inspections covers runway ‐ 100% 31/12/2013 safety. Participation of the CAA representatives at the Runway Safety Team discussions is ensured for consultation purposes. ASP (By:12/2014) The appropriate parts of the European Action Plan for the Completed LGS Prevention of Runway Excursions are implemented. Local ‐ 100% 31/12/2013 airlines are involved in the Runway Safety Team activities. APO (By:12/2014) Airport operators regularly and upon necessity enact the Completed RIGA Airport necessary safety initiatives through Runway safety team ‐ 100% 31/12/2013 actions.
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6.3. Detailed Objectives Implementation progress – 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 ‐ Advanced STCA functions are implemented in the automated ATC system and they are operational. The 31/12/2008 automated ATC system is conforming to STCA Level 2 requirements. ATCOs are trained accordingly. ASP (By:01/2013) The automated ATC system is conforming to STCA Level 2 Completed LGS requirements. Advanced STCA functions are operational. ‐ 100% 31/12/2008 ATCOs are trained accordingly.
Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 100% Completed Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 ‐ Respective nationaly registered aircraft have been equipped with enhanced ACAS II version 7.1 and ANSP staff has been approapriately trained in order to further reduce the risk of mid‐air collisions in European 31/01/2015 airspace. REG (By:12/2015) Airworthiness certification and operational approval for ACAS Completed II version 7.1 equipped aircraft has been issued for Latvian CAA ‐ 100% registered aircraft. Appropriate oversight of the ANSP staff 31/01/2015 training has been performed. ASP (By:03/2012) All the personnel concerned have been trained accordingly. Completed LGS ACAS performance monitoring system is established as a part ‐ 100% 01/03/2012 of ATS safety monitoring. MIL (By:12/2015) National armed forces do not operate fixed wing transport Not Applicable type aircraft. Appropriate training to the helicopter flight crew Mil. Authority ‐ % operating in the airspace with other aircraft equipped with ‐ ACAS II, has been provided.
Implement enhanced tactical flow management services Timescales: FCM01 70% Late Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 ‐ Implementation of the objective is expected during first half of 2017. 01/06/2017 ASP (By:07/2014) Late LGS Implementation of CPR messages is expected by 01/06/2017. ‐ 70% 01/06/2017
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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 is provided by Briefing Facility of Frequenties Company according with the Eurocontrol 31/12/2012 Specification. ASP (By:12/2012) Integrated briefing is provided by Briefing Facility of Completed LGS Frequenties Company according with the Eurocontrol ‐ 100% 31/12/2012 Specification.
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 ‐ Flight data processing and exchange systems are implemented. 31/12/2012 ASP (By:12/2012) Flight data processing and exchange systems are Completed implemented. ATC system is fully compliant with the LGS ‐ 100% finalisation criteria. ATC personnel are trained properly with 31/12/2012 regard to operational use of implemented functions. MIL (By:12/2012) Military does not provide ANS/ATM services and there is no Not Applicable Mil. Authority ‐ % electronic flight data provision to civil ATC. ‐
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ANNEXES
Annex A - Specialists involved in the LSSIP Process
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP Focal Point for Latvia CAA of Latvia Ērika Neimane LSSIP Focal Point for NSA/CAA CAA of Latvia Ērika Neimane LSSIP Focal Point for ANSP LGS. Vadims Stroiteļevs LSSIP Focal Point for Airport Riga International Airport Dzintra Jātniece LSSIP Focal Point for Military National Armed Forces, Joint Maj Atis Apinis HQ
