lssip 2018 united kingdom - eurocontrol · 2019-06-13 · lssip year 201 8 united kingdom released...

EUROCONTROL25 YEARS

of ATM Implementation Reportingin Europe

Level 1 - Implementation Overview

LSSIP 2018 UNITED KINGDOMLocal Single Sky ImPlementation

LSSIP Year 2018 United Kingdom Released Issue

Document Title LSSIP Year 2018 for United Kingdom

Infocentre Reference 19/02/05/44

Date of Edition 05/04/2019

LSSIP Focal Point Craig King – [email protected]

LSSIP Contact Person Alessandro Prestigiacomo - [email protected]

Status Released

Intended for Agency Stakeholders

Available in http://www.eurocontrol.int/articles/lssip

Reference Documents

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

LSSIP Guidance Material

http://www.eurocontrol.int/articles/lssip

Master Plan Level 3 – Plan Edition 2018

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-plan

Master Plan Level 3 – Report Year 2018

http://www.eurocontrol.int/articles/european-atm-master-plan-level-3-implementation-report

European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/

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

Acronyms and abbreviations

https://www.eurocontrol.int/sites/default/files/content/documents/official-documents/guidance/Glossaries.pdf

National AIP http://www.nats-uk.ead-it.com/

mailto:[email protected]

mailto:[email protected]








https://www.eatmportal.eu/working/signin

http://www.atmmasterplan.eu/

http://www.eurocontrol.int/statfor



http://www.nats-uk.ead-it.com/


APPROVAL SHEET

The following authority has approved the present issue of the LSSIP 2018 document and the signature confirms the correctness of the reported information and reflects the commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan - Edition 2018.

A representative of the national regulatory authority has signed on behalf of all the involved contributory stakeholders. This arrangement between the signatory authority and the national stakeholders was decided at State level.

Each of the involved stakeholders has provided written confirmation (via e-mail) to the signatory authority of the correctness of the information provided.


CONTENTS

1. National ATM Environment ............................................................ 8 Geographical Scope ............................................................................................ 8 National Stakeholders ...................................................................................... 10

2. Traffic and Capacity ...................................................................... 23 Evolution of traffic in United Kingdom ............................................................. 23 London Area Control ........................................................................................ 24 London Terminal Control ................................................................................. 28 Prestwick Centre .............................................................................................. 31

3. Master Plan Level 3 Implementation Report conclusions ............. 35

4. Implementation Projects .............................................................. 37 National projects .............................................................................................. 37 Additional national projects ............................................................................. 43 Regional projects .............................................................................................. 47

5. Cooperation activities .................................................................. 52 FAB Co-ordination ............................................................................................ 52 FAB projects ..................................................................................................... 52 Regional cooperation ....................................................................................... 53

6. Implementation Objectives Progress ........................................... 55 State View......................................................................................................... 55 Detailed Objectives Implementation progress ................................................ 63

Annexes Specialists involved in the ATM implementation reporting for United Kingdom

National stakeholders’ organisation charts

Implementation Objectives’ links with SESAR, ICAO and DP

Glossary of abbreviations

Mature SESAR Solutions not associated to an Implementation Objective

LSSIP Year 2018 United Kingdom 1 Released Issue

Executive Summary

National ATM Context

The United Kingdom remains fully engaged with the European Commission, the European Aviation Safety Agency (EASA) and Eurocontrol in the development and implementation of a Single European Sky (SES) and EASA implementing regulations. The work required from the UK Department for Transport and the UK Civil Aviation Authority is substantial and includes significant resource in support of key SES programmes and implementation such as the Performance Scheme, FABs, Standardised European Rules of the Air, Common Requirements and SESAR - including the Pilot Common Project - in support of the Air Traffic Management (ATM) Master Plan.

Traffic and Capacity During summer 2018 (May-October), the UK experienced a traffic increase of 0.8% compared to the same period in 2017. The average summer en-route delays, per flight were as listed below: • London Area Control was 0.2min per flight – an increase from 0.14 in 2017. 50% of the LAC delays were for

Weather and 39% for ATC Capacity. • London Terminal Control was 0.3min per flight, which was a significant increase from 0.16min in 2017. 40%

of the LTC delays were for ATC Capacity, 33% for Special Events and 18% for Weather. • Scottish Area Control was 0.1min per flight, a slight decrease from 0.11min in 2017. 52% of delays were due

to ATC capacity, 35% were due to Weather and 12% were due to ATC Staffing. Capacity increases in London Area Control over the future period (2018-2022) are based upon a number of ongoing improvements and activities including improved ATFCM including STAM, and a more flexible use of staff. R-LAT Phase 2 which will see reduced lateral separation be expanded across all organised tracks is planned to be implemented in 2018. Capacity increases in London Terminal Control over the future period (2018-2022) are based upon a number of ongoing improvements and activities including improved ATFCM including STAM, and a more flexible use of staff. The ExCDs project started in 2017 will deliver Electronic Flight Strips to London Terminal Control staff and Terminal Controllers will be trained for ExCDs by the end of 2018. Capacity increases in Scottish Area Control over the future period are based upon further benefits from the RLAT Phase-2 activities; improved ATFCM including STAM and there may be additional capacity benefits from PC Lower Airspace but that has yet to be determined.


Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1 and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases.

The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre-SESAR Implementation

2010 2019

82%

PCP Implementation

2015 2023

44%

Progress per SESAR Key Feature and Phase

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

86%

Pre-

SESA

R

85%

55%

88%

38%

72%

9%

Pre-

SESA

R

Pre-

SESA

R

Pre-

SESA

R

PCP

PCP

PCP

PCP

Optimised ATM Network Services

Advanced Air Traffic Services

High Performing

Airport Operations

50%

Enabling Aviation Infrastructure


ICAO ASBUs Progress Implementation

The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 6.1.

Block 0 2010 2018

76%

Block 1 2015 2022

49%

ATM Deployment Outlook

● State objectives

Deployed in 2017-2018: - Collaborative Flight Planning [FCM03] 100% progress - STAM Phase 2 [FCM04.2] 100% progress - Data Link [ITY-AGDL] 100% progress - 8,33 kHz below FL195 [ITY-AGVCS2] 100% progress

- Runway excursions [SAF11] 86% progress - ASM Tools [AOM19.1] 82% progress - AMHS [COM10] 78% progress - Aircraft Identification [ITY-ACID] 45% progress

- OAT and GAT handling [AOM13.1] 88% progress - Surveillance Performance & Interoperability [ITY-SPI] 78% progress - ETFMS [FCM01] 68% progress - FMTP [ITY-FMTP] 41% progress - Voice over IP [COM11] 40% progress - NewPENS [COM12] 3% progress

- Interactive Rolling NOP [FCM05] 78% progress - Coordination and transfer [ATC17] 26% progress - ASM/ATFCM process [AOM19.3] 20% progress - Real-Time Airspace Data [AOM19.2] 18% progress - Free Route Airspace [AOM21.2] 11% progress - Pre-defined Airspace Configurations [AOM19.4] 5% progress

- RNAV 1 for TMA Operations [NAV03.1] 77% progress - MTCD & CORA [ATC12.1] 47% progress - Aeronautical Information [ITY-ADQ] 47% progress - eTOD [INF07] 27% progress - RNP 1 for TMA Operations [NAV03.2] 16% progress - SWIM Yellow TI Profile [INF08.1] 2% progress

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives - EGBB - Birmingham Airport

Deployed in 2017-2018: - A-SMGCS Surveillance (former Level 1) [AOP04.1] 100% progress - A-SMGCS RMCA (former Level 2) [AOP04.2] 100% progress

- CCOs [ENV03] 60% progress

- Airport CDM [AOP05] 17% progress

● Airport objectives - EGCC - Manchester Airport

Deployed in 2017-2018: /

- A-SMGCS RMCA (former Level 2) [AOP04.2] 25% progress

- A-SMGCS Surveillance (former Level 1) [AOP04.1] 57% progress - Airport CDM [AOP05] 37% progress - Initial Airport Operations Plan [AOP11] 8% progress - Airport Safety Nets [AOP12] 33% progress

- AMAN [ATC07.1] 10% progress - CDOs [ENV01] 82% progress

- Time-Based Separation [AOP10] 0% progress - Surface Movement Planning & Routing [AOP13] 0% progress

● Airport objectives - EGKK - London Gatwick Airport


- CDOs [ENV01] 80% progress - Collaborative Env. Mgt. [ENV02] 92% progress


By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives - EGLL - London Heathrow Airport

Deployed in 2017-2018: - Initial Airport Operations Plan [AOP11] 100% progress

- A-SMGCS Surveillance (former Level 1) [AOP04.1] 93% progress - A-SMGCS RMCA (former Level 2) [AOP04.2] 85% progress

- Surface Movement Planning & Routing [AOP13] 7% progress - CDOs [ENV01] 80% progress

● Airport objectives - EGSS - London Stansted Airport

Deployed in 2017-2018: - A-SMGCS Surveillance (former Level 1) [AOP04.1] 100% progress - A-SMGCS RMCA (former Level 2) [AOP04.2] 100% progress

- AMAN [ATC07.1] 0% progress

- Airport CDM [AOP05] 16% progress - Airport Safety Nets [AOP12] 28% progress

- Initial Airport Operations Plan [AOP11] 3% progress

- CDOs [ENV01] 82% progress

● Airport objectives - EGPH - Edinburgh Airport




● Airport objectives - EGGW - London Luton Airport


- Airport CDM [AOP05] 6% progress


By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+


● Airport objectives - EGLC - London City Airport


- Remote Tower [AOP14] 50% progress


● Airport objectives - EGNT - Newcastle Airport


- CDOs [ENV01] 68% progress - CCOs [ENV03] 50% progress

● Airport objectives - EGNX - Nottingham East Midlands Airport



● Airport objectives - EGPF - Glasgow Airport

Deployed in 2017-2018: - CCOs [ENV03] 100% progress


By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+

By 12/2019 By 12/2020 By 12/2021 2022+


Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2018, together with plans for the next years.

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

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;

Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions;

Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document;

Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned;

Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high-level information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2018. In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.


1. National ATM Environment

Geographical Scope

International Membership

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

Organisation Since

ECAC Nov/1955

Eurocontrol Dec/1960

European Union Jan/1973

EASA Sep/2003

ICAO Apr/1947

JAA 1989

NATO Apr/1949

Geographical description of the FIR(s)

The geographical scope of this document addresses the London and Scottish FIRs/UIRs and associated areas of airspace where provision of ATS has been delegated to NATS. NATS also provides air traffic services within the Shanwick Oceanic Control Area (OCA); provision for such services being delegated by ICAO to the United Kingdom as a NAT Provider State. The development of such services is beyond the scope of this document.

The Swanwick and Prestwick Centres provide Air Traffic Services (ATS) in en-route airspace to GAT at and above FL245 within the London and Scottish Upper Information Regions (UIR).

The Swanwick and Prestwick Centres also provides ATS to GAT in both en-route and TMA airspace, below FL245, within the London and Scottish Flight Information Regions (FIR); the airspace being allocated according to operational requirements.

The London and Scottish FIR/UIRs are surrounded by the FIR/UIRs of 7 States, namely France (France UIR Paris FIR and Brest FIR), Ireland (Shannon FIR/UIR), Iceland (Reykjavik FIR), Norway (Norway FIR/UIR), Denmark (Copenhagen FIR), The Netherlands (Amsterdam FIR) and Belgium (Brussels FIR/UIR). Through airspace delegated from The Netherlands and Belgium to Eurocontrol, the London UIR also interfaces with the Maastricht Upper Area Control Centre (MUAC).

The Prestwick Centre also interfaces with the NAT (North Atlantic) ATS providers of Shanwick OCA, Denmark (Copenhagen FIR) and Reykjavik OCA.

The provision of military area radar services and ATS to OAT in the London and Scottish FIR/UIR is the responsibility of RAF (Unit) Swanwick as is the provision of ATS, by arrangement and agreement, to off-route GAT within appropriate surveillance coverage and Operational Areas of Responsibility (AoR) being designated as appropriate. If the RAF (Unit) Swanwick is for any reason unable to provide a service, NATS retains responsibility for the provision of an ATS. Other ATS providers may also provide an appropriate ATS within their own AoR.


Airspace Classification and Organisation

The following classification of airspace is applied in the UK.

Flight Level UK

Upper Limit 660

195 – 660 C

SFC – 195 G

Type of Airspace Structures and Classifications

Major TMA A C D

Minor TMA E CTA A C D E AWY A C D E CTR D

There are currently six TMAs in the UK:

• 3 TMAs Solely Class A (Channel Islands North TMA; Channel Islands South TMA, London TMA)

• 1 TMA Part Class A and Class C (Manchester TMA) • 1 TMA Solely Class D (Belfast TMA). • 1 TMA Part Class D and Part Class E (Scottish TMA);

There are currently forty-three CTAs in the UK:

• 4 CTAs Solely Class A; • 4 CTAs Part Class A and part Class C; • 1 CTA Part Class A, Class C and Class D • 1 CTA Part Class A, Class C and Class E • 5 CTAs Solely Part C • 28 CTAs Solely Class D.

All Control Areas (Airways) below FL 195 as notified within the UK FIR (with some exceptions which are notified as Class C, D or E) are notified as Class A; above FL 195 they are all notified as Class C.

There are currently twenty-nine CTRs in the UK, all notified as Class D.

The above data was correct as of 1 Feb 2018 (AIRAC 2/2018).


ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

NATS Swanwick 23 44 London FIR/UIR This is the maximum potential configuration.

The TMA total includes some sectors which also provide a limited en-route service and some which provide approach services for London airports.

NATS Prestwick 27 Scottish and London FIR/UIR

This is the maximum potential configuration.

Prestwick Centre sectors operate across both en-route and TMA environments.

National Stakeholders

The main National Stakeholders involved in ATM in the UK, which contribute to the compilation of this document, are the following:

• UK Department for Transport (DfT) – The responsible government Department

• UK Civil Aviation Authority (CAA) - National Supervisory Authority and Competent Authority

• National Air Traffic Services (NATS)

• Military Authorities

• Heathrow Airport Holdings Limited, Global Infrastructure Partners (GIP), and Manchester Airports Group (MAG)

• Air Accidents Investigation Branch (AAIB) of the UK Department for Transport (DfT).

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


Civil Regulator(s)

General Information

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


An overview of the regulatory bodies in the UK can be seen in the table below:

Activity in ATM: Organisation responsible Legal Basis

Rule-making DfT acting on recommendations from the Civil Aviation Authority (CAA), and subject to rule-making processes at European Union level. Safety and Airspace Regulation Group (SARG), CAA.

The CAA is designated as the NSA by the UK Government under the Single European Sky (National Supervisory Authority) Regulations 2013 (Statutory Instrument 2013 No. 2620). http://www.legislation.gov.uk/uksi/2013/2620/contents/made Rule-making powers arise under the Civil Aviation Act 1982, the Air Navigation Order 2016.

Safety Oversight UK CAA/SARG (NSA as per SES Regulations, Competent Authority under EASA Regulations).

The CAA is designated as the NSA by the UK Government under the Single European Sky (National Supervisory Authority) Regulations 2013 (Statutory Instrument 2013 No. 2620). Under Article 270 of the UK Air Navigation Order 2016 the CAA is: 1. The NAA (National Aviation Authority) of the UK for the purposes of the Basic EASA Regulation. 2. The competent authority of the UK for the purposes of the EASA Aircraft Certification Regulation. 3. The competent authority of the UK for the purposes of the EASA Aircrew Regulation. 4. The competent authority for the UK for the purposes of the EASA Continuing Airworthiness Regulation. 5. The competent authority for the UK for the purposes of the EASA Air Operations Regulation, except that the Secretary of State is the competent authority of the UK for the purposes of Subpart RAMP of Part-ARO. 6. The competent authority for the UK for the purposes of the EASA Aerodromes Regulation. 7. The competent authority for the UK for the purposes of the Standardised European Rules of the Air Regulation. 8. The competent authority of the UK for the purposes of EU-OPS. 9. The NSA and the competent authority of the UK for the purposes of Articles 4 and 27 of the EASA Air Traffic Controllers’ Licensing Regulation; and 10. The competent authority of the UK for the purposes of the Occurrence Reporting Regulation. Under Article 271 of the UK Air Navigation Order, the functions conferred on the UK by Article 14(4) of the Basic EASA Regulation (Regulation (EU) No 2018/1139) are to be exercised by the CAA: subject to obtaining the consent of the Secretary of State prior to granting any exemption in accordance with Article 14(4) which is repetitive or is for more than two months. Under Article 272 of the UK Air Navigation Order, the function conferred on the UK by Article 4(8) of the EASA Aircrew Regulation is to be exercised by the CAA. Under Article 273 of the UK Air Navigation Order, the functions conferred on the UK by Articles 3(2), 4(3), 5(2), 5(6), 5(7), 6(3), 7(3), 8(2), 9, 13(6), 13(7), 13(8), 13(10), 13(11), 13(12), 15(1), 15(2), and 16(3) of the Occurrence Reporting Regulation are to be exercised by the CAA.

http://www.legislation.gov.uk/uksi/2013/2620/contents/made


Activity in ATM: Organisation responsible Legal Basis

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

CAA Air Navigation Order 2016 for Licensing, Approvals and Certificates. SES and EASA legislation for Certifications and Designations (under the SES Service Provision, EASA BR, Common Requirements and Safety Oversight Regulations (under EASA Regulations 1034/2011 and 1035/2011); ATFM under the SES ATFM Regulation; and Interoperability under the high-level SES Interoperability Regulation and Implementing Rules made under it. Criminal sanctions for breaches of: (1) SES requirements under the Air Navigation (Single

European Sky) (Penalties) Order 2013 (Statutory Instrument 2013 No.2874); and

EASA requirements under the Air Navigation Order 2016 Article 265(5) to (7) and Schedule 13 Parts A, B, C and D.

Airspace DfT acting on recommendations from the CAA. CAA SARG

Both UK and European level regulations.

Economic DfT in the light of advice from the CAA /UK CAA the Consumer and Markets Group (CMG)


Environment DfT/UK CAA. Both UK and European level regulations.

Security UK CAA AAA deals with security aspects of the EASA Common Requirements Regulations for ANSPs. CAA (Avsec) deals with the compliance monitoring and oversight of aviation security more generally. Policy aspects of security are handled by DfT Transec.


Accident investigation Air Accidents Investigation Branch (AAIB)

The Air Accidents Investigation Branch (AAIB) is an independent part of the DfT and is not part of the CAA. Its purpose is to improve aviation safety by determining the causes of accidents and serious incidents and making Safety Recommendations to prevent accidents in the future. Civil investigations into combined military and civil accidents are conducted in accordance with Regulation (EU) No 996/2010 (as amended by Regulations (EU) Nos 376/2014 and 2018/1139) on the investigation and prevention of accidents and incidents in civil aviation, the Civil Aviation (Investigation of Air Accidents and Incidents) Regulations 2018 (SI 2018 No.321) and the (Armed Forces (Service Inquiry) Regulations 2008 (SI 2008 No 1651). The investigations will be carried out in parallel by respective accident investigation organisations of the Air Accidents Investigation Branch (AAIB) and Military Air Accidents Branch (MAAIB). Each organisation will provide a Liaison Officer to assist in the process and ensure factual data is shared.


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

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

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

1. Fatal accident rate 5 year rolling average is in the best 5% of States; 2. SPIs track the frequency of operational events regarded as potential precursors to fatal accidents,

and indicate continuous improvement in reducing these risks; and 3. Compliance with ICAO SARPs of at least 90% with sound and considered rationale where

differences have been filed.

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

The latest version is at CAP 382.

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


Civil Aviation Authority / DGCA

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

The Consumer and Markets Group (CMG) aims to secure the best sustainable outcome for users of air transport services by providing economic regulation and policy advice. Under powers granted in the Civil Aviation Act 2012 CMG’s responsibilities include the economic licensing of airport operators meeting a competition test of dominance. This replaces the system under which the former Regulatory Policy Group (RPG) regulated three “designated” airports (Heathrow, Gatwick and Stansted). CMG also provides policy advice to the DfT on airports and competition policy. In relation to the NATS En Route plc (NERL) ATS Licence, CMG has a key role to play in co-ordinating the licence management function across the CAA as well as applying the economic regulatory aspects of the Licence (issued under the Transport Act 2000). Within the licence management function, and within the enabling statute (the Transport Act 2000), the CAA has an overriding safety duty.

The Safety and Airspace Regulation Group (SARG) mission is ‘to ensure that risks to civil aviation safety are properly controlled’ and to support the CAA’s role ‘to provide best practice regulation and expert advice that are independent and enable civil aviation to best meet the needs of its users and society in a safe and sustainable manner’. For the purposes of this document, SARG regulates all civil ATS providers and UK-registered aircraft operators. SARG also provides specialist advice to the DfT. SARG plays a significant role in the work of the Eurocontrol Safety Regulatory Commission (SRC) and is instrumental in many aspects of the development of European ATM/ANS safety regulation. SARG has been fully engaged in the development of SES Phase 2+, the development of EASA ATM Regulations, and supporting the DfT in negotiations in Council for the amendment of the Basic EASA Regulation.

SARG is responsible for planning and managing the efficient use of the airspace over the UK to meet the needs of all airspace users, taking into account national security and environmental issues. Consultation is conducted through the National Air Traffic Management Advisory Committee (NATMAC) and its subgroups. SARG staff contribute significantly to a number of Eurocontrol work streams and domains related to airspace and air navigation issues, such as the Network Operations (NETOps) and the Agency Advisory Body (AAB). SARG staff also represent the UK in the Civil-Military Interface Committee (CMIC). Policy and technical advice is provided to the DfT. SARG and representatives from the CAA’s Corporate Strategy and Policy Department (CSP) and CMG also represent the UK on the Single Sky Committee and its ad-hoc working groups and in rule-making and other working groups within EASA. They also represent the CAA in engagement with the SESAR Joint Undertaking and in the NSA Coordination Platform (NCP) and its working groups. They also provide significant UK representation on ICAO Panels and other technical fora.

Annual Report published: Y CAP1671 – Civil Aviation Authority Annual Report & Accounts 2017/18

CAA Annual Report & Accounts 2017/2018

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

https://publicapps.caa.co.uk/docs/33/CAP1671_Annual%20Report_201718(WEB).pdf

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


Air Navigation Service Provider(s)

Services provided

Name of the ANSP: NATS

Governance: Public Private Partnership as of 2001 Ownership: - 49% State-owned (Govt retains a Golden Share). - 51% private-owned (42% by the Airline Group (*), 4% by Heathrow Airports Limited and 5% by NATS employees).

Services provided Y/N Comment

ATC en-route Y NATS (En Route) plc (NERL).

ATC approach Y Provided for those UK airports detailed in the Licence as London Approach. NATS Services Ltd (NSL) provides approach services at specific UK airports under contractual arrangements with the Airport Operator.

ATC Aerodrome(s) Y NSL provides services at specific UK airports under contractual arrangements with the Airport Operator.

AIS Y NSL under contract to NERL

CNS Y

MET Y

ATCO training Y

Others

Additional information:

Provision of services in other State(s):

Y • Provides ATC Approach/Aerodrome services at Gibraltar. • Provides ATC Approach/Aerodrome services at Wattisham, Netheravon and

Middle Wallop through AQUILA partnership. • Provides Aerodrome services at 10 airports in Spain through a partnership with

Ferrovial Servicios.

Annual Report published: Y

http://www.nats.aero/news/annual-report-accounts-2018/

(*)The Airline Group comprises: British Airways PLC, Virgin Atlantic Airways Ltd, Deutsche Lufthansa AG, EasyJet Airline Company Ltd, Thomas Cook Airlines Ltd, Thomson Airways Ltd, Monarch Airlines Retirement Benefit Plan Ltd and USS Sherwood Ltd.

www.nats.co.uk

ATC systems in use

According to European Regulation 552/2004 on the Interoperability of the European Air Traffic Management Network, Chapter 3 defines the ATS Systems (systems and procedures for air traffic services, in particular flight data processing systems, surveillance data processing systems and human-machine interface systems).

NATS operates different ATS systems for each of its centres and at the airports at which it has contractual arrangements; the ATS systems in use at the airports include some common components and some differences.

All of NATS’ ATS Systems and their complex sub-systems are in a process of improvement; most systems are developed in close cooperation with a variety of different manufacturing companies whilst for others NATS is the manufacturer itself. Regardless of the source, NATS Engineering and the respective Operations and Services teams are always closely involved in the improvement processes of the NATS ATS systems.

http://www.nats.aero/news/annual-report-accounts-2018/

http://www.nats.co.uk/


NATS continues to progress its major strategic programme aimed at Deploying SESAR through a new technology platform and the deployment of new SESAR aligned methods of working across the operation.

Whilst NATS recognises that plans remain subject to change as operational and business conditions alter, an overview of the current plans is as follows:

EATMN System Manufacturer Major upgrade1 Year

(Recent and Planned)* 1. Systems and procedures for airspace management.

NATS with additional Vendor No recent Major upgrade.

Major update planned 2018 to 2020.

2. Systems and procedures for air traffic flow management.

Multiple External Vendors Major upgrade 2014.

Upgraded through 2015 to 2018.

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

Multiple External Vendors Major upgrade 2013 with further changes planned for the period 2016 to 2020.

4. Communications systems and procedures for ground-to-ground, air-to-ground and air-to-air communications.


Upgrade on-going 2014 to 2020.

5. Navigation systems and procedures.

Multiple External Vendors No recent Major upgrade.

Upgrade on-going 2014 to 2019.

6. Surveillance systems and procedures.


Planned upgrade 2022 to 2023.

7. Systems and procedures for aeronautical information services.

Multiple External Vendors No recent Major upgrade.

Upgrade continuing over the period 2014 to 2019.

8. Systems and procedures for the use of meteorological information.


No upgrades planned in the immediate future.

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

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


Airports

General information

Heathrow Airport Holdings Limited owns and runs London Heathrow airport, Heathrow being the largest and busiest airport in the UK. Heathrow Airport Holdings Limited is in turn owned by FGP Topco Limited, a consortium owned and led by the infrastructure specialist Ferrovial S.A.

Gatwick Airport has the world’s busiest single-use runway and is the UK’s second busiest airport. The airport is owned by Global Infrastructure Partners (GIP), an Infrastructure owning company that has its operational headquarters in Stamford, Connecticut. GIP is also the owner of Edinburgh (sixth busiest airport in the UK) and London City Airport (fourteenth busiest airport in the UK).

Manchester Airports Group (MAG) is now the country’s largest UK owned airport operator. Manchester Airport, which is the UK's third busiest airport is wholly owned by the ten local authorities of Greater Manchester and is operated by The Manchester Airports Group MAG also operates Stansted airport which is the fourth busiest airport in the UK and East Midlands Airport which is the thirteenth busiest Airport in the UK.

London Luton Airport is owned by Luton Borough Council. It is listed as the fifth busiest airport in the UK.

Birmingham Airport is owned by seven Metropolitan Boroughs of West Midlands (49%) and the Airport Group Investments Ltd (approx 48%) and the Employees through a share scheme (for the remainder). It is currently the seventh busiest airport in the UK.

Glasgow Airport is now owned and operated by AGS Airports Limited. AGS Airports is a partnership between Ferrovial and Macquarie Infrastructure and Real Assets (MIRA) established in 2014 to invest in Aberdeen, Glasgow and Southampton airports. It is currently the eighth busiest airport in the UK.

Bristol Airport is owned by the Ontario Teachers’ Pension Plan. It is currently the ninth busiest airport in the UK.

Belfast International airport is owned and operated by Airports Worldwide, private multi-national company a partnership between HAS Development Corporation and OMERS Infrastructure. Belfast International is listed as the tenth busiest airport in the UK.

Other airports within the UK are operated by private companies or consortia of companies, while only a very limited number of airports remain in local government ownership.

Note: The airports above are ranked based on Terminal passenger movements.


Airport(s) covered by the LSSIP

Airport (ICAO code)

AOP 04.1

AOP 04.2

AOP05 AOP10 AOP11 AOP12 AOP13 AOP14 ATC 07.1

ENV01 ENV02 ENV03

Manchester (EGCC) -

London Gatwick (EGKK) -

London Heathrow (EGLL) -

London Stansted (EGSS) - -

Birmingham (EGBB) - - - - - -

Bristol (EGGD) - - - - - - - - - -

Glasgow (EGPF) - - - - - - - - -

Edinburgh (EGPH) - - - - - -

London Luton (EGGW) - - - - - - - - -

London City (EGLC) - - - - - - - - - -

Newcastle (EGNT) - - - - - - - - -

Nottingham East Midlands (EGNX) - - - - - - - - - - -

Legend:

In the applicability area & Completed.

In the applicability area but Not yet Completed. - Not in the applicability area.

Military Authorities

The Defence Airspace and Air Traffic Management Organisation (DAATM), Ministry of Defence (MoD) is the policyholder for all airspace and airspace management related issues. The Military Aviation Authority (MAA) has full oversight of all Defence aviation activity and undertakes the role of the single military regulatory authority responsible for regulating all aspects of air safety across Defence, including ATM. The MAA develops, promulgates and enforces a regulatory framework to promote an active safety culture and assure appropriate standards are being met in the delivery of military air safety through an independent end-to-end assurance process. The aim is to enhance the delivery of operational capability through continual improvement in military air safety, culture and practice. The MAA, thereby, provides assurance to the Secretary of State through the Permanent Under Secretary that high standards of air safety are maintained in the conduct of military aviation. Headquarters Air Command (HQ AIR) is the HQ responsible for the provision of Air Traffic Services and ATM at both Royal Air Force (RAF) Terminal Units (including Army bases where ATS is either provided by RAF staff or contractors) and the Military ATCCs. HQ Navy Command is the equivalent organisation for the Royal Navy (RN) ATC, units both onshore and embarked.


The DAATM, HQ AIR and HQ Navy liaise directly with the relevant operational departments at NATS ACCs and Airports, and other airports as required. Direct liaison with the Civil Aviation Authority (CAA) Safety and Airspace Regulation Group (SARG), the UK Airspace Regulator, is maintained to progress service provision issues. The CAA SARG is also staffed in part by a number of RAF and RN military officers on secondment to the CAA. These personnel are employed in a number of Airspace Regulatory and Airspace Utilisation roles and provide essential support to the CAA, thus maintaining a joint ethos. A close working relationship has been established over the years between civil and military controllers and civil and military ATM staff, which is essentially a result of the UK’s Joint & Integrated (J&I) approach to the provision of ATS.

Airspace is shared in the UK; however, NATS mainly provides ATS to aircraft within en-route CAS. The Military ATCC is collocated within the Swanwick Civil ACC and provides ATS to aircraft in the UK FIRs and UIRs, including radar-crossing services through CAS for military and civilian aircraft. Military controllers at the ACC also provide Area Radar services to aircraft from ground level to unlimited altitude within radar cover. Terminal ATM is provided by military personnel at RAF and RN airfields, and by civilian personnel at airfields where ATS are contracted to civilian companies. Aircraft operators are governed by regulations issued by the MAA. Military Terminal ATC units normally provide ATS to aircraft arriving at, and departing from their units. Additionally, at specified ATS units, a Lower Airspace Radar Service can also be provided up to FL 95, normally within 40nms from the unit. Military controllers do not normally provide ATS to aircraft in Terminal Control Airspace, with the exception of RAF Northolt ATC, nor normally in airspace within which ATS is delegated to adjacent States.

ATS provided by Air Defence Units are specifically for Air Defence Training and operational defence of the Homeland. Air Defence units are also regulated by HQ AIR and HQ Navy, adhering to MoD policy.

A J&I ATS are provided by civil and military Air Navigation Service Providers, under policy overseen by the Joint Air Navigation Services Council (JANSC). The JANSC is chaired by the SARG Director, CAA and includes senior executives from the en-route ANSPs and the MoD.

The regulatory, service provision and user roles in ATM are detailed overleaf.

Regulatory role

Regulatory framework and rule-making

OAT GAT

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

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

Y

Level of such legal provision: Ministerial Decree through the Defence Council.

Level of such legal provision: State Law authorised through the CAA.

Authority signing such legal provision: Permanent Under Secretary of State for Defence

Authority signing such legal provision: Secretary of State for Transport and Department for Business, Enterprise and Regulatory Reform.

These provisions cover: These provisions cover:

Rules of the Air for OAT

Organisation of military ATS for OAT Organisation of military ATS for GAT

OAT/GAT Co-ordination OAT/GAT Co-ordination

ATCO Training ATCO Training

ATCO Licensing ATCO Licensing

ANSP Certification ANSP Certification

ANSP Supervision ANSP Supervision

Aircrew Training ESARR applicability

Aircrew Licensing


Oversight

Service Provision role

Military ANSP providing GAT services SES certified?

n/a If YES, since: Duration of the Certificate:

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

n/a

Additional Information: The UK Military ANSP operates to an equivalent standard.

Additional Information: This is published through Joint Service Publications, ATM Orders and other orders contained in the Military Regulatory Publications

Additional Information: Nil.

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

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

National AIP National AIP

National Military AIP National Military AIP

EUROCONTROL eAIP EUROCONTROL eAIP

Other: Flight Information Publications, Websites, such as the CAA and Manual of Air Traffic Services

Part 2

Other:

OAT GAT

National oversight body for OAT: Military Aviation Authority

National Supervisory Authority (as per SES reg. 550/2004) for GAT services provided by the military: The Civil Aviation Authority.

Additional information: Nil. Additional information: Nil.

OAT GAT

Services Provided: Services Provided: Military do not participate, civil provide:

En-Route Provided by Mil and Civil En-Route

Approach/TMA Provided by Mil and Civil Approach/TMA

Airfield/TWR/GND Provided by Mil and Civil Airfield/TWR/GND

AIS Provided by Mil and Civil AIS

MET Provided by Mil and Civil MET

SAR Provided by Civil SAR

TSA/TRA monitoring FIS

Other: Distress and Diversion Cell

VHF and UHF alerting and fixing Mil only capability

Other:

Additional Information: Nil. Additional Information: Nil.


User role

Flexible Use of Airspace (FUA)

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT

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

Free Routing Within specific corridors only

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

Within a special OAT route system Under service

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:

No special arrangements Exemption from Route Charges

Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF

CNS exemptions: RVSM 8.33 Mode S ACAS

Others: There are military CNS exemptions that allow certain non-equipped military aircraft to access controlled airspace. UHF is provided.

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

FUA Level 1 implemented: Y




2. Traffic and Capacity

Evolution of traffic in United Kingdom

2018 Traffic in the UK increased by 0.8 % during Summer 2018 (May to October inclusive), when compared to the same period during 2017.

2019-2023

The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between 0.5% and 2.9% during the planning cycle, with an average baseline growth of 1.6%.

0

500.000

1.000.000

1.500.000

2.000.000

2.500.000

3.000.000

3.500.000

2014 A 2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 F

IFR

flig

hts

UK - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

International Dep/Arr 69%

Domestic flights 15%

Overflights 16%

UK - Distribution (Ref. year 2017)

A = ActualF = Forecast

2015 A 2016 A 2017 A 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F 2024 FH 0.9% 2.9% 3.8% 3.1% 2.7% 2.6% 2.4%B 2.4% 5.4% 3.5% 0.8% 2.0% 1.7% 1.7% 1.5% 1.3% 1.4%L 0.6% 0.5% 0.5% 0.4% 0.5% 0.5% 0.6%

ECAC B 1.6% 2.8% 4.0% 3.7% 3.0% 2.6% 2.1% 1.9% 2.0% 2.1%

EUROCONTROL Seven-Year Forecast (September 2018)IFR flights yearly growth

UK


London Area Control

Traffic and en-route ATFM delays 2014-2024

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Peak Day Traffic 6206 6300 6617 6898 7057Summer Traffic 5655 5784 6076 6336 6422Yearly Traffic 5033 5172 5411 5641 5729Summer Traffic Forecast 6539 6654 6800 6918 7019 7099High Traffic Forecast - Summer 6595 6864 7118 7312 7511 7672Low Traffic Forecast - Summer 6434 6460 6519 6565 6605 6631Summer enroute delay (all causes) 0.07 0.09 0.11 0.14 0.19Yearly enroute delay (all causes) 0.05 0.06 0.08 0.09 0.11

0.0

0.1

0.2

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EGTTACC - Traffic and en-route ATFM delays


Performance summer 2018

Traffic Evolution 2018 Capacity Baseline En-route Delay (min/flight) - Summer

Capacity gap Ref value Actual

+1.4% 460 (0%) 0.25 0.19 No Average enroute delay per flight increased from 0.14 minutes per flight in Summer 2017 to 0.19 minutes per flight in Summer 2018 (May to October inclusive). 50% of the delays were for the reason Weather, 39% for ATC Capacity, 9% for ATC Staffing and 2% for the reason Other. Capacity Plan: +1% Achieved Comments

Improved ATFCM, including STAM Yes

UK/Ireland FAB initiatives Yes

RP2/RP3 Airspace Development Programme Yes

CPDLC Yes

Developing Queue Management programme Yes

Flexible use of existing staff (including cross-sector training) more closely related to sector demand

Yes

On-going recruitment to maintain agreed business service levels Yes

R-LAT Phase 2 Yes

Adaptation of sector configurations to demand Yes

Traffic Management Improvements Yes

Complexity reduction and improved traffic presentation between sectors / ANSPs

Yes

Maximum configuration: 23 sectors Yes Configuration tailored to demand

Summer 2018 performance assessment

The capacity baseline of 460 was calculated with ACCESS. During the period June/July, the peak hour demand was 464, the peak 3 hour demand was 419.

Planning Period 2019-2024

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.

Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on the proposal made by the PRB to the European Commission.

Final en-route delay reference values and capacity requirement profiles will be provided after the final decision on RP3 targets.

En-route ATFM delay breakdownRP2 Reference Values

2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual

En-route ATFM delay breakdownPRB proposal

RP3 Reference Values


Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace FRA Deployment 2

FRA Deployment 3

Airspace Management Advanced FUA

Project Lightning

Airport & TMA Network Integration

Cooperative Traffic Management Improved ATFCM, including STAM

Airspace UK / Ireland FAB initiatives

RP2/RP3 Airspace Development Programme Airspace Deployments AD5 LAMP

Maturing Queue Management programme

Staffing Flexible use of existing staff (including cross-sector training) more closely related to sector demand

On-going recruitment to maintain agreed business service levels

Technical

VOIP

iTEC

introduction (Q4 2020)

Capacity Complexity reduction and improved traffic presentation between sectors / ANSPs

Traffic Management Improvements Adaptation of sector configurations to demand

Significant Events

Training for new controller working positions

Training for LAMP

Training for AD5

Max sectors 23 23 23 23 23 23

Planned Annual Capacity Increase 1,5% 1% 1% 1% 1% 1%

Reference profile Annual % Increase 0% 1% 1% 1% 1% 1%

Difference Capacity Plan v. Reference Profile

1,3% 1,5% 1,5% 1,3% 0,8% 0,4%

Annual Reference Value (min) 0.18 0.18 0.20 0.19 0.20 0.21

Summer reference value (min) 0.25 0.22 0.25 0.27 0.30 0.31

Additional information Swanwick RP2/RP3 airspace programme will deliver various modules throughout the period, capacity increase values will be confirmed in project definition.

2020-2024: Indicative RP3 Reference Values

H 462 0% 471 2% 486 3% 503 3% 516 3% 529 3%Ref. 461 0% 465 1% 470 1% 476 1% 483 1% 490 1%

L 460 0% 460 0% 461 0% 463 0% 463 0% 464 0%Open 461 0% 465 1% 470 1% 476 1% 482 1% 488 1%C/R 464 1% 467 1% 470 1% 476 1% 482 1% 487 1%

ACC 2018 baseline 2019 2020

EGTT 460

2023 2024

RP2 Capacity Profiles RP3 Indicative Capacity ProfilesProfiles (hourly movements and % increase over previous year)

2021 2022


The graphs above show an outline of available sector configurations for a typical weekday and a weekend day for summer 2019.

2019-2024 Planning Period Outlook

No capacity issues are expected over the planning period at London ACC


London Terminal Control





+0.5% 289 (-5%) 0.25 0.34 Yes

Average enroute delay per flight increased from 0.16 minutes per flight in Summer 2017 to 0.33 minutes per flight in Summer 2018. 40% of the delays were for the reason ATC Capacity, 33% for the reason Special Events due to EXCDS implementation, 7% for ATC Staffing and 1% for other.

Capacity Plan: +2% Achieved Comments


RP2/RP3 Airspace Development Programme Yes


Flexible use of existing staff Yes


EXCDS Implementation Yes



Complexity reduction and improved traffic presentation between sectors / ANSPs Yes

Maximum configuration: 44 (27 ENR + 17 APP) Yes


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The ACC capacity baseline was measured with ACCESS at 289. During the period June/July, the peak hour demand was 311, the peak 3 hour demand was 283.






2019 2020 2021 2022 2023 2024

Free Route Airspace




Airspace RP2/RP3 Airspace Development Programme

Airspace Deployment AD5 Farnborough ACP and AD6 IPA LAMP

Procedures Developing Queue Management programme

Staffing

Flexible use of existing staff

On-going recruitment to maintain agreed business

service levels

Technical

AMAN Headbranch eTBS Pairwise

iTEC(dp lower)

Introduction

Capacity

Adaptation of sector configurations to demand

Traffic Management Improvements


Significant Events Training iTEC (dp lower) Training

LAMP

Max sectors 44

27 ENR +17 APP

44 27 ENR +17

APP

44 27 ENR +17 APP

44 27 ENR +17

APP

44 27 ENR +17

APP

44 27 ENR +17

APP

Planned Annual Capacity Increase 3% 1% 1% 2% 1% 1%



2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual



H 300 4% 310 3% 319 3% 326 2% 334 2% 338 1%Ref. 298 3% 303 2% 305 1% 310 2% 312 1% 318 2%

L 294 2% 295 0% 297 1% 299 1% 300 0% 300 0%Open 299 3% 303 1% 307 1% 311 1% 315 1% 317 1%C/R 297 3% 302 2% 305 1% 309 1% 311 1% 314 1%

EGTTT 289


RP2 Capacity Profiles RP3 Indicative Capacity Profiles

2021 2022 2023 2024Profiles (hourly movements and % increase over previous year)


Difference Capacity Plan v. Reference Profile

0% -0,7 -0,3 0 0,3 -0,6



Additional information Up to 23 ENR sectors are planned to be open in Summer 2019 with a maximum of 27 possible if required.


The graphs above show an outline of available sector configurations for a typical weekday and a weekend day for summer 2019


No capacity issues are expected over the planning period in London TC.


Prestwick Centre





+0.2 % 240 (+1%) 0.20 0.08 No

The delay per flight decreased from 0.11 minutes per flight in summer 2017 to 0.08 minutes per flight during the same period in 2018. 52% of the delays were due to ATC capacity, 35% to Weather, 12% due to ATC Staffing, 2% due to airspace management.

Capacity Plan: +2% Achieved Comments


PLAS 1 & 2 Yes

UK / Ireland FAB initiatives Yes

CPDLC Yes


Flexible use of existing staff Yes


STAMPER Yes

R-LAT Phase 2 Yes




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Complexity reduction and improved traffic presentation between sectors / ANSPs Yes

Maximum configuration: 27 sectors Yes


The capacity baseline of 240 was measured with ACCESS. During the period June/July, the peak 1 hour demand was 233, the peak 3 hour demand was 211.






2019 2020 2021 2022 2023 20240.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual



H 240 0% 246 2% 254 3% 264 4% 273 3% 278 2%Ref. 240 0% 242 1% 246 2% 249 1% 252 1% 254 1%

L 240 0% 241 0% 241 0% 242 0% 242 0% 242 0%Open 240 0% 242 1% 245 1% 249 2% 252 1% 254 1%C/R 240 0% 242 1% 243 0% 246 1% 248 1% 250 1%


EGPX 240

RP2 Capacity Profiles

2023 2024

RP3 Indicative Capacity ProfilesProfiles (hourly movements and % increase over previous year)

2021 2022



2019 2020 2021 2022 2023 2024

Free Route Airspace

FRA for Upper

Airspace Phase 2

FRA for Upper

Airspace Phase 3

FRA for Upper

Airspace Phase 4


Project Lightning



Airspace PLAS 3 PLAS 4 Scottish TMA

improvement

Manchester TMA

Improvement

UK / Ireland FAB initiatives

Procedures CPDLC

Developing Queue Management programme

Staffing Flexible use of existing staff

On-going recruitment to maintain agreed business service levels

Technical ADS-B North Atlantic Telstar

Capacity

Adaptation of sector configurations to demand

Traffic Management Improvements


Significant Events

Max sectors 27 27 27 27 27 27

Planned Annual Capacity Increase 1% 2% 2% 1% 1% 1%


Difference Capacity Plan v. Reference Profile 0,8% 2,1% 2,4% 2,4% 2,4% 2,8%



Additional information Up to 24 sectors are planned to be open in Summer 2019 with a maximum of 27 possible if required.



The graphs above show an outline of available sector configurations for a typical weekday and a weekend day for summer 2019.


No capacity issues are expected over the planning period at Prestwick ACC


3. Master Plan Level 3 Implementation Report conclusions

Conclusion Applicable to COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND SUPPORT FOR IMPLEMENTATION FROM NM GIVEN TO THE LOCAL STAKEHOLDERS. (page 10 of the Report)

All States with delays in implementation of FCM03

State’s action planned for this conclusion: No Description of the planned action: Collaborative flight planning has now been implemented in the UK

Conclusion Applicable to AS THE ASM TOOLS AIMING FOR A FULL ROLLING ASM/ATFCM PROCESS ARE ON THE CRITICAL PATH FOR THE TRANSITION TOWARDS TRAJECTORY-BASED OPERATIONS, ALL CONCERNED STAKEHOLDERS SHOULD ACTIVATE AND/OR INVIGORATE THEIR IMPLEMENTATION PLANS SO AS TO ENSURE THAT THE DEADLINES FOR IMPLEMENTATION WILL BE MET AS APPROPRIATE. (page 14 of the Report)

All States with delays in implementation of AOM19.1, AOM19.2 and AOM19.3

State’s action planned for this conclusion: Yes Description of the planned action: AOM19.1 is close to completion and planned for Dec 2019 completion. AOM19.2 is ongoing with a completion date of Dec 2021. AOM19.3 is ongoing with a completion date for Dec 2021. NATS use the LARA tool for compliance and the MoD utilises the same equipment at ACC and the same system is being rolled out to pertinent airfields.

Conclusion Applicable to IMPLEMENTATION OF FRA IS VERY MUCH ENCOURAGED BELOW FL310 AND IN CROSS-BORDER AIRSPACE. (page 19 of the Report)

ECAC States State’s action planned for this conclusion: Potentially Description of the planned action: This activity is being considered by the State and may be implemented in areas as part of ATM IR delivery.


Conclusion Applicable to

DELAYS IN IMPLEMENTATION OF A-SMGCS SURVEILLANCE CAN POTENTIALLY IMPACT THE TIMELY IMPLEMENTATION OF OTHER SUBSEQUENT A-SMGCS FUNCTIONALITIES. (page 26 of the Report, same as in 2017 LSSIP)

All Airports with delays in implementation of AOP04.1 and AOP04.2 and in particular the PCP airports

State’s action planned for this conclusion: Yes Description of the planned action: EGCC and EGLL remain late in implementation of AOP04.1 and AOP04.2. EGCC expect to implement AOP04.1 and AOP04.2 by June 2019. EGLL had planned to deliver AOP04.1 and AOP04.2 by Dec 2018. However, this has been delayed until April 2019.


4. Implementation Projects

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

National projects

Name of project: Organisation(s): Schedule: Status: Links:

A-SMGCS upgrade to provide airport safety nets and routing & planning functions (2015_298_AF2)

GATWICK Airport (UK)

01/07/2016 - 31/12/2019

Integrated Controller Working Position project initiated. Phase 1 focuses on the creation of an Innovation & Test Lab that will be used by ATCO’s to develop future state workflows and HMI’s (by March 2020). The base configuration system is now being developed by Honeywell. The Eurocontrol ASMGCS specification (publ. May 2018) will be used as the foundation for future ASMGCS services.

L3: AOP12, AOP13 DP: Project 2015_298_AF2; Family 2.5.1

A400M Strategic Transport aircraft compliance with RNP (2015_258_AF1)

MIL (UK) 01/03/2016 - 31/12/2018

On-going in accordance with the implementation date.

L3: NAV03.1 L2: AO-0601, AO-0602 DP: Project 2015_258_AF1; Family 1.2.4

ASMGCS Level 1 & 2 (2015_016_AF2)

HEATHROW Airport (UK)

01/03/2016 - 07/04/2018

In progress, to be implemented during 2019.

L3: AOP04.1, AOP04.2 DP: Project 2015_016_AF2; Family 2.2.1

Airport Operating Plan (AOP) (2015_060_AF2)


03/02/2016 - 30/12/2018

Completed L3: AOP11 DP: Project 2015_060_AF2; Family 2.1.4



Airport Safety Nets associated with A-SMGCS Level 2 - Preparation for SMAN


01/01/2015 – 31/12/2015

Completed. Feasibility and options study completed, no further project activity due to change in scope.

L3: AOP12 DP: Project 100AF2; Family 2.5.1

Deliver C17 Training for RNP and CPDLC/VDL2 (2015_270_AF1)

MIL (UK) 01/03/2016 - 31/12/2016

Completed. L3: ITY-AGDL, NAV03.1 L2: AO-0601, AO-0602 DP: Project 2015_270_AF1; Family 1.2.1, 1.2.4 & 6.1.2

Enhanced Departure Management integrating airfield surface assets


01/03/2015 - 31/12/2018

Phased 1 of equipping ground handling vehicles has been completed. This included all aircraft pushback tugs, PRM vehicles and airside coaches. Data reporting to start May 2019. Phase 2 is ongoing with implementation of all airside vehicles being equipped with telematics (Geo-Tagging). Schedule for completion May 2019.




Enhanced Terminal Airspace (TMA) using RNP-Based Operations


01/01/2014 - 31/03/2022

Delivered replicated RNAV1 SIDs for each SID route from 08L and 26R. Work in progress to improve RNAV1 SID replication (Routes 2, 4 and 5) following post implementation review recommendations. Additional RNAV1 SID (ADNID trial halted) and ADNID SID permanently withdrawn. Feasibility and options study of RNAV 1 arrival transitions to be conducted (to be used at night) leveraging the lessons learned from the proposed Noise Respite Trials which form part of Noise Management Board 2017/18 work programme.

L3: NAV03.1 L2: AO-0601, AO-0602 DP: Project 091AF1; Family 1.2.3



Implementation of Initial SWIM Capability (AF5) across NATS

NATS (UK) 01/01/2014 - 30/11/2019

- The deployment of the EIS is in progress, software has been procured. According to current milestones an operational implementation for internal NATS use, with some Yellow Profile capabilities, is currently scheduled for November 2019 after which there will be a series of updates leading to an initial operational implementation supporting most of the SESAR SWIM Yellow Profile by April 2021 with a full implementation provided at a later date - It should be noted that EIS deployment had a number of dependencies both internal and external, for example the SWIM Technical Infrastructure (TI) was originally based on SESAR 1 material but has since been succeeded by the Eurocontrol Yellow Profile issued in December 2017.

DP: Projects 117AF5; Family 5.2.2



Integrated Ground Management (GMAN) (2015_299_AF2)


01/04/2016 - 31/10/2019

Detailed Business Requirements developed (2016), project postponed to align with other airfield project priorities (2017), meetings held with prospective vendors (2018) with a view to further jointly exploring concept development & prototyping during 2019.

L3: AOP13 DP: Project 2015_299_AF2; Family 2.1.4

Introduction of Electronic Flight Strips (2015_286_AF2)

NATS (UK) 19/06/17 - 31/12/2018

Implemented

DP: Project 2015_286_AF2; Family 2.1.2

London Airspace Management Programme (LAMP) (Phase 1a) (120AF1)

NATS (UK) 01/01/2014 - 30/04/2016.

Implemented. L3: NAV03.1 L2: AO-0601, AO-0602 DP: Project 120AF1; Family 1.2.3

Manchester TMA Re-Development (119AF1)

NATS (UK) 01/01/2014 - 31/10/2022

Ongoing L3: NAV03.1 DP: Project 119AF1; Family 1.1.2

Mil MTCD Advanced Controller Tools (FOURSIGHT) (2015_269_AF3)

MIL (UK) 01/03/2016 - 31/12/2019

Project on-going despite INEA funding being withdrawn.

L3: ATC12.1 DP: Project 2015_269_AF3; Family 3.2.1



Time-Based Separation for Final Approach


30/01/2017 - 31/12/2018

Engaged with NATS and ANS; NATS asked to explore delivery acceleration opportunities Pre F&O completed by NATS for LGW review Full Technical F&O required, LGW awaiting formal offer from NATS Delivery of TBS integrated with AMAN/DMAN data targeted for 2022 (subject to NATS DP LOWER implementation on time in April 2022)



Additional national projects Airspace Modernisation Strategy (AMS) The UK’s Future Airspace Strategy (FAS) was developed by the CAA, in cooperation with the Department for Transport, Ministry of Defence, NATS and key aviation stakeholders, to address the development of UK airspace to 2030. In 2018 this has been updated and is now known as the UK Airspace Modernisation Strategy (AMS) which now has an overall governance structure led by UK Secretary of State for Transport, recognising the strategic importance of modernising UK airspace, tools and procedures. This AMS replaces the Future Airspace Strategy and sets out the ways, means and ends of modernising airspace through 15 initiatives that will modernise the design, technology and operations of airspace, initially focusing on the period until the end of 2024. These include the removal of all fixed routes in upper airspace so aircraft can fly fully optimised routes, a fundamental redesign of the terminal route network using precise and flexible satellite navigation, and the focus on electronic surveillance solutions to improve safety and enable better integration of all airspace users. The AMS sets out a new shared objective for modernising airspace which is to deliver quicker, quieter and cleaner journeys. This will mean more choice and value for consumers, allowing airlines to add new flights, reducing flight delays and enhancing global connections that can help economy, while continuing to improve safety standards and being more environmentally friendly. Coupled with the adoption of new technology by existing airspace users, it will also help pave the way for increased safe access for newer airspace users like drones and spacecraft. The governance structure also includes the creation of an Airspace Change Organising Group (ACOG) which brings together NATS, the airports involved in airspace change, airlines to deliver a coordinated package of change and public engagement that is required to successfully modernise some of the busiest and most complex airspace in Europe. Re-design will be based on a computer aided design methodology allowing faster evaluation of design iterations and benefits modelling. In addition FAS (now AMS) has sponsored activities including the following areas:

• Flexible Use of Airspace State Project bringing together military and civil stakeholders to modernise FUA airspace tools, procedures and reporting

• Continued development of Meteorological support to airports and ATM • Completion of PBN research developing updated rules and procedures for systemisation of lower

airspace and implementation of Free Route Airspace • Completion of roll-out of Departure Planning Information to ensure that ATC and NM tools have a more

accurate and up to date demand picture • Development of standards for lightweight transponders and the use of ADS-B data from RPAS and

general aviation aircraft by operators, ANSPs and airports


iTEC – interoperability Through European Collaboration - European Flight Data Processing NATS is in the process of replacing its current civil Flight Data Processing System and the military Flight Data Processing System with iTEC, steering the civil and military operations towards commonality and convergence. The iTEC FDP is a trajectory based system which will deliver enhanced ATC tools to the operational users at all NATS En Route and eventually terminal units. The key elements to the deployment are as shown below: • Joint acquisition and development with AVINOR,DFS, Enaire, LVNL, PANSA and Oro Navigacija of the iTEC

product from Indra; • Minor amendments to the iTEC product to suit the specific needs of UK ATM; • Changes to the existing NATS systems to interface with the iTEC Product; • Changes to support a deployment onto modern data centre architecture; • The development and delivery of a strategic HMI and procedures designed to work with iTEC and support

the tasks in all NATS En Route units.

Through a combination of product developments in the ATM marketplace and regular assessments of NATS long-term investment plan (LTIP) and associated strategies, NATS have decided that the delivery of a new workstation with its associated controller capabilities and tools is now a realistic opportunity. This offers a much more optimal delivery plan yielding greater overall benefits realisation. As such, the iTEC programme has been extended in duration to create the space for the deployment and delivery of iTEC and new strategic workstations at each of the units. In the meantime significant progress has been made on the iTEC programme with a deployment already in place at Prestwick Centre Upper Airspace. NATS have had a number of builds of software delivered from Indra and the product is undergoing numerous verification and validation activities. NATS is also working closely with the other partners of the iTEC Collaboration on Methods of Operation within Upper and Lower Airspace. The target dates for the delivery of iTEC and the new workstation at each of the NATS units are as follows: • Prestwick Upper Airspace sectors (PC) – Full Operational Service. Completed June 2016; • London Area Control (including Military) (AC) – By November 2021; • Prestwick Lower Airspace– By November 2023; • London Terminal Control (TC) – by early RP4.

V1 of iTEC and the workstation for NATS was delivered within the upper airspace of PC, whilst V2 of iTEC will be delivered within the AC and TC deployments as well as the remainder of PC. Once iTEC is fully deployed at all units the current FDP systems and a number of other existing NATS systems will be decommissioned to reduce on-going operating costs. NATS is also accelerating its process of ‘Legacy escape’ and embarking on a strategy to Deploy SESAR concepts across its operations by 2023.

NERL Roadmap The NATS strategy is to consolidate and rationalise its asset base to reduce operating costs whilst investing in new common technologies to safely meet the growth in traffic and to ensure regulatory compliance. We are changing the way we offer services by moving to a One Operation across Two Centres on a Common Platform approach, thus enabling NATS to realise real efficiency and flexibility in the way we provide our operational services. Additionally, NATS will migrate to a Service Oriented Architecture (SOA); this will enable NATS to rationalise its current business, bringing together systems and people to deliver ATM services. By 2025, NATS anticipate having replaced the ageing and expensive legacy systems with new SESAR-compliant technology and reduced the overall number of assets NATS own; the new equipment will provide a single operational platform across all units, with specific tools supporting the upper and lower airspace. The operational platform will be easily reconfigurable, allowing any workstation to operate any sector of airspace in the London or Scottish FIR.


The platform will improve contribution to customer benefits in terms of: • Safety Improvements: introduction of controller support tools; • Capacity and fuel efficiency: earlier support for Free Route upper airspace and systemised terminal airspace; • Reduced operating costs: common systems based on industry standard component. • Increased resilience: resilient architecture with increased operational flexibility both for normal operations

and contingency.

Prestwick Lower Airspace Systemisation (PLAS) Prestwick Lower Airspace Systemisation (PLAS) formerly Northern Terminal Control Area (NTCA) • Providing 3nm separation capability below FL285 within required regions. (Implemented02/03/2017); • IOM/Antrim sectors redesign to improve capacity and reduce complexity. (Implemented 09/11/2017); • MTMA re-design – including procedurally deconflicted arrivals and departures for all airfields (including

point merge at Manchester) Awaiting MAG to commence CAP1616 ACP Expected target date Implementation date Oct 2022. However, Liverpool have commenced under CAP1616 targeting Q1 2021. Leeds expecting SIDs only Sept 2019 subject to ACP approval. STARs in line with Manchester: • Re-design of all SIDs and STARs in MTMA to RNAV1; • Route improvements in STMA to provide safety, capacity and environmental benefits. The timetable for MTMA changes and also changes in the STMA are under negotiation with the relevant airports. ScTMA Edinburgh will need to submit under CAP1616 but targeting Q2 2020 /Glasgow tbc but last updates indicated Q2 2022.

Standardised European Rules of the Air (SERA) The United Kingdom has implemented all aspects of SERA. The UK is actively engaged in EASA rulemaking activity associated with routine SERA maintenance (RMT.0476).

Space Planes The Space Industry Bill has completed its passage through the parliamentary system and received Royal Assent in March 2018. The cross-government spaceflight team are now drafting the accompanying secondary regulations and guidance material and it is anticipated that they will be completed by end 2020, allowing for spaceflight operations to commence from the UK in 2021. The intent of the Space Industry Bill is for the CAA to regulate horizontally launched sub orbital spacecraft and the UK Space Agency (UKSA) to regulate vertically launched sub orbital and orbital spacecraft. UKSA are in discussion with spaceflight industry and have offered grant funding to encourage space launch from the UK. CAA resource for space continues to be funded under a DfT Section 16 agreement.


Unmanned Aircraft Systems (UAS)/Remotely Piloted Aircraft Systems (RPAS)

The UK regulatory environment for drone use continues to evolve in 2019, building on changes to the UK Air Navigation Order in 2018. It is now illegal to fly a drone of any mass over 400ft without CAA permission and from 13 March 2019, new Flight Restriction Zones (FRZ) come in to effect around protected aerodromes. This will mean that permission must be obtained from the aerodrome’s ATC or operator before flying within the aerodrome’s ATZ and within 5km on the extended centreline of any runway threshold. NATS is for the first time publishing a data file of the FRZ information for use by drone developers as part of its Aeronautical Information Publication, as well as providing a website and updating its Drone Assist App to graphically represent these FRZs. In November 2019, mandatory registration and training comes in to effect for all users of drones of 250g and above. NATS and the CAA are preparing an online training course to make available to recreational users to help them meet this new regulation.

NATS continues to see increasing demand through its Airspace User Portal for drone access to controlled airspace. As this demand grows, the Airspace User Portal will evolve to become the front end of NATS UAS Traffic Management System. In November 2018 NATS and its technology partner Altitude Angel conducted a major demonstration of UTM at Manchester Airport, called Operation Zenith, to showcase how an ANSP can utilise UTM technology to integrate commercial drone operations with manned air traffic in controlled airspace. NATS focus in 2019 will be in supporting the early introduction of some advanced Beyond Visual Line of Sight drone use cases by developing sustainable safety cases. These use cases will be in a range of different airspace environments, such as maritime, remote and urban settings, and the purpose of NATS support is to help understand the critical role an ANSP can play in opening up this new market segment whilst ensuring its safe and equitable integration with existing airspace users.


Regional projects


AOP-NOP Integration (2015_113_AF4)


01/03/2016 - 31/12/2019

Ongoing. L3: FCM05 DP: Project 2015_113_AF4; Family 4.2.4

Borealis FRA Implementation (Part 2) (2015_227_AF3_A; 2015_227_AF3_B)

ANS Finland (FI), EANS (EE), IAA-ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK)

15/02/2016 - 31/12/2020

Ongoing. L3: AOM21.2 DP: Project 2015_227_AF3_A and 2015_227_AF3_B; Family 3.2.4

Borealis Free Route Airspace (Part 1)

ANS Finland (FI), AVINOR AS (NO), EANS (EE), IAA-ATS Provider (IE), LFV (SE), LGS (LV), NATS (UK), Naviair (DK)

01/01/2014 - 31/05/2017

Final implementation took place on 25/05/2017

L3: AOM21.2 DP: Project 020AF3; Family 3.2.4

Deploy SWIM Governance (2016_141_AF5)

Met Office (UK) 07/02/2016 - 01/06/2019

Overall progress: 66.72% (as at 20 February 2019) The MO is involved in this IP through the main project partner EUMETNET. As a participant, we have assisted in the content of documents related to the Policies, Handbook and Processes. This is to ensure that as a SWIM Provider MET is well represented, as many others in this project are consumers of SWIM so have a different perspective on some of the documentation being written.

DP: 2016_141_AF5



European Harmonised Forecasts of Adverse Weather (Icing, Turbulence, Convection and Winter weather) (2015_068_AF5)

Met Office (UK) 01/10/2016 - 31/01/2020

Overall progress: 40.14% (as at 20 February 2019) Initial phases of this project have been delivering initial data feeds between NMS for trial purposes and to develop the weighting systems necessary. Regular meetings and emails have meant that the project is progressing well. At the MO the development of a Turbulence predictor using the combined inputs from the other NMS is nearing completion, now the operational system needs to be procured and then the product turned to a SWIM services utilise the team also working in IP69. There is some resource concern around this next step

-

European MET Information Exchange (MET-GATE) (2015_069_AF5)

Met Office (UK) 01/10/2016 - 31/12/2020

Overall progress: 21.31% (as at 20 February 2019). This project has significantly evolved over the last 12 months. This has been due to the difference is technology strategy at each of the participating NMS not aligning and thus differences approach and understanding has meant the project has reduced in scope. The intent is still to deliver SWIM Services (from IP67, 68 and OPMET) but with each NMS focusing on its own Access Point rather than the original plan of a Broker and Nodes. This should mean that the project can be delivered within the original time frame (Dec 2020).




European Meteorological Aircraft Derived Data Center (EMADDC) (2015_137_AF5)

Met Office (UK) 01/03/2016 - 31/12/2020

Overall progress: 24.08% (as at 20 February 2019) The MO have prepared a number of MODE-S receivers which have been deployed at radar sites in the UK. KNMI has now deployed version 2 of the data centre which includes real time processing, to generate wind speed and temperature as well as location. It is anticipated that EMADDC will be part of the EUMETNET Aircraft Based Observation (E-ABO) program as of 2021.




European Weather Radar Composite of Convection Information Service (2015_067_AF5)

Met Office (UK) 17/10/2016 - 31/12/2019

Overall progress: 38.10% (as at 20 February 2019) The Project is has built in a delay of 6months (to end July 2020) to enable IP69 to be in a position to provide the MET-GATE services portal. From a Met Office point of view this does not affect the development of cloud infrastructure to run the 3D Radar code base and the output product, whereas Météo France is still in the early phases of their procurement of hardware which is may also affect their delivery of the output service. The OPERA programme, where the input observations data derives, has started its new programme phase which should enable a better methodology for licencing data from the different providers. There is a risk that this will not happen in the project time frame but it is hoped that the set up will be within the project period.

DP: DP: Family 5.4.1; Project 2015_067_AF5.

ITEC-FDP/CWP DFS (DE), ENAIRE (ES), LVNL - Luchtverkeersleiding Nederland (NL), NATS (UK)

2010 - 2022 Ongoing L3: ATC17



NewPENS Stakeholders contribution for the procurement and deployment of NewPENS (Part A: General Call; Part B: Cohesion Call) (2015_174_AF5_A; 2015_174_AF5_B)

NATS (UK) 15/02/2016 - 31/12/2020

NATS has actively contributed to the development of NewPENS requirement specifications and Call for Tenders (CfT) documents in close co-ordination with Eurocontrol. As a member of the NewPENS Common Procurement Task Force (CPTF), NATS staff has actively participated in both technical and financial evaluation of the bids received and selected the NewPENS Contractor, which was subsequently approved by PENS Executive Body (PEB). NATS has continued to support the Eurocontrol led procurement activities that have resulted in letting the contract to the new Network Service Provider (British Telecom) