Local Single Sky ImPlementation (LSSIP) FRANCE - Eurocontrol

Year 2014 - Level 1

Local Single Sky ImPlementation (LSSIP) FRANCE

EUROCONTROL

LSSIP Year 2014 France Released Issue

FOREWORD

By

Adriaan Heerbaart

Director of the Pan European Single Sky Directorate

EUROCONTROL Agency

January 2015

Dear colleagues,

The Local Single Sky ImPlementation (LSSIP) documents are the expression of the commitment of civil and military National Organisations (Regulators and National Supervisory Authorities), Service Providers and Airport Operators, towards the implementation of the European ATM Master Plan. They provide a comprehensive view, for the benefit of the ATM community at large, of how ECAC States and stakeholders concerned are progressing in planning and deploying the mature elements of the ATM Master Plan, as identified in its Level 3, namely the European Single Sky ImPlementation (ESSIP) Plan.

In addition to that, the LSSIP documents Year 2014 (showing the situation end of December 2014) add a high level view of the planning and progress made on the deployment of all (Essential) Prerequisites and Facilitators to the Pilot Common Project (PCP) ATM Functionalities, enabling to monitor the implementation of the Regulation (EU) Nr 716/2014 on the establishment of the PCP.

The appointment of the SESAR Deployment Manager by the Commission, on 5 December 2014, and the approval of its Preliminary Deployment Programme will require further adaptation of the ESSIP/LSSIP process, its deliverables and associated tools in order to fully satisfy the expectations derived from the Regulation (EU) Nr 409/2013 on the definition of common projects, with regard to the monitoring and reporting on the SESAR deployment programme.

The Deployment Manager’s Preliminary Deployment Programme makes substantial references to the ESSIP Objectives (18 out of a total of 40). As a result, the monitoring and reporting of the progress of these Objectives becomes an important element of reference to measure the successful implementation of the Deployment Programme ‘Fast Tracks’.

Thanks to the uninterrupted enhancement in the reliability and quality of information provided by national stakeholders, for the third year in a row the LSSIP documents and tools will be used as a vehicle for capturing relevant information by the Performance Review Body (for CAPital EXpenditure - CAPEX - analysis)

A recognition of the LSSIP value and role was recently received from ICAO, in the form of a request to use the associated web-based Database as the platform for reporting on the deployment of the Aviation System Block Upgrade (ASBU) Modules in the European ICAO/NAT Region’s States, as part of their Global Air Navigation Plan. During 2014, the LSSIP Database has been enhanced to satisfy this wish.

Through the establishment of an LSSIP Expert Group, chaired by NATS, the stakeholders have fully taken up ownership of the LSSIP mechanism and its future evolution. I am convinced that their active participation will contribute to mitigate the risk of possible overlapping and duplication of efforts.

I would like to thank the ECAC States’ civil and military Administrations involved in ATM, their Service Providers and Airport Authorities, for the substantial and continued effort spent in contributing to the LSSIP document. I see this as a proof of commitment to the principles of transparency and partnership, benefiting the entire ATM community.


DOCUMENT IDENTIFICATION SHEET

LSSIP for France

Infocentre Reference: 15/01/12-15

Document Identifier Edition: Year 2014

LSSIP Year 2014 France Edition Date: 20 February 2015

LSSIP Focal Point – Jean-Jacques BLANCHARD

E-mail:

jean-jacques.blanchard@ aviation-civile.gouv.fr

DTA, Single European

Sky Unit

LSSIP Contact Person - Adriatik KOKONA E-mail: [email protected]

Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\France (FR) - TK\Year 2014\ReleasedIssue\LSSIP Year 2014 FR _ReleasedIssue.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/guidance-material

2 ESSIP Plan Edition 2013 www.eurocontrol.int/pepr

3 ESSIP Report 2012 www.eurocontrol.int/pepr

4 STATFOR Forecasts http://www.eurocontrol.int/statfor

5 Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries

6 European ATM Master Plan https://www.atmmasterplan.eu/

7 LSSIP Documents http://www.eurocontrol.int/articles/lssip

8 French AIP https://www.sia.aviation-civile.gouv.fr 9 FABEC RP2 Performance

Plan http://www.fabec.eu/fabec_homepage/en/Consultation/


TABLE OF CONTENTS

Executive Summary ................................................................................................................................. 1

Introduction .............................................................................................................................................. 5

National ATM Environment ................................................................................................... 6 Chapter 1 -1.1 Geographical Scope ................................................................................................................ 6

1.1.1 International Membership ......................................................................................................... 6 1.1.2 Geographical description of the FIR(s) ..................................................................................... 6 1.1.3 Airspace Classification and Organisation ................................................................................. 7 1.2 National Stakeholders .............................................................................................................. 8

1.2.1 Civil Regulator(s) .................................................................................................................... 10 1.2.2 DSNA ...................................................................................................................................... 11 1.2.3 Airports .................................................................................................................................... 13 1.2.4 Military Authorities ................................................................................................................... 13

Traffic and Capacity ............................................................................................................ 17 Chapter 2 -2.1 Evolution of traffic in France .................................................................................................. 17 2.2 BORDEAUX ACC .................................................................................................................. 18

2.2.1 Traffic and en-route ATFM delays 2010 – 2019 ..................................................................... 18 2.2.2 Summer 2014 performance .................................................................................................... 18 2.2.3 Planning Period 2014 – 2018/2019......................................................................................... 18 2.3 BREST ACC .......................................................................................................................... 20

2.3.1 Traffic and en-route ATFM delays 2010 – 2019 ..................................................................... 20 2.3.2 Summer 2014 performance .................................................................................................... 21 2.3.3 Planning Period 2015-2019 .................................................................................................... 21 2.4 MARSEILLE ACC .................................................................................................................. 23

2.4.1 Traffic and en-route ATFM delays 2010 - 2019 ...................................................................... 23 2.4.2 Summer 2014 performance .................................................................................................... 24 2.4.3 Planning Period 2015-2019 .................................................................................................... 24 2.5 Paris ACC .............................................................................................................................. 26

2.5.1 Traffic and en-route ATFM delays 2010 – 2019 ..................................................................... 26 2.5.2 Summer 2014 performance .................................................................................................... 27 2.5.3 Planning Period 2014-2019 .................................................................................................... 27 2.6 REIMS ACC ........................................................................................................................... 29

2.6.1 Traffic and en-route ATFM delays 2010-2019 ........................................................................ 29 2.6.2 Summer 2014 performance .................................................................................................... 30 2.6.3 Planning Period 2015-2019 .................................................................................................... 30

ESSIP Report recommendations ........................................................................................ 33 Chapter 3 -

National Projects ................................................................................................................. 35 Chapter 4 -

Regional Co-ordination ....................................................................................................... 37 Chapter 5 -5.1 FAB Co-ordination ................................................................................................................. 37 5.2 FAB Projects .......................................................................................................................... 37 5.3 Regional cooperation ............................................................................................................. 47

5.3.1 Regional Cooperation Initiatives ............................................................................................. 47 5.3.2 Regional Projects .................................................................................................................... 50

Objective Implementation ................................................................................................... 51 Chapter 6 -6.1 ESSIP Objectives Implementation progress .......................................................................... 52 6.2 Alignment of PCP with ESSIP Objectives and related progress ........................................... 78

ANNEXES

LSSIP Year 2014 France 1 Released Issue

Executive Summary

National ATM Context

Leading stakeholders involved in ATM in France are the Ministry of Defence and the Ministry of Ecology, Sustainable Development and Energy, 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), respectively for economic performance and 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 ANSPs include 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 61 stakeholders, providing Aerodrome Flight Information Service (AFIS) for GAT on 63 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 MET provider since December 2011. Moreover, major airports (Paris Roissy-CDG, Paris Orly, Nice Côte d’Azur, Lyon Saint Exupéry, Toulouse Blagnac, 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. National and FABEC plans address 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 addresses 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. It sets safety, en route and terminal, 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.


ESSIP Objective Implementation

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 30 applicable objectives:

- 6 objectives are already completed (Improve runway safety by preventing runway incursions, Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2, Implement enhanced tactical flow management services, Implement integrated briefing, Implementation of P-RNAV, Implement measures to reduce the risk to aircraft operations caused by airspace infringements).

- 8 objectives are considered as late (Implement automated support for conflict detection and conformance monitoring, Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP), Migrate from AFTN to AMHS, Implement collaborative flight planning, Ensure quality of aeronautical data and aeronautical information , Initial ATC air-ground data link services above FL-285, Implementation of ground-ground automated co-ordination processes, Apply a common flight message transfer protocol FMTP). 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.

- 16 remaining objectives are partially completed 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 airport involved (Toulouse Blagnac, Marseille Provence).

Environmental objectives are completed (CDAs planned or in place in these six airports, environmental management in place between all involved stakeholders of the airports).

Paris Roissy-CDG is labellized A-CDM since November 2010 (FUM process implementation in February 2013 and procedures in adverse conditions including de-icing prior to end 2013) and CDM projects have been launched for Lyon Saint Exupéry and Paris Orly with implementation targets by end 2016 and 2015 respectively.

Capacity enhancement methods and planning are in place in the four coordinated French airports.

A-SMGCS level 1 and level 2 objectives are completed for both 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 between 2015 and 2017.

LSSIP 2014 - France

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

State-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

[IDP] [E] *

AOM19 Implement Advanced Airspace Management [IDP] [E] *

AOM21 Implementation of Free Route Airspace [IDP] [E] *

AOP03 Improve runway safety by preventing runway incursions [IDP] * ATC02.2 Implement ground based safety nets - Short Term Conflict

Alert (STCA) - level 2 [E] *

ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2

[E] *

ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2

[E] *


LSSIP 2014 - France

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 [E] *

ATC07.1 Implement arrival management tools [E] * ATC12 Implement automated support for conflict detection and

conformance monitoring [E] *

ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 Electronic Dialogue as Automated Assistance to Controller

during Coordination and Transfer [IDP]

[E] *

COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

[IDP] * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM *FCM01 Implement enhanced tactical flow management services [E] * FCM03 Implement collaborative flight planning [IDP]

[E] *

FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E] *

FCM05 Implementation of interactive rolling NOP [IDP] [E] *

INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) *ITY-ACID Aircraft identification ITY-ADQ Ensure quality of aeronautical data and aeronautical

information [E] *

ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] *

ITY-AGVCS2 Implement air-ground voice channel spacing requirements below FL195 *

ITY-COTR Implementation of ground-ground automated co-ordination processes [E] *

ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability *NAV03 Implementation of P-RNAV [E] * NAV10 Implement APV procedures [IDP]

[E] *

SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements

SAF11 Improve runway safety by preventing runway excursions *SRC-RLMK Implement the EUROCONTROL Safety Regulatory

Requirements (ESARRs) SRC-SLRD Safety Levels and Resolution of Deficiencies

Airport-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

LFBO-Toulouse

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1

[E] * AOP04.2 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level 2 *AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP]

[E] * ENV01 Implement Continuous Descent Operations (CDO) techniques

for environmental improvements [IDP] * ENV02 Implement Collaborative Environmental Management (CEM)

at Airports * LFLL-Lyon



Control System (A-SMGCS) Level 2 *


AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP] [E] *

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements [IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

LFML-Marseille






at Airports * LFMN-Nice






at Airports * LFPG-Paris - Charles de Gaulle






at Airports * LFPO-Paris - Orly






at Airports *

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (France does not participate in this obj.)

Late

E= Essential – Master Plan Reference IDP = Interim Deployment Programme

NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.


Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document – Year 2014 describes the situation in the State at the end of December 2014.

The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them:

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

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 ESSIP Report 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 a set of the main ATM national projects which contribute directly to the implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states 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 high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP 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.

Note: Chapter 6 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 ESSIP 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 ESSIP.

Note: 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.


National ATM Environment Chapter 1 -

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

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.


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 660 410 285 195

C*

195 115

D

115 3K* - 115 SFC - 3K*

G

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.


1.2 National Stakeholders

Civil aviation in France is under the responsibility of the “Ministère de l’Ecologie, du Développement Durable et de l’Energie” (Ministry of Ecology, Sustainable Development and Energy) 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), for the provision 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 Minister for Ecology, Sustainable Development and Energy.

“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 services; Which Include CSFA: Air Force Support Command, for the provision of end communication-navigation-surveillance systems (air-ground communication, radar, radio aids…), in particular for the benefit of MIL aircraft and ANS providers;

ALAVIA: Navy Aviation , for the provision of air traffic services;

COMALAT: Army Aviation, for the provision of air traffic services;

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.

In addition, in FIRs managed by France:

61 independent air navigation service providers provide AFIS for GAT on 63 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.


Ministry in charge of Transport

(MoT)

General Directorate for Civil Aviation

(DGAC)

Air Transport

Directorate

(DTA)

Ministry of Defence

(MoD)

Air Navigation

Services Directorate

(DSNA)

Civil Aviation

Safety Directorate

(DSAC)

Operations

Directorate

(DO)

ACCs, APPs, TWRs, AIS

Technical &

Innovation

Directorate

(DTI)

Operational System, R&D

Military Air Traffic Management Directorate

(DIRCAM)

High-Level Airspace Policy Board

State Aviation Safety Authority

(DSAÉ)


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 responsible

Legal Basis

Rule-making Direction des Transports aériens (DTA)

Arrêté of July, 9th, 2008 on the organisation of the MEEDDAT – Article 6.1.8 (NOR: DEVK0815773A)

Safety Oversight Direction de la Sécurité de l’Aviation civile (DSAC)

Arrêté of December, 19th, 2008 on the organisation of the DSAC (NOR: DEVA0828132A)

Enforcement actions in case of non-compliance with safety regulatory requirements DSAC

DSAC sets the corrective measures or operational restrictions to be taken.

Enforcement actions have different meanings, not used in our regulation on oversight.

Airspace DTA

Arrêté of July, 9th, 2008 on the organisation of the MEEDDAT- Article 6.1.8 (NOR: DEVK0815773A)

Economic DTA


Environment DTA

Arrêté of July, 9th, 2008 on the organisation of the MEEDDAT- Article 6.1.1 (NOR: DEVK0815773A)

Security DTA

DSAC assists DTA with technical expertise

regarding regulatory activities, monitoring and application of the Civil Aviation Security

Quality Control National Program


Arrêté of December, 19th, 2008 on the organisation of the DSAC – Article 10

(NOR: DEVA0828132A)

Accident investigation

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 but with a specific status (Decree of 9th May 1997).

The “Direction des Transports Aériens” (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.


1.2.1.3 DSAC

Direction de la Sécurité de l’Aviation Civile (DSAC) is the national supervisory authority set up by the French decree of the 11th December 2008.

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 2013 Annual Report publishedt 4th September 2014 . http://www.developpement-durable.gouv.fr/Rapport-sur-la-securite-aerienne.htmll

1.2.2 DSNA

“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 for Saint-Pierre et Miquelon, done by DSNA

Additional information:

Provision of services in other State(s):

Y Existing ATC services through letters of agreement where appropriate

Single European Sky Unit and Air Navigation Rulemaking

Gilles Mantoux

Deputy: Luc Lapène

Air Navigation Rulemaking and Airspace

Lionel Banège

Single European Sky

Jean‐Jacques Blanchard


Annual Report published: Y http://www.developpement-durable.gouv.fr/Les-rapports-d-activite-de-la-DSNA,32711.html

For more information see civil aviation website: http://www.developpement-durable.gouv.fr/-Secteur-Aerien,1633-.html

1.2.2.1 ATC system in use

Systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-interface systems.

Specify the manufacturer of the ATC system currently in use: Major upgrade1 of the ATC system is performed or planned?

ARTAS V8B2 (2015)

DACOTA Thales Air systems V8 (2015)

IRMA Sogeti High Tech V8 (2015)

ODS Cap Gemini 6.2V4 (2015) 7.3 (2015)

OMEGA Sogeti High Tech V5 (2015)

STIP Thales Services nil

STPV Thales Services V29 (2015)

A-SMGCS Indra V MLAT (2015)

1.2.2.2 ATC units

The en-route ATC units in the French airspace which are of concern to this LSSIP are the following:

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

BORDEAUX ACC 18 - LFBB Number of positions can reach 21

positions in July and August

BREST ACC 18 - LFRR

MARSEILLE ACC 28 - LFMM

PARIS ACC 22 - 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 positions

Associated FIR(s) Remarks

En-route TMA

PARIS CDG - 15 IFR LFFF

PARIS ORLY - 7 IFR LFFF

BÂLE – MULHOUSE

- 6 IFR

+ 2 VFR LFEE

BORDEAUX - 3 IFR

+ 1 VFR LFBB

LILLE - 4 IFR LFFF

LYON - 8 IFR

+ 2 VFR LFMM

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


MARSEILLE - 5 IFR

+ 2 VFR LFMM

MONTPELLIER - 4 IFR

+ 1 VFR LFMM

NANTES - 4 IFR

+ 1 VFR LFRR

NICE - 9 IFR

+ 4 VFR LFMM

STRASBOURG - 5 IFR + 1 VFR

LFEE

TOULOUSE - 6 IFR + 1 VFR

LFBB

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) is the association of the Airport Operators. An airport slot coordinator (COHOR), 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

APO SloAs are contained in the following objectives: ENV, APO, ITY-ADQ, INF07 and SAF11. In addition to the Annex B of the ESSIP Plan edition 2013, 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 airports covered in this LSSIP are:

- Paris 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, 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.

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 operation

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:

Regulatory framework and rule-making

DIRCAM Director

BG** Eric LABOURDETTE

Deputy: COL Erik CHATELUS

SDEA

LTC Emmanuel LEROY

SDR

COL Marc LAPIERRE

SDSA

COL Alain DENIAU

OAT GAT

OAT and provision of service for OAT governed by national legal provisions?

Y Provision of service for GAT by the Military governed by national legal provisions?

Y

Level of such legal provision: Decrees in State council or Prime minister level. DIRCAM Regulation

Level of such legal provision: Decree in State council or prime minister level

Authority signing such legal provision: Prime Minister, Minister of Defence

Authority signing such legal provision: Prime Minister

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 Y

ANSP Certification N ANSP Certification Y

ANSP Supervision Y ANSP Supervision Y

Aircrew Training N ESARR applicability Y

Aircrew Licensing N

Additional Information: Crews and controllers are both trained and licensed by relevant Defence Authorities but most of them have a civil licence too.

Additional Information ATCO licences are delivered by DSAC and trained in schools certified by DSAC

Means used to inform airspace users (other than military) about these provisions:

Means used to inform airspace users (other than military) about these provisions:

National AIP Y National AIP Y

National Military AIP Y National Military AIP Y


Oversight

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.

Ministry Of

Defence

Army

COMALAT

Navy

ALAVIAAir Force

ATS

CFA

Air ForceCNS

CSFA

DIRCAM

DIA

EMA

DIRISI

DGA

DGA/EV

EUROCONTROL eAIP Y EUROCONTROL eAIP Y

Other: Other:

OAT GAT

National oversight body for OAT: DIRCAM OAT oversight has been launched in September 2012.

NSA (as per SES reg. 550/2004) for GAT services provided by the military: The French National Supervisory Authority for GAT services provided by military ANSPs is the DSAC. Some military ANSPs supervisory activities are performed by DIRCAM, on behalf of DSAC, through a national decree and an operational letter of agreement. Certification and oversight methods used by DIRCAM are supervised by DSAC. Military ATCO training oversight and licensing are performed by DSAC.

Additional information: Additional information:

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 forecasting, data are provided by METEO FRANCE, and tools are METEO FRANCE devices

MET N

SAR Y SAR Y

TSA/TRA monitoring Y FIS Y

Other: Other:

Additional Information: Additional Information:


Military ANSP providing GAT services SES certified?

Y CFA CSFA COMALAT ALAVIA DGA/EV DIA DIRISI

12/12/12 05/07/12 17/06/11 14/06/11 06/12/11 17/06/11 30/06/14

Duration of the Certificate:

3 4 6 6 6 6 6

Certificate issued by: DIRCAM on behalf of DSAC

If NO, is this fact reported to the EC in accordance with SES regulations?

Additional Information: Additional Information: OAT oversight process has begun in September 2012. Audits are in progress. CFA and CSFA had merged in 2014 and the next audit will certify CFA for the both.

1.2.4.3 User role

1.2.4.4 Flexible Use of Airspace (FUA)

State Aviation Authority

Army

COMALAT

Navy

ALAVIA

Air Force

CFA

Procurement Agency

CEV

Department of Finance

CUSTOMS

Department of Homeland Security

Office of Public Safety

Department of Homeland Security

Gendarmerie

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

If Military fly OAT-IFR inside controlled airspace, specify the available options:

Free Routing N Within specific corridors only N

Within the regular (GAT) national route network N Under radar control Y

Within a special OAT route system Y Under radar advisory service Y

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.

Military in France applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




Traffic and Capacity Chapter 2 -

Disclaimer The capacity figures of the following chapters shall be considered as indicative and living ones and could evolve during the year 2015 in line with the network operation plan update procedures and according to the network management board calendar. The Capacity targets for RP2 have been set at FABEC level and the 6 FABEC ANSPs, through ASB, are jointly accountable for it. Binding capacity targets and relative assumptions for RP2 are set for capacity in the FABEC Performance Plan, at FABEC level only, that has been submitted to the European Commission in June 2014. They would remain under discussion during the revision phase preceding final FABEC performance plan expected by end of 2015. No direct link may be made between this document and these future targets.

2.1 Evolution of traffic in France

2014

Traffic in the France increased by 2.3 % during Summer 2014 (May to October inclusive), when compared to the same period during 2013.

2015-2019

The STATFOR medium-term forecast (MTF) predicts an average annual increase between 0.5% and 3.2% during the planning cycle, with a baseline growth of 2.0%.

0

500.000

1.000.000

1.500.000

2.000.000

2.500.000

3.000.000

3.500.000

4.000.000

2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

IFR

flig

hts

France - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

A = ActualF = Forecast

2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

H 2.6% 3.4% 3.8% 2.9% 3.0% 2.8% 2.7%

B 6.2% -1.5% -0.7% 2.3% 2.1% 2.4% 1.6% 2.0% 2.2% 2.3%

L 2.0% 0.3% 0.5% 0.3% 0.7% 0.8% 1.0%

ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1%

EUROCONTROL Seven-Year Forecast (September 2014)IFR flights yearly growth

France


2.2 BORDEAUX ACC

2.2.1 Traffic and en-route ATFM delays 2010 – 2019

2.2.2 Summer 2014 performance

Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+ 2.0 % 201 (0%) 0.20 0.34 No

The average en-route delay per flight decreased from 0.5 minutes per flight in Summer 2013 to 0.3 minutes per flight in Summer 2014.

34% of the delays were due to the reason Special Event, 24% due to ATC Capacity, 24% due to Industrial Action (ATC), 8% due to Equipment (ATC) and 9% due to Weather.

Capacity Plan 0 % Achieved Comments

Improved Airspace Management / FUA Yes

Staff deployment / Flexible rostering Yes

Improved ATFCM Procedures and STAM Yes

ESSO project study No Re-alignment with the projects related to the French-Spanish interface

Improvement of profiles for LFPO arrivals from the south-west (IBBP) – Dualisation of UN859 Yes

FABEC FRA Step 1 : WE DCTs No

Maximum configuration: 21 UCESO Yes

Summer 2014 performance assessment

The ACC capacity baseline was assessed to be at the same level as in Summer 2013. During the measured period, the average peak 1 hour demand was 196 and the average peak 3 hour demand was 185.

2.2.3 Planning Period 2014 – 2018/2019

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.

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 2837 2945 2978 3066 3183

Summer Traffic 2434 2557 2575 2615 2668

Yearly Traffic 2114 2238 2222 2238 2276

Summer Traffic Forecast 2717 2792 2840 2894 2965

High Traffic Forecast - Summer 2741 2861 2955 3062 3156

Low Traffic Forecast - Summer 2653 2679 2681 2707 2738

Summer enroute delay (all causes) 1.48 0.14 0.13 0.51 0.34

Yearly enroute delay (all causes) * 1.09 0.09 0.27 0.30 0.27

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

0

500

1000

1500

2000

2500

3000

3500

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LFBBALL - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014


Capacity Plan

2015 2016 2017 2018 2019

Free Route Airspace FABEC FRA Step 1 : WE DCTs

FABEC FRA Step 2: H24 DCTs with military activity

Airspace Management Advanced FUA

Improved Airspace Management / FUA

“New TSA 6”

(more dynamic ASM)

FABEC ATFCM/ASM Step 2: CDM procedures

Airport & TMA Network Integration

Cooperative Traffic Management

Improved ATFCM Procedures and STAM

Airspace

5th layer in some sectors

ESSO project

Change of DFL between upper

and lower airspace

“New TSA 6” Procedures

Staffing Staff deployment / Flexible rostering

Technical Datalink IOC ERATO

(stripless, MTCD)

Capacity Re-evaluation of sector capacities

Significant Events ERATO Training

(from autumn 2014)

Max sectors 18 UCESO

(21 during July and August)

21 UCESO 21 UCESO 21 UCESO 21 UCESO

Capacity increase p.a. 0% 1% 4% 6% 2%

Reference profile 2% 1% 2% 2% 3%

Additional information

ERATO: Training: From September 2014 to Winter 2015 (18/19 UCESO, 21 during July and August 2015) Implementation: Winter 2015 - Temporary capacity reduction for 1 to 2 months

2015 2016 2017 2018 20190.12 0.12 0.13 0.13 0.120.2 0.2 0.2 0.21 0.2

Annual

En-route ATFM delay breakdown - Reference ValuesLFBBCTA

Summer

H 207 3% 214 3% 223 4% 231 4% 238 3%

Ref. 205 2% 208 1% 212 2% 217 2% 224 3%

L 203 1% 204 0% 205 0% 206 0% 207 0%

Open 205 2% 208 1% 212 2% 217 2% 224 3%

C/R 203 1% 206 1% 209 1% 212 1% 217 2%

LFBB 201

Capacity Profiles

ACC2014

baseline Profiles (hourly movements and % increase over previous year)

2015 2016 2017 2018 2019


2015-2019 Planning Period Outlook

A limited capacity gap is expected in the first two years due to the training and implementation of ERATO. No capacity gap is expected for the rest of the planning period, despite the Reference Capacity Profile takes in the shortest route scenario, wich is currently not the scenario plan by AOs.

2.3 BREST ACC


2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 205 208 212 217 224

Capacity Profile ‐ Shortest Routes (Open) 205 208 212 217 224

Capacity Profile ‐ Current Routes 203 206 209 212 217

Capacity Profile ‐ High 207 214 223 231 238

Capacity Profile ‐ Low 203 204 205 206 207

Capacity Baseline 201 201

2015 ‐ 2019 Plan 201 203 211 224 228

120

140

160

180

200

220

240

260Cap

acity profile (movements per hour)

LFBBCTA - Reference capacity profile and alternative scenarios

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 3165 3347 3294 3345 3550

Summer Traffic 2560 2800 2752 2850 2980

Yearly Traffic 2229 2440 2398 2457 2553






0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

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3000

3500

4000

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LFRRACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014





+ 4.6 % 209 (+1%) 0.11 0.63 Yes

The average en-route delay increased from 0.5 minutes per flight in Summer 2013 to 0.6 minutes per flight over the same period in 2014.

52% of the delays were due to the reason Industrial Action (ATC), and 42% due to ATC Capacity.

Capacity Plan 2 % Achieved Comments

Improved airspace management / FUA Yes

Staff redeployment / flexible rostering Yes

Improvement of ATFCM procedures and STAM Yes

DFL change in V, W and K sectors Yes

Change to G and A sectors limits Yes

Improvement of profiles for LFPO arrivals from the south-west (IBBP) – Dualisation of UN859 Yes

IBP project - New interface between France & UK No


Maximum configuration: 18 UCESO No Maximum configuration: 17 UCESO


The ACC capacity baseline was measured with ACCESS/Reverse CASA at 209, 1% higher than in 2013. During the measured period, the average peak 1 hour demand was 221 and the average peak 3 hour demand was 207.

2.3.3 Planning Period 2015-2019


2015 2016 2017 2018 20190.11 0.1 0.1 0.1 0.110.18 0.17 0.17 0.17 0.18

Annual

En-route ATFM delay breakdown - Reference ValuesLFRRCTA

Summer

H 232 11% 239 3% 247 3% 256 4% 263 3%

Ref. 225 8% 230 2% 235 2% 241 3% 247 2%

L 215 3% 217 1% 219 1% 222 1% 226 2%

Open 225 8% 230 2% 235 2% 241 3% 247 2%

C/R 226 8% 231 2% 237 3% 243 3% 248 2%

LFRR 209

Capacity Profiles

ACC2014


2015 2016 2017 2018 2019


Capacity Plan

2015 2016 2017 2018 2019




Improved airspace management / FUA

“New TSA 6”

(more dynamic ASM)




Improvement of ATFCM procedures and STAM

Airspace

Reorganisation of airspace below FL145 (2nd & final step)

“New TSA 6”

IBP 2015 Revised NAT / Brest interface

Procedures New transition

altitude in UK/IE FAB

Staffing Staff redeployment / flexible rostering

Technical

Datalink IOC ERATO

(stripless, MTCDlilin)

Upgraded ops room and

new simulation room

Capacity Re-evaluation of sector capacities

Significant Events ERATO Training

(From Autumn 2014)

Max sectors 18 UCESO

(19 during July August)

19 UCESO 19 UCESO 19 UCESO 19 UCESO




ERATO: Training: From September 2014 to Winter 2015 (18 UCESO, 19 during July and August 2015) Implementation: Winter 2015 - Temporary capacity reduction for 1 to 2 months



There will be a capacity gap in Brest ACC during the full planning period.

2.4 MARSEILLE ACC

2.4.1 Traffic and en-route ATFM delays 2010 - 2019

2013 2014 2015 2016 2017 2018 2019







2015 ‐ 2019 Plan 209 211 219 232 237

150

170

190

210

230

250

270Cap


LFRRACC - Reference capacity profile and alternative scenarios

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 3898 3928 3929 3999 4032

Summer Traffic 3162 3257 3268 3271 3269

Yearly Traffic 2732 2806 2763 2746 2733






0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

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4000

4500

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LFMMACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014





-0.1 % 238 (0%) 0.17 0.86 Yes

The average en-route delay increased from 0.7 minutes per flight in Summer 2013 to 0.9 minutes per flight in Summer 2014.

48% of the delays were due to the reason Industrial Action (ATC), 32% due to ATC Capacity, 8% due to Equipment (ATC), 6% due to Weather and 4% due to ATC Staffing.

Capacity Plan 3% Achieved Comments



Improved ATFM procedures and STAM Yes

Reorganisation of interface with LECB (LUMAS) Phase 2 Partially

Improved airspace availability around D54 during 15 June – 15 Sept period

Re-alignment with the projects related to the French-Spanish interface

Reorganisation of lower airspace and delegation of ATS to APP units below FL145 No

New upper level of sectors ML, LO and LS Partially Done for ML

Creation of 4th layer Yes Done for the West


Maximum configuration: 28 UCESO Yes





2015 2016 2017 2018 20190.15 0.15 0.15 0.15 0.150.24 0.24 0.24 0.23 0.23

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLFMMCTA

H 254 7% 266 5% 276 4% 286 4% 296 3%

Ref. 250 5% 256 2% 263 3% 269 2% 278 3%

L 247 4% 248 0% 250 1% 252 1% 256 2%

Open 250 5% 256 2% 263 3% 269 2% 278 3%

C/R 248 4% 254 2% 261 3% 267 2% 275 3%

LFMM 238

Capacity Profiles

ACC2014


2015 2016 2017 2018 2019


Capacity Plan

2015 2016 2017 2018 2019








Improved ATFM procedures and STAM

CDM Procedures

Airspace

New DFL D and Z sectors

Reorganisation of interface with LECB (LUMAS) Phase 2

New upper level of sectors

LO and LS

Creation of 4th layer (East)

Full Provence project

Reorganisation of lower airspace and delegation of ATS to APP

units below FL145

Procedures Staffing Staff redeployment / flexible rostering

Technical Datalink IOC 4flight (new

ATM system) implementation

Capacity

Reorganisation of the sector

groups (transfer of 1 sector from E

to W)

Significant Events Training for 4Flight (Autumn 2017

to end 2018)

Max sectors 28 UCESO 28 UCESO 28 UCESO 25 UCESO 28 UCESO






There will be a capacity gap in Marseille ACC for the full planning period.

2.5 Paris ACC


2013 2014 2015 2016 2017 2018 2019







2015 ‐ 2019 Plan 243 248 253 253 263

150

170

190

210

230

250

270

290

310Cap


LFMMACC - Reference capacity profile and alternative scenarios

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 3823 4017 4000 3863 3904

Summer Traffic 3334 3462 3429 3309 3353

Yearly Traffic 3122 3284 3227 3107 3127






0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

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1.1

1.2

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LFFFALL - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014





+1.3 % 268 (0%) 0.20 0.20 No

The average en-route delay remained at 0.2 minutes per flight in Summer 2014.

39% of the delays were due to the reason Weather, 38% due to ATC Capacity, 13% due to Industrial Action (ATC), and 5% due to Airspace Management.




Improved ATFCM procedures and STAM / GF project* Yes

Reorganisation of lower airspace and delegation of ATS to APP units below FL145 (for relevant airspace) Yes

Improvement of profiles for LFPO arrivals from the south-west (IBBP) Yes

IBP project - New interface between France & UK Yes Phase 1 completed

Point Merge NW Yes


Maximum configuration: 22 UCESO No Maximum configuration:21 sectors





2015 2016 2017 2018 20190.13 0.15 0.14 0.14 0.140.17 0.19 0.19 0.18 0.18

Annual

En-route ATFM delay breakdown - Reference ValuesLFFFCTA

Summer

H 268 0% 268 0% 269 0% 271 1% 273 1%

Ref. 268 0% 268 0% 268 0% 268 0% 268 0%

L 268 0% 268 0% 268 0% 268 0% 268 0%

Open 268 0% 268 0% 268 0% 268 0% 268 0%

C/R 268 0% 268 0% 268 0% 270 1% 271 0%

LFFF 268

Capacity Profiles

ACC2014


2015 2016 2017 2018 2019


Capacity Plan

2015 2016 2017 2018 2019







Point Merge

NE


Improved ATFCM procedures and STAM / GF project*

Airspace

FABEC AD South-East

Phase 1 (EUC25)

FABEC AD South-East

Phase 2 (EUC22 Step 1

& SWAP)

FABEC AD South-East

Phase 3 : Full EUC22

New sectorisation

HP KZ

IBP 2015 Point Merge

NE

Reorganisation of lower airspace and delegation of ATS to APP units below FL145 (for relevant

airspace)




Technical Datalink IOC

Capacity

Significant Events Training for 4Flight (autumn 2018

to end 2019)




Additional information *GF project: Management of flows for Paris TMA and Roissy CDG


2015 – 2019 Planning Period Outlook

No capacity gap is foreseen for Paris ACC in the current planning cycle.

2.6 REIMS ACC

2.6.1 Traffic and en-route ATFM delays 2010-2019

2013 2014 2015 2016 2017 2018 2019







2015 ‐ 2019 Plan 271 276 279 285 285

100

120

140

160

180

200

220

240

260

280

300Cap


LFFFACC - Reference capacity profile and alternative scenarios

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 2743 2795 2903 3030 3193

Summer Traffic 2372 2537 2587 2719 2832

Yearly Traffic 2142 2311 2334 2430 2514






0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

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500

1000

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LFEEACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014





+ 4.2 % 186 (-3%) 0.21 0.60 Yes

The average en-route delay increased from 0.5 minutes per flight in Summer 2013 to 0.6 minutes per flight in Summer 2014.

80% of the delays were due to ATC Capacity, and 14% due to Weather.




Improved ATFCM procedures and STAM Yes

Reorganisation of lower airspace ELLX interface No

Upgraded ops room Yes

FABEC FRA Step 1: WE DCTs No

Maximum configuration: 18 UCESO No Maximum configuration: 16 UCESO


The ACC capacity baseline was measured at 186. During the measured period, the average peak 1 hour demand was 199 and the average peak 3 hour demand was 186.



2015 2016 2017 2018 20190.20 0.18 0.19 0.18 0.170.27 0.25 0.25 0.25 0.24

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLFEECTA

H 219 18% 229 5% 238 4% 247 4% 255 3%

Ref. 216 16% 222 3% 228 3% 234 3% 240 3%

L 206 11% 209 1% 212 1% 215 1% 219 2%

Open 216 16% 222 3% 228 3% 234 3% 240 3%

C/R 197 6% 202 3% 207 2% 212 2% 217 2%

LFEE 186

Capacity Profiles

ACC2014


2015 2016 2017 2018 2019


Capacity Plan

2015 2016 2017 2018 2019







FABEC XMAN Step 1 : Basic


Improved ATFCM procedures and STAM

Airspace

FABEC AD South-East

Phase 1 (EUC25)

FABEC AD South-East

Phase 2 (EUC22 Step 1

& SWAP)

IRP 2013 follow-up

& optimisation

FABEC AD South-East

Phase 3 (Full EUC22)

Reorganisation of lower

airspace ELLX interface

Reorganisation of group of

sectors R and N

UL10 +LAMP trial




Technical Datalink IOC 4flight (new

ATM system) implementation

Capacity

Significant Events Training for 4Flight (Autumn 2017

to end 2018)







There will be a capacity gap in Reims ACC for the full planning period.

2013 2014 2015 2016 2017 2018 2019







2015 ‐ 2019 Plan 188 190 194 194 202

120

140

160

180

200

220

240

260

280Cap


LFEEACC - Reference capacity profile and alternative scenarios


ESSIP Report recommendations Chapter 3 -

Recommendations issued from the ESSIP Report for 2013 applicable to France for all items that require corrective actions and improvements.

Reference number

Recommendation Ownership

REC-2013-1 (4) Local Stakeholders that declared delays in implementation of AOP04.1 to take corrective measures to reduce the implementation delays.

FR (LFMN), FR (LFLL), FR (LFML),

State feedback:

Technical reorganization in THALES and budget restrictions have delayed the deployment of A/SMGCS in Lyon, Marseille and Nice Airports.

Since T3/14 DSNA voted new budget to have Level 1 (MLAT) in Lyon, Level 1 and 2 in Nice and Ground Radar in Marseille.

REC-2013-1 (11) Local Stakeholders that declared delays in implementation of ITY-AGDL to take corrective measures to reduce the implementation delays.

AT, IT, PT, SK, SI, SE, NO, RS, ES,

ME, FR, MT

State feedback:

Datalink IOC (3 services out of 4, i.e.excluding datalink clearances) will be implemented between June 2015 and December 2015 in all 5 French ACCs. Previous commitment was end 2017. Full datalink including clearances will be implemented as from end 2018.

REC-2013-1 (12) Local Stakeholders that declared delays in implementation of ITY-ADQ to take corrective measures to reduce the implementation delays.

IE, AL, AT, LT, CZ, SI, PT, NO, NL, FR,

DE, ES, UK, HU

State feedback:

France confirms the analysis related to the implementation status of the ADQ regulation, given to the commisision by letter dated 19 July 2013 and whereby French regulator and the ANSP have expressed some concerns as follow: - The regulatory framework related to the implementation or revision of the data originators

requirement requires a national consultation of the concerned parties; - The complexity of the regulation have led to multiple lecture, more harmonised

understanding is expected, meanwhile the EASA is addressing the subject; - The systems supporting the ADQ requirement must be upgraded or changed with a

significant financial, human and technical impacts; - The two above points show that the planning aiming at the full compliance will be

achieved but it is not likely to be before July 2017.

For the military, AIP provision is done in close cooperation with civil service. Mandatory requirements are implemented and overseen.

REC-2013-1 (13) Local Stakeholders that declared delays in implementation of COM10 to take corrective measures to reduce the implementation delays.

NO, HU, FR, AM, GR, EE, UA

State feedback:

AMHS deployment is a priority for 2015. All relevant actions are in progress. Inter Operability Tests where performed in 2014 with the majority of ANSPs partner

REC-2013-1 (14) Local Stakeholders that declared delays in implementation of FCM03 to take corrective measures to reduce the implementation delays.

NO, UK, FR

State feedback:

AFP messages for missing FPL and ADES change has been planned in STIP version that will


Reference number

Recommendation Ownership

be in operational service early 2016. Full AFP capability (e.g. route and equipment update, etc...) should be available in next STIP version, thus preparing Cautra-4Flight transition.

REC-2013-1 (15)

Local Stakeholders that declared delays in implementation of ITY-COTR to take corrective measures to reduce the implementation delays.

AT, BE, DE, DK, BA, ES, IT, FR, GE, MT, HR, HU, IE, NO, SK,

UK, PT, SI

State feedback: Compliance to the COTR Implementing Rule is globally achieved: - on-going process of full achievement for REV&MAC as implementation with NATS is planned for

May 2015 - Conversely to what was announced last year, DSNA ATM system is actually compliant with OLDI-

REV-200-M.

- As a reminder, compliance regarding 29/2009 is addressed under ITY – AGDL and LOF&NAN implementation will be performed in the framework of Datalink CPDLC implementation at DSNA (around 2015-2016)

REC-2013-4 Ensure better planning reliability at local level. All States

State feedback:

As usual, DSNA introduced very few planning modification in 2014’s version of LSSIP. Long term projects take advantage of having dedicated “Program directors” and close coordination is permanently conducted around the program managers.

REC-2013-5 The ANSPs should ensure synchronised system evolution between neighbouring States. All ECAC ANSPs

State feedback:

DSNA participates to multiple coordination with its neighbours. From AEFMP in the south/south west to Ireland with whom DSNA collaborates in the context of COOPANS/COFLIGHT convergence, a Ten-T awarded project, DSNA works in close coordination with ENAV and SKYGUIDE on COFLIGHT FDP project, with its FABEC and A6 partners on coordinated actions and programs.

REC-2013-15

The ANSPs within a FAB should coordinate their system renewal and capability evolution more closely in order to deliver larger scale performance improvements to customers.

FAB ANSPs

State feedback: The “FABEC ANSP Strategic Agenda”, contains, amongst others, all agreed planned and ongoing FABEC activities. Based on this Strategic Agenda the FABEC 5-Year-Work-Plan (5YWP) detailing all the activities, the time schedule and the required budget is developed. Both the Strategic Agenda and the 5YWP are revised twice a year.

Besides, the OPS and TECH domains have jointly developed the FABEC roadmap containing the FABEC projects/activities and the ANSP local studies/projects that have a direct/indirect impact on the FABEC project implementation timeframe. This roadmap is also revised twice a year.

In this way, it is made sure that an agreed ANSP work plan and roadmap is available, including the main system renewals.

Within FABEC, dedicated Standing Committees address all operational, technical and SESAR matters and make sure that proper coordination is done among FABEC ANSPs to ensure proper interoperability between stakeholders.

Even if common procurement is investigated, ANSPs should not be constrained on the “how” to implement functionalities and reach the performance objectives.


National Projects Chapter 4 -

Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references

Expected Contribution to the Key Performance Areas *

DSNA (FR) Aéroport du Grand Ouest à Notre-Dame-des- Landes (NDDL) (-)

A future airport to serve the western area of France is being created near Nantes. It will replace Nantes-Atlantique airport that is located very close to the city with a final approach 21 that flies over the city centre.

Project launched in 2011 but suspended at the end of 2012 due to violent opposition in situ. Political decision foreseen in 2015.

- ESSIP:-OI-Steps: - Other: -

Capacity: It will also offer a higher level of capacity with better extension capability Safety: It will also offer a higher level of safety with better extension capability Environment: The airport is designed to address the environmental performance with a high level of priority. Cost-Efficiency: -

AMAN (-) To replace legacy AMAN system (MAESTRO), a new AMAN tool will behas been deployed and is operational at LFFF since mid 2014 for sequencing and metering the flow of traffic inbound the Paris terminal area. This new AMAN system will be implemented as well in the South East of France (LFMM) for the benefit of Lyon and Nice TMA (planned by the end of year 2015).

- Procurement has been awarded a few years ago. AMAN is operational in version 1. A new more complete version will be implemented in 2015.

ESSIP:ATC15OI-Steps: TS-0305 Other: ASBU : B0-RSEQ

Capacity: Increasing of capacity and reduction of holdings in TMA area. Safety: - Environment: Less fuel burnt through reduced speed and optimized trajectories. Cost-Efficiency: -

CSSIP (-) Migration of all networks for data and voice communications to Internet Protocol (IP) : LAN, IP-WAN, AMHS COM Centre

2012-2016 LANs and AMHS COM Centre compliant IP-WAN deployment on-going VoIP telephony operational between ACCs

ESSIP:COM09, COM10 OI-Steps: - Other: ASBU : B1-SWIM

Capacity: -Safety: - Environment: - Cost-Efficiency: Cost efficiency improvement through up to date technology

ERATO (-) Medium-Term Conflict Detection system + electronic environment for en-route control centers

- In progress. Ongoing pre-operational trials

ESSIP:ATC12, ATC17 OI-Steps: CM-0201, CM-0202, CM-0203 Other: ASBU: B0-

Capacity: Safetyimprovement through advanced decision support tools available for the Air Traffic Controllers Safety: Capacity improvement through advanced decision support tools available for the




FICE Air Traffic ControllersEnvironment: - Cost-Efficiency: -

ILS rationalisation (-)

Within its navigation strategy, France equipped every instrument runway end with APV procedures and has defined the associated ILS decommissioning.

- 5 ILS have been decommissioned. Target date for execution : 31/12/2015

ESSIP:-OI-Steps: - Other: NAV06 ASBU : B0-APTA

Capacity: -Safety: A safety benefit by implementing APV at every IFR runway ends. Environment: An environmental benefit by implementing APV at every IFR runway ends. Cost-Efficiency: Cost efficiency by decommissioning ILS system.

PBN APV (-) Publication of APV procedures on every instrument runway ends (according to ICAO resolution A37-11)

2012-2017 Publication of 160 RNAV approach procedures (87 LPV, 35 baro-VNAV) for 197 instrument runway ends

ESSIP:NAV10OI-Steps: AOM-0602, AOM-0604 Other: ASBU: B0-APTA

Capacity: -Safety: Safety improvement by providing vertical guidance on all runway ends Environment: - Cost-Efficiency: Cost efficiency by reducing the conventional equipment network

SYSAT (Systems for APP and TWR) (-)

Replacement of ATM system in all DSNA mainland TWRs and in major APPs.

- Procurements started in 2014. First order is planned for spring 2015.

ESSIP:-OI-Steps: - Other: HUM03.1 ICAO ASBU: B0-RSEQ, B0-SURF, B0-ACDM, B0-APTA, B0-FICE, B0-ASEP SESAR: Compliance with SESAR interoperability standards are required

Capacity: Capacity through better automation Safety: Safety through improved back-up. Environment: - Cost-Efficiency: Cost efficiency through sharing of cost and up to date technology


Regional Co-ordination Chapter 5 -

5.1 FAB Co-ordination

FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxemburg, 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 will deliver on the goals set by SES II and as laid down in the FABEC Performance Plan – 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. It will do so by developing a set of projects which are described in the next section.

5.2 FAB Projects

On the following pages, tables detail for each ongoing main FABEC project:

which ANSPs and military partners are participating

a description, the scope and objectives

the schedule and implementation planning

the status end 2014

the link to the ESSIP, if any

the expected performance contribution to the SES KPAs capacity, safety, environment and cost-efficiency


Project Name: AIM Expert Task Force Project Code: AIM

Organisation(s) Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), Mil. Authority (BE), Skyguide (CH)

Description/Scope/Objectives

Mid 2014, the AIM Steering Group decided to merge the two former subgroups 'AIM Harmonisation' and 'AIM Publication' into one Task Force in order to make better use of the scarce resources. The AIM Task Force has four areas of activities: - Harmonisation of Aeronautical Information (Common AIS Reference Data set) - Alignment of National Aeronautical Information Publications - Development of a Common FABEC AIM Data Package for the initiation of an airspace design project - Early contribution to the implementation of an airspace design project (upload the specific AIM data to EAD as early as possible).

Schedule/Implementation planning

The Task Force started its activities in September 2014 and plans to finalize by end 2016.

Status

Work has been started in September 2014.

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references

ESSIP: ITY-ADQ

OI Steps: IS-0202, IS-0204

Other References: PCP: AF5: Initial System Wide Information Management. Preliminary Deployment Programme: FT 5.3.3: Interface to NMS Centralised Services: CS5: European ATM Information Management Service (EAIMS)

Expected Performance Contribution (specific to the participating organisation(s)) *

Capacity N/A

Safety Harmonised aeronautical information, avoiding duplications or ambiguities, significantly contributes to ATM safety.

Environment (including flight efficiency)

FABEC wide harmonised data sets available from a single source will allow for improved flight planning.

Cost efficiency Expected: A significant positive impact on the cost efficiency of e.g. Airspace Design Projects as cross-border data becomes readily and seamlessly available.

Cooperation Activities

-


Project Name: Airspace Design CBA Land/Central West

Project Code: AD CBALCW

Organisation(s) DFS (DE), LVNL (NL), MIL (DE), Maastricht UAC (MAS), Mil. Authority (NL)


The objective of the CBA Land/Central West project is to design and implement an optimised ATS structure of the FABEC Central West area and of the North area which also includes a CBA Land. Based on known constraints in current airspace design, the objectives of the project are to: - Release military airspace in the south of the Netherlands, to create increased civil capacity and more direct civil routes for the hub airports London, Paris, Frankfurt and Amsterdam. - To compensate the military airspace users, to implement a larger consolidated Cross-border exercise area to accommodate legacy as well as fifth generation fighter training operations.


The work of CBA Land / Central West will be implemented in two steps: Step 1 – implemented by Q4 2017 This step implements the new and changed sectorisation and ATS route structures related to the Northern area and the core area of CBA Land military cross-border area over Northern Netherlands and Germany. The implementation also requires improved ASM arrangements and initial GAT route network improvements in the southern part and it will also implement the required cross-border ATM legislation, rules and procedures. Step 2 – implemented by Q4 2018 This step completes the full implementation of CBA Land/Central West project. It will implement the restructuring of the airspace structure in the southern part and allow full release of a MIL training area (TRA12) in the South-East of the Netherlands and the implementation of the 4th IAF for Amsterdam Airport Schiphol, resulting in direct routings in the lower and upper airspace. At the same time the end state of the CBA will be implemented.

Status

The airspace and route design has been developed and successfully validated.


ESSIP: -

OI Steps: -

Other References: -


Capacity KPI Average en-route ATFM delay per controlled flight: 0.5 min./ flight or less from 2017 onwards.

Safety Approved safety case.


KPI Percentage of route extension represented in distance flown compared to the great circle distance: no change until 2018, 5% reduction from 2019 onwards.

Cost efficiency Total economic cost per flight hour: unchanged until 2019, improvement afterwards.


-


Project Name: Airspace Design South-East Project Code: AD SE

Organisation(s) ANA (LU), Belgocontrol (BE), DFS (DE), DSNA (FR), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Mil. Authority (NL), REMIL (CH), Skyguide (CH)


The scope of the South East airspace project consists of 2 main airspace changes: 1. SWAP In the current situation, the flows of traffic on UN852 and UN853 cross twice, once in Brussels UIR at the DIK waypoint, and again to the north of Geneva. The SWAP concept intends to remove this dual crossing to improve safety and increase the capacity of the network by: - De-conflicting upper air routes UN852 and UN853 by swapping the direction of the traffic flows - Creating duplicate parallel routes to allow for segregation of over flights from climbing and descending flights The boundaries of the EUC 25 (French-Swiss Cross Border Area) have to be redefined to ensure sufficient civil airspace for the new Geneva SIDs & STARs that will be implemented to join the SWAP network. 2. EUC22 Establish a new Cross Border Area (CBA) EUC22 for use by the French, German and United States Air Forces. This EUC 22 will increase the amount of airspace available for civilian use in the LUX area. This additional airspace will allow for optimisation of the civil route network (SWAP) and will assist the various Airspace Projects around the LUX area to achieve their performance targets. A stepwise approach was chosen for the implementation of the EUC22.


To facilitate the implementation, the project has been divided into three phases: Phase 1 EUC25 (March 2015) Phase 2 SWAP and new EUC22 step 1 (March 2016) Phase 3 FULL EUC22 (March 2018)

Status

Phase 1 implementation is planned for the 5th of March 2015. Phase 2 solution design (SWAP and EUC22 step 1) has been finalized by end of December 2014.


ESSIP: -

OI Steps: -

Other References: AOM20: Implement ATS Route Network (ARN) – Version 7. (Objective set to “Achieved”and removed from ESSIP ed.2014)


Capacity Mixture of positive and negative impact on capacity, with an overall neutral effect.

Safety Operationally, the change will be capable of handling a higher capacity than today with the same or improved level of safety. Additionally, a reduction in the number of serious separation minima infringement incidents is expected due to the removal of the upper level crossing points on UN852 and UN853.


The overall horizontal flight efficiency is improved. Annually, a total reduction of 800,000 NM is expected, resulting in cost savings to the airlines of 7.5 million . This will also result in a reduction of CO2 emissions.

Cost efficiency No impact.


-


Project Name: Extended Arrival Management Project Code: XMAN

Organisation(s) Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), Skyguide (CH)


The XMAN/AMAN project will develop and implement a harmonised 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 optimise arrival management operations for the major 5 airports/TMAs as well as for other selected intermediate airports as defined by the Commission Implementing Regulation (EU) No 716/2014. One of the main characteristics of the XMAN/AMAN 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.


The XMAN project envisages 3 development and implementation steps: Basic - from 2012 to 2017 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by DFS, LVNL, MUAC, DSNA and NATS. Advanced - 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. Optimised - from 2017 to 2023 The Optimised 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 Solution design of the Basic Step has been approved by the ASB in November 2014. The concept development of the Advanced Step has been approved by the ASB in November 2014.


ESSIP: ATC07.1, ATC15

OI Steps: TS-0102, TS-0305

Other References: PCP: AF1: Extended AMAN and PBN in high density TMA Preliminary Deployment Programme: - FT 1.1.1: Basic AMAN - FT 1.1.2: AMAN upgrade to include Extended Horizon function


Capacity Improved average punctuality: small positive effect. Better forecast for sector loads: small positive effect. Reduced controller workload: no significant effect.

Safety Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect.


Reduction of: - Track miles and holdings: small positive effect; - Fuel burn: large positive effect; - CO2/NOX emissions: large positive effect.

Cost efficiency From ANSP point of view: large negative effect (investment cost without financial return for ANSP).


-


Project Name: FABEC ATFCM/ASM Project Project Code: FAAP

Organisation(s) ANA (LU), Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), Mil. Authority (NL), REMIL (CH), Skyguide (CH)


The aim of this project is to develop and implement a FABEC ASM function addressing both civil and military airspace user’s needs. The FABEC ASM function will rely on CDM only. AMC responsibilities are remaining as they currently are but AMCs should use interoperable tools and updated operational procedures to enhance data exchange/sharing and coordination between stakeholders. The project will: - Contribute to and follow the general initiative to establish common principles of ASM for FABEC countries - Refine a concept of operation for a FABEC ASM function and develop associated procedures and requirements - Consider the findings from the FUA harmonization Task - Carry out a thorough analysis of the existing tools (STANLY, DIANE, LARA, MICAMS,...) This project will achieve the following objectives in a stepped approach: - Enable a FABEC Airspace Status Overview - Create a set of harmonized ASM procedures (data sharing) across FABEC States - Define CDM coordination procedures to provide ASM solutions


Step 1: Provide a FABEC airspace overview and enhance the cooperation between AMCs by Q1 2015: - Benchmark ASM daily practices that are currently in place - Take into account the recommendations contained in the D7.1 document, aiming at establishing harmonized “Booking Principles and Priority Rules”, and to use this as a basis for the establishment of harmonized procedures to enhance the current ASM, as presently contained in the current ASM Handbook - Initiate a FABEC wide coordination process between AMCs - Introduce FABEC wide data sharing to enable a FABEC Airspace overview Step 2: Define CDM coordination procedures to provide ASM solutions by end 2016: -Take on board lessons learnt from step1. -Establish processes of cross-border coordination to provide ASM solutions.

Status

In November 2014, Step 1 has been implemented. Step 2 will start begin 2015.


ESSIP: AOM19

OI Steps: AOM-0201, AOM-0202, AOM-0205, AOM-0401, DCB-0203

Other References: PCP: AF3.1: Airspace Management and Advanced Flexible Use of Airspace Preliminary Deployment Programme: FT 3.1.1: Implement initial ASM tool Centralised Services: CS4: Advanced Flexible Use of Airspace


Capacity Step 1 consists mainly in an organisational change and ASM data sharing with the data only used to enhance the AMC’s situational awareness. As such Step 1 will not deliver any performance benefits as far as it concerns the 5 KPAs contained in the FABEC Performance Plan. Step2 A collaborative decision-making process and cooperation between AMCs should result in an improvement due to better use of additional capacity provided through released airspace/CDR2. The airspace management will be based on civil and military needs. Benefits are expected.

Safety Step 2 which implies the operational use of the shared ASM data on cross-border basis may have a safety impact and therefore will require a Safety Case.For the moment there is not sufficient visibility to estimate the impact on safety and the necessary mitigation means. A safety assessment will be conducted following the most adequate methodology option.


Through better information sharing and improved planning, there will be more opportunities for CDR2 openings and tactical re-routings resulting in a possible reduction of fuel burn and reduction of gaseous and noise emissions. Benefits are expected.

Cost efficiency Financial benefits are expected for users through a better management of available capacity as well as a better network efficiency – notably with an increased rate of CDR2 use – and a balance to be found in Cost Efficiency between costs generation to man the function and a better management of airspace which reduces traffic complexity.


-


Project Name: Flow Optimisation Concept Scenario Project Code: FOCS

Organisation(s) Belgocontrol (BE), DFS (DE), DSNA (FR), MUAC ANSP (MAS)


The main objective of the FOCS study is to develop an airspace design for the core area which is acceptable to all partners and contributes to FABEC Performance Targets of HFE and Capacity by: - Optimising sectorisation regardless of national boundaries and existing Division Flight Levels within the core area- Optimising the routing options for airspace users; - Optimising the interfaces (UK, SE, CBA Land/CW); - Taking into account the major local projects impacting FABEC (Paris Point Merge); - The MOSEL study is considered to be part of FOCS, rather than a parallel activity. Additionally, the FOCS Feasibility Study shall: - Develop an implementation plan reflecting the implementation timeframes of the different options; - Make a clear distinction between options that could be implemented within the RP2 timeframe and those after the RP2 timeframe (i.e. 2020-2025). - Developing, for the timeframe beyond RP2, an airspace strategy (2020-2025) which need to be agreed by all ANSPs.


The study will be finalized by mid-2015. Should the study lead to an implementation project the envisaged implementation timeframe is towards the end of RP2 (2018-2019). Implementation would be modular rather than a big bang approach.

Status

The FOCS study has been re-launched mid-September 2014 and the study plan has been updated.


ESSIP: -

OI Steps: -

Other References: -


Capacity First indication will be defined by the study.

Safety Shall not deteriorate.


First indication will be defined by the study.

Cost efficiency First indication will be defined by the study.


Include collaboration with NATS and FAB UK


Project Name: Free Route Airspace Project Code: FRA

Organisation(s) Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL (NL), MIL (DE), MUAC ANSP (MAS), Mil. Authority (BE), Mil. Authority (FR), REMIL (CH), Skyguide (CH)


The 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 plan-able 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 cross-border and FABEC wide.


The FRA roadmap defines three major implementation steps. The project’s current main focus is on the first two steps. The concept of Step 3 is not sufficiently mature to implement; however planning has begun to launch this activity. - Step 1: Planning of DCTs available during night and weekends when military areas are not active - Step 2: Implementation of DCTs H24 including potential military activities. This step has been divided in three levels: Level 1 concerns H24 DCTs which don’t impact military areas, level 2 aims at implementing H24 DCTs impacting military zones which could be available according to military activity. Level 3 targets FABEC wide DCTs but also, further optimizes the use of DCTs through military areas supported by an advanced FUA concept above FL 365. - Step 3: FABEC Airspace or portion thereof above specific level(s) within which users may freely plan a route between a defined entry point and a defined exit point, with the possibility to route via intermediate (published or unpublished) way points, without reference to the ATS route network, subject to airspace availability. Within this airspace, flights remain subject to air traffic control. Steps 2 and 3 need a close coordination on FUA requirements with the ATFCM/ASM project that is in charge of the interface with the Airspace Committee FUA TF.

Status

- For all ANSP’s, step 1 implementations have begun and are on-going. - For MUAC and DFS Step 2 Levels 1 and 2 have begun and are on-going. Planning for Step 2 Level 3 and Step 3 implementation is currently underway to be consistent as much as possible with the PCP Requirements.


ESSIP: AOM21

OI Steps: AOM-0401, AOM-0402

Other References: PCP: AF3.2: Free Route Preliminary Deployment Programme: - FT 3.2.1: Upgrade ATM Systems - FT 3.2.3: Implement Direct Routes


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.

Safety No impact


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.

Cost efficiency Significant investments for all the involved ANSPs.The sensitivity analyses show that even with the most pessimistic scenarios of low traffic, lower benefits, delayed benefits, higher costs, low airline adoption and a low cost of distance flown, the NPV of the project remains positive.


-


Project Name: Implementation of Common Cost Management level II

Project Code: CCM level II

Organisation(s) ANA (LU), Belgocontrol (BE), DFS (DE), DSNA (FR), LVNL (NL), MUAC ANSP (MAS), Skyguide (CH)


The common planning of financial aspects (investments, cost savings, etc.) between ANSPs is considered the next step towards an aligned financial framework. The project will analyse which cost items can commonly be planned, which synergies can be derived and which consequences can be derived from the obtained information.


2015-2016

Status

Not started yet.


ESSIP: -

OI Steps: -

Other References: -


Capacity N/A

Safety N/A


N/A

Cost efficiency The project is the baseline for future financial cooperation and hence an enabler for future benefits in Cost Efficiency without actually delivering own elements of cost saving.


-


Project Name: New VCS system Project Code: -

Organisation(s) DSNA (FR), MUAC ANSP (MAS)


New radio and telephone high capacity system, supporting Voice over IP for inter-center telephony and ground radio stations


Procurement awarded in 2011

Status

Procurement awarded in 2011


ESSIP: COM11

OI Steps: -

Other References: -


Capacity -

Safety Safety through improved back-up


-

Cost efficiency Cost efficiency through sharing of cost and up to date technology


-


5.3 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 ESSIP component and in the near future 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 (AENA (ENAIRE), DFS, DSNA, ENAV, NATS, NORACON), 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 coordination:

- AENA (ENAIRE), BULATSA, DFS, DSNA, EANS, ENAV, FINAVIA, LFV, LGS, NATS, NAV, NAVIAIR, PANSA for SESAR interim deployment programme monitoring.

- - AENA (ENAIRE), DCAC, DFS, DSNA, EANS, ENAV, FINAVIA, LGS, MATS, NATS, NAV Portugal, NAVIAIR for SESAR interim deployment programme execution

- - AENA (ENAIRE), AUSTRO Control, DFS, DSNA, ENAV, IAA, LFV, NATS for advanced FdP capabilities in Europe.

- DFS, NATS, ENAV, AENA (ENAIRE), NORACON for New European Common Services Provision for PENS2 and DLS

- AUSTROCONTROL, IAA, LFV, NAVIAIR for Speeding up and facilitating SESAR deployment through convergence between COOPANS and DSNA/4Flight ATM systems

Member of the SESAR Deployment Alliance that was tasked on December, 5th 2014 by the European Commission to drive SESAR Deployment as “SESAR Deployment Manager”

5.3.1 Regional Cooperation Initiatives

DSNA, ENAV and Skyguide partnership

DSNA has launched two major projects in partnership with ENAV and Skyguide:

The aim of COFLIGHT is to implement with ENAV and Skyguide a new FDP system that will be compliant to SES interoperability regulation. Following the definition phase, the realisation of the first version of COFLIGHT has started in 2006, and has been delivered to the Customer. The development of Version V2 has been launched end of March 2009; the development Version V3 has been launched in October 2011 (procurement awarded on 26th October 2011).

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 2018 Step 2: implementation is planned in 2020. The contract has been awarded in October 2011.

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 (CADAS : COMSOFT Aeronautical Data Access System); Common specification and procurement with Maastricht ACC (MUAC) of a next generation VCS

(Voice Communications System).


DSNA operates with CNES the performance assessment and check-out facility for the EGNOS SBAS system.

A6 consortium

The “A6 Group” was set up informally in 2007 between the ANSPs interested in accessing the SJU membership, i.e.:

- AENA (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) and the North European ANS Providers (NEAP) including AVINOR (Norway), EANS (Estonia), Finavia (Finland), IAA (Ireland), ISAVIA (Iceland), LFV (Sweden) and Naviair (Denmark).

After a successful cooperation for the accession to the SJU membership, it was decided to formalise the A6 Group through a Memorandum of Cooperation concluded in June 2011.

The aim of the cooperation and coordination between the 6 parties is to provide customer value through improving the ATM performance at European Network Level and increasing the pace of the Single European Sky. The main areas of cooperation are related to general fields of mutual interest (best practices, harmonised strategy…), the SESAR R&D phase and SESAR deployment phase.

The governance of the A6 Group is ensured by a Steering Board composed of CEOs. The Steering Board meets on a quarterly basis and it is supported by a Strategic Board composed of senior managers. R&D Working Group and Deployment Working Group were set up to organise cooperation at expert level.

The A6 Group has very quickly become an important player and a key stakeholder of the Single European Sky. The A6 has provided to the SESAR JU significant and remarkable contributions for example at the occasion of the ATM Master Plan Update.

A6 consortium leads European-wide technical activities validated and cofunded by the EC for their consistency with SES framework: ANSPs coordination for IDSG (CFP Ten-T 2011, 3.6 M€, cofunded 50%), ANSPs coordination for IDP (CFP Ten-T 2012, 233.9 M€, cofunded 20%), Advanced FDP (CFP Ten-T 2012, 13.3 M€, cofunded 50 %) and New European Common Services Provision for PENS2 and DLS (CFP Ten-T 2013, 2.4 M€, cofounded 50%).

The A6 has also developed in a close partnership with COOPANS ANSPs and PANSA, a strong relationship with the A4 (Airlines) and the SDAG (airports) that led to the setup of an industry led consortium (SESAR Deployment Alliance). On December, 5th 2015, SDA was granted by EC the setup of the SESAR Deployment Manager, thus strengthening its legitimacy in actively contributing to SESAR deployment.

Regional AEFMP framework

AEFMP was set up by Algeria, Spain, France, Morocco and Portugal in 1996 so as 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 rendered services. To this regard, a Joint AEFMP Plan was signed by the Civil Aviation Authorities and by the Air Navigation Service Providers in 2002.

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 coming 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 coming from technical premises between adjacent units, when pertinent; and

• 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 the airspace 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; and

• to analyse 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 third countries collaboration activities, with the aim to extend the SES initiative to them as much as possible, and joint participation in initiatives such as the EUROMED Aviation Project, everything keeping in mind to maintain or improve, if possible, the level of safety in the AEFMP area.

In 2014, among its regular activities, AEFMP had the opportunity to emphasize its collaboration with EUROMED. AEFMP presented to EUROMED countries its Inter-ANSP Memorandum of Cooperation template during a workshop that was held at the occasion of the WAC 2014 in Madrid. Moreover, in line with its objective to develop the UE technical cooperation with the AEFMP North-African partners, the group promoted data communications courses to Algeria and Morocco to be funded by EUROMED with a positive result concerning Morocco.

In 2014, AEFMP set up its public website, www.aefmp-atm.org and an intense work on the revision of the Joint AEFMP plan took place. Both activities are intended to be fully achieved during 2015.


5.3.2 Regional Projects



DSNA (FR), ENAV (IT)

4Flight (-) 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 2018 Step 2: implementation is planned in 2020. The contract has been awarded in October 2011.

Procurement has been awarded in October 2011 Initial trials performed successfully in December 2012 Pre-operational version deployments planned in two ACCs in 2014 Commissioning is planned in pilot ACCs by 2018

ESSIP:ATC07.1, ATC12, ITY-AGDL OI-Steps: AUO-0301, CM-0202, CM-0203, TS-0102 Other: ASBU : B0-RSEQ B0-TBO

Capacity: Capacity performance improvement through enhanced flight plan and trajectory management. Safety: Environmental performance improvement through enhanced flight plan and trajectory management. Environment: - Cost-Efficiency: Better cost efficiency through shared development and maintenance costs

DSNA (FR), ENAV (IT), Skyguide (CH) COFLIGHT (-) New generation ATM FDP system

COFLIGHT, electronic environment and fully compliant with ATM Master Plan

Procurement has been awarded in October 2011 Initial trials performed successfully in December 2012 Pre-operational version deployments planned in two ACCs in 2014 Commissioning is planned in pilot ACCs by 2018

- ESSIP:ATC07.1, ATC12, ITY-AGDL OI-Steps: AUO-0301, CM-0202, CM-0203, TS-0102 Other: ASBU : B0-RSEQ B0-TBO

Capacity: Capacity performance improvement through enhanced flight plan and trajectory management. Safety: - Environment: Environmental performance improvement through enhanced flight plan and trajectory management. Cost-Efficiency: Better cost efficiency through shared development and maintenance costs


Objective Implementation Chapter 6 -

Conventions

Two colour codes are used for each ESSIP Objective ‘box’:

o one 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.

Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs) Obj. Progress (**)

State’s high level progress statement State Impl. Date

REG (By:mm-yyyy) REG high level progress statement

APO. Progress (**)

APO Impl. Date

ASP (By:mm-yyyy) ASP high level progress statement

ASP. Progress (**)

ASP Impl. Date

MIL (By:mm-yyyy) MIL high level progress statement

MIL. Progress (**)

MIL Impl. Date

APO (By:mm-yyyy) APO high level progress statement

APO. Progress (**)

APO Impl. Date

(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code:

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late


6.1 ESSIP Objectives Implementation progress

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018

[IDP]

Partly Completed

OI Step(s): AOM‐0202 [E], AOM‐0301 Global harmonisation OAT/GAT process is well advanced with close civil‐military cooperation . 31/12/2018

REG (By:12/2018)

Review national legislation comparing to the EUROAT specifications in order to ensure OAT/GAT compatibility rules (RCA/4 : Reglement de la Circulation Aerienne 4)

Partly Completed

31/12/2018

ASP (By:12/2018)

The trials conducted in Reims ACC in 2013 were sucessfull, and a "type II CMCC" has been implemented.

Partly Completed

31/12/2018

MIL (By:12/2018)

The global harmonisation process is well advanced, due to permanent dialogue between State aviation and Civil aviation authorities, in order to apply as far as possible common principles. It is formalized inside OAT rules (RCAM) and OAT/GAT compatibility rules (RCA/4). Consistency with EUROAT is ongoing.

Partly Completed

31/12/2018

AOM19

Implement Advanced Airspace Management Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016

[IDP]

Partly Completed

OI Step(s): AOM‐0201, AOM‐0202 [E], AOM‐0205 [E], AOM‐0401 [E], DCB‐0203 [E]

Advanced airspace management is well implemented in France 31/12/2015

ASP (By:12/2016)

DSNA is generally compliant with the requirements for AAM , except ASP‐06 that National High Level Airspace Policy Body decided not to apply as such. The plans for later targets have yet to be finalised.

For the Military, advanced Airspace Management is well implemented in France. ADR and rolling ASM/ATFCM will be taken into account in the following years.

FABEC

ATFCM/ASM

Project

Partly Completed

31/12/2015

AOM21

Implementation of Free Route Airspace Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2017

[IDP] Planned

OI Step(s): AOM‐0401 [E], AOM‐0402

Free Route Airspace Implementation is being studied in the FABEC framework. 31/12/2017

ASP (By:12/2017)

Free Route Implementation is being studied in the FABEC framework. The project is ongoing.

Free Route

Airspace

Planned

31/12/2017


AOP03

Improve runway safety by preventing runway incursions Timescales: Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013

[IDP] Completed

OI Step(s): AO‐0101

Initial objectives following EAPPRI 1.0 and EAPPRI 2.0 have been implemented. 31/12/2013

REG (By:12/2013)

All necessary regulations promulgated. Sampling oversights done through SMS oversights.

Completed

31/12/2013

ASP (By:12/2013)

Done on the largest airports and has been extended to all controlled airports with a limited scope. ESARR 3 have been promulgated within the French regulations. Oversights done through SMS oversights. EAPPRI recommendations have been implemented according to timescale given on the largest airports. Applicability of the recommendations varies among the different airport groups (from Group A, large airports, to group G, small controlled platforms) Recommendation 4.3.4 (use of English language for radio communications) has been deemed inapplicable. For all the other recommendations : ‐ all are applicable to the largest airports ‐ recommendations 4.1.1 4.1.2 are not applicable to group C to group G Airports ‐ recommendations 4.2.6, 4.2.7, 4.5.8, 4.5.9, 4.5.10 are not applicable to group F&G airports This was done following EAPPRI 1.0 ; EAPPRI 2.0 modifications have been achieved.

All dual civil‐military traffic airbases are compliant with both ICAO and EUROCONTROL requirements. This was done following EAPPRI 1.0 ; EAPPRI 2.0 was dispatched to MIL ANSPs in April 2012.

Completed

31/12/2013

APO (By:12/2013)

All the regulation is published by the French regulator, overseen by the French NSA for each airport. This is part of the airport certification process.This was done following EAPPRI 1.0 and EAPPRI 2.0. Toulouse Blagnac has complied during 2014.

All dual civil‐military traffic airbases are, as far as relevant for military, compliant with both ICAO and EUROCONTROL requirements. This was done following EAPPRI 1.0 ; EAPPRI 2.0 was dispatched to MIL ANSPs in April 2012.

Completed

31/12/2014

AOP04.1

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

Late

OI Step(s): AO‐0201 [E] LFBO - Toulouse System planned for operations by 12/2015 31/12/2015

REG (By:12/2010)

At this stage neither ICAO nor EASA or Eurocontrol have 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 on going work within ICAO groups and EASA could provide a baseline for future regulation if deemed necessary. The system is planned for operation by 12/2015; at this stage no AIP regarding transponder operating procedure has been published in the AIP.

Not Applicable

31/12/2015

ASP (By:12/2011)

The surface movement radar (SMR) is available Due to budget constraints, Mode S multi‐lateration and equipment for location and identification of vehicles will be bought in 2014 and installed by end 2015.

Late

31/12/2015

APO (By:12/2010) System planned for operations by 12/2015

Late

31/12/2015


AOP04.1


Completed

OI Step(s): AO‐0201 [E] LFLL - Lyon 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 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 on going 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).

An AIC has been published (AIC 16/13) regarding multilateration procedures validation at Lyon.

Not Applicable

30/09/2014

ASP (By:12/2011)

SMR is already available. A‐SMGCS Level 1 using Mode S multilateration has been installed in Lyon. System is in operational use since september 2014.

Completed

30/09/2014

APO (By:12/2010) A‐SMGCS Level 1 done by DSNA September 2014.

Completed

30/09/2014

AOP04.1


Late

OI Step(s): AO‐0201 [E] LFML - Marseille System planned for operations end 2016 31/12/2016

REG (By:12/2010)


AIP procedures publication will be done in due time.

Not Applicable

31/12/2016

ASP (By:12/2011)

The surface movement radar (SMR) has been installed in 2012 and will be in service in Q2‐2015. Due to budget constraints, system with ModeS multilateration is planned for full operations by end 2016 .

Late

31/12/2016

APO (By:12/2010) System planned for operations in 2016

Late

31/12/2016


AOP04.1


Late

OI Step(s): AO‐0201 [E] LFMN - Nice System planned for operations in 2015 30/06/2015

REG (By:12/2010)


AIP publication will be done in due time.

Not Applicable

30/06/2015

ASP (By:12/2011)

The surface movement radar (SMR) has been installed in 2013 and will be in service in mid 2015. Multilateration ModeS is planned for 2013 and in service by mid 2015.

Late

30/06/2015

APO (By:12/2010) System planned for operations in 2015

Late

30/06/2015

AOP04.1


Completed

OI Step(s): AO‐0201 [E] LFPG - Paris - Charles de GaulleA‐SMGCS Level 1 in service at CDG since 2002 31/12/2009

REG (By:12/2010)


Procedures have been published in the AIP ARR/DEP chapter 10.2. An AIC was also been bublished for multilateration in 2004 (AIC 02/04).

Completed

31/12/2009

ASP (By:12/2011) A‐SMGCS Level 1 is already in service at CDG.

Completed

31/12/2002

APO (By:12/2010) Equipage is completed.

Completed

31/12/2002

AOP04.1


Completed

OI Step(s): AO‐0201 [E] LFPO - Paris - Orly 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 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 on going 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)

Not Applicable

31/12/2007

ASP (By:12/2011) A‐SMGCS Level 1 already in service at Orly.

Completed

31/12/2007

APO (By:12/2010) Equipage is completed

Completed

31/12/2007


AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

Planned

OI Step(s): AO‐0102 LFBO - Toulouse A‐SMGCS Level 2 planned for operations in Toulouse end 2017, soon after availability of MLAT system 31/12/2017

ASP (By:12/2017)

A‐SMGCS Level 2 planned for operations in Toulouse end 2017, soon after availability of MLAT system

Planned

31/12/2017

APO (By:12/2017) A‐SMGCS Level 2 planned for operations in Toulouse end 2017

Not Applicable

31/12/2017

AOP04.2


Planned

OI Step(s): AO‐0102 LFLL - Lyon A‐SMGCS Level 2 will be put in operation at Lyon in end 2016 31/12/2016

ASP (By:12/2017)

A‐SMGCS Level 2 will be put in operation at Lyon in december 2016 after retrofit of control function equipment

Planned

31/12/2016

APO (By:12/2017) A‐SMGCS Level 2 equipment will be operational in Lyon in 2016

Not Applicable

31/12/2016

AOP04.2


Planned

OI Step(s): AO‐0102 LFML - Marseille A‐SMGCS Level 2 planned for operations in Marseille by end of 2017 31/12/2017 ASP (By:12/2017) A‐SMGCS Level 2 planned for operations in Marseille by end of 2017

Planned

31/12/2017

APO (By:12/2017) A‐SMGCS Level 2 planned for operation in Marseille by end of 2017

Not Applicable

31/12/2016

AOP04.2


Planned

OI Step(s): AO‐0102 LFMN - Nice A‐SMGCS Level 2 planned for operations in Nice at the mid of the year 2016. 30/06/2016

ASP (By:12/2017)

A‐SMGCS Level 2 planned for operations in Nice at the mid of the year 2016.

Planned

30/06/2016

APO (By:12/2017)

A‐SMGCS Level 2 planned for operations in Nice at the mid of the year 2016.

Not Applicable

30/06/2016


AOP04.2


Completed

OI Step(s): AO‐0102 LFPG - Paris - Charles de GaulleA‐SMGCS Level 2 operational at CDG since 2003. RWSL system implementation is underway : expected operational in 2016.

31/12/2003

ASP (By:12/2017)

A‐SMGCS Level 2 already operational at CDG. RWSL expected operational in summer 2015 on RWY 09R/27L and early 2016 on RWY 08L/26R.

Completed

31/12/2003

APO (By:12/2017)

A‐SMGCS Level 2 operational at CDG since 2003. RWSL system implementation is underway and expected operational in june 2016.

Completed

31/12/2003

AOP04.2


Completed

OI Step(s): AO‐0102 LFPO - Paris - Orly A‐SMGCS Level 2 operational at Orly since 2009 31/12/2009 ASP (By:12/2017) A‐SMGCS Level 2 operational at Orly

Completed

30/11/2009

APO (By:12/2017) See general comment.

Completed

30/11/2009

AOP05 Implement Airport Collaborative Decision Making (CDM) Timescales: ‐ not applicable ‐

[IDP] Not Applicable

OI Step(s): AO‐0501 [E], AO‐0601 [E], AO‐0602 [E], AO‐0603 [E] LFBO - Toulouse (Outside Applicability Area) The operational necessity and economical efficiency for CDM implementation in Toulouse have not yet been confirmed. A study has been launched regarding a light CDM with ENAC and Eurocontrol.

‐

ASP (By:01/2016)

The operational necessity and economical efficiency for CDM implementation in Toulouse have not yet been confirmed.

Not Applicable

‐

APO (By:01/2016)

The operational necessity and economical efficiency for CDM implementation in Toulouse have not yet been confirmed. A study has been launched regarding a light CDM with ENAC and Eurocontrol.

Not Applicable

‐

AOP05

Implement Airport Collaborative Decision Making (CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/01/2016

[IDP] Late

OI Step(s): AO‐0501 [E], AO‐0601 [E], AO‐0602 [E], AO‐0603 [E] LFLL - Lyon The project has been launched. Planned target for full implementation is mid 2016. 30/06/2016

ASP (By:01/2016)

The project has been launched on the 22nd of March 2011. It has been frozen in 2013 due to budget constraints at DSNA, and planned target for implementation is now mid 2016.

Late

30/06/2016

APO (By:01/2016)

The project has been launched on the 22nd of March 2011; December 20125 for GLD (DPS) and before mid 2015 for connexion with CFMU. CDM at Lyon operational 2016

Late

30/06/2016




OI Step(s): AO‐0501 [E], AO‐0601 [E], AO‐0602 [E], AO‐0603 [E] LFML - Marseille (Outside Applicability Area) The operational necessity and economical efficiency for CDM implementation in Marseille have not yet been evaluated.

‐

ASP (By:01/2016)

The operational necessity and economical efficiency for CDM implementation in Marseille have not yet been confirmed.

Not Applicable

‐

APO (By:01/2016)

The operational necessity and economical efficiency for CDM implementation in Nice have not yet been confirmed.

Not Applicable

‐



OI Step(s): AO‐0501 [E], AO‐0601 [E], AO‐0602 [E], AO‐0603 [E] LFMN - Nice (Outside Applicability Area) Iimplement of the CDM concept at Nice is under study. 31/12/2018 ASP (By:01/2016) Iimplement of the CDM concept at Nice is still under study at DSNA.

Not Applicable

31/12/2018

APO (By:01/2016) Nice airport has planned to implement the CDM concept.

Not Applicable

31/12/2018

AOP05


[IDP] Completed

OI Step(s): AO‐0501 [E], AO‐0601 [E], AO‐0602 [E], AO‐0603 [E] LFPG - Paris - Charles de GaulleCDG airport is labellized "Airport‐CDM" since 16th November 2010; CDM procedures in adverse condition implemented 02/2013; FUM process implemented by end 2013

31/12/2013

ASP (By:01/2016)

CDG airport is "Airport‐CDM" since 16th November 2010. The predeparture sequencing tool is under the responsibility of the Airport Operator.

Completed

30/11/2010

APO (By:01/2016)

CDG airport is "Airport‐CDM" since 16th November 2010; FUM process implemented in the testing plateform since September 2014

Completed

30/12/2014

AOP05


[IDP] Planned

OI Step(s): AO‐0501 [E], AO‐0601 [E], AO‐0602 [E], AO‐0603 [E] LFPO - Paris - Orly CDM project has been launched to implement CDM at Orly by 06/2016. 31/12/2015

ASP (By:01/2016)

The project has been launched on the 10th November 2011. The project has suffered of some delay in 2013 due to budget constraint at DSNA, and the target date is now end of 2015 for implementation of operational DPI with NM.

Planned

31/12/2015

APO (By:01/2016)

The project has been launched on the 10th November 2011. The project has suffered some delay in 2013 due to budget constraint at DSNA and the target date is now end of 2015 for implementation of operational DPI interface and Q2 2016 for A‐CDM certification.

Planned

31/12/2015


ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013

Completed

OI Step(s): CM‐0801 [E]

STCA implemented in the five ACCs and majors TMAs. Implementation in smaller TMAs is also a major program.

31/12/2011

ASP (By:01/2013)

STCA is implemented in all ACCs and 9 major APPs. Implementation in smaller APPs is under consideration for the next generation of ATM systems.

Completed

31/12/2011

ATC02.5

Implement ground based safety nets ‐ Area Proximity Warning ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Not Applicable


Inapplicable to FR due to new specifications. France has developed its own APW. It is already implemented at many airports.

‐

ASP (By:12/2016)

Inapplicable to FR due to new specifications. France has developed its own APW. It is implemented in 17 APPs (Charles‐De‐Gaulle, Orly, Bale‐Mulhouse, Nice, Lyon, Toulouse, Bordeaux, Nantes, Bastia, Clermont‐Ferrand, Montpellier, Lille, Strasbourg, Pau, Biarritz, Pointe Pitre and Fort de France).

Not Applicable

‐

ATC02.6

Implement ground based safety nets ‐Minimum Safe Altitude Warning ‐ level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Not Applicable


Inapplicable in FR due to new specifications. France has its own MSAW equipment plan in progress. It is already implemented at many airports.

‐

ASP (By:12/2016)

Inapplicable in FR due to new specifications. France has developed its own MSAW. It is implemented in 16 APPs (Charles‐De‐Gaulle, Orly, Bale‐Mulhouse, Nice, Lyon, Toulouse, Bordeaux, Nantes, Clermont‐Ferrand, Montpellier, Lille, Strasbourg, Pau, Biarritz, Pointe Pitre and Fort de France). Cooperation with DFS is underway (CoMSAW project).

Not Applicable

‐

ATC02.7

Implement ground based safety nets ‐ Approach Path Monitor ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Not Applicable


Functionality is expected to be delivered by the next generation of ATM system (4‐Flight and SYSAT) ‐

ASP (By:12/2016)

DSNA has no plan for commissioning of APM in the near future, considering the fact that the widely commissioned French MSAW safety net, when monitoring the final approach phase, is very similar to the "initial capability" of APM system. Full set of APM functionalities are expected to be delivered by the next generation of ATM system (4‐Flight and SYSAT)

Not Applicable

‐


ATC07.1

Implement arrival management tools Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2015

Partly Completed

OI Step(s): TS‐0102 [E]

France has already implemented this tool in Paris‐CDG, Paris‐Orly, and Lyon. 31/12/2015

ASP (By:12/2015)

France has already implemented this tool in Paris‐CDG, Paris‐Orly and Lyon airports and TMAs. Extra deployment is now being considered at Nice by 12/2015.

4Flight /

COFLIGHT /

Extended Arrival

Management

Partly Completed

31/12/2015

ATC12

Implement automated support for conflict detection and conformance monitoring Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/12/2016

Late

OI Step(s): CM‐0202 [E], CM‐0203 [E]

Final implementation on all French ACC planned for end 2017. 31/12/2017

ASP (By:12/2016)

Implementation planned in Brest and Bordeaux ACCs in 2015 within the legacy CAUTRA system (ERATO programme). Implementation in Brest and Bordeaux ACC have been confirmed and budgeted by DSNA. Implementation in Reims, Marseille and Paris ACCs will be conducted within the 4‐Flight programme (new French ATM system), In its first version (called Vops) it will include a MTCD with all the relevant functionalities. Some of which will be enhanced in a future version (called Vtarget) to include all the ERATO functionalities

4Flight /

COFLIGHT /

ERATO

Late

31/12/2017

ATC15

Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017

[IDP]

Partly Completed

OI Step(s): TS‐0305 [E]

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

ASP (By:12/2017)

DSNA has already implemented MAESTRO in the Paris ACC to support AMAN operations of CDG and Orly TMA for many years (1999). Implementation is being considered in Marseille ACC for Lyon and Nice TMA by 2015.

AMAN / Extended

Arrival

Management

Partly Completed

31/12/2015

ATC16

Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015

Partly Completed

Enabler(s): CTE‐S11a

Objective will be implemented in due time : FOC is 31December 2015 for retrofit as per EU No 1332/2011 31/12/2015 REG (By:12/2015) Handled through aircraft operators continuous oversight.

Planned

31/12/2015

ASP (By:03/2012)

A monitoring system of the performance of ACAS is in place for many years. Each TCAS occurrence is recorded and analysed. If necessary, pilots/companies are informed in case of a non conformity.

Completed

31/12/2014

MIL (By:12/2015)

Equipage of ACAS II will be conducted for modern transport‐type aircraft. However, aircrews are trained to react, using or not ACAS.

Planned

31/01/2015


ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018

[IDP] Planned


Due date in end 2017 for REIMS ACC, MARSEILLE ACC, 2018 for PARIS ACC and 2019 for BREST ACC and BORDEAUX ACC for Target Version of New ATM System (4‐Flight)

31/12/2018

ASP (By:12/2018)

Due date in end 2017 for REIMS ACC, MARSEILLE ACC, 2018 for PARIS ACC and 2019 for BREST ACC and BORDEAUX ACC for Target Version of New ATM System (4‐Flight)

ERATO

Planned

31/12/2018

COM09

Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) Timescales: Initial operational capability: 01/01/2006 Full operational capability: 31/12/2014

[IDP] Late

Enabler(s): CTE‐C11a, GGSWIM‐26a, GGSWIM‐52, NIMS‐02

ANSPs plan to migrate to IPv6. The plans are prepared in order to finalise the programme April 2015.

30/04/2015

ASP (By:12/2014)

Work in progress within French CSSIP program. Network is ready for FMTP links in December 2013 : main links were operational in 2014. Full IPV6 implementation is planned April 2015 for DSNA, (end 2017 for the Military)

CSSIP

Late

30/04/2015

COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014

Late

Enabler(s): CTE‐C10

Migration from AFTN to extended AMHS will be achieved through MESANGE system commissioning by end of 2016

31/12/2016

ASP (By:12/2014)

Basic ATSMHS capability is available in MESANGE system procured jointly with Skyguide. Enhanced capability by 2016. Following the civil aviation, Defence will implement the CADAS software, accessing to MESANGE. Procurement has been launched in summer 2013, implementation should be quick.

CSSIP

Late

31/12/2016

COM11

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

Planned


Process of implementation of VoIP has started in order to be fully compliant before 2020. 31/12/2020

ASP (By:12/2020)

For DSNA, VoIP will be implemented in main ATS units by 2015.

For the military, deployment will be planned as from 2013. Risk assessments and mitigations are initiated and follow the classical processes.

New VCS system

Planned

31/12/2020


ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements Timescales: ‐ not applicable ‐

[IDP] Completed

OI Step(s): AOM‐0701 LFBO - Toulouse (Outside Applicability Area) CDA implemented in Toulouse since 2010.

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 perfom CDO at all airfields 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.

31/12/2012

ASP (By:12/2013)

CDA are completed and in force at LFBO ATCC Statistics available since 12/2012 radar vectored CDO with DTG completed.

Completed

31/12/2012

APO (By:12/2013) CDO implementation managed by DSNA

Completed

31/12/2012

ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2013

[IDP] Completed

OI Step(s): AOM‐0701 LFLL - Lyon CDA implemented in Lyon since 2011.



31/12/2012

ASP (By:12/2013)

CDO are in force at LFLL ATCC PansOps procedures in AIS Radar vectored CDO with DTG completed

Completed

31/12/2012

APO (By:12/2013) CDO implementation Managed by DSNA.

Completed

31/12/2012


ENV01


[IDP] Completed

OI Step(s): AOM‐0701 LFML - Marseille CDA implemented in Marseille since 2011.



31/12/2012

ASP (By:12/2013)

CDA are completed and in force at LFML ATCC Statistics available since 12/2012 radar vectored CDO with DTG completed

Completed

31/12/2012

APO (By:12/2013) CDO implementation managed by DSNA

Completed

31/12/2012

ENV01


[IDP] Completed

OI Step(s): AOM‐0701 LFMN - Nice CDO are implemented in Nice since 2011.



31/12/2013

ASP (By:12/2013) Radar vectored CDO with DTG completed at LFMN ATCC

Completed

31/12/2013

APO (By:12/2013) CDO implementation managed by DSNA .

Completed

31/12/2012


ENV01


[IDP] Completed

OI Step(s): AOM‐0701 LFPG - Paris - Charles de GaulleCDA implemented AT CDG since 2011.



31/12/2012

ASP (By:12/2013)

3 Pans‐Ops CDA under development STAR Lorni in AIS Radar vectored CDA with DTG completed at LFPG ATCC‐ Performance indicators reported

Completed

31/12/2012

APO (By:12/2013) CDO implementation Managed by DSNA.

Completed

31/12/2012

ENV01


[IDP] Completed

OI Step(s): AOM‐0701 LFPO - Paris - Orly CDA implemented at Orly since 2010.



31/12/2012

ASP (By:12/2013)

Pans‐Ops CDA under development for RWY 26 CDA ODRAN ILS 06 in AIS ‐ Radar vectored CDA with DTG completed at LFPG ATCC Performance indicators reported

Completed

30/06/2012

APO (By:12/2013) CDO implementation managed by DSNA.

Completed

31/12/2012


ENV02

Implement Collaborative Environmental Management (CEM) at Airports Timescales: Initial operational capability: 01/09/2004 Full operational capability: 31/12/2016

Completed

OI Step(s): AO‐0703, AO‐0705, AO‐0706 LFBO - Toulouse Objective achieved through formally established "Commission consultative de l'environment" 31/12/2009

ASP (By:12/2016)

LFBO ATCC active participation in formal partnership 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 neighbouring municipalities and regions, of municipalities 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.

Completed

31/12/2009

APO (By:12/2016)

LFBO active participation in formal partnership 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 neighbouring municipalities and regions, of municipalities 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.

Completed

31/12/2009


ENV02


Completed

OI Step(s): AO‐0703, AO‐0705, AO‐0706 LFLL - Lyon Objective achieved through formally established "Commission consultative de l'environment" 31/12/2009

ASP (By:12/2016)

LFLL ATCC active participation in formal partnership and controllers training completed.


Completed

31/12/2009

APO (By:12/2016)

LFLL active participation in formal partnership and controllers training completed.


Completed

31/12/2009


ENV02


Completed

OI Step(s): AO‐0703, AO‐0705, AO‐0706 LFML - Marseille Objective achieved through formally established "Commission consultative de l'environment" 31/12/2009

ASP (By:12/2016)

LFML ATCC active participation in formal partnership and controllers training completed.


Completed

31/12/2009

APO (By:12/2016)

LFML active participation in formal partnership and controllers training completed.


Completed

31/12/2009


ENV02


Completed

OI Step(s): AO‐0703, AO‐0705, AO‐0706 LFMN - Nice Objective achieved through formally established "Commission consultative de l'environnement" 31/12/2009

ASP (By:12/2016)

LFMN ATCC active participation in formal partnership and controllers training completed.


Completed

31/12/2009

APO (By:12/2016)

LFMN active participation in formal partnership and controllers training completed.


Completed

31/12/2009


ENV02


Completed

OI Step(s): AO‐0703, AO‐0705, AO‐0706 LFPG - Paris - Charles de GaulleObjective achieved through formally established "Commission consultative de l'environment" 31/12/2009

ASP (By:12/2016)

LFPG ATCC active participation in formal partnership and controllers training completed.


Completed

31/12/2009

APO (By:12/2016)

LFPG active participation in formal partnership and controllers training completed.


Completed

31/12/2009


ENV02


Completed

OI Step(s): AO‐0703, AO‐0705, AO‐0706 LFPO - Paris - Orly Objective mainly achieved through formally established "Commission consultative de l'environnement". 31/12/2013

ASP (By:12/2016)

LFPO active participation in formal partnership and controllers training completed.


Completed

31/12/2009

APO (By:12/2016)

LFPO active participation in formal partnership and controllers training completed.


Creation of a prototype "Filter Marsh" for a bio‐filtration of the deicing contaminated waters since end 2013.

Completed

31/12/2013


FCM01

Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006

Completed

OI Step(s): IS‐0102 [E]

France participates to the ETFMS programme. Main goals of this objective have been achieved. 31/12/2011

ASP (By:07/2014)

Transmission of CPR and FSA messages implemented. FSA messages for route changes is implemented. There is no intention to implement FSA messages for holding and FDPA re‐routing updates. DPI messages at LFPG since 2010.

Completed

31/12/2011

FCM03

Implement collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2015

[IDP] Late

OI Step(s): DCB‐0302 [E], IS‐0101 [E], IS‐0102 [E]

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. An Eurocontrol Task Force has been dealing with the writing of new AFP specifications

31/12/2016

ASP (By:12/2015)

Processing of FPLs derived from RPLs, of APL and ACH messages already implemented. Some messages are completed but the sending of messages is still suspended to validation issues with CFMU (ASP07, ASP09, ASP11, ASP13, ASP14). Implementation of AFP messages for change of flight type or rules is not planned (ASP08) The problem with AFP messages is still under analysis. An Eurocontrol Task Force has been dealing with the writing of new AFP specifications

Late

31/12/2016

FCM04

Implementation of Short Term ATFCM Measures ‐ phase 1 Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2015

[IDP]

Partly Completed

OI Step(s): DCB‐0205 [E]

Full implementation is expected in all ACCs by December 2015 31/12/2015

ASP (By:12/2015)

Process is completed in two ACCs, and work is on‐going in the three other ones.

Partly Completed

31/12/2015

FCM05

Implementation of interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2016

[IDP] Planned

OI Step(s): AOM‐0202 [E], AOM‐0205 [E], DCB‐0102 [E]

Practical implementation of this ESSIP objective by all concerned stakeholders is on‐going. 31/12/2016

ASP (By:12/2016)

For DSNA should be put into operation by the end of 2015.

For the military, technically possible in December 2016. An official decision to transfer automatically data shall be evaluated.

Planned

31/12/2016

APO (By:12/2016)

Airport slot information to DDR is already achieved at Paris CDG It will be analysed in the A‐CDM working group at Paris Orly for providing airport slot information to DDR by mid 2016.

Planned

30/06/2016


INF04

Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012

Completed

OI Step(s): IS‐0201

Integrated briefing functions are available for aircrews 31/01/2003

ASP (By:12/2012)

Integrated briefing called OLIVIA is available and compliant with Level 4 (application integration).

For the military, on airbases, integrated briefing function is available for military crews. On airbases receiving civil air traffic, only MET information is proposed to civilian aircraft, ensured by Meteo France.

Completed

31/01/2003

INF07

Electronic Terrain and Obstacle Data (TOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018

Planned

Enabler(s): AIMS‐16

The French regulator has defined a national TOD policy and is now ready to translate it into a national regulation for all patrtoes to implement

31/05/2018

REG (By:05/2018)

The French TOD regulatory framework is embedded in two orders relating to aeronautical information which are to be published early 2015.

Planned

31/05/2018

ASP (By:05/2018)

DSNA defined years ago a roadmap related to current national TOD policy requirements and completed the associated collection programme.

Planned

30/06/2016

APO (By:05/2018)

The national regulatory framework should be released in 2015. Letters of Agreements between DSNA and airports will be discussed in 2015 in order to clarify responsibilities and processes for the collection and management of TOD. Those LoA will be based on a national framework document which should include all the technical details to ensure the collection and the management of TOD

Planned

31/05/2018

ITY‐ACID

Aircraft identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025

Partly Completed

Enabler(s): GSURV‐0101

Final main implementation expected end 2015. 31/12/2015

ASP (By:01/2020)

Partial phase 2 commissioned on each major platform also covers almost all small platforms.

Last improvement, dealing with Missing allocation of code 1000 to flights entering mode S airspace in French airspace is ongoing and will be ensured by a system upgrade, with new target for commissioning: end 2015.

Process is also on‐going on the French Military side.

Partly Completed

31/12/2015


ITY‐ADQ

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: 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

Late

OI Step(s): IS‐0202, IS‐0204 [E]

The French regulator (DTA) is working in coordination with the 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 oversight of the NSA. The modification of the aeronautical information management regulatory framework and the issuance of an ADQ‐IR enforcement roadmap early 2015 will support the momentum already initiated towards compliance.

30/06/2017

REG (By:06/2017) France is only partially compliant with the requirements of July 2013.

Late

30/06/2017

ASP (By:06/2017)

The French regulatory framework complementing IR ADQ 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 have led to multiple lecture, more harmonised understanding is expected, meanwhile the EASA is addressing the subject. The systems supporting the ADQ requirement must be upgraded or changed with a 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.

For the military, AIP provision is done in close cooperation with civil service. Mandatory requirements will be implemented and overseen.

AIM Expert Task

Force

Late

30/06/2017

APO (By:06/2017)

APO's conformity with ADQ‐IR depends closely on the conformity of French AISP.

Late

30/06/2017

ITY‐AGDL

Initial ATC air‐ground data link services above FL‐285 Timescales: Entry into force of regulation: 06/02/2009 New aircraft capability: 31/12/2010 ATS unit operational capability ‐ Regulation (EC) 29/2009, Annex I, Part A: 06/02/2013 Retrofit aircraft capability: 04/02/2015

[IDP] Late

OI Step(s): AUO‐0301 [E]

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). Full capability will be achieved through the beginning of new French ATM systems deployment from 2016 (including ACL availability in all centers) to 2018.

31/12/2018

REG (By:02/2016)

The change related to the introduction of DLS is reviewed by DSAC but must take into account the last DSNA plan of implementation.

Late

31/12/2015

ASP (By:02/2016)

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). 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 able to be kept in a general way in Europe. A technical report asked by the European Commission from EASA has led to propose a new date for the DLS: February 2018. DSNA will provide Data Link Service from FL195 and above. An initial set of AGDL services (DLIC, AMC, ACM) will be commissioned for partial compliance at the end of 2015. 4‐Flight will enable full compliance in 2018.

4Flight /

COFLIGHT

Late

31/12/2018

MIL (By:01/2014)

According to IR EC 29/2009, DLS equipage is not mandatory for State aircraft. Next aircraft equipped with a DLS will be compliant VDL2

Not Applicable

‐


ITY‐AGVCS2

Implement air‐ground voice channel spacing requirements 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 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


Compliance with the requirements on 8,33 kHz frequency conversions is scheduled 31/12/2018

REG (By:12/2018)

Process is on‐going for ensuring compliance with the requirements on 8,33 kHz frequency conversions

Planned

31/12/2018

ASP (By:12/2018) Upgrading of radio stations is scheduled

Planned

31/12/2018

MIL (By:12/2020)

In accordance with IR EC 1079/2012, some State aircraft and equipment will be upgraded Some military frequencies will remain on 25kHz according on art 6 paragraph10b.

Partly Completed

31/12/2020

APO (By:12/2018) The process is on‐going

Planned

31/12/2018

ITY‐COTR

Implementation of ground‐ground automated co‐ordination processes Timescales: Entry into force of regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and 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 Systems serving ACCs providing services above FL 285 in the airspace in Annex I, Part A of Regulation (EC) 29/2009: 06/02/2013

Late


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 specification), except for compliance regarding 29/2009 which is addressed under ITY ‐ AGDL

31/12/2015

ASP (By:02/2016)

Completed for the original set of processes. Planned for LOF and NAN processes. Fully compliant with COTR Implementing Rule (except for compliance regarding 29/2009 which is addressed under ITY ‐ AGDL) with almost all neighbours. NATS is the only remaining major ANSP with whom REV/MAC implementation makes sense operationally.

Late

31/12/2015

MIL (By:12/2012) Flight data process is done.

Completed

31/12/2012


ITY‐FMTP

Apply a 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 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

[IDP] Late

OI Step(s): CM‐0201‐A

Full compliance to the FMTP is expected by Aril 2015 for DSNA and end 2018 for the Military 31/01/2018

ASP (By:12/2014)

Work in progress within French CSSIP program. DSNA is ready for IPv4 and the actual migration is organised in coordination with neighbours and formalised in Letter Of Agreement that will be notified to EC. Migration will be operational end April 2015.

Late

30/04/2015

MIL (By:12/2014)

IR FMTP doesn't apply to the Military. Nevertheless, technical system has been updated to IP in 2013, IPv6 will be started by March 2015 on voluntary basis. Those evolutions are following the best practices in terms of risk assessment and mitigation. Full migration will be completed 31 January 2018.

Late

31/01/2018

ITY‐SPI

Surveillance performance and interoperability Timescales: Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 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

Partly Completed

Enabler(s): GSURV‐0101

Surveillance performance and interoperability implementation is planned in France and is progressing accordingly with the Implementing Rule schedule.

07/06/2020

REG (By:02/2015)

As far as the oversight of interoperability is concerned, 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 initially requested DSNA for a SPI synthesis file for 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.

Completed

22/01/2015

ASP (By:02/2015)

Ensuring safety of Radar data is one of the highest priorities for DSNA and DIRCAM.

Technical agreements have been in force with our partners from a long time ago for the most critical sensors. An improved and standardized document, (Memorandum of Cooperation between ANSPs) merging all technical agreements dealing with data exchanges, studied within AEFMP group, was signed in 2012 between ENAIRE (Ex AENA) and DSNA. An update was signed June 2014 between ENAIRE and DSNA to comply with IR SPI. Although some of the provisions of the IR SPI are yet to be clarified, work is in progress to sign such agreements with others neighbours.

Completed

31/10/2013

MIL (By:06/2020) Equipage is in progress, following the SPI‐IR requirements.

Partly Completed

07/06/2020


NAV03

Implementation of P‐RNAV Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2012

Completed

OI Step(s): AOM‐0601 [E], AOM‐0602 [E]

Arrival and departures procedures based on RNAV have been established on main airports. For relevant aircrafts, implementation of P‐RNAV is considered as achieved.

31/12/2011

ASP (By:12/2012)

Arrival and departures procedures based on RNAV have been established on major airports. Overall implementation is a continuous action.

Military aerodromes are not concerned by congestion. Military aircraft are progressively equipped, following national 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.

Completed

31/12/2011

NAV10

Implement APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016

[IDP] Planned

OI Step(s): AOM‐0602 [E], AOM‐0604 [E]

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.

31/12/2016

REG (By:04/2016) EASA material applied to regulatory activities

Completed

30/11/2011

ASP (By:12/2016)

In line with the ICAO 37th assembly resolution, a national deployment plan at all IFR runways by 2016 has been set up, and is in progress.

PBN APV Planned

31/12/2016

SAF10

Implement measures to reduce the risk to aircraft operations caused by airspace infringements (Outside Applicability Area) Timescales: ‐ not applicable ‐

Completed

France was not in the applicability area for this multinational objective, but actions taken has been implemented by DSAC (French NSA) and DSNA. Some actions are also implemented by the Military in order to inform, prevent and deter.

31/12/2011

REG (By:12/2011)

Through its State Safety Plan, DGAC analyzed the applicability of the action plan in order to decide the actions to implement, with associated timeframe to monitor. The implementation of the applicable measures is monitored through the action plan of the State Safety Plan, particularly during the regular reviews.

Completed

31/12/2011

ASP (By:12/2011)

The DSNA action plan to implement EPAIRR has been validated actions have been completed.

Completed

31/12/2011

MIL (By:12/2011)

Military have implemented measures in three domains:‐ communication through national and local level information campaign to general aviation, about areas that Defence is managing or is responsible for, prevention with local deployment of specific systems (for detection and control), deterrence with new infringement procedures.

Not Applicable

31/12/2011


SAF11

Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

Partly Completed

The applicable recommendations have been disseminated to the concerned parties in the end of 2013 and will be monitored through the regular reviews of the State Safety Plan

31/01/2018

REG (By:01/2018)

Through its State Safety Plan, DGAC analyzed in early 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 implemented.

The applicable recommendations have 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.

Partly Completed

31/01/2018

ASP (By:12/2014)

EAPPRE was approved in January 2013 by DSNA CEO. For the military, through DGAC's State Safety Plan, as far as relevant, Armed Forces take account EAPPRE only for military airfield with civilian traffic through the regular reviews of DSAC.

Completed

31/12/2014

APO (By:12/2014)

The applicable measures of the actions plan are being implemented by airports together with DSNA

Late

31/12/2017

SRC‐RLMK

Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐

Not Applicable

‐

SRC‐SLRD

Safety Levels and Resolution of Deficiencies (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐ Not Applicable


6.2 Alignment of PCP with ESSIP Objectives and related progress

Note that the above picture is based on the Preliminary Deployment Programme V0, published in December 2014 by the Deployment Manager. The full Deployment Programme is foreseen by end June 2015.


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for France DTA Jean-Jacques BLANCHARD

LSSIP Focal Point for REG DTA Jean-Jacques BLANCHARD

Stéphane LAFOURCADE

LSSIP Focal Point for NSA DSAC Fanny TEJEDOR

LSSIP Focal Point for ANSP DSNA Eric LIEUTAUD

LSSIP Focal Point for MIL DSAÉ Xavier DORANGE

LSSIP Contact Person for France EUROCONTROL Adriatik KOKONA

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s) Regulator

National Stakeholder Specialist(s) Service Provider

AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI (E. REUBER till 02/2015)

A. DYBOWSKA Olivier SALON Julien PRIEUR

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Hélène JACQUOT Julien PRIEUR

AOM21 R. BUCUROIU A. DYBOWSKA Hélène JACQUOT Julien PRIEUR

AOP03 T. LICU

P. VRANJKOVIC Jean-Jacques BLANCHARD

Erwan PAGE

AOP04.1 P. ADAMSON


Erwan PAGE

AOP04.2 P. ADAMSON


Erwan PAGE

AOP05 P. ADAMSON


Erwan PAGE

ATC02.2 B. BAKKER, S. DROZDOWSKI

I. FEIJT Nadine STRECHER Jean-Marc POMERET


I. FEIJT Jean-Jacques BLANCHARD

Jean-Marc POMERET



Jean-Marc POMERET



Jean-Marc POMERET

ATC07.1 P. CONROY, P. TERZIOSKI

L. DELL’ORTO Jean-Jacques BLANCHARD

Olivier TEYSSANDIER

ATC12 P. TERZIOSKI L. DELL’ORTO Nadine STRECHER Guillaume ROGER

ATC15 P. CONROY, P. TERZIOSKI

L. DELL’ORTO Nadine STRECHER Olivier TEYSSANDIER

ATC16 S. DROZDOWSKI L. DELL’ORTO Nadine STRECHER Yann LE FABLEC

ATC17 S. MORTON


COM09 L. POPESCU O. ALFARO Nadine STRECHER Philippe KERLIRZIN

COM10 Y. EYUBOGLU A. KOKONA Nadine STRECHER Philippe KERLIRZIN

COM11 L. POPESCU A. KOKONA Nadine STRECHER Philippe KERLIRZIN


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s) Regulator

National Stakeholder Specialist(s) Service Provider

ENV01 C. FABER B. HILL Lionel BANEGE Alain BOURGIN

ENV02 S. MAHONY, A. WATT B. HILL Lionel BANEGE Alain BOURGIN

FCM01 H. KOOLEN O. CIOARA Lionel BANEGE Julien PRIEUR

FCM03 S. SMIDT O. CIOARA Lionel BANEGE Julien PRIEUR

FCM04 M. RICHARD O. CIOARA Lionel BANEGE Julien PRIEUR

FCM05 P. MATERN O. CIOARA Lionel BANEGE Julien PRIEUR

INF04 P. MATERN A-P. FRANGOLHO Philippe BIZET Pascal SENARD

INF07 A. PETROVSKY A-P. FRANGOLHO Arnaud LIMOUZIN Richard AMY

ITY-ACID A. DESMOND-KENNEDY O. CIOARA Fabrice ALGER Jean BEIJARD

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Philippe BIZET Pascal SENARD

ITY-AGDL S. DISSING

A. KOKONA Nadine STRECHER Jean-Marc POMMERET

ITY-AGVCS2 J. POUZET O. ALFARO Nadine STRECHER Philippe KERLIRZIN

ITY-COTR S. MORTON


ITY-FMTP L. POPESCU O. ALFARO Nadine STRECHER Philippe KERLIRZIN

ITY-SPI M. BORELY, R. STEWART O. CIOARA Nadine STRECHER Ravo RANDRIA

NAV03 F. PAVLICEVIC A. KOKONA Philippe BIZET François GREMY

NAV10 R. FARNWORTH A. KOKONA Philippe BIZET François GREMY

SAF10 T. LICU I. FEIJT Fanny TEJEDOR Alain BOUTEILLE

SAF11 S. LAWRENCE I. FEIJT Fanny TEJEDOR Alain BOUTEILLE

SRC-RLMK M. DEBOECK A. DYBOWSKA N/A N/A

SRC-SLRD M. DEBOECK A. DYBOWSKA N/A N/A


Annex B – National Stakeholders Organisation Charts







ORGANIGRAMME DIRCAM

BG** Eric Labourdette

ATM Director

Deputy: Col Erik Chatelus

SDEA

LTC Emmanuel Leroy

Airspace sub-directorate

SDR

Col Marc Lapierre

Regulatory sub-directorate

SDSA

Col Alain Deniau

Safety Authority sub-directorate

Col Thierry Raymond

Deputy

Head of Wind Turbine mission


Annex C – Glossary of Abbreviations

Specific abbreviations for France

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

CMSA Commission Mixte de Sécurité de la gestion du trafic Aérien

CNA Certification of ANSPs 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 Roissy - Charles De Gaulle

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

PDP Preliminary 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