Single European Sky deployment

This page was last updated on 24 May 2019.

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1st part of the upgrade of the P_21 PEGASUS system to SESAR functionalities - Test and Validation Platform Completed

Project number: #131AF3

Country: Poland

Leader: PANSA

Description: 

Implementation of the iTEC Test and Validation Platform for the ATM system which will enable validation of new concepts of operations concerning: trajectory management, ground safety-nets, inter system coordination, human machine interface and other constituents of the ATM system. De-risk and allow the effective transition of the P_21 system to iTEC family, de-riski and allow the deployment of Preliminary Deployment Plan functionalities of the ATM System, mostly the ATM Functionality 3 - Flexible Airspace Management and Free Route.

2016_055_AF3_FR_Upgrade of French Military Control and Reporting Centres (CRC) for civil- military interoperability Ongoing

Project number:  2016_055_AF3

Country: France

Leader:  French MOD

Description:

This implementation Project (IP) aims at upgrading the French Control and Reporting Centres (CRCs) to maintain interoperability with French Civil Air Navigation Service Provider (ANSP) Air Traffic Control (ATC) system (4Flight).

This Implementation Project is a prerequisite to the operational deployment of 4flight in civil Air Traffic Control (ATC) centres to assure the non-deterioration of the civil-military IOP (interoperability) services that were made available using CAUTRA (previous civil ATC system). To maintain interoperability from the outset of 4Flight implementation plan (including test phases) military had to develop a programme to upgrade military systems.

This upgrade solution should provide military CRC with the indispensable capability to receive and process civil fight plans, and to perform any coordination activities between civil and military controllers which are necessary to provide simultaneously en-route services, and to perform air policy and search and rescue missions.

This project is also a prerequisite to the implementation of Free route in French airspace as it relies on a robust civil/military coordination.

The project encompasses two main objectives:

-The upgrade of current military CRC system to maintain civil-military interoperability during all the 4Flight deployment phase and from 2018 the implementation of a specific interface that will allow exchange of Air Traffic Management (ATM) data between 4flight and the next generation of CRC system planned to be deployed during the same period.

-The deployment adress directly the upgrade of the ATM systems, precisely between civil ATC and military AD system. It will enable Flight Data Processing System (FDPS) functions of the CRC system to data correlation as well as flight identification which is also one of the main functions of the Air Defense (e.g in the cross-border control).

This new capacity will also prepare the deployment of the foundations for the upgrades of the Air Space Management (ASM) for Free Route Airspace (FRA) management. Military system will be able to process flight data for Direct (DCT) flights.

2016_071_AF5_PT_Implement a PT Air Force IP Backbone connected into NewPENS Ongoing

Project number:  2016_071_AF5

Country: Portugal

Leader:  Portuguese MOD

Description:

Portuguese Air Force (PRTAF) currently has no direct connection to Pan-European Network Service (PENS), and relies on outdated technology to communicate with national Air Navigation Service Provider (ANSP) (NAV Portugal) using IP (internet Protocol) v4. The current infrastructure does not meet the SESAR requirements for Air Traffic Management (ATM) services and Yellow profile protocol.

The Implementation Project is divided into 2 phases (PH1 and PH2). PH1 comprises 2 Portuguese Air Force (PRTAF) Air Traffic Control (ATC) Units for initial acquisition and upgrade of G/A/G (Ground/Air/Ground) systems ED137 compliant and integration with legacy Voice Communications Systems (VCSs). Also part of this phase is the acquisition of hardware for refurbishment and a robust wideband connection to ANSP NAV Portugal, Pt (PENS access point). PH2 comprises the remaining 3 PRTAF ATC units.

2016_077_AF1_ES_FALCON 900 compliance with RNP 1 and RNP APCH Ongoing

Project number:  2016_077_AF1

Country: Spain

Leader:  Spanish Air Force

Description:

The Implementation Project (IP) aims to upgrade avionics for five Spanish Air Force Falcon 900 jet aircraft to implement Required Navigation Performance 1 (RNP1) Lateral Navigation/Vertical Navigation (LNAV/VNAV) and RNP Approach (APCH), thus complying with the Regulation (EU) No 716/2014 on the establishment of the Pilot Common Project. According to the 2016 Deployment Programme, the families 1.2.4 (RNP 1) and 1.2.1 (RNP APCH) are of high relevance. The deployment of family 1.2.4 should be synchronised with family 1.2.3 (RNP 1 ground capabilities) which is considered a priority for SESAR.

This Implementation Project will allow the aircraft to fly RNP1 procedures in Terminal Manoeuvring Area (TMA) Standard Instrument Departure/Standard Arrival Routes (SIDs / STARs), as well as receiving and processing the Global Positioning System - Wide Area Augmentation System / European Geostationary Navigation Overlay Service (GPS-WAAS/EGNOS) signal to fly the new Localizer Performance with Vertical guidance (LPV) approaches and growth to the new Approach Procedure with Vertical Guidance (APV) approaches in Europe under EGNOS. Thus, the Implementation Project will contribute to the implementation of flexible and environmentally friendly procedures - noise and Greenhouse Gas (GHG) emissions - for departure, arrival and initial approach.

2016_089_AF6_IT_ITAF ATC CONTROL SYSTEM MOVING TO i4D Completed

Project number:  2016_089_AF6

Country: Italy

Leader:  Italian MOD

Description:

The project aims to fully support and manage data information exchange concerning the i4D concept at the ground ATC control system level, in order to ensure the interoperability among Italian civil and military Area Air Traffic Service Units. Area Military Control Centres are co-located in civil ACCs. Each service provider is responsible for its equipment, and due to interoperability reasons there is need to upgrade ITAF systems to display correctly surveillance and FDP information on military Controller Working Positions. Particular focus is referred to the Human Machine Interface (HMI) upgrade in the operational display subsystems, that will be aligned with the new functionalities being implemented by ENAV in the Flight Data Processing FDP system (FDP), and ready for implementing ATS Services based on ATN Baseline 1 (CPDLC message).

In order to ensure the interoperability among Italian civil and military Area Air Traffic Service Units, Area Military Control Centres are co-located in civil ACCs. Each service provider is responsible for its equipment, and due to interoperability reasons there is need to upgrade ITAF systems to display correctly surveillance and FDP information on military Controller Working Positions.

2016_092_AF5_ITAF WAN Ongoing

Project number:  2016_092_AF5

Country: Italy

Leader:  Italian MOD

Description:

This Implementation Project aims to develop, deploy, verify and validate the Italian Air Force (ITAF) Wide Area Network (WAN). This network will enable both Voice over IP (VoIP), Radio over IP (RoIP) and System Wide Information Management (SWIM) based services with particular reference to the following sites/Agencies:

  • ITAF Area Control Centres (ACC);
  • ITAF Command and Control (C2) Centres;
  • ITAF Major Airports;
  • ITAF sites for Air Traffic Control (ATC) data (e.g. Surveillance, Meteorology (MET), Aeronautical Information Service (AIS).
2016_125_AF6_ES_Airbus A310 ATN VDL2 Compliance. (AIR) Ongoing

Project number:  2016_125_AF6_AIR

Country: Spain

Leader:  Spanish Air Force

Description:

This Implementation Project (IP) is of high priority for Spanish Air Force (ESAF) Governmental/White Fleet/VIP/Evacuations fleet. As the two A310 aircraft fleet fly predominantly GAT (General Air Traffic), including within the 25 identified TMAs (Terminal Manouvering Areas) and airports, full compliance with applicable AF6 specifications will alleviate capacity constraints that would result from handling based on exemption.

2016_125_AF6_ES_Airbus A310 ATN VDL2 Compliance. (GND) Ongoing

Project number:  2016_125_AF6_GND

Country: Spain

Leader:  Spanish Air Force

Description:

This Implementation Project (IP) is of high priority for Spanish Air Force (ESAF) Governmental/White Fleet/VIP/Evacuations fleet. As the two A310 aircraft fleet fly predominantly GAT (General Air Traffic), including within the 25 identified TMAs (Terminal Manouvering Areas) and airports, full compliance with applicable ATM functionality (AF6) specifications will alleviate capacity constraints that would result from handling based on exemption.

2016_126_AF6_ES_FALCON 900 compliance with Air Ground ATN VDL2 Data Link (AIR) Ongoing

Project number:  2016_126_AF6_AIR

Country: Spain

Leader:  Spanish Air Force

Description:

This Implementation Project(IP) is of high priority for Spanish Air Force (ESAF) Governmental/White Fleet/Very Important Persons/Evacuations fleet. As the Falcon900 (F900) fleet flies predominantly General Air Traffic (GAT), including the 25 identified Terminal Manoeuvering Areas (TMAs) and airports, full compliance with applicable ATM Functionality (AF) 6 specifications will alleviate capacity constraints that would result from handling based on exemption.

Upgrade of the Flight Management System (FMS) and Global Positioning System (OPS) will already   be   performed   by   the   start    of    the    Project    as    prereqms1tes ("2016_077_AFl _ES_FALCON 900 compliance with RNP 1 and RNP APCH"). The Controller Pilot Data Link Communication (CPDLC) solution will be in line with the Datalink Strategy developed by the SESAR Deployment Manager (SOM), in turn, is one of the elements that crucially contributes to the increase in capacity and safety.

The aim of this project is to enable ESAF Falcon 9008 aircraft with required capabilities to operate within the European Air Traffic Management Network, including Aeronautical Telecommunication Network (ATN) VHF Data Link (VDL)-2 that will enable CPDLC and 4D Trajectory Management (i4D). More specifically, it will be used to enable ATNB1 and ATNB2 services. Trajectory data will be automatically downlinked from the air-borne system according to contract terms.  Then target times (Target Time Over (TTO)/Target Time of Arrival (TTA)) will be used as inputs to Air Traffic Management (ATM) and Traffic Flow and Capacity Management (TFCM) constraints and for arrival   sequencing.

In addition, the IP will ensure that these avionics will be upgraded, if necessary, to comply with the upcoming Revision C of Eurocae Document (ED)-92 which is currently under development to reflect ELSA's (Enhanced Large Scale ATN deployment) "best in  class"  testing.

2016_126_AF6_ES_FALCON 900 compliance with Air Ground ATN VDL2 Data Link (GND) Ongoing

Project number:  2016_126_AF6_GND

Country: Spain

Leader:  Spanish Airforce

Description:

This Implementation Project(IP) is of high priority for Spanish Air Force (ESAF) Governmental/White Fleet/Very Important Persons/Evacuations fleet. As the Falcon900 (F900) fleet flies predominantly General Air Traffic (GAT), including the 25 identified Terminal Manoeuvering Areas (TMAs) and airports, full compliance with applicable ATM Functionality (AF) 6 specifications will alleviate capacity constraints that would result from handling based on exemption .

Upgrade of the Flight Management System (FMS) and Global Positioning System (OPS) will already be performed by the start of the Project as prereqms1tes ("2016_077_AFl _ES_FALCON 900 compliance with RNP 1 and RNP APCH"). The Controller Pilot Data Link Communication (CPDLC) solution will be in line with the Datalink Strategy developed by the SESAR Deployment Manager (SOM), in turn, is one of the elements that crucially contributes to the increase in capacity and safety.

The aim of this project is to enable ESAF Falcon 9008 aircraft with required capabilities to operate within the European Air Traffic Management Network, including Aeronautical Telecommunication Network (ATN) VHF Data Link (VDL)-2 that will enable CPDLC and 4D Trajectory Management (i4D). More specifically, it will be used to enable ATNB1 and ATNB2 services. Trajectory data will be automatically downlinked from the air-borne system according to contract terms. Then target times (Target Time Over (TTO)/Target Time of Arrival (TTA)) will be used as inputs to Air Traffic Management (ATM) and Traffic Flow and Capacity Management (TFCM) constraints and for arrival sequencing.

In addition, the IP will ensure that these avionics will be upgraded, if necessary, to comply with the upcoming Revision C of Eurocae Document (ED)-92 which is currently under development to reflect ELSA's (Enhanced Large Scale ATN deployment) "best in class" testing.

4-Flight deployment in DSNA pilot ACCs Ongoing

Project number: #053AF3

Country: France 

Leader: DSNA

Description: 

Replace the current operational CAUTRA System for ACC and Major APP, by a modern SESAR compliant interoperable line of product, to increase DSNA Performance, Support the implementation of the European ATM Master Plan for France and of the SESAR concept, Respect the Single European Sky (SES) and FABEC rules, Switch to “stripless” environment and up-to-date technologies, Reduce total cost of ownership, by sharing development and evolution costs and risks for the new system, with ANSP partners.

4-Flight deployment in Italy 2016-2017 Completed

Project number: 2015_204_AF3_Phase_I

Country: Italy 

Leader: ENAV

Description:  

Design, develop and operational deployment of a modern interoperable ATM system fully SESAR compliant and based on the brand new Coflight FDPS, Enable the implementation of free route operations in the whole Bluemed FAB Airspace, Allow Airspace Users to fly preferred trajectories on regional/Bluemed FAB basis.

4-Flight deployment in Italy 2019-2020 Planned

Project number: 2015_204_AF3_Phase_II

Country: Italy 

Leader: ENAV

Description: 

Design, develop and operational deployment of a modern interoperable ATM system fully SESAR compliant and based on the brand new Coflight FDPS ,Enable the implementation of free route operations in the whole Bluemed FAB Airspace,Allow Airspace Users to fly preferred trajectories on regional/Bluemed FAB basis

4-Flight Deployment in PARIS Area - Phase I Ongoing

Project number: 2015_062_AF3_Phase_I

Country: France 

Leader: DSNA

Description:

Replace the current operational CAUTRA System for PARIS ACC by a modern SESAR compliant interoperable line of product, in order to increase DSNA Performance, Support the implementation of the European ATM Master Plan for France and of the SESAR concept, Respect the Single European Sky (SES) and FABEC rules, Switch to “stripless” environment and up-to-date technologies in Paris-ACC, Reduce total cost of ownership, by sharing development and evolution costs and risks for the new system, with ANSP partners.

4-Flight Deployment in PARIS Area, Upgrade in Marseille and Reims ACCs- Phase II Planned

Project number: 2015_062_AF3_Phase_II 

Country: France 

Leader: DSNA

Description:

Replace the current operational CAUTRA System for PARIS ACC by a modern SESAR compliant interoperable line of product, in order to increase DSNA Performance , upgrade already operational 4-Flight sites (Marseille and Aix ACC), deploy civil miltary coordinations in all 4-Flight sites,Support the implementation of the European ATM Master Plan for France and of the SESAR concept,Respect the Single European Sky (SES) and FABEC rules,Switch to “stripless” environment and up-to-date technologies in Paris-ACC,Reduce total cost of ownership, by sharing development and evolution costs and risks for the new system, with ANSP partners

4Flight deployment in military En-route ACC (CMCC) Ongoing

Project number: 2015_247_AF3

Country: France

Leader: French MOD

Description: replace the current operationnal system for miitary EnRoute ATC services, by a modern SESAR compliant and interoperable line of product,enhance full interoperability of civilian and military En Route ATC systems,Allow co-location of Civilain and military En Route ATC services,Implement ground/ground automated coordination process between civilian and military En Route Systems,switch to stripless environment and up to date technologie,implement the tools which would allow the Free Route in French Airspace

A-CDM Enhancements EIDW Ongoing

Project number: 2015_078_AF2

Country: Ireland

Leader: Dublin Airport

Description: 

Deliver functionality enhancements to basic A-CDM package to cater for EIDW specific requirements, Additional integrations with Airlines and Ground Handlers of A-CDM related data this was initially anticipated to be entered directly into the A-CDM (AOS) platform, Enhanced information sharing between daa and all A-CDM partners thus providing improved information to the network.

A-CDM Extension Completed

Project number: #086AF2

Country: Germany

Leader: Frankfurt International

Description: 

Enhancement of the pre-departure sequencing,Implementation of a “de-icing” element enabling Airport CDM for adverse conditions.

A-CDM Optimization Completed

Project number: #136AF2

Country: Sweden 

Leader: Swedavia Airport

Description:  

Increase different way to share information, CDM portal, mobileApp and flight information at STAND/gate, distribute ground radar picture by webblink,use ground radar information to calculate TAXIOUT in A-CDM concept, implement system integration with stakeholders to share A-CDM information.

A-SMGCS Düsseldorf Ongoing

Project number: #042AF2a

Country: Germany

Leader: DFS

Description: 

An A-SMGCS Level 2, including Runway Incursion Monitoring (RIM), and the necessary infrastructure at Düsseldorf Airport is implemented.
An A-SMGCS Level 2, including Runway Incursion Monitoring (RIM), at Düsseldorf Airport is ready for operational use.

A-SMGCS High Performance Surveillance enhancement in view to support routing & planning functions implementation Ongoing

Project number: 2017_063_AF2

Country: The Netherlands

Leader: LVNL

Description:

The main aim of this Implementation Project is to upgrade the Advanced Surface Movement Guidance and Control System (A-SMGCS) surveillance system at Schiphol Airport to provide the high performance surveillance information required by (is a pre-requisite for) A-SMGCS routing & planning functions and airport safety nets. The A-SMGCS routing & planning functions and airport safety nets require full coverage of the Runways and Airfield Surface Movement area including the gate areas (for detection of push-backs) and a high availability of the surveillance information. The full coverage requires optimal sensor locations to guarantee detection by surveillance sensors and to improve the quality of the surveillance data. The high availability requires a redundant design for the communication between sensors and central processing units and redundant central processing Ground Surveillance units. The high availability of the new system prevents disturbing outages at Schiphol thus improving resilience. The A-SMGCS surveillance system provides its information to the Air Traffic Control Tower system in which further processing takes place for various functions. These Tower system function are not in the scope of the Implementation Project.
A state of the art tower system (flight processing system), that is also a prerequisite for A-SMGCS Routing and Planning Functions, is realised by the implementation project 2015_187_AF2 ""TWR System at Amsterdam Schiphol"". In this tower system project, the last part of the data processing chain needed for A-SMGCS level 1&2 will be realised according to the PCP requirements (Family 2.2.1). The first part of the chain consists of the A-SMGCS surveillance system. In a future CEF call LVNL will propose the activities for adding A-SMGCS Routing and Planning Functions to the tower system. There are no overlaps between the proposed implementation project and the implementation projects 2015_187_AF2 ""TWR System at Amsterdam Schiphol"" and 2016_150_AF2 _GND ""Enabler for Surface Movement & Safety Nets"". These implementation projects have a clearly separated scope and complement each other. Flexible routing by means of individual lamp control in the manoeuvring area requires route information provided by the tower system. The tower system will use A-SMGCS surveillance information and the A-SMGCS Routing and Planning Functions for the Airport safety nets function.

Specific objectives:
The A-SMGCS surveillance system specifically aims to use co-operative airport surveillance sensors at Schiphol which provide both Multi LATeration (MLAT) and Automatic Dependent Surveillance Broadcast (ADS-B) updates. MLAT uses Time Difference Of Arrival (TDOA) measurements to determine the position of transponder equipped aircraft and vehicles. ADS-B forwards the position measured on board of the aircraft or vehicle (usually a GPS position). The implementation project ensures optimal A-SMGCS surveillance coverage at Schiphol Airport by the right number of sensors and optimal sensor locations, installing state of the art sensors which support multiple central surveillance processing systems. The sensor locations are selected in consultation with Amsterdam Airport Schiphol. The installation of additional antennas and communication cables is carried out in good cooperation with Schiphol Airport. High availability of the sensor information is guaranteed by using a redundant data communication infrastructure, and a redundant central surveillance processing system. Then sufficient quality of surveillance data can be obtained for further A-SMGCS processing and use by the tower system.

Expected Results:
• The optimal coverage of the airport with an optimal number and location of the Ground Surveillance sensors is defined.
• An improved (redundant) communication infrastructure between sensors and central units is deployed.
• New surveillance sensors are installed at optimal locations at Schiphol Airport to provide optimal coverage of the airfield.
• Sensors can be controlled by multiple central units.
• The central surveillance processing system is upgraded to a redundant system. A second central surveillance processing system is installed (which shares the ground surveillance sensors with the present central surveillance processing system).
• The upgraded A-SMGCS Surveillance System at Schiphol airport is deployed including validation of the system.
• New & optimised back-up procedures to improve availability in outage situations are deployed.
• Technical and operational personnel are trained for the system.
• Transition of the system into operation is ensured.
• The system is handed-over to the change and maintenance organisation.

Performance Benefits:
The implementation project improves the ability to withstand and recover from low visibility conditions which cause a loss of nominal capacity. The deployment of the A-SMGCS Surveillance System improves the quality of surveillance data by a better coverage of the Schiphol Airport area and sensor redundancy. The loss of air traffic situation picture in limited visibility conditions is very unlikely but the resilience is improved. Scheduled downtime – related to maintenance and central surveillance processing system upgrades – are being minimised by adding a second central processing system. A second central system allows LVNL to execute maintenance and test activities during regular office hours (thus enabling more effective use of human resources).
A-SMGCS is required for providing aerodrome surveillance as well as planning, routing and guidance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all weather conditions within the aerodrome visibility operational level (AVOL) while maintaining the required level of safety. The deployment of a high performance A-SMGCS surveillance system at Schiphol Airport is a prerequisite and critical enabler to deploy additional performance improvements (on safety, capacity and predictability) that can be obtained by implementing routing & planning functions and airport safety nets in the Air Traffic Control Tower system."

A-SMGCS Level 2 implementation Ongoing

Project number: 2015_291_AF2

Country: Sweden 

Leader: Swedavia Airport

Description: 

Upgraded A-SMGCS for Level 2 incl training and changes of procedures, Upgraded MLAT to fulfill requirements for Level 2, Identified potential need for additional sensors to reduce false incursion alarms, Installed and fully operational Solid State SMR.

A-SMGCS Renewal of the Surface Movement Radar (BORA) Completed

Project number: #115AF2

Country: Germany

Leader: Munich Airport Franz Josef Strauss

Description:

In the SESAR deployment context:
- EU 409/2013 on the definition of common projects, the establishment of governance and the identification of incentives supporting the implementation of the European Air Traffic Management Master Plan
- EU 716/2014 on the establishment of the Pilot Common Project supporting the implementation of the European Air Traffic Management Master Plan, making binding the implementation of six first ATM (Air Traffic Management) functionalities, constituting the first Common Project, referred to as the "Pilot Common Project".
Among these 6 new ATM functionalities listed is Airport Integration and Throughput, which includes the deployment baselines Airport CDM as well as A-SMGCS level 1 & 2.
- PDP published by the Deployment Manager, in the Fast -Track FT 2.2.1 Sub AF2.2 Departure Management integrating Surface Management Constraints.
- The goal of the project is to implement collectively with other airports an A-SMGCS System capable of level 1 and level 2 operations in preparation for level 2+ operations at a later date, according to the Preliminary Deployment Programme FT 2.1.1).

- The departure sequence at the runway shall be optimized according to the real traffic situation reflecting any change off-gate or during taxi to the runway.
o Thus enabled, A-SMGCS shall provide optimized taxi-time and improve predictability of take-off times by monitoring of real surface traffic and by considering updated taxi times in departure management regardless of meteorological or other impacting conditions.
o In a further step, planned routing and planning functions shall calculate the most operationally relevant route as free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement.

A-SMGCS upgrade to provide airport safety nets and routing & planning functions Ongoing

Project number: 2015_298_AF2

Country: United Kingdom

Leader: Gatwick London

Description: 

Increase safety on the manouvering area - reduce the risk of runway incursions and conflicts / incidents on the manouvering area whilst maintaining declared ground movement rates,Reduce controllers' workload by providing system support for monitoring of traffic and its conformance to clearances on the manouvering area, and by providing automated routing and planning functions,Reduce potential conflicting routing for arrivals, departures and other ground movements and thus increase efficiency of ground operations,Optimise controller working position by more advanced integration of systems and improving Human Machine Inteface (HMI),Implement airport safety nets associated with A-SMGCS (Level 2) (Family 2.5.1) in line with Commission Regulation (EU) No 716/2014 and SESAR Deployment Programme,Implement A-SMGCS routing and planning functoins (Family 2.4.1) in line with Commission Regulation (EU) No 716/2014 and SESAR Deployment Programme

ADQ - Aeronautical Data Quality Completed

Project number: #040AF5

Country: Germany

Leader: DFS

Description: 

With the EU Reg. 73/2010 the European Commission has set obligatory specifications for dealing with aeronautical data and aeronautical information in Europe. Without obligation for AIXM5.1, there is only one economic way for realizing the specifications defined in Chapter II article 4 (Data Set) and article 5 (Data Exchange). It is the intensive use of AIXM5.1. In consultation with the responsible authorities, therefore national aeronautical data suppliers and the DFS migrate their relevant IT systems to AIXM5.1. The Project ADQ is the focal point for all technical issues Reg. 73/2010 and establishing AIXM5.1-ability. With completion of the project ADQ, the DFS will be able:
• receiving in conformity with Reg. 73/2010 aeronautical data in AIXM5.1 format,
• exchange data between internally databases in AIXM5.1 format and also
• providing external entities with aeronautical data in the AIXM5.1 format. In consultation with the German authority BAF, the implementation will be proved by ECTL Specification as Means of Compliance (MoC). One of these ECTL specifications for compliance of AIXM5.1 is the documentation of - Aeronautical information Exchange (Aix)

ADQ Components in the SWIM Infrastructure - upstream data inclusion in the full data chain solution - ANSP and Airport Ongoing

Project number: 2017_060_AF5

Country: Sweden

Leader: LFV

Description:

The main objective of the Implementation Project is to establish upstream SWIM service interfaces in the domain of AIM in order to contribute to the overall ATM automation by true interoperability, in addition to and as a logical continuation of the establishment of the fully temporal Aerodrome Data Maintenance platforms. It includes design and developments, system acceptance and implementation, and finally transition, validation and commissioning.

This Implementation Project has interdependencies with the projects 2015_099_AF5, 2015_288_AF5 (both funded under Action 2015-EU-TM-0193-M), 2017_061_AF5 and 2017_075_AF5.
The 2015_099_AF5 (DK-SE FAB Aeronautical Data Quality (ADQ)) will enable migration of LFV’s and Naviair’s aeronautical data, with focus on analyses and requirements on the ADQ service from an ANSP point, developing core AISP production functionality including system specification, procurement and initial design of an ANSP platform and performed SAT, AISP functionality. The project will end in December 2019.
Within 2015_288_AF5, the procuring and implementation of Swedavias own platform with data models, data warehousing and system tools for sufficient data quality control according to EU 73/2010 will be addressed, wheras the integration of the AIM into the ADQ-database is taken care of in the two new projects in 2017 Call.
The implementation of Swedavias own exchange technology is taken care of within the 2017_075_AF5 project.
The INEA CALL 2017_060_AF5 will address activities related to scope extension of the ADQ service to include interaction with airport/aerodrome. Analyses and requirement from airport point of view will be identified and collected to cover full ADQ functionality requirements. Translation and validation exercises regarding the transfer of ADQ information between Swedavia and LFV and further on to Eurocontrol as well as software integration is done within project 2017_060_AF5. The project is aiming at an updated, harmonised and integrated implemented ADQ service applicable for all stakeholders, thus establishing full AIS functionality, including a performed SAT for full AIS production capability, airport view and related updates. The overlap in time will allow coordinated planning and seamless development of the ADQ service, and transparent development and exchange of information/solutions. Even though CPH airport is not part of the project, Naviair will coordinate with CPH and other airports and provide the Naviair database and ADQ environment and support them aiming implementing full ADQ functionality throughout the project .


The IP will contribute to complete the gap for family 5.3.1 for Sweden. Naviair will have closed their part of the gap just like LFV by 2021. Even though CPH airport is not part of the project, Naviair will coordinate with CPH and other airports and provide the Naviair database and ADQ environment and support, aiming implementing full ADQ functionality throughout the project . Coordination between CPH and Naviair aims at closing the gap for Denmark.
Moreover, during the analysis phase it was identified that concerning the cyber security domain, most partners have initiated separate Cyber Security initiatives, at different levels. Therefore this project is a standalone initiative- with a coordination function handling dependencies to national and/or local initiatives between different stakeholders related to 5.2.2/5.2.3 and in Sweden and Denmark.

Specific objectives:
This SWIM branch will be targeted to airports of larger scale in order to secure the integrity and efficiency in the data flow, by - in collaboration with airport - designing data exchange over service interfaces. This SWIM service will include the feeding capability from an airport to AIM with standardised AIXM5.1 payload, but also as a tailored/limited data set as a GML (Geography Markup Language) profile of AIXM5.1. The direct involvement of a major airport operator is crucial for designing and validating the concepts, and reaching sufficient maturity for further nationwide implementations. In this aspect the ANSPs LFV and Naviair are cooperating in planning and preparation for the full data chain solution implementation.

Expected Results:
- Interoperability and integrity controlled information is assured between ANSP and aerodrome.
- A common approach both technically and legally is applied for the benefit of the ATM end users.
- A standardised upstream SWIM service is deployed for the purpose of exchanging AIM data into the full chain, via a standardised data format, AIXM 5.1. resulting in transition from part data provision to full system to system data provision.

Performance benefits:
The implementation of these ADQ components will support achieving the increased efficiency and improved data integrity.
By allowing for more efficient exchange of data and by contributing to the implementation of SWIM, the project will , as a result from better pre-flight planning capabilities, contribute towards improvements in the following areas, in line with the PCP objectives:
• Efficiency within the AIM domain is improved by 40% through improvements in the exchange of information, and will also lead to a positive effect on efficiency within the entire ATM system . This will in turn lead to a decrease in flight time and conflicts within the DK-SE FAB, as a result from better pre-flight planning capabilities, leading to:
o More efficient use of fuel (5% reduction)
o Improvement in airspace capacity by 5%
• Flight safety related to Aeronautical Information will be improved by 25% through the increased integrity and availability of more consistent information for all stakeholders - airspace users and ATM, by reducing the lead times from time of data origination to its official publication.
• Accelerated successful implementation (API), with 30%
• Faster migration to next-generation Network (802.1x), 100 % access control on publically exposed network interfaces
• Identity and Access Management (IAM), 100 systems linked to the Single Sign on function
• 100 % access control on publically exposed network interfaces
• Reduced deployment time through extensive planning and design, 40% improvement
• Streamline the information flow from a major airport operator (in this scope an 'Originator') by using interoperable exchange standards and service interfaces for efficient and integrity controlled data transmission.
• Sustainability is improved by allowing for the acceleration of SWIM and therefore more efficient flight profiles with associated reductions in fuel burn.
• Benefits to users will be gained through the improved ATM services enabled by increases in information sharing and in the consistency and integrity of data."

ADQ implementation Stockholm Arlanda Completed

Project number: 2015_288_AF5

Country: Sweden 

Leader: Swedavia Airport

Description: 

Stockholm Arlanda Airport ADQ compliant, Quality control implemented.

Advanced Airport Moving Map (AAMM) Completed

Project number: 2015_222_AF2

Country: Germany

Leader: Frankfurt International

Description: 

Safety Nets: Improved Pilots' Situational Awareness through Airport Moving Map incorporating A-SMGCS Data, Fuel Savings through foresightedly taxiing, Safety Nets: warnings for pilots (certain NOTAMS, runway/taxiway obstructions, closures,etc.)

Aerial Visual Display A-CDM Phase 2 Ongoing

Project number: 2015_076_AF2

Country: Ireland

Leader: Dublin Airport

Description:

Improve Situational Awareness, Assist A-CDM by automatically capturing On and Off block times,Track aircraft on the ground, vehicles, Allow graphic representation of availability of stands during winter operations, Allow playback of events for incident investigation, Alert if vehicles enter a closed area eg closed taxiway, construction site etc.

Aeronautical Data Quality and Exchange Completed

Project number: 2015_262_AF5

Country: Portugal

Leader: Portuguese MOD

Description: 

This project is paramount into accomplish the required level of data quality established by EC Regulation 73/2010. Improve civil/military coordination towards Flexible Use of Airspace, Allow Portuguese Air Force (PRTAF) to perform GROUND-GROUND coordination between military and adjacent ATC Units, Compliance with 73/2010 includes the implementation of ADQ levels when needed to sustain SESAR Deployment Programme families as it is the case with 1.2.2 and also for exchanges with EAD and other data repositories.

Aeronautical Information Distribution Service Ongoing

Project number: 2015_243_AF5

Country: Czech Republic

Leader: Air Navigation Services of the Czech Republic

Description:

To allow direct digital aeronautical information exchange to enable ADQ IR 73/2010 implementation (distribution from AIS to users inside and outside the ANSP). To allow flexible on-demand aeronautical data provision and distribution…, To reduce the effort on AIS staff for digital data provision and distribution…, To introduce seamless AIM/SWIM operation by the AIS…

Aeronautical Information exchange and management Ongoing

Project number: 2015_160_AF5

Country: Ireland

Leader: IAA

Description: 

To automate the esisting AIS functionality including eAIP publication and D-NOTAm management,The implement an eTOD database for EISN,To migrate to AIXM/Swim Yelow format for all data exchanges,To meet the requirements of 5.3.1 on an incremental basis.

Aeronautical Information Exchange system for Airlines Flight Operation Centre (FOC) at Lufthansa & Air France Ongoing

Project number:  2017_002_AF5

Country: Germany

Leader:  Deutsche Lufthansa

Description:

The main objective of this Implementation Project is to enable the airlines of the Lufthansa Group and Air
France to deal with the aeronautical data that will be used by the SWIM Yellow Profile.
The implementation project focusses on the implementation upgrade of the FOC from LH & AF with Aeronautical Information Exchange systems and services in accordance with SWIM principles.
In particular the main activities performed are the service implementations to be compliant with the applicable version of Aeronautical Information Reference Model (AIRM), the AIRM Foundation Material and the Information Service Reference Model (ISRM) Foundation Material.
Furthermore, the Implementing Project includes the integration of the information provided by the Network Manager into the database.
Specific objectives:
The Implementing Project specifically aims to:
• define, develop and deploy an AIXM 5.1 datastore that is able to store the digital aeronautical base data (especially the airspace structure data);
• identify and deploy the SWIM infrastructure components for the retrieval of the digital data by use of the SWIM Yellow Profile;
• deploy and integrate the legacy data into the new datastore;
• ensure implementation of software components that support the users in the quality assurance of the digital data;
• deploy and migrate the software components for the processing of the legacy data into the new datastore;
• update all software components using the data (e.g. for flight planning purposes) to use the digital data and to access the new datastore;
• achieve a implementation of SWIM services that allow other consumers to access the digital data.

Expected Results:
• D-NOTAMs (Digital Notice to Airmen) are included in FOC;
• Airspace Usage Plans (AUP, UUP) — ASM level 1, 2 and 3 is deployed;
• Aerodrome mapping data and Airport Maps (including eTOD: electronic Terrain and Obstacle Data) are deployed;
• Notification of the activation of an Airspace Reservation/Restriction (ARES) are deployed;
• Notification of the de-activation of an Airspace Reservation/Restriction (ARES) are deployed;
• Pre-notification of the activation of an Airspace Reservation/Restriction (ARES) are deployed;
• Notification of the release of an Airspace Reservation/Restriction (ARES) - Aeronautical information feature on request are deployed.

Performance Benefits:
In particular the main benefit of this project is the increase of flight safety through processing digital data instead of manual data maintenance of AIP data. Furthermore flight efficiency is increased by 2 % through consideration for dynamic airspace data Information through B2B services. This is corresponding to 2 % increased fuel efficiency. The migration to the SWIM Yellow Profile for the retrieval
and provision of the concerned data will lead to increase the level of automation during data processing and reduction of personal costs. Furthermore the migration to an AIXM5.1 database will lead to compliance with Aeronautical Data Quality (ADQ) regulations.


PREVIOUS PROJECT DESCRIPTION FOR INFORMATION PURPOSES ONLY

1) General context
The implementation project aims to enable the airlines of the Lufthansa Group and Air France to deal with the aeronautical data that will being used by the SWIM Yellow Profile.

The implementation project focusses on the implementation upgrade of the FOC from LH & AF with Aeronautical Information Exchange systems and services in accordance with SWIM principles.

In particular the main activities performed are the service implementations to be compliant with the applicable version of Aeronautical Information Reference Model (AIRM), the AIRM Foundation Material and the Information Service Reference Model (ISRM) Foundation Material.

Integration of the information provided by the Network Manager into the database

2) Specific objectives
The implementation project aims to

define, develop and deploy an AIXM 5.1 datastore that is able to store the digital aeronautical base data (especially the airspace structure data)

identify and deploy the SWIM infrastructure components for the retrieval of the digital data by use of the SWIM Yellow Profile

deploy and integrate the legacy data into the new datastore

ensure implementation of software components that support the users in the quality assurance of the digital data

deploy and migrate the software components for the processing of the legacy data into the new datastore

update all software components using the data (e.g. for flight planning purposes) to use the digital data and to access the new datastore

achieve a implementation of SWIM services that allow other consumers to access the digital data

3) Expectet results
The following results are expected:

D-NOTAMs are inclued in FOC
Airspace Usage Plans (AUP, UUP) — ASM level 1, 2 and 3 is deployed
Aerodrome mapping data and Airport Maps (including eTOD: electronic Terrain and Obstacle Data) are deployed
Notification of the activation of an Airspace Reservation/Restriction (ARES) are deployed
Notification of the de-activation of an Airspace Reservation/Restriction (ARES) are deployed
Pre-notification of the activation of an Airspace Reservation/Restriction (ARES) are deployed
Notification of the release of an Airspace Reservation/Restriction (ARES)— Aeronautical information feature on request are deployed.


4) Performance benefits

In particular the main benefits of this project is the increase of flight safety by 100 % through processing digital data instead of manual data maintenance of AIP data.
Furthermore flight Efficiency is increased by 2 % through consideration fo dynamic airspace data Information through B2B services. This is coresponding to 2 % increeased fuel Efficiency.
The migration to the SWIM Yellow Profile for the retrieval and provision of the concerned data will lead to increase the level of automation during data processing and reduction of personal costs. Furthermore the migration to an AIXM5.1 database will lead to compliance with Aeronautical Data Quality (ADQ) regulations


The Lufthansa Group (Deutsche Lufthansa AG) is a global aviation group with a total of 540 subsidiaries and equity investments, which in the financial year 2015 were organised into the Passenger Airline Group,
Logistics, MRO, Catering and Other business segments (incl. the Lufthansa Systems GmbH & Co. KG). All the segments occupy a leading position in their respective markets. In 2015, the Lufthansa Group generated revenue of EUR 32.1bn and employed an average of 119,559 staff.
The Passenger Airline Group is the largest business segment in the Lufthansa Group. The Passenger Airline Group comprises the airlines Lufthansa Passenger Airlines (including Germanwings and Eurowings), SWISS and Austrian Airlines. The Lufthansa Group’s fleet consists of 600 aircraft. Aircraft from Airbus and Boeing make up the majority of the fleet. Aircraft from Bombardier, Embraer, Fokker and BAE Systems are also deployed on short and medium-haul routes.SEp

AERONET/ENET2 Interoperability Ongoing

Project number: 2017_040_AF5

Country: Italy

Leader: ENAV

Description:

The main objective of this Implementing Project is to contribute to the overall ENAV and Italian Air Force preparation for SWIM through the implementation of Local SWIM infrastructure components. This Implementing Project will allow the evolution towards a new network through the transition from ENET to ENET2, as the fundamental local enabler for SWIM information exchange. BLUE Profile requirements are not intended to be part of the project (in particular related to family 5.6.2).

In particular this Implementing Project will allow to upgrade and replace local components and shared ENAV and Italian Air Force infrastructures (e.g. POINT OF PRESENCE (POP)) in order to provide an improved interoperability between civil and military networks (the ENAV Network (eNET2) and the Italian Air Force (AERONET) network). The interoperability components concerned are considered fundamental for the local multi stakeholder implementation of SWIM information exchange and SWIM-enabled systems.

Specific objectives:
Modern ATM systems design is requiring enhanced connectivity and is using more and more common and open components, services and standards. This trend exposes systems to increased cybersecurity risks, it is therefore paramount to identify these risks, assess their possible impacts and mitigate them with appropriate measures. Some components concerned by the eNET2-AERONET interoperability need to be assessed in order to identify missing gaps and capabilities as well as risks in view of the upcoming SWIM requirements. This activity will allow identifying a local plan for upgrading local components up to available SWIM standard compliance to be activated and completed in the framework of the present initiative.
In particular some of the activities to be undertaken in order to modernise the infrastructure with a view of paving the way of accommodating SWIM requirements are:
- upgrade of communication circuits
- extension of the transmissive band
- technological upgrade of the equipment
- opening to new communication standards.

In addition to the above, relevant pieces of infrastructure will be upgraded with a view to improve the eNET2-AERONET interoperability, with a new functional architecture which will facilitate the overall local SWIM information management.

Expected Results:
• local obsolete equipment and connections are improved through SWIM-compliant requirements;
• one (or more than one) interoperability node is implemented between Italian MOD and ENAV (e.g. Exchange POP Italian Air Force in Roma Ciampino and Milano Linate);
• current data exchange protocols, LoA (Letter of Agreement), are improved with a view to ensure eNET-AERONET improved interoperability and with this preserve a very important asset of the local SWIM information management chain;
• Transition is ensured from legacy protocol towards the definition of the future system architecture able to cover information exchanges in compliance with SWIM governance policies.
In particular, the following results are expected:
• MPLS network equipment is divided into core and peripheral systems;
• a software platform for centralised management is implemented;
• Installation, configuration and customisation are done.
• secure data exchange procedures (both manual and automatic) are defined and implemented between the two involved SOCs (Security Operation Center), ENAV and Italian Air Force.

Performance Benefits:
5% of cost-savings are expected from the rationalisation of the infrastructure (e.g. Saving energy with new generation equipments, By using raw materials more efficiently, recycling, and making production processes more efficient).

AF 2.5 A-SMGCS - Safety Nets Ongoing

Project number: 2015_046_AF2

Country: Denmark

Leader: Copenhagen Airport

Description: 

Implement EFS conflict detection,Implement runway clearence monitoring,Implement holding point monitoring,Implement route adherence monitoring

AF2.4 A-SMGCS - Routing & Planning Ongoing

Project number: 2015_043_AF2

Country: Denmark

Leader: Copenhagen Airport

Description: 

To implement routing and planning functions in A-SMGCS, which will provide ATC with optimized route designation for each aircraft or vehicle within the movement area, as well as preventing route conflicts on the movement area and improve capacity, predictibility, and safety.

AF2_MET-Compliance-Program Ongoing

Project number: 2015_220_AF2

Country: Austria

Leader: Austrocontrol

Description: 

Develop distance based separation to time based separation, recover and improve loss of capacity due to bad weather conditions, support automatic observer functions, improve exchange of meteorological information.

AF5 AIM Compliance Pogram Ongoing

Project number: 2015_230_AF5

Country: Austria

Leader: Austrocontrol

Description: 

Analyse, develop and upgrade or implement AIM infrastructure to comply with iSWIM requirements,ensure continuous improvement of data distribution and aeronautical data quality according to iSWIM requirements,upgrade and or implement and continuously improvement of the AMSS to comply with iSWIM requirements, implementation of ongoing enhancements to the AIMP.

AF5 iSWIM Ongoing

Project number: 2015_045_AF5

Country: Denmark

Leader: Copenhagen Airport

Description: 

To become part of the NOP and have a better basis for decisionmaking, planning and execution of airport operations, short-term as well as long-term.
Reduce CAPEX and OPEX by using standard infrastructure components, e.g. yellow profile.,Gain better quality of aeronautical data by being part of a pan-european network of extended stakeholders .

AIM Deployment Toolkit Ongoing

Project: 2015_145_AF5_B 

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Ensure a harmonised and coordinated deployment implementation by all European States for required AIS/AIM services to support the integration of airports into the aeronautical data provision.,To provide Digital NOTAM pre-encoded data,To manage underlying aeronautical airport data and data products, including the airport mapping, terrain and obstacle aspect;,To perform SWIM data transformations (e.g. between AMDB and Digital NOTAM format). ,To enable stakeholder compliance with ADQ regulations

AIM Deployment Toolkit Ongoing

Project number: 2015_145_AF5_A

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Ensure a harmonised and coordinated deployment implementation by all European States for required AIS/AIM services to support the integration of airports into the aeronautical data provision.,Contribute to the establishment of a framework enabling provision of Digital NOTAM pre-encoded data,To manage underlying aeronautical airport data and data products, including the airport mapping, terrain and obstacle aspect;,To perform SWIM data translationss (e.g. between AMDB and Digital NOTAM format). ,To enable stakeholder compliance with Aeronautical Data Quality (ADQ) regulations,To support partial mitigation (for the part associated with the exchange of Aeronautical Information and data) of the PCP implementation gap mainly in Familly 5,3,1, but also others, ultimately benefitting operational stakeholders across the entire PCP applicability area.

AIMSIL - AIM Systems Integration Layer Ongoing

Project number:  2016_064_AF5

Country: Czech Republic

Leader:  Air Navigation Services of the Czech Republic

Description:

This Implementation Project (IP) aims to provide integrated input interface for Aeronautical Information Services (AIS) / Aeronautical Information Management (AIM) systems. This IP will cover technical implementation of data input to the AIS/AIM systems, data exchange between AIS/AIM systems, management and processing of necessary metadata and logs and archiving functionalities for legal purposes. The IP will include the analysis phase to identify current AIS/AIM systems operational status and their interfaces, legal framework (to identify limitations and requirements), availability and applicability of data / data exchange standards, and identification of compliancy including applicability with SWIM Technical Infrastructure (SWIM TI) Profiles. The implementation will be compliant with the applicable version of Aeronautical Information Reference Model (AIRM) and the service will be provided based on the Information Service Reference Model (ISRM).

Air France Group Datalink upgrade to best in class avionics - Lot2 Ongoing

Project number: 2017_008_AF6_GND

Country: France

Leader: Air France

Description:

The main objective of this Implementing Project (IP) is to deploy ATN B1 capability to “Best in Class” avionics configuration on the remaining Air France Group Fleet. It concerns the upgrade of 40 Transavia B737 aircraft and the training of the remaining Air France Group pilots (B787 and A350 Air France pilots and Transavia pilots).

EC IR 29/2009 and its amendment 310/2015 lay down requirements for the introduction of datalink services in Europe. Aircraft operators shall ensure that their aircraft have the capability to operate the datalink service above FL 285 by 05 February 2020.

The Air France Group comprises Air France, HOP and Transavia France. The datalink upgrade for Air France (A320 fleet) and HOP (EJET and CRJ Fleets) aircraft and pilots training are already covered by project IP 2016_165_AF6 (funded under Action 2016-EU-TM-0117-M).

Specific objectives:
This IP specifically aims to:
- deploy ATN (Aeronautical Telecommunication Network) B1 capability to “Best in Class” avionics configuration on the remaining Air France Group Fleet i.e. Transavia Fleet that consists of 33 B737 (expected 40 by 2020, the 7 coming will be 2nd hand aircraft). These 40 B737 aircraft are already fitted with Datalink technology.

The avionic configurations are considered as the set of airborne equipment to comply with the ATN/VDL2 (Very High Frequency Digital Link 2) performance expectations in multi-frequency (MF) environment following ELSA recommendations as identified in Annex 2 of the Datalink Services (DLS) Recovery Plan: ELSA reference IDs Avionics 01 and 02.
Testing of avionic software will be performed on vendor side. For all Transavia aircraft, the DLS avionics are already installed in on-board systems of the aircraft. The implementation project only includes the efforts for upgrading the avionics recommended by ELSA study (i.e CMU ACARS (Communication Management Unit Aircraft Communications Addressing and Reporting System) and the 3 VDR (Very High Frequency Data Radio).

The datalink upgrade will only focus on the 40 Transavia B737 aircraft types. Considering that the initially defined deadline to demonstrate compliance with Commission Regulation (EC) No 29/2009 was 5 February 2015 (airborne part), Transavia B737 aircraft already fulfilled the mandate since 2014. These aircraft were already retrofitted by February 2015 in order to comply with the 29/2009 mandate.

- to train the pilots through e-learning.

Expected Results:
• ATN B1 capability to “Best in Class” avionics configuration are deployed on 40 Transavia B737. Thus Air France Group is fully equipped.

• the number of pilots trained is:
• For Air France: 200 A350 and 200 B787 (Long-Haul fleet) pilots. The training of these long-haul pilots was not included in the previous project 2016_165_AF6.
• For Transavia: 400 (B737 fleet) pilots.

Performance Benefits:

Based on the Air France Group flight network:
• Improve En-route capacity at European ACC. Traffic demand is steadily growing and more and more En-route ACC reach their capacity limit during the summer period. The use of datalink will allow increasing En-Route ACC capacity above FL 285 and thus alleviate ATC workload and ATC frequencies.
• Reduce ATC delays. As a consequence, of the En-Route ACC capacity increase, En-Route ACC will reduce their ATC delays.
• Improve safety. As a second positive result, digital communication helps to avoid confusion compared to radio messages and therefore, will improve safety.

CPDLC (Controller Pilot Datalink Communications) will contribute to a capacity gain in European airspace and thus reducing ATC delays and improving flight efficiency due to fewer restrictions. The project is relevant to and consistent with the Pilot Common Project (PCP), whose positive impact has been demonstrated through a Cost Benefit Analysis.

Air France Group Datalink upgrade to best in class avionics - Lot2 Ongoing

Project number: 2017_008_AF6_AIR

Country: France

Leader: Air France

Description: 

Overview:
The main objective of this Implementing Project (IP) is to deploy ATN B1 capability to “Best in Class” avionics configuration on the remaining Air France Group Fleet. It concerns the upgrade of 40 Transavia B737 aircraft and the training of the remaining Air France Group pilots (B787 and A350 Air France pilots and Transavia pilots).

EC IR 29/2009 and its amendment 310/2015 lay down requirements for the introduction of datalink services in Europe. Aircraft operators shall ensure that their aircraft have the capability to operate the datalink service above FL 285 by 05 February 2020.

The Air France Group comprises Air France, HOP and Transavia France. The datalink upgrade for Air France (A320 fleet) and HOP (EJET and CRJ Fleets) aircraft and pilots training are already covered by project IP 2016_165_AF6 (funded under Action 2016-EU-TM-0117-M).

Specific objectives:
This IP specifically aims to:
- deploy ATN (Aeronautical Telecommunication Network) B1 capability to “Best in Class” avionics configuration on the remaining Air France Group Fleet i.e. Transavia Fleet that consists of 33 B737 (expected 40 by 2020, the 7 coming will be 2nd hand aircraft). These 40 B737 aircraft are already fitted with Datalink technology.

The avionic configurations are considered as the set of airborne equipment to comply with the ATN/VDL2 (Very High Frequency Digital Link 2) performance expectations in multi-frequency (MF) environment following ELSA recommendations as identified in Annex 2 of the Datalink Services (DLS) Recovery Plan: ELSA reference IDs Avionics 01 and 02.
Testing of avionic software will be performed on vendor side. For all Transavia aircraft, the DLS avionics are already installed in on-board systems of the aircraft. The implementation project only includes the efforts for upgrading the avionics recommended by ELSA study (i.e CMU ACARS (Communication Management Unit Aircraft Communications Addressing and Reporting System) and the 3 VDR (Very High Frequency Data Radio).

The datalink upgrade will only focus on the 40 Transavia B737 aircraft types. Considering that the initially defined deadline to demonstrate compliance with Commission Regulation (EC) No 29/2009 was 5 February 2015 (airborne part), Transavia B737 aircraft already fulfilled the mandate since 2014. These aircraft were already retrofitted by February 2015 in order to comply with the 29/2009 mandate.

- to train the pilots through e-learning.

Expected Results:
• ATN B1 capability to “Best in Class” avionics configuration are deployed on 40 Transavia B737. Thus Air France Group is fully equipped.

• the number of pilots trained is:
• For Air France: 200 A350 and 200 B787 (Long-Haul fleet) pilots. The training of these long-haul pilots was not included in the previous project 2016_165_AF6.
• For Transavia: 400 (B737 fleet) pilots.

Performance Benefits:

Based on the Air France Group flight network:
• Improve En-route capacity at European ACC. Traffic demand is steadily growing and more and more En-route ACC reach their capacity limit during the summer period. The use of datalink will allow increasing En-Route ACC capacity above FL 285 and thus alleviate ATC workload and ATC frequencies.
• Reduce ATC delays. As a consequence, of the En-Route ACC capacity increase, En-Route ACC will reduce their ATC delays.
• Improve safety. As a second positive result, digital communication helps to avoid confusion compared to radio messages and therefore, will improve safety.

CPDLC (Controller Pilot Datalink Communications) will contribute to a capacity gain in European airspace and thus reducing ATC delays and improving flight efficiency due to fewer restrictions. The project is relevant to and consistent with the Pilot Common Project (PCP), whose positive impact has been demonstrated through a Cost Benefit Analysis.

Air Ground Datalink Implementation Completed

Project number:  2016_030_AF6

Country: Slovenia

Leader:  Slovenia Control

Description:

The main goal of the project is to implement the datalink service defined by the Commission Regulation (EC) No 29/2009, amended with 310/2015, which lays down requirements on data link services for the Single European Sky.

Airport CDM implementation Schiphol Completed

Project number: #109AF2

Country: The Netherlands

Leader: Amsterdam Schiphol 

Description: 

Airport CDM implementation according to Eurocontrol guidelines, Local Airport CDM, Connection to Eurocontrol NMOC.

Airport Operating Plan AOP Completed

Project number: 2015_060_AF2

Country: United Kingdom

Leader: London Heathrow Airport

Description:

AOP, Shares the plan with the airport’s operational stakeholders (Airlines, Ground Handlers, APOC), Consume the plan generated by the DCB system, To ensure that exchanged data is being processed for better predictability and improved rolling plans on NM and Airport Sides, To assist NMOC provide guidance material for other airports for later implementation of AOP-NOP link and on Collaborative Decision Making in order to provide quality input data, To set up B2B AOP-NOP (as will be defined in 2016 call) Interfacing for data exchange with NMOC (NOP).

Airport Safety Net Mobile Detection of Air Crash Tenders Completed

Project number: #088AF2

Country: Germany

Leader: Frankfurt International

Description: 

Equipage of Air Crash Tenders with a Moving Map based on A-SMGCS surveillance data, Identification of deviations from routes and procedures of Air Crash Tenders, Improvement of situational awareness of Air Crash Tenders, Early prediction of situations that would end up in hazardous situations.

Airport Safety Net: Mobile Detection of Marshaller Vehicles Completed

Project number: 2015_226_AF2

Country: Germany

Leader: Frankfurt International

Description: 

Equipage of Marshaller Vehicles with a Moving Map based on A-SMGCS surveillance data, Implementation of a new allocation tool,Improvement of situational awareness.

AIRSTAT Completed

Project number: 2015_245_AF2

Country: Belgium

Leader: Brussels Airport

Description: 

Status and availability of the stand equipment such as boarding bridges, DGS, 400Hz, PCA and fuel pits. This can be an added value for handlers, and will improve handling activities at the aircraft. The Vehicle Tracking System (VTS) is already in use at ANSP, and analysis of the use of the data should be investigated in order to use it in Airstat.

AMAN extended to en-route Completed

Project number: #083AF1

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Upgrade NM systems to cope with extended AMAN requirements, Introduce in the network view and the collaborative NOP, the information managed and shared with NM system by local extended AMAN systems ( from airports / ANSP’s where available), Support the network coordination of extended AMAN functions and provide, if necessary, the network view on extended AMAN measures.

AMAN LOWW initial Completed

Project number: 2015_234_AF1_A 

Country: Austria

Leader: Austrocontrol

Description: 

Basic Arrival Manager (AMAN) function (allowing evolution to extended AMAN) for Terminal Area Vienna is deployed, ACC Vienna is attached to the Vienna AMAN, AMAN functionality is integrated in the training and simulation environment ("BEST"), Interaction with adjacent units ensured.

AMAN LOWW initial Completed

Project number: 2015_234_AF1_B

Country: Austria

Leader: Austrocontrol

Description: 

Basic Arrival Manager (AMAN) function (allowing evolution to extended AMAN) for Terminal Area Vienna is deployed, ACC Vienna is attached to the Vienna AMAN, AMAN functionality is integrated in the training and simulation environment ("BEST"), Interaction with adjacent units ensured.

AMAN upgrade for extended horizon at DSNA airports Ongoing

Project number: 2015_073_AF1

Country: France 

Leader: DSNA

Description: 

Extend planning horizon of AMAN for cross border flights at LFPG/LFPO/LFMN, Improve arrival management within LFFF and LFMM ACC for LFPG/LFPO/LFMN, Integrate collaborative process with airport and airlines (iStream results), Prepare AMAN capability to export sequence to cross border systems.

AMHS/SWIM gateway Ongoing

Project number: 2015_210_AF5

Country: Spain

Leader: ENAIRE 

Description: 

Develop a gateway that allows routing/converting AMHS messages into SWIM messages (based in Web Services), Update Spanish COM Center in order to be ready to receive new messages (based in Web Services) and to manage them appropriately.

Amsterdam Schiphol AMAN 1.0 Completed

Project number: 2015_165_AF1

Country: The Netherlands

Leader: LVNL

Description: 

Implementation of improved Trajectory Predictor (TP), implementation of Delta-T indication, implementation of Preview Window.

Amsterdam Schiphol AMAN 2.0 Ongoing

Project number: 2015_166_AF1

Country: The Netherlands

Leader: LVNL

Description: 

Implementation of high resolution meteo data to improve trajectory prediction,Implementation of speed advisories,Implementation of flexible trajectory prediction to support optimised descent profiles

AOP-NOP Integration Ongoing

Project number: 2015_113_AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

To set up B2B AOP-NOP Interfacing for data exchange with selected airports, To ensure that exchanged data is being processed for better predictability and improved rolling plans on NM and Airport Sides, To provide guidance material for other airports for later implementation of AOP-NOP link and on Collaborative Decision Making in order to provide quality input data.

AOP-NOP Integration - Extended Implementation Ongoing

Project number:  2016_131_AF4

Country: Belgium

Leader:  Eurocontrol/ NM

Description:

This project builds on the Implementation Project 2015_113_AF4 Airport Operations Plan (AOP) — Network operations Plan (NOP) (2015-EU-TM-0196-M), expanding the scope to small and medium sized airports and at the same time integrating additional hubs. The Implementation Project (IP) will focus on the data exchange for efficient cooperation between NMOC (Network Manager Operations Centre) and local collaborative structures for improved Network Management (NM). It will:

  • Review the Interface Control Document being produced under the Implementation Project 2015_113_AF4 AOP-NOP and investigate the need for adaptation to ensure harmonisation across all airports.
  • Adapt system change requirements for processing the exchanged data in NM and setting up requirements for airport systems of different airport types.
  • Deliver fully tested AOP-NOP interfaces at the participating airports.

By the end of the project AOP-NOP Information sharing as described in the family 4.2.4 documentation will be operational between the participating airports and the Network Manager.

The Implementation Project is within the scope of Network Strategy Plan (NSP) and NOP and in particular, it links to NSP: SO 4/3 SO 06/2; and SO 6/4.

AOP-NOP Integration - Extended Implementation Planned

Project number: 2017_052_AF4

Country: Belgium

Leader: Eurocontrol / NM

Description:

This implementing project builds on project 2015_113_AF4 AOP-NOP (Action 2015-EU-TM-0196-M) and 2016_131_AF4 ""AOP-NOP integration - extended implementation"" (Action 2016-EU-TM-0117-M), expanding the scope to other airports part of the Family 4.2.4 implementation area.

The main objective of this Implementing project is to enable the system to system exchanges between a local AOP and the NOP (NM systems) beyond the current A-CDM. This willl be realised through the implementation of the Predicted Departure Planning Information (P-DPI) exchange before the time horizon of the A-CDM process Estimated Off Block Time (EOBT -3hrs) as to improve pre-tactical planning. This exchange shall be possible within the SWIM yellow profile, i.e. exchange via B2B web-services.

Specific objectives:
The project specifically aims to focus on the data exchange for efficient cooperation between NMOC and local collaborative structures for improved Network Management.
In particular, it will:
a) review and refine the intial AOP-NOP integration Concept and related information exchanges as produced in 2015_113_AF4 AOP-NOP and 2016_131_AF4 to ensure harmonisation across all airports;
b) adapt system change requirements for processing the exchanged data in NM and setting up requirements for airport systems of different airport types;
c) develop and deploy the different systems adaptation to allow fully tested AOP-NOP interfaces between NM and the participating airports.

Note that the project will require coordination through common meetings / workshops particularly with respect to tasks 01 and 02 (hence travel costs associated). Internal organisation of airports( work may also require some level of travel for their own tasks related to requirements, implementation and testing)

Expected Results:
AOP-NOP Information sharing as described in the family 4.2.4 documentation is operational between the participating airports and the Network Manager.
The project is within the scope of NSP and NOP and in particular it links to NSP: SO 4/3 SO 06/2; and SO 6/4.

Performance Benefits:
Taking into account SESAR performance assessments (PARs) and previous AOP/NOP projects under deployment, AOP/NOP integration provides for the following performance benefits:
• Increased traffic predictability which enhances capacity available in the planning phase. - Increased ATCO productivity (indirect benefit).
• Cost-efficiency: no Aeronautical Fixed Telecommunication Network (AFTN) or Société Internationale de Télécommunications Aéronautiques (SITA) connections required any more. Significant operating cost reduction through better predictability of arrival runway capacity which reduces airborne and taxi-out holdings. This generates time savings and fuel saving.
• Reduction of reactionary delays and reactionary flight cancellations at the destination airport.
AOP/NOP integration will provide benefits to airports through an improved information flow concerning arrival flights, and to en-route and TMA units through a more accurate traffic picture in advance of real operations. Based on previous CBAs and on airport expertise, the following quantified benefits are the first estimation (under the assumption of a full PCP implementation):
• An improved en-route capacity utilisation of some € 25 million on top of 2015_113_AF4 and 2016_131_AF4 AOP-NOP integration projects.
• An improved runway capacity utilisation which results in a reduction of arrival airport ATFM delays (5%).
• A reduction of air transport non-ATM reactionary delays (-5%) and air transport non-ATM reactionary cancellations (- 0.5%)."

APOC implementation Completed

Project number: 2015_244_AF2

Country: Belgium

Leader: Brussels Airport

Description: 

Implementation of the Airport Operations Center with all stakeholders to increase the punctuality of passengers & bags flows, Process alignment with all stakeholders, Determination of common Performance Indicators.

Application of cyber security to ANSP and SWIM services at LFV Ongoing

Project number: 2017_061_AF5

Country: Sweden

Leader: LFV

Description:

The overarching goal of the Implementing Project (IP) is to implement SWIM cyber security, including Identity and Access Management with Public Key Infrastructure (PKI), and SWIM infrastructure to enable initial SWIM services at LFV. The Implementing Project will implement a robust, harmonised and systematic approach to cyber security, which will cover the identified gaps. Cyber security controls are to be implemented at both, strategic, operational and technical levels, using a combination of top-down and bottom-up approaches to improve LFV's cyber resilience, enabling future SWIM tasks and integrations to be performed safely and securely.
This Implementing Project will be performed in close coordination with IP 2017_066_AF5 (Implementing harmonised SWIM (Y) solution in COOPANS ANSPs and general PCP compliance), which will develop a harmonised cyber-security framework across the five COOPANS ANSPs (including LFV) for the harmonised COOPANS SWIM yellow profile infrastructure. The technical capabilities covered by this project will be developed within this harmonised framework.
Though the work undertaken through IP 2017_066_AF5 will develop a COOPANS-level framework to guide the harmonised implementation of SWIM cyber-security in each COOPANS ANSP, this Implementing Project is necessary to implement robust technical and organisational capabilities to ensure the security of SWIM services within the Yellow Profile at LFV. This Implementing Project will therefore provide near-complete coverage of PCP Family 5.2.3. within Sweden (with the future introduction of the SWIM Blue Profile to close the small remaining part of the gap for 5.2.3, not funded under this Action), enabling the implementation of safe and secure SWIM-compliant FIXM, AIXM and WIXM data exchange.
There is an additional interdependency with IP 2017_084_AF5 - SWIM Common PKI and policies & procedures for establishing a Trust framework, which is led by EUROCONTROL. This Implementing Project is dependent on consistency with the common Public Key Infrastructure (PKI), covering policies and procedures that will be established in the EUROCONTROL project.
Specific objectives:
This IP specifically aims to:
1 - Develop a cybersecurity policy and roadmap to protect Swedish air navigation services, which will be performed in coordination with IP 2017_066_AF5 (Implementing harmonised SWIM (Y) solution in COOPANS ANSPs and general PCP compliance).
2 - Enable initial SWIM services within the Yellow Profile at LFV
3 - Fill the gaps in PCP Family 5.2.3 in Sweden (except for those related to SWIM blue profile).
4 - Enable the implementation of safe and secure SWIM-compliant FIXM, AIXM and WIXM data exchange.

Expected Results:
A robust and secure cyber security baseline is implemented. In addition to this, overall policies, procedures and technical functionality needed to establish robust cyber resilience are implemented.

Implementation of cyber security measures (including policies, procedures and technical functionalities such as firewalls, network security monitoring, malware defenses and added threat intelligence capabilities) that enable the introduction of a more robust, safe and secure SWIM services for Yellow SWIM TI Profile data exchanges and SWIM

Enablement of the deployment of secure and safe services, conducted as part of Action 2015-EU-TM-0196-M #2015_118_AF5. The cyber security measures will align to the upcoming EU Common PKI solution and support the following areas addressed in 2015-EU-TM-0196-M #2015_118_AF5:
o Efficient flight planning and efficient and secure exchange of information and data within LFV, via the Yellow SWIM TI Profile
o Exchange of data related to other Yellow Profile SWIM services, including Aeronautical Information Management
Enablement of cyber security measures (at an Yellow SWIM TI Profile level) that will support and be a part of implementation of technical solutions for deployment Families 5.3.1, 5.4.1, 5.5.1, and 5.6.1 within Sweden.

Laying the foundation in design and functionality needs of cyber security baseline measures, related to demands extracted from the SWIM TI profile specification. Acquisition of knowledge, experience and expertise to inform and facilitate the implementation of functionalities from the families 5.3.1, 5.4.1, 5.5.1, and 5.6.1.

This is crucial as LFV, and European Air Traffic Management more generally, is becoming much more inter-connected, which introduces new cyber-risks to safety-critical operations. Vitally, migrating unprotected legacy systems to a network connected to the internet may introduce vulnerabilities and new risks into the overall network. The deployment of SWIM will involve the connection of legacy systems to the internet, and so the implementation of SWIM cyber security is imperative to ensure the security of both the future SWIM network and other connected systems. The performance benefit is reducing security risk, the readiness to deploy new ATM functionalities, and the flexibility to adapt further in the future.

From a SWIM perspective, the project enables safe and secure SWIM services at LFV. The near-term goal is connecting systems through SWIM services to allow for more efficient flight planning and delivering efficient exchange of information and data within LFV and its stakeholders. This project therefore is facilitating Action 2015-EU-TM-0196-M #2015_118_AF5, which involves the implementation of an Integration Platform within Swedish airspace, allowing for more efficient flight planning and delivering efficient exchange of information and data within LFV, and using the Yellow SWIM TI Profile. This Action is necessary to close the gap for family 5.5.1 (Cooperative Network Information Exchange system) within Sweden. Following on from this already-defined action, the medium-term task is then to use the same secure integration platform for LFV's transition to using the Yellow Profile for other SWIM services, including Aeronautical Information Management, by enabling the ability of the platform to integrate and perform within the AIM functionality, in line with the objectives outlined in the family 5.3.1. Similarly, the platform will then support WIXM data exchange.Cyber controls need to be sufficient and robust enough to be compliance with expected SWIM Governance mechanisms.


Performance Benefits:

Overall, the expected outcomes and benefits to LFV are:
• Availability of safe, secure and resilient services
• Enabling defence in depth
• Lower costs from less legacy equipment
• Better information sharing
• Agility to change and adapt
• Technical assurance
• Reduced security risk
• Compliance with PCP
• Better security posture for regulatory requirements

These expected benefits will be translated into the following performance benefits:
• Improvement of Safety – EnRoute by 10% in the DK-SE FAB;
• Improvement of Safety – TMA by 10% in the DK-SE FAB;
• Improvement of Capacity – EnRoute by 5% in the DK-SE FAB;
• Improvement of Capacity – TMA by 5% in the DK-SE FAB;
• Improvement of ANS Cost Efficiency - Airport Ground by 2% in the DK-SE FAB;
• Improvement of Flight Efficiency in Time - EnRoute by 1% in the DK-SE FAB;
• Improvement of Flight Efficiency in Time - TMA by 1% in the DK-SE FAB;
• Improvement of Flight Efficiency in Fuel- EnRoute by 1% in the DK-SE FAB;
• Improvement of Flight Efficiency in Fuel- TMA by 1% in the DK-SE FAB."

Apron Controller Working Position (Part 1 of 2 ) Completed

Project number: #087AF2

Country: Germany

Leader: Frankfurt International

Description: 

The implementation of an Advanced Surface Movement Guidance and Control System (A-SMGCS) providing routing, guidance and surveillance for the control of aircraft and vehicles in order to maintain the declared surface movement rate under all weather conditions while maintaining the required level of safety. The routing and planning function shall calculate the most operationally relevant route as free as possible of conflicts which permits the aircraft to go from stand to runway, from runway to stand or any other surface movement. The apron controller working position shall allow the controller to manage surface route trajectories. The flight data processing system shall be able to receive planned and cleared routes assigned to aircraft and vehicles and manage the status of the route for all concerned aircraft and vehicles. The system shall also be complemented by a function providing controllers with appropriate alerts when potential conflicts primarily on taxiways and intrusions to restricted areas are detected. Conflicts on runways are of secondary interest in this implementation project as the runway system is controlled by the local Air Navigation Service Provider. 6. The controller working position shall host warnings and alerts with an appropriate human-machine interface (HMI) including support for cancelling the alert.7. Digital systems, such as electronic flight strips (EFSs), shall integrate the instructions given by the controller with other data such as flight plan, surveillance, routing, published rules and procedures.

ASM - LARA Enhancement - Implementation in Italy Ongoing

Project number: 2017_041_AF3

Country: Italy

Leader: ENAV

Description:

The management of airspace in terms of advanced flexibility is of utmost importance for its optimisation. LARA (Local and sub-Regional Airspace Management Support System) is a tool largely used and being implemented by ENAV (2015_202_AF3, Action 2015-EU-TM-0193-M). The main objective of the implementing project is to extend this implementation also to the Italian Airforce. The implementation will require further adaptation of existing tools by the Italian Airforce. Moreover, enhancements to LARA in order to completely meet the requirements of Reg. (EU) 716/2014 will be planned through functional and technical requirements.

Project 2015_202_AF3 ""ASM tool implementation"" (Action 2015-EU-TM-0193-M) covers for ENAV the ASM tool acquisition, installation and customisation, ASM tool integration, ASM tool training, revision of ASM documentation and the implementation.
The implementing project under this Action will include:
- LARA implementation by the Italian Air Force at level of Airspace Management Cell in Rome,
- Italian Air Force familiarisation with LARA tool,
- Improving interoperability of existing internal Italian Air Force tools by the upgrade and the implementation of external interfaces and
- further identification of LARA enhancement requirements in compliance with Reg. (EU) 716/2014.

Specific objectives:
This implementing project specifically aims to align the use of the local ASM tool for both the civil and military authorities, in compliance with military and civilian security requirements, through the adaptation of Italian Air Force specific tools. Furthermore, it includes the enhancement of LARA in order to meet Regulation (EU) 716/2014 requirements, with particular reference to the automated exchange services of ASM data during the tactical and execution phases, continuously and in real time.

Expected Results:
• An ASM management system is implemented at national level to support an advanced Flexible Use of Airspace.
• Functional and technical requirements are defined to meet regulatory demands for ASM.

Performance Benefits:
An improved ASM will ensure more flexibility for airspace users at pre-tactical and tactical level, increasing by 3% the national coordination and by 5% the safety levels. No impact on sectors capacity is expected."

ASM AFUA Implementation Completed

Project number: #080AF3

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Improve Network performance and support a better utilisation of the Free Route Airspace and fixed route structure through enhanced ASM processes and tools, Enhance performance driven ASM/ATFCM processes (including those ATS processes that are linked to the ASM/ATFCM processes), Introduce more dynamic and flexible ASM/ATFCM/ATS processes, Production of key performance indicators for AFU.

ASM tool implementation Completed

Project number: #056AF3 

Country: Estonia

Leader: EANS

Description:  

Enhance Civil-Military ATM performance; E29, provide real-time exchange of airspace management data, enhance situational awareness,facilitates collaborative decision-making, improve safety.

ASM tool Implementation Ongoing

Project: 2015_202_AF3 

Country: Italy 

Leader: ENAV

Description: 

Enhance the civil-military collaborative decision-making process, Enhance ASM process and National procedures, Enhance situational awareness and increase safety.

ASMGCS Level 1 & 2 Ongoing

Project number: 2015_016_AF2

Country: United Kingdom

Leader: London Heathrow Airport

Description:

ASMGCS Level 1 & 2 baseline

ATFCM measures (STAM) Completed

Project number: #078AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Minimizing ATFCM delay by reducing the need for ATFCM regulations and its impact on operations, Improve the balance between demand and available capacity through cooperation between ATFCM and ATS processes, through targeted measures on (an) individual flight(s). Delivery of a complete package of system support and operational procedures, to enable the harmonised and effective deployment of Short Term ATFCM Measures throughout the European airspace.

 Support the network coordination between stakeholders and provide the network view for the elaboration, decision and execution of STAM measures

 Provide the collaborative environment to stakeholders during the elaboration, decision and execution of STAM measures

ATM Data Quality (ADQ) Completed

Project number: #006AF5

Country: Austria

Leader: Austrocontrol

Description: 

Compliance to ICAO Annex 15 and Commission Regulation (EU) No 73/2010 ensured, Basis for the implementation of Commission Regulation (EU) No 73/2010 created, Validation and integrity checks introduced, Workflow management system introduced to the service delivery management domain (SDM), Stream for internal and external data delivery digitalized, National legislation aligned,System requirements fulfilled according Commission Regulation (EU) No 73/2010

ATM Network 2.0 Amsterdam Ongoing

Project number:  2016_143_AF5

Country: The Netherlands

Leader:  LVNL

Description:

The Implementation Project (IP) concerns the deployment of Family 5.2.1 – Stakeholders Internet Protocol Compliance as laid down by the SESAR Deployment Manager within the Deployment Programme 2016 based on implementing the Pilot- Common-Project Regulation EU No. 716/2014 at Amsterdam ACC and Amsterdam Schiphol TMA. This IP will consolidate all common network functions (now mostly embedded in the legacy ATM solution itself) into a central service. This network is reliable and safe, redundancy techniques support all network layers and it supports a geo-redundant or segmented data centre.

This IP supports future SWIM (System Wide Information Management) information exchanges through SWIM Yellow and Blue profiles based on Internet Protocol. It is:

  • Future Proofed (ready for geo-redundant operation, scalable);
  • Reliable & Safe (a service that is able to provide a Service Level Agreement (SLA) to its customers and is secure by design);
  • Not complex and based on best practices where possible (using COT (Commercial off-the-shelf) products and open (IEEE - Institute of Electrical and Electronics Engineers) standards such as Open Stack, MPLS and IPv6);
  • Easy to maintain (backed by vendor maintenance contracts, consolidated and rationalised);
  • With a positive impact on organisation (less silo’s, centralised network maintenance, more in control);
  • Cost efficient.
ATM System (MATIAS) upgrade for cross- border free route operation Completed

Project number: 2015_034_AF3

Country: Hungary

Leader: Hungaro Control 

Description:

To achieve the prerequisites for cross-border free route operation at a local level, Contribute to the future FAB CE wide FRA implementation, To improve the controllers effectiveness and increase safety with enhanced functionalities, Contribute to the reduction of fuel consumption by allowing airspace users to plan and fly their preferred trajectories.

ATM System Upgrade Towards Free Route Airspace Ongoing

Project number:  2016_085_AF3

Country: Poland

Leader:  PANSA

Description:

This Implementation Project implemented by PANSA (Polish ANSP) aims to develop PANSA ATM System according to the requirements of the Pilot Common Project (PCP) in two parallel paths:

- Path 1 – Achievement of the PCP-required functionalities, in particular Direct Routings/Free Route Airspace (DCT/FRA) (Family 3.2.1) in the current P_21 system till 2017/2018;

- Path 2 – Transfer of the achieved P_21 functionalities to the iTEC-based system and further joint developments within the iTEC Collaboration.

Within Path1, this PANSA P_21 Upgrade1 will allow to enhance functions needed to implement Direct/FRA operations. It will be a continuation of a series of planned upgrades of the PANSA P_21 Air Traffic Management (ATM) system. The system already has some functionalities supporting DCTs/FRA, but this upgrade project will include Flight Data Processing System (FDPS), Safety-Net System and Human Machine Interface (HMI) modifications to fully support DCT/FRA operations. Additionally, it introduces system functionalities for exchange of extended arrival management information for flights into Berlin airport.

Within Path2, these upgraded functions will be later introduced in the next ATM system - iTEC - allowing it to evolve inside a bigger consortium, increasing interoperability. Path2 is also linked to the following CEF Implementation Projects:

- On-going Implementation Project 2014_131_AF3 (Action 2014-EU-TM-0136-M) aiming to deploy the Test and Validation Platform till the end of 2017. The Platform will be used to mitigate the risk of rejecting the iTEC-based system by PANSA Air Traffic Controllers.

- On-going Implementation Project 2016_087_AF3 (that is part of the Action) aiming to validate requirements and functionalities combined from iTEC functions and functions of the P_21 system developed up to the time of validation on the Test/Validation-Platform.

- Future Implementation Project aiming at the iTEC-based PANSA system deployment that will use functions and requirements validated.

Austro Control iSWIM Capability Infrastructure Ongoing

Project number:  2016_149_AF5

Country: Austria

Leader:  Austrocontrol

Description:

SWIM (System Wide Information Management) comprises of standards, infrastructure and governance enabling the management of information and its exchange between operational stakeholders via interoperable services. Globally, this Implementation Project aims at implementing the infrastructure part of SWIM - currently restricted to the SWIM Yellow Profile. For this purpose, Austro Control will implement an Enterprise Service Capability that enables the interconnection of service-oriented systems within Austro Control as well with European SWIM. Interconnectivity will be provided by a "SWIM Connector", which will be the access point to connect the system environment to other SWIM-enabled partners. The definition of the optimal deployment architecture for SWIM in the Austro Control environment is part of this project.

 

The Implementation Project's duration is quite long since a continuous evolution of the SWIM Connector is expected as internal and external requirements evolve:

  • Internal: Requirements stemming from the deployment of SWIM services related to other PCP elements;
  • External: The deployment of SWIM Governance and the standardisation of SWIM elements (e.g. SWIM Yellow Profile) will at least partially re-shape SWIM and thus have an impact on the deployment.

 

This Implementation Project aims at covering approximately 66% of the gap in family 5.2.2 for Austria. The remaining gap will be closed with the implementation of the SWIM Blue Profile, once its specification is available. This implementation will take place outside the scope of this project.

Automatic Tactical Controller Tool implementation Planned

Project number: 2017_042_AF3

Country: Italy

Leader: ENAV

Description:

The Implementing Project is part of the Free Route Programme, which aims to achieve the objectives of AF 3 ""Flexible Airspace Management and Free Route"". This will allow airspace users to “freely” plan, inside Free Route areas, their flight plan using only the entry and exit points without following the published airways network.
This IP aims at implementing the automatic Tactical Controller Tool (aTCT) as an important integrated function in the ENAV ATM system. This system functionality is complementing IP #063AF3 ""ENAV implementation of Free Route"" (Action 2014-EU-TM-0136-M) and is to be considered an add-on to the improvements to Free Route brought by the IP 4Flight (2015_204_AF3_Phase_II - 4-Flight deployment in Italy 2019-2020), an additional feature not originally foreseen in that project.

The automatic TCT is allowing air traffic controllers to get promptly and automatically informed in the event of a potential conflict between two or more aircrafts with a prediction of about 15/20 minutes.

Specific objectives:
This IP specifically aims to:
• Support the Air Traffic Control Operator in the management of the airspace.
• Reduce the potential number of STCA (Short term conflict alerts) alerts and reduce the potential risk of separation minima infringement.
• Implement the automatic Tactical Controller Tool over all Italian ACCs to help the Air Traffic Control Operator to detect potential conflicts in his/her assigned portion of airspace. In heavy traffic situation the Air Traffic Control Operator has little reaction time and requires tailored assistance. The main aim of automatic TCT is to give support to the Air Traffic Control Operators to improve safety and operational efficiency reducing ATCO workload.
• Provide accurate support with the aTCT in the vertical and horizontal profiles. aTCT will not be solely dependent on efficient trajectory update (as is the case for MTCD (Medium term conflict detection) planning trajectory).
• Be aware with the aTCT of the traffic situation in terms of aircraft observed behavior (surveillance) and forecasted behavior (planned trajectory).
• Operate within the borders of the sector and will complement the planning controller’s MTCD tool.
• Alert with the aTCT the controller about potential conflicts (separation minima infringements), that are likely to occur in the near term. In providing this advice the tool will consider both the planned trajectory and the aircraft’s current behavior.
• Provide with the aTCT a separation assurance aid.

Expected Results:
• aTCT is developed and delivered for the ENAV ATM System
• A more adaptive approach is provided when compared to current operations which is mainly reactive ATC combined with a number of constraints, airspace organization and flow distribution.
• The tactical controller workload is reduced highlighting all the elements to be taken into account in the solution of potential conflict.


Performance Benefits:
• Safety: Early and systematic conflict detection and conformance monitoring enabled by ground based automated tools will reduce the need for tactical interventions. Conformance monitoring reduces the risk of the impact of controllers and pilots' errors. It furthermore ensures a high level of safety with an increase in capacity 3% due to a reduction of controller workload per aircraft.
• Capacity/Environment: The tactical controller workload will be reduced, and a better sector team productivity achieved. Compared to the conventional systems without automated support, the sectors capacity will be increased."

Basic A-CDM implementation at London Stansted Airport Ongoing

Project number:  2016_041_AF2

Country: United Kingdom

Leader:  London Stansted

Description:

London Stansted Airport (STN) is keen to take advantage of the proven benefits of Airport Collaborative Decision Making (A-CDM) as demonstrated by other Single European Sky (SES) Pilot Common Project (PCP) airports, and wishes to integrate the airport into the EU wide Air Traffic Management (ATM) modernisation programme represented by SESAR R&D and Deployment programmes. This will

ensure that the airport will be suitably equipped to meet its full role as one of the top 25 airports in the European ATM network as well as addressing the mandatory nature of PCP Deployment under EU regulation No 716/2014.

London Stansted Airport's envisaged growth is significant for the London Terminal Maneuvering Area (LTMA) and therefore to the whole European ATM environment. A-CDM capability and subsequent deployment of mature SESAR initiatives will position London Stansted as an important European network airport. The implementation of A-CDM at Stansted Airport would reduce delays and possibility of missed connections, wold result in improved reliability and predictability of flights meaning improved customer satisfaction, more accurate arrival times and planning, improved use of resources.

London Stansted has already deployed Electronic Flight Processing (EFPS) and Advanced Surface Movement Guidance & Control System (A-SMGCS), two of the 3 PCP requirements enabling fast track system for PCP compliance. London Stansted has an Advanced Tower; EFPS calculated TTOT (Target Take Off Time) upon receipt of AOBT (Actual Off Block Time) and send appropriate DPI (Departure Planning Information) messages.

BLUEMED FAB IP Network deployment Ongoing

Project number:  2016_109_AF5

Country: Italy

Leader:  ENAV

Description:

The BLUE MED (Mediterranean Functional Airspace Block) Members DCAC and MATS will implement the local IP (Internet Protocol) network to accommodate future SWIM (System Wide Information Management) capabilities. Internet Protocol Network connectivity will enable to exchange ATM (Air Traffic Management) information, thus ensuring improved operational capabilities.

ENAV will provide management interface towards the SESAR DM activities and tools and will support DCAC and MATS in the design of the network and in ensuring interoperability between the concerned Ground/Ground arrangements, enabling provisional connectivity to PENS (Pan European Network Services) via the Rome Service Delivery Point, if required by the local design.

BOREAL-Orly Completed

Project number: #130AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Improve safety by upgrading knowledge of surface state and reaction time. Enabler to sub-functionalities defined into the IR 716/2014: A-SMGCS Level 1/2 (2.2.1) SAF 2.5/2.4

Borealis - FRA Implementation (Part 2/A) Ongoing

Project number: 2015_227_AF3_A

Country: Multi stakeholder project covering several areas, all info on www.borealis.aero

Leader: Borealis Alliance

Description:  

To implement FRA, which is a key element of ATM Functionality (AF3) - Flexible Airspace Management and Free Route, across three functional airspace blocks (FABs). Namely, NEFAB, DK-SE FAB and UK and Irish airspace. The implementation will support the achievement of the flight efficiency targets for RP2 of the performance scheme. The Performance Review Body (PRB) and the Network Manager (NM) has highlighted the need to pay particular attention to interfaces between the Functional Airspace Blocks (FABs) and the deployment of FRA initiatives to achieve these targets. To reduce fuel consumption by allowing users to flight-plan their preferred trajectories. To introduce seamless integration among ACCs. To reduce the effort on ATCOs by allowing a more cost-effective approach, while keeping the highest level of safety. The implementation also includes EANS (Estonia) who are applying for funding their contribution towards implementation through the Cohesion fund.

Borealis - FRA Implementation (Part 2/B) Ongoing

Project number: 2015_227_AF3_B

Country: Multi stakeholder project covering several areas, all info on www.borealis.aero

Leader: Borealis Alliance

Description: 

To implement FRA, which is a key element of ATM Functionality (AF3) - Flexible Airspace Management and Free Route, across three functional airspace blocks (FABs). Namely, NEFAB, DK-SE FAB and UK-IRE FAB. The implementation will support the achievement of the flight efficiency targets for RP2 of the performance scheme. The Performance Review Body (PRB) and the Network Manager (NM) has highlighted the need to pay particular attention to interfaces between the Functional Airspace Blocks (FABs) and the deployment of FRA initiatives to achieve these targets. To reduce fuel consumption by allowing users to flight-plan their preferred trajectories.,To introduce seamless integration among ACCs. To reduce the effort on ATCOs by allowing a more cost-effective approach, while keeping the highest level of safety. The implementation also includes Finavia, LGS, Naviair, NATS, IAA, LFV and Avinor who are applying for funding their contribution towards implementation through the CEF 2015 call. This implementation also includes Isavia who is not applying for INEA funding.

C-130H RNP-1 Avionics Upgrade for 5 A/C Ongoing

Project number: 2015_278_AF1

Country: Portugal

Leader: Portuguese MOD

Description: 

C-130H Transport Aircraft Required Navigation Compliance RNP-1 Capability

CANDI-IP (execution phase) Completed

Project number: 2015_131_AF5

Country: Denmark

Leader: Naviair

Description: 

Implementation of fully IP4- and IP6-based, dual redundant ground-to-ground communication network,Implementation of fully IP4- and IP6-based, separate back-up network, Implementation of the communication infrastructure required for Voice over IP communication (VoIP) and SWIM, Implementation of the infrastructure required for information exchange and services via PENS and NewPENS, Ensure continuous availability of WAN data transport in EKDK FIR, Ensure logical and physical segregation of operationally critical data.

CCL cyber security architecture - ExCO-NG Completed

Project number: 2015_049_AF5

Country: Croatia

Leader: Croatia Control

Description: 

Implementation of the cyber security architecture which would enable acceptable level of security while supporting iSWIM information exchanges via IP based network by SWIM enabled ATM systems.

CDG and ORLY - Initial Airport Operational Plan (AOP) Ongoing

Project number: 2015_135_AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Airside and Landside Plan/Operational data collection,MET data collection,Operational Repository MDM,AOP data exchange with NOP & Centralized Services

CDG2020 Step1 Completed

Project number: #054AF2

Country: France 

Leader: DSNA

Description:

Improve runway safety against runway intrusion.

CDM-ORLY Completed

Project number: #129AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Upgrade PDS for sharing information with DMAN, Implement De-icing tool for improving operational efficiency, Share essential information, such TSAT, on the CDM Website for all stakeholders.

Centralized DFS Ongoing

Project number: 2015_197_AF5

Country: Germany

Leader: DFS

Description: 

To deploy the Family 5.2.2 as laid down by the SESAR Deployment Manager within the Deployment Programme 2015 on the basis of implementing the Pilot-Common-Project Regulation EU No. 716/2014. Therewith, deploying stakeholder SWIM infrastructure components for information exchange in a timely, coordinated and synchronized effort to raise capacity, improve safety and cutting costs while minimizing aviation's environmental footprint.

Specifically, the present project will achieve the following objective:,Ensure that the operational benefits of SWIM are realised by enabling DFS systems to provide and consume SWIM services deployed on the "Yellow profile" SWIM infrastructure. Ensure that DFS is able to satisfy the legal provisions of EU No. 716/2014 by
- providing the DFS contribution to the SWIM service infrastructure subject to the requirements and standards in the PCP Implementing Rule.
- subjecting all industrialization and operations to pertinent requirements of the Interoperability Implementing Rule EU No. 552/2004.
- fully integrating with the SWIM "Common Components" applicable to the "Yellow Profile". Ensure cost efficiency of SWIM deployment by: 
(a) providing a single DFS implementation of SWIM "Yellow Profile" technology that
- integrates into the DFS systems operations infrastructure and
- minimises integration cost by providing an open standard integration platform to the DFS ATM systems.
(b) coordinating the DFS internal SWIM deployment activities to realise synergies
(c) ensuring efficient and effective communications with DFS in "Yellow Profile" matters by establishing a clear DFS unique point of access (gateway) to external SWIM Stakeholders. Minimize risk and contribute to timeliness of the European SWIM implementation effort by continuous coordination of deployment activities with all external implementation initiative stakeholders
- SWIM service partners (NM, ANSPs, MET providers, ...)
- SWIM Governance
- SWIM "Common Components" providers
This includes activities ranging from planning coordination to day-to-day cooperation during technical integration and transition.

Coflight-eFDP Development (Step 2) Ongoing

Project number: 2017_043_AF3

Country: Italy

Leader: ENAV

Description:

This Implementation Project aims at developing an incremental and fundamental step of the Coflight-eFDP (a new generation of FDP - Flight Data Processor) System that will meet the needs of European Air Navigation Services Providers (ANSPs) for the next decades satisfying the need for the harmonisation of Air Traffic Management (ATM) systems in Europe.
This Implementation Project will deliver the Version 3 Release 3 (V3R3) FDP version that will be used by the French and Italian 4-Flight ATM Systems.
The Coflight version V3R3 will provide the following major features:

1) Increased operational, technical and economic efficiency in the implementation of Free Route Airspace (FRA):
- Increased interoperability, improved trajectory prediction;
- Further lowering of FRA level, making use of automatic conflict detection tools providing vertical and horizontal exchange assistance
- Dynamic Lat-Long Cross Area of responsibility (AoR) Points (COP) enabling Functional Airspace Block (FAB) and Regional Free Route;
- Increased operational flexibility in the configuration of the airspace volumes;
- More precise airspace configuration planning in order to accommodate traffic demand in an improved cost-effective manner;
- Increased automation, through implementation of Air Traffic Controllers tools;

2) Improvement of robustness related to exchanges of information between Aeronautical Fixed Telecommunication Network (AFTN) station (Coflight) and
Communication Centre in accordance with [doc1] “ICAO Annex 10 volume II Communication Procedures”.
It concerns the service messages used to ask the re-emission of mutilated, improperly formatted or non-received messages;

3) Compliance with latest cyber security requirements;

4) Implementation of requirements/needs coming from 4-Flight Programs.

This Coflight version V3R3 follows the version V3R1 developed and co-financed in the frame of the Action 2014-EU-TM-0136-M (#067AF5) that provided a first stable version of the Coflight Product.

During 2016-2017, a Coflight version, namely V3R2, was developed mainly as corrective version that also embarked some evolutions, especially requested by Italian 4-Flight as a result of gap analysis between Coflight and Italian legacy system.

The Coflight version V3R3 will be integrated in the version Build 3 of the Italian programme 4-Flight (2015_204_AF3_Phase_I & II, 2016_115_AF3) and in the French 4-Flight new ATM Systems, both planned to be put into operations by the end of 2021.

No interoperability based on ED133 EUROCAE specifications is foreseen to be implemented within this version V3R3, since it is still matter of validation under the SESAR R&D framework. The only interoperability that Coflight provides is a native interoperability among Coflight instances based on the Coflight internal version of the Flight Object.

- Specific objectives:
The planned release of Coflight specifically aims to:
- Increase operational, technical and economic efficiency in the implementation of Free Route:.
- Improve the robustness related to exchanges of information
- Compliance with latest cyber security requirements;
- Implementation of requirements/needs coming from 4-Flight Programs;
- contribute to the wider programme that involves the renewal of the whole National ATM System, 4- Flight, for ENAV and DSNA.

- Expected Results:
The implementation of the planned release V3R3 will support the Italian and French National ATM Systems Integration Programmes.

- Performance Benefits:
Enhancement of overall ATM system performances (e.g. technical performances, reviewed procedures) thanks to the availability of the new version of Coflight in Italian and French ACCs:
- Increased interoperability, improved trajectory prediction;
- Further lowering of FRA level, making use of automatic conflict detection tools providing vertical and horizontal exchange assistance
- Dynamic Lat-Long COP enabling FAB and Regional Free Route;
- Increased operational flexibility in the configuration of the airspace volumes;
- More precise airspace configuration planning in order to accommodate traffic demand in an improved cost-effective manner;"

Coflight-eFDP System Development Completed

Project number: #067AF5

Country: Italy 

Leader: ENAV

Description:  

Develop a FDP System of new generation that meets the needs of European ANSPs for the next decade, satisfying the need for the harmonisation and IOP of ATM systems in Europe, Allow the implementation of the new operational concepts defined by SESAR in the future ATM systems,Facilitate the integration of advanced tools in the global ATM system, paving the way for the Free Route implementation in accordance with the PCP outcomes, Contribute to the wider programme that involves the renewal of the whole National ATM System, called 4-Flight, for ENAV and DSNA, Provide the connections with most of the external systems through Sesar standardised Flight Object based Gate-To-Gate IOP.

Controller Working Position (CWP) upgrade Ongoing

Project number: 2017_050_AF3

Country: Spain

Leader: ENAIRE

Description:

The main objective of this Implementing Project is to upgrade Controller Working Positions (CWP) in the Spanish Air Traffic Control Centres to provide a higher display surface to the ATCOs (Air Traffic Controllers). This upgrade is needed to display all the information items that the ATCOs need to work in a FRA (Free Route Airspace) environment, derived from the requirements of the new functionalities as well as to manage the Electronic Flight Strip (EFS) interface.

Specific objectives:
Deployment of new CWPs that are able to manage tools/functions such as:
• Electronic Flight Strip (EFS);
• Medium Term Conflict Detection (MTCD);
• Tactical Controller Tool (TCT);
• or Voice over IP Communications Systems (VoIP VCSs), among others.
Within the project timeframe (2018-2021), the HW and SW will be procured, and the new equipment will be deployed at the following ATC centres:
• Canarias
• Seville
• Madrid

Expected Results:
With this Implementation Project the following CWPs will be upgraded:
• 126 CWP in Operations and Contingency room in ACC Madrid
• 40 CWP in Operations and Contingency room in ACC Seville
• 42 CWP in Operations and Contingency room in ACC Canarias

This implementation project will contribute to the deployment of Free Route (FRA) operations (families 3.2.1 ""Upgrade of ATM systems to support DCT and Free Route"" and 3.2.4 ""Implement Free Route"").

ENAIRE receives funding under Action 2016-EU-TM-0117-M, such as 2016_036_AF3 (SACTA-iTEC) and 2016_040_AF3 (Upgrade of trajectory management in SACTA-iTEC), whose aim is the SW development of new functions and tools that are required for FRA. These SW enhancements imply the use of a new HW in the CWPs in order to provide the correct information presentation to the Air Traffic Controllers (ATCOs).
The project will also help meet the objectives of family 3.1.4 of the Deployment Plan (Management of Dynamic Airspace Configurations), because it will support the implementation of the new VoIP VCS (Voice Communications System over IP) systems. ENAIRE has some projects in progress within family 3.1.4, which are 2015_221_AF3 (Implementation of Voice over Internet Protocol (VoIP) systems and services in ENAIRE, Action 2015-EU-TM-0196-M), Action 2017-EU-TM-0004-W ""Implementation of Voice over IP (VoIP) in Barcelona ACC"". This VCS systems will be integrated in the new CWP provided by this Implementation Project.

Performance Benefits:
All performance benefits from FRA operations will be attained by the implementation of this project, such as:
• Impact on safety because the use of Tactical MTCD and Tactical Controller Tool will help to improve the 4D trajectory and alerts.
• Impact on capacity derived from the operational improvements provided by FRA.
• Significant benefits generated are identified in the reduced nautical miles flown, which can be translated in less fuel burn, smaller CO2 footprint and shorter flight times.
• A saving of En-Route ATFM (Air Traffic Flow Management) delays.

PREVIOUS PROJECT DESCRIPTION FOR INFORMATION PURPOSES ONLY:

GENERAL CONTEXT

Upgrade of Controller Working Positions (CWP) in the Spanish Air Traffic Control Centers in order to provide a higher display surface to the ATCOs (Air Traffic Controllers). This upgrade is needed to display all the information items that the ATCOs need to work in a FRA (Free Route Airspace) environment, derived from the requirements of the new functionalities as well as to manage the Electronic Flight Strip (EFS) interface.

SPECIFIC OBJECTIVES

Deployment of new CWPs, that are able to manage tools/functions such as:
- Electronic Flight Strip (EFS)
- Medium Term Conflict Detection (MTCD)
- Tactical Controller Tool (TCT)
- or Voice over IP Communications Systems (VoIP VCSs), among others.

Within the project timeframe (2018-2021), the HW and SW will be procured, and the new equipments will be deployed at the following ATC centers:
- Canarias
- Seville
- Madrid

EXPECTED RESULTS

This implementation project will contribute to the deployment of Free Route (FRA) operations (families 3.2.1 ""Upgrade of ATM systems to support DCT and Free Route"" and 3.2.4 ""Implement Free Route"").
ENAIRE already have projects awarded in CEF 2016, such as 2016_036_AF3 (SACTA-iTEC ) and 2016_040_AF3 (Upgrade of trajectory management in SACTA-iTEC ), whose aim is the SW development of new functions and tools that are required for FRA. These SW enhancements imply the use of a new HW in the CWPs in order to provide the correct information presentation to the Air Traffic Controllers (ATCOs).

The project will also help meet the objectives of family 3.1.4 of the Deployment Plan (Management of Dynamic Airspace Configurations), because it will support the implementation of the new VoIP VCS (Voice Communications System over IP) systems. ENAIRE has some projects planned or in progress within family 3.1.4, such as 2015_221_AF3 (Implementation of Voice over IP (VoIP) systems and services in ENAIRE), the Action - 2017-EU-TM-0004-W – Implementation of Voice over IP (VoIP) in Barcelona ACC., and a project proposal to be submitted to CEF 2017 (Implementation of IP Voice
Communication Systems (VoIP) in Seville and Palma ACCs). This VCS systems will be integrated in the new CWP provided by this Implementation Project.

PERFORMANCE BENEFITS

All performance benefits from FRA operations will be attained by the implementation of this project, such as:
- Impact on safety because the use of Tactical MTCD and Tactical Controller Tool will help to improve the 4D trajectory and alerts
- Impact on capacity derived from the operational improvements provided by FRA
- Significant benefits generated are identified in the reduced nautical miles flown, which can be translated in less fuel burn, smaller CO2 footprint and shorter flight times.
- A saving of EN Route ATFM (Air Traffic Flow Management) delays will be possible."

CPDLC Implementation in the Riga FIR Completed

Project number:  2016_163_AF6

Country: Latvia

Leader:  LGS

Description:

LGS (Latvijas Gaisa Satiksme) is going to implement Model B as an intermediate step towards the target solution according SESAR Deployment Manager (SDM) Data Link Services (DLS) Recovery Plan. Therefore, LGS needs to purchase and deploy a Front End Processor (FEP), Aeronautical Telecommunication Network (ATN) Ground/Ground (GIG) router and integrate all the parts together with the Air Traffic Management (ATM) system and Communication Service Provider (CSP) domain. The Project is addressing the following Enhanced Large Scale ATN deployment (ELSA) recommendations as identified in Annex 2 of the DLS Recovery Plan: ELSA Reference IDs Ground O1 to 04 and 09 to11.

Creating Local Security Operation Center Ongoing

Project number:  2016_062_AF5

Country: Bulgaria

Leader:  BULATSA

Description:

Cyber security is a top priority for Bulgaria at national level and BULATSA is part of the critical infrastructures organisations that are monitored and audited by the Civil Aviation Administration and National Security Agency.

The objective of the Implementation Project is to build a platform (hardware, software, people, procedures), which provides a reliable cyber defence of IT infrastructure of BULATSA against both conventional and modern advanced cyber threats. The solution will be based on an intelligence-driven security strategy and will incorporate SIEM (Security Information and Event Management) approach. The solution will have a distributed architecture that allows effective protection of the entire IT infrastructure of BULATSA, comprising its five geographical locations: central location in Sofia and 4 Area Control Centres (Varna, Burgas, Plovdiv and Gorna Oryahovitsa). This platform will enable to build a Security Operations Centre (SOC) in BULATSA based on it.

BULATSA SOC is independent from the Eurocontrol EATM-CERT (European ATM Computer Emergency Response Team) and will be built and functioning no matter if the EATM-CERT exists or not.

Data exchanges with COHOR Ongoing

Project number: #033AF2

Country: France

Leader: Aéroports de la Côte d'Azur

Description: 

Obtain correct, on-time and automatic information for general aviation flights, Make the operations easier in order to better anticipate the management of the resources and of the traffic, Make the whole operations more efficient through an easier way to obtain automatically the information, As general aviation traffic is a big part of our whole traffic, the improvement of the management of this part allow a gain in the management efficiency for the whole traffic on the platform and also in the European Network, Gain in predictability and efficiency at a local level and at a European one, Have the most real and up-to-date SOBT for the concerned flights.

Data exchanges with the Air Navigation Service Provider Ongoing

Project number: #031AF2

Country: France

Leader: Aéroports de la Côte d'Azur

Description: 

Implement a new channel for data exchanges between us and the ANSP, Improve the data exchanges (quality and quantity), Create a common awareness of all operational situations, Through the improvement of the awareness, improve the management of adverse conditions and make the operations more efficient.

Data exchanges with the Network Manager Operations Center Completed

Project number: #032AF2

Country: France

Leader: Aéroports de la Côte d'Azur

Description:

Be part of the European Network, Improve the real time data exchanges, Improve the operations efficiency at a local level and at a European one, Facilitate the flow and capacity management, Improve the situational awareness, Better anticipation of the different situations, Improve the management of normal and adverse conditions.

Decision Management (CDM) fully implemented Ongoing

Project number: #011AF2

Country: Austria

Leader: Austrocontrol

Description: 

CDM fully implemented in LOWW and certified by Eurocontrol, Process organisation established, considering all stakeholders involved and guaranteeing a sustainable CDM operation, Meaningful KPIs are constantly measured and used for improvement, Additional tasks contain Enhanced De-icing and the guarantee of a Degraded Mode in case of partial system failure.

Deploy AMAN - Arrival Management at Duesseldorf Airport and Berlin International Completed

Project number: 2015_188_AF1

Country: Germany

Leader: DFS

Description: 

The deployment of an Arrival Management System (AMAN) at EDDL, EDDK (both AMAN NRW) and EDDB (AMAN BER) will close two of the gaps identified in the 2015 Deployment Programme as well as deploy up to three so called Families as laid down by the SESAR Deployment Manager within the Deployment Programme 2015 on the basis of implementing the Pilot-Common-Project Regulation EU No. 716/2014. Therewith, deploying advanced operational concepts such as but not limited to continuous calculation of arrival sequences and automated sequence support in a timely, coordinated and synchronized effort to raise capacity and improve safety while minimizing aviation's environmental footprint by reduced holdings. The deployment of AMAN NRW and AMAN BER shall:
- Improve sequencing and metering of arriving aircraft incl. control of approaching aircraft and reduce overloads.
- Continuously calculate arrival sequences and times for flights, taking into account the locally defined landing rate, the required spacing for flights arriving to the runway and other critical criteria.
- Provide automated sequencing support for the Air Traffic Controllers (ATCOs) handling traffic arriving to an airport.
- Provide as a minimum simple Time To Lose / Time To Gain.,AMAN NRW and AMAN BER will support the ATCOs in times of holding or delay, e.g. with the display of
holdingtimes.,AMAN NRW and AMAN BER will reduce the coordination effort between approach and centre sectors in terms of the flow of approaching aircrafts and therewith increasing ATCOs productivity.,AMAN NRW and AMAN BER will provide the ATCOs with a tool-based support in the arrival process especially to accomplish air traffic increase and with a display of the predicted "Remaining Trackmiles" for each aircraft.,AMAN NRW and AMAN BER will also implement the technical capability for the implementation of the Extended Horizon Function for EDDL and EDDB.

Deploy Free Route Airspace (Full FRA) in German Airspace Ongoing

Project number: 2015_189_AF3

Country: Germany

Leader: DFS

Description: 

The Free Route Airspace (FRA) project will implement the operational functionalities of Family 3.2.4 Free Route Airspace as laid down by the SESAR Deployment Manager within the Deployment Programme 2015 on the basis of implementing the Pilot-Common-Project Regulation EU No. 716/2014. Therewith, deploying advanced operational concepts in a timely, coordinated and synchronized effort to raise capacity, improve safety and cutting costs and thus enabling a significant performance increase at DFS. Furthermore, the Free Route Airspace (FRA) project enables improved flight efficiencies in fuel and in time for the airspace users thus, also reducing the environmental footprint of commercial aviation.
It is the objective of DFS to deploy Free Route Airspace in German airspace in accordance with the deployment plan of this coordinated 2015 CEF funding application through the SESAR Deployment Manager. The potential utilization of funding through the Connecting Europe Facilities (CEF) will enable DFS to pursuit a timely implementation of Free Route Airspace and therewith facilitating an early realization of benefits for airspace users. The DFS Free Route Airspace project is also set-up as a first mover project with regard to deploying the Free Route Airspace functionalities within high-traffic and complex airspaces at Europe's core a full four years prior to the formal requirements as set out by the European Commission within the PCP IR. Deploying Free Route Airspace (FRA) in DFS AoR (UIR Rhein, FIR Muenchen, FIR Bremen, parts of FIR Wien), available during night from FL245 and above, as from 1.3.2018 Deploying Free Route Airspace (FRA), available H24 from FL285 and above (or lower) in NE Germany (parts of UIR Rhein, FIR Muenchen), as from 1.3.2018 Deploying Free Route Airspace (FRA) in DFS AoR (UIR Rhein, FIR Muenchen, parts of FIR Wien), available H24 from FL245/FL285 and above, as from 10.10.2019 Reduce the extent of time/structural limitation to the maximum possible by 03.12.2020.

Deploy SWIM governance Ongoing

Project number:  2016_141_AF5

Country: France

Leader:  DSNA

Description:

This project implements the phase 2 of the SESAR Deployment Manager System Wide Information Management (SDM SWIM) Governance action plan defined in the Deployment Programme 2016 (Addendum II as well as Families 5.1.3 and 5.1.4), thus ensuring a controlled evolution and a harmonised deployment of all SWIM elements. Based on the outputs of Single European Sky ATM research (SESAR1) and of the Phase 1 of the SDM SWIM Action plan it can be considered as a ramp-up for the operational deployment of a solid and agile SWIM Governance.

Deploying Cyber Infrastructure at DSNA Ongoing

Project number: 2017_034_AF5

Country: France

Leader: DSNA

Description:

Cybersecurity is becoming a major issue for the mission of DSNA. DSNA must add a global, coordinated and coherent response to the evolution of the threat, modernisation of IT systems and the new legal environment (European NIS directive on security of network and information systems (EU/2016/1148) and its transposition into the French legal system through a law on cybersecurity, designated as CIIP, an acronym for Critical Information Infrastructures Protection).

The main objective of this IP is to provide to DSNA, in the SWIM scope, the means to control, protect, prepare and respond to a threat that is constantly evolving.
DSNA AF5 context:
Through the awarded IP 2016_141_AF5 “Deploy SWIM governance” IP (Action 2016-EU-TM-0117-M), DSNA has started to address the Common SWIM Infrastructure components. DSNA is furthermore contributing to the multi-stakeholders IP ""2017_084_AF5 SWIM Common PKI and policies & procedures for establishing a Trust framework"", whose purpose is to build the future European cyber-security and PKI framework (addressing Family ""5.1.4 Common SWIM PKI and cyber security""). Moreover, family 5.2.2 ""Stakeholders SWIM Infrastructures Components"" is addressed by IP ""2017_035_AF5 Deploying SWIM infrastructure at DSNA"" to deploy a SWIM Yellow Profile Infrastructure at DSNA. In addition, IP ""2017_039_AF5 SEPIA - Deploying SWIM based AIM services related to French Airspace"" aims at implementing a first set of Aeronautical Exchanges services (related to Family 5.3.1) enabling a first operational use of the DSNA SWIM infrastructure.
This Implementing Project relates to family ""5.2.3 Stakeholders SWIM PKI and cyber security"". It is named SI CYBER (an acronym for “Système d’Information pour la CYBERsécurité”) and its purpose is to deploy SWIM PKI and cyber security means at DSNA.
The SI CYBER project started in the mid of 2017. The first step consisted in a cost benefit analysis. In September 2017, a global roadmap and a Work break down structure (WBS) were defined. The main objective of the SI CYBER project is to offer cybersecurity services for primary assets such as ATM services and SWIM services. The senior manager within DSNA responsible for the SI CYBER project is DSNA Chief Security Officer.
Cyber security tools will be deployed in the following 22 sites:
- All ACCs: Paris, Reims, Brest, Bordeaux and Marseille;
- The central system unit (CESNAC in Bordeaux), the AIM unit (SIA in Bordeaux), the technical branch (DTI in Toulouse);
- APP/TWR: Bordeaux, Marseille, Montpellier, Strasbourg, Orly, CDG, Clermont, Nice, Toulouse, Nantes, Bale-Mulhouse, Montpellier, Lyon, Lille.
Costs before the start date of the Action (5/04/2018) are not eligible.

Specific objectives:
This IP specifically aims to :
- Ensure the traceability of access to IT systems, by implementing identity and access management through a PKI infrastructure,
- Detect security incidents or attempted attacks,
- Analyse and process cybersecurity incidents,
- Build a Cartography of DSNA's IT systems,
- Define cybersecurity policy in coherence with NIS directive, CIIP law and SWIM profiles
- Define and design tools, systems and infrastructure to cover global objectives
- Deploy and implement these solutions on DSNA sites
- Define the organisation linked to the operation, maintenance and monitoring of these tools and infrastructure


The SI CYBER roadmap is as follows ::
- Sequence #1 Design cybersecurity tool, infrastructure and services, including local PKI, to cover global objectives with an end date 12/2018
- Sequence #2 Deployment of initial cybersecurity tool, infrastructure and services, including local PKI, on 3 pilot sites with an end date 06/2020
- Sequence #3 Nationwide deployment of cybersecurity tool, infrastructure and services including PKI, on 19 sites with an end date 12/2022
- Sequence #4 Update cybersecurity policies with an end date 12/2023

Expected Results:
• a set of cybersecurity services is available (access management based on local PKI solution, monitoring and administration for the access management, certification of local PKI infrastructure);
• SWIM services are totally under control for cybersecurity making use of national PKI infrastructure and relying upon national governance;
• SWIM services are fully compliant with cybersecurity policy, NIS directive and CIIP law;
• Cybersecurity becomes a major asset in operational systems for DSNA.

Performance Benefits:
This IP enables DSNA to enhance the level of security of its SWIM services architecture, thus preventing DSNA ATS services from unwanted disruptions due to cyber-attacks. It participates to keeping the capacity and safety performance at their best, while preventing DSNA customers to suffer from the economic consequences of service disruption.
Due to the SI CYBER project, security incidents will be detected and analysed well ahead of an operational impact. In case of acknowledged cyber-attack, the counter measures will be activated quicker (minutes instead of hours) and better suited to the context.
Furthermore, the centralized administration of the incident detection tools will alleviate the tasks of the local personnel in charge of supervising the systems on each site.."

Deploying SWIM infrastructure at DSNA Ongoing

Project number: 2017_035_AF5

Country: France

Leader: DSNA

Description:

The main aim of this Implementing Project (IP) is to implement part of SWIM in the DSNA infrastructure. While it will be compliant with the SWIM Yellow Profile, the architecture defined will also minimise the path to achieve compliance with the Blue Profile (Costs related to SWIM blue profile (family 5.6.2) are not eligible under this Action according to the call requirements). Currently DSNA has deployed a couple of pre-SWIM services on an ad hoc and local architecture.
In full compliance with the PCP, the implementation at DSNA of a SWIM architecture aims at enabling the interconnection of service-oriented systems within DSNA, with external customers as well as with European SWIM. The definition of the optimal deployment architecture for SWIM is part of this project.
The IP will contribute to fill approximately 2/3 of the gap in family 5.2.2 (the remaining gap will be closed with the implementation of the SWIM TI Blue Profile once its specification is available).
DSNA AF5 context:
Through the awarded IP 2016_141_AF5 “Deploy SWIM governance” IP (Action 2016-EU-TM-0117-M), DSNA has started to address the Common SWIM Infrastructure components. DSNA is furthermore contributing to the multi-stakeholders IP ""2017_084_AF5 SWIM Common PKI and policies & procedures for establishing a Trust framework"", whose purpose is to build the future European cyber-security and PKI framework (addressing Family ""5.1.4 Common SWIM PKI and cyber security""). Moreover, family ""5.2.3 Stakeholders SWIM PKI and cyber security"" is addressed by IP 2017_034_AF5 ""Deploying Cyber Infrastructure at DSNA"" which aims at deploying SWIM PKI and cyber security means at DSNA. In addition, IP ""2017_039_AF5 SEPIA - Deploying SWIM based AIM services related to French Airspace"" aims at implementing a first set of Aeronautical Exchanges services (related to Family 5.3.1) enabling a first operational use of the DSNA SWIM infrastructure
The present project supports family 5.2.2 ""Stakeholders SWIM Infrastructures Components"" and its goal is to deploy the SWIM Yellow Profile Infrastructure at DSNA.

Specific objectives:
The Implementation Project specifically aims to:
• Identify features of a middleware platform supporting SWIM with the maximum flexibility and scalability, required security and governance into the future;
• Develop the SWIM target architecture for DSNA;
• Implement infrastructure components required for SWIM Yellow Profile;
• Ensure the infrastructure meets essential security requirements and is linked to a PKI environment;
• Ensure SWIM infrastructure complies with SWIM governance recommended standards and best practices.

Expected Results:
• SWIM target architecture for DSNA is developed;
• Infrastructure components required for SWIM Yellow Profile are implemented;
• SWIM infrastructure deployed at DSNA complies with SWIM governance recommended standards and best practices.

Performance Benefits:
The Implementation Project represents the basis for full SWIM compliance in future years, upon which the service implementations and system changes to implement SoA (Service Oriented Architecture) can build. DSNA is expected to be equipped with a modern, scalable, secure and resilient platform to facilitate System Wide Information Management (SWIM) to allow for future data exchange with all its partners.

This Implementing Project, by providing a transversal infrastructure for DSNA ATM/AIM/MET/Communication, Navigation, Surveillance (CNS) components to implement and expose SWIM services, aims to :
- diminish by two the cost of implementing SWIM services, compared to the same implementation conducted for each individual component,
- diminish by at least four the timeframe needed to develop a new SWIM service, going from 2 years timeframe to around 3 to 6 months
- be able to support the provision and use of more than 30 yellow SWIM services which are to be implemented by 2025"

 

Deployment of Air Traffic Control System iCAS: Implementation of ATM PCP Functionalities at LVNL and DFS Ongoing

Project number: 2015_190_AF3

Country: Germany

Leader: DFS

Description: 

iCAS will deploy up to 18 so called Families as laid down by the SESAR Deployment Manager within the Deployment Programme 2015 on the basis of implementing the Pilot-Common-Project Regulation EU No. 716/2014. Therewith, deploying advanced operational concepts such as but not limited to Free Route, Extended Arrival Management and extended information exchange with other systems / partners in a timely, coordinated and synchronized effort to raise capacity, improve safety and cutting costs. Thus, enabling a significant performance increase at DFS and LVNL. Furthermore, iCAS enables improved flight efficiencies in fuel and in time for the airspace users.,iCAS is the deployment of a new State-of-the-Art, harmonized and interoperable ATS system at DFS and LVNL, which is compatible and supports the deployment of the SESAR and Single European Sky concept in Germany and the Netherlands. In addition to the current mandatory implementing scope of the Pilot-Common-Project Regulation EU No. 716/2014, iCAS implements the European ATM Master Plan within the rules of the Single European Sky regulations. iCAS will be deployed within the framework of reduce total cost of ownership by sharing costs and risks for the new ATS system amongst DFS, LVNL and the iTEC Consortium Partners within which the iCAS project is embedded. By means of the iTEC Consortium, which includes the ANSPs of Spain (ENAIRE) and United Kingdom (NATS), the implementing partners ensure that the future iCAS/iTEC ATS system is also fully in line with the Interoperability Regulation EU No. 552/2004 (incl. its amendment by EU No. 1070/2009).

Several European ANSPs have shown a keen interest to join the iTEC Consortium and currently iTEC partners are talking with PANSA (Poland), Oro Navegacia (Lithuania) and two additional ANSPs in order to explore their iTEC interest and to elaborate the best way to join iTEC. It is the objective of DFS and LVNL to deploy iCAS in accordance with the deployment plan of this coordinated 2015 CEF funding application through the SESAR Deployment Manager. The potential utilization of funding through the Connecting Europe Facilities (CEF) will offset additional deployment cost for DFS and LVNL which result from an effort to enable a timely implementation of Pilot-Common-Project Functionalities and therewith facilitating an early realization of benefits for airspace users.

Deployment of an Automated Support Tool for Traffic Complexity Assessment at DFS Ongoing

Project number:  2016_024_AF4

Country: Germany

Leader:  DFS

Description:

In accordance with the Pilot Common Project (PCP) Implementing Regulation (IR) EU 716/2014 and the Deployment Programme 2016, traffic complexity tools are required and mandated for deployment in the core of European airspace. The traffic complexity tools continuously monitor sector demand and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. In particular, this project will implement a Traffic Complexity tool and procedures.

The Automated Support Tool for Traffic Complexity Assessment is a Traffic Complexity tool for automated and dynamic traffic forecasting and sectorisation planning, enabling efficient planning of both capacity and staffing at DFS control centres. The Automated Support Tool for Traffic Complexity Assessment will support Flow Management Positions (FMP) and Supervisors in the execution of tactical tasks (e.g. 3h prior to execution). Based on the information from various sources (i.e. radar data, Network Manager data including Enhanced Flight Data information, weather data, Aeronautical Information Management data and Airport Collaborative Decision Making data when available), the system will be able to automatically and periodically run fast-time simulations from which an optimised sectorisation planning is proposed to FMPs and Supervisors for efficient planning of ATSU resources. This will be based on capacity parameters such as controllers' workload and sector occupancy.

The Automated Support Tool for Traffic Complexity Assessment will be deployed in the DFS control centres in Langen, Bremen, Munich and Karlsruhe. In order to undertake a full deployment of this Local Traffic Complexity tool, an initial operational evaluation will be performed in Munich using Release 2 of the tool (the development of the tool up to Release 2 has been already performed, thus not in scope of the project, but only the operational trial itself).

Upon successfully achieving the initial operational acceptance, the Automated Support Tool for Traffic Complexity Assessment will be deployed chronologically in Munich, Bremen, Langen, and Karlsruhe. These activities include the creation of the required working procedures and according documentation, as well as the necessary training of FMPs and Supervisors on the use of the tool. In parallel to the deployment of the tool on all DFS control centres, the Automated Support Tool for Traffic Complexity Assessment will evolve, enhancing current functionalities and adding features (e.g. Capacity Analyser functions). These activities comprehend the collection of requirements, the necessary procurement for the development of the tool, the required testing prior to integration in operational environments, as well as hardware acquisition when needed.

Deployment of ATN B1 capability within TAP Group (AIR) Ongoing

Project number:  2016_061_AF6_AIR

Country: Portugal

Leader:  TAP Portugal

Description:

The proposed Implementation Project (IP) fully deploys ATN B1 capability within TAP Group Airlines (TAP Portugal and Portugália). For TAP Portugal, the IP completes the last steps of the overall Datalink Project already initiated in 2009. Concerning Portugalia's fleet, the proposed IP will allow operator to initiate and conclude fleet modification to comply with Data Link Services mandate.

To be noted that this IP includes tasks fully addressing ELSA Recommendation ID Avionics 01 (“Upgrade of avionics to the “best in class” performance”). Furthermore, equipping will be only done when the technical specifications of the technology are validated.

Deployment of ATN B1 capability within TAP Group (GND) Ongoing

Project number:  2016_061_AF6_GND

Country: Portugal

Leader:  TAP Portugal

Description:

The proposed Implementation Project (IP) fully deploys ATN B1 capability within TAP Group Airlines (TAP Portugal and Portugália). For TAP Portugal, the IP completes the last steps of the overall Datalink Project already initiated in 2009. Concerning Portugalia's fleet, the proposed IP will allow operator to initiate and conclude fleet modification to comply with Data Link Services mandate.

To be noted that this IP includes tasks fully addressing ELSA Recommendation ID Avionics 01 (“Upgrade of avionics to the “best in class” performance”). Furthermore, equipping will be only done when the technical specifications of the technology are validated.

Deployment of Centralized Interoperable Center Information Service (Step 1) Ongoing

Project number: 2017_029_AF3

Country: Germany

Leader: DFS

Description: 

CICIS is an integrated and interoperable information tool within the Controller Working Position (CWP) [FDA - flight data assistant and SV - supervisor] of the main DFS ATM system for retrieval, exchange and display of strategical and operational information which will be rolled out at all DFS control centres for the iCAS (interoperability through European collaboration centre automation system) system generation. The system will be SWIM service based and deployed as a centralised hosted service.
Compared to its predecessor ATCISS (Air Traffic Control Information Support System) it offers lean maintenance and is based on a state-of-the-art new technological platform as well as interoperable SWIM services (System-Wide Information Management). CICIS offers strategical and operational valuable data and information about weather services, airspace status information, and air traffic flow information such as capacities and demands, concentrated in to one operational information service and display tool to the local ATFCM (Air Traffic Flow and Capacity Management) function.
Furthermore, the service and display tool may provide the supervisor and ATCO with the ability to input bookings of military or other kinds of special use areas directly into the system information exchange. These requirements will be further defined as part of this Implementing Project (IP).

This project, broad in its scope, covers several Families identified in the DP: 3.1.2, 3.1.3, 5.3.1, 5.4.1 and 5.5.1. The project efforts during 2022 and 2023 will aim mainly to implement AF5. As a result, this implementation project will comply with the regulatory deadlines set in the PCP for Free Route implementation (AF3) and the SESAR Deployment Programme (SDP) implementation sequence.

Specific objectives:
• Step 1 (scope of this funding application): CICIS System Project
Step 1 specifically aims to undertake the definition of the dedicated system and service requirements, the adaptation and migration of these to a new centralised system platform as well as the procurement of the new system as well as ensuring its operational readiness. The new system within the control centre (clients) shall thus make use of centrally provided data. Step 1 implementation will conclude with the Factory and Site Acceptance Tests of the new system/ service and includes CICIS system integration at a pilot site.
• Step 2 (scope of future funding application): CICIS Deployment Project
Step 2 specifically aims to build on the Step 1 implementation and its operational readiness of the procured system and take the Centralised Interoperable Center Information Service into operation at the DFS control centres (i.e. clients) Karlsruhe, Munich, Bremen and Langen from a centralised and redundant location.

Expected Results:
• Process/system is upgraded to ready the ATM system for a full rolling ASM (Airspace management)/ATFCM and dynamic ASM/ATFCM process.
• Necessary technical pre-requisites supporting automated ASM information sharing for rolling AUP (Airspace Use Plan), UUP (Updated Airspace use plan) are available.
• Implementation is based on new AUP template content and format based on AIXM (Aeronautical Information Exchange Model).
• Process/System improvements supporting sharing of information of airspace configurations (via AUP/UUP) and full management of Airspace structure are implemented.
• Notification of the activation of an Airspace Reservation/Restriction (ARES) is implemented.
• Notification of the de-activation of an Airspace Reservation/Restriction (ARES) is implemented.
• Pre-notification of the activation of an Airspace Reservation/Restriction (ARES) is implemented. 
• Notification of the release of an Airspace Reservation/Restriction (ARES) is implemented. 
• Aeronautical information feature is available on request. Filtering is possible by feature type, name and an advanced filter with spatial, temporal and logical operators. 
• Query Airspace Reservation/Restriction (ARES) information is available.
• Airspace Use Plans (AUP, UUP) are drafted.
• the system for meteorological information supporting En Route/Approach ATC process or aids involving the relevant MET (Meteorological) information, translation processes to derive constraints for weather and converting this information in an ATM impact, is ready; the system capability mainly targets a ‘time to decision’ horizon between 20 minutes and 7 days as well as to provide Volcanic Ash Mass Concentration.

The information to be exchanged and displayed to the air traffic controller comprises:
• Maximum airport capacity based on current and near term weather conditions,
• Departure and arrival planning information,
• ATFCM pre-tactical and tactical plans (regulations, re-routings, sector configurations, runway updates, monitoring values, capacities, traffic volume activations, scenarios, etc.),
• Short term ATFCM measures,
• ATFCM congestion points,
• Network events,
• Rerouting opportunities,
• Restrictions,
• Traffic counts information,
• Demand data (civil, military),
• Flow and Flight message exchange,
• Airspace structure, availability and utilisation,
• Network and En-Route/Approach Operation Plans,
• Network impact assessment,
• Service availability information,
• General information messages (ATFCM Information Messages and headline news).

Performance Benefits:
Having regard to the Performance Assessment undertaken for the CICIS project particular contributions are achieved for the following Key Performance Indicators (KPI) upon implementation of Step 1 (within the Action) and Step 2 (outside the Action): 
1) Flight Efficiency in Fuel; 
2) Flight Efficiency in Time; 
3) ANS cost. 
- A CBA was prepared comparing the CICIS project with a prolonged operational use of the existing outdated information data processing system ATCISS: The CICIS cost benefit analysis indicates a cost reduction in total lifecycle costs. 
- Cost sharing in the CICIS SW development. The SW development cost of common requirements will be shared.
- Cost sharing in CICIS SW maintenance.

These KPI are addressed as the deployment of CICIS in German airspace controlled by DFS. The benefits are achieved by providing the supervisor and the air traffic controller with the best quality and most up-to-date information on the current operational situation in a way that the air traffic controller has all information at its disposal in order to most efficiently manage air traffic. This is particularly achieved by providing the air traffic controller with information on air space reservation status (see Family 3.1.3 and 3.1.2) and the air traffic controller enabling more direct and efficient flight paths pending the actual airspace status. This will reduce fuel consumption and CO2 emissions thus having a positive impact on the environment. Furthermore, the system/ service will offer reduced maintenance cost and therewith lower overall lifecycle cost.

Deployment of IP / VOIP technology to enable Management of Dynamic Airspace configurations Ongoing

Project number: 2015_159_AF3

Country: Ireland

Leader: IAA

Description: 

Deploy VOIP technology for all IAA VHF / UHF transmitters and receivers to enable the Air/GND role allocation adoption of the VOIP 4G VCS in order to facilitate the Management of Dynamic Airspace configurations, Deploy a new VOIP 4G VCS for the new Enroute Contingency Centre to enable dynamic role allocation adoption in order to facilitate the Management of Dynamic Airspace configurations,Deploy a new IAA IP Data Communications network for inter-connecting of VHF Radio sites and ATC Centres to enable the Management of Dynamic Airspace configurations,Deploy enhancements to existing operational voice communications switches to enable VOIP connectivity between all IAA ATC Centres and Towers to enable dynamic role allocation adoption in order to facilitate the Management of Dynamic Airspace configurations across all IAA sites.

Deployment of LARA System in Spain Ongoing

Project number:  2016_037_AF3

Country: Spain

Leader:  ENAIRE

Description:

According to the Commission Implementing Regulation (EU) No 716/2014 on the establishment of the Pilot Common Project, the Advanced Flexible Use of Airspace (AFUA) aims to provide the possibility to manage airspace reservations/structures more dynamic and flexible in response to airspace user requirements. Changes in airspace status shall be shared with all concerned users, in particular Network Manager, air navigation service providers and airspace users. ASM (Airspace Management) procedures and processes shall cope with an environment where airspace is managed dynamically with no fixed- route network.

At present, airspace management activities are performed at national level with no specific automatic support. The first objective of this project is to implement LARA (Local And sub-Regional ASM support system) as the national ASM support tool which complies with all the systems requirements included in PCP regulation. LARA also fulfils the compulsory activities established in the Commission Regulation (EC) No 2150/2005 laying down common rules for the Flexible Use of Airspace (FUA).

On the other hand, according to the Commission Implementing Regulation (EU) No 390/2013 laying down a Performance Scheme for air navigation services and network functions, the performance plans shall contain a description of the civil-military dimension of the plan describing the performance of FUA application in order to increase capacity with due regard to military mission effectiveness, and, if deemed appropriate, relevant performance indicators (KPI) and targets in consistency with other indicators and targets of the performance plan.

The second objective of this project is to implement PRISMIL (Pan-European Repository of Information Supporting Military) as the national programme for the implementation and monitoring of automated data collection, supporting KPIs implementation required by the Performance Scheme.

Deployment of next Generation and VoIP Capable Centre Voice Communication System Completed

Project number: 2015_195_AF3

Country: Germany

Leader: DFS

Description: 

Deploy a new state-of-the-art Voice-over-IP capable Voice Communication System as a technical prerequisite in line with the Interoperability IR (EU No. 552/2004 incl. its amendment by EU No. 1070/2009) for the implementation of dynamic airspace configurations as well as implementing EUROCAE Standard ED-137. To enable the introduction of advanced operational concepts of the PCP (EU No. 716/2014) for flexible airspace management and dynamic airspace management to enable a higher cost effectives of the air navigation service provision for airspace users and to increase operational performance. The deployment project will contribute (enabler project) to closing the Gap for Family 3.1.4 identified by the SESAR Deployment Manager within the Deployment Programme 2015. The dedicated deployment objectives of the technical prerequisites are:
- Deployment of Primary Voice-Communication Systen (VCS) for ACC Bremen
- Deployment of a last-resort VCS for ACC Munich and renewing of related radio sites
- Deployment of a last-resort VCS for ACC Bremen and renewing of related radio sites
- Deployment of a last-resort VCS for UAC Karlsruhe and renewing of related radio sites

Deployment of SACTA-iTEC Ongoing

Project number:  2016_036_AF3

Country: Spain

Leader:  ENAIRE

Description:

The implementation Project aims at the deployment of the Interoperability Through European Cooperation (iTEC) version of the SACTA (Spanish Air Traffic Control System) system, contributing to the fulfillment of several Air Traffic Management functionalities (ATM) linked to the PCP (Pilot Common Project) requirements. SACTA-iTEC will be deployed in all 5 Spanish Area Control Centres (ACCs) and all Terminal Maneuvering Areas (TMAs). Therefore, it will provide the operational improvements in the whole Spanish airspace.

SACTA-iTEC is being deployed within the iTEC collaboration framework to attain a very high level of interoperability within European systems. This means that all iTEC partners, namely five main European Air Navigation Service Providers - NATS (United Kingdom), DFS (Germany), LVNL (Holland), AVINOR (Norway) and ENAIRE (Spain) - are closely working together in the deployment of a common Flight Data Processing (FDP) and Controller Working Position (CWP) system.

Display TOBT TSAT at the Gate Completed

Project number: 2015_074_AF2

Country: Ireland

Leader: Dublin Airport

Description: 

Consolidate the Pre-departure Sequence and enhance predictability by implementing highly recommended milestones: In-blocks (AIBT - milestone n°7 - Airport CDM Manual V4) and Off-block (AOBT- milestone n°15 - Airport CDM Manual V4), Display key A-CDM information eg TOBT, TSAT to all stakeholders located at the Gate: Pilots, Ground Handler and AO.

DK-SE FAB Aeronautical Data Quality (ADQ) Ongoing

Project number: 2015_099_AF5

Country: Sweden

Leader: LFV

Description: 

Migrate LFV’s and Naviair´s aeronautical data to support AIXM 5.1, Ensure compliance to ICAO Annex 15 and Commission Regulation (EU) No 73/2010, Enable the first set of aeronautical SWIM compliant services, Seek efficiency improvements within DK-SE FAB in-line with SES objectives.

DLS Implementation Project - Path 1 Completed

Project number:  2016_161_AF6_GND

Country: Spain

Leader:  ENAIRE

Description:

The Project focuses on the implementation of the VDL  (Very  High  Frequency  Datalink) Mode 2 multi-frequency capability that will enable to optimise the load  of  the  radio  frequency channel ensuring the best performance ratio to support the air traffic  flows increasing and avoiding frequency  congestion.

This project will deploy multi-frequency VDL networks according to ELSA (Enhanced Large Scale ATN deployment) recommendations at country/region level by a group of operational stakeholders and has been divided into two streams: Stream 1 for the upgrade of existing "Model A" networks to "Model B", and Stream 2 for the implementation/upgrade of "'Model  C"  networks to "Model  C with Multi-frequency".

This Implementation Project aims at identifying the deployment activities needed to meet EU (IR) 2015/310 and ELSA' s recommendations, focusing  on  the  envisaged  transitional solutions  (Model   B  or  Model   C  with  Multi-frequency  (MF)).  This  IP  will  pay    special attention to the recommendations coming from ELSA study, namely, GroundOl - Ground04, Ground06, Ground OS - Ground 11.

DLS Implementation Project - Path 2 Ongoing

Project number:  2016_159_AF6

Country: Italy

Leader:  ENAV

Description:

The DLS Implementation Project - Path 2 aims at supporting SDM in the identification and provision of an

overall deployment picture of the Target Solution, as reported in ELSA Project Recommendations (Annex

2 of the DLS Recovery Plan).

In particular, activities performed in Path 2 support SDM in:

- addressing the ELSA Recommendations: GND-02, GND-03, GND-05, GND-07 and GND-08;

- the definition of the Service Area;

- the definition of Service Design and Technical architecture at European level;

- the elaboration of a Business Case study for the TArget Solution;

- the analysis of the Services to be provided by the Model D (target Solution);

- in the definition of a European Common DLS Governance.

Path II aims also at providing an overall deployment picture, through the identification of the activities that

are expected to be addressed towards the implementation of the Target Solution enabling to reach Initial

Trajectory Information Sharing according to DP 2016 Addendum 1.

Moreover, as part of the architecture definition, the following points have to be addressed.

- Identification of improvements on legacies DL infrastructures;

- Use of PENS to connect G/G (BIS) routers;

- IoP improvements of the ATN DL Networks operated by different entities.

DMAN and Pre-departure sequence (PDS) implementations for the CDM implementation Ongoing

Project number: 2015_085_AF2

Country: France

Leader: Aéroports de la Côte d'Azur

Description: 

Implement the requested tool in SESAR, Improve operations predictibility, Optimize resources management and increase capacity, Provide a common tool between all stakeholders, Share a common situational awareness between all stakeholders, Decrease environmental impact, Enhance resilience (better disruption management)

DMAN Stockholm Arlanda Airport Ongoing

Project number: 2015_292_AF2

Country: Sweden 

Leader: Swedavia Airport

Description:

Definition of operational conditions,Development of algorithms and interfaces towards other systems, Flight safety assessment and operational implementation

EASI - EAD AIM System Integration Completed

Project number: #041AF5

Country: Germany

Leader: DFS

Description: 

The DFS project EASI will replace the current DFS system DIAS by the centrally provided EAD system in the context of AIS/ARO functions. The step to a centralised system enables the direct provision of DFS NOTAM and flightplan information via this centralised service. As soon as implemented on the EAD, this DFS information will be available in AIXM-5.1-format and DFS will directly input this data in AIXM-5.1. The abdication of a DFS-specific AIS-system reduces the complexity for the launch of AIXM-5.1 as the number of interfaces and especially parallel AIXM-5.1-implementations is limited. The effort to implement AIXM-5.1 on an internal system can then be spent to support the AIXM-5.1-implementation by EUROCONTROL on the central system. The migration to the central EAD-system is performed by the usage of standard-EAD-terminal-clients and EAD-standard-interfaces.

Electronic Flight Strip (EFS) Implementation Completed

Project number: 2015_162_AF2

Country: Ireland

Leader: IAA

Description: 

Implementation of an Electronic Flight Strip system. Enhanced information sharing between IAA and A-CDM partners, Contribute to the implementation of A-CDM at Dublin Airport.

Electronic Flight Strip (EFS) in En-Route and TMA in SACTA system Planned

Project number: 2017_049_AF3

Country: Spain

Leader: ENAIRE

Description:

The main objective of this Implementation Project is to upgrade the SACTA system (Spanish Air Traffic control system) by providing an Electronic Flight Strip (EFS) human-machine interface for the En-Route and Approach airspaces. EFS is a prerequisite for the Free Route Airspace (FRA) mode of operation.

Specific objectives:
The IP specifically aims to ensure that this SACTA version also integrates some of the tools that will support the elimination of the current paper strips, such as:
• Planner MTCD (Medium Term Conflict Detection)
• MONA (Monitoring Aids)
• Enhance conflict management tools and controller HMI (Human Machine Interface) functions to support conflict detection and resolution (such as What-if and What-else)
• Electronic management of special strips (OCM (Oceanic Clearance Message), wrong OLDIs (On-Line Data Interchange))
- Fallback for Surveillance and Flight Plan Data.
- ATCO notes
- New flight lists
- Enhanced Holding manager
- Flight tagging

Within this Implementing Project timeframe (2019 – 2021) the new SACTA version will be specified, developed by the SW manufacturing company and verified by ENAIRE. The project will end up with the acceptance tests based on functional verification in the ENAIRE´s test centre. Later test phases in the operational centres (such as stress, stability, transition, etc.) are not part of the project´s scope.

Expected Results:
SACTA system is upgraded.
An Electronic Flight Strip (EFS) human-machine interface is provided.

This IP therefore contributes to the deployment of Free Route (FRA) operations families 3.2.1 ""Upgrade of ATM systems to support DCT and Free Route"" and 3.2.4 ""Implement Free Route"".
ENAIRE is already implementing CEF funded projects aimed at the deployment of family 3.2.1, i.e. 2016_036_AF3 (SACTA-iTEC, Action 2016-EU-TM-0117-M) and 2016_040_AF3 (Upgrade of trajectory management in SACTA-iTEC, Action 2016-EU-TM-0117-M). By means of these two projects the combined family gap coverage was 60%. This project represents an additional 20% increase. Together with project ""CWP positions upgrade"" (IP 2017_050_AF3), which covers a 10% of the family, the accumulated gap coverage of family 3.2.1 is 90%.

Performance Benefits:
All performance benefits from FRA operations will be attained by the implementation of this project, such as:
• Impact on safety because the use of tools will help improve alerts (Planner MTCD, MONA, conflict management tools...);
• Impact on capacity derived from the operational improvements provided by FRA and the higher efficiency provided by EFS;
• Significant benefits generated are identified in the reduced nautical miles flown, which can be translated in less fuel burn, smaller CO2 footprint and shorter flight times.


PREVIOUS PROJECT DESCRIPTION FOR INFORMATION PURPOSES ONLY

GENERAL CONTEXT

This Implementation Project aims at the technical upgrade of SACTA system (Spanish Air Traffic control
system) by providing an Electronic Flight Strip (EFS) human-machine interface for the En-Route and
Approach airspaces. EFS is a prerequisite for the Free Route Airspace (FRA) mode of operation.

SPECIFIC OBJECTIVES

This SACTA version will also integrate some of the tools that will be developed within the frame of project
2016_040_AF3 (Upgrade of trajectory management in SACTA-iTEC ), that will support the elimination of
the current paper strips, such as:
- Planner MTCD (Medium Term Conflict Detection)
- MONA (Monitoring Aids)
- Enhance conflict management tools and controller HMI (Human Machine Interface) functions to support
conflict detection and resolution (such as What-if and What-else)
- Electronic management of special strips (OCM (Oceanic Clearance Message), wrong OLDIs (On-Line
Data Interchange))
Within the project timeframe (2019 - 2021) the new SACTA version will be specified, developed by the SW
manufacturing company and verified by ENAIRE. The project will end up with the acceptance tests based
on functional verification in the ENAIRE´s test center. Later test phases in the operational centers (such as
stress, stability, transition, etc) are not part of the project´s scope.

EXPECTED RESULTS

This implementation project will contribute to the deployment of Free Route (FRA) operations families
3.2.1 ""Upgrade of ATM systems to support DCT and Free Route"" and 3.2.4 ""Implement Free Route"".
ENAIRE has already presented to previous CEF calls projects aimed at the deployment of family 3.2.1, i.e.
2016_036_AF3 (SACTA-iTEC ) and 2016_040_AF3 (Upgrade of trajectory management in SACTA-iTEC ).
By means of these two projects the combined family gap coverage was 60%. This new project represents
an additional 20% increase. So, together with project ""CWP positions upgrade"", which covers a 10% of the
family, also submitted to CEF 2017, the accumulated gap coverage of family 3.2.1 is 90%.

PERFORMANCE BENEFITS

All performance benefits from FRA operations will be attained by the implementation of this project, such
as:
- Impact on safety because the use of tools will help improve alerts (Planner MTCD, MONA, conflict
management tools...)
- Impact on capacity derived from the operational improvements provided by FRA and the higher efficiency
provided by EFS
- Significant benefits generated are identified in the reduced nautical miles flown, which can be translated
in less fuel burn, smaller CO2 footprint and shorter flight times.
- A saving of EN Route ATFM (Air Traffic Flow Management) Delays will be possible."

Electronic Flight Strips at Schiphol TWR Ongoing

Project number: #108AF2

Country: The Netherlands

Leader: LVNL

Description: 

Digital flight data processing at Schiphol Towers and the Tower simulator, Safer and more efficient handling of ground traffic, Efficient and flexible data distribution and data sharing, Enabler for safety support systems, Enabler for CDM extension of functionalities.

Enablers for Airport Surface Movement related to Safety Nets (AIR) Ongoing

Project number: 2016_150_AF2_AIR

Country: France

Leader: Aéroports De Paris

Description:

This Implementation Project aims to implement:
• 2.2.1: A-SMGCS Levels 1 and 2 (Advanced Surface Movement Guidance and Control System);
• 2.4.1: A-SMGCS routing and planning functions;
• 2.5. l: Airport safety nets associated with A-SMGCS (Level 2);
• 2.5.2: Aircraft and vehicle systems contributing to airport safety nets.

The Implementation Project will help harmonise and synchronise the airport deployment of safety, airport throughput, cost-effectiveness and environmental benefits in Europe, while facilitating interoperability and contributing to reduce the defragmentation among stakeholders.
The aim of this unprecedented coordinated project is to improve ATM performance in Europe through the modernisation and harmonisation of Air Traffic Management (ATM) systems that will enhance the safety for the passengers at the airports. Consequently, this Implementation Project brings relevant benefits in terms of safety (contributing to the European Commission (EC) high level Single European Sky (SES) goal of increasing it by a factor 10), Thanks to this collaboration which sees involvement of 13 airport operators (all members of SDAG), 4 Air Navigation Service Provides (DSNA, NATS, Naviair (Naviair only contributes without funding) and 1 Airspace User (Air France) the following aspects will be ensured:
• Enhanced level of synchronisation.
• Sharing of the best practises among of the participants.
• Reduced fragmentation.
• Enhanced cross-border connections, international (9 EU Countries plus 1 third country covered in the project), national and regional traffic.
• Professional management.


The Implementation Project is led by one of the world largest Airport Operators, Groupe ADP (Aeroport de Paris). This IP covers 9 different EU countries including all airports in the scope of the Implementing Regulation 716/2014.
This Implementation Project will benefit and enhance safety for more than 3,67 million yearly aircraft movements (2015 figures) and more than 453 million passengers in the European Union will yearly benefit from a safer trip.
It targets the regrouping of projects all linked to the Families 2.2.1-A-SMGCS Levels 1.
It will address all the gaps identified in the DP under each of the INEA Call 2016 priority Families 2.2.1, 2.4.1, 2.5.1 and 2.5.2.
The Implementation project also addresses 4 out of the 11 families considered as the priority families. The execution of the projects will help inter modality and will have a positive ATM network effect.
The main relevant ones concerning the joint project and addressed by the enablers are the as follows:
• Detection, recognition and recovery of deviation from normal operations;
• Operations in adverse weather condition;
• Ground handling operations;
• Maintaining adequate separation between aircraft on the ground;
• Flight crew perception and awareness/ decision making and planning;
• CRM (Crew Resource Management) and communication.

Enablers for Airport Surface Movement related to Safety Nets (GND) Ongoing

Project number: 2016_150_AF2_GND

Country: France

Leader: Aéroports De Paris

Description:

This Implementation Project aims to implement:
• 2.2.1: A-SMGCS Levels 1 and 2 (Advanced Surface Movement Guidance and Control System);
• 2.4.1: A-SMGCS routing and planning functions;
• 2.5. l: Airport safety nets associated with A-SMGCS (Level 2);
• 2.5.2: Aircraft and vehicle systems contributing to airport safety nets.

The Implementation Project will help harmonise and synchronise the airport deployment of safety, airport throughput, cost-effectiveness and environmental benefits in Europe, while facilitating interoperability and contributing to reduce the defragmentation among stakeholders.
The aim of this unprecedented coordinated project is to improve ATM performance in Europe through the modernisation and harmonisation of Air Traffic Management (ATM) systems that will enhance the safety for the passengers at the airports. Consequently, this Implementation Project brings relevant benefits in terms of safety (contributing to the European Commission (EC) high level Single European Sky (SES) goal of increasing it by a factor 10), Thanks to this collaboration which sees involvement of 13 airport operators (all members of SDAG), 4 Air Navigation Service Provides (DSNA, NATS, Naviair (Naviair only contributes without funding) and 1 Airspace User (Air France) the following aspects will be ensured:
• Enhanced level of synchronisation.
• Sharing of the best practises among of the participants.
• Reduced fragmentation.
• Enhanced cross-border connections, international (9 EU Countries plus 1 third country covered in the project), national and regional traffic.
• Professional management.


The Implementation Project is led by one of the world largest Airport Operators, Groupe ADP (Aeroport de Paris). This IP covers 9 different EU countries including all airports in the scope of the Implementing Regulation 716/2014.
This Implementation Project will benefit and enhance safety for more than 3,67 million yearly aircraft movements (2015 figures) and more than 453 million passengers in the European Union will yearly benefit from a safer trip.
It targets the regrouping of projects all linked to the Families 2.2.1-A-SMGCS Levels 1.
It will address all the gaps identified in the DP under each of the INEA Call 2016 priority Families 2.2.1, 2.4.1, 2.5.1 and 2.5.2.
The Implementation project also addresses 4 out of the 11 families considered as the priority families. The execution of the projects will help inter modality and will have a positive ATM network effect.
The main relevant ones concerning the joint project and addressed by the enablers are the as follows:
• Detection, recognition and recovery of deviation from normal operations;
• Operations in adverse weather condition;
• Ground handling operations;
• Maintaining adequate separation between aircraft on the ground;
• Flight crew perception and awareness/ decision making and planning;
• CRM (Crew Resource Management) and communication.

Enablers of Network Collaborative Management for En Route and Airports at DSNA Ongoing

Project number: 2017_038_AF4

Country: France

Leader: DSNA

Description:

In the recent years DSNA, facing a high traffic increase, has put a lot of emphasis on the development of the Collaborative Network Management concept and on the implementation of supporting tools in order to optimise the use of the capacity through flexible flow management and Collaborative Decision Making in both En route and airport contexts.

In the En route context, SALTO (Swift ATFCM Local Tools Organiser) is an ATFCM (Air Traffic Flow & Capacity Management) local tool developed by DSNA to support FMP (Flow Management Positions) in its ACCs (Area Control Centres). SALTO is intended to offer an enhanced substitute to the present CHMI (Collaborative Human Machine Interface) provided by the NM. It is taking advantage of NM B2B services to deliver to the FMP operators advanced functionalities such as what-if simulations capabilities, enabling them to assess the potential impact of an ATFCM measure. The development of SALTO follows an incremental approach. The initial versions of the system have been deployed since 2016 in the 5 French ACCs. New functionalities will be developed and fielded under the present IP.
In the airport context, ANSPs are a major actor of the AOP (Airport Operations Plan)/NOP (Network Operations Plan) process, as being in charge of air traffic control and traffic flow management at the airports and in their vicinity and between airports at a regional level. In France, DSNA has to accommodate different levels of airports:
• In the Paris area, which is hosting major traffic hubs, DSNA has built a strong cooperation framework through the CDM (Collaborarive Decision Making) programme associating Aéroport de Paris (ADP), the airport operator at Orly and CDG, and the airlines. The BigSky system, under development by DSNA, aims to provide to Tower and Approach supervisors assistance tools for collaborative management of traffic flows. Under this IP, the development of BigSky will be completed and the system put into service.
• At regional airports, DSNA is defining with stakeholders a CDM concept tailored to their needs and will further develop automated assistance tools.
Finally, through Collaborative Network Management, DSNA is striving to re-conciliate En-Route and airports constraints. DSNA is integrating on the same platform tools and processes in a consistent and seamless concept, merging airport and En-Route oriented services to deliver integrated information to the airlines and airports. This is the scope of the DSNA Collaborative Operational Portal which is already providing a first set of services for many airlines and at several airports and will be enhanced under the present IP.
The project will be managed in coherency and will coordinate its implementation scope with AF4 Network Manager CEF projects (i.e. 2015_105_AF4, 2015_110_AF4, 2015_114_AF4, 2015_115_AF4 (all funded under Action 2015-EU-TM-0196-M) and 2017_054_AF4) and with projects undertaken by ADP to address AOP and AOP/NOP needs (2015_135_AF2, 2015_113_AF4 (both funded under Action 2015-EU-TM-0196-M, 2017_022_AF2).

Specific objectives:
In the En Route environment, this IP specifically aims to develop advanced functionalities of the SALTO system that will help enhancing the European ATM network performance:
• by making it possible for flow managers to better evaluate the workload of the controllers with the help of complexity assessment tools. These tools will greatly help optimising capacity;
• by developing functionalities and procedures to ensure an efficient working relationship between NM, FMP and airspace users. Hotspot detection and declaration tools as well as STAM (Short Term ATFCM measures) preparation, coordination and dissemination support tools will be developed to reach that goal;
• by disseminating relevant ATFCM information to the Control Working Positions.

In the airports and approach environment, this IP will enhance BigSky with tools and processes enabling ATC operators to participate to AOP/NOP information sharing. Making use of SWIM (System Wide Information Management) concepts, BigSky will interface AOP and NOP systems and deliver to tower and approach operators a set of dedicated decision tools supporting processes such as slot management, runway balancing, and satellite airport traffic flow integration.
Regarding DSNA Collaborative Operational Portal, this IP will enlarge the scope of the hosted information, enrich information by cross-referencing between different sources and offer to external customers a register of suitable API (Application Programming Interface) to enable B2B access in addition to the existing HMI, which provides only an end user oriented access.
Additionally some adaptations to interface the ATM legacy system with the collaborative tools will be necessary.

Expected Results:
• The interface of DSNA ATM Systems to NM Systems in DSNA ACCs is enhanced.
• Coordination is optimised between local entities (such as ANSP, Airport and AU- airspace user) and NM tools in Paris area.
• Shared Target Time for ATFCM purposes for Paris arrivals is implemented.
• Basic level of AOP/NOP information sharing provided at several regional airports is implemented.
• Coordination of ATFCM measures between all concerned actors is improved.
• Operational efficiency is improved by disseminating STAM information on the control working positions.
• Situational awareness and decision support for FMPs operators and Tower/Approach supervisors are improved.

Performance Benefits:
• STAM will lessen the need for ATFCM regulations, leading to a decrease of ATFCM delays.
• More traffic fluidity will improve flight efficiency (ASMA (Arrival Sequencing and Metering Area), Pre-departure delay and Taxi Out time on satellite airports).
• Increased CTOT (Calculated Take-off time) adherence on satellite airports.
• Capacity enhancement due to optimised use of available capacity.
• Better predictability of operations, to the benefit of airspace users and passengers."

ENAIRE exchange of Aeronautical Information data in AIXM5.1 Ongoing

Project number:  2016_035_AF5

Country: Spain

Leader:  ENAIRE

Description:

This Implementation Project aims to enhance the interoperability capabilities of ENAIRE Aeronautical Information Service (AIS) systems by implementing initial elements of the SWIM (System Wide Information Management) concept.

Both ENAIRE's Static Data Management system (INSIGNIA) and NOTAM operation system (ICARO) will be interconnected amongst them and with NM (Network Manager) systems, thus enable worldwide data exchange and interoperability.

This will be achieved by enabling AIXM5.1 data export from ENAIRE's Aeronautical Information Publication (AIP) data system and the deployment of web service technologies to exchange these messages with external systems, primarily European AIS Database (EAD) system.

Bidirectional messaging will be deployed not only to make Spanish data available, but also to enable ENAIRE to obtain worldwide data. Other NM web services will be implemented in order to retrieve airspace activations to complement ENAIRE's dynamic data availability (NOTAM Notice to Air Men).

ENAIRE reference geographic database Completed

Project number: #060AF1

Country: Spain

Leader: ENAIRE 

Description: 

The project will generate an ENAIRE reference dataset structure and set up the managing processes to maintain the information up to date with authoritative sources reference data. Procedure design tools will be updated to make use of this database content; digital cartography (terrain and obstacles) and aeronautical data defining instrumental manoeuvres from authoritative sources with required quality and integrity. To achieve the required high levels of integrity the Spanish AIS provider will participate in the data provision and management processes.

ENAV 4-Flight Deployment in Italy - Third Stage 2017-2018 Ongoing

Project number:  2016_115_AF3

Country: Italy

Leader:  ENAV

Description:

Globally, the project aims to design, develop and operationally deploy a complete new generation interoperable ATM (Air Traffic Management) system (the “4-Flight ATM System”) fully compliant with the Single European Sky (SES) and BLUE MED (Mediterranean Functional Airspace Block) Regulations enabling the operational implementation of SESAR concept and solutions.

The implementation of 4-Flight System, based on latest emerging technology and on top the brand new Coflight Flight Data Processing System (FDPS), will dramatically reduce the fragmentation of both airspace and service provision by means of enhanced interoperability among all systems of concerned stakeholders. Coflight will indeed ensure the interoperability with most of the external systems through SESAR standardised Flight Object based Gate-To-Gate IOP.

The 4-Flight system architecture shall also ensure a significant step forward in the improvement of modularity, scalability, operability, safety and reliability. Therefore, it will guarantee the optimal performances in terms of safety, capacity, environmental impact and cost efficiency, contributing to a significant improvement of the network performances in Europe.

The IP will focus on the development of the successive upgrading software versions from requirements to functional tests and reports. In compliance with the description of Family 3.2.1 the ANSP (Air Navigation System Provider) system upgrades and integration comprised within the whole 4Flight programme include the FDPS (Flight Data Processing System), the Controller Working Position (CWP) and the HMI which shall support DCTs (Direct Routes) /FRA (Free Route Airspace) with trajectory management. Furthermore they will enhance Conflict Management and Controller HMI (Human Machine Interface) functions to support conflict detection and resolution.

The 4Flight development will enable COP management for FRA supporting Cross Border COP handling, thus enabling Pan-European FRA deployment.

The activities developed will target the tasks of the project definition, planning, development and implementation regarding the target sites of Rome, Padova and Milan ACC, where the final implementation is expected to start beyond 2020, with 2022 as target implementation deadline.

This is the third stage of the project covering the activity planned to be performed over the years 2017-2018 and fulfill the gap of the implementation of the first (2016-2017) and second (2019-2020) stages of 4Flight in the CEF Transport Call 2015 (IP 2015_204_AF3_phase_I, Action 2015-EU-TM-0193, and phase_II, Action 2015-EU-TM-0196-M)

 

ENAV ADQ - Aeronautical Data Quality system interface evolution (ADQ2) Ongoing

Project number:  2016_108_AF5

Country: Italy

Leader:  ENAV

Description:

With Aeronautical Data Quality (ADQ) project, ENAV has implemented the required regulation criteria EU 73/2010 in their aeronautical system. As deliverable of ADQ project, ENAV has implemented a complex software platform based on an Aeronautical database AIXM 5.1 compliant composed of the following tools:

  • IAS 8.4 – Data Management and Publication Suite (include AeroEAD Data exchange with Eurocontrol)
  • PLX 2.7 – AIS data process management
  • ICE 2.0 – GIS charting
  • FPDAM 10 – Flight Procedures Design
  • AD 2.1 – Design and Management of Routes and Airspace o eTOD 5.1 – Terrain and Obstacles database

Together, these tools make up a system defined SIPRO/AIRNAS that is capable to project and manage aeronautical data that will be stored into the AIXM 5.1 database with ADQ metadata, including data coming from accountable sources, a complete solution of workflow management based on BPMN (Business Process Model and Notation) 2.0 technology.

With EAD 10 (European AIS – Aeronautical Information Services - Database) Eurocontrol has introduced a new sub-system (SDD - Static and Dynamic Data) capable to exchange data in Aeronautical Information Exchange Model (AIXM) 5.1 format, that generates a new requirement in the SIPRO/AIRNAS system that will be dispatched with ADQ2 that is the scope of this Implementation Project. It consists in an evolution of the current interface component (called AeroEAD) for connecting to EAD.

ENAV Airport MET System and UPM-MET database upgrade Ongoing

Project number:  2016_119_AF5

Country: Italy

Leader:  ENAV

Description:

The Implementation Project will upgrade the ENAV UPM (Unita Previsione Meteorologica) (Work Package WP1) by performing the following:

  • Implementation of a flexible and cost-effective interoperable exchange of MET information for Italian airports, TMAs (Terminal manoeuvring Areas) and ACC (Air Control Centres), Airspace Users, Military and Network Manager compliant with the iSWIM (System Wide Information Management) data formats and interfaces.
  • Enabling the ENAV OPMET Data Bank (BDM) to Receive and store ICAO OPMET data in BUFR (Binary Universal Form for the representation) and IWXXM (ICAO Meteorological Information Exchange) format.
  • Development and implementation of geographical user interfaces to facilitate the generation and monitoring of the MET products and the efficient maintenance of these data formats.
  • Implementation and verification of the standard MET products (TAF - Terminal Area (Aerodrome) Forecast, METAR - METeorological Aerodrome or Aeronautical Report and AUTO METAR - Automatic METeorological Aerodrome or Aeronautical Report, (AUTO) MET reports and warnings) for Italian civil airports in ENAV TMAs and ACCs.
  • Nowcasting data integration by the provision of continuous sensor information for all available runways in ENAV TMAs and ACCs.

At the same time, ENAV will undertake the upgrade of the meteorological system for all the Italian ENAV ATM (Air Traffic Management) Network airports to upgrade the meteorological service to provide reliable actual and forecast meteorological data, wherever required across the ATM network, in WXXM format. The programme will also enable the issuance of Italian OPMET data in IWXXM format for airports to ensure conformity with the envisaged Amendment 77 to ICAO Annex 3. The programme is already started for the backbone airports (Roma Fiumicino FCO, Milano Malpensa MXP) that are included in the WP2 and for part of the Strategic airports that are included in the WP3.

ENAV Airport System upgrade Ongoing

Project number: #064AF2

Country: Italy 

Leader: ENAV

Description: 

To increase the efficiency and  safety of operations at Malpensa and Fiumicino airports, by improving  the surveillance coverage, quality and accuracy in order to extend its capabilities over the all movement area (including most of the suitable apron areas), with a view to implement functionalities that shall facilitate and enable the deployment of Airport Safety Nets as requested within Reg. 716/2014

ENAV AIS system Upgrade to support AIXM5.1 Completed

Project number: #066AF5

Country: Italy 

Leader: ENAV

Description: 

Ensure fully capability AIS system to support AIXM 5.1 data format and ADQ regulation.

ENAV AMAN Extended Horizon Ongoing

Project number: 2015_203_AF1

Country: Italy 

Leader: ENAV

Description: 

Design, develop and operational deployment of AMAN with management horizon function extended to the Enroute Airspace,Optimize traffic sequencing operations in high density TMAs minimising delay ,Reduce the Environmental impact

ENAV Automated ENV Data Interchange for FDP/ERATO Ongoing

Project number:  2016_110_AF3

Country: Italy

Leader:  ENAV

Description:

Globally, the Implementation Project will develop an automated Software (SW) for the extraction and format adaptation of geographical data from the aeronautical database (AeroDB).

The automated system will ensure input within the geografic database of FDP (Flight Data Processor) system and ERATO (En-route Air Traffic Organiser) Medium Term Conflict Detection (MTCD), thus ensuring improved operations.

ERATO is a conflict detection tool designed to support controller decision-making helping them to work in a safer and more efficient way: the regular update and consistency of environmental data, that are the basis of whatever conflict detecting tools.

 

ENAV Deployment of traffic complexity tool and STAM phase 2 Ongoing

Project number: 2017_045_AF4

Country: Italy

Leader: ENAV

Description:

The first part of the Implementation Project aims at the deployment of the Traffic Complexity Tool. Traffic complexity tool continuously monitors sector demand and evaluates traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. The predicted complexity coupled with traffic demand enables ATFCM (Air Traffic Flow and Capacity Management) to take timely action to adjust capacity, or request the traffic profile changes in coordination with ATC (Air Traffic Control), airspace users and NM (Network Manager).
The main objective of the Implementing Projects is to enhance the European ATM network performance, notably optimised capacity and flight efficiency, through the exchange, modification and management of aircraft trajectory information.
Flow Management shall move to a Cooperative Traffic Management (CTM) environment, optimising the delivery of traffic into sectors and airports whilst acknowledging the requirement for Air Traffic Flow and Capacity Management (ATFCM) measures. That will be achieved involving Network Manager in order to exchange information.
STAM (Short Term ATFCM Measures) Phase 2 procedures will be defined and implemented as required by EU 716/2014.
STAM consist of a system supported approach to smooth sector workloads by reducing traffic peaks through short‐term application of minor ground delays, appropriate flight level capping, timing and modalities of ATC re-sectorisation, exiguous re‐routings to a limited number of flights. These measures are capable of reducing the traffic complexity for ATC with minimum curtailing for the airspace users.
This project is complementary to IP 2016_114_AF4 ""ENAV Traffic Complexity Tool Implementation"" (Action 2016-EU-TM-0117-M) While IP 2016_114_AF4 aims at designing and developing the TCT, in IP 2017_045_AF4, the TCT will be implemented on all Italian ACCs and the design, the development and training of STAM2 procedures will be processed.

Specific objectives:

This IP specifically aims to:
• Allow the implementation of the new operational concepts defined by Deployment Programme in the future ATM systems.
• Facilitate the integration of advanced tools in the global ATM system.
• Monitor and evaluate current and expected traffic loads and estimated controller’s workload in order to optimise the use of available capacity.
• Involve the Network Manager in the initiative to exchange information.
• design, develop, and implement the STAM phase 2 after the implementation of the Traffic Complexity Tool.

Expected Results:
At the end of the project the following results are expected:
• TCT is implemented in all Italian ACCS: The tools will use predefined metrics to enhance long-term ATFCM, and/or enhanced planned trajectory prediction for mid-term ATFCM and/or real time trajectory data for short term ATFCM. Traffic complexity tools also enhance the real time ATCO workload estimation.
• STAM2 procedure are designed, developed and Implemented.
• Staff are trained.

Performance Benefits:
• Enhancement of overall ATM system performances (expected at least a 5% increase)
• Reduce delays by 3% and controller's workload by 5%."

ENAV Geographic DB for Procedure Design Completed

Project number: #065AF1

Country: Italy 

Leader: ENAV

Description:

The main objective of the project is to upgrade the ENAV geographic database for procedure design suite, based on two products developed by IDS (SIPRO and eTOD).

ENAV Implementation of A-SMGCS Level 1 and 2 with Safety Nets in MXP and FCO Ongoing

Project number:  2016_117_AF2

Country: Italy

Leader:  ENAV

Description:

At global level, the Project aims at implementing full A-SMGCS (Advanced-Surface Movement Guidance and Control Systems) Level 2 with safety Nets in Milano Malpensa (MXP) and Roma Fiumicino (FCO) airports.

This implementation Project is a continuation of the #064AF2 project under the CEF-call 2014 (Action 2014 EU TM 0136 M), which focuses on the implementation of technical enablers paving the way for the level 2 A-SMGCS in Milan Malpensa and Rome Fiumicino. For the present project, the substitution of one SMR (Surface Movement Radar) at each airport (additional to the activities in #064AF2) and the extension of MLAT (Multilateration system) coverage, with a new MSF (MultiSensor Fusion) at Rome FCO are foreseen.

Additionally, a new tower architecture system (NAT Phase 2) will be integrated with airport safety nets related to A-SMGCS Level 2.

The Implementation Project includes the installation of the ADS-B (Automatic Dependent Surveillance – Broadcast) transponders in all the vehicles circulating in the manoeuvring areas of the two airports involved.

ENAV implementation of Free Route Completed

Project number: #063AF3

Country: Italy 

Leader: ENAV

Description: 

The project aims to implement free route operations in Italy through a seamless integration of the four Italy ACCs enabling airspace users to flight-plan their preferred trajectories within the whole Italian airspace.

ENAV initiative for the identification of Network Collaborative Management requirements Completed

Project number: #062AF4

Country: Italy 

Leader: ENAV

Description: 

Optimized management of traffic demand, including high -level/peak hours traffic requests, Enhanced management of traffic demand by improved sharing of the network situation, Better use of available capacity, Delays reduction (with related costs) through the suppression of ATFM regulations and the implementation of local ATCFM measures, Small benefits through improved use of the airport and airspace capacity resulting from a better knowledge of the airspace availability and of the traffic demand, Reduction of flight delays Enhanced through use of cost effective tools to access network information instead of expensive local tools or procedures and through the improved capacity.

ENAV Introduction of RNP1+RF and APV procedures in MXP and FCO Ongoing

Project number:  2016_120_AF1

Country: Italy

Leader:  ENAV

Description:

Globally, the Implementation Project focus on the introduction of RNP1 (Required Navigation Performance) plus RF (Radius Fix) and APV (Approach Vertical Guidance) procedures at Milan Malpensa (MXP) and Rome Fiumicino (FCO) airports. Vertical guidance used will be both APV BARO (approach with BAROmetiv Vertical guidance)-VNAV (Vertical NAVigation) and LPV (actually Localizer Performance with Vertical guidance 200)

The tailored RNP1+RF PBN (Performance Based Navigation) procedures will accommodate respectively arrivals for RWY 17 in Milan Malpensa and departures for Rome Fiumicino airport. SIDs and STARs will be published for the above mentioned RWYs, both allowing for the use of RF functionality.

The selected procedures will be defined after proper consultation with operational people and airspace users, considering their needs, in terms of flyability and airspace management, of the flight procedures that will be ground and flight validated according to ICAO DOC 9906 requirements by means of ENAV flight check department aircraft and crews.

ENAV Network enhancement toward NewPENS Completed

Project number:  2016_118_AF5

Country: Italy

Leader:  ENAV

Description:

The Implementation Project aims at preparing the transition from a PENS (Pan European Network Services) to NewPENS for which an enhancement of the current Italian IP network connectivity is required.

The ENAV national communication infrastructure Wide Area Network (WAN) is constituted by the ENET (Ethernet) network with POPs (Point of Presence) for the delivery of PENS services. In each POP, the related MSE (Security Modules for ENET) are also present to guarantee security for any connection and data transmission/reception.

PENS network, like other external networks, is connected to ENET POPs to exchange operational data for FMTP (Flight Message Transference Protocol), AMHS (Air Traffic Services Message Handling System) and RADAR (Radio Detection and Ranging) services and connections. In this way it ensures the proper security management of national ENET Programme that is aimed at deploying the infrastructures needed for the geographical transfer of operational services and the migration to the new net infrastructure.

This project will contribute to complete the installation of such security modules all over the national territory.

ENAV Security Operational Centre (iSOC) Upgrade Ongoing

Project number:  2016_116_AF5

Country: Italy

Leader:  ENAV

Description:

ENAV Information Security Operation Centre (iSOC) is operated since 2009 in Rome ACC (Italy) and since then the main responsibility of iSOC is the identification of security risks related to information, systems and networks in accordance with ISO 27001 processes and standards (ENAV is ISO 27001 certified). To accomplish these objectives, ENAV iSOC implemented procedural and technical controls operated today in a single data centre, based on legacy hardware. Most of operational security services are based on Open Source software.

Today Security in ATM (Air Traffic Management) is an important topic also in Italian and European regulations (as per Directive EU 2016/1148 the European Parliament and of the Council of 6 July 2016 concerning measures for a high common level of security of network and information systems across the Union).

Every day ENAV adapts its security process and technologies to be compliant with national and international standards and to emerging threats. For this reason, ENAV is already expanding its security controls to extend centralised authentication and parsing of security logs to selected operational servers and services in all Italian Air Traffic Control Centres (ACC).

ENAV is also planning to extend Security controls to PENS (Pan European Network Services), NewPENS networks and to ATC European programmes (e.g. Coflight As a Service).

To accomplish these growing needs, ENAV iSOC infrastructure and systems shall be upgraded to new and modern systems and technologies that shall be also in a full high availability shape and granting business continuity, adapting also internal processes (incident handling and response, monitoring etc.), skills and capacity.

To extend and complete ENAV Security Services catalogue, ENAV will create also a CERT (Computer Emergency Response Team) division that will be responsible to anticipate and solve the ATM cybersecurity challenges that ENAV will face in the next few years working closely with iSOC operators.

ENAV Traffic Complexity Tool Implementation Ongoing

Project number:  2016_114_AF4

Country: Italy

Leader:  ENAV

Description:

Globally, the Implementation Project aims to develop the Traffic Complexity Tool. Traffic complexity tools continuously monitor sector demand and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. The predicted complexity coupled with traffic demand enables ATFCM (Air Traffic Flow and Capacity Management) to take timely action to adjust capacity, or request the traffic profile changes in coordination with ATC (Air Traffic Control), airspace users and NM (Network Manager).

In order to supplement the local traffic counts with the flight plan data and the Traffic Volume profile available from ETFMS (Enhanced Traffic Flow Management System), the local complexity tools will (if needed through B2B connection) receive, process and integrate EFD (Flight Data message) provided by NM.

Through the implementation, planned trajectory information, network information and recorded analytical data from past operations shall be used to predict traffic complexity and potential overload situations, allowing mitigation strategies to be applied at local and network levels. Extended Flight Plan (EFPL) shall be used to enhance the quality of the planned trajectory information thus enhancing flight planning and complexity assessments.

The design and system development are part of this project, the implementation will be executed in the context of a separate project. The Implementation Project uses the specifications developed under the CEF call 2014- #062AF4 project "ENAV initiative for the identification of Network Collaborative Management requirements" (2014-EU-TM-0136-M).

Enhanced Departure Management integrating airfield surface assets Completed

Project number: #092AF2

Country: United Kingdom

Leader: Gatwick London

Description: 

Achieve 100% equipage of ground service vehicles with tracking technology, Increase airside safety by providing visibility of appropriate vehicles and equipment to Air Traffic Control Tower, Enable further implementation of Airport Safety Nets (ATM Sub-Functionality 2.5), Improve taxi conflict prediction to reduce number of stop-and-go taxiing,Improve efficiency of airside operations by providing real-time information about location of ground service equipment and vehicles to Ground Handling Agents (GHAs) and Airport Flow Centre.

Enhanced Terminal Airspace (TMA) using RNP- Based Operations Ongoing

Project number: #091AF1

Country: United Kingdom

Leader: Gatwick London

Description:

Introduce point merge, Efficient BOGNA Standard Instrument Departure (SID) Route, Dual Precision Area Navigation (P-RNAV) routes with easterly and westerly arrival and departure routes to runway (RWY) 26 and 08, providing rolling respite, Increase RWY capacity by introducing ADNID SID, Re-design SIDs and STARs to meet RNP specifications.

Enhanced Terminal Airspace using RNP Based Operations at Manchester Ringway Airport Ongoing

Project number: 2017_023_AF1

Country: United Kingdom

Leader: Manchester Ringway

Description:

The main objective is to implement procedures for departure, arrival and initial approaches using PBN/RNP in high density TMAs, as detailed in the RNP 1 specification.

The implementation will facilitate increased safety and throughput for operators in associated High-Density Terminal Manoeuvring Area (TMA). For Manchester Ringway Airport the IP aims to develop and implement RNP1 SIDs (Standard Instrument Departure Routes) procedures and Arrival transition procedures for Runways (RWYs) 23R, 23L,05R and 05L.

This will involve converting the conventional SIDs and arrival routes to RNP1 design standards as per the ICAO and EASA standards to achieve PCP (Pilot Common Project) compliance. This will facilitate increased safety by incorporating GNSS technology and on-board monitoring and alerting for aircraft and will deliver a better integration for Manchester Ringway Airport to the En-Route network.

Within this IP a procedure design organisation will be appointed to work with identified stakeholders to optimise arrival and departure routes for Manchester Ringway Airport. The state regulator will be informed about the intention to design and implement RNP based operations in line with the requirements of the UK CAA (Civil Aviation Authority) CAP (Civil Aviation Publication) 1616 documentation.

A comprehensive design and public consultation process will be undertaken with clear and concise communication materials, as required by the regulatory process. Full environmental impact studies will be conducted as required which will analyse both the noise and fuel burn benefits.

UK airspace is being fundamentally re-designed to improve efficiency and safety, through NATS PLAS (Prestwick Lower Airspace Systemisation) project, and this project will integrate Manchester Ringway Airport into this wider en-route network with higher efficiency.

In addition, this project will close the identified gaps within family 1.2.3 for Manchester Ringway Airport.

This project is directly linked with CEF Call 2014 (Action 2014-EU-TM-0136-M) IP #119_AF1 (Implementing Partner NATS Nerl) in which the RNP1 SID was introduced by the design of the Point Merge and has an interdependency with 2017_024_AF1.


Specific objectives:
The Implementation Project aims to:
- Design and implement RNP1 Arrival transitions for all runways.
- Design and implement RNP1 SIDs for all runways.
- Publish the RNP1 procedures in UK Aeronautical Information Publication (AIP)
- Undertake a Public Consultation of new RNP SIDs
- Develop a Safety assessment and an operational validation,
- Validate the procedure by a flyability simulation,


Expected results:
The following results are expected:
- The main Gaps for family 1.2.3 for Manchester Ringway Airport are closed.
- The integration for Manchester Ringway Airport to the on-route network is improved.
- It will be possible to remove the outdated ground based VOR infrastructure in line with PCP objectives.
- More flexible and environmentally friendly procedures for aircraft using RNP1 routes in the high density Manchester TMA
- Spread of flight tracks during turns is reduced therefore reducing flown track miles.
- The on-board capability of aircraft to perform monitoring and alerting can be effectively utilised which enhances safety.


Performance Benefits:
The new RNP1 procedures will deliver better integration for Manchester Ringway Airport to the en-route network and will also link directly to the RNP Approaches that are also being implemented. This creates a consistent operation within the Manchester TMA and will provide an environmental benefit by facilitating Continuous Descent Operations (CDO) which reduce airline fuel burn and costs.

These CDOs will also create a noise reduction benefit within the highly populated areas surrounding Manchester Ringway Airport due the elimination of level segments of flight that require thrust to be increased.

For departures, a more consistent operation within the TMA will be provided with environmental benefits resulting from aircraft flying Continuous Climb Operations (CCO) on departure which provide a similar benefit in reducing noise and fuel burn.

In addition, all of the RNP1 procedures will deliver increased aircraft safety through the provision of procedures that utilise the Area-NAV (RNAV) and on-board monitoring and alerting capability of the aircraft. These provide an indication to aircrew of any deviation from intended track and therefore provide an assurance on aircraft position."

Enhanced Terminal Airspace using RNP Based Operations at STN Ongoing

Project number:  2016_042_AF1

Country: United Kingdom

Leader:  London Stansted

Description:

This Project is to facilitate increased safety and throughput for operators in associated High Density Terminal Control Area (TMA). The RNP procedures are environmentally friendly, as they reduce noise exposure and enhancing flight efficiency, thus reducing fuel burn and emissions. Aircraft are presented within the TMA and wider en-route network with enhanced safety and on-board monitoring and alerting.

The project will deliver better integration for London Stansted airport (STN) to the En-Route network with increased safety, through incorporating GNSS technology and on-board monitoring and alerting for aircraft.

UK airspace is being fundamentally re-designed to improve efficiency and safety, through NATS LAMP (London Airspace Management Programme), which will better integrate Stansted airport into the wider en-route network with higher efficiency. This projects will close the identified gaps within families 1.2.1 and 1.2.3 for Stansted airport.

The expected benefits are know for Stansted airport due to previous trials and introduction of RNP1 in the runway 22 Clacton Departures route. The spread of departure tracks due to GNSS technology has reduced significantly, enhancing operational predictability and safety.

Enhancement of Airport Safety Nets at Stockholm Arlanda Airport Completed

Project number: #137AF2

Country: Sweden 

Leader: Swedavia Airport

Description: 

Improve the performance of the surveillance function of the A-SMGCS system at Stockholm Arlanda airport, in order to enable to provision of high-quality, reliable surveillance data for integration in the advanced Airport Safety Nets function, Keep the implementation of the surveillance function up-to-date to enable future expansion of the A-SMGCS system, to enable future functionality of the A-SMGCS system and to ensure interoperability with new components in the future.

Relation with PCP Regulation:
This project puts in place the necessary prerequisite (A-SMGCS level 1 – surveillance data) for the deployment of PCP AF 2, sub-functionality ‘Airport Safety Nets’ (see section 2.1.5 of the ANNEX to the PCP Regulation), also described by Fast-Track (FT) project number 2.5.1 as defined in the Preliminary Deployment Programme (PDP)

Enhancement of Airport Safety Nets for Brussels Airport (EBBR) Completed

Project number: #018AF2

Country: Belgium

Leader: Belgocontrol

Description: 

The main objective of this project is to upgrade the existing Airport Safety Nets function, associated with the A-SMGCS system at Brussels Airport (EBBR), to obtain (or even exceed) the level of performance as envisaged under ATM functionality AF 2 as defined in the PCP Regulation (see ANNEX, section 2.1.5).

Sub-project 1: Validation and Operational introduction of the Advanced Safety Nets function, developed by Belgocontrol, at Brussels Airport (Control Tower). Sub-project 2: Further enhancement (by Belgocontrol) of the Advanced Safety Nets function by adding a “Taxi Route conformance monitoring” functionality.

Equipment of ground vehicles to supply the A-SMGCS Completed

Project number: #030AF2

Country: France

Leader: Aéroports de la Côte d'Azur

Description: 

Supply the A-SMGCS with accurate information, Allow the efficient deployment of the A-SMGCS Level 1 & 2 by providing the location of the vehicle and the identification, Improve the safety on the platform with knowing the location of the vehicles and the possibility to identify runway incursion, Be compliant with the regulation.

European Deployment Roadmap for Flight Object Interoperability Completed

Project number:  2016_027_AF5

Country: Germany

Leader:  DFS

Description:

A European roadmap for the deployment of Flight Object (FO) interoperable ATM systems taking into consideration planned industrialisation activities is strongly needed to achieve a timely, synchronised and coordinated deployment across Europe.

The main objective of this Implementation Project is to identify, agree, and commit to essential and critical aspects required for a successful FO deployment in Europe. The project shall implement the deployment objectives and targets from the roadmap under the framework of the SESAR Deployment Manager to the SESAR Deployment Programme (DP) aiming at further elaborating and detailing DP Family 5.6.2. Therefore, the results of the Implementation Project shall anticipate the specific deployment timelines for each concerned stakeholder. As a result, the roadmap will enable synchronised deployment taking care of the various dependencies between partners and with external developments.

The scope of the roadmap planning comprises two main activities to be encompassed. To upgrade Family 5.6.2 from medium to high maturity, it is very important to achieve the synchronisation of FO IOP (Flight Object Interoperability) industrialisation activities which are to be developed in the short term (e.g. SESAR 2020 FO IOP Validation, EUROCAE ED- 133 review). A second set of activities are associated with FO IOP deployment. These deployment activities are per se bound by the readiness of FO IOP implementation activities and are especially complex to plan with the required synchronisation from the partners.

Therefore, several planning dimensions must be taken into consideration, such as:

  • time schedules of each contributor, including common and synchronisation milestones (e.g. common integration and test activities) to be performed collaboratively,
  • external dependencies (see 'Interdependencies'), with special focus on those related to the SESAR Joint Undertaking (i.e. SESAR 2020 PJ18 and PJ27), the EUROCAE Working Group 59 and the evolution of the developments in SWIM Common Components (i.e. S-AF 5.1 and S-AF 5.2 of the DP),
  • an agreed functional requirement baseline supporting seamless coordination deployment and taking consideration of individual technical and operational constraints,
  • a governance structure to support the organisation of common projects, o the role of the roadmap inside the SESAR Deployment Programme.

A successful deployment of FO IOP will depend upon the deployment of a SWIM infrastructure as a prerequisite. Such infrastructure comprises a network environment (e.g. New PENS) and components such as a SWIM Governance, a SWIM Registry and a SWIM Public Key Infrastructure (PKI).

EUROCONTROL, NATS and Croatia Control will contribute to the project but will not receive any CEF funding support.

European Harmonised Forecasts of Adverse Weather (Icing, Turbulence, Convection and Winter weather) Ongoing

Project number: 2015_068_AF5

Country: Belgium

Leader: EUMETNET

Description: 

Provide resilient, single source (with robust backup capability) and harmonized adverse weather forecast products (including convection, icing, turbulence and winter conditions) within the European domain. In particular the MET information will cover high density TMA and Airports, as well as pan European network applications.,Enable all stakeholders (ATC, Airlines, Airports, AU, supporting actors) to base decisions on a common representation of adverse weather situations, thereby increasing safety in complex scenarios and facilitating collaborative reactions to hazardous weather events. ,Distribute forecast information of adverse weather via the MET-GATE (069-AF5) service, using protocols and governance compatible with SWIM architecture and principles.,Enable comprehensive assessments of the impact of adverse weather on all aspects of industry operations, providing a high degree of confidence and accuracy. A clearer understanding of uncertainty will assist in operational decision making.,Raising awareness of new MET capabilities among stakeholder groups.

European MET Information Exchange (MET-GATE) Ongoing

Project number: 2015_069_AF5

Country: Belgium

Leader: EUMETNET

Description: 

Single source to request and receive customized MET information tailored for user's needs by applying smart functionalities,Point of contact for requesting MET information services, using protocols and governance compatible with SWIM architecure and principles.,Enable all stakeholders (ATC, Airlines, Airports, supporting actors) to base decisions on a common representation of meteorological situations.

European Meteorological Aircraft Derived Data Center (EMADDC) Ongoing

Project number: 2015_137_AF5

Country: The Netherlands

Leader: KNMI

Description: 

Set-up of governance model, in line with EU Open Data regulations, for collection of surveillance data/aircraft derived data and dissemination of obtained or derived meteorological information.,Deployment of operational European meteorological aircraft derived data center. Realisation of collection of aircraft derived data from surveillance service providers or via deployment of local ADS-B/Mode-S receivers including the necessary infrastructure to maintain and operate these local receivers operationally.,Service provision, dissemination of derived meteorological information via services and PENS/(New)PENS.

European Weather Radar Composite of Convection Information Service Ongoing

Project number: 2015_067_AF5

Country: Belgium

Leader: EUMETNET

Description: 

Originate resilient, single source real-time 3-dimensional (3D) weather radar information of convective weather events for high density TMA and Airport with 1) Departure Management Synchronised with Pre-departure sequencing, 2) Departure Management integrating Surface Management Constraints, or 3) Time-Based Separation for Final Approach.,Originate resilient, single source real-time weather radar information of convective weather events for the European geographical footprint.,Distribute weather radar information of convective weather events in a SWIM complaint format through the MET-GATE (069-AF5) service by applying SWIM compliant protocols, standards and governance principles.,Enable all aviation stakeholders (including ATC, NM, Airlines, Airports) to base decisions on a common reference and representation of convective weather events for the European geographical footprint.,Raising awareness of new MET capabilities among stakeholder groups.

Evolution CDM-CDG Completed

Project number: #026AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Upgrade CDM@CDG airport tools (PDS and De-icing tool) to be more efficient and to enhance actual functionalities to respond to the requirements of operational staff.

Extended AMAN in Czech airspace Completed

Project numbers: 2015_196_AF1_B

Country: Czech Republic

Leader: Air Navigation Services of the Czech Republic

Description: 

Optimisation of traffic flow in and out of the PCP-related airports in the AoR of ANS CR, Generation of considerable improvements in various performance areas such as environment (CO2 and fuel-burn reduction), capacity (reduction in traffic bunching/workload) and ecomonic benefits to airspace users (though reduced fuel burn / improved flight efficiency). Promotion of interoperability though automated Inter-Centre coordination by the use of system to system communication using standards (OLDI AMA Message), Promotion of inter-ANSPs coordination to provide a harmonized and coordinated approach to extended arrival management in the European core area by adopting commonly developed procedures .

External Gateway System (EGS) implementation Completed

Project number: #008AF2

Country: Austria

Leader: Austrocontrol

Description: 

DIFLIS (Digital Flight Strip System), ASTOS (A-SMGCS) and other sub
systems are connected to TopSky (former Eurocat-E) via EGS (External Gateway System)

FAB CE wide Study of DAM and STAM - Cohesion Call Completed

Project number:  2016_075_AF3_B

Country: Slovenia          

Leader:  FABCE Ltd

Description:

FAB CE (Functional Airspace Block Central Europe) launched the Dynamic Airspace Management (DAM) /Short-Term ATFCM (Air Traffic Flow Capacity Management) Measures DAM (Dynamic Airspace Management)/STAM (Short-Term ATFCM measures) project with the goal to improve Air Space Management (ASM) processes and DAM in the FAB CE area of responsibility. This Implementation Project (IP) aims to make the FAB CE fully compliance with the Single European Sky (SES) Deployment Plan through the application of short term air traffic management measures and an increased application of flexible use of airspace (FUA) processes. This is done by addressing and bundling a set of related AF sub-families and providing a FAB CE wide roadmap for the future timely implementation of DAM /STAM processes and a closure of all existing ASM-related gaps within the FAB CE.

The IP consist of a study to determine the high level operational concept for DAM/ STAM in FAB CE and to define a roadmap for future implementation. This study is therefore directly in line with the Deployment Programme 2016. Even if the full operational capability of some included operational concepts and tools will not be available before 2022, it is the FAB CE view that a study addressing how to close all the existing gaps (gaps in all families and in all stakeholders countries) now is paramount to a timely implementation of the desired concepts and tools according the Deployment Programme schedule.

While 3.1.4 has been identified as the main family, and is identified as medium-readiness in the Deployment Program, the remaining families will have an almost equal focus and priority within the Implementation Project. They are fundamentally inter-related and essential to the success of the implementation of Dynamic Airspace Management and STAM within FAB CE. Of these families 3.1.1, 3.1.2, 3.1.3, 4.1.2 and 4.4.2 are identified as high-readiness in the Deployment Program 2016. The Implementation Project is expected to realise 70% coverage of the gap in each FAB CE State for 4.1.2 STAM Phase 2 as it is anticipated that it will be at a more mature state at the end of the Implementation Project because all FAB CE ANSPS are already in the process of implementing STAM Phase 1. For 4.4.2 Traffic Complexity Tools the Implementation Project will define a common requirement specification for the traffic complexity tool(s) that will subsequently need to be developed or procured to close the gaps in this family.

To achieve maximum benefits from dynamic airspace management, any changes in airspace status or flow control measures need to be shared with all concerned users, in particular Network Manager (NM), air navigation service providers and airspace users (Flight Operations Centre/Wing Operations Centre (FOC/WOC)).

As well as emphasising the benefit of addressing this study as a FAB CE project the study will also coordinate directly with the Network Manager. In particular the Network Manager representatives will be permanent members of the Implementation Project team organisation and this participation assures early involvement of NM views into the Implementation Project tasks, and deliverables.

FAB CE wide Study of DAM and STAM - General Call Completed

Project number:  2016_075_AF3_A

Country: Slovenia

Leader:  FABCE Ltd

Description:

FAB CE (Functional Airspace Block Central Europe) launched the Dynamic Airspace Management (DAM) /Short-Term ATFCM (Air Traffic Flow Capacity Management) Measures DAM (Dynamic Airspace Management)/STAM (Short-Term ATFCM measures) project with the goal to improve Air Space Management (ASM) processes and DAM in the FAB CE area of responsibility. This Implementation Project (IP) aims to make the FAB CE fully compliance with the Single European Sky (SES) Deployment Plan through the application of short term air traffic management measures and an increased application of flexible use of airspace (FUA) processes. This is done by addressing and bundling a set of related AF sub-families and providing a FAB CE wide roadmap for the future timely implementation of DAM /STAM processes and a closure of all existing ASM-related gaps within the FAB CE.

The IP consist of a study to determine the high level operational concept for DAM/ STAM in FAB CE and to define a roadmap for future implementation. This study is therefore directly in line with the Deployment Programme 2016. Even if the full operational capability of some included operational concepts and tools will not be available before 2022, it is the FAB CE view that a study addressing how to close all the existing gaps (gaps in all families and in all stakeholders countries) now is paramount to a timely implementation of the desired concepts and tools according the Deployment Programme schedule.

While 3.1.4 has been identified as the main family, and is identified as medium-readiness in the Deployment Program, the remaining families will have an almost equal focus and priority within the Implementation Project. They are fundamentally inter-related and essential to the success of the implementation of Dynamic Airspace Management and STAM within FAB CE. Of these families 3.1.1, 3.1.2, 3.1.3, 4.1.2 and 4.4.2 are identified as high-readiness in the Deployment Program 2016. The Implementation Project is expected to realise 70% coverage of the gap in each FAB CE State for 4.1.2 STAM Phase 2 as it is anticipated that it will be at a more mature state at the end of the Implementation Project because all FAB CE ANSPS are already in the process of implementing STAM Phase 1. For 4.4.2 Traffic Complexity Tools the Implementation Project will define a common requirement specification for the traffic complexity tool(s) that will subsequently need to be developed or procured to close the gaps in this family.

To achieve maximum benefits from dynamic airspace management, any changes in airspace status or flow control measures need to be shared with all concerned users, in particular Network Manager (NM), air navigation service providers and airspace users (Flight Operations Centre/Wing Operations Centre (FOC/WOC)).

As well as emphasising the benefit of addressing this study as a FAB CE project the study will also coordinate directly with the Network Manager. In particular the Network Manager representatives will be permanent members of the Implementation Project team organisation and this participation assures early involvement of NM views into the Implementation Project tasks, and deliverables.

Falcon 50 RNP-1 Avionics Upgrade for 3 A/C Ongoing

Project number: 2015_279_AF1

Country: Portugal

Leader: Portuguese MOD

Description: 

Falcon 50 Aircraft Required Navigation Compliance RNP-1 Capability

Final phase RNP APCH procedures Amsterdam Schiphol Ongoing

Project number: 2017_064_AF1

Country: The Netherlands

Leader: LVNL

Description:

The main objective of the Implementation Project is to implement new procedures for landing aircrafts using Required Navigation Performance (RNP) approach procedures with vertical guidance (RNP APCH) in the high-density Terminal Manoeuvring Area (TMA) of Amsterdam Airport Schiphol, as part of the Performance Based Navigation (PBN) implementation.
RNP APCH is an approach specification offering performance superior to conventional non-precision approach and without dependency on ground-based infrastructure. Instead, RNP APCH utilises the capabilities of the on-board navigation system to provide 3D guidance.

Specific objectives:
The Implementation Project specifically aims to deploy RNP APCH procedures to the remaining six runway ends at Amsterdam Airport Schiphol (EHAM) at runway ends 27, 18R, 24, 36C, 04 and 09. For each corresponding runway end, two RNAV approach procedures will be established:
• LPV (Localizer Performance with Vertical guidance) approach using the European Geostationary Navigation Overlay Service (EGNOS) system, aiming for CAT (Category) I minima;
• LNAV/VNAV (Lateral Navigation/Vertical Navigation) approach as present in large part of the fleet, with LNAV as reversionary mode.
• For RWY (Runway) 18R there will even be a third design, aiming at independence from RWY 27, possibly with RF (Radius to Fix) leg.

The Implementation Project will establish ATC (Air Traffic Controller) working methods and flight procedures considering the PBN equipped fleet mix.

Expected Results:
The following results are expected:
• RNP APCHs and operational procedures are designed,
• validation flights for the designed procedures are executed,
• the safety of the designed procedures is analysed,
• RNP APCH procedures are published in the National Aeronautical Information Publication (AIP),
• Air Traffic Controllers are trained,
• Operational use of the procedures is ensured.

Performance Benefits:
In terms of performance benefits, the following areas can be identified:
• Backup procedures are established enhancing operational sustainability;
• Independent converging operations will improve reliability in adverse weather conditions;
• Several runway ends will be accessible where the IFR (Instrumented Flight Rules) business case was not positive until now.

This project completes the implementation of Family 1.2.1 “RNP Approaches with vertical guidance” at Amsterdam Airport Schiphol. The withdrawing of existing non-precision approach procedures and the corresponding decommissioning of related nav-aids (radio beacons) for Amsterdam Airport Schiphol is part of another CEF Transport funded project named ""Performance Based Navigation procedures and rationalisation of Air Navigation infrastructure in the Netherlands"", action number 2016-NL-TM-0336-W, the RNP APCH procedures for Amsterdam Schiphol (in this IP) are not included in the scope of this action.
Publication and operational implementation of RNP APCH to RWY 22 is funded under Action 2014-EU-TM-0136-M (IP #107AF1: ""First phase of RNAV1 and RNP-APCH approaches Amsterdam Schiphol (EHAM)"") and of RNP APCH to RWY 06, 18C and 36R under Action 2015-EU-TM-0196-M (IP 2015_186_AF1: ""RNP approaches to three main landing runways Amsterdam Schiphol"")."

First phase of RNAV1 and RNP-APCH approaches Amsterdam Schiphol (EHAM) Ongoing

Project number: #107AF1

Country: The Netherlands

Leader: LVNL

Description: 

Publication and operational implementation of an RNAV1 fixed inbound route to RWY 36R from ARTIP. Publication and operational implementation of an RNAV1 fixed inbound route to RWY 18C from ARTIP to be flown as CDO. Publication and operational implementation of an RNP APCH procedure to RWY 22 with vertical guidance.

Flexible ASM and Free Route Ongoing

Project number: 2015_239_AF3

Country: Czech Republic

Leader: Air Navigation Services of the Czech Republic

Description: 

Increased airspace capacity due to better airspace organisation and planning.,To reduce the effort on ATCOs by allowing a more cost-effective approach, while keeping the highest level of safety. New tool to be implemented will lead to better awareness of airspace users via NM service provided.

Flight Crew Training for RNP1 Operations Ongoing

Project number:  2017_004_AF1

Country: Germany

Leader:  Deutsche Lufthansa

Description:

The main objective of this Implementing Project (IP) is to prepare, conduct and monitor pilot's simulator training to assure practical skills regarding operation on RNP1 (Required Navigation Performance) procedures for Lufthansa Group.

Specific objectives:
This IP specifically aims to deliver a training for 9 Airlines and 9162 pilots. The RNP1 training will consist of 7 min briefing time and 35 minutes full flight simulator time, being part of a broader PBN (Performance Based Navigation) training programme:
. Handling of flight management system regarding Required Navigation Performance (5 min)
. Demonstrate effects on x-track error and specialities of RNP1 and Radius to Fix (RF) (10 min)
. Failure sequence on RNP1 procedure: Loss of GNSS (Global Navigation Satellite System), loss of AP (Autopilot) and FD (Flight Director), map shift. Realise effects on navigation performance (10 min)
. Engine Failure followed by go around on RF Leg on turn to final of an RNP1 to ILS Approach (or RNP1 to xLS Approach) (10min).

Expected Results:
The following numbers of pilots will be trained at the end of the Action:
- 4076 pilots for Deutsche Lufthansa
- 640 pilots for Lufthansa Cityline
- 445 pilots for Lufthansa Cargo
- 1301 pilots for Swiss
- 1205 pilots for Austrian Airlines
- 400 pilots for Eurowings GmbH
- 400 pilots for Eurowings Europe
- 118 pilots for Air Dolomiti
- 577 pilots for Germanwings

Performance Benefits:
The PBN Training regarding RNP1 and RF capabilities for Lufthansa Group Airlines has an enabling character. The benefits result from using respective new RNP1 procedures in daily operation published by Air Navigation Services Providers (ANSPs) at PCP airports. The benefits on the quality of the RNP1 (and RF) procedures developed by European ANSPs."

Flight evolution and upgrade of interfaces with NM stakeholders Ongoing

Project number:  2016_008_AF4

Country: Germany

Leader:  Deutsche Lufthansa

Description:

This project aims to complement the work on the new concepts in the Flight domain, performed under IPs # 079AF4 and #082AF5 of the Action 2014-EU-TM-0136-M. It covers topics to be developed by NM after Release 21.0 (March 2017) and includes work of partners to set-up collaborative flight management.

This project has the following scope:

  • The current period until 2017 will provide an implementation strategy and related user requirements and use case descriptions. These documents will provide a clear description of how it is planned to implement the foreseen flight data evolutions within the European theatre of operations and, in particular, how operations can continue within a mixed mode in terms of both operational procedure/process and technical networks/formats, SWIM, etc.
  • Initial implementations concentrate on migration to the new format (FIXM, Flight Information Exchange Model) from the current proprietary B2B format and messages developed by NM, effectively migrating the 'EFPL' to the ICAO 'eFPL' (Electronic Flight Plan). In addition, early deployments will focus on the exchange of 4DT with AUs and a limited number of ANSPs. The period from 2017 onwards will focus on developing further the full functionality associated to FF-ICE (Flight & Flow Information for a Collaborative Environment) provisions.
  • The OAT flight plan will be implemented from 2018 onwards pending satisfactory outcome of the validation activities and the readiness of the military environment data and military flight plan originators. Implementation of the OAT (Operational Air Traffic) FPL in FIXM format is included in the scope, however the provision and, more importantly, the use of military 4DT is not expected within the same period.

In addition, this IP covers the integration of the ATC (Air Traffic Control) Flight plan Proposal (AFP).

This project is an enabler for NSP (Network Strategy Plan) Strategic Objective 5: Facilitate business trajectories and cooperative traffic management. It contributes to the NSP strategic actions: SO 4/2 and SO 5/1.

The objective is to prepare and upgrade the message exchange between the Network Manager (NM) systems and SABRE flight plan filing systems in respect of collaborative flight planning. Focus on implementation of the Extended Flight Plan (EFPL) including the planned 4D trajectory of the flight, as well as, flight performance data. To include ail potential interfaces with the data linked system in order to access to the aircraft flight data and the adaptation of the trajectory prediction sub system to integrate such additional information in SABRE flight planning system.

Flight evolution and upgrade of interfaces with NM stakeholders Ongoing

Project number: 2015_106_AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Integration of 4DT into pre-departure flight planning operations ,Implementation of functions associated to FF-ICE/1,Harmonisation of military OAT flight planning procedures,Support mixed mode operations, FO Implementation Strategy, NSP SO5: Facilitate business trajectories and cooperative traffic management 

FREE FLIGHT- DIRECT OPTIMIZATION Completed

Project number: #005AF3

Country: Italy

Leader: Alitalia

Description:

Improve the route efficiency pursuing the minimum cost (Total cost =
fuel costs+ATC costs+time cost). Automation on the research of the best routing, Research of the best routing looking at the daily availability of DCT and RAD restriction removal, Reduction of CO2 and other emissions due to optimized flight plans.

Free Route Ongoing

Project number:  2016_121_AF3

Country: Germany

Leader:  Deutsche Lufthansa

Description:

The Implementation Project aims at fulfiment of PCP IR716/2014 AU flight planning system upgrade requirement for Free Route implementation at Lufthansa (including its daughter companies using the Lido/Flight flight planning software) and Air France. It is fully consistent with the description of Family 3.2.1 (Upgrade of Air Traffic Management (ATM) Systems (Network Manager, Air Navigation Services Providers, Air Space Users) to support Direct Routings (DCTs) and Free Route Airspace (FRA)) of Deployment Programme 2016.

Free Routing Airspace is the airspace defined laterally and vertically, allowing free routing with a set of entry/exit features. Free Route Airspace may be deployed both using Direct Routing Airspace and through FRA. In line with the requirement that "Airspace Users" systems shall implement flight planning systems to manage dynamic sector configuration and FRA (Commission Implementing Regulation (EU) No 716/2014, Annex, chapter 3.1.2).

the solutions developed in this Implementation Project will ensure performant trajectory calculations that are taking optimally into account the different existing and planned Free Route implementations to best suit the requirements of Lufthansa.

Important factors to be considered here are possible flight planning restrictions but also the ability to flexibly react to changes of the Free Route Airspace publication.

Throughout the whole Implementation Project, the alignment with the PCP (Pilot Common Project) requirements and the SESAR developments will be constantly monitored and evaluated together with the SESAR Deployment Manager (SDM). A special focus lies on the frequent exchange and collaboration with other projects targeting the same ATM functionalities to ensure a maximum realization of possible synergies.

Free Route Airspace from the Black Forest to the Black Sea Completed

Project number: #102AF3

Country: Hungary

Leader: Hungaro Control 

Description: 

Provide an enabling framework for the implementation of FRA in the seven FAB CE member states. Validation of the CONOPS handbook delivered in order to see if it is viable in a FAB CE environment. Identification of requirements of the ATM systems in order to support the operation in line with the CONOPS providing seamless operation in FAB CE and also in an inter FAB free route environment. To gain a finalized assessment document of the ATM systems in terms of the capability to complete the technical requirements derived from the CONOPS. To achieve a useable system specification for each ANSP ready for further elaboration for ATM system providers that meets the expectation of the users and at the same time, covers the procedures deriving from the CONOPS. To ensure the technical, administrative and financial implementation of the Action is in accordance with the related regulations and program requirements.

Free Route implementation into ATM system of ANS CR Ongoing

Project number: 2015_242_AF3

Country: Czech Republic

Leader: Air Navigation Services of the Czech Republic

Description: 

Implementation of system functions and tools allowing safe and efficient cross-border Free Route operations.

FT 2.2.1 Standardization of A-SMGCS Completed

Project number: #103AF2

Country: Denmark

Leader: Copenhagen Airport

Description: 

To upgrade the existing A-SMGCS to a newer and standardized version. To facilitate the future procurement of ad-on modules necessary for the implementation of the A_SMGCS advanced functions required in the PCP regulation.

Fulfillment of the prerequisite A-SMGCS 2 for the PCP AF2 Subfunctionality: Airport Integration and Throughput (2014-2016) Completed

Project number: #058AF2a

Country: Spain

Leader: ENAIRE 

Description: 

Partial fulfilment of the IR 716/2014 “Pilot common project”, and in special the AF2 functionality which identifies the implementation and deployment of A-SMGCS 2 as a prerequisite for the Airport Safety Nets function. ENAIRE´s FAST TRACK FT2.2.1 A-SMGCS 2 will focus on Runway Incursion Alerts. The function shall integrate the surveillance information (regarding all relevant aircraft and vehicles on the area) and controller runway related clearances, to generate and distribute the appropriate alerts.

Fulfillment of the prerequisite A-SMGCS 2 for the PCP AF2 Subfunctionality: Airport Integration and Throughput (2017-2019) Ongoing

Project number: 015_211_AF2 

Country: Spain

Leader: ENAIRE 

Description:  

Partial fulfilment of the IR 716/2014 “Pilot common project”, and in special the AF2 functionality which identifies the implementation and deployment of A-SMGCS 2 as a prerequisite for the Airport Safety Nets function.,This project will focus on Runway Incursion Alerts.,The function shall integrate the surveillance information (regarding all relevant aircraft and vehicles on the area) and controller runway related clearances, to generate and distribute the appropriate alerts.

Fulfillment of the prerequisite EFS for the PCP AF2 Subfunctionality: Airport Integration and Throughput (2014-2016) Completed

Project number: #057AF2a

Country: Spain

Leader: ENAIRE 

Description: 

Specification, development and technical verification of EFS based on lists, Specification, development and technical verification of EFS based on labels.

Fulfillment of the prerequisite EFS for the PCP AF2 Subfunctionality: Airport Integration and Throughput (2017-2019) Ongoing

Project number: 2015_212_AF2

Country: Spain

Leader: ENAIRE 

Description:  

Operational validation, specification, development and technical verification of changes for EFS based on lists,Operational validation, specification, development and technical verification of changes for EFS based on labels,Deployment in Madrid, Barcelona and Palma de Mallorca airports

GEOGRAPHIC DATABASE - AIM TOOL Ongoing

Project number: 2015_139_AF1

Country: France 

Leader: DSNA

Description:  

Provide updated databases including aeronautical information and geographical data on LFPG and LFPO. These databases will be shared by DSNA and airports operators and will be used in a collaborative way on LFPG and LFPO. Use databases for procedure design and cartographic needs on LFPG and LFPO. DSNA and airports operators will use the databases for their respective needs (procedure design, cartography...). For these needs, existing tools will be updated and a common AIM Tool used by local DSNA units and airports operators at LFPG and LFPO will be developed to enhance the collaboration between ANSP and Airport operator in the AIM domain and to enhance aeronautical publication on these airports.

Harmonisation of Technical ATM Platform in 5 ANSP including support of free Route Airspace and preparation of PCP program. (COOPANS B3.3 , B3.4 and B4.1) Ongoing

Project number: 2015_207_AF3_A 

Country: Sweden

Leader: COOPANS 

Description: 

Harmonisation of ATM platforms in 5 ANSP's to gain economy of scale for PCP implementations, Platform support for AF3 Free Route Airspace,Preparation of other PCP related implementations.

Harmonisation of Technical ATM Platform in 5 ANSP including support of free Route Airspace and preparation of PCP program. (COOPANS B3.3 , B3.4 and B4.1) Ongoing

Project number: 2015_207_AF3_B

Country: Sweden

Leader: COOPANS 

Description: 

Harmonisation of ATM platforms in 5 ANSP's to gain economy of scale for PCP implementations,Platform support for AF3 Free Route Airspace,Preparation of other PCP related implementations.

Hungarian ATM system upgrade for AF3-AF4 Ongoing

Project number: 2017_074_AF3

Country: Hungary

Leader: Hungaro Control

Description:

The main objective of the Implementing Project is to further develop the Hungarian ATS system (MATIAS) in order to fulfil the requirements of the Pilot-Common-Project Regulation EU No. 716/2014, AF3 and AF4. This implementation project is a contribution to the on-going IP 2016_075_AF3_B ""FAB CE wide Study of DAM and STAM project"" (funded under Action 2016-EU-TMC-0113-M) and can be considered as a continuation of IP 2015_034_AF3 ""MATIAS ATM System upgrade for cross-border free route operation"" (Action 2015-EU-TM-0197-M).

The main objective of IP 2016_075_AF3_B – FAB CE wide Study of DAM and STAM project is to obtain a FAB CE key high-level document that contains all relevant elements required for a consequent FAB CE wide implementation of DAM and STAM processes. This IP project is a kind of technological pillar of the FAB CE initiative, to implement all the necessary function, which is connected to HungaroControls' ATM system, like the Management of Dynamic Airspace Configuration and the Interface between the NM and HungaroControl ATM system.

In order to support cross-border free route operations some upgrades of ATM systems are necessary as pre-conditions for a future FAB CE wide free-route implementation. The ultimate goal of hungaroControl is achieving the full PCP compliance of our ATM system (MATIAS).

Specific objectives:
This Implementation Project specifically aims to upgrade HungaroControl ATM system in order to ensure:
• ASM Management of real time airspace data: Adapt ATM systems to exchange airspace reservation (ARES) messages containing real time (tactical) activation status of predefined airspace structures with local ASM support systems and to display airspace status data at the CWP.
• Management of Dynamic Airspace Configurations: System improvements supporting the management of dynamic airspace configuration including DCTs and FRA.
• Interface ATM systems to NM systems: Upgrade the ATM system with the capability to receive and process EFPL (Extended Flight Plan) information via FF(Flight & Flow)-ICE(Information for a Collaborative Environment)/1 and develop the associated procedures.

Expected Results:
•All the relevant data are integrated into the ATM System. Interoperability with the Network Manager system and with other ASM systems as described in the family 3.1.2 are ensured.
•ATM system is upgraded for dynamic sectorisation as required in the family 3.1.4
•ATM system is upgraded to generate messages to NM and for NM to receive and process, and distribute as required in the family 4.2.3 (including FSA (First System Activation), CPR (Correlated Position Report), AFP (ATC Flight Plan Proposal), APL (ATC Flight Plan), ACH (ATC Flight Plan Change) messages) and EFPL from Airspace Users.

Performance Benefits:
The Implementation Project will contribute positively to capacity (traffic management and congestion/reduction in delays), safety, cost efficiency, security and resilience:
• Increased situational awareness of Flow Management Positions (FMPs), supervisors and ATCOs, give more options to avoid overloads which increase safety.
• Better usage of available airspace volumes with reduced complexity will lead to higher capacity. Short-term opportunities are effectively and efficiently managed. Overall increase of airspace capacity through optimised utilisation of airspace configurations and scenarios.
• A capacity increase combined with increased situational awareness of the ATCO is enhanced through the introduction of complexity assessments for expected scenarios. Combined this will lead to adjustements of sector monitoring values and ATCO productivity.
• Increase flight efficiency in time, as trajectories are expected to be more efficient due to procedures and processes accommodating short-term changes. Larger selection of airspace configurations/scenarios will be available to allow for more robust planning.
• Increase flight efficiency for AU thanks to shorter and more direct routes. In addition, increased robustness on the overall allocation of airspace will lead to a more appropriate fuel loading of airspace users.
• The application of the data / information sharing concept among all involved stakeholders will lead to an increased robustness and predictability of the FAB CE managed airspace.


PREVIOUS PROJECT DESCRIPTION FOR INFORMATION PURPOSES ONLY:

General context

The main goal of the project is to further develop the Hungarian ATS system (MATIAS) in order to fulfill the requirements of the Pilot-Common-Project Regulation EU No. 716/2014, AF3 and AF4. This implementation project is a contribution to on-going #2016_075_AF3_B – FAB CE wide Study of DAM and STAM project and can be considered as a continuation of #2015_034_AF3 MATIAS ATM System upgrade
for cross-border Free Route implementation and project.

Specific objectives

This proposed Implementation Project aims to upgrade HungaroControl ATM system, to:
ASM Management of real time airspace data: Adapt ATM systems to exchange airspace reservation (ARES) messages containing real time (tactical) activation status of predefined airspace structures with local ASM support systems and to display airspace status data at the CWP.

Management of Dynamic Airspace Configurations: System improvements supporting the management of dynamic airspace configuration including DCTs and FRA Interface ATM systems to NM systems: Upgrade the ATM system with the capability to receive and process EFPL information via FF-ICE/1 and develop the associated procedures.

Expected Results:

The following results are expected:
• All the relevant data integrated into ATM Systems. Interoperability with the Network Manager system and with other ASM systems as discribed in the family 3.1.2
• Upgrade ATM system for dynamic sectorisation as required in the family 3.1.4
• Upgrade ATM system in order to generate messages to NM and for NM to receive and process, and distribute as required in the family 4.2.3 (including FSA, CPR, AFP, APL, ACH messages) and EFPL from Airspace Users.

Performance Benefits

The positive contributions of this Implementation Project to Capacity (traffic management and congestion/reduction in delays), Safety, Cost Efficiency, Security and Resilience"

iAOP implementation Ongoing

Project number: 2015_083_AF2

Country: France

Leader: Aéroports de la Côte d'Azur

Description: 

Make the systems more reliable and efficient,Adapt the tools to the operations changes,Develop an iAOP perspective for the SESAR Deployment,Improve the management of data and resources

Implementation of Aeronautical Data Quality (ADQ) at LVNL Completed

Project number: 2015_168_AF5

Country: The Netherlands

Leader: LVNL

Description: 

Increase the quality and integrity of the publication of static and dynamic aeronautical data, Increasing the productivity by automating data transfer.

Implementation of an IP-based G/G data communication network in ENAIRE Ongoing

Project number: #059AF5

Country: Spain

Leader: ENAIRE 

Description: 

Evolution of the existing ENAIRE’s aeronautical data network (REDAN) in order to ensure an agreed level of Ground-Ground interconnectivity between ENAIRE ATSUs and stakeholders as required to facilitate information exchange with the communication requirements of new applications (SWIM based). Voice and data integration, Alignment of REDAN technology with the current and future state-of-the-art. Reduction of maintenance and operation costs.

Implementation of an IP-based G/G data communication network in ENAIRE (REDAN) Ongoing

Project number:  2016_038_AF5

Country: Spain

Leader:  ENAIRE

Description:

This Implementation Project aims to complete the evolution of the existing ENAIRE’s aeronautical data network (REDAN), to ensure an agreed level of Ground-Ground interconnectivity between ENAIRE ATSUs (Air Traffic Service Units) and stakeholders as required to facilitate information exchange with the communication requirements of new applications (SWIM based, System Wide Information Management).

Due to a contingency strategy of ENAIRE to protect the air navigation system (currently under implementation), the communication architecture of some users will be modified, and, consequently, new hardware and effort are required to implement it. Additionally, upon completing the preliminary validation tests for Voice over Internet Protocol (VoIP) integration, a more complex hardware infrastructure has been identified as highly recommended to improve redundancy.

This project continues the work started with the project under the 2014 Call (059AF5 - Implementation of an IP-based Ground/Ground data communication network in ENAIRE, Action 2014-EU-TM-0136-M) to be carried out from 2018 to 2020, and additional activities aimed at satisfying the specific connectivity users requirements which were not completely defined at the beginning of the previous project.

This Implementation Project will improve the service quality and has also a positive effect on safety and security.

Implementation of AOP Schiphol Airport Ongoing

Project number: 2015_178_AF2

Country: The Netherlands

Leader: Amsterdam Schiphol 

Description: 

Prepare, execute and monitor the AOP (Airport Operations Plan),Optimizing the information exchange between airport stakeholders and network management (NMOC)

Implementation of APOC Schiphol Airport Ongoing

Project number: 2015_179_AF4

Country: The Netherlands

Leader: Amsterdam Schiphol 

Description: 

Optimizing the information exchange between airport stakeholders (A-CDM), Optimizing the information exchange between airport stakeholders and network management (NMOC),Prepare, execute and monitor the AOP (Airport Operations Plan)

Implementation of Automated Meteorological Information Exchange Ongoing

Project number:  2016_148_AF5

Country: Ireland

Leader:  IAA

Description:

This joint Implementation Project between the IAA (Irish Aviation Authority) and Met Éireann will upgrade and automate the existing Meteorological (Met) data exchange for the provision of Air Traffic Services (ATS) at Dublin (DUB), Shannon (SNN) & Cork (ORK) airports driven by the requirements of the AF5 of the Deployment Programme (DP). This Implementation project will:

  1. Automate all weather observing sensor readings at Met Éireann locations and distribute the real-time information based on the yellow SWIM (System Wide Information Management) Profile to aviation stakeholders (Air Traffic Control (ATC), airport authorities, airlines). Met Éireann will be responsible for the sensor automation and IAA will be responsible for display and alert processing. Both parties will agree on a SWIM compliant format for data distribution. At present the existing met observations for wind, pressure & visibility are manually observed and manually entered and recorded. These readings are then transmitted to the ATS (Air Traffic Services) Units along with significant trend information. The IAA and Met Eireann need to replace existing legacy systems, and introduce a solution that will automate the entire data chain from sensor input to ATC display to meet the requirements of the DP including:
  • Meteorological information supporting Aerodrome ATC & Airport Landside process or aids involving the relevant MET information,
  • Meteorological information supporting En-Route/Approach ATC process or aids involving the relevant MET information The Met Éireann element will automate the existing sensor reading and data input,
  • Information messages and significant trend information will be made available to ATS units in real time.

The IAA displays the data enriched with alerts and notifications, which will inform controllers of changes and raise alerts/warnings in the event of significant changes. The key to the successful implementation of this Implementation Project will be message distribution, ensuring the data formats are in WXXM/iWXXM (initial Weather Information Exchange Model) formats in accordance with SWIM profile requirements, Met Eireann will be responsible for the sensor automation and processing, the IAA will retain responsibility for Data Display and alerting.

  1. Develop and verify systems for generating, disseminating, collecting and visualising standard meteorological forecast products (i.e. Terminal Aerodrome Forecast (TAF), Meteorological Aviation Routine Weather Report (METAR), Special Weather Report (SPECI), Significant Meteorological Phenomena SIGMET, warnings) that are iWXXM/iSWIM compliant is also included. Develop and implement a database to archive meteorological data, to develop and test web services to make the iSWIM/iWXXM compliant Meteorological information accessible to aviation users (including for the purposes of pilot briefing).
IMPLEMENTATION OF DATA LINK SERVICES FOR THE ATM IN FIR WARSAW Completed

Project number:  2016_162_AF6

Country: Poland

Leader:  PANSA

Description:

The aim of the Project is to implement in FIR Warsaw above FL285 Data Link Services required by EC Regulation No 29/2009, namely: DLIC - Data Link Initiation Capability; ACM - ATC Communications Management; ACL - ATC

Clearances; AMC - ATC Microphone Check. The Project include extending the functionality of the Polish ATM system (PEGASUS_21) of CPDLC. This project will be implemented in accordance with the Contract signed by PANSA with the Contractor. The start of upgrading the terrestrial communication infrastructure by PANSA will be within the multi-stakeholders’ project "DLS Implementation Project - Path 1 "Ground" stakeholder".

Implementation of ENAV Ongoing

Project number: 2015_198_AF5

Country: Italy 

Leader: ENAV

Description: 

Identification of interventions required for the implementation of a new "LAN Servizi" at Rome ACC ,Upgrade FDP operational systems,Upgrade RDP operational systems.

Implementation of FRA in Greece Completed

Project number: #095AF3

Country: Greece

Leader: HCAA

Description: 

Enable users preferred trajectories within the airspace of HELLAS UIR, Upgrade of ATM Systems, Seamless integration of two Greek ACCs, ATS-route network optimisation, including arrival and departure procedures, Sectors adaptation to accommodate the changes in traffic flows where needed.

Implementation of GBAS - AIR Completed

Project number: 2015_309_AF1_AIR

Country: Sweden

Leader: Nova Airlines

Description: 

Implementation of GBAS, Preparation of GBAS operation in the Flight Operations Department, Training of flight crew in GBAS operation.

Implementation of GBAS - GND Completed

Project number: 2015_309_AF1_GND

Country: Sweden

Leader: Nova Airlines

Description:

Implementation of GBAS, Preparation of GBAS operation in the Flight Operations Department, Training of flight crew in GBAS operation.

Implementation of Initial Capability SWIM across NATS Ongoing

Project number: #117AF5

Country: United Kingdom

Leader: NATS

Description: 

AF5 iSWIM is primarily an enabler for other PCP elements that deliver benefits in safety, capacity, cost-effectiveness and environment, in AF1, AF3, AF4 and AF6, System Wide Information Management (SWIM) concerns the development of services for information exchange. SWIM comprises standards, infrastructure and governance enabling the management of information and its exchange between operational stakeholders via interoperable services, Initial System Wide Information Management (iSWIM) supports information exchanges that are built on standards and delivered through an internet protocol (IP)-based network by SWIM enabled systems and will be delivered in the following blocks
o S-AF5.1: Common Infrastructure Components
o S-AF5.2: SWIM Technical Infrastructure and Profiles
o S-AF5.3: Aeronautical information exchange
o S-AF5.4: Meteorological information exchange
o S-AF5.5: Cooperative network information exchange
o S-AF5.6: Flight information exchange
,NATS proposal is to deliver a core Enterprise Information Service (EIS) capability to interconnect ATM services within centres, with Airports and other users and to underpin and enable later stages of information exchange by Flight Object. The feasibility and options considering the most suitable colour profiles for the core EIS is the prime action in this 2014 funding call. To enable information exchanges of this nature, a number of NATS core systems (primarily Networks, FDP, AIS and Meteo) also require update and enhancement. By their nature, these enhancements need to be carried out first and form the other sub-action elements of this 2014 funding call. Provision of full Flight Object exchange and IOP are expected to be part of future funding requests.

Implementation of initial DMAN and AOP at Copenhagen Airport Completed

Project number: 2015_044_AF2

Country: Denmark

Leader: Copenhagen Airport

Description: 

To implement Basic Departure Management (DMAN) at Copenhagen Airport in order to ensure efficient usage of the runway capacity, increase predictability and improve departure flows at the airport. Introduce a Demand and Capacity Balancing process for the AOP in order to improve common situational awareness and form a common basis for decisionmaking amongst all airport stakeholders. This includes the creation of a formalized Ground Coordinator function in order to coordinate both internally and with the Network Manager.

Implementation of OTP Completed

Project number: 2015_294_AF2

Country: Sweden 

Leader: Swedavia Airport

Description: 

Establish a robust operational environment, Reduce/eliminate IT incidents and establish reduced resolution time of IT incidents, Implement less complex IT environment which will lead to IT cost savings.

Implementation of pre-defined airspace configuration Ongoing

Project number:  2016_135_AF3

Country: Belgium

Leader:  Eurocontrol/ NM

Description:

The Implementation Project (IP) aims to improve systems to allow exchange of airspace solutions and predefined airspace configurations info through the rolling Airspace Use Plan (AUP)/ Updated Airspace Use Plan (UUP) process. The Implementation of pre-defined airspace configuration exchange covers the improvements of Network Manager (NM) systems, including revision of AUP template, to allow exchange of predefined airspace configurations information through the rolling AUP/UUP process. The implementation of full dynamic airspace configuration covers the process, which would be able automatically to share any dynamic airspace configuration provided by the full rolling AUP/UUP process.

The implementation of improved Collaborative Decision Making (CDM) process for management of pre-defined and full dynamic airspace configurations addresses the improvements of the current capability to perform network impact assessment, including Free Route Airspace (FRA) operations, as well as to automate the CDM process with involved stakeholders for the finalisation of "optimum" airspace plans based on the management of pre-defined airspace and full dynamic configurations.

This Implementation Project includes the development and deployment of supporting tool for Airspace Management (ASM) performance analysis, which are required to assess the flight efficiency gains stemming from the rolling ASM/Air Traffic Flow and Capacity Management (ATFCM) process. The changes contained in this IP include adaptation of documentation as well as NM system technical changes. NM System upgrades and their deployment are necessary for other Stakeholders to perform their own deployment related to the concerned Families.

This IP is fully aligned with Pilot Common Project (PCP) s-ATM-Functionality (AF) 3.1 related to ASM solutions to support all airspace users, including enabling the alignment of FRA and Direct Route (DCT) and the NM system requirement that airspace configurations accessibility via Network Manager systems and the up-to-date and foreseen airspace configurations, to allow airspace users to file and modify their flight plans based on timely and accurate information. It builds on CEF Transport 2014 (2014-EU-TM-013-M) IP 080AF3 which addresses only the pre-requisites for dynamic airspace configuration (new AUP template) but not the system and procedural changes for dynamic airspace configurations. The scope of this IP is fully aligned with Deployment Programme (DP) 2016 related to NM system/procedural changes to Improved ASM solution process and Process/System changes for predefined airspace configurations including DCTs and FRA.

Implementation of Prerequisites for the Provision of Aerodrome Mapping Data and Airport Maps as Data Originator (Aeronautical Information Exchange) Completed

Project number: #084AF5

Country: Germany

Leader: Frankfurt International

Description: 

This implementation project will ensure that Frankfurt Airport can fulfil its role as data originator for aerodrome mapping data and airport maps as required by 5.1.3 Aeronautical Information Exchange, bullet point “provide aerodrome mapping data and airport maps” of Commission Regulation (EU) No 716/2014. The implementation of this project will allow the provision of aerodrome mapping data and airport maps by standard XML schema as per AIXM 5.1.

Implementation of RNP Approaches with Vertical Guidance at the Belgian civil aerodromes within the Brussels TMA Completed

Project number: #013AF1

Country: Belgium

Leader: Belgocontrol

Description: 

Implement Required Navigation Performance (RNP) Approaches (Lateral Navigation/Vertical Navigation (LNAV/VNAV) and Localiser Performance with Vertical guidance (LPV) minima) on the instrument runway ends of Brussels Airport (6) that is located within the Brussels TMA.

Achieve compliancy with ICAO AR37.11, EC Part-AUR (currently being developed at EASA) and Commission Implementing Regulation (EU) No 716/2014 Annex 1.

Implementation of RNP Based Departure Operations in High Density TMAs in FRA, DUS, BER and MUC Ongoing

Project number: 2015_193_AF1

Country: Germany

Leader: DFS

Description: 

The overall objective is to deploy the so called Family “1.2.3 RNP 1 Operations in high density TMAs (ground capabilities)” as laid down by the SESAR Deployment Manager within the Deployment Programme 2015 on the basis of implementing the Pilot-Common-Project Regulation EU No. 716/2014. In that context the Implementation of RNP Based Departure Operations in the High Density and PCP-related TMAs FRA, DUS, BER and MUC in a timely, coordinated and synchronized effort will have a significant impact on the raise of capacity, the improvement of safety and the further reduction of costs while minimizing aviation's environmental footprint. Deployment of RNP-based routes including Radius to Fix-functionality for departure procedures (Standard Instrument Departure: SIDs) and transitions. Reduction in spread of flight tracks during turns, and thereby reducing the noise footprint in the highly populated areas surrounding the major airports in Germany as well as reduction in CO2 emissions and an increase in flight efficiency. Implementation of flexible and environmentally friendly procedures for departure using PBN/RNP in high density TMAs, as specified in RNP1 specifications.,Implementation of the requirements set out in the SESAR ATM Master Plan moving towards the goal of the Single European Sky, PBN Implementation Plan.

Implementation of rolling ASM/ATFCM Ongoing

Project number:  2016_134_AF3

Country: Belgium

Leader:  Eurocontrol/ NM

Description:

The scope of this project is fully aligned with PCP (Pilot Common Project) Family 3.1.3 and DP (Deployment Programme) 2016 concerning the possibility to respond to changing demands for airspace and ASM (Airspace Management) data sharing as well as the ASM support for Direct Route (DCT)/ Free Route Airspace (FRA).

This Implementation Project aims at NM (Network Manager) system upgrades and procedural changes pertinent to the process/system upgrade supporting a full rolling ASM/ATFCM (Air Traffic Flow and Capacity Management) and dynamic ASM/ATFCM process allowing data sharing to all operational stakeholders. These NM system upgrades will allow NM to receive, exploit/process data from the relevant/appropriate source(s).

Furthermore two Computerised flight plan service providers (CFSPs), Sabre Austria GmbH and Lufthansa Systems GmbH & Co. KG, will update their Systems to support the Rolling ASM/ATFCM process implemented by NM.

Sabre will prepare material for later industrial deployment of its System for use by/for potential customer Airspace Users. Lufthansa Systems and participating Airspace Users (Société Air France, Deutsche Lufthansa AG) will cooperate to deploy Lufthansa Systems Lido/Flight System.

The IP address core system and procedural changes for rolling ASM/ATFCM for which first steps have been made by CEF call 2014#080AF3 (Action 2014-EU-TM-0136-M)

The Implementation Projects will cover:

-The upgrade of the rolling AUP develop by call 2014 by NM (implementation of rolling AUP process supporting the advance exchange of available airspace information starting from D-6 to be used also for FPL purposes)

-The deployment by NM of full rolling AUP (airspace Use Plan) /UUP (Updated Airspace Use PLans) process no more focused on snapshots

-Basic network impact assessment and enhance network impact assessment of the dynamic information including FRA environment

-Enhanced notification to airspace users of dynamic information, including their graphical display

-Upgrade and validation of the participating CFDPs flight planning systems to support the full rolling ASM/ATFCM process (System by SABRE and by Lufthansa Systems group). The achievable (by the end of the IP) level of compliance of these systems to the rolling ASM/ATFCM process will be decide during the first phase of the project and particularly whiting the task responsible for the definition of the concept of operations and subsystem requirements upgrades associated to these systems

-Preparation of deploy of Sabre System by SABRE Deployment of Lufthansa System's flight planning system in cooperation between Lufthansa Systems and participating Airspace users (Société Air France, Deutsche Lufthansa AG) This Implementation Project is a key contributor to the following Strategic Objectives (SO) listed in the Network Strategy Plan (NSP): Implement Advance Flexible Use of Airspace and Implement appropriate cross-border airspace structures, enabling a flexible use of airspace

Implementation of rolling ASM/ATFCM Planned

Project number: 2017_053_AF3

Country: Belgium

Leader: Eurocontrol / NM

Description:

This project is a key contributor to the following Strategic Objectives (SO) listed in the Network Strategy Plan (NSP) as: SO 3/2 Implement Advanced Flexible Use of Airspace SO 3/3 Implement appropriate cross-border airspace structures, enabling a flexible use of airspace.

This implementation project is the continuation of the CEF2016 IP, 2016_134_AF3 Implementation of rolling ASM/ATFCM through which the partners will have already implemented partly Family 3.1.3.

Although some partners have experienced some delays in project 2016_134_AF3, this is only related to the definition / requirements phase and shall not impact on the final scope / implementation results of this IP.

The Network Manager main objective will be the finalisation the technical implementation and deployment in NM Systems of the changes related to PCP Family 3.1.3 - Full rolling ASM-ATFCM process and ASM information sharing (see specific objectives below) This implementation will be performed through depployment of NM System releases 25 and 25.5 (while CEF2016 IP, 2016_134_AF3 will stop by release 24.5).
Furthermore two CFSPs (Computer Flight-planning Service Providers) (Sabre Austria GmbH and Lufthansa Systems GmbH & Co. KG), will continue updating their Systems to support the Rolling ASM/ATFCM process implemented by NM –in alignment with NM planning of releases-.
SABRE Austria contribution will be supported by Sabre`s affiliated entities. Sabre Germany and Sabre France will contribute to the task 1 (Project Management) and Sabre Polska will contribute to the task 4 (Sabre implementation).

Lufthansa Group airlines will upgrade their OCC systems and required cockpit interfaces to allow implementing the Rolling ASM/ATFCM process.

To allow for a clear distinction between the Systems’ versions implemented through CEF2016 IP (2016_134_AF3) and the Systems’ version subsequently implemented through this IP (2017_053_AF3), NM, Sabre, Lufthansa Systems and Lufthansa Group will organise for a robust requirements and implementation management process. It will allow to clearly identify the different implementation items per different Systems’ versions (hence IPs) and to make sure effort / costs can be traced and allocated to that level without any redundancy.

In a continued implementation process, the start of the implementation of a new release -i.e. the identification of concerned business requirements and development of detailed specification- is always happening quite some time before the finalisation of the implementation of a previous version. This is the reason for the overlap in time between 2016_134_AF3 and 2017_053_AF3 (this IP).

Specific objectives:
The IP specifically aims to
• Upgrade NM system related to the final steps of the implementation of the full rolling ASM/ATFCM process, i.e.:
- improvement of the capability to perform network impact assessment, including FRA operations (implementation items referred to as “Process ASM scenarios”, “Process UUP changes” in the current NM ASM technical operational / roadmaps),
- the improvement of the automation of the CDM process with involved stakeholder for the finalisation of ""optimum"" airspace (e.g. “Draft UUP to AOs” – still to be discussed / refined in the NM-Stakeholders ASM Working Group-)
- consideration of full management of real time airspace data (implementing item still to be agreed in the NM-Stakeholders ASM Working Group).

• Implement Procedural changes in NM related to full rolling ASM/ATFCM process

• Upgrade SABRE System solution in coherence with rolling ASM/ATFCM process

• Upgrade Lufthansa Systems Lido/Flight and NetLine/Ops software in coherence with the rolling ASM/ATFCM process and the NM releases (this includes data provision (including implementation of available B2B services) and applications using the data).
Major developments at Lufthansa Systems will include novel Slot Management to adapt to the expected high dynamic regulations in dependency to the flexible airspace usage publications. It is expected, that due do traffic hotspots, volatile airspace status within free route environment and corresponding flight route changes, the regulations from Network Manager / local ATC will be more challenging to identify best flight route efficiency for single flight events and at the same time for the whole airline operation. The Slot Management within a Flight Operation Centre at Lufthansa provided by Lufthansa needs to be enriched with integrated functionalities for flight planning and operations control. Objective will be the most efficient delay cost management including flight preferences based on the User Driven Priority Process (UDPP). Overall it is envisaged to ensure the best usage of “flight efficiency opportunities” based on the airspace status environment. All required B2B Services will be integrated into affected airline systems ( flight planning, operations control, …) This will also include B2B services for ATM information offered by NM. Consequently Lufthansa Systems will further develop their systems to the core developments from the NM releases related to ASM aspects ( e.g. Scenario Repository, ...)
• Have airlines participating in the description of the CFSPs' Systems requirements as relevant to their usage and in the validation / deployment of the CFSPs' Systems of their interest.
• Business process management and management-of-change to allow procedural adaptions in the complex operational environment
• Upgrade of Lufthansa Group airlines OCC systems and required cockpit interfaces to allow implementing the Rolling ASM/ATFCM process

Expected Results:
This Implementation Project aims at NM (Network Manager) system upgrades and procedural changes pertinent to completing in NM System releases 25 and 25.5 the process/system upgrades supporting a full rolling ASM/ATFCM (Air Traffic Flow and Capacity Management) and dynamic ASM/ATFCM process allowing data sharing to all operational stakeholders. These NM systems releases will be deployed operationally and allow NM to receive, exploit/process data from the relevant/appropriate source(s).
Furthermore two CFSPs (Sabre Austria GmbH and Lufthansa Systems GmbH & Co. KG) will update their systems to support the Rolling ASM/ATFCM process implemented by NM.
Sabre will prepare material for later industrial deployment of its system for use by/for potential customer Airspace Users.
Lufthansa Systems and participating Airspace Users (Société Air France, Deutsche Lufthansa AG) will cooperate to validate / deploy the Lufthansa Systems Lido/Flight System, which will be upgraded (together with Lufthansa Systems NetLine/Ops) in the course of this project by Lufthansa Systems and Lufthansa Systems Poland.
Lufthansa Group airlines will upgrade their OCC systems to allow implementing the full rolling ASM ATCM and ASM information sharing business processes in LH Group Airlines OCCs. This will ensure the most optima flight operations at Lufthansa within the increasing complexity of ATM including on the one side the challenges of dynamic flight adaptations due ATCFM measures (ASM) and on the other side the upfront CMD processes defined within TBO.

Performance Benefits:
The project delivers reduction in flight time and fuel consumption for increased awareness of available shortest routes. Similarly, the project enables increase in ATC capacity utilisation due to increased awareness of available routing to GAT (General Air Traffic) and improved LIDO/SABRE operational capability to avoid most penalising regulations.
Based on previous CBAs (IP 2016_134_AF3, Action 2016-EU-TM-0117-M), the implementing project is expected to deliver additional benefits of about € 30 million undiscounted, under the assumption that all stakeholders deploy the PCP as mandated in PCP regulation."

Implementation of Target Times for ATFCM purposes (NM) Ongoing

Project number: 2015_114_AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Refine the elements of Concept of operations for Target Time Operations (TTO) for ATFCM purposes and develop associated procedures, Adapat NM Systems to implement TTO, Pre-tactical. Preparation and delivery of requested TTA/TTO (like iStream) according pre-tactical request of airline, Inflight transmission of tactical information and exchange of TTA/TTO between airline FOC (and/or aircrafts) with NM. AFLEX procedure if necessary (SWAP inside the company or Airline Group)

Implementation of Voice over IP (VoIP) in Barcelona ACC Ongoing

Project number:  2017_400_BLD

Country: Spain

Leader:  ENAIRE

Description:

The Implementing Project consist of the supply in operational status of Voice over Internet Protocol (VoIP) based Voice Communication System in En Route, TMA and simulation/contingency dependencies in Barcelona ACC.
The supply includes Hardware (HW) equipment and Software (SW) development. The system will be redundant and diverse to improve the availability of the current system.

Specific Objectives:
The implementing Project aims to:
-Define the overall solution, prepare the calls for tenders, deploy the systems, field tests, operational validation and safety assessments.

Expected results:
The following result are expected:
-ENAIRE Voice Communication System in En Route, TMA and simulation/contingency dependencies in Barcelona ACC are EUROCAE compliant.
-The project enables the deploy of Direct Routes (DCT) and Free Route Airspace (FRA) operations 

Performance benefits:
The Implementation project will have the following performance benefits:
• Reduction of costs by reusing Internet off the shelf technologies that can be based on standard hardware. 
• Significant benefits generated are identified in the reduced nautical miles flown, which can be translated in less fuel burn, smaller CO2 footprint and shorter flight times. 
• A saving of EN Route ATFM Delays will be possible. 
• A reduction in exploitation and maintenance costs provided by the progressive elimination of dedicated communication links
• Impact on safety providing enhanced signalization functions.

The Action contributes to the PCP as VoIP deployment represents a critical enabler for the proper implementation of ATM Functionality (AF) 3.1.4 “Management of Dynamic Airspace Configurations”. The Action also contributes to AF Family 3.2.1 - Upgrade of ATM systems (Network Manager, ANSPs, Airspace Users) to support Direct Routings (DCTs) and Free Route Airspace (FRA), Family 3.2.3 - Implement published Direct Routings (DCTs) and Family 3.2.4 - Implement Free Route Airspace.

Implementation of Voice over IP (VoIP) systems and services in ENAIRE Ongoing

Project number: 2015_221_AF3

Country: Spain

Leader: ENAIRE 

Description: 

Evolution of the ENAIRE Voice Communication Systems and Air to Ground radio equipment to comply with EUROCAE specifications, Integration of the ATC Voice over IP networks, Reductions of maintenance and operation costs.

Implementation of VoIP Ongoing

Project number: 2015_320_AF3

Country: Sweden

Leader: LFV

Description: 

Enable dynamic sectorisation and therefore flexible AirSpace Management within LFV through the implementation of a VoIP compliant system ,Develop and implement VoIP capable end-systems within LFV,Upgrade of the VCS within Arlanda's terminal and terminal control centre and of backup VCCS to support VoIP,Enable the implementation of a VoIP compliant system via the implementation of an IP based network

Implementation Project 2.6 - Borealis Free Route Airspace (Part 1) Completed

Project number: #020AF3

Country: Belgium

Leader: Borealis Alliance

Description: 

Ensure that all Fast Track elements defined in the PDP to support Free Route (S-AF3.2) are fully implemented including:
1) • Family 1 Projects:
- FT3.2.1 Upgrade of ATM systems, where appropriate
- FT3.2.2 Upgrade of NM systems, where appropriate

• Family 2 projects
- FT3.2.3 Implementation of Direct Routes, where these are not currently implemented
- S-AF3.2 Implementation of Free Route across the NEFRA region.
Synchronised implementation of FRA at FAB and also inter-FAB level and is aligned to the FRA Conops that is described in the Network Manager’s European Route Network Improvement Plan (ERNIP) Part 1. Part 2 of the ERNIP describes the NM objectives for implementing FRA and the current status of implementation, which includes the current implementation of FRA in the DK-SE FAB and Shannon ACC and also the implementation of FRA at night in Tampere ACC in Finnish airspace.

Implementing harmonised SWIM (Y) solution in COOPANS ANSPs and general PCP compliance Ongoing

Project number: 2017_066_AF5

Country: Ireland

Leader: IAA

Description:

COOPANS expects a need for a new FDP solution to cope finally with FO-IOP in January 2025. Development needs to be finished in 2023 to perform final integration and long-term tests. So, COOPANS needs to cover all PCP requirements for AF 1-4 with any relation to IOP latest by early 2023 and prepare AF 5 & AF 6 items due 2025-27. To do the final integration, COOPANS is planning a future “new FDP solution integration project” in 2023-25 (not part of this project).
To be prepared, this project builds the bases. The first SWIM integration on a test platform integrating Extended A-MAN functionality will be done to secure the needed data-communication based on SWIM also for the future “new FDP” project (beside bringing the basics for implementing Extended A-MAN via SWIM).

This will require all contracts to be defined and signed in the timeframe of 2018-19 and therefor all projects need to be clustered into one PCP program starting early 2018 to ensure optimum planning and control of resources to cope with the challenge and minimise administrative costs.

The COOPANS ambition is to harmonise and synchronise to the extent possible to gain economy of scale during implementation and enable future savings from standardised solutions based on the LFV and AustroControl SWIM related projects already started.

This Implementing Project will implement the below mentioned capabilities either implementing SWIM or being based on SWIM in all 5 COOPANS ANSPs, and ensure timely PCP compliance for COOPANS member ANSPs in additional local exploitation projects. The SWIM items will be aligned with European wide solutions in AF 5.1. The different capabilities and interdependencies with other projects are addressed for each Work Package as follows:

• Work Package (WP) 1: Programme Management
• WP 2: SWIM yellow (Y) infrastructure: For some topics under WP 2, AustroControl and LFV are already running projects funded by previous calls (see below).
As those projects are related to this project and parts of the work will be done under the framework of those projects by AustroControl and LFV, they have a lower calculated budget in WP2 than the other partners.

For AustroControl and LFV WP2 contains only additional costs for maturing the already running projects of AustroControl and LFV to synchronize with the COOPANS standard solution. Those additional costs as well as the added coordination effort are the bases for the calculation.

The 2 related projects are:
LFV: 2015_118_AF5
AustroControl: 2016_149_AF5

• WP 3: Cyber security & PKI: As LFV wants to go further with their cyber security program than COOPANS common, LFV IP 2017_061_AF5 ""Application of Cyber Security to ANSP and SWIM at LFV"" will cover that. The common gap closure for COOPANS is estimated to be 35%. Outside of the scope of this IP are:
o AIM and MET systems/services
o Legacy systems to be connected via SWIM
o SWIM blue profile
• Furthermore there is a dependency with 2017_084_AF5, SWIM Common PKI and policies & procedures for establishing a Trust framework which is running in parallel to our project, why we predict the need of iterations.
• WP 4: Extended AMAN as SWIM service: Extended AMAN was selected, as this component will remain in the COOPANS Flight Object solution by 2025, where the FDP itself might not. Therefore it is not planned within this project to replace any legacy interfaces like Aeronautical Fixed Telecommunication Network (AFTN), OLDI etc. in the present FDP solution.
COOPANS develops the bases (SWIM yellow profile) based on the implementation of Extended AMAN. This solution will then also be used for the implementation of FO-IOP which is planned, but not part of the action.

• WP 5: Initial TBS: This WP is relevant to all COOPANS sites, regardless of TBS regulation, to improve RWY throughput, as implementing the TBS capability and HMI, but based on distance separation. The solution is based on the technical component for TBS, to ensure a later simpler implementation at those sites obliged to implement TBS.
The solution will be deployed at all COOPANS sites for local exploitation. Initial TBS means that the technical solution will be deployed in this step.

• WP 6: Upgrade the COOPANS capabilities to support FRA operations in even higher traffic densities: This WP addresses technical support of the already implemented FRA, in order to keep up performance and to improve capacities. Some issues occured, as neighbouring ANSP are implementing FRA and there is a need for better automation of coordination capabilities and better monitoring of traffic outside COOPAN's own Area of Responsibility (AoR). Therefore the Area of Interest (AoI) and related functionalities and tools, will need to be expanded.
• WP 7: SWIM monitoring & Control
• WP 8: Ensure internal capabilities to manage the SWIM solution when implemented.
• WP 9: SWIM Safety case

Specific objectives:
The IP specifically aims to:
1. Develop and implement a COOPANS harmonised SWIM yellow profile infrastructure in all 5 participating ANSPs, based on LFV experience and connection of the common Topsky environment.
2. Develop and implement a harmonised Cyber Security and PKI Management for this harmonised SWIM infrastructure and the connection of COOPANS Topsky platform. For security reasons it can probably not be standardised, but shall ensure option for future collaboration on services.
3. Develop and implement a SWIM Extended AMAN service capability, both as supplier and subscriber.
4. Develop and implement a technical baseline for a later TBS project, where required, ensuring the technical capabilities, based on SESAR standard and ensure early improvements of RWY throughput at all COOPANS sites.
5. Improve system support for Free route airspace, ensuring and increasing peak hour capacities, as FRA operations grow European wide.
6. Implement sufficient monitoring capabilities for the new SWIM technology.
7. Ensure sufficient training of in-house competence, to operate a SWIM environment, and enable a high agility in development of future services and maintenance hereof.
8. Ensure international standards during development of SWIM environment, by hiring temporary external expertise for specific tasks.

Expected Results:
- A COOPANS common SWIM infrastructure is implemented with a harmonised cyber security framework, enabling future expanded cooperation within the COOPANS group on development of future SWIM services, involving common components, such as the Topsky ATM platform. The benefit of harmonisation is future economy of scale.
- For each COOPANS ANSP, , a SWIM baseline infrastructure is implemented for development of all SWIM services, including those not of common COOPANS interest, and a work share on common COOPANS services, such as an Extended AMAN service as the pilot common SWIM service. Benefit is potential cost savings.
- For each participating ANSP, this action will be an enabler for local development of services within AF 5.3.1, 5.4.1, 5.5.1 and 5.6.1.
- Furthermore each participating ANSP is given an in-house capability, to produce and maintain an agile organisation for future development of SWIM services, with an expert back up/support from increasing organisational liability through cooperation.
- A technical baseline is available for development of local TBS projects, as well as some initial improvements to RWY throughput, by implementing a spacing tool, based on distance, introducing the TBS HMI as a first step towards TBS, and can be used at all COOPANS sites. The benefit is improved RWY throughput, as more accurate spacing on the final has been identified under SESAR validations on Vienna airport, even only used with distance based separation.
- Finally peak hour en-route capacities are improved at all COOPANS ANSP as FRA airspace is becoming more widely used in Europe (if not done, the risk is actually a decrease in En-route capacities).

Performance Benefits:
The project will provide the following performance benefits, as per the performance grid:
1) Improvement of interoperability - 1% (This project is mainly an enabler)
2) Improvement of safety – En-Route by 5%
3) Improvement of capacity – En-Route by 5%
4) Improvement of resilience – En-Route by 2%
5) Improvement of capacity – TMA by 2%"

Implementing redundant WAN Ongoing

Project number: 2015_098_AF5

Country: Sweden

Leader: LFV

Description: 

Ensure SWIM capability within LFV's communication systems,Ensure redundancy in LFV's communication systems via the implementation of additional WAN services, Commission Second national WAN , Commission Third national WAN

Improve Cooperative Network Information Exchange Services Ongoing

Project number: 2015_143_AF5

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Improve quality and timeliness of the information exchange with NM stakeholders, NSP SO2: Deploy interoperable and effective information management system, NSP/SO5: 5: Facilitate business trajectories and cooperative traffic management, NSP/SO6: Integrate airport and network operations 

Improve NM Flight Information Exchange Services Ongoing

Project number: 2015_141_AF5

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Improve quality and timeliness of the information exchange with NM stakeholders,Improve predictability thru the automatic exchange of 4D trajectory,NSP SO2: Deploy interoperable and effective information management system,NSP SO5: Facilitate business trajectories and cooperative traffic management.

Improve NM SWIM Infrastructure Ongoing

Project number: 2015_117_AF5

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Enhance NM SWIM Yellow Profile infrastructure components,Upgrade of the security management, infrastructure and processes,NSP - SO2 Deploy interoperable and effective information management systems,NSP - SO7 Ensure network safety, security and robustness

Initial (I)WXXM implementation on CCIS Amsterdam ACC and Schiphol Ongoing

Project number: 2015_169_AF5

Country: The Netherlands

Leader: LVNL

Description: 

Implementation of the (I)WXXM model in the meteo gateway of LVNL, CCISv2. ,Demonstration and verification of the operational deployment of iSWIM for MET information, in collaboration with the dutch MET office KNMI.,Receiving and storing MET information coming from the dutch MET office KNMI, compliant with the iSWIM data formats and interfaces.,Simultaneously support legacy messaging exchanges

Initial AirPort Operational Centre (iAPOC) Ongoing

Project number: 2015_133_AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Initial APOC realisation,reinforce Collaborative Decision Making with all stakeholders, Demand Capacity Balancing monitoring.

Initial Airport Operations Plan @ FRA Ongoing

Project number: 2015_225_AF2

Country: Germany

Leader: Frankfurt International

Description: 

Provision of a common picture of the actual flight operation at Frankfurt airport,Provision of common parameters for monitoring and examination,Supporting the decision-making-process of stakeholders,improved predictability and resilience

Initial AOP Ongoing

Project number: 2015_290_AF2

Country: Sweden 

Leader: Swedavia Airport

Description: 

Creation of a plan based initially on the schedule, updated with the latest information regarding KPI in airport processes, that can be shared among all stakeholders.  The ability to evaluate and then update the airport plan using different scenarios (known as Demand Capacity Balancing, DCB) to optimise it.

Initial AOP DUS Ongoing

Project number:  2016_137_AF2

Country: Germany

Leader:  Dusseldorf International

Description:

Globally, the Implementation Project aims to set up the Initial Airport Operations Plan (AOP) in Düsseldorf Airport (DUS). Additionally, to the already implemented Initial DMAN, Electronic Flight Strips (EFS) and Basic A-CDM (Airport Collaborative decision Making), Düsseldorf Airport intends to close the gap on Initial AOP by implementing different system modules so that the Airport's Operational Database will be extended in relation to the actual status of the overall capacity and resources at the airport.

The AOP information shall be shared with the local stakeholders (Information Sharing - Common Situational Awareness). It shall be implemented to be ready for the AOP - NOP (Network Operations Plan) Connection (Family 4.2.4.) to ensure the positive impact on the network level (AOP-data sending to NOP implemented). By introducing the Demand Capacity Functionality and On-Time Key Performance Indicator the A-CDM performance assessment and reporting process will be improved/implemented.

After analysing the gaps within Initial AOP compared to the external requirements (SESAR definition) DUS airport will implement demand and capacity balancing functions, What If decision making supporting tools and On time Key Performance Indicators at Düsseldorf Airport.This will improve the common situational awareness and information sharing between the airport stakeholders (also within the DUS Airport Operations Center) and ATC about the operational status of the Airport. It will furthermore optimise the turnaround processes and general throughput to ensure improved ATM stakeholders’ planning processes. Together with the concerned stakeholders it must be defined what is operationally useful and feasible.

The implementation of the system modules includes:

 - Flight trajectory data: Information sharing related to Flight Progress Information Elements of an Inbound/Outbound/airport transit Trajectory to/from/at Airport.

- Airport Resources data: Airside and landside resources such as runway capacity & configuration, or parking stands.

- Local weather data: Information sharing related to MET Information Elements of airport.

The initial AOP is the basis for a later integration of the AOP into the NOP (Family 4.2.4.) which provides a rolling picture of the network situation used by stakeholders to prepare their plans and their inputs to the network CDM processes (e.g. negotiation of airspace configurations). Also receiving the NM (Network Manager) Information is planned to make sure to exchange the information with the operational stakeholders by means of defined cooperative network information services. The data exchange between AOP and NOP should be performed by using SWIM components in the future.

Initial APOC and AOP Completed

Project number: 2015_282_AF2

Country: Germany

Leader: Munich Airport Franz Josef Strauss

Description: 

Unify Baggage handling, Passenger- and Aircraft processes and resources, develop joint communication and decision making tools and structures, enable efficient and timely congruent information sharing, prepare initial AOP structures for NOP integration.

Initial implementation of DMAN Completed

Project number: 2015_161_AF2

Country: Ireland

Leader: IAA

Description: 

Contribute to the implementation of A-CDM at Dublin Airport, Enhanced information sharing between IAA and A-CDM partners, Implementation of the DMAN as a component of the Electronic Flight Strip system.

Initial SWIM security deployment Ongoing

Project number: 2017_020_AF5

Country: Italy

Leader: Roma Fiumicino

Description:

Cyber Security in ATM (Air Traffic Management) is addressed in Directive EU 2016/1148 of the European Parliament and of the Council of 6 July 2016 concerning measures for a high common level of security of network and information systems across the Union. In this perspective, Commission Implementing Regulation EU/716/2014 on the establishment of the Pilot Common Project supporting the implementation of the European Air Traffic Management Master Plan is linked to this topic, mainly in relation to cybersecurity and information exchange, which may have an impact on the overall ATM community. In relation to the introduction of SWIM services and its capability of sharing information in a more connected aeronautical environment, cyber security risks are becoming relevant and it is therefore paramount to identify these risks, assess their possible impacts and mitigate them with appropriate measures. In this context, the main objective of this implementing project is to implement new and state-of-the-art approaches to cyber security, which will cover the identified gaps, as well as introduce a common and harmonised cyber security approach in Rome Fiumicino Airport, in order to continuously ensure that the proper measures are in place to secure uninterrupted operation.

Specific objectives:
The Implementing Project specifically aims to:
• Assess the current status of Rome FCO internal architecture and Cyber security defences, duly considering the foreseen future capabilities and technical features of SWIM infrastructure;
• Identify gaps to be closed and elaborate a detailed plan for the gap closure, taking into account the business objectives from other families;
• Define how PKI (Public Key Infrastructure) is intended to be used, identifying the connection to be established;
• Define requirements for external service providers and interrelation;
• Select cyber security framework;
• Reach an initial level of Cybersecurity standard by implementing two initiatives at local level.

Expected Results:
• the local level project necessary to apply the SWIM concept to ADR infrastructure is identified;
• the intervention necessary to reach the adequate security level is identified;
• actual cyber security defences are increased reducing the risk of errors and incidents and ensuring the full time availability of the firewall services, such as certification authority, rules management and VPN (Virtual Private Network) remote access;
• a state-of-the-art Firewall technology is implemented as a primary security measure, forming a virtual checkpoint to protect computers and other network devices from attack;
• continuous compliance and auditability are ensured;
• proactive risk analysis is performed to avoid security policy & compliance violations.

Performance Benefits:
The following benefits are expected to be provided by this Implementation Project:
• to integrate current and future cybersecurity policies, providing an initial alignment to SWIM service architecture with a high level of security
• paramount benefits provided to the airport IT infrastructure by protecting the overall IT systems
against cyber-attacks, and in the meanwhile, making an assessment of the airport architecture and
business requirements in order to be aligned with SWIM policies and technical requirements
• 20% reduction in working time for firwall rules management

Interdependencies with other projects:
The current project will improve the reliability of ADR network security infrastructure for the following projects:
• ASMGCS (Action 2016-EU-TM-0117-M, IP 2016_117_AF2)
• NOP (IP 2017_052_AF4)
• AOP (IP 2017_052_AF4)"

Initial WXXM Implementation on Belgocontrol systems Completed

Project number: #016AF5

Country: Belgium

Leader: Belgocontrol

Description: 

Enabling the issuance of Belgian OPMET data (METAR, TAF & SIGMET) in IWXXM format to ensure conformity with the envisaged Amendment 77 to ICAO Annex 3

Enabling the Brussels Regional OPMET DataBank (RODB) to:
a) Receive and store ICAO OPMET data in IWXXM (ICAO Meteorological Information Exchange) format;
b) Handle requests from users and to exchange ICAO OPMET data in IWXXM format

Enabling the Belgocontrol ATS Messages Handling system (AMHS) to support exchange of messages in XML (Extensible Markup Language) data formats (IWXXM, …)

Integrate the Aeronautical Information Exchange Services in NM Systems Ongoing

Project number: 2015_112_AF5 

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Improve data quality, Reduce NMOC workload

Integrated Briefing System New (IBSN) Completed

Project number: #009AF5

Country: Austria

Leader: Austrocontrol

Description: 

AIDA (Aeronautical Information Data-handling-system Austria)/Integrated Briefing System (IBS) Legacy System (technology end of life as well as software architecture) replaced, “EAD customized” (EAD - European Aeronautical Database) implemented, Connection to existing Austro Control infrastructure (network, working positions, ECITs - EAD Connection Interface Terminal, BF (Briefing Facility)-Box, IBS Web services etc.) ensured, Data from legacy system transferred,AIDA/IBS legacy system cut out and sub-provider contracts cancelled, OPS (operations) training (AIM/VFSS) and briefing of technical personnel (ACG Service Control Center and experts) conducted, Nagios and Trouble Ticket System inserted,“EAD customized“ set in operation after successful FAT and SAT.

Integrated Ground Management (GMAN) Ongoing

Project number: 2015_299_AF2

Country: United Kingdom

Leader: Gatwick London

Description: 

Optimise airside ground management performance by integrating and dynamically allocating stands ,Deliver improvements in stand utilization, On-Time Arrival (OTA) and On-Time Departure (OTD) performance ,Provide a critical architectural component to subsequently deliver optimized flow management enabled by integrated A-SMGCS Routing & Planning function,Provide relevant operational data in easy to consume formats that include mobile device offerings for information access at users’ fingertips,Deliver a solution that enables the integration of data feeds from movement tracking devices used on airside assets,Optimise airside ground management performance by integrating and dynamically allocating critical resources (stands, coaching, towing, PRM, arrival baggage carousels)

Interactive Rolling Network Operations Planning Ongoing

Project number: 2015_105_AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Improve Network situational awareness and increase operational CDM efficiency for all network stakeholders, Provide a common HMI for all Network Stakeholders (NMOC and external), customisable and flexible enough to meet the needs of the different user roles and different organisations’ ways of working,Enable the timely implementation of the NM service interfaces required by the NM Strategic
Projects, addressing both their functional and non-functional requirements, thus supporting the PCP deployment in the short term and paving the way for the longer term evolutions, NSP - SO2 Deploy interoperable and effective information management systems. 

Interactive Rolling NOP Completed

Project number: #077AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Extension and improvement of the process referred to as the interactive rolling NOP, Replacing the existing interfaces (NOP Portal, CHMI and EHMI) into a single interface, Provision of the common interface to all Stakeholders to enable the collaborative decision making processes used to build and execute the Network Operations Plan.

Introduction of Electronic Flight Strips Completed

Project number: 2015_286_AF2

Country: United Kingdom

Leader: NATS

Description:

 • Introduce electronic flight data for the London TC approach function, The system permits controllers to conduct screen to screen coordination within their unit and with
“neighbouring” units in the process chain reducing workload associated with coordination, integration and identification tasks.

IP1 - DLS European Target Solution assessment Ongoing

Project number: 2017_089_AF6

Country: Italy

Leader: ENAV

Description:

The main objective of this Implementing Project (IP) is the design of a Common ATN Backbone at European Level, as a first step towards the target solution, and at the same time, the performing of a detailed analysis on the technical and non-technical elements needed to ensure a full DLS implementation in Europe, based on previous technical studies and on the inputs stemming from the Capacity Assessment. This Project will perform activities strictly correlated with the works undertaken in 2016_159_AF6 (Action 2016-EU-TM-0117-M) "DLS Implementation Project Path II Project", enhancing the scope of works and developing further technical and non-technical solutions for DLS provision.

Specific objectives:
The IP main objectives are the following:
• Design for a Common European ATN Ground Network;
• Detailed analysis and definition on:
- VME (Very High Frequency Digital Link Management Entity) requirements;
- System support interfaces requirements;
- Frequency planning scheme;
- VGS (Very High Frequency Ground Stations) requirements;
- The non-economical elements for the business case elaboration;
• support to SDM for the scenarios definition for the capacity assessment of Model B and Model D;
• evaluation of the performance of Model C versus Model B based on analysis of real data.


Expected Results:
The project has a double perspective, the first has to be considered as the continuation of Path II project, through which all open points, raised during the activities of this initiative, will be completed and clarified, while the second one is correlated with the need to deepen and complete the analysis of the preparatory activities for the implementation of the DLS European Target Solution identified in ELSA Project (so called Model D).
At the end of the project, it is expected to have a clear view on future European Target Solution, with its strengths and weaknesses, together with a well-defined assessment of performances of the current deployed infrastructures.

In particular, the following results are expected:
• during the activities of this initiative, possible gaps will be identified and covered;
• to correlate and complete the analysis of the preparatory activities for the implementation of the DLS European Target Solution identified in ELSA Project (so called
Model D);
• to define both strengths and weaknesses of the architectures identified in Path II project;
• a well-defined assessment of performances of the current deployed infrastructures.

Performance Benefits:
The Implementation Project will contribute to a successful implementation of Datalink
Services in all European Airspace, promoting solutions able to cope with the increasing air traffic demand and issues encountered so far. Thanks to the implementation of the project outcomes, the provision of Datalink Services in particular, and the Air Traffic Management in general, will:
• increase in safety and efficiency levels,
• be able to cope with the scarce RF spectrum resources,
• perform a more efficient deployment of ground infrastructure,
• be able to provide more reliable services (e.g. by solving interoperability and provider
abort issues).
After the completion of the project, it will be possible to have a clear view on some significant technical and non-technical aspects of DLS infrastructures and related services, such as the understanding of the true performance of Model B and D - measured in real environments - and the economic impact of the proposed European Target Solution.

ITALIAN AIR FORCE INTEGRATED BRIEFING Ongoing

Project number: 2017_069_AF5

Country: Italy

Leader: Italian MOD

Description:

Italian Air Force provides Air Navigation Services to both general and operational air traffic (GAT and OAT). As such the Italian Air Force has to ensure Aeronautical Information Service (AIS) to civil and military users. The management of current aeronautical information is crucial for the implementation of services distributed in accordance to System-Wide Information Management (SWIM) architecture in order to ensure the flow of aeronautical information/data necessary for safety, regularity, economy and efficiency of international air navigation. Italian Air Force needs to deploy a new Aeronautical Information Exchange System in order to enable AIS data exchange with EAD (European AIS database).

Specific objectives:
The new system is a SWIM prerequisite by joining EAD on a B2B principle sharing AIS database information. In particular this IP specifically aims to:
• Proceed to the AIS and Met database integration;
• Implement a distributed Web based Digital Briefing capability according to ESSIP (European Single Sky implementation Plan) INF04 available also for mobile devices;
• implement Digital NOTAM generation and distribution;
• enable AIS data exchange with EAD;
• train all the different categories of users.

Expected Results:
The implementation of an integrated Aeronautical Information System and of an integrated briefing capability will allow:
• an integrated and flexible provision and presentation of data which are required during the pre-flight phase for the preparation and execution of a flight;
• an enhanced access and provision of various data/information sources such as AIS, ARO (ATS Reporting Office), MET and ATFM which provide i.e. NOTAM, SNOWTAM (special NOTAM reporting hazardous conditions), MET messages, FPL and related messages or ATFM messages.

Performance benefits:
The implementation of a new integrated Aeronautical System will:
• increase the interoperability of the EATM network by exchanging AIS data with EAD(30%);
• improve the quality of AIS services provided by Italian Air Force by providing AIS and Met data and information with an increased level of accuracy integrity and promptness(40%);
• ensure an increased level of availability of service(30%);
• increase safety levels by providing an increased availability of data and information of proved quality(30%);
• enable a rationalisation of ATS Reporting Offices from the current 20 to only 2 offices with a considerable reduction of costs(60%).

iTEC Tests, Validations and Planning (iTEC- TVP) Ongoing

Project number:  2016_087_AF3

Country: Poland

Leader:  PANSA

Description:

This Implementation project (IP) implemented by PANSA (Polish ANSP) aims to develop PANSA ATM System towards the requirements of the Pilot Common Project (PCP) in two parallel paths:

- Path 1 – Achievement of the PCP-required functionalities, in particular Direct Routings/Free Route Airspace (DCT/FRA) (AF 3.2.1) in the current P_21 system till 2017/2018;

- Path 2 – Transfer of the achieved P_21 functionalities to the iTEC-based system and further joint developments within the iTEC Collaboration.

Path 2 is linked to the following Implementation Projects also implemented by PANSA:

- On-going Implementation Project 2014_131_AF3 (2014-EU-TM-0136_M), iTEC T&V Platform, aiming to deploy the Test and Validation Platform till the end of 2017. The Platform will be used to mitigate the risk of rejecting the iTEC-based system by PANSA air traffic controllers.

- On-going Implementation Project 2016_087_AF3(that is part of the Action), iTEC-TVP aiming to validate the Test and Validation (T&V) Platform requirements and functionalities combined from iTEC functions and functions of the P_21 system developed till the time of validation. This project is the second step after the Test and Validation Platform deployment (2014_131_AF3, iTEC T&V Platform) and transfers DCT/FRA functionalities (2016_085_AF3, ATM System Upgrade towards FRA) to the PANSA iTEC-based system.

- Future Implementation Project, iTEC-based PANSA system deployment project, that will use functions and requirements validated in the project 2016_086_AF3, iTEC-TVP.

Oro Navigacija, which is, with PANSA, member of Baltic Functional Airspace Block (FAB) and together with PANSA will access DFS iTEC Collaboration Group, will contribute to the project, especially regarding cross-border DCT and FRA concept. PANSA and Oro Navigacija expert will work together to achieve sufficient level of cooperation between both ATM Systems: future iTEC Based PANSA System and Oro Navigacija iTEC System, improving interoperability. The implementation of a two-phase model in the most important PANSA system change will increase PANSA and Baltic FAB competitiveness in European ATM.

ITWP4LOWW (Integrated Tower Working Position for Vienna Schwechat) Ongoing

Project number:  2017_058_AF2

Country: Austria

Leader:  Austrocontrol

Description:

Overview:
The PCP deployment of A-SMGCS Routing and Planning Functions and Airport Safety Nets associated with A-SMGCS Level 2 (RMCA) results in both the need and the opportunity to re-evaluate the current setup/layout of the Tower Controller Working Position (CWP). In this context, the further integration of existing Tower systems (such as EFS – Electronic Flight Strips and A-SMGCS) needs to be investigated for its potential of delivering increased operational benefits.

Specific objectives:
Building on the work already undertaken in SESAR R&D (WP6, P6.7.1/2/3, P6.9.2, WP 12), the implementing project “ITWP4LOWW (Integrated Tower Working Position for Vienna Schwechat)” focusses on the following three streams of work, with the objective of producing a solid basis for local deployment:
1. The IP will firstly review the EUROCONTROL A-SMGCS Specification and ITWP HMI Description and aims to identify operational and functional requirements applicable to LOWW in the context of the PCP.
2. Secondly, LOWW will be prototyped on the ITWP platform in order to fine-tune software requirements and assess future CWP requirements (Screens, TID etc.).
3. Lastly, a safety assessment by the Local Safety Committee (LSC) will be conducted within the proposed project.

Expected Results:
Following the three main streams of work, the proposed project aims to implement the specific objectives and reach the following expected results:
1. A table of PCP relevant requirements for Tower LOWW is created in order to reach compliance with 2.4.1 "A-SMGCS Routing and Planning Functions" and 2.5.1 "Airport Safety Nets associated with A-SMGCS level 2".
2. An operational concept is developed with regards to PCP requirements.
3. Controller working position requirements are defined with regards to PCP.

The fulfilment of above mentioned objectives will result in the establishment of a requirement catalogue, which is a prerequisite and indispensable for further implementation, following the project proposed here.
Further implementation (outside the scope of the Action) will build on the requirements defined in this project and aims towards a full coverage of 2.4.1 "A-SMGCS Routing and Planning Functions" and 2.5.1 "Airport Safety Nets associated with A-SMGCS level 2" which will be achieved through the following steps:
1. Development by supplier.
2. Adaptation/Tuning for local environment, CWP redesign, surveillance adaption, ICD definitions to other systems, Procedure definition, etc.
3. Training.

Performance Benefits:
• Improve safety on LOWW Airport Ground by 20%
• Improve safety on LOWW Airport Runway by 5%
• Improve ATCOs Productivity in LOWW by 15%
• Improve predictability in LOWW by 10%

LAN network upgrade Ongoing

Project number: 2015_035_AF5

Country: Poland

Leader: PANSA

Description: 

Communication infrastructure is a vital part of common tools for ATCO. Transmission and exchange of data allows to improve ATM quality. Dedicated communication (LAN) infrastructure for ATM purposes is needed for providing appropriate level of quality. Number of data in ATM is still growing from year to year. Concept of shared LAN infrastructure was sufficient few years ago, but still growing amount of data, as well as more and more demanding requirements for data transmission faced us in front of necessity of splitting data transmission infrastructure on few independent parts, where the most important will be SWIM-ready ATM operational part. Such upgrade and development for communication infrastructure is strongly related with increasing capabilities, which are required for providing appropriate security level. It will also allow to improve management of information flow, including especially integration existing legacy information solutions with SWIM environment. Such upgrade allow also to achieve required QoS level, taking into account requirements related with Blue Profile and its technical consequences. It is also strongly related with growing amount of information, as a consequence of still more intensive cooperation between identified on national level stakeholders. The project supports: AF5 in developing information infrastructure and AF 5.2.1 in developing of Stakeholder Internet Protocol Compliance. Cooperation with Military Stakeholder in this particular are allow to increase project efficiency and multiply project benefits.

LARA integration in CANAC 2 Completed

Project number: #015AF3

Country: Belgium

Leader: Belgocontrol

Description:  

In the frame of SES (Single European Sky) context:
- EC 551/2004 on the organisation and use of the airspace in the single European sky (Airspace regulation),
- EC 2150/2005 laying down common rules for the flexible use of airspace (Flexible Use of Airspace regulation),
- EU 409/2013 on the definition of common projects, the establishment of governance and the identification of incentives supporting the implementation of the European Air Traffic Management Master Plan
- EU 716/2014 on the establishment of the Pilot Common Project supporting the implementation of the European Air Traffic Management Master Plan, making binding the implementation of six first ATM (Air Traffic Management) functionalities, constituting the first Common Project, referred to as the "Pilot Common Project". Among these 6 new ATM functionalities is the Flexible Airspace Management and Free Route, which enable a more efficient use of airspace, thus providing significant benefits linked to fuel consumption and delay reduction.
- “Preliminary Deployment Programme” published by the Deployment Manager, in the Fast -Track FT 3.1.1 Initial ASM tool to support AFUA (Advanced Flexible use of airspace)

This project aims at:
1) Providing ATCO’s (Air Traffic Controller) with military information about areas reservation in order to optimise the use of airspace
2) Automate the display of airspace reservation in the EUROCAT (in the ODS (Operational input and Display System) of the FDP (Flight Data Processing) system)
3) Provide information about status of airspace reservation in the ADIDS-c (Aeronautical Data Information Display System)

Local traffic complexity management Ongoing

Project number: 2017_057_AF4

Country: Poland

Leader: PANSA

Description:

The main objective is to introduce a new technology to monitor, manage and evaluate information processed through all the ATFCM phases by the open, modular and extensive tool. The tool itself will be deployed by PANSA/Oro Navigacija to integrate data transfer and processing with the Network Manager and other operational stakeholders.

In accordance with the PCP Implementing Regulation (EU 716/2014) and the Deployment Programme, ATM Functionality # 4 (Network Collaborative Management), including the Project Family 4.4.2 (Traffic Complexity tools), is required to be deployed in the European Air Traffic Management Network (EATMN).

Also, in the subsequent versions of the Deployment Programme, as concerns the Project Family 4.4.2, PANSA/Poland and Oro Navigacija/Lithuania have been indicated as investment gaps, meaning, that the Traffic Complexity tools are still required to be deployed by PANSA/Poland and Oro Navigacija/Lithuania. The end of the project extends Full Operational Capability date for 4.4.2 family; however implementation of TCT (Traffic Complexity Tool) for Polish part is foreseen to be completed in 2019 in line with the FOC (Full Operational Capability) date for Poland. Implementation of local TCT in Lithuania also meets the FOC deadline for Lithuania . In 2022 the project will consist on coordination work between PANSA/Oro Navigacija and different stakeholders, in particular NM, AUs and MIL, airport operators/slot coordinator through collaborative decision-making processes.

The traffic complexity tools continuously monitor sector demand and evaluate traffic complexity (by applying predefined complexity metrics) according to a predetermined qualitative scale. The predicted complexity coupled with traffic demand enables ATFCM to take timely action to adjust capacity or request the traffic profile changes in coordination with ATC and airspace users (AUs).
The ""Local traffic complexity management” project implemented by PANSA/Oro Navigacija is an instrument for automated and dynamic traffic forecasting and sectorisation planning that will provide support to local ATFCM and ATS units in the execution of tasks in order to enable efficient planning of capacity and staffing at PANSA/Oro Navigacija. The Implemeting Project will enable to run fast-time simulations that in turn will develop optimised sectorisation scenarios in terms of capacity parameters and ATCOs resources needs. The Implementing Project will enable coordination between PANSA/Oro Navigacija and different stakeholders, in particular NM, AUs and military, airport operators/slot coordinator through collaborative decision-making processes.
Also, since the eastern part of the EU airspace is exposed to eastward out-of-area traffic from non-IFPS (Initial Flight Plan Processing System) States (e.g. Russia) and traffic volatility due to instability in the region, this Implementing Project will increase traffic predictability thus contributing to delays reduction for the entire European Network.

The Implementing Project is composed of four modules:

- The FMP / ACC module: This module will support the currently used CHMI (Collaboration Human Machine Interface) by delivering the full CHMI functionality expanded with many new options. The system will be used for all the ATFCM phases: strategic, pre-tactical, tactical and postoperative. During the tactical phase, this tool is intended to assist in the dynamic sector and capacity management. In the strategic and pre-tactical phase, the system will allow to precisely plan the day of operation and prepare for special events. In the post-operative phase, the tool will be used for all analyses and reports.
- ACC module: The Implementing Project will provide for fast-time simulation (FTS) that can be used to airspace improvements on strategic level.
- APP (Approach): The Implementing Project will provide for a simulation tool to identify and test the possible modifications of the TMA airspace in terms of: airspace structure and procedures as well as workload of air traffic controllers.
- TWR (Tower):
The Implementing project will provide for an IT solution that can provide either fast-time simulation which can be used to look solely at airport infrastructure improvements, either run modelling of schedule as well to show indicative delays across an operational season. The idea is to verify possibility of planned schedules execution, look at infrastructure changes and their impacts/improvements as well as to devise daily operational plans. In-build module containing weather information that creates predicted traffic outputs with high degree of accuracy will be implemented. As concerns post-operative utilisation, the project will use past operations for the purposes of traffic complexity and overload situations prediction in order to develop mitigation actions to be applied at local and/or Network level.

Specific objectives:
The IP specifically aims to:

1. deploy a Traffic Complexity Tool and procedures aimed at continuous monitoring of traffic demand and evaluation of traffic complexity in Warsaw and Vilnius ACCs, required under the PCP IR (EU 716/2014).
2. provide an automated and dynamic traffic forecasting and sectorisation planning concerning particular tactical adjustments for efficient planning of the capacity and staffing at the Warsaw ACC and Vilnius ACC, with the use of periodical fast-time ""what-if"" simulations for optimised sectorisation and ATSU (Air Traffic Services Unit) resources planning, based on capacity parameters such as controllers' workload and sector occupancy.
3. enable integration with the Network Manager, including Collaborative Traffic Management, airport planning, Flexible Use of Airspace and neighbouring FMPs for the planning optimisation.
4. provide mitigation measures, when needed, for unexpected increase of traffic volume/workload.
5. enable an early deployment, in coordination with the Network Manager, of the revised Network Function Implementing Rule (Commission Regulation (EU) 677/2011) requirements.

Expected Results:

• airspace capacity is increased ;
• number of delays and congestions is reduced in controlled airspace and aerodromes;
• Traffic Flow Management (tactical workload measurement) is miore effective;
• ATCOs resources are optimised;
• ATC safety is improved (incidents reduction);
• service quality is improved;
• cost of airspace optimisation is reduced (Fast Time Simulation);
• with better traffic forecasts, overload situations are significantly reduced thus contributing to safety improvement.

Performance Benefits:

It is expected that the project will bring the largest performance benefits in terms of capacity increase and reduction of delays both in en-route and terminal traffic . This assumption is based on on-going ECTL/NM simulations, in particular on already developed simulations concerning implementation projects submitted and awarded in the framework of 2014 and 2015 CEF Transport Calls for Proposals. The project will contribute to ATFM en-route delays saving (CAP5 - Capacity KPI) and ATFM (TMA part) delays saving (CAP4).
As concerns indirect impact, the project will contribute to the following KPAs (Key Performance Areas):
- Safety: The project will enable more precise traffic forecasting leading to a significant reduction of overload situations and having positive impact on improved safety. The project will reduce operational human errors.
- Predictability: The project will enable more precise traffic forecasting and traffic predictability that will have positive impact on capacity increase and delay reduction in both en-route and terminal operations. Improved predictability is a consequence of better capacity utilisation. This improvement is mainly related to improved trajectory and network complexity assessment.
- Flight efficiency: Reduced flight times and delays due to improved trajectory and network complexity assessment.
- Cost efficiency: Increased ATCO productivity due to better allocation of resources to traffic thanks to traffic complexity assessment and EFD (Electronic Flight Display) messages.
In conclusion, the project by PANSA and Oro Navigacija will significantly reduce overload situations and will contribute to a reduction of traffic congestion. By increasing traffic predictability and by making traffic flow smooth and orderly, in particular coming from non-IFPS states, the project will have positive impact on the whole European ATM Network and air traffic flow management. By ensuring that traffic flows are more predictable, the project will contribute to safety improvement and improved service quality for PANSA/Oro Navigacija customers (Airspace Users). As the project is to increase airspace capacity and to reduce delays, the ultimate beneficiaries of the project will be Airspace Users and passengers."

London Airspace Management Programme (LAMP) - Part A Completed

Project number: #120AF1a

Country: United Kingdom

Leader: NATS

Description:

Produce systemised airspace design for the London TMA by using PBN-based procedures and STARs facilitating RNP-1 SIDs where required at London Airports,Introduce greater efficiencies in the design of airspace to accommodate forecast demand and also facilitate Continuous Climb and Descent Operations minimising delay and realising fuel savings.

London Airspace Management Programme (LAMP) - Part B Completed

Project number: #120AF1b

Country: United Kingdom

Leader: NATS

Description: 

Provide Airspace User expertise and Full Flight Simulators for Procedure validation.

Lower Airspace Optimization Completed

Project number: #104AF1

Country: Sweden

Leader: LFV

Description: 

This project aims to contribute to the PCP AF-1 Extended AMAN and PBN in high density TMAs, through the development and implementation of short term improvements and the development of a roadmap for long term implementation.
A complete set up of requirements for the design and use of the future terminal airspace, A baseline and a defined long term forecast, Well defined KPIs for the baseline and the future, Implementation of short term measures.
A long term implementation Plan (What, When) with the main purpose to:
o Increase the general efficiency of operations in lower airspace (more efficient route structure, better use of the available space, better planning of movements)
o Specifically increase efficiency by the removal of sub-optimal solutions currently required to ensure safety, e.g. during missed approaches
o Reduce environmental impact

Lufthansa Group & Air France Group Datalink upgrade to Ongoing

Project number:  2016_165_AF6_AIR

Country: Germany

Leader:  Deutsche Lufthansa

Description:

This Implementation Project (IP) upgrades the existing data link avionics for ATN (Aeronautical Telecommunication Network) B1 Services to “best in class” avionics configuration for Lufthansa (LH) group and Air France group aircraft. These configurations are considered as the set of airborne equipment to comply with the ATN/Very High Frequency Data Link (VDL) 2 performance expectations in multi-frequency (MF) environment following ELSA (Enhanced Large Scale ATN deployment) recommendations as identified in Annex 2 of the Data Link Services (DLS) Recovery Plan: ELSA Re. IDs Avionics 01 and 02. 

Testing of avionics software will be performed on vendor side. 

For all LH Group aircraft and almost all Air France Group the DLS avionics are already installed in on-board systems of the aircraft. The Implementation Project only includes the efforts for upgrading the avionics recommended by ELSA study.

Equipping will be only done, when the technical specifications of the technology are validated. Moreover, the scope of the project (fleet) should be impacted by pending decisions referring to regulations (EU Regulation 29/2009; Exemption Policy).

In addition, the IP will ensure that these avionics will be upgraded, if necessary, to comply with the upcoming Revision C of Eurocae Document (ED)-92 which is currently under development to reflect ELSA’s “best in class” testing.

Lufthansa Group & Air France Group Datalink upgrade to Ongoing

Project number:  2016_165_AF6_GND

Country: Germany

Leader:  Deutsche Lufthansa

Description:

This Implementation Project (IP) upgrades the existing data link avionics for ATN (Aeronautical Telecommunication Network) B1 Services to “best in class” avionics configuration for Lufthansa (LH) group and Air France group aircraft. These configurations are considered as the set of airborne equipment to comply with the ATN/Very High Frequency Data Link (VDL) 2 performance expectations in multi-frequency (MF) environment following ELSA (Enhanced Large Scale ATN deployment) recommendations as identified in Annex 2 of the Data Link Services (DLS) Recovery Plan: ELSA Re. IDs Avionics 01 and 02.

Testing of avionics software will be performed on vendor side.

For all LH Group aircraft and almost all Air France Group the DLS avionics are already installed in on-board systems of the aircraft. The Implementation Project only includes the efforts for upgrading the avionics recommended by ELSA study.

Equipping will be only done, when the technical specifications of the technology are validated. Moreover, the Project Realisation is depending on pending decisions referring to regulations (EU Regulation 29/2009; Exemption Policy).

In addition, the IP will ensure that these avionics will be upgraded, if necessary, to comply with the upcoming Revision C of Eurocae Document (ED)-92 which is currently under development to reflect ELSA’s “best in class” testing.

LVNL Nation wide managed network supporting SWIM Ongoing

Project number: 2017_065_AF5

Country: The Netherlands

Leader: LVNL

Description:

The main objective of the Implementation Project (IP) is to implement Nation-wide Internet Protocol (IP)-based networks (Metropolitan Area Network (MAN), Wide Area Network (WAN) and Local Area Network (LAN)) interconnecting civil airport systems in the Netherlands that can be managed from the LVNL office at Amsterdam Schiphol. The technology used for the networks ensures seamless integration with the Network 2.0 Amsterdam and NewPENS (New pan-European Network Service). The network must be highly available, secure, centrally managed and monitored.
The LVNL Nation-wide network is a follow-up project of the 2016_143_AF5 ""ATM Network 2.0 Amsterdam"" project (2016-EU-TM-0117-M). Where the ATM Network 2.0 Amsterdam project aims at implementing the Local Area Network (LAN) and Campus Area Network (CAN) infrastructure for the Schiphol Main and Contingency (Annex) centre, the Nation-wide project will provide the Metro Area Network (MAN) and Wide Area Network (WAN) parts of the new centrally managed infrastructure. The project will also realise the LAN connections into the centralised infrastructure where there currently not present.
Specific objectives:
The IP specifically aims to en sure the deployment of the LVNL Nation-wide managed network including:
• An Internet Protocol-compliant (IPv6) centrally managed and secured network interconnecting all civil airports in the Netherlands (WAN) to be able to support future information exchanges through SWIM profiles.
• The components required for supervision, monitoring and control.
• Networks at the airports (MAN / LAN / Fibre cabling) areas interconnecting systems (i.e. sensors, voice communication, surveillance and other data systems).
• Every used component or technique needs to be severely tested and designed based upon common LVNL architectural standards.

Expected Results:
• architecture documentation (Requirements/HLD/LLD/SRD) is created
• Fibre Cabling is implemented on airfields where these are not present
• MAN Infrastructure is implemented / configured
• WAN Infrastructure is implemented / configured
• LAN Infrastructure is implemented / configured
• Network logging, monitoring, control and security is implemented / configured
• Old connections are migrated to new ones
• Documentation / Hand-over / Closure are delivered

Performance Benefits:
• The network is a prerequisite for supporting SWIM information exchanges using the SWIM TI Profiles.
• By migrating to a central network management department and standardise on an IP based network components LVNL will reduce network maintenance by 1,25FTE (full-time equivalent), a technology cost reduction of 1%.
• The new SWIM architecture and standardised IP network allows LVNL to deploy standard interfaces with our partners for current and future applications. This will reduce the number of dedicated interfaces drastically."

Manchester TMA Re-Development Ongoing

Project number: #119AF1

Country: United Kingdom

Leader: NATS

Description: 

Introduction of RNAV1 SIDs (Standard Instrument Departure) and STARs (Standard Arrival Route) within the existing Manchester Terminal Manoeuvring Area (MTMA) in order to systemise the airspace infrastructure, Exploit existing and future aircraft capabilities to fly precise trajectories (through use of Performance Based Navigation – PBN), enabling greater flexibility in airspace design through closely spaced arrival and departure routes independent of ground-based navigation aids, Offer greater resilience against human error (pilot or controller), with fewer interactions between routes and a reduction in tactical interaction by controllers. Reduced tactical intervention will offer a corresponding increase in capacity, Locate routes where they best meet the needs of airports and flight profiles, making far better use of finite terminal airspace, Save fuel and reducing noise by enabling continuous descent approaches (CDAs) and continuous climb departures (CCDs) to be flown from/to significantly higher altitudes than available today.

Meteorological Information Exchange by MET ANSP KNMI to support non-safety-critical and safety-critical aviation applications for Amsterdam Schiphol Ongoing

Project number: #110AF5

Country: The Netherlands

Leader: KNMI

Description: 

Implementation of a flexible and cost-effective interoperable exchange of MET information for Amsterdam TMA and ACC, Amsterdam Airport Schiphol, Airspace Users, Military and Network Manager compliant with the iSWIM data formats and interfaces.
Demonstration and verification of the operational deployment of iSWIM for MET information.
To provide feedback on the principles, standards and specifications currently defined for iSWIM in AF5 and the information and exchange models and schemes of ICAO (WXXM), WMO (METCE) and the EUROCONTROL/FAA (WXCM-WXXM-WXXS).
The implementation and verification covers the standard MET products: TAFs for civil airports in Amsterdam TMA and ACC (WP1); AIRMETs and SIGMETs for the Amsterdam FIR (WP2); METARs and AUTO METARs for civil airports in Amsterdam TMA and ACC (WP4); (AUTO) MET reports and warnings for civil airports in Amsterdam TMA and ACC (WP5). The implementation and verification also covers the provision of continuous sensor information for all available runways in Amsterdam TMA and ACC.

Meteorological Information Exchange Service Ongoing

Project number: 2015_241_AF5

Country: Czech Republic

Leader: Air Navigation Services of the Czech Republic

Description: 

Generation of SWIM compliant MET information (IWXXM) from the Czech Republic - FIR LKAA,Building of communication interface for MET information exchange service (Yellow SWIM TI profile),Provision of IWXXM MET information for ATM systems and international exchange

Meteorological Information Exchange service for Airlines Flight Operation Centre at Lufthansa & Air France Planned

Project number: 2017_076_AF5

Country: Germany

Leader: LH Systems GmbH

Description:

The main objective of the implementing project is to upgrade the FOC System of the airlines from the Lufthansa Group and Air France to support the exchange of meteorological information as service consumer in WXXM, iWXXM (ICAO Meteorological Information Exchange Model) format. The service upgrade will comply with the Yellow SWIM TI Profile, either using the Public Internet or PENS1/NewPENS.

The implementing project focusses on the implementation upgrade of the FOC from LH & AF with meteorological information exchange systems and services in accordance with SWIM principles.

In particular the main activities performed are the service implementations to be compliant with the applicable version of the Information Service Reference Model (ISRM).

Specific objectives:
The implementing project specifically aims to

• deploy a systems upgrade to support the exchange of Meteorological Information as service consumer using the IWXXM format;
• an AIXM 5.1 datastore that is able to store the digital meteorological data;
• identify and deploy the SWIM infrastructure components for the retrieval of the digital data by use of the SWIM Yellow Profile;
• ensure implementation of software components that support the users in the quality assurance of the IWXXM data;
• update all software components in the FOC using the IWXXM data for flight planning or flight Monitoring purposes;
• achieve an implementation of SWIM services that allow other consumers to access all MET Information.

Expected Results:
The following results are expected:
• IWXXM METAR (Meteorological Terminal Aviation Routine Weather Report) are in the FOC;
• IWXXM TAF's (Terminal Aerodrome Forecast) are deployed in FOC;
• IWXXM met Information for natural hazard are deployed in FOC;
• FOC flight planning and Monitoring engine and EFB (Electronic Flight Bag) are upgraded to use all necessary MET Information based on IWXXM Format.

Performance Benefits:
In particular the main benefit of this project is the increase of flight safety through processing digital data instead of classical MET data.

The migration to the SWIM Yellow Profile for the retrieval and provision of the concerned data will lead to increase the level of automation during data processing and reduction of personal costs. Furthermore the migration to an IWXXM database will lead to compliance with Aeronautical Data Quality (ADQ) regulations.

METSW-DB PCP Evolution Ongoing

Project number: 2015_231_AF5

Country: Austria

Leader: Austrocontrol

Description: 

Implement a new METSW as technical enabler for iSWIM and ACG AF5 MET Compliance Program, ensure compliance through continuous system upgrades to ensure functionality and required performance needs, evolutions will react on changes in developments and ensure fulfillment of new requirements.

Mil MTCD Advanced Controller Tools (FOURSIGHT) Ongoing

Project number: 2015_269_AF3

Country: United Kingdom

Leader: UK MOD

Description: 

Provide Flight Path Montioring (FPM), Trajectory Prediction (TP) and Medium Term Conflict Detection (MTCD) Tools within all UK Sovereign Airspace to the same geographic boundaries as UK Civil ATM En-Route Operations.

Modernization of IP based G/G Data Network in CCL - CaRT/iWAN-NG Completed

Project number: 2015_047_AF5

Country: Croatia

Leader: Croatia Control

Description: 

Redesign of existing national IP-based ground-ground data communications network to support SWIM and VoIP based voice communications, Validation of the design through Proof of Concept.

Modernization of IP based G/G Data Network in CCL - CaRT/iWAN-NG - Phase II. - Implementation Ongoing

Project number:  2016_044_AF5

Country: Croatia

Leader:  Croatia Control

Description:

The CaRT (Campus and Remote Tower)/iWAN-NG (integrated Wide Area Network - New Generation) project aims to upgrade existing national IP-based ground-ground data communications network in order to support information exchange (SWIM) according to new European standards on information exchange and services at Croatia Control. Additionally, it aims at enabling advanced QoS (Quality of Service) functionality to support Voice over Internet Protocol (VoIP) based voice communications. The scope of this IP is the second phase of the Implementation Project which is linked to IP 2015_047_AF5 currently implemented under CEF Call 2015 (Action 2015-EU-TM-0197-M). The second phase continues the implementation initiatives including supply and installation of a new national IP-based ground-ground data communications network in line with the detailed design recommendation from the first phase. The implementation phase comprises detailed validated system design for network, delivery of hardware and software, installation, set - up and integration and training of CCL personnel.

More efficient Flight Planning Ongoing

Project number: 2015_118_AF5

Country: Sweden

Leader: LFV

Description: 

Implementation of an integration platform within Sweden, allowing for more efficient flight planning,Ensuring the necessary technology is in place for LFV's transition to SWIM Services,Supporting the streamlining of LFV AIM function and the introduction of ADQ,Establishing the strategic ability to effectively utilize information in both operational and administrative systems

MPLS WAN Project Ongoing

Project number: #014AF5

Country: Belgium

Leader: Belgocontrol

Description: 

1) In the SESAR deployment context:
- EU 409/2013 on the definition of common projects, the establishment of governance and the identification of incentives supporting the implementation of the European Air Traffic Management Master Plan
- EU 716/2014 on the establishment of the Pilot Common Project supporting the implementation of the European Air Traffic Management Master Plan, making binding the implementation of six first ATM (Air Traffic Management) functionalities, constituting the first Common Project, referred to as the "Pilot Common Project". Among these 6 new ATM functionalities is the iSWIM (initial System Wide Information Management): ground-ground integration and aeronautical data management & sharing, which consists of a set of services that are delivered and consumed through an IP-based network by SWIM enabled systems, enabling significant benefits in terms of ANS (Air Navigation Service) productivity.
- “Preliminary Deployment Programme” published by the Deployment Manager, in the Fast -Track FT 5.1.1 IP-based G/G (Ground/Ground) data communications network

2) More specifically in the context of the Common Backbone Network Group (Germany, Belgium, Luxembourg and the Netherlands), the RAPNET (Regional Aeronautical Packetswitched NETwork) is used for inter-ANSP connections (ANSP’s (Air Navigation Service Provider): ANA, Belgocontrol; LVNL, MUAC, DFS). RAPNET is currently used by these ANSP’s to connect to the PENS (Pan-European Network System). The evolution of this inter-ANSP network is based on MPLS (MultiProtocol Label Switching) networking technology. This RAPNET upgrade project is currently on going and managed by DFS under the name ‘RAPNET NG’ (NG for New Generation). It is planned to be finished in 2016.
In order to remain interoperable with this RAPNET evolution, Belgocontrol also needs to implement a compatible networking infrastructure. This new networking infrastructure, that anyway is a prerequisite for possible direct future access to PENS, encompasses the MPLS WAN project.

3) The specific goals of MPLS WAN project are:
- to create a secure and performing IP-based Ground-Ground communication network (ref. Preliminary Deployment Programme FT 5.1.1). This network will be used by Belgocontrol for the transfer of both:
o operational data : Radar, Voice, Meteo, Aeronautical and Flight Information,…
o administrative data : LAN (applications) and Telephony,…
- to share the different Belgocontrol applications on the network with a sufficiently secure separation to guarantee the required data integrity;
- to implement an MPLS based Wide Area Network (WAN) that will replace the current (SDH (Synchronous Digital Hierarchy) based) based network.

National WAN Infrastructure - CANDI-IP preparation project Completed

Project number: #127AF5

Country: Denmark

Leader: Naviair

Description:

Ensure continuous availability of WAN data transport in EKDK FIR, Ensure logical and physical segregation of operationally critical data, Ensure that requirements on VoIP data transport are fulfilled, Ensure that rules and requirements on IPv6 data transport are fulfilled, Interface to PENS/NewPENS.

NAV Portugal - Implementation of a solution for eletronic Terrain and Obstacle Data management Ongoing

Project number: 2015_138_AF5 

Country: Portugal

Leader: NAV Portugal

Description: 

Implement a centralised solution for all eletronic terrain and obstacles data (eTOD)management in accordance with SWIM principles, Aeronautical Information exchange in compliance with the yellow SWIM TI Profile, Collection, exchange, management and distribution of the digital terrain (geoTIFF) and obstacles information (AIXM).

NAV Portugal - Initial ASM tool to support AFUA Ongoing

Project number: #122AF3

Country: Portugal

Leader: NAV Portugal

Description: 

Implement Advanced Flexible Use of Airspace with the LARA deployment.

NAV Portugal Interface to NMS AFP Ongoing

Project number: #123AF4

Country: Portugal

Leader: NAV Portugal

Description:  

The Lisbon FIR ATM system should automatically provide AFP message for: Missing flight plan, Change of route, Diversion, Change of flight rules or flight type, Change of requested cruising level, Change of aircraft type, Change of aircraft equipment. The APL and ACH messages sent by IFPS and AFP messages are automatically processed.

Network Collaborative Management Planned

Project number: 2017_054_AF4

Country: Belgium

Leader: Eurocontrol / NM

Description:

The main objective is for NM to finalise the implementation and deployment related to the PCP ATM Functionality Network Collaborative Management, and more particularly related to Families 4.2.2 Interactive Rolling NOP, 4.1.2 STAM Phase 2, 4.3.1 Target Time for ATFCM purposes and 4.4.2 Traffic Complexity Tools. It will continue deployment work carried out by CEF 2015 IPs (i.e. 2015_105_AF4, 2015_110_AF4, 2015_114_AF4, 2015_115_AF4) to enable full deployment of these Families by NM.

This deployment will be performed through the deployment of NM releases 25 and 25.5 while the CEF 2015 projects will stop with NM System release 24.5.

The time overlap between the CEF 2015 IPs and this IP is due to the fact that identification of operational requirements / detailed specifications related to the release 25 shall start quite before release 24.5 has been deployed.

Specific objectives:

The IP specifically aims to:
(Task 2):
- achieve the deployment of interfaces related to the latest developments concerning PCP AF4 (Task 03, 04) for NM onto the technical platform in support of the Collaborative NOP (i.e. n-CONECT)
- finalise the migration of any other applications / interfaces due to be available on n-CONECT by end of 2021 (as target date for PCP / AF4 / Interactive Rolling NOP), i.e.
• FLIGHT (former Collaboration Interface for Aircraft Operator (CIAO) and existing NOP FLIGHT related applications – Safety Assessment of Foreign Aircraft (SAFA), Integrated Initial Flight Plan Processing System (IFPS) Validation System (IFPUV), Call Sign Similarity Tool (CSST), Airborne position Report (AIREP), etc.)
• Remnants of the NOP Portal (European Crisis Visualisation Interactive Tool for ATFCM (EVITA) and other bits)


(Task 3):
- implement any upgrade to the NM Systems as regards the STAM multi-actors coordination in the context of local implementations interfacing with NM Systems in the period 2020 - 2021.
It is expected that improvement needs will derive either from further SESAR validation in late 2019 or from initial operations on this matter (i.e. when NM systems releases allowing some initial STAM multi-actors coordination are made available through CEF 2015 IP 2015_110_AF4), These improvements will not be considered as part of NM System releases relevant to CEF 2015 IP 2015_110_AF4 (until release 24.5) but as part of those relevant to this IP (releases 25 & 25.5).

(Task 4):
- implement any upgrade to the NM Systems as regards Network impact assessment (NM ""what-if"" facilities and interfacing with local tools) and Traffic complexity indicators available to FMPs that do not have local complexity management tools (upgrades will be available via the technical platform developed in Task 02).

(Task 5):
- implement any upgrade to the NM Systems as regards the Target Time for ATFCM. Adaptations may be required in support of the wider roll-out of local implementations, both as regards airports and en-route ATC, with the transmission of local TTA/TTO meeting specific local requirements to NM.
As specified in the DP2017, NM will be then in charge of assessing the network impact leading eventually to coordination with the originator, and of transmission of CTOT and TTA/TTO to the concerned flight. This process will be limited to the planning phase and transmission of CTOT and updated CTOT as per standard processes.

Expected Results:
The expected results will be the availability of NM System (version 25.5) and related n-CONECT platform allowing NM to operate the PCP Network Collaborative Management processes related to coordination of Short-term ATFCM measures, Network Impact Assessment and support to traffic complexity assessment, target time operation in cooperation through standardised exchanges with external stakeholders.
n-CONECT Interfaces will be available to operational stakeholders (mainly ANSPs) for deployment in their operational environment and emulating the related Network Collaborative Management processes.

Performance Benefits:
The main benefit will be an improved efficiency for Airspace Users’ operations, particularly a reduction of ATFM En-route delay due to an improved capacity utilisation and improved traffic predictability.
From past CBAs, it is fully recognised that AF4 projects are delivering +33% of benefits compared to the PCP CBA ( some 670 Millions €) at a cost not higher than the PCP CBA (so far only 20% of costs initially planned were expended).
Network Collaborative Management projects contribute to one quarter of these benefits. At a first estimation, based on previous CBAs, this additional project is expected to deliver at least € 20 Millions of undiscounted benefits.
All these benefits provided that all PCP stakeholders deploy PCP as mandate in PCP regulation."

Network Support to extended Arrival Management Ongoing

Project number: 2015_101_AF1 

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Support the network coordination of extended AMAN functions and provide, as appropriate, the network view on extended AMAN measures,Continue upgrading NM systems to cope with extended AMAN requirements,Introduce in the network view and the collaborative NOP, the information managed and shared with NM system by local extended AMAN systems ( from airports / ANSP’s where available)

NewPENS Stakeholders contribution for the procurement and deployment of NewPENS Ongoing

Project number:  2016_129_AF5

Country: Belgium

Leader:  Eurocontrol/ NM

Description:

This Implementation Project (IP) is a complementary part of the Implementation Projects 2015_174_AF5_A (2015-EU-TM-0196-M) and 2015_174_AF5_B (2015-EU-TM-0197-M) all of them being part of the NewPENS (Pan European Network Services) project.

The Implementation Project aims at supporting the efforts of 1 member (PANSA) and (EUROCONTROL) which is essential to ensure a service without a gap in the North European region and to secure the full necessary management resources required to manage such a complex NewPENS deployment. The project will be deployed in cooperation with Air Navigation Services providers (ANSPs), Airports, Airlines, MET Providers and Military.

The project will procure and deploy the NewPENS network, an IP (Internet Protocol) services based Ground-Ground network that will replace the current PENS to support all SWIM (System Wide Information Management) Information Exchanges, the IOP Flight Object and other Information Exchanges to become the unique international ATM (Air Traffic Management) network in the ICAO EUR/NAT Region.

This project will ensure the availability of NewPENS and the migration from the current users’ position to NewPENS before the current PENS contract terminates. A Common Procurement Agreement (CPA) was developed and signed on 19 September 2016 by 35 signatories (ANS CR, NAV Portugal, Avinor, CroControl, DFS, Naviar, Bhansa, LFV, ENAIRE, ANS Finland, Hungarocontrol, Romatsa, LVNL, NATS, Austrocontrol, Bulatsa, DSNA, M-NAV, LPS SR, š. p., Belgocontrol, ANA, PANSA, SMATSA, DCA, SkyGuide, EANS, Ministry of Defence – RNLAF (the Netherlands), ENAV, LGS, Albacontrol, Uksatse, MALTATS, IAA, ISAVIA and EUROCONTROL).

All NewPENS project partners establish the specifications for the NewPENS Call for Tenders. The procurement procedure will be in line with the applicable procurement law and sound financial management principles. The partners will be evaluating the bids and selecting the NewPENS Service Provider. Once the Contract will be signed, the network will be set up and accepted to the point where the network is ready to connect to the Users participating to the Contract; this includes the transition of the current Users’ positions to NewPENS. As of now, the main stakeholders or actors include ANSPs, airports and EUROCONTROL.

Discussions on the inclusion of additional stakeholders are on-going, including also other categories of stakeholders (e.g. Airports, Airspace Users, Meteorology (MET) organisations, Military). In this view, a specific Work Package is included in the WBS (Work Breakdown Structure) for supporting consultation mechanisms with prospective stakeholders to include Partners at a later stage.

Discussions with NewPENS signatories that are not part of 2015_174_AF5_A and 2015_174_AF5_B are expected to result in additional implementing partners in the final versions of the IP. However, under this Action only costs incurred by PANSA and Eurocontrol/Network Manager are eligible.

NewPENS Stakeholders contribution for the procurement and deployment of NewPENS - Part A: General Call Ongoing

Project number: 2015_174_AF5_A

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Deploy an Internet Protocol (version 6 and version 4) Network Service necessary to support the SWIM Exchanges. Deploy within the ICAO EUR/NAT Region a unique Pan European Network Service to support the information exchange needs of all ATM stakeholders, ANSPs (almost users of PENS1) but also Airports, Airspace Users, MET Providers and Military. Replace PENS1 terminating in June 2018.

NewPENS Stakeholders contribution for the procurement and deployment of NewPENS - Part B: Cohesion Call Ongoing

Project number: 2015_174_AF5_B

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Deploy an Internet Protocol (version 6 and version 4) Network Service necessary to support the SWIM Exchanges.,Deploy within the ICAO EUR/NAT Region a unique Pan European Network Service to support the information exchange needs of all ATM stakeholders, ANSPs (almost users of PENS1) but also Airports, Airspace Users, MET Providers and Military. Replace PENS1 terminating in June 2018.

NM DCT/FRA Implementation and support Completed

Project number: #081AF3

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Ensure and co-ordinate the gradual implementation, in a harmonised way, of Free Route Airspace, including DCT based, throughout the European airspace, Adapt NM systems to cope with Free route developments.

NM system management of real time airspace data Ongoing

Project number:  2016_133_AF3

Country: Belgium                                              

Leader:  Eurocontrol/ NM

Description:

This Implementation Project (IP) ensures the distribution of real time data between Air Navigation Service Providers (ANSPs)/Military and Network Manager (NM)/Aircraft Operators (AO)/Computer Flight Plan Software Providers (CFSPs), including exchange of real time airspace data, flight plan (FPL) proposals. It also addresses the coordination with involved stakeholders, and notification to airspace users. The implementation will make best use of the SESAR (Single European Sky ATM Research) Verification Plan (VP) 710 report.

The implementation refers to the capability of NM system to receive and distribute automatically real-time airspace data provided by ANSPs/Military/Airspace Management Cells (AMCs). NM System upgrades and their deployment are necessary for other stakeholders to perform their own deployment related to the concerned or related families. Implementation with respective CFSPs (Swiss/SABRE) is found in project 2015_107_AF3. The project is fully aligned with Pilot Common Project (PCP)-AF3.1 concerning the possibility to manage airspace reservations more flexibly in response to airspace users' requirements and the NM system upgrades to respond to changing demands for airspace through a cooperative decision-making process between all involved operational stakeholders.

It builds on CEF Transport 2014 IP (#080AF3, 2014-EU-TM-0136-M) which addresses only the pre-requisites for real time airspace data (new AUP template) but not the system and procedural changes for the management of real time airspace data. The Implementation Project is fully aligned with the Deployment Programme (DP) 2016 and it addresses the NM system and procedural changes pertinent to real time exchanges of Airspace Management (ASM) data (real time Airspace Reservation (ARES) status) and full sharing of real time airspace status updates.

This IP is a key contributor to the following Strategic Objectives (SO) listed in the Network Strategy Plan (NSP) as: SO 3/2 Implement Advanced Flexible Use of Airspace SO 3/3 Implement appropriate cross-border airspace structures, enabling a flexible use of airspace. Network Evolutions Roadmap contained in Network Operations Plan (NOP) 2015 addresses the components of this project.

NM Systems upgrades in support of DCTs and FRA Ongoing

Project number: 2015_107_AF3

Country: Belgium

Leader: Eurocontrol/ NM

Description:

Adapt NM systems in line with FRA requirements contained in DP 2015 family 3.2.1 ,Implementation and Usage of Free Route Airspace in Flight Planning system

NM Systems upgrades in support of FRA Ongoing

Project number: 2017_055_AF3

Country: Belgium

Leader: Eurocontrol / NM

Description:

The main objective of the Implementing Project is to continue work performed by NM in IP #81AF3 (Action 2014-EU-TM-0136-M) and 2015_107_AF3 (Action 2015-EU-TM-0196-M) that consist of NM responsibilities towards ensuring FRA (Free Route Airspace) implementation across ECAC (European Civil Aviation Conference) as described in PCP Sub-AF 3.2 Free Route.
This Implementing Project is a key contributor to the following Strategic Objectives (SO) listed in the Network Strategy Plan (NSP) as: SO 3/1 (Deploy full free route airspace throughout the European ATM network, to the maximum extent possible) and SO 3/4 (Coordinate the development and implementation of airspace design and airspace management improvements to achieve the flight efficiency targets and ensure appropriate network connectivity and coordination).
This will lead to achieving the Network Strategic Plan (NSP) and PCP objective to implement full FRA cross border implementation in areas where all conditions are met.


Specific objectives:
This IP specifically aims to
• continue and and finalise the implementation / deployment of NM Systems upgrades related to Family 3.2.1 - Upgrade of ATM systems (NM, ANSPs, AUs) to support Free Routing Airspace (FRA). This objective concerns Task 2, particularly continuing the work performed in CEF 2015 project 2015_107_AF3 that will stop by the end of 2020 with NM system release 24.5. Task 2 will cover release 25 and 25.5 -with identification of implementation items for release 25 / 25.5 expected in March 2020-.
• facilitate ANSPs' FRA deployment in supporting the harmonisation and adaptation of FRA enablers as needed by implementing ANSPs (e.g. operational procedures, airspace design...). This objective concerns Task 3 particularly continuing and extending the work performed in CEF 2014 project #81AF3 which was completed in June 2017.

Expected Results:
- Evolutions and fine tuning of NM systems are implemented and deployed to accommodate cross-border FRA implementation across ECAC (European Civil Aviation Conference) at a final stage through deployement NM System releases 25 and 25.5.
In particular, expected improvements concern Cross border related implementation, e.g.:
- Flight Plan Border Checking Improvement
- Traffic Volume (TV) / Regulation Service (RS) Merge
- Cross border AUA time-dependent sectorisation.

NM is expected to facilitate ANSPs' FRA deployment with supporting the harmonisation and adaptation of different FRA enablers as needed by implementing ANSPs, e.g.:
•operational procedures;
•AIS publication;
•Checklists of Free Route Airspace Implementation Actions, as described in the NOP/ERNIP;
•Airspace design, ASM / ATFCM related processes.


Performance Benefits:
From historical trends since 2008 and improvements as measured with flight efficiency KPI, the yearly Nautical Miles saving expected by the progressive AF3 implementation is at least four Millions Nautical Miles. NM simulations have allocated those benefits to each AF3 project and Nautical Mile savings have been monetised according to standard parameters derived from post operation data. Approximately € 20 millions of undiscounted benefits can be attributed to this project."

PATRUS (Secured real time gateway) for data exchange between civil and military systems Ongoing

Project number: 2015_249_AF5

Country: France

Leader: French MOD

Description: 

Allow interoperability between military controls centers, civilian centers and SWIM,implement a secured gateway between from civilian centers to military control centers ,study for a bidirectionnal secured gateway.

 

PATRUS niveau 2 - Gateway Updgrade for 4Flight compliance Ongoing

Project number: 2017_080_AF5

Country: France

Leader: French MOD

Description:

Upgrading the French PATRUS (Passerelle Temps-Reel Multi Niveaux) gateway (network) will allow interoperability with the French DSNA system 4flight and will provide more performance to the EU network. This Implementing Project will finally allow the migration to IP protocol and pave the way the SWIM deployment.

This Implementing Project is essential to enabling the exchange of surveillance and control data between civil ATC system and military AD (Air Defence) system. The work will allow an initial one-way capability of data reception for the correct data processing by the AD FDPS, IP-capable and interoperable with the new ATC civil system.

2017_080_AF5, this IP, is a project adjacent to the PATRUS Gateway project (IP 2015_249_AF5, Action 2015-EU-TM-0196-M). This second part (PATRUS2) completes the Gateway requirements identified by the French Ministry of Defence for the complete and successful interoperability of the civil and military ATC systems. 2015_247_AF3 is about the implementation of the ATC Military system 4-flight, 2015_249_AF5 is the actual implementation of the Gateway, whereas this IP deals with the interfaces between the Civil and Military 4-Flight, bearing in mind the stepped approach during 2 years that will be followed in the implementation of Civil 4-flight. 2015_249_AF5 and 2017_080_AF5 are different contracts with the French Ministry of Defence.

The execution of this Implementing Project is necessary for the French Air Defence firstly, in order to be interoperable with French civil ATC and the functional evolutions brought by the deployment of 4flight for DSNA. Secondly, to prepare the infrastructure for the use of SWIM by the AD systems so, in order to maintain interoperability from the outset of 4Flight implementation plan (including test phases) military must deploy a solution enabling the interoperability between the civil and military control systems. 4Flight only way of data exchange is under IP protocol while the military CRC (Control and Reporting Centres) systems handle these flows only under X25 protocol. PATRUS2 will enable the mapping and conversion of protocol of 4Flight flows for the benefit of the CRC systems before arrival of PATRUS (IP compliant) and also adaptation of PATRUS itself for the new need (4Flight data treatment).

Specific objectives:
This IP specifically aims to
• Adapt full interoperability of French civil and military control centres on IP_based protocol and prepare the baseline of the SWIM deployment;
• Enhance full interoperability of French military control centres and foreign civil control centres based on the new ATC civil systems to be put in service;
• Enhance ground/ground automated process coordination between civil and military control centres;
• Allow exchange of new data supported by an IP_based network between military and civil paving the way to the SWIM deployment.

Expected Results:
The final result of this Implementing project is the deployment of the new solution allowing the interoperability between civil and military ATC systems, in particular:
• the 4Flight gateway for transition phase to PATRUS on the gateway sites is deployed;
• PATRUS to 4Flight is updated;
• the 4Flight evolution for PATRUS is deployed and validated on the test platform.

Performance Benefits:
Such an improved cooperation will lead to less fuel consumption and less CO² emissions. Second, saving expenditures for dedicated Military ANS system will lead to save public money.
The operational burden on ATCO shoulders will diminish, which should create indirect capacity improvement. Such a capacity improvement would then benefit at FABEC Level, i.e. positive impact on FABEC Performance Plan.

Performance Based Navigation (PBN) implementation in Vienna (LOWW) Completed

Project number: #007AF1

Country: Austria

Leader: Austrocontrol

Description: 

RNP AR Procedures to Runway 16 LOWW for noise abatement purposes implemented, Feasibility study for open PBN transitions to final approach conducted, Night SIDs on PBN basis implemented, One LPV (SBAS) approach in LOWW implemented.

PILOT PLATFORM for access services to OPMET (worldwide/ECAC) data (METAR, TAF, SIGMET) in WXXM format Completed

Project number: #134AF5

Country: Romania

Leader: Romatsa

Description:  

Upgrade Meteo service to provide reliable actual and forecast ICAO OPMET data in Weather Exchange Model (WXXM) format, wherever required across the ATM network. Development and implementation of a high availability hardware and software solution with distributed database and web services capable to providing access to MET information using WXXM and compliant with the iSWIM data formats. The pilot platform solution will be based on COTS (Commercial Off The Shelf) hardware and open source software (operating system, database, web application server). Demonstration and verification of the iSWIM implementation for MET information, using the standards and specifications defined in AF5 regarding the implementation of the new MET data model (FT5.4.1) for meteorological information exchange (S-AF5.4) and the information and exchange models and schemes of ICAO (IWXXM) and the EUROCONTROL/FAA (WXCM-WXXM-WXXS).
The implementation covers the standard MET products for the worldwide/ECAC civil airports: METAR, TAF and SIGMET.

PKI and Cybersecurity Ongoing

Project number: 2017_026_AF5

Country: Denmark

Leader: Copenhagen Airport

Description:

Overiew:
The main objective of the Implementing Project is to establish the CPH part of an European PKI, that is secure, easy to administer and fully compliant with relevant legislation and to implement a certified ‘Information Security Management System (ISMS)’ based on ISO27001.

The threats in cyberspace are ever increasing in both diversity and numbers requiring defences to be increased. To make sure that CPH is having a holistic view of cybersecurity at the airport a relevant framework has to been introduced. In a European context the ISO 27001 standard is a widely recognised framework for gaining an overview of all things that needs to be considered regarding cybersecurity.
The communication in EATMN is going to increase over the coming years significantly in order to meet the objective of much higher performance of the EATMN. The communication needs to be secured, such that all information is trustworthy and comes from a reliable partner in the network. A proper PKI-implementation ensures that the administration of certificates will not turn into hazards of its own. Since certificate-chains and trusts are only as strong as the weakest link, a good strong foundation is needed in CPH.

Specific objectives:
The IP specifically aims to build a security management system based on ISO 27001 for the aeronautical part of the airport, and perform all the necessary tasks to achieve an appropriate level of maturity. The IP also specifically aims to ensure that all internal communication is protected by certificates that are issued by CPH. External interfaces will use certificates that are signed by an external CA (Certificate Authority), preferably a central EATMN PKI CA.

Expected Results:
- CPH is prepared to handle the increasing risks relating to cybersecurity.
- Security management system is implemented and provides the overall framework.
- CPH’s infrastructure’s resilience towards cyberattacks is enhanced.

Performance Benefits:
The main benefit is lower risk of outage of the services the airport is providing to the European ATM network. In addition, this project is necessary in order to meet the requirements as listed in the SWIM specifications.
It is estimated that the benefit will decrease the risk of outage by 25% and improve the services availability by 50% due to pre-certified certificates.

Portugalia E195 - Deployment of ATN B1 capability Ongoing

Project number: 2017_083_AF6_GND

Country: Portugal

Leader: PGA - Portugália Airlines

Description:

The Implementing Project (IP) fully deploys ATN B1 capability on Portugália E195 fleet. Considering the deployment approach of family 6.1.4, as specified in the Deployment Program (DP), the steps to be considered are described below.

The upgrade of the remaining Portugália fleet (4 E195 aircraft) is covered by IP 2016_061_AF6 (2016-EU-TM-0117-M).

Specific objectives:
The Implementing Project specifically aims to upgrade four E195 that are part of Portugália Airlines fleet for Datalink Services capability.

Expected Results:
Portugália fleet is fully equipped with ATN B1 capability .
Regular operations using datalink services, as specified in the DLS IR can start.

Performance Benefits:
The following performance benefits are expected, among others:
• Fewer loss of communication events;
• Decrease in communication errors;
• Reduction in the communication workload;
• Estimation that datalink services can reduce total controller workload by up to 29%.


PREVIOUS PROJECT DESCRIPTION FOR INFORMATION PURPOSES ONLY
General Context:

The proposed Implementation Project (IP) fully deploys ATN B1 capability on Portugália E195 fleet. Considering the deployment approach of family 6.1.4, as specified in the Deployment Program (DP), the steps to be considered are described below as per published Smart Paper structure.

Concerning Fleet numbers, project shall be embodied on four E195 aircraft which represents an investment of ~550k EUR. Globally speaking, considering Portugália Airlines share on project re. 2016-061-AF6, total investment represents ~3.0M EUR.

Specific Objectives:

The Implementation Project aims to upgrade all four E195 that are part of Portugália Airlines fleet for Datalink Services capability.

Tasks:

Present IP contains the following tasks to modify ERJ 195 fleet to comply with Datalink
Project mandate:

• Project Management;
• Aircraft modification process consisting in hardware and software changes through
maintenance intervention. Modifications planned are also under ELSA’s “Best-in-Class” definition for software and hardware. This step is in line with previously DLS project ref. 2016-061-AF6;
• Elaboration and approval process of operational procedures and training packages. This step is in line with previously DLS project ref. 2016-061-AF6;
• Flight Crew training. This step is in line with previously DLS project ref. 2016-061-AF6;

Expected Results:

The IP culminates with the start of regular operations using Datalink Services by Portugália Airlines, as specified in the DLS IR.

Performance Benefits:

These benefits are more detailed on Performance Grid section. However, generally, the following performance benefits are expected, among others:

• Fewer loss of communication events;
• Decrease in communication errors;
• Reduction in the communication workload;
• Estimation that datalink services can reduce total controller workload by up to 29%"

Portugalia E195 - Deployment of ATN B1 capability Ongoing

Project number: 2017_083_AF6_AIR

Country: Portugal

Leader: PGA - Portugália Airlines

Description:

The Implementing Project (IP) fully deploys ATN B1 capability on Portugália E195 fleet. Considering the deployment approach of family 6.1.4, as specified in the Deployment Program (DP), the steps to be considered are described below.

The upgrade of the remaining Portugalia fleet (four 4 E195 aircraft) is covered by IP 2016_061_AF6 (2016-EU-TM-0117-M).

Specific objectives:
The Implementing Project specifically aims to upgrade four E195 that are part of Portugália Airlines fleet for Datalink Services capability.

Expected Results:
Portugalia fleet is fully equipped with ATN B1 capability .
Regular operations using datalink services, as specified in the DLS IR can start.

Performance Benefits:
The following performance benefits are expected, among others:
• Fewer loss of communication events;
• Decrease in communication errors;
• Reduction in the communication workload;
• Estimation that datalink services can reduce total controller workload by up to 29%.


PREVIOUS PROJECT DESCRIPTION FOR INFORMATION PURPOSES ONLY

General Context:

The proposed Implementation Project (IP) fully deploys ATN B1 capability on Portugália E195 fleet. Considering the deployment approach of family 6.1.4, as specified in the Deployment Program (DP), the steps to be considered are described below as per published Smart Paper structure.

Concerning Fleet numbers, project shall be embodied on four E195 aircraft which represents an investment of ~550k EUR. Globally speaking, considering Portugália Airlines share on project re. 2016-061-AF6, total investment represents ~3.0M EUR.

Specific Objectives:

The Implementation Project aims to upgrade all four E195 that are part of Portugália Airlines fleet for Datalink Services capability.

Tasks:

Present IP contains the following tasks to modify ERJ 195 fleet to comply with Datalink
Project mandate:

• Project Management;
• Aircraft modification process consisting in hardware and software changes through
maintenance intervention. Modifications planned are also under ELSA’s “Best-in-Class” definition for software and hardware. This step is in line with previously DLS project ref. 2016-061-AF6;
• Elaboration and approval process of operational procedures and training packages. This step is in line with previously DLS project ref. 2016-061-AF6;
• Flight Crew training. This step is in line with previously DLS project ref. 2016-061-AF6;

Expected Results:

The IP culminates with the start of regular operations using Datalink Services by Portugália Airlines, as specified in the DLS IR.

Performance Benefits:

These benefits are more detailed on Performance Grid section. However, generally, the following performance benefits are expected, among others:

• Fewer loss of communication events;
• Decrease in communication errors;
• Reduction in the communication workload;
• Estimation that datalink services can reduce total controller workload by up to 29%"

Preparation for AOP Completed

Project number: #099AF2

Country: United Kingdom

Leader: London Heathrow Airport

Description:

Airfield Flow Management, Demand Capacity Balancing.

Preparation for SMAN Completed

Project number: #100AF2

Country: United Kingdom

Leader: London Heathrow Airport

Description: 

 Concept of Operation has been developed to clarify the AGL and field infrastructure component design and architecture requirements for an integrated ASMGCS level 4/5 Surface manager (SMAN).

 A holistic Options analysis and  selection process is being undertaken to assess the functional and safety integrity requirement of the Ground Movement Control System as a system design that is fully congruent and potentially pre-integrated with the ASMGSC4/5 Surface Manager.

 Primary Cable specification, distribution and operational architecture is being surveyed to scope design and installation of an airfield-wide GMCS primary cabling matrix to allow floating separation and necessary system integrity for automatic/.semi-automatic operation.

 Existing AGL system architecture is undergoing resilience and communication architecture modification to allow for validation testing of floating separation and seamless operational transition to the new GMCS/SMAN function.

Procurement and Deployment of PCP Air Traffic Control System iCAS at DFS Munich and Bremen and LVNL Amsterdam Ongoing

Project number:  2017_031_AF3

Country: Germany

Leader:  DFS

Description:

The iCAS programme objective is to procure and deploy a state-of-the-art, harmonised and interoperable air traffic control system which will be rolled out at all DFS and LVNL control centres. iCAS is a significant functional evolution to the current DFS ATS systems P1/ATCAS and P1/VAFORIT and the LVNL ATS system AAA. iCAS features a 4D-trajectory and is designed to provide ATC services within the entire airspace of Germany and the Netherlands including all lower and upper control centre sectors (except in airspace controlled by EUROCONTROL Maastricht UAC). iCAS will be used as a fully integrated civil / military ATS system, thus enabling a more ""advanced and flexible use of the airspace"" (A-FUA) for both civil and military purposes. In addition, iCAS will be used to control and safely guide more than three million flights carrying over 450 million passengers flying through European core airspace per year. The key iCAS components Flight Data Processor, Controller Working Position and Middleware are developed in the iTEC Collaboration together with a total of 7 ANSPs thus enabling a cost efficient procurement as well as ensuring an interoperable system in line with the strategic goals of the Single European Sky (EU No. 552/2004 and EU No. 1070/2009). iCAS will enable the introduction of future operational concepts which are based on 4D-trajectory information and which aim to move from today’s tactical ATM operations towards increasingly strategic ATM operations.
iCAS procurement and deployment is planned in an iterative 2-step approach called iCAS Phase I (iCAS-I) and iCAS Phase II (iCAS-II).
iCAS-I: Deployment of iCAS at Karlsruhe Control Center
Successful deployment at the DFS' Control Center Karlsruhe is achieved already (funded under Action 2015-EU-TM-0196-M, IP 2015_190_AF3). The roll out planning of iCAS-II at Karlsruhe is part of this Action.
iCAS-II adds all necessary functions to the iCAS-I system to support ATC services in lower en-route and Terminal Manoeuvring Area (TMA) and to enable the transition between free route airspace and low en-route and terminal airspace operations including the integration with their associated TMAs and Extended Arrival Management systems. iCAS will be connected to the major hub airports of Berlin International Airport, Amsterdam-Schiphol Airport, Munich International Airport, Frankfurt International Airport and Düsseldorf International Airport.
iCAS is an important contribution to DFS' and LVNL's ability to achieve the implementation of numerous Families of the Deployment Programme of the SESAR Deployment Manager. Given the number of control centres and their associated airspace within core / central Europe involved, iCAS is understood as a major deployment and contributing project to the European implementation of EU Implementing Regulation 716/2014.The key iCAS components Flight Data Processor, Controller Working Position and Middleware will be deployed into all ACCs of the iTEC ANSPs AVINOR, DFS, ENAIRE, LVNL, NATS, ORO Navigacia and PANSA making a total of 14 control centers with their associated airspace.
iCAS System procurement and Deployment is currently executed by two DFS/LVNL projects that are already part of the SESAR Deployment Programme:
1) The “System Procurement for Deployment of PCP Air Traffic Control System iCAS at DFS and LVNL” (project designator: 2016_026_AF3).
2) The “Deployment of Air Traffic Control System iCAS: Implementation of ATM PCP Functionalities at LVNL and DFS” (project designator: 2015_190_AF3).
These two projects cover iCAS activities until the end of 2020. The current new project will complement these projects by covering iCAS deployment activities up from 2021 without any duplication. There is also no duplication with the DFS Free Route project 2015_189_AF3 because the scope of that project is a deployment of free route airspace structures and free route operational procedures independent from the iCAS programme.

Specific objectives:
This IP specifically aims to achieve the complete deployment of the iCAS-II system at the Amsterdam, Bremen and Munich Control Centres by executing all necessary activities during the years 2021-2023. All 3 Control Centres are scheduled to start operational service based on iCAS-II before the PCP mandated date of 1st. January 2022. All activities after that mandated date are needed to complete the deployment process by decommissioning the old ATC systems. The project also includes the planning for rolling out iCAS-II at the DFS control centre Karlsruhe.
Note: The operational transition towards iCAS based operations is different for DFS and LVNL. Main difference is that LVNL ATCOs work already today without paper strips or electronic strips. One consequence from this is that the LVNL ATCOs require less iCAS training than the DFS ATCOs.

Expected Results:
Main achievement of this project will be to enter into iCAS operational service in the control centres of Amsterdam and Bremen. iCAS-I and iCAS-II achieve a synchronised implementation of the following families from the SESAR Deployment Programme above and below FL310:
1) 3.2.1 ATM systems (NM, ANSPs, AUs) are upgraded to support Direct Routings (DCTs) and Free Route Airspace;
2) 3.1.2 ASM Management of Real Time Airspace Data is implemented;
3) 3.1.4 Management of Dynamic Airspace Configuration is implemented;
4) 3.2.3 Published Direct Routings are implemented;
5) 3.2.4 Free Route is implemented;
6) 1.1.2 AMAN is upgraded to include Extended Horizon function;
7) 1.2.3 RNP1 Operations are implemented in high density TMAs (ground capabilities);
8) 1.2.5 RNP routes connecting Free Route Airspace (FRA) with TMA are implemented;
9) 4.2.3 Interface ATM Systems to NM Systems are implemented;
10) 4.4.2 Traffic Complexity Tools are implemented.

Note: In order to keep the deadline for Family 3.2.1, all 3 Control Centres are scheduled to start operational service based on iCAS-II before 1st January 2022. All activities after that mandated date are needed to complete the deployment process by decommissioning the old ATC systems.

Performance Benefits:
iCAS will have a positive impact on several Key Performance Areas as follows:
• Safety: Advanced conflict management tools will increase situational awareness of potential conflicts.
• Capacity: iCAS will enable free route operational concepts providing more flexibility for management and execution of FABEC (Functional Airspace Block Europe Central) air traffic.
• Cost Effectiveness: Common iTEC development of Key iCAS components will improve cost efficiency.
• Flexibility: Advanced tools that are based on 4D-trajectories will achieve better system performance providing options to handle traffic more pro-actively.
• Productivity: Increased system support and advanced tools will free the ATCOs from routine tasks providing gains in productivity.
• Flight Efficiency: The above performance benefits will enable improve flight efficiency regarding time and fuel consumption.
In the long run, the implementation of iCAS-III version (not part of this Action) will add functionalities from PCP AF5 and AF6 to enable the use of iSWIM and initial 4D trajectory services in operational service. iCAS-III will build on iCAS-II which makes iCAS-II a critical enabler for PCP AF5 and AF6 deployments. Specifically iCAS-III will in addition deploy the following Families of the DP 2017:
1) 2.3.1 Time Based Separation;
2) 5.1.2 Future PENS;
3) 5.3.1 Upgrade/Implement Aeronautical Information Exchange System / Service;
4) 5.4.1 Upgrade/Implement Meteorological Information Exchange System / Service;
5) 5.5.1 Upgrade/Implement Cooperative Network Information Exchange System / Service;
6) 5.6.1 Upgrade/Implement Flights Information Exchange System/Service supported by
Yellow Profile;
7) 6.1.1 ATN (Aeronautical Telecommunication Network) B1 based services in ATSP domain."

Procurement of new DPS/ATM and VCRS systems to support DCTs and FRA Ongoing

Project number: 2015_029_AF3

Country: Greece

Leader: HCAA

Description: 

New DPS/ATM system,New VCRS System,Sectors adaptation to accommodate the changes in traffic flows where needed

Provision of EFPL data and initial FF-ICE/ 1 readiness Ongoing

Project number:  2016_100_AF4

Country: Germany

Leader:  Deutsche Lufthansa

Description:

This Implementation Project aims to deploy the Extended Flight Plan (EFPL) at Lufthansa Group Airlines and Air France. It is fully consistent with the Deployment Programme (DP) 2016 Collaborative Network Operations Plan (NOP) in family 4.2.3 (Interface Air Traffic Management (ATM) Systems to Network Management (NM) Systems). EFPL is considered by Pilot Common Project (PCP) Implementing Regulation (IR) 716/2014 as an enabler for trajectory accuracy to support traffic complexity assessment. The deployment and adaptation of the operational procedures used by the respective Lufthansa Group Airlines and Air France is done in accordance with collaborative flight planning procedures defined by EUROCONTROL/Network Manager (NM), with focus on the exchange of 4D trajectories (EFPL (NM)/eFPL (FF/ICE - Flight and Flow Information for a Collaborative Environment).

This includes the update of systems and procedures with regard to the provision and handling of a 4D light plan as well as the consideration of 4D flight plan replies (NM trajectory and any reject reason). This project requires the provision of technical services and related procedures from NM site.

RAPNET NG Completed

Project number: 2015_192_AF5

Country: Germany

Leader: DFS

Description: 

Deploy up to four so called Families as laid down by the SESAR Deployment Manager within the Deployment Programme 2015 on the basis of implementing the Pilot-Common-Project Regulation EU No. 716/2014. By this, deploying internet protocol compliant infrastructure for exchange of information as an interoperable baseline / prerequisite for the future deployment of SWIM functionalities and ATM system information exchange all the while ensuring further conformity to EU No. 633/2007. RAPNET NG will provide a common WAN infrastructure for all DFS sites to ensure future IP communications compliance with external stakeholders. This fulfills the provision of stakeholder SWIM Infrastructure components as required in AF 5.2.1. DFS external partners like Airlines, Airports, Military and MET will be connected to RAPNET NG utilizing gateways to the RAPNET NG infrastructure (PENS or
billateral connections). RAPNET NG will ensure cost efficiency of SWIM deployment by replacement of the current Ericsson PPX based Multiservice WAN Infrastructure at all DFS sites by an MPLS based WAN infrastructure.

RNP 1.0, RNP 0.3 & SBAS FOR E3A AWACS FOR CEF ELIGIBLE NATIONS AND THIRD PARTY - AIR Ongoing

Project number: 2015_253_AF1_A_AIR

Country: The Netherlands

Leader: NAPMA

Description: 

Production and Retrofit Phase for the fleet (13 aircraft), Update of Flight Training device and Full Flight Simulator for RNP functionalities, NE-3A Air Crew RNP Training.

RNP 1.0, RNP 0.3 & SBAS FOR E3A AWACS FOR CEF ELIGIBLE NATIONS AND THIRD PARTY - GND Completed

Project number: 2015_253_AF1_A_GND

Country: The Netherlands

Leader: NAPMA

Description:

Production and Retrofit Phase for the fleet (13 aircraft), Update of Flight Training device and Full Flight Simulator for RNP functionalities, NE-3A Air Crew RNP Training.

RNP 1.0, RNP 0.3 & SBAS FOR E3A AWACS FOR COHESION ELIGIBLE STATES Ongoing

Project number: 2015_253_AF1_B

Country: The Netherlands

Leader: NAPMA

Description: 

Production and Retrofit Phase for the fleet (13 aircraft), Update of Flight Training device and Full Flight Simulator for RNP functionalities, Aircrew RNP Training.

RNP APCH Implementation in Madrid and Barcelona Ongoing

Project number: 2015_215_AF1

Country: Spain

Leader: ENAIRE 

Description: 

The main objective of this project is to improve the precision of the approach trajectories and to develop and implement fuel efficient and environmental friendly procedures for approach in these high density TMA airports. The new RNP APCH procedures will help increase the accessibility by means of RNP APCH to LPV minima procedures (using SBAS), in combination with LNAV and LNAV/VNAV minima for those operators not equipped with SBAS technology. These procedures will make operations at this site more efficient and profitable, thus enhancing the use of the airport and saving operational costs, both for aircraft and airport operators (AENA). ,Reduce the missed-approach rate when using non- precision approach runway headers for landing., Increase safety by enabling straight approach procedures when not possible by means of current navaids infrastructure.,Reduce costs for Aircraft Operators (AOs) whenever an airport change must be done due to operational restrictions at destination airport.,Enhance airports and AOs business types by means of allowing broader kinds of flying activities at the airports.

RNP APCH Implementation in Palma de Mallorca Completed

Project number: #061AF1a

Country: Spain

Leader: ENAIRE 

Description: 

The main objective of this project is to improve the precision of the approach trajectories and to develop and implement fuel efficient and environmental friendly procedures for approach in this high density TMA airport. The new RNP APCH procedures will help increase the accessibility by means of RNP APCH to LPV minima procedures (using SBAS), in combination with LNAV and LNAV/VNAV minima for those operators not equipped with SBAS technology. These procedures will make operations at this site more efficient and profitable, thus enhancing the use of the airport and saving operational costs, both for aircraft and airport operators (AENA). Reduce the missed-approach rate when using non-precision approach runway headers for landing. Increase safety by enabling straight approach procedures when not possible by means of current navaids infrastructure. Reduce costs for Aircraft Operators (AOs) whenever an airport change must be done due to operational restrictions at destination airport. Enhance airports and AOs business types by means of allowing broader kinds of flying activities at the airports.

RNP APCH RWY 29 Vienna Ongoing

Project number:  2016_147_AF1

Country: Austria

Leader:  Austrocontrol

Description:

Performance Based Navigation (PBN) in high density Terminal Manoeuvring Areas (TMAs) improves the precision of approach and departure trajectories and facilitates air traffic management whilst also reducing the environmental impact of air traffic, as well as its operational cost. PBN in high density TMAs covers the development and implementation of fuel efficient and/or environmentally friendly procedures for arrival and departure: Required Navigation Performance 1 Standard Instrument Departures (RNP 1 SIDs), Standard Arrival Routes (STARs) and transitions (to final approach) as well as various approaches (RNP APCH, such as LNAV/VNAV, LNAV (Lateral-/Vertical Navigation), and LPV (Localizer Performance with Vertical Guidance) (Space Based Augmentation System (SBAS) European Geostationary Navigation Overlay (EGNOS)) procedures).

 

To funnel departure traffic at noise-critical altitudes onto tight departure corridors with turns to avoid sensitive areas, the use of RF (Radius to Fix) legs in the initial segment of SIDs is planned for all runways at LOWW and is expected to contribute greatly to a relief in the environmental exposure of neighbouring communities, whilst at the same time reducing track miles, fuel-burn and hence CO2 emissions on the aircraft operators’ side. In the same context the implementation of an RNP to ILS approach, including RF legs in the intermediate segment, is planned. Furthermore, an analysis of the effects on aircraft fuel consumption will be conducted for the procedures within the scope of this project in order to assess targeted benefits. Airspace user feedback and environmental benefits have proved to be so positive that RF Legs have become a major element in the overall PBN strategy of Austro Control. Moreover, equipage rates for RF capability are very advanced which makes their application in the departure domain a very useful, additional implementation element.

 

The project also includes a MTT (Multi Track Turns) study which will analyse the feasibility to provide RF-leg substitutes by a sequence of TF (track-to-fix) legs (a potential method has already been described by the Federal Aviation Administration (FAA) in the form of the 60-60-40-10 TF leg sequence to emulate RF). This aims at making RF-based procedures more accessible to aircraft that are not RF capable. This would greatly increase the community of airspace users to which these modern, efficient and environmentally-friendly procedures could be made available. Furthermore, the project foresees the implementation of one SBAS LPV200 approach as well as the redesign & publication of the current LNAV/VNAV Approach (both for Runway 29) according to the new ICAO (International Civil Aviation Organisation) DOC 8168 (Amendment 6) criteria which provides the opportunity of lower approach minima. There is the need to coordinate/synchronise efforts (operational procedure and aircraft capabilities) between ANSPs (Air Navigation Service Providers) and Airspace users to ensure the return of investment and/or the start of operational benefits, which is why stakeholders' workshops with airlines and other airspace users are foreseen. The project is building on the 2014-CEF call 007AF1 Performance Based Navigation (PBN) implementation in Vienna.

RNP Approaches at CDG Airport with vertical guidance (Part A) Completed

Project number: #051AF1a

Country: France 

Leader: DSNA

Description: 

To implement RNP APCH with LPV minima and with LNAV/VNAV minima, To maintain maximum CDG Airport Runway Throughput when one ILS equipment is not available by ensuring independent triple parallel approaches capability between CDG and Le Bourget airports.

RNP Approaches at CDG Airport with vertical guidance (Part B) Completed

Project number: #051AF1b

Country: France 

Leader: DSNA

Description: 

To implement RNP APCH with LPV minima and with LNAV/VNAV minima. To maintain maximum CDG Airport Runway Throughput when one ILS equipment is not available by ensuring independent triple parallel approaches capability between CDG and Le Bourget airports.

RNP approaches to landing runways (23R, 05L and 05R) at Manchester Ringway Airport Ongoing

Project number: 2017_024_AF1

Country: United Kingdom

Leader: Manchester Ringway

Description:

The main objective is to implement Required Navigation Performance (RNP) final approaches to landing runways (23R, 05L and 05R) at Manchester Ringway Airport using Performance Based Navigation (PBN) as required by the Pilot Common Project (PCP) to enable removal of the VOR (Very high frequency Omnidirectional Range) ground-based navigation infrastructure. Landing runway 23L is already equipped with an RNP Approach procedure.

UK airspace is being fundamentally re-designed to improve efficiency and safety, through NATS NERL PLAS (Prestwick Lower Airspace Systemisation), which will better integrate Manchester Ringway Airport into the wider en-route network with higher efficiency. This project will close the identified gaps within family 1.2.1 for Manchester Ringway Airport.

The decommissioning of the legacy VOR ground based navigation infrastructure will result in the withdrawal of all Manchester's existing conventional non-precision approach procedures all of which are dependent on this facility. This VOR is located on the Manchester Airfield but is owned and maintained by NATS En-Route Limited (NERL). As part of the UK NERL VOR rationalisation programme there is a requirement to withdraw the Manchester VOR navigation infrastructure. Although precision approaches will still exist (primarily ILS) the proposed RNP approaches will guarantee safe approaches for non-precision equipped aircraft, and during times of system failure and maintenance.

The project team will need to indicate to the state regulator the intention to design and implement RNP based operations in line with the publication of the UK CAA CAP1616 procedures documentation. The RNP approach procedure design and public consultation will be conducted in line with this UK CAA guidance.

This procedure consists of six stages, and takes a minimum of 2 years to complete. This is due to the requirement to consider a full range of options in developing the design, to conduct full environmental analysis of all options and to consult with aviation and public stakeholders for a minimum of 3 months. There will be a significant investment in creating a team of 8-10 dedicated people with the specific skills to achieve the outcome, and also to develop and provide clear and concise communication materials and undertake public consultations as required by the regulatory process. There is also a requirement to conduct environmental impact studies as required identified by the scope of the project and the legislation.


Specific objectives:
The Implementation Project aims to:

- Design and implement RNP approaches to landing runways 23R, 05L and 05R to LPV200 standard..
- Publish the RNP procedures in UK AIP
- Conduct a Public Consultation of new RNP APCH procedures
- Develop a Safety assessment and an operational validation,
- Validate the procedure by a flyability simulation,

Expected results:
The following results are expected:

- The Main Gaps family 1.2.1 for Manchester Ringway Airport is closed.
- The integration for Manchester Ringway Airport to the on-route network is improved.
- It will be possible to remove the outdated ground based VOR infrastructure in line with PCP objectives.
- More flexible and environmentally friendly procedures for aircraft using PBN/RNP in high density TMAs, as specified in RNP1.
- Spread of flight tracks during turns is reduced therefore reducing flown track miles.

Performance Benefits:
The new RNP approach procedures for Manchester Ringway Airport will deliver better integration for Manchester Ringway Airport to the en-route network and will provide an environmental benefit by facilitating Continuous Descent Operations which reduce airline fuel burn and costs. These CDOs also create a noise reduction benefit for local communities due the elimination of level segments of flight that require thrust to be increased.

In addition, the approach procedures will deliver increased aircraft safety through the provision of final approach procedures that utilise the Area-NAV (RNAV) capability of the aircraft to provide vertical and lateral guidance. This will provide obstacle clearance and guidance for non-precision approach equipped aircraft, or when precision ground-based aids such as the Instrument Landing System (IILS) are unserviceable."

RNP approaches to three main landing runways Amsterdam Schiphol Ongoing

 

Project number: 2015_186_AF1

Country: The Netherlands

Leader: LVNL

Description:

Implement RNP APCH to three main landing runways (06, 18C and 36R) at Amsterdam Schiphol using Performance Based Navigation as required by the Pilot-Common-Project (PCP)

Runway Overrun Prevention System (ROPS) bundled application for TAP Portugal (AIR) Ongoing

Project number:  2016_069_AF2_AIR

Country: Portugal

Leader:  TAP Portugal

Description:

The scope of the project is to equip TAP Portugal fleet with ROPS (Runway Overrun Prevention System) functionality (for a total of 50+ aircraft).

ROPS is an aircraft system which protects the equipped aircraft against runway end overrun on all airfields they land on.

ROPS reduces the Aircraft runway excursion risk at landing by:

- Continuous monitoring of Aircraft energy during landing phase

- Converting Aircraft energy into actual necessary landing distance

- Comparing necessary landing distance to the landing distance available, in real time

- Alerting pilot crew in case of potential overrun

Runway Overrun Prevention System (ROPS) bundled application for TAP Portugal (GND) Ongoing

Project number:  2016_069_AF2_GND

Country: Portugal

Leader:  TAP Portugal

Description:

The scope of the project is to equip TAP Portugal fleet with ROPS (Runway Overrun Prevention System) functionality (for a total of 50+ aircraft).

ROPS is an aircraft system which protects the equipped aircraft against runway end overrun on all airfields they land on.

ROPS reduces the Aircraft runway excursion risk at landing by:

- Continuous monitoring of Aircraft energy during landing phase

- Converting Aircraft energy into actual necessary landing distance

- Comparing necessary landing distance to the landing distance available, in real time

- Alerting pilot crew in case of potential overrun

Ryanair RAAS Programme (Part A) Completed

Project number: #135AF2a

Country: Ireland

Leader: Ryanair

Description: 

Equip Ryanair aircraft with Honeywell Runway Awareness and Advisory Systems (RAAS) to improve situational awareness, reduce the risks of runway incursion, runway confusion and runway excursions and thus contribute to the overall airport safety net for high-density airports.

Ryanair RAAS Programme (Part B) Completed

Project number: #135AF2b

Country: Ireland

Leader: Ryanair

Description:

Equip Ryanair aircraft with Honeywell Runway Awareness and Advisory Systems (RAAS) to improve situational awareness, reduce the risks of runway incursion, runway confusion and runway excursions and thus contribute to the overall airport safety net for high-density airports.

RYR Upgrade to ATN B1 to Ongoing

Project number:  2016_164_AF6

Country: Ireland

Leader:  Ryanair

Description:

This project is addressing the following ELSA recommendations as identified in Annex 2 of the DLS Recovery Plan: ELSA Re.

IDs Avionics 01 and 02. Equipping of Avionics will be only done when the technical specifications of the technology are validated.

SAIGA Completed

Project: #024AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Consolidate the Airport Operational Plan,Consolidate the Pre-departure sequencing and DMAN capability, Optimize and increase the efficiency and performances of operations, Better support crisis situation and faster recovering.

SEPIA - Deploying SWIM based AIM services in French Airspace Ongoing

Project number: 2017_039_AF5

Country: France

Leader: DSNA

Description:

The project SEPIA ("Système Evolutif de Production de l'Information Aéronautique") is targeting the replacement of DSNA current Aeronautical Information production system called NOPIA ("Nouvel Outil de Production de l'Information Aéronautique"), which is now obsolete. SEPIA aims at offering data exchange services compliant with the SWIM concept to all AIM stakeholders. Through SEPIA, SWIM exchanges will be implemented with other European AIM systems, like EAD (European AIS Database) and later EAIMS (European ATM Information Management Service), but also new services will be offered such as providing ATCOs with direct and dynamic Aeronautical Information.
SEPIA will fulfil all DSNA needs for production, broadcasting and offering of Aeronautical Information, in full compliance with applicable regulations.
SEPIA is intended to be DSNA one-stop shop to enable other high added value systems (such as SOFIA- Services Orientés Fourniture d'Informations Aéronautiques) to retrieve Aeronautical Information through B2B services and to offer B2C services to aeronautical data providers. SEPIA is a core component of SOFIA, which is an "umbrella" project led by DSNA, which aims at providing all categories of AIM stakeholders with more reliable data thanks to SEPIA and with a best-in-class customer experience thanks to user-friendly HMIs. SOFIA will deliver new Aeronautical Information oriented services tailored to the needs of its customers, such as Pre-Flight Information Bulletins (PIB), drone maps, etc.
DSNA AF5 context:
Through the awarded IP 2016_141_AF5 “Deploy SWIM governance” IP (Action 2016-EU-TM-0117-M), DSNA has started to address the Common SWIM Infrastructure components. DSNA is furthermore contributing to the multi-stakeholders IP "2017_084_AF5 SWIM Common PKI and policies & procedures for establishing a Trust framework", whose purpose is to build the future European cyber-security and PKI framework (addressing Family "5.1.4 Common SWIM PKI and cyber security"). Moreover, family "5.2.3 Stakeholders SWIM PKI and cyber security" is addressed by IP 2017_034_AF5 "Deploying Cyber Infrastructure at DSNA" which aims at deploying SWIM PKI and cyber security means at DSNA. In addition, IP2017_035_AF5 "Deploying SWIM infrastructure at DSNA" supports family 5.2.2 "Stakeholders SWIM Infrastructures Components" and its goal is to deploy the SWIM Yellow Profile Infrastructure at DSNA.
The main objective of the IP 2017_039_AF5 "SEPIA Deploying SWIM based AIM services related to French Airspace" is to implement a first set of Aeronautical Exchanges services (related to Family 5.3.1) enabling a first operational use of the DSNA SWIM infrastructure

Specific objectives:
The IP specifically aims to:
- Make AIM an enabler to support innovation and business transformation within DSNA.
- Ease inter-operability essentially between DSNA systems.
- Collaborate with other stakeholders at creating new SWIM services.
- Improve exchanges with other European systems.
- Improve performance for users.
- Limit risks and ensure security of the whole AIM process.

The SEPIA project will cover:
- the implementation of services compliant with the applicable version of the ATM Information Reference Model (AIRM), the AIRM Foundation Material and the Information Service Reference Model (ISRM) SESAR 1 Material,
- an exchange model compliant with AIXM v5.1,
- an infrastructure compliant with the SWIM Yellow Profile,
- the rationalisation and simplification of actual procedures.

It will associate data originators in order to provide seamless processing of data.
The project will provide a smooth coordination with IP "2017_035_AF5 Deploying SWIM infrastructure at DSNA" to ensure interoperability and cross domain integration (AIM, MET, ATM).
SEPIA project consists of the following steps:
- Development of an AIXM 5.1 compliant data store to store the digital aeronautical data
- Migration of the legacy data into the new data store
- Development of the SWIM core services for the retrieval of digital data
- Development of quality management procedures and processes to ensure conformity with required quality assurance level of the digital data
- Implementation of SWIM services that allow consumers to access the digital data
- Assessment of SWIM services in relation with airspace users and validation to be recorded in the SWIM registry

Expected Results:
Deriving directly from SEPIA implementation:
• Conformity with ADQ-IR (Aeronautical Data Quality Implementing Rule) requirements is achieved;
• SWIM SESAR concepts are deployed, notably AIXM5.1 standards;
• Consumer experience is improved for pilots, encoders, Eurocontrol, NOF (International NOTAM office);
• D-NOTAMs are provided as a service to the consumers (Airspace Users, ATM);
• Aeronautical Information is provided both as a service and as an AIM data catalogue in line with the latest amendment of ICAO Annex 15 and PANS-AIM (Procedures for Air Navigation Services – Aeronautical Information Management).
In connection with other systems SEPIA will enable:
• Compliance with ISRM services - Aerodrome mapping data and Airport Maps including eTOD (electronic Terrain and Obstacle Data) are provided in line with the latest amendment of ICAO Annex 4;
• Access to aeronautical information data is improved and made easier for the ATM system stakeholders (ATCO, FUA….).

Performance Benefits:
• Data Integrity : reduce by 50% the number of data input
• Data completeness : increase by 50% the data coverage
• Data safety : reduce by 80% the number of published mistake on critical data
• Improvement by 30% of production schedule

SESAR PCP. CECAF RNP Procedures Design Ongoing

Project number: 2015_271_AF1

Country: Spain

Leader: Spanish Air Force

Description:

Provide up-to-date terrain and obstacle information and data for aeronautical information provision (procedures, airport and environment),Comply with ICAO Annex 15 and ADQ rules. eTOD Areas 1 to 4.,Provide interoperatibillity information and data ready to feed geospatial aeronautical database,Be able to survey the airports surrouding in a period-basis estrategy information relevant for aeronautical purpouses,Become an asset of eTOD for SESAR successful.,Provide a geospatial database for aeronautical data and information AIXM 5.1
format ,Store aeronautical entities, terrain and obstacle relevant for aviation.,Provide interoperatibillity information and data ready to feed geospatial aeronautical database.,Access and retrieve aeronautical information and data from the data base.,Become an asset of database for SESAR successful.

SESAR PCP. CECAF RNP Procedures Implementation - AIR Ongoing

Project number: 2015_272_AF1_AIR

Country: Spain

Leader: Spanish Air Force

Description: 

To enable CECAF (Spanish Air Force Cartographic and Photographic Centre) for RNP procedures design in any civil or military ECAC airport. To enable CECAF for verification of new civil or military systems and manoeuvres associated to any civil or military ECAC airport. To enable CECAF for RNP procedures design which are flown by military and civil users in all Spanish airports, mainly in those ones included in PCP regulation (i.e. Palma de Mallorca, Barajas and Barcelona). To improve the civil-military interoperability, establishing RNP approaches in Spanish Air Force Bases opened to civil traffic as well as in joint use Bases/Airports. To enable CECAF for manoeuvres design and subsequent integration.

SESAR PCP. CECAF RNP Procedures Implementation - GND Completed

Project number: 2015_272_AF1_GND

Country: Spain

Leader: Spanish Air Force

Description: 

To enable CECAF (Spanish Air Force Cartographic and Photographic Centre) for RNP procedures design in any civil or military ECAC airport.,To enable CECAF for verification of new civil or military systems and manoeuvres associated to any civil or military ECAC airport.,To enable CECAF for RNP procedures design which are flown by military and civil users in all Spanish airports, mainly in those ones included in PCP regulation (i.e. Palma de Mallorca, Barajas and Barcelona).,To improve the civil-military interoperability, establishing RNP approaches in Spanish Air Force Bases opened to civil traffic as well as in joint use Bases/Airports.,To enable CECAF for manoeuvres design and subsequent integration.

SIMULATION AND IMPLEMENTATION OF SEAFRA H24 Completed

Project number: 2015_050_AF3

Country: Croatia

Leader: Croatia Control

Description:

The overall objectives of the simulation SEAFRA project, is to prove safe implementation of SEAFRA H24. Validate current sector configuration (human, operational) in cross-border H24 free route environment, Validate the necessity of Area of Common Interest Concept. Provide input for SMATSA and CCL in order to perform: i. Safety Assessment,, ii. Identification of traffic flows that may be subject to ATFM,, iii. Further analysis of FRA operations, including capacity assessment.

Slot Manager for PCP airports Ongoing

Project number: 2015_021_AF4

Country: Austria

Leader: Sabre

Description: 

Removing bottlenecks by closing missing information exchange links between NM and airlines for SWIM compliance.,Contributing to a high performing ATM by improving an essential prerequisite capacity and delay management with an improved slot and arrival management.,Supporting tactical replaning, by considering airway restrictions based on additional real time information delivered via NM increasing the capacity in the European airspace and safety level. ,Support in the establishment of governance by executing SWIM compliance activities: e.g. AIRM, ISRM rules; B2B over PENS (yellow profile),Contributing to the standardisation of the ATM infrastructure in Europe by know how transfer to all relevant SESAR (SJU/SDM) and EUROCAE projects led by or with participation of LH Group

SMAN-Airport Completed

Project number: #027AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Develop and integrate Airport Surface Management Tool which allows managing and monitoring information of the airfield area under the responsibility of the airport operator.
o Enhance Initial AOP to airfield area
o Improve Airport Safety Nets functionalities
o Facilitate A-SMGCS planning functions by improving predictability of Take-Off times
,The system will share information with all stakeholders/Systems and in particular with the ATC A-SMGCS.

SMAN-Vehicle Ongoing

Project number: #023AF2

Country: France 

Leader: Aéroports De Paris

Description: 

Upgrade and Extend the A-SMGCS L2 for all relevant ground vehicles moving on the manoeuvring area and providing functionalities for the drivers.

Stakeholders' SWIM PKI and cyber security Ongoing

Project number: 2017_025_AF5

Country: United Kingdom

Leader: Manchester Ringway

Description:

There are many cyber security threats that include attempts to destroy, expose, alter, disable, steal or gain unauthorised access. ATM systems are an attractive target as the critical components that control ATM systems could be particularly vulnerable. Originally physically isolated from the rest of the organisation’s infrastructure, Manchester Airport (MAN) has a number of modern ATM systems that will require enhanced connectivity and will be using more and more common and open components, services and standards. Although the benefits of this increased level of interconnectivity are clear, it also exposes these systems to the same personnel and cyber risks associated with corporate infrastructure which, unlike ATM systems, has evolved to include security.
As this trend exposes systems to increased cyber security risks, it is therefore paramount to identify these risks, assess their possible impacts and mitigate them with appropriate measures.
By implementing those activities Manchester airport group will fulfils prerequisites/enablers to families 5.1.3, 5.2.2, 5.3.1, 5.4.1, 5.5.1, 5.6.1 and 5.6.2f.

Specific objectives:
This IP specifically aims to Plan, Prevent, Detect and Respond as follows:
Plan:
- Define and scope critical operational business priority systems, functions and their nterdependencies, including risk assessments and identification of key assets, information exchange and related environment.
- Identification and threat modelling of cyber risks on critical operations assets, systems and processes.
- Development of a governance framework to support SWIM interfaces.

Prevent:
- hardening of critical systems, penetration and vulnerability assessments, use of encrypted traffic.

Detect:
- Deploy detection technologies and monitoring through an established Security Operations Centre (SOC) to monitor and detect a cyber-attack against airport operational and air navigation IT critical systems.
- Security operations centre integration, with bespoke use case development of critical areas identified in objectives above, to protect and militate against the risk of cyber-attack.

Response:
- This work will further utilised through information exchange with other security operations centre and network manager to provide reliable information about attacks, risks and controls.

Expected Results:
• The current status of Cyber security defences is assessed, taking into account known changes like a SWIM enabled infrastructure, including identification of gaps in defences.
• SOC architecture is defined, designed and implemented, that will be of high availability and will target business continuity scenario;
• Specific use cases for operational systems into the SOC are integrated;
• Training for internal staff managing relationships with outsourced SOC is provided.
• All certification aspects of the project e.g. ATSEP (Air traffic safety electronics personnel) are achieved.
• Detection technologies are deployed which enable monitoring through the established SOC to detect a cyber-attack against airport operational and air navigation IT critical systems.
• SOC is integrated with bespoke use case development of critical areas identified in objectives, to protect and mitigate against the risk of cyber-attack.
• Interoperability for information exchange with other security operations centre and network manager to provide reliable information about attacks, risks and controls dependent on an integration broker is ensured.

Performance Benefits:
The main benefit will be further establishing an outsourced Security Operations Center to monitor and protect high risk systems against cyber-attacks, as well as create information that can be shared with the Network Manager (enabler for 4.2.4). The implementation of monitoring of operational systems will allow for improved visibility of critical operational system’s security. (50%). Full scope will be defined post the completion of tasks 1,2 and 3. The risk assessments are required to be performed in order to ascertain how many systems will be in scope. The measurable benefit will target at minimum 8 in scope applications. With use case deliverables of 30 bespoke use cases linked to threats to aviation.

Controls will be in place to mitigate the risk of cyber attacks to an acceptable level (50%). We are currently targetting 16 systems. Once tasks 1,2,3 complete we will have defined scope. The average time to detect an incident on critical operational systems in scope will be reduced, improving on industry standard of 191 days to detect a breach as quoted by IBM 2017 statistic.

IBM 2017 report: The faster the data breach can be identified and contained, the lower the costs. Business savings: Manual monthly reporting time reduced (average 3 days per month) Gartner statistic: takes 15 – 30 minutes average to investigate and alert on SIEM (Security information and event management) tool, performance benefits across the information security team where third party outsourced SOC can absorb the work factor.
The project do not include any costs to run the SOC."

STAM Phase 1 Implementation in Spain Completed

Project number:  2016_039_AF4

Country: Spain

Leader:  ENAIRE

Description:

This Implementation Project comprises the concept of operations development, the definition of the Occupancy Traffic Monitoring Values (OTMVs) for each sector and the development of local procedures based on occupancy for the use of Short Term ATFCM (Air Traffic Flow and Capacity Management) Measures (STAM) and training for the main personnel involved (Terminal Control Areas and Room Supervisors). It shall address the complete implementation of the project in all six Spanish Area Control Centres until the start of the permanent operational use.

Therefore, this Implementation Project aims to achieve Full STAM Phase 1 implementation in Spain by Developing STAM Phase 1 Concept of Operations:

  • Developing STAM Procedures for Spanish Control Centres.
  • Developing Operational Guidance Material.
  • Performing Training of Operational Personnel.

With the previous activities, ENAIRE will fully cover the 100% of the DP gap 4.1.1 - STAM Phase 1. Regarding the impact of the Implementation Project, the application of Short Term ATFCM (Air Traffic Flow and Capacity Management) Measures will contribute to the graduai suppression of ATFM regulations and to an optimised management of traffic demand, reducing the traffic congestion, streamlining the sector occupancy, improving the safety and avoiding possible conflicts. All these aspects will also increase the service quality, not only in the national traffic management, but also in the cross-border sectors.

STAM Phase 2 Ongoing

Project number:  2016_010_AF4

Country: Germany

Leader:  Deutsche Lufthansa

Description:

This Implementation Project (IP) is a continuation of an on-going IP 2015 110_AF4 under the 2015 Call (2015-EU-TM-0196-M).

This IP aims to develop and update a new Flight Operations Centre (FOC) tool and create procedures in order to ensure a close and efficient working relationship between Network Manager (NM), Flow Management Positions (FMP) and crew.

This project supports the deployment of phase 2 of the enhanced Short Term ATFCM (Air Traffic Flow and Capacity Management) Measures (STAM) process through the update of supporting procedures, documents and system upgrades like the new FOC tool.

 

STAM Phase 2 (NM) Ongoing

Project number: 2015_110_AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Delivery of a complete package of system support and operational procedures, to enable the harmonised and effective deployment of Short Term ATFCM Measures (phase 2) throughout the European airspace.,Implement NM System changes necessary to support the STAM phase 2 Operations, STAM connection between Airline NOC and NM,Integration of STAM input (TTA/TTO) in FPM/FE and PROVIDENCE product, pre-tactical - Slot Management and reaction to TTA coming from STAM,Tactical adapted CI or rerouting based on STAM phase 2 requirements

STAM Phase 2 in combination with Target Times Ongoing

Project number:  2016_123_AF4

Country: Germany

Leader:  Deutsche Lufthansa

Description:

The project aims to implement a software / systems as well as the adaptation of operational procedures used by the respective Lufthansa Group airlines and Air France in accordance with the STAM (Short Term Air Traffic Flow and Capacity Management Measures) phase 2 concepts, as well as the Target Time concept, as stated in PC IR 716/2014 in Network Collaborative Management implementation. It is fully consistent with the DP2016 families 4.1.2 STAM phase 2 and 4.3.1 Target Time for ATFCM purpose.

Both families have been integrated into a single project as both aim to comparable scopes (from an AU procedural and system perspective). This includes the consideration and impact assessment of Short term ATM Measures and Target Times throughout the flight planning and operations control, including the update of flight plans and flight schedules and the exchange of related information with the Network Manager.

STANLY_ACOS iSWIM for Free-Route and NM Ongoing

Project number: 2015_194_AF5

Country: Germany

Leader: DFS

Description: 

Deploy up to four so called Families as laid down by the SESAR Deployment Manager within the Deployment Programme 2015 on the basis of implementing the Pilot-Common-Project Regulation EU No. 716/2014. The main objective of this project is to deploy services for exchange of aeronautical information in a timely, coordinated and synchronized effort in order to raise capacity, improve safety and cutting costs while minimizing aviation's environmental footprint by providing an integrated airspace management tool within the iCAS system environment and connecting to Network Manager systems as well as neighbouring ANSPs systems. Ensure that DFS is able to satisfy the legal provisions of EU No. 716/2014 by
- providing the DFS contribution to the SWIM service infrastructure subject to the requirements and standards in the PCP Implementing Rule.
- subjecting all development and operations to pertinent requirements of the Interoperability Implementing Rule EU No. 552/2004.
- implementing aeronautical information services using the "Yellow SWIM TI Profile". Ensure cost efficiency of SWIM deployment by:

(a) providing a single DFS implementation of SWIM "Yellow Profile" technology that
- integrates into the DFS systems operations infrastructure and
- minimises integration cost by providing an open standard integration platform to the DFS ATM systems.
(b) coordinating the DFS internal SWIM deployment activities to realise synergies
(c) ensuring efficient and effective communications with DFS in "Yellow Profile" matters by establishing a clear DFS unique point of access (gateway) to external SWIM Stakeholders. Minimize risk and contribute to timeliness of the European SWIM implementation effort by continuous coordination of deployment activities with all external implementation initiative stakeholders
- SWIM service partners (NM, ANSPs, Airspace Users, ...)
- SWIM Governance
- SWIM "Common Components" providers.

This includes activities ranging from planning coordination to day-to-day cooperation during technical integration and transition.,Contribute to deployment of AF 5.3.1 by connection of DFS-Systems (Airspace management, Flight Data Processing systems, Airspace Management Tools) via temporal SWIM-Node to Network Manager.

Stockholm Arlanda Airport RNP Project (SAARP) Ongoing

Project number:  2016_166_AF1

Country: Sweden

Leader:  Swedavia

Description:

The project will in accordance with EU Commission Implementing Rule No 716/2014 (PCP regulation) design and deploy Required Air Navigation Performance 1 Standard Arrival Routes (RNP1-STARs), initially intended to be used during low density traffic at Stockholm Arlanda Airport. The high level objective is to design these STARs to enable Continuous Descent Operations (CDO). The STARs will be designed from all Terminal Control Area (TMA) entry points (4 in total) to all runway ends, in a continuum (closed path) via RNP Approach procedures (LNAV/VNAV & LPV minima’s).

Sub-regional SWIM MET deployment to support NEFRA (part A) Ongoing

Project number: 2015_025_AF5_A

Country: Finland

Leader: FMI

Description: 

Implementation of a flexible and cost-effective interoperable production and exchange of MET information for Northern European MET service providers compliant with the SWIM data formats and interfaces,Demonstration and verification of cost-effective multi-stakeholder operational deployment of SWIM for MET information, Implementation and verification covering TAFs and METARs for civil airports within the geographical scope of the project, AIRMETs and SIGMETs for Sondrestrom, Kobenhavn, Sweden and Finland (part A) and Tallinn and Riga FIRs (part B), METARs and AUTO-METARs for civil airports and Significant Weather Charts (SWCs) for Sweden and Finland (part A) and Estonia and Latvia (part B) covering the Scandinavian footprint, Development and implementation of a central database and web services for the exchange of MET information in SWIM compliant format and easy availability to users, Development and implementation of common user interfaces to facilitate the generation and monitoring of harmonised and coherent MET information, Embedding and implementing the systems/applications in the operational production and monitoring chains of all project contributors.

Sub-regional SWIM MET deployment to support NEFRA (part B) Ongoing

Project number: 2015_025_AF5_B

Country: Estonia

Leader: Estonian Environment Agency

Description: 

Implementation of a flexible and cost-effective interoperable production and exchange of MET information for Northern European MET service providers compliant with the SWIM data formats and interfaces, Demonstration and verification of cost-effective multi-stakeholder operational deployment of SWIM for MET information, Implementation and verification covering TAFs and METARs for civil airports within the geographical scope of the project, AIRMETs and SIGMETs for Tallinn FIR, METARs and AUTO-METARs for civil airports and Significant Weather Charts (SWCs) for Estonia, Development and implementation of a central database and web services for the exchange of MET information in SWIM compliant format and easy availability to users, Development and implementation of common user interfaces to facilitate the generation and monitoring of harmonised and coherent MET information ,Embedding and implementing the systems/applications in the operational production and monitoring chains of all project contributors.

SWIM Common Components Ongoing

Project number: #073AF5

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Provide a SWIM DATA MODELS - DEPLOYMENT TOOLKIT, Deploy the initial SWIM. REGISTRY

SWIM Common Components - Phase 2 Ongoing

Project number: 2015_319_AF5

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

The main objective is to provide “deployment toolkits” in order to enable a harmonised implementation of the SWIM data exchange models (AIXM/(I)WXXM/FIXM). The goal is to have common rules for the data capturing/mapping/interpretation. Real data interoperability is only possible if all involved parties adhere to both same structure (provided by the XM) and same semantics (data capturing rules).,To update the deployment toolkits based on further versions of the following specifications:

o Aeronautical Information Exchange Model (AIXM)
o Weather Exchange Model (WXXM) and ICAO Weather Exchange Model (IWXXM)
o Flight Information Exchange Model (FIXM)
,The SWIM Registry will provide a platform for the service providers to find information about SWIM (SWIM Reference Management). ,To support partial mitigation (for the part associated with the exchange of Aeronautical Information and data) of the PCP implementation gap mainly in Familly 5.3.1, but also others, ultimately benefitting operational stakeholders across the entire PCP applicability area.

SWIM Common PKI and policies & procedures for establishing a Trust framework Ongoing

Project number: 2017_084_AF5

Country: Belgium

Leader: Eurocontrol

Description:

"Overview:
The main objective of the Implementing Project (IP) is to develop and deploy a common framework for both integrating local PKI deployments in an interoperable manner as well as providing interoperable digital certificates to the users of SWIM. The resulting PKI and its associated trust framework, which will be part of the cyber security infrastructure of aviation systems, are required to sign, emit and maintain digital certificates and revocation lists as required in the family 5.1.4. The digital certificates will allow user authentication and encryption/decryption when and where needed in order to ensure that information can be securely transferred. All aviation stakeholders (ANSPs, Airspace users, military, Airport, etc …) will benefit from the project.

The scope of the Implementing Project includes the definition and development of a dedicated common PKI and its associated trust framework for Europe, its integration and validation with some stakeholders. It will ensure the interoperability of digital certificates within Europe and with other regions.

The implementing project also aims at developing the systems needed to operate a PKI and its associated trust framework in order to produce and manage digital certificates, e.g. Certification Authorities, validation services such as OCSP (Online Certificate Status Protocol) or CRL (Certificate Revocation List), user interfaces, systems supporting the Registration Authority and Policy Management Authority roles. These systems will be developed through procurement (Call for Tender (CFT) in line with the applicable legal provisions) based upon specifications developed within the project. The system developments will be based on existing and mature COTS hardware and software.

Partners contribution:

Oro Navigacija will contribute to the validation of the Deliverables:
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
PANSA will contribute to the validation of the Deliverables:
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
BELGOCONTROL will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
LPS.SR will contribute will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
LUFTHANSA will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework
- D1.3-Final Trust Framework
- D2.1-Common PKI specifications
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
SMATSA will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
Hungarocontrol will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
ROMATSA will contribute to the production and completion of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.3-Final Trust Framework.
- D1.2-Interoperability criteria with USFB.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
LFV will contribute to the production and completion of the Deliverables:
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
CPH will contribute to the production and completion of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
ADP will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
Air France will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
EUROCONTROL will contribute to the production and completion of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
LVNL will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D1.3-Final Trust Framework.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
Austrocontrol will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D6.2-Guidance for SWIM Service Consumers
NAVIAIR will contribute without CEF Funding to this project and will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB;
- D1.1-Final Trust Framework.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
DFS will contribute to the validation of the Deliverables:
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
SloveniaControl will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
MAN will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.3-Final Trust Framework.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
French MOD will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
Spanish Air Force will contribute to the validation of the Deliverables:
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D6.2-Guidance for SWIM Service Consumers
FABCE will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB;
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
HCAA will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
DSNA will contribute to the production and completion of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB
- D1.3-Final Trust Framework.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D5.1-Draft CFT (Call For Tenders)
- D5.2-Final CFT (Call For Tenders)
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
NAV-PT will contribute to the production and completion of the Deliverables:
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers
ANS FINLAND will contribute to the production and completion of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB
- D1.3-Final Trust Framework.
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
BULATSA will contribute to the validation of the Deliverables:
- D1.1-Initial Trust Framework;
- D1.2-Interoperability criteria with USFB.
- D2.1-Common PKI specifications.
- D3.1-Initial SWIM interfaces to Common PKI.
- D3.2-Final SWIM interfaces to Common PKI.
ENAV will contribute to the validation of the Deliverables:
- D4.1-Initial Interface with SWIM governance description
- D4.2-Final Interface with SWIM governance description
- D6.1-Guidance for SWIM Providers
- D6.2-Guidance for SWIM Service Consumers

Specific objectives:
This Implementing Project specifically aims to develop and deploy means in order to:
• Secure the exchange of aviation related information;
• Provide identification and authentication of providers and consumers of aviation related information;
• Support the encryption when needed of aviation related information.

Expected Results:
• The technical and administrative elements are defined to launch a Call for Tender to develop and deploy a solution complying with the requirements as defined by the project. Only the preparation of the Call for Tender is part of the scope of this project.
• The elements necessary to govern and manage the solution are defined (e.g. Terms of Reference and procedures to operate the Policy Management Authority, the Membership Agreement, Procedures to operate the Registration Authority).
• The elements needed to demonstrate and validate the ability to cross-certify the solution with a solution of another region (e.g. Federal Aviation Authority - FAA) are defined in order to ensure the interoperability of the solution.

Performance Benefits:
The expected benefits are:
• Improving the security of the exchange of information which should reduce the likelihood to get some disruption of services mainly due to corruption of information.
• Facilitating and accelerating the provision and use of SWIM services by providing a solution that increases the security of the services.
• Facilitating and accelerating the use of certificates to secure the exchange of information other than SWIM services.
• The buy-in of a solution by many aviation stakeholders that will facilitate its future deployment and the performance/credibility/integrity of the solution as the rules to operate the solution and to use certificates appropriately will be known and accepted by a significant number of users.

PREVIOUS PROJECT DESCRIPTION FOR INFORMATION PURPOSES ONLY

 The project aims at developing and deploying a common framework for both integrating local PKI deployments in an interoperable manner as well as providing interoperable digital certificates to the users of SWIM. The resulting PKI and its associated trust framework, which will be part of the cyber security infrastructure of aviation systems, are required to sign, emit and maintain digital certificates and revocation lists as required in the family 5.1.4.
The digital certificates will allow user authentication and encryption/decryption when and where needed in order to ensure that information can be securely transferred. All aviation Stakeholders (ANSPs, Airspace users, MIL, Airport, etc …) will benefit from the project.
 The scope of the project includes the definition and development of a dedicated
common PKI and its associated trust framework for Europe, its integration and validation with some Stakeholders. It will ensure the interoperability of digital certificates within Europe and with other regions.
 The project also aims at developing the systems needed to operate a PKI and its
associated trust framework in order to produce and manage digital certificates, e.g.
Certification Authorities, validation services such as OCSP (Online Certificate Status
Protocol) or CRL (Certificate Revocation List), user interfaces, systems supporting the
Registration Authority and Policy Management Authority roles. These systems will be
developed through procurement, which will make use of the EUROCONTROL procurement process through a Call For Tenders (CFT) based upon specifications developed within the project. The system developments will be based on existing and mature COTS Hardware and Software.

Performance benefits
The project moves security towards higher standards, therefore making all network systems more resilient to security threats.
EUROCONTROL risk management staff look to leverage a wide range of information and expertise when assessing cyber security threats and developing a cyber security investment strategy. Such approach enable EUROCONTROL with a holistic view of cyber security to determine the level of security or due diligence appropriate for our organisation and then having IT staff to develop the most cost-effective implementation strategy. In this way, EUROCONTROL seek to minimize costs while achieving a desired level of security. This strategy will include a combination of proactive and reactive measures.

As a first approximation, it is assessed that in 8 years (between 2023 and 2030) the proactive measures taken by this project (SWIM Common PKI) could avoid up to 100 Millions € of costs due to potential damages caused by security threats and the cost to recover from them.

General context:
SESAR 14.1.4 has identified the need for a SWIM Common PKI.
Technical Specifications covering functional, non-functional and interface requirements identified for SWIM-Technical Infrastructure and applicable to the SWIM-TI PKI and architectural elements part of information security technical views as described in SWIM-TI Technical Architecture Document are captured in the deliverable SESAR 14.1.4 -D42.
The need for a SWIM Common PKI was included in the PCP as part of the Family 5.1.4.

The SESAR Deployment Management has launched an initiative to prepare a proposition to develop and deploy this SWIM Common PKI. EUROCONTROL has taken the responsibility to lead and coordinate the preparation of a proposition so-called “SWIM Common PKI and policies & procedures for establishing a trust framework”.

Specific objectives:
The specific objectives of this project are to develop and deploy means to:
- Secure the exchange of aviation related information,
- Provide identification and authentication of providers and consumers of aviation related information,
- Support the encryption when needed of aviation related information.

Expected Results:
The expected results of this project are:
- The technical and administrative elements to launch a Call For Tenders to develop and deploy a solution complying with the requirements as defined by the project. It is recommended to include the selection of a winning offer.
- The elements necessary to govern and manage the solution (e.g. Terms Of Reference and procedures to operate the Policy Management Authority, the Membership Agreement, Procedures to operate the Registration Authority).
- The elements needed to demonstrate and validate the ability to cross-certify the solution with a solution of another region (e.g. FAA) in order to ensure the interoperability of the solution.


Performance benefits:
The expected benefits are:
- Improving the security of the exchange if information that should reduce the likelihood to get some disruption of services mainly due to corruption of information.
- Facilitating and accelerating the provision and use of SWIM services by providing a solution that increases the security of the services.
- Facilitating and accelerating the use of certificates to secure the exchange of information other than SWIM services.
- The buy-in of a solution by many aviation stakeholders that will facilitate its future deployment and the performance/credibility/integrity of the solution as the rules to operate the solution and to use certificates appropriately will be known and accepted by a significant number of users."

SWIM compliance of NM systems Completed

Project number: #082AF5

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

The exchange of network / flight plan information using the Yellow SWIM TI Profile, Implementation of the new NM B2B services.

SWIM implementation into ATS INFO/ARO system of ANS CR Ongoing

Project number:  2016_065_AF5

Country: Czech Republic

Leader:  Air Navigation Services of the Czech Republic

Description:

The general objective of the project is to provide SWIM compliant interface for exchange of flight information using the yellow SWIM TI Profile:

- Validate flight plan and routes

- Flight plans, flight status

- Flights lists and detailed flight data

- Flight update message related (departure information)

ATS INFO/ARO system of ANS CR shall be implemented to support the Flight Information exchange as service consumer; the service implementation shall comply with the Yellow SWIM TI Profile.

SWIM-enabled OCC Planned

Project number: 2017_018_AF5

Country: Ireland

Leader: Ryanair

Description:

Real time data exchange between airports, the NM, ANSP’s, Military Authorities and airspace users through SWIM will contribute to greater operational efficiency, improved predictability and resilience. This project will deliver the required capabilities to achieve SWIM-enabled information exchanges between the NM and Ryanair FOC and will be designed to be connected to other SWIM nodes of interest, specifically A-CDM airports such as Dublin in the future.

* S-AF 5.2: Implementation of the Yellow SWIM TI Profile over public internet IP-network, for the exchange of ATM data (aeronautical, meteorological, airport, etc.) based on standards and interoperable services.

* As part of S-AF 5.3, a further link can be established to support the exchange of the following aeronautical information using the yellow SWIM TI Profile relevant to RYR FOC and Planning: (Pre-)Notification of the (de-)activation of an Airspace Reservation/Restriction (ARES), Aeronautical information on request, Aerodrome mapping data and Airport Maps, D-Notams...

* As part of S-AF 5.4; Meteorological prediction of the weather at the airport concerned, at a small interval in the future: wind speed and direction, the air temperature, the altimeter pressure setting, the runway visual range (RVR); Provide Volcanic Ash Mass Concentration;

Specific MET info feature service; Winds aloft information service; Meteorological information supporting Aerodrome ATC & Airport Landside process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM impact; the system capability mainly targets a ''time to decision'' horizon between 20 minutes and 7 days; Meteorological information supporting En Route/Approach ATC process or aids involving the relevant MET information, translation processes to derive constraints for weather and converting this information in an ATM
impact; the system capability mainly targets a ''time to decision'' horizon between 20 minutes and 7 days.

The Implementing Partners target to consume iWXXM or GRIB2 (General Regularly-distributed Information in Binary form) from Eumetnet to implement this initially.

* As part of S-AF 5.5: Ensuring a maximum airport capacity based on current and near term weather conditions, Synchronisation of Network Operations Plan and all Airport Operations Plans, Regulations, Slot management, Short term ATFCM measures, ATFCM congestion points, Restrictions, hotspots, Airspace structure, availability and utilisation, Network and En-Route Approach Operation Plans.

* Last but not least, as part of S-AF 5.6: Various operations on a flight object: Acknowledge reception and validate flight plans and routes, route modifications, arrival runway, coordination related information,SSR (Secondary Surveillance Radar) code, STAR, SID, Flight Object information, 4D trajectory, flight performance data, flight status, detailed flight data and Flight update.

The aim here is to consume flight object data.

As listed above in PCP highlights for AF5 - Yellow SWIM IT Profile data can be added to the Ryanair FOC. Some components can potentially be also linked with Dublin airport to deploy a Collaborative Decision Making tool to adapt operations in near realtime or in the preflight planning phase.

The core components of AF5 should be achievable once SWIM is fully developed and
integrated into the associated sub-systems.

Specific Objectives:
• Provide a SWIM Governance - on NM, AO, ANSP Level: Contribute to the deployment of the SWIM Governance with a view to ensuring that it fulfils the airspace users’ needs and requirements. To that aim, Ryanair and Boeing Europe will work closely with the partners of the Implementation Project for SWIM Governance Deployment (2017_084_AF5, ""SWIM Common PKI and policies & procedures for establishing a Trust framework"") in response to the SDM’s Action Plan on SWIM Governance (Addendum 2 to the Strategic View of DP16).

• Implement SWIM infrastructure - On Ryanair Operational level: Deploy and bring into operation the hardware infrastructure, software applications and operational procedures required to enable Ryanair’s FOC to be fully SWIM compliant. To that aim, Ryanair and Boeing will contribute to and operate in full compliance with the applicable SWIM Governance mechanisms. The goal is to enable Ryanair to incorporate SWIM data in its daily operations and lay the foundations for Ryanair’s implementation of the AFs supported by SWIM. This will result in improvements to the efficiency, predictability and resilience of Ryanair’s operations and in enhancements to the overall performance of the European air traffic network

• Provide SWIM Platform test case with Dublin Airport and Eurocontrol/NM in Yellow SWIM IT Profile: Develop and implement clients to the relevant information services available in SWIM through the Yellow Profile, considering as a potential solution a cloud-based deployment. Integrate the data retrieved from SWIM in different operational applications at Ryanair’s FOC in accordance with a set of use cases expected to bring substantial performance benefits both to Ryanair operations and to the European ATM network. Train personnel and transition the SWIM-enabled systems into operation.

Expected Results:
The ultimate goal is to enable Ryanair to incorporate SWIM data in daily operations and lay
the foundations for Ryanair’s implementation of the AFs supported by SWIM, leading to
improvements in Ryanair’s operational efficiency, predictability and resilience and therefore
providing better and more accurate information to other pears in its data exchanges with the
A-CDM enabled airports and the NM allowing the former to improve the content of their DPI
& API messages and the later to directly and indirectly enhance its knowledge about the full
network, enhancing the overall performance of the European air traffic network.

By the end of this project, Ryanair will be able to routinely leverage the information relevant
to its operations available through the SWIM’s Yellow Profile and contribute to some of the
available services to improve network operations.

Potential Performance Benefits
Safety: EnRoute - 10 %
Safety: TMA - 10 %

Capacity: Airport Ground - 9.8 %
Capacity: Airport Runway - 9.5 %
Capacity: TMA - 2 %
Capacity: EnRoute - 3.5 %

ANS Cost Efficiency: ATCOs Productivity - 10.3 %
ANS Cost Efficiency: Flight Efficiency in Time: Airport Ground - 50 %
ANS Cost Efficiency: Airport Runway - 50%"

SWIMARN - SWIM with Cyber Security at Stockholm Arlanda Airport Ongoing

Project number: 2017_075_AF5

Country: Sweden

Leader: Swedavia

Description:

This Implementation Project (IP) consists of the implementation of local PKI infrastructure including appropriate cyber security measures/systems in line with requirements based on the result from the ongoing work related to SWIM governance. Furthermore it encompasses the implementation of SWIM infrastructure as basis for the implementation of ATM information exchanges according to the PCP regulation (aeronautical, meteorological, cooperative network and flight information exchange) which is vital for the air transport business. This in turn will support enhanced connectivity which is fundamental element in achieving social and economic growth.

Furthermore this project will liaise with projects run by Eurocontrol regarding common SWIM infrastructure (Family 5.1.3) and Common SWIM PKI and cybersecurity (Family 5.1.4). This is essential for local preparation and adoption. Being part of the NM Airport network common SWIM activities will have a major effect on how local adoptions are made.

Modern ATM systems design is using more and more common and open components, services and standards. This trend exposes systems to increased cybersecurity risks, it is therefore paramount to identify these risks, assess their possible impacts and mitigate them with appropriate measures. Some components of this family are particularly exposed to these cybersecurity risks and this IP addresses this and appropriate actions to mitigate them.

Specific objectives:
The Implementing Project specifically aims at developing the systems needed to operate a PKI and its associated trust framework in order to produce and manage digital certificates, e.g. Certification Authorities, validation services such as OCSP (Online Certificate Status Protocol) or CRL (Certificate Revocation List), user interfaces, systems supporting the Registration Authority and Policy Management Authority roles.

Expected Results:
• Trusted environment (PKI) is established
• Cyber resilience requirements are implemented
• Training, Education and Cyber Security Awareness is carried out
• Governance structure (in alignment with SWIM governance) is defined
• The initial Certificate Policy/Certification Practices Statement(s) is developed and approved.
• Membership Agreement is developed.
• Better integration between systems that support API Integration Solutions with the cloud services used by customers, partners or employees is ensured.
• policy based network access restrictions and authentication of connected LAN or Wi-Fi endpoints across the Swedavia network infrastructure are improved with 802.1x/ISE.
• Implementation of 802.1x/ISE to the endpoints includes, among other information, network accessibility limitations that Swedavia wants to enforce at the endpoint.

Performance Benefits:
• Avoidance of expensive redesigns using proven methodologies: The number of approved architectural reviews is expected to be increased with 105
• Accelerated successful implementation (API): The number of successful API-implementations in terms of time, money with expected result, is increased with 30% per year.
• Mitigated risk during implementation: The number of successful API-implementations in terms of time, money with expected result, is increased with 30% per year.
• Improved productivity by designing proper coverage and capacity. It is expected to be 35% less point to point integrations per year, (measured as API calls translated to amount of integrations needed without this design).
• Faster migration to next-generation Network (802.1x), which would mean 100 % access control on publically exposed network interfaces by 2020
• Identity and Access Management (IAM), 100 systems linked to the Single Sign on function by the end of 2020 and 200 by the end of 2022.
• 100 % access control on publically exposed network interfaces by 2020
• Reduced deployment time through extensive planning and design, which would lead to 40% time improvement from registered change to production by 2022."

Synchronised PBN Implementation Ongoing

Project number:  2016_012_AF1

Country: Denmark

Leader:  Naviair

Description:

The project will lead to the implementation of RNP-1 (Required Navigation Performance) SIDs (Standard Instrument Departure) and STARs (Standard Terminal Arrival Route) and RNP APCH (Approach) with vertical guidance at Copenhagen Kastrup. The project will also support the validation of these new procedures as well as address Air Traffic Controllers' training aspects for the safe operation of new RNP1 and RNP APCH procedures.

The project will also benefit from the support of EUROCONTROL, in particular with regards to the activities focusing on PBN (Performance Based Navigation) related knowledge transfer, as well as the preparation and execution of real-time simulations. However EUROCONTROL is not a beneficiary of this IP.

Synchronized stakeholder decision on process optimization at airport level Ongoing

Project number: 2017_022_AF2

Country: Belgium

Leader: Brussels Airport

Description: 

Overview:
The main objective of the Implementation Project is to close the gap on Initial Airport Operations Plan (iAOP) in 12 airports and 2 Air Navigation Service Providers. AOP project implementation will be harmonised with the implementation of other projects such as DMAN (Departure Manager), Electronic Flight Strips (EFS) and Basic A-CDM (Airport Collaborative Decision Making).
The iAOP is a single, common and collaboratively agreed rolling plan available to all airport stakeholders whose purpose is to provide common situational awareness and to form the basis upon which stakeholder decisions relating to process optimisation can be made. It reflects the operational status of the airport and therefore facilitates demand and capacity balancing. It connects the relevant stakeholders, notably the
airspace users’ flight operations centre. It contains data and information relating to the different status of planning phases and is in format of a rolling plan, which evolves over time.
The iAOP information will be shared with the local stakeholders and ready for the AOP - NOP (Network Operations Plan) Connection (Family 4.2.4) to ensure the positive impact on the network level. By introducing the Demand Capacity Functionality and On-Time Key Performance Indicator the A-CDM (Airport Collaborative Decision Making) performance assessment and reporting process will be improved/implemented. Before starting the AOP NOP integration a certain level of understanding and implementation of AF2 iAOP must be accumulated.
Specific objectives:
The Implementation Project specifically aims to:

• Implement an Initial AOP at 12 airports and 2 ANSP’s to enhance common situational awareness and efficiency of operations, connected with the Network Operation Plan (NOP, Family 4.2.4.).
• Develop new KPIs (Key Performance Indicators) to measure both planned and executed operations.
• Define the type, quality and quantity of the NOP / AOP data exchange with the relevant stakeholders (ANSP/Airspace Users).

In particular, for each airport this IP covers the following specific objectives:

• Brussels airport: the specific aim is to have proactive, collaborative and efficient performance management by every operational stakeholder at the airport. By providing real time information from and to all stakeholders and enable direct communication. Both planned and executed operations are monitored, to identify where action needs to be taken by the Airport Operations Centre. It includes a hub control tool
for the home carrier to improve efficiency that will support: real time transparency of the hub operation, predict operational bottlenecks before they occur, visualize the critical path, monitor the handling status of each flight, decision support for disruption handling, increase TOBT accuracy, adherence to A-CDM. The AOP will take into account both landside (including accessibility) and airside processes and as such will
transversally coordinate pax, bag and aircraft processes. This project is the continuation of project 2015_244_AF2 (Action 2015-EU-TM-0193-M), related to the APOC of Brussels Airport. It is in cooperation with local ANSP Belgocontrol.
This project will use the data from the project 2015_245_AF2 “Airstat” (Action 2015-EU-TM-0196-M), which will be used as tool to optimise and enhance the local iAOP.
• Copenhagen Kastrup Airport: The specific aim of the project is to close the gaps identified under ‘initial AOP'. The main gaps are software and system related concerning API, flight status codes, RWY configuration plan, airport capacity and events, flight schedule and flight linking information. For the following tracks: Arrival Planning Information (API), RWY configuration plan, airport capacity and events, Copenhagen airport will use a software already delivered under project 2015_044_AF2 Initial DMAN & AOP and develop it further into the needs of AOP.
• Dublin Airport: As a follow on to A-CDM, the aim of this project is to provide Dublin Airport with a rolling Airport Operational Plan to be made available to airport stakeholders to better manage the airport and enhance the passenger experience. It will combine landside and airside processes together and present a plan in the relevant format with agreed KPIs to assist in the decision making within the airport. Initially it will be necessary to conduct a gap analysis on the available data and it will be necessary to procure the tools, systems and resources to bridge any gaps in the data so the relevant information can be made available. It will also involve the integration of a number of new data sources such as Meteorological and Air Traffic Control (ATC) data using System Wide Information Management (SWIM) methods. It will provide alerts to the stakeholders and also highlight constraints/factors which can impact on time performance.
• Frankfurt International airport: the specific aim is to implement part of the iAOP project at Frankfurt Airport. This covers the IT-realisation of the elaborated iAOP@FRA concept, including the establishment of B2B (Business to Business) and B2C (Business to Client) interfaces to all relevant stakeholder, the creation of the extended DPI (Departure Planning Information) and basic API (Arrival Planning Information) information as well as data processing in our local AODB.
IP 2015_225_AF2 "Initial Airport Operations Plan @ FRA" (Action 2015-EU-TM-0196-M) covered the concept and the specification for AOP as well as some preliminary interface work while IP 2017_022 project will cover the full technical implementation of the initial AOP.
• Manchester Ringway airport: the specific aim for Manchester Ringway airport (MAN) is to deliver an information sharing platform presenting a single collaboratively agreed rolling plan and key airport operational status which is available to all airport’s stakeholders. The plan is updated with flight trajectory, airport resource & local weather data to provide common situational awareness, KPI performance and alerts on plan variance to form the basis upon which stakeholder decisions relating to process optimisation and optimal airport performance can be collaboratively made.
• Milan Malpensa airport: the specific aim is to evolve iAOP introducing three different additions to the current technical set of sensors and interfaces that are feeding AODB (Airport Operational Database) and ACDM platform (available to all stakeholders) plus the introduction of a TBT (Ground-to-Air) radio frequency dedicated to Airport Operations and ACDM.
The three additions are: installation of 36 new VDGS (Visual Docking Guidance System )/displays for the contact stands, the implementation of automatic real Block-on - Block-off using sensors and the development and introduction of a dedicated Flight Operations Application. The change of the existing VDGS/Displays with new and enhanced models and the installation of sensors on the non-contact stands is driven by 2 main needs: consolidate the Pre-departure Sequence and enhance predictability of TOBT (Target off block time) and TTOT (Target take-off time) in order to provide it to the Network Manager Operation Center (NMOC) through the DPI (Departure Planning Information) messages. New VDGS/Displays at contact stands will allow also to display key A-CDM information, such as TSAT (Target start-up approval time), to all stakeholders located at the Gate: Airlines crews, Ground handler and Airport operators. This will contribute to the enhancement of the information sharing level and, consequently, improve the accuracy level of the AODB/A-CDM in view of feeding the AOP. The development of a flight Operations APP is a key to facilitate cooperation among stakeholders while raising the quality of data and of information dissemination contributing significantly to the quality improvement of "Departure Progress Information" to NMOC in view of AOP-NOP integration. The ground to air frequency will allow a direct contact
between Airport Operations Center and pilots thus facilitation information exchange and situation awareness.
• Munich Franz Jozef Strauss airport: the specific aim is to implement and deploy a local airport rolling plan through process optimisation as well as data acquisition and fusion with all relevant stakeholders. Data will be used for monitoring, ex-post evaluation and KPI management. Coordinated approach of stakeholders and better data quality enhances the common situational awareness and the efficiency of the network.
The activities in project 2015_282_AF2 ("Initial AOP", Action 2015-EU-TM-0193-M) form the basis for initial AOP and initial APOC. IP 2015_282_AF2 focused on the relocation of working positions, improved and simplified communication and coordination structures within a limited number of airport internal stakeholders. The results obtained through the previous project will feed into the current IP, which aims to
extend the scope to involve ANSP, airlines and weather service provider. The main tasks will comprise process optimisations and new operational methods in the remits of family 2.1.4.
• Nice Cote d’Azur airport: The specific aim of this project is to consolidate the necessary set of information to Aéroport de Cote d'Azur (ACA), provide a common situational awareness to all stakeholders hence improving the process of a coordinated decision making and optimising the management of airport airside and landside resources and operations. It will also help to better manage the airport performance. This project is complementary to the projects 2015-085-AF2(Action 2015-EU-TM-0193-M, "DMAN and Pre-departure sequence (PDS) implementations for the CDM implementation") and 2015-083-AF2 (Action 2015-EU-TM-0196-M,"iAOP implementation"). With this project, Family 2.1.4 iAOP will be fully implemented.: Project 2015_083_AF2 aims at renewing the AODB and Resources Management System (RMS) to have an integrated solution which will be more efficient and which will improve operations management. This integrated solution is the first step towards AOP.
IP 2017_022_AF2 “Synchronised stakeholder decision on process optimisation at airport level” is the second step towards AOP. It aims at completing the set of data to be integrated in the AOP which will improve information sharing with the local and European stakeholders, the common situational awareness and the performance management.
• Rome airport: the specific aim is to collect information and performance stemming from the A-CDM operations, in order to monitor and assess, through dedicated KPIs and alerts, the airport operations, allowing a smooth and efficient airport planning. Moreover the project will connect operational systems, including stakeholders', and will consolidate existing data and KPIs in order to seamlessly gather
information which will be conveyed to the new AirPort Operations Centre (APOC). Furthermore, the AirPort Operations Centre will be equipped with up-to-date technology, aiming at guaranteeing the business continuity, so as including software and hardware facilities dedicated to this purpose, in order to support the airport operativity even in case of technical failures or emergency.
• Stansted airport: the specific aim for Stansted Airport (STAL) is to deliver an information sharing platform presenting a single collaboratively agreed rolling plan and key airport operational status which is available to all airport’s stakeholders. The plan is updated with flight trajectory, airport resource & local weather data to provide common situational awareness, KPI performance and alerts on plan variance to form the basis upon which stakeholder decisions relating to process optimisation and optimal airport performance can be collaboratively made.
• Stockholm Arlanda airport: The specific aim is to establish automated data entry processes of stakeholders input to optimise information sharing capabilities. Moreover the aim is to introduce automation of data entries of crucial information not taken into account in ongoing projects such as runway capacity, limited by current environmental conditions at every given moment and information from the business system on runway and taxiway maintenance work distribution .
Planning of airport throughput, e.g. RWY and TWY (Taxi way) capacity and limitations in regards of RWY configuration will be supported by a higher level of automation.
The interdependencies with 2015_292_AF2 (DMAN – Departure Management), 2015_290_AF2 (IAOP) and 2015_294_AF2 “OTP implementation” will be taken into account to prohibit overlaps between the projects.
Most of the data entries today rely primarily on manual entry of data while complete AOP implementation will be performed by using automated data input to a large extent. The 2017 project will fill gaps (RWY configuration, occupancy time, data related to current environmental condition etc. ) detected during the IAOP project phase.

• Paris CDG & ORY: This project addresses two major goals: the first Consolidation of AOP database by Baggage flows’ information and the second goal being deployment of the Airport Perfomance Assessment and Management Support (APAMS) & Simulation tools. The purpose of the Consolidation of the AOP database is to consolidate the departure process by providing accurate and reliable information related to baggage process. Paris Airport will use some of the deliverables from Project 2015_135_AF2 in order to implement this project track.
As for the second goal – APAMS & Simulation tools, it is planned that these tool will support the stakeholders to manage and optimise their operations. Similar to the first goal, Paris Airport will use some of the deliverables from project 2015_133_AF2 in order to accomplish this project track.

Expected Results:
By completing the project it is expected that all airports will have:
. Optimised airport operations which result in better planning, better information sharing and thus ensure a better impact on the network.
. Enhanced operational decisions which results in optimised departure surface and arrival management. Implementation of information sharing in order to optimise airport resources data, flight trajectory data and local weather data.

As a result of the project completion it is expected that airports will cover close to 100% of the gap identified under family 2.1.4. – Initial Airport Operational Plan (AOP)

Gap coverage:
Paris CDG & ORY: 90%
Stockholm Arlanda airport: 87%
Brussels Airport: 90%
Copenhagen Kastrup airport: 100%
Dublin airport: 70%
Fiumicino: 100%
Frankfurt International airport: 100%
Manchester Ringway airport: 85%
Munich Franz Jozef Strauss airport: 100%
Nice Cote d’Azur airport: 100%
Milan Malpensa airport: 35%
Stansted airport: 85%
ENAV: 75%

The airports are expected to implement the following functionalities at 100%:
•Flight trajectory data: Information sharing related to Flight Progress Information Elements of an Inbound/Outbound/airport transit Trajectory to/from/at Airport.
•Airport Resources data: Airside and landside resources such as runway capacity &configuration, or parking stands.
•Local weather data: Information sharing related to MET Information Elements of airport.

Performance Benefits:
The implementation of the Initial AOP contributes to a more efficient operation at the participating airports.
The AOP will enhance the local processes in order to ensure the best possible usage of the available capacity and resources and create a positive impact to the network by making available the most actual and reliable data for the network planning process.
The capacity will be improved through optimal use of facilities and services, better use of airport and Air Traffic Flow Management (ATFM) slots.
The IP will bring benefits in terms of optimised airport operations and enhanced operational decisions through integrated systems. In particular, the coordinated approach will ensure the following aspects:
- Enhanced level of synchronisation
- Sharing of the best practises among of the participants
- Reduced fragmentation
- Enhance cross-border connections, international (8 EU Countries), national and regional traffic

Expected Improvements (Annual Benefits):
AOP will improve stability of operations by working pro-actively on predicting future bottlenecks and allowing to take mitigating measures in advance.
AOP will also improve the predictability of operations by linking all airport processes (landside and airside) and assessing the impact of issues in one process on the other processes.
AOP will improve accuracy of timestamps within the airport both internally within the airport’s community but also towards the network.
The following timestamp improvements are expected:
• Additional time in Arrival Sequencing and Metering Area (ASMA) 0.1%
• Airport ATFM Delay 0.3%
• Additional time in taxi in 0.1%
• Additional time in taxi out 3.0%
• ATC Delay 0.3%
• Operational Cancellation 18.4%

All of the above will ensure that AOP will achieve better demand-capacity balancing. In times of winter operations AOP will achieve:

• Better insights and predictability of remote de-icing operations, ensuring optimal usage of scarce capacity, reducing queues and thus fuel burnt, reducing amount of glycol used, eliminating the risk for -expiration of hold-over time
• Better coordination of snow and ice clearing, reducing time spent in holding, queues in front of the runway

SYSAT@CDG Ongoing

Project number: #048AF2

Country: France 

Leader: DSNA

Description: 

Introduce Electronic Flight Strip, provide new ASMGCS level 2 tracker with enhanced ground situation display including some level 3/4 functionalities,provide new Air Situation Display, provide new weather information, synoptic display and electronic documentation, increase information sharing among ATC actors and Airport handler especially regarding DMAN and CDM processes, be ready for SESAR evolution.

SYSAT@NCE Ongoing

Project number: #049AF2

Country: France 

Leader: DSNA

Description: 

Provide ASMGCS level 1 capability before full SYSAT deployment, introduce Electronic Flight Strip, evolve ASMGCS to level 2 with enhanced ground situation display including some level 3/4 functionalities, provide new Air Situation Display, provide new weather information, synoptic display and electronic documentation, be ready for SESAR evolution.

SYSAT@ORY Ongoing

Project number: #050AF2

Country: France 

Leader: DSNA

Description: 

Introduce Electronic Flight Strip, provide new ASMGCS level 2 tracker with enhanced ground situation display including some level 3/4 functionalities, provide new Air Situation Display, provide new weather information, synoptic display and electronic documentation, increase information sharing among ATC actors and Airport handler especially regarding DMAN and CDM processes, be ready for SESAR evolution.

System Procurement for Deployment of PCP Air Traffic Control System iCAS at DFS and LVNL Ongoing

Project number:  2016_026_AF3

Country: Germany

Leader:  DFS

Description:

iCAS (iTEC Centre Automation System) is a state-of-the-art harmonised and interoperable air traffic control system which will be rolled out at all DFS and LVNL control centres. It is a significant functional evolution to the current DFS ATS (Air Traffic Services) systems P1/ATCAS (Air Traffic Control Automation System) and P1/VAFORIT (Variance Flight Data Processing System Automation Requirements Implementation) and the LVNL ATS system AAA (Amsterdam Advance ATC). iCAS features a 4D-trajectory and is designed to provide ATC (Air Traffic Control) services within the entire airspace of Germany and the Netherlands, including all lower and upper control centre sectors, except in airspace controlled by EUROCONTROL MUAC (Maastricht Upper Area Control Centre).

 iCAS will be used as a fully integrated civil / military ATS system, thus enabling a more "Advanced and Flexible Use of the Airspace" (A-FUA) for both civil and military purposes. In addition, iCAS will be used to control and safely guide more than three million flights carrying over 450 million passengers flying through European core airspace per year. Therewith, the benefits of the implementation of this project being significant with regards to the European public, as well to the European economic growth generated and facilitated via air transport.

iCAS procurement and deployment is currently planned in an iterative two-step approach called iCAS I and iCAS II and a latter third Phase called iCAS III:

.iCAS-I: Deployment of iCAS at Karlsruhe Control Centre. The deployment of the first phase iCAS I is undertaken by two DFS/LVNL projects:

--2016_026_AF3 System Procurement for Deployment of PCP Air Traffic Control System iCAS at DFS and LVNL

--2015_190_AF3 Deployment of Air Traffic Control System iCAS Implementation of ATM PCP Functionalities at LVNL an DFS (funded under 2015-EU-TM-0196-M)

.iCAS-II adds all necessary functions to the iCAS-I system to also support ATC services in lower En-Route and Terminal Airspace (TMA) and to enable the transition between FRA (Free Route Airspace) and low En-Route and TMA (Terminal Control Area) operations. iCAS will achieve a full integration of upper En-Route and lower En-Route Air Traffic Control Centres including their associated TMAs and Extended Arrival Management systems, thereby enabling a significant increase of overall network performance also by including approach and departure to major airports in core Europe.

 

.iCAS-II will be fully integrated with Extended Arrival Management systems (AMAN) to enable the provision of arrival sequence time information and to manage AMAN constraints for highly congested airports. This support to the management of arrival constraints is achieved through data exchange, data processing and information display at the relevant controller working positions in the ATS control centres. First iCAS-II deployment is planned for Munich Control Centre by end of 2020 / beginning of 2021 and iCAS-II will then be rolled out subsequently to all remaining iCAS centres in Amsterdam by the end of 2021, in Bremen by end of 2021 / beginning of 2022 and Langen by end of 2022 / beginning of 2023. Activities to be executed after 2020 are not part within this Implementation Project (i.e. Action)

.iCAS-III (future version) will add additional functionalities of the PCP e.g. to make use of flight information exchange services like sharing of Flight Object information (AF5) and 4D trajectories(AF6) and Conflict Resolution Assistant (CORA). Thus, iCAS-I and iCAS-II are central prerequisites and critical enablers to deploy additional performance improvements of the PCP IR. iCAS-III activities are not part of this Action.

The key iCAS components Flight Data Processor, Controller Working Position and Middleware will be deployed into all ACCs of the iTEC ANSPs DFS, ENAIRE, LVNL and NATS making a total of 11 control centres with their associated airspace deploying und utilising a European, harmonised and interoperable ATS system.

TANGe (Tower ATS-System Next Generation) Phase 1 Ongoing

Project number:  2016_021_AF2

Country: Germany

Leader:  DFS

Description:

Globally, this Implementation Project aims to develop and implement the functions described in the PCP Implementing Regulation (EU No. 716/2014), ATM Functionality "AF2 Airport Integration and Throughput" via an AF5 SWIM (System Wide Information Management) service.

TANGe (Tower ATS-System Next Generation) Phase 1+ incl. Service Architecture Ongoing

Project number:  2017_032_AF2

Country: Germany

Leader:  DFS

Description:

A main objective of the project TANGe (Tower Air Traffic Service - ATS) Next Generation – Phase 1, 1+ and 2) is the implementation of core PCP functionalities with regard to deploying A-SMGCS (Advanced Surface Movement and Guidance Control System) Routing and Planning Functions as well as the associated Airport Safety Nets at the airports of Frankfurt (EDDF), Munich (EDDM), Düsseldorf (EDDL) and Berlin (EDDB).
The scope of this implementing project is the implementation of a new and enhanced tower ATS-system delivering the required PCP IR functionalities comprising:
– Departure Management Synchronised with Pre-departure sequencing
– Departure Management integrating Surface Management Constraints
– Automated Assistance to Controller for Surface Movement Planning and Routing
– Airport Safety Nets
– Upgrade to SWIM

The need for an enhanced DFS tower ATS-system is justified/urgent because the current ATS-system is not capable of supporting the described “Airport Integration and Throughput” functions, except for the “Departure Management Synchronized with Pre-departure sequencing” for which DFS is already PCP compliant through the implementation of A-CDM at the PCP airports of Frankfurt (EDDF), Munich (EDDM), Düsseldorf (EDDL) and Berlin (EDDB; once airport becomes operational).
Furthermore, the current system architecture cannot be upgraded to a future iSWIM service with the relevant interfaces as required by the PCP IR EU No 716/2014 ATM Functionalities AF5. Hence, a change towards a service-orientated system architecture is indispensable.
The project TANGe is the first project of a DFS wide programme called “ZAAS – Zukunftsarchitektur ATS Systeme” - (“Future ATS System Architecture”). The programme ZAAS strives for optimisation of maintenance processes, methods, and ATS Systems. ZAAS supports digital transformation of DFS ATS IT by consolidating ATS Technology in Data Centres using new architecture concepts (e.g. Cloud Computing, Service Orientation). The goal is to accelerate the implementation and deployment of operational requirements. This also strives to optimise the use of resources in the product life cycle.
In order to ensure that the new tower ATS-system meets all operational requirements regarding performance for the Key Performance Areas of capacity, safety, ANS (Air Navigation Service) cost efficiency as well as resilience, interoperability and security of the system, the project / system TANGe will be deployed in three Phases.
• TANGe PHASE 1 defines all activities necessary to achieve the PCP IR S-AF 2.4 and S-AF 2.5 compliance for German PCP Towers (funded under IP 2016_021_AF2, Action 2016-EU-TM-0117-M).
• TANGe PHASE 1+ (scope of this implementing project) will use the results from phase 1 to generate requirement specifications needed to create necessary updates of concept of services, migration, architecture, etc. to achieve the PCP IR S-AF 2.4 and S-AF 2.5 compliance for German PCP Towers.
• In TANGe PHASE 2 (scope of future funding applications) the system/services are developed and ready to be rolled out, will be deployed and taken into operational use at the airports of EDDF, EDDM, EDDL and EDDB. The TANGe System will be fully compliant with PCP IR S-AF 2.4 and S-AF 2.5 for EDDF, EDDM, EDDL and EDDB. It will also include the upgrade to SWIM standards. TANGe Phase 2, following phase 1+, is not part of this funding application.
Coordination with the airport operators regarding technical interfaces and infrastructure will be considered in Phase 2.

Phase 1+ of the TANGe project will deal with:
• Iterative validation and review of functional requirements
• Iterative validation and review of human machine interface (HMI) requirements
• Execution of safety assessments
• Developement and update of an architecture concept aligned with a new established DFS program ZAAS “Future ATS System Architecture”
• Developement and update of a migration concept aligned with a new established DFS program ZAAS “Future ATS System Architecture”
• Developement and update of a maintenance concept for the new ATS System aligned with a new established DFS program ZAAS “Future ATS System Architecture”
• Creation of a process model concept for service orientated software development
• Refinement of services and technical requirements (Follow-Up of Phase 1)
• Deployment/implementation of basic services
• Transition and rollout concept
• Phase 1+ is a planning activity to achieve the PCP IR S-AF 2.4 and S-AF 2.5 compliance for German PCP Towers.

Specific objectives:
TANGe PHASE 1
(Covered by IP 2016_021_AF2, Action 2016-EU-TM-0117-M)
Defines concepts and specifies “WHAT” kind of system features and functions to develop with respect to roles and responsibilities.

TANGe PHASE 1+:
(scope of this implementing project)
In addition to PHASE1 in this phase requirements will be refined. Appropriate validations will be done to clarify “HOW” the exact design of the functions will be.

Expected Results:
Phase 1+ of the TANGe project will produce the following results:
• Project specific documents are drafted
• Safety assessment concept document is drafted – Safety requirements are identified
• Iterative requirements document is drafted
• Refinement of services and technical requirements (Follow-Up of Phase 1) are achieved
• Architecture concept document is drafted
• Migration concept document is drafted
• Maintenance concept for the new ATS is designed
• Process model concept for service orientated software development is designed and approved
• Basic services are deployed
• Transition and rollout concept is designed

Performance Benefits:
TANGe PHASE 1+:

The Phase 1+ is mandatory for Phase 2 that means the Performance benefits will be generated at the end of TANGe Phase 2 (roll-out).
In the long run, after implementation of TANGe PHASE 2 (not funded under this Action) the following benefits are expected:
• Reduced maintenance costs in system management, software development and deployment, product- and requirement management, reduced hardware costs
• To a create significantly higher flexibility and faster implementation of changes (time-to-operation)
• To achieve a more predictable and targeted further development of the ATS components (innovation capability) in the future
• To align operational requirements to procedures, regulations and ergonomics
• To align the TANGe ATS system with IT security requirements"

TBS deployment at Paris CDG Ongoing

Project number: 2017_037_AF2

Country: France

Leader: DSNA

Description:

DSNA is responsible for approach, runway and ground control at CDG (Charles de Gaulle airport). Several actions and projects are conducted at Paris CDG airport with contribution from several stakeholders coordinated within the CDM framework, to improve throughput and safety in a global roadmap planned up to 2024. Within the roadmap, Time-Based Separation (TBS) solution is identified as one major enabler for DSNA’s contribution to the roadmap.
In this respect, DSNA contributed to SESAR2020 PJ02 work programme, whose
intermediate results demonstrated real operational benefits to be expected from an
integrated concept with Controller Support Tool (LORD: Leading Optimisation Runway
Delivery). LORD allows for seamless and permanent integration of several separation
standards and methods that bring optimised time separation from different perspectives (CSPR – Closely Spaced Parallel Runways, RECAT – Re-Categorisation, Time Based Separation, Pairwise Separation, Weather Dependent Separation, Enhanced Procedures, Runway Occupation Time), dynamically presenting in real time the most constraining separation applicable. Global benefits are reduced controller workload while dealing with adaptive separations and complex procedures, reduced rate of under-spaced separations, increase and stabilisation of runway throughput.
Also part of the roadmap is the SYSAT programme that will deliver a full electronic
environment on control work position. The LORD concept brings a significant evolution of control techniques used at approach and final landing, and requires a full electronic
environment as far as the ATM system is concerned. The operational concepts developed in the project will be passed to SYSAT as inputs.
The proposed approach to implementing TBS in CDG is then to split the implementation and bringing into service of the LORD concept into 4 progressive steps up to 2024:

- Step 1, on legacy system: RECAT-EU Final Target Distance Indicator using TBS aircraft list.
- Step 2, on legacy system: procedural application of TBS (REDSEP - Reduced Separation).
- Step 3, on SYSAT system: TBS with wind and compression margin included.
- Step 4, on SYSAT system: target concept to be derived from LORD.

Specific objectives:
As a stepping stone to implement and bring into service TBS at CDG, this IP specifically aims to Implement the two first steps of the gradual approach towards LORD, and prepare the two last steps through deriving the CONOPS (Concept of operations) for steps 3 and 4.
- Objectives Step 1: RECAT-EU is already in operation at CDG. The objective of step 1 then is an improved support of safe and more efficient RECAT-EU separations through direct visualisation on the ATC surveillance HMI of the Final Target Distance (FTD) indication of the RECAT-EU separation minima applicable behind the lead aircraft in sequence on final approach). This allows in addition a first familiarisation with the TBS HMI principles.
- Objective Step 2: Reduced separation at runway threshold, using a wind-based procedural reduction of separation (based on TBS REDSEP procedure designed and developed by EUROCONTROL with contribution of Austro Control for Vienna airport). It consists in applying, at and above certain wind conditions, the current distance-based separation at a displaced separation delivery point located at a given distance from the runway threshold.
The obtained separation is eventually reduced at runway threshold thanks to the
compression effects between successive aircraft.
- Objective CONOPS: The TBS LORD concept is to be adapted to CDG operational traffic and methods environment. Generic guidance and generic safety case documents for the LORD concept are to be published by EUROCONTROL. They will be the basis of a joint effort between CDG and EUROCONTROL to develop the precise concepts to be implemented at CDG for step 3 and 4.

Expected Results:
Step 1 and 2: Specification, implementation and bringing into service on legacy ATM system. CONOPS: edition and publication of a document.
The proposed gradual approach is expected to ease the operational transition from step 1 to 4, while allowing taking into account the technical transition from legacy ATM system to the new SYSAT environment.

Performance Benefits:
Step 1: better delivery of RECAT separations. The FTD is not considered as a target point for radar vectoring, it must be kept as a visual assistance in support of RECAT. Expected gains are an improvement of safety through reducing workload for approach and tower controllers, a decrease of the frequency of missed approaches due to a better anticipation of loss of separation, and a first familiarisation with the TBS HMI principles.
Step 2 : improve runway throughput performance and stability, by safely decreasing distance minima beyond separation standards when wind conditions allow for relaxing the wake turbulence constraints. Expected mean gain in capacity is 3 landings/hour, based on the recorded mean wind at CDG of 5kts (knots). Expected gain in waiting time is 224 minutes/day, based on the average day of traffic. That translates into annual gains of 3.6M€ of direct cost, a reduction of 3kT of fuel and 10kT of CO2, if 1min of waiting time is valued at 44€ and 38kg of CO2.

TBS4LOWW (Time Based Separation for Vienna Airport) Ongoing

Project number: 2015_232_AF2

Country: Austria

Leader: Austrocontrol

Description: 

Establish Procedural Time Based Separation concept (P-TBS) ,Preparation of Safety, HP and Business Cases supporting full TBS System Based deployment.

tCAT implementation in Sofia ACC Ongoing

Project number: 2015_217_AF4

Country: Bulgaria

Leader: Bulatsa

Description: 

Monitor sector air traffic demand and evaluate traffic complexity (by applying complexity metrics) according to a predefined scale. To allow for timely action to adjust capacity and support the implementation of Short term ATFCM measures, To allow effective capacity management of sectors and their dynamic management by means of different suitable configurations having taken into account the complexity of expected traffic situation. To allow for effective planning of ATCO resources. To allow effective management of ATCO workload. To provide additional mitigation measures for unplanned/unprecedented increase of traffic volume/workload (e.g. airspace restrictions in adjacent airspace, weather avoidance, etc.)

The ECG Communication System upgrade Ongoing

Project number: 2015_038_AF5

Country: Poland

Leader: PANSA

Description:  

AFTN/AMHS system allows to transmit and exchange data between all parties involved in use and management of airspace. It also allows to provide data in the most simplest way (AFTN) as well as to provide more complex data services to more demanding users (AMHS). It is absolutely necessary to have ability of data exchange with Network Manager, based on services available on NM side (EDS). In parallel, due to improve safety level, it is needed to prepare upgrade of AFTN/AMHS system taking into account contingency scenario. After such modification, even in contingency mode, all required services will be provided to the system clients, without degradation of data quality and accuracy. Such upgrade will also include requirements related with increasing from year to year data amount. Upgrade of Communication System, related with introduction new functionalities required by AF 5.3.1 and AF 5.4.1. It will support information exchange in areas mentioned in both AFs. This upgrade will allow also to achieve required security level. Such solution will be in line with AF 5.1.3 and, a s a result, allow to integrate with security infrastructure provided by other components of infrastructure. Cooperation with Military Stakeholder (Military Air Traffic Service Office of the Polish Armed Forces) in this particular will increase project efficiency and multiply project benefits.

Time Based Separation Completed

Project number: #097AF2

Country: United Kingdom

Leader: London Heathrow Airport

Description: 

 Deployment of Time-based separation (TBS) at Heathrow Airport in order to address the  biggest single cause of delay to Heathrow arrivals - strong headwinds on final approach.

 Time Based Separation is expected to reduce this delay by as much as 50% of all strong wind regulations applied at Heathrow (equating to c.20% reduction in overall Heathrow ATFM delay) with a projected benefit to the airlines in the range £6m to £7.5m per annum. Any reduction in spacing during strong wind conditions will not result in aircraft being closer than minimum radar separation of 2.5nm.

Time-based separation for Final Approach Completed

Project number: #094AF2

Country: United Kingdom

Leader: Gatwick London

Description: 

Implement initial spacing monitor to support air traffic controller to deliver optimum separation between arriving aircraft, Improve utilisation of existing RWY capacity, Increase landing rates, especially during strong headwind conditions and reduce arrival and knock-on delays.

Towards Shared Business Trajectory / Trajectory Based Operations Planned

Project number: 2017_056_AF5

Country: Belgium

Leader: Eurocontrol / NM

Description:

For NM, this project is a continuation of the CEF 2015 IPs 2015_141_AF5 and 2015_106_AF4 (stopping with NM release 24.5). It covers implementation items to be released in operations from NM Releases 25 to 27.5 for the completion of the Family 5.6.1 - Upgrade and Implement Flights Information Exchange System and Service- as described in the Deployment Programme 2017.
This project is the enabler for
- NSP Strategic Objective 2: Deploy interoperable and effective information management systems
- NSP Strategic Objective 5: Facilitate business trajectories and cooperative traffic management

SABRE is also continuing implementation related to Flight Planning aspects / FF_ICE/1 (Flight & Flow Information for a Collaborative Environment) started in project 2015_106_AF4.

Lufthansa Group / Lufthansa Systems are continuing implementation initiated in 2016_100_AF4 IP.

There is no redundancy between IPs 2017_002_AF5 (Aeronautical Information Exchange system for Airlines FOC at Lufthansa & Air France) / 2017_053_AF3 (Implementation of rolling ASM/ATFCM) and this IP.
2017_002_AF5 addresses processes related to the exchange of Aeronautical data, 2017_053_AF3 addresses processes related to the exchange of Airspace data while this IP relates to processes related to the exchange of Flight Information.

To allow for a clear distinction between the systems’ versions implemented through CEF 2015 IPs and CEF 2016 IPs referred above and the systems’ versions subsequently implemented through this IP (2017_053_AF3), NM, Sabre, Lufthansa Systems and Lufthansa Group will organise for a robust requirements and implementation management process. It will allow to clearly identify the different implementation items per different systems’ versions (hence IPs) and to make sure effort / costs can be traced and allocated to that level without any redundancy.

In a continued implementation process, the start of the implementation of a new release -i.e. the identification of concerned business requirements and development of detailed specification- is always happening quite some time before the finalisation of the implementation of a previous version. This is the reason for the overlap in time (more than one year) between CEF 2015 IPs and CEF 2016 IPs referred above and this IP.


Specific objectives:
For NM the main objective of this IP is the exchange and negotiation of 4D Trajectory (including flight performance information) between NM and airspace users and ATC (ANSPs, Airports) via the implementation of the ICAO FF-ICE (FF-ICE/1 phase 2 and Phase 3 (Planning phase) provisions, procedures and processes in compliance with the yellow SWIM TI Profile. Furthermore NM will contribute to the definition of processes, procedures and any standard related to FF-ICE/2 (Execution phase) in relation to ICAO and with European partners. This is to serve a later implementation, i.e. in 2024-2025.

(It is to be noted that implementation Projects 2015_141_AF5 and 2015_106_AF4 are “limited” to deliver the FF-ICE/1 in compliance with the Yellow SWIM TI profile and according to FIXM 4, concerning the 4D trajectory exchange and negotiations processes between NM, Airspace Users and ATC in pre-departure phase. In the NM roadmap, this is also referred as FF-ICE/1 phase 1, FIXM based interoperability).
NM will adapt and deploy its systems (two releases a year) to pursue this objective.

SABRE is also continuing implementation related to Flight Planning aspects / FF_ICE/1 started in project 2015_106_AF4.
SABRE will participate in this project to adapt their Flight Planning Systems and develop operational procedures in relation to FF-ICE, FIXM, SWIM / B2B compliant with NM releases.

For Lufthansa Systems, one objective is to implement upgrades to the flight planning system Lido/Flight related to missing FF-ICE/1 components not included in a predecessor project 2016_100_AF4 (which had the focus on initial FF-ICE/1 readiness) These are special functionalities to manage the processing of flight response messages from the Network Manager to the FOC. Within the 2016 project primarily functions for the 4D trajectory filing from FOC to NM will be implemented. It is not in scope to react on the feedback from NM, .e.g. automatic processing of flight reject information (RAD regulations) or profile tuning restrictions feedback, or future SID/STAR requirements based on the runway in use ( actually validated in PJ18, SESAR 2020). Core new developments will include the expected Planning Service from Network manager to coordinate up to 24h before the flight event the reference business trajectory (RBT). Based on the SESAR 2020 research solutions, it will be required in near future to coordinate with NM the flight route considering the capacity aspects offered from Air Traffic Control. Furthermore Lufthansa Systems will deploy the Trial Service offered from NM to synchronise the flight route with overall ATCFM regulations. Lufthansa Systems will deploy required functionalities in all relevant systems, that means covering flight planning, flight monitoring and cockpit applications. This will ensure a seamless flight information availability for involved users (flight dispatcher, flight watch officers or pilots. In addition new functionalities for automatic processing and negotiation discussions with involved external stakeholder like NM, ATC or airports will be deployed.

The main activities performed at LH Group Airlines FOC (Flight Operational Centre) systems will be the deployment of relevant enhanced flight planning services and operational steering capabilities . The project aims in addition to enable the airlines of the Lufthansa Group to deal with the enhanced and more dynamic network information data that will be exchanged with Network Manager using the Yellow SWIM TI Profile and related to Air Traffic Flow and Capacity Management (ATFCM) –as it impacts on the Flight planning and pre-tactical and tactical operational steering-.

In support to this, the implementation project at LH FOC system aims to define & develop use cases and user stories to exchange trajectory related data upon SWIM as well as to support exchanges related to ATCFM pre-tactical and tactical plans, ATFCM measures and STAM coordination upon SWIM.


Expected Results:
The project will provide for the deployment of NM Systems (NM Releases 25 to 27.5) allowing for the operational processes and procedures supporting the ICAO FF-ICE (FF-ICE/1 (Planning and pre-departure phases) in compliance with the yellow SWIM TI Profile.

The services provided will then be compliant with
- the ICAO provisions related to FF-ICE, following the European implementation guidelines
- the EUROCONTROL SWIM specifications.

The services will use the FIXM data exchange model.

(Draft) FF-ICE/2 procedures will be available.

SABRE will have its System adapted and compliant with NM releases while operational procedures and training material will be available.

Lufthansa Systems will have its System adapted and compliant with NM releases while operational procedures and training material will be available.

All relevant SWIM flight services required for flight information exchange will be deployed at Lufthansa Group Airlines participating airlines ATFCM related services will also be deployed upon SWIM.
Additionally, the NM services will continue to support the legacy messaging data exchanges in order to allow the progressive migration of the stakeholders to SWIM.

To support global customer base and operations, SABRE needs also to continue to support legacy messaging data exchange.


Performance Benefits:
The project provides for increased fidelity in the representation of the traffic demand. This leads to better capacity and route utilisation and consequent delay and fuel consumption reduction. Increased interoperability and compliancy to e-FPL (extended Flight Plan) standards across systems lead to general efficiency improvements and cost reduction. The project also enables the delivery of an increased ATCO productivity at ACC and TMA units, and the progressive dismantling of legacies (e.g. OLDI - On-Line Data Interchange) with high maintenance costs.

Based on previous CBAs, at a first estimation and under the assumption of PCP full deployment:
• The project represents the network ""indirect"" contribution to improve ATCO productivity at network level, which represents a gain of some €200 million (discounted value, see PCP CBA).
• A further increase of flight efficiency and capacity as of 2024 with an estimated discounted benefit of some €35 million.
• A further increase in slot management utilisation for the Lufthansa group and indirectly for Air France with an estimated discounted benefit of some €10 million."

Traffic Complexity Assessment and Simulations Tool - TCAST Ongoing

Project number: 2017_062_AF4

Country: Belgium

Leader: Belgocontrol

Description: 

Overview:
The TCAST Implementation Project will implement a local traffic complexity assessment and simulations tool in the Brussels ACC. The Implementation Project covers several tasks including the installation, testing and fine tuning of the tool, the integration of EFD, NM, MET (meteorological) and other relevant data, the development of procedures and guidance information and the training of the operational and technical staff.
Following on from SESAR Solution ID #19, and the identified shortcomings in the current ATFCM process in place at Belgocontrol, the main objective of this Implementation Project is to :
1) Support the efficient and dynamic handling of traffic by adjusting the sector capacity according to the traffic demand and its associated complexity. This will be achieved through:
• Procurement and installation of a traffic complexity assessment and simulation tool.
• Tuning of the system according to the particularities of the traffic and airspace under the responsibility of Belgocontrol (Brussels ACC/APP) as well as the parametrisation and fine tuning of the complexity algorithm and system outputs.
• Redesigning the current way of working by introduction of traffic complexity metrics in the ATFCM process.
2) Integrate internal and external data sources by:
• Creating a Web Service B2B interface with the NM using the public internet and the SWIM YP.
• Creating an interface to receive EFDs.
• Creating internal interfaces with local systems: AMS, ARTAS, MET Systems....etc.
3) Train and familiarize personnel by :
• involving the end users during all phases of the project, with an emphasis on the tuning phase.
• making participate the end users to a number of training sessions in order to get acquainted with the new system and its functionalities.
• providing technical personnel with adequate training.
The TCAST project already started in 2017 but only the activities (and related costs) starting from 12/04/2018 onwards are considered in the framework of the SGA.
Specific objectives:
The implementation project specifically aims to :
1) acquire and implement a support system capable for real time monitoring, assessment and forecasting of air traffic complexity.
2) integrate up-to-date and SWIM compliant information coming from several data sources (NM-B2B webservices, local systems).
3) redesign the overall ATFCM concept and processes applied within Belgocontrol by considering the impact of traffic complexity in the decision making process with regard to Demand-Capacity Balancing (DCB).

Expected Results:
1) A Traffic Complexity Tool is in operational use.
2) ATFCM procedures are updated.
3) Traffic flow is optimised.

Performance Benefits*:
The TCAST project will contribute to enhancements in the following key performance areas:
1) Safety: positive impact due to better ATCO workload predictability (1%).
2) Environment: positive impact due to the use of more optimal routes leading to reduction in emissions (1%).
3) Capacity: positive impact due to the forecast of traffic complexity situations that would allow timely actions to be taken by the Traffic Manager (3%).
4) Operational efficiency: positive impact (7%).

The above mentioned performance enhancements will bring benefits to Airspace Users, Belgocontrol and neighbouring Air Navigation Service Providers, the Network Manager and the Air Traffic Controllers.

 

Traffic Complexity Management Ongoing

Project number: 2015_115_AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

Enhancement of the network scenario management in support of the collaborative planning,Support local tools in the traffic complexity assessment,Support local actors in decision making by providing simulation facilities at network level,Provide facilities for complexity management at network level to support FMPs not having local tools

Traffic Complexity Tools Completed

Project number: 2015_240_AF4

Country: Czech Republic

Leader: Air Navigation Services of the Czech Republic

Description: 

To reduce traffic complexity over LKAA FIRs, To reduce workload on LKAA Sectors, To eliminate using of regulations.

Traffic Flow Restriction (TFR) – LIDO planning system Completed

Project number: #004AF3

Country: Italy

Leader: Alitalia

Description: 

Improve the route efficiency pursuing the minimum cost (Total cost = fuel costs+ATC costs+time cost). Automation on the research of the best routing, Research of the best routing looking at the daily availability of DCT and RAD restriction removal, Reduction of CO2 and other emissions due to optimized flight plans.

Trajectory accuracy and traffic complexity Completed

Project number: #079AF4

Country: Belgium

Leader: Eurocontrol/ NM

Description: 

The accuracy of demand assessment will be significantly improved by the use of the Extended Flight Plan (EFPL) in the planning phase, meaning a Flight Plan enriched with detailed trajectory and flight performance information. This will also positively impact the ETFMS flight data (EFD) messages process. The better accuracy of the initial trajectory information provided by NM will improve traffic predictability in general, and more specifically facilitate the traffic complexity assessment both at local and central level. The implementation of Network Traffic Scenario management tools at NM level will also directly contribute to manage traffic complexity. Improved trajectory/constraint accuracy/awareness will also result in potential improvements to flight efficiency.

Transition of current Aeronautical Information Management System to EAD Ongoing

Project number: 2015_201_AF5

Country: Italy 

Leader: ENAV

Description: 

Replace the current ENAV NOTAM System with the centrally provided EAD System, Using of AIXM5.1 as standard exchange data format, Provision of PIBs compliant with ADQ requirements.

TSAT to the Gate Completed

Project number: #025AF2

Country: France 

Leader: Aéroports De Paris

Description: 

The use of VDGS/Displays is driven by 2 types of needs :
Consolidate the Pre-departure Sequence and enhance predictability by implementing highly recommended milestones: In-bloc (AIBT - milestone n°7 - Airport CDM Manual V4) and Off-bloc (AOBT- milestone n°15 - Airport CDM Manual V4).

Display key A-CDM information, such as TSAT, to all stakeholders located at the Gate: Airlines crews, Ground handler and Airport operator.

Visual Display Guidance System (VDGS) units and Displays address sub AF 2.1 and associated Fast track:
2.1.1 Consolidate Initial DMAN capabilities
2.1.3 Enhance Basic A-CDM
2.1.4 Consolidate Initial Airport Operational Plan (AOP)

Number of stands concerned :

First phase (2014 – 2016)
• CDG :
o 64 stands with VDGS
o 34 stands with Display
• ORLY :
o 36 stands with VDGS
o 16 stands with Display

TWR System at Amsterdam Schiphol Ongoing

Project number: 2015_187_AF2

Country: The Netherlands

Leader: LVNL

Description: 

Deploy a state-of-the-Art tower system at Schiphol Airport to support the implementation of the European ATM Master Plan and the Pilot-Common-Project (PCP) in accordance with the deployment plan of the SESAR Deployment Manager. Realisation of PCP requirements in the TWR domain with a due date in 2021 namely
S-AF 2.1 Departure Management Synchronised with Pre-departure sequencing, S-AF 2.2 Departure Management integrating Surface Management Constraints and S-AF 2.5 Airport Safety Nets,Enabler for the extension of the TWR System with remaining PCP requirements.

Universal Mobile Display System (UMDS) solution to support A-CDM Implementation Completed

Project number: 2015_077_AF2

Country: Ireland

Leader: Dublin Airport

Description: 

Universal Mobile display System will allow daa to share A-CDM information with all A_CDM partners at the airport on mobile devices. Provides powerful functionalities to integrate, operate and monitor information distribution.

Upgrade of trajectory management in SACTA-iTEC Ongoing

Project number:  2016_040_AF3

Country: Spain

Leader:  ENAIRE

Description:

SACTA-iTEC is deployed within the interoperability through European Cooperation (iTEC) collaboration framework in order to attain a very high level of interoperability within European systems. This means that, in order to attain a very high level of interoperability and commonality, all iTEC partners, namely five main European Air Navigation Service Providers (NATS (United Kingdom), DFS (Germany), LVNL (Holland), AVINOR (Norway) and ENAIRE (Spain)) are closely working together in the deployment of a common Flight Data Processing (FDP) and Controller Working Position (CWP) system.

This Implementation Project (IP) aims at the deployment of the iTEC version of the SACTA system, that will contribute to the fulfilment of several ATM functionalities linked to the PCP requirements. SACTA-iTEC will be deployed in all 5 Spanish Area Control Centres (ACCs) and all Spanish Terminal Manoeuvring Areas (TMAs). Therefore, it will provide the operational improvements hereinafter described in the whole Spanish airspace.

This Implementation Project covers the integration of iTEC FDP and CWP into SACTA system. The project will end up with a factory Pre-Qualification Test (PQT) of the integration.

This IP is implemented alongside project "Deployment of SACTA-iTEC" (2016_036_AF3). The final products implemented within both projects will merge afterwards by the end of 2021, to produce the final SACTA system version that will be able to fully comply with families 1.1.2, 3.2.1 and 3.2.4. There is no activity nor investment overlap between both projects submitted under the 2016 CEF Transport Call.

Upgrade/Replace Infrastructure to facilitate SWIM Ongoing

Project number:  2016_034_AF5

Country: Ireland

Leader:  Dublin Airport

Description:

Dublin Airport (DUB) is the largest airport in Ireland and it has experienced rapid growth in passenger numbers over the last two years. It plans to become an A-CDM (Airport Collaborative Decision Making) compliant airport in 2018 and as a natural follow-up it also now wishes to start the process of becoming SWIM (System Wide Information Management) compliant.

The Implementation Project aims to implement the SWIM infrastructure necessary to lay the foundation for DAA (Dublin Airport Authority) to implement SWIM integration services and eventually become fully SWIM compliant.

In particular, the following tasks are carried out:

  • Complete an extensive period of investigation/market intelligence.
  • Define a comprehensive set of requirements to upgrade or replace their existing Enterprise Service Bus and define Security and Service-Oriented Architecture (SOA) governance related requirements.
  • Complete full tender process for a new platform.
  • Select a vendor under EU procurement rules to provide a scalable, resilient and future proofed platform as its SWIM infrastructure.
  • Commence work on building the new SWIM infrastructure to the recommended standards.
  • Complete Migration steps.
  • Complete testing.
  • Implement new platform and migrate existing services.
  • In parallel, work will also be ongoing on the NM (Network Manager) inter-operability project (2016_033_AF5 Use SWIM methods to replace AFTN feeds for A- CDM refers).
Use SWIM methods to replace AFTN feeds for A- CDM Ongoing

Project number:  2016_033_AF5

Country: Ireland

Leader:  Dublin Airport

Description:

Dublin Airport (DUB) is the largest airport in Ireland and it has experienced rapid growth in passenger numbers over the last two years. It plans to become an Airport Collaborative Decision Making (A-CDM) compliant airport in 2018 (covered within CEF-call project 2015_078_AF2, Action 2015-EU-TM-0193-M). As a natural follow up, it also wishes to become SWIM compliant and ensure that data exchanged with Network Manager Operations Centre (NMOC) is exchanged via the new SWIM platform to be acquired via Implementation Project 2016_034_AF5 “Upgrade/Replace Infrastructure to facilitate SWIM” (funded under this Action).

VARP - VoIP ATC Radio Project Ongoing

Project number: 2015_051_AF3

Country: Croatia

Leader: Croatia Control

Description:  

Implementation of modern IP-based VHF/UHF radio network

VCS-IP - Upgrade of Voice Communication Systems to support ATM VoIP communications Ongoing

Project number:  2016_043_AF3

Country: Croatia

Leader:  Croatia Control

Description:

The Implementation Project aim to:

- Upgrade of all CCL´s main and backup Voice Communiction Systems (VCS) to comply with EUROCAE ATM Voice over IP (VoIP) standards as a prerequsite for implementation of PCP AF3 Flexible Airspace Management (ASM) and Free Route

- Carry out a Safety Assessment of the upgraded CCL´s main and backup Voice Communiction Systems (VCSS).

 

In the course of this Implementation Project, all main, backup and simulator VCS will be upgraded to allow Internet Protocol (IP) based connectivity in Ground/Ground (G/G) and Air/Ground (A/G) voice communication domain. Voice Communication Systems procured in period 2012-14. can be upgraded to VoIP by changing system software release followed by replacement of monitoring and control subsystem and integration of additional VoIP hardware. Following systems will be upgraded as described:

 

- Main VCS Zagreb Area Control Cenre (ACC),

- Main and backup VCS for Split terminal area,

- Main and backup VCS Pula terminal area,

- Main and backup VCS Dubrovnik terminal area,

- Main and backup VCS Zadar terminal area,

- main VCS Zagreb TWR,

- simulator VCS.

 

Back Voice Communication System (BVCS) Zagreb ACC is a system of an older generation and can only be extended by additional media gateway (MGW) to mediate between BVCS legacy type of interfaces and IP network. During integration and site acceptance testing, existing and new system functions shall be validated. Upgraded systems will provide telephone connectivity with VoIP compliant VCSs and an easy integration of all IP-based VHF/UHF radios needed for the management of dynamic airspace configuration. The implementation of VoIP will enable the introduction of dynamic sector delegation between Air Traffic Control centers thus increasing the number of sector configurations provided from every ATC centre depending on the traffic demand. More direct routes available due to flexible use of airspace will directly reduce fuel burn and emission of carbon. Decrease of maintenance cost is also expected after implementation of the whole IP concept.

Vehicle Tracking System (VTS) Completed

Project number: #022AF2

Country: Belgium

Leader: Brussels Airport

Description: 

Display position and identification of all vehicles entering manoeuvring area on a regular basis on the ground radar display to controllers, Improve safety airport ground movements (additional safety net),Comply with Level-1 A-SMGCS requirement (SES Legislation – ESSIP initiative)

Vehicle Transponder A-SMGCS Düsseldorf Ongoing

Project number: 2015_031_AF2

Country: Germany

Leader: Dusseldorf Airport

Description: 

Transponder for vehicles A-SMGCS Level 2 Düsseldorf.

VHF Concept Implementation 2020 Ongoing

Project number: 2015_236_AF3

Country: Austria

Leader: Austrocontrol

Description: 

Implement Voice COM System as an enabler for PCP AF3 regards to Regulation No 716/2014 - Flexible Airspace Management and Free Route, Validate and verify system safety.

VoIP Programme Completed

Project number: 2015_132_AF3

Country: Denmark

Leader: Naviair

Description: 

Main VCS upgraded to support VoIP thereby enabling flexible Air Space Management (ASM), Existing VHF radios replaced by VoIP capable VHF radios thereby enabling flexible ASM.

Workload model for Amsterdam Area Control and Approach Control operations Ongoing

Project number: 2015_167_AF4

Country: The Netherlands

Leader: LVNL

Description: 

Introduction of WLM to support ATFC Measures decisionmaking, Advanced simulations features for predicting workload to support staffing and ATFC Measures decision making, Advanced workload assessment tools to support the use of Short Term ATFC Measures (STAM) and Flexible Use of Airspace (FUA), Integrated WLM infrastructure and interoperable with operational ATC-systems, Support tool for runway configuration and capacity planning Schiphol Airport, Workload methodology for APP operations.

XMAN - Cross-center arrival management - Part 2 (CEF2016) Ongoing

Project number:  2016_023_AF1

Country: Germany

Leader:  DFS

Description:

This Implementation Project continues the activities for the deployment of extended arrival management that were started with the XMAN (Cross-center Arrival Management) multi-stakeholder project (2015-EU-TM-0196-M-2015_196_AF1). The XMAN project ensures the harmonised and coordinated implementation of Extended Arrival Management in accordance with PCP (Pilot Common Project) IR EU No. 716/2014 and the Deployment Programme 2016 of the SESAR Deployment Manager in the European Core Area.

The overall aim of this Implementation Project is the extension of the planning horizon of Arrival Management systems (AMAN) from the local TMAs into the airspace of En-Route Control Centres up to about 200 NM (Nautical Miles) around the PCP-airports – or even beyond – depending on the operational environment and the needs of the stakeholders.

It foresees the upgrade of ATC systems at the respective ATS (Air Traffic Services) units (Approach Control and Area Control Centers) to support the processing, exchange and display of arrival management information such as Time to Lose and/or Speed Advice. The exchange of information will be established with existing technology via OLDI (On-Line Data Interchange) with an Arrival Management Message (AMA) or SWIM (System Wide Information Management) using XML format. The XMAN Portal is a common service by which the XMAN actors can interact, to share data, to achieve common awareness and consistent and coherent application of XMAN actions.

The remaining implementations of XMAN connections to affected Control Centres within the extended planning horizons should be developed before 2020. It should be noted that only those upstream Control Centres will be subject to Extended Arrival Management where it is deemed operationally beneficial e.g. due to their share of the arrival stream or the amount of airspace available for effective handling of arriving flights.

The following airports and controil centres are involved in this project:

. Airports: Minuch (MUC), Dusseldorf (DUS), Berlin (BER), Nice (NCE) and Barcelona (BCN).

. Control Centres: Padua, Vienna, Karlsruhe, Maastrich, Bremen, Munich, Milan, Marseille and Brodeaux.

XMAN - Cross-centre arrival management Ongoing

Project number: 2015_196_AF1_A

Country: Germany

Leader: DFS

Description: 

The overall objective is to deploy - in the European core area - the Family 1.1.2 "AMAN upgrade to include Extended Horizon function” of the Deployment Programme 2015 on the basis of the Pilot-Common-Project Regulation EU No. 716/2014. The IP covers:
- the implementation of Extended Arrival Management (E-AMAN) in Enroute Control Centers adjacent to PCP-relevant airports Frankfurt, Munich, Zürich and London (LHR) based on a commonly developed Concept of Operations and System requirements in a timely, coordinated and synchronized effort, using currently available systems and technology;
- the development and validation of a common service for E-AMAN to share data, to achieve common awareness and consistent and coherent application of E-AMAN actions and to enable appropriate interactions among all actors involved.
Generation of considerable improvements in various performance areas such as environment (CO2 and fuel-burn reduction), safety (reduction in stack holding) and capacity (reduction in traffic bunching/workload). Provide economic benefits to airspace users (though reduced fuel burn / improved flight efficiency). Introduction of a common operational concept (CONOPS) and standardized systems requirements to provide a harmonized and coordinated approach to extended arrival management in the European core area. Consideration of existing technologies for early implementations and quick-wins as well as validated SESAR results and technologies for further evolution. Promotion of interoperability though automated Inter-Centre coordination by the use of system to system communication using standards (OLDI AMA Message or SWIM Webservice)