EUROCONTROL LSSIP Support
Function Directorate Name
LSSIP Contact Person for Latvia DPS/PEPR Luca DELL’ORTO
Implementation Objectives
Implementation EUROCONTROL EUROCONTROL PEPR National Stakeholder Objective Owners Objective Coordinator Specialist Objective
AOM13.1 O. MROWICKI A. DYBOWSKA Jurijs BAZULEVS – LGS O. ALFARO Mihails HAVKUNOVS – AOM19.1 G. ACAMPORA LGS O. ALFARO Mihails HAVKUNOVS – AOM19.2 G. ACAMPORA LGS O. ALFARO Mihails HAVKUNOVS – AOM19.3 G. ACAMPORA LGS A. DYBOWSKA Vadims VORONOVS – AOM21.1 C. BRAIN LGS A. DYBOWSKA Vadims VORONOVS – AOM21.2 C. BRAIN LGS
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P. VRANJKOVIC Vadims ULJANOVSKIS – AOP04.1 M. BIRENHEIDE LGS Dzintra JATNIECE - RIX P. VRANJKOVIC Vadims ULJANOVSKIS – AOP04.2 M. BIRENHEIDE LGS Dzintra JATNIECE - RIX F. ROOSELEER Maksims DMITRIJEVS - AOP05 M. BIRENHEIDE LGS F. ROOSELEER Vadims ULJANOVSKIS – AOP10 M. BIRENHEIDE LGS L. DELL’ORTO Vadims ULJANOVSKIS – AOP11 M. BIRENHEIDE LGS P. VRANJKOVIC Vadims ULJANOVSKIS – AOP12 M. BIRENHEIDE LGS P. VRANJKOVIC Vadims ULJANOVSKIS – AOP13 M. BIRENHEIDE LGS ATC02.8 B. BAKKER F. ROOSELEER Igors NEMAHOVS – LGS L. DELL’ORTO Vladislavs CASCINS – ATC07.1 P. TERZIOSKI LGS
ATC12.1 P. TERZIOSKI L. DELL’ORTO Igors NEMAHOVS – LGS ATC15.1 P. CONROY L. DELL’ORTO Jurijs BAZULEVS – LGS ATC15.2 P. HOP L. DELL’ORTO Jurijs BAZULEVS – LGS ATC17 S. MORTON L. DELL’ORTO Igors NEMAHOVS – LGS COM10 Y. EYUBOGLU J. PINTO Ainars SNEPSTS – LGS COM11 L. POPESCU J. PINTO Ainars SNEPSTS – LGS COM12 W. JANSSENS J. PINTO n/a ENV01 M. BIRENHEIDE B. HILL n/a ENV02 S. MAHONY B. HILL n/a O. CIOARA Sergejs OVSJANIKOVS – FCM03 C. BOUMAN LGS O. CIOARA Sergejs OVSJANIKOVS – FCM04.1 P. HOP LGS O. CIOARA Sergejs OVSJANIKOVS – FCM04.2 P. HOP LGS O. CIOARA Sergejs OVSJANIKOVS – FCM05 I. MENDES VIDEIRA LGS F. ROOSELEER Sergejs OVSJANIKOVS – FCM06 P. HOP LGS
FCM07 C. BOUMAN O. ALFARO n/a O. CIOARA Sergejs OVSJANIKOVS – FCM08 K. BREIVIK LGS FCM09 R. STEVENS O. CIOARA n/a A-P. FRANGOLHO Vadims TUMARKINS – INF07 A. PETROVSKY LGS INF08.1 I. MENDES VIDEIRA A-P. FRANGOLHO n/a INF08.2 I. MENDES VIDEIRA A-P. FRANGOLHO n/a A-P. FRANGOLHO Vadims TUMARKINS – ITY-ADQ M. UNTERREINER LGS B. HILL Ainars SNEPSTS – LGS
ITY-AGVCS2 J. POUZET Igors NEMAHOVS – LGS Jurijs BAZULEVS – LGS
ITY-FMTP L. POPESCU O. ALFARO Igors NEMAHOVS – LGS
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O. CIOARA Aleksejs JAVORSKIS – ITY-ACID A. DESMOND-KENNEDY LGS Igors NEMAHOVS – LGS O. CIOARA Alvis VILKS – LGS ITY-SPI M. BORELY Aleksejs JAVORSKIS – LGS B. HILL Vadims STROITELEVS – ITY-AGDL S. DISSING LGS
NAV03 F. PAVLICEVIC P. VRANJKOVIC Janis LAPINS – LGS NAV10 R. FARNWORTH P. VRANJKOVIC Janis LAPINS – LGS F. ROOSELEER Vadims ULJANOVSKIS – SAF11 S. LAWRENCE LGS
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Annex B - National Stakeholders Organisation charts
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SJSC “LATVIJAS GAISA SATIKSME” STRUCTURE
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Annex C - Glossary of Abbreviations
This Annex mostly shows only the Abbreviations that are specific to the LSSIP Latvia. Other general abbreviations are in the Acronyms and Abbreviations document in http://www.eurocontrol.int/articles/glossaries
Term Description
AF ATM Functionality ATRACC Air Traffic Control System for Riga Area Control Centre FT Fast Track LCAA Civil Aviation Agency of Latvia LFV Luftfartsverket LGS Latvijas Gaisa Satiksme NEFAB North European Functional Airspace Block NEFRA North European Free Route Airspace PCP Pilot Common Project PDP Preliminary Deployment Programme S-AF Sub ATM Functionality TAIIB Transport Accident and Incident Investigation Bureau
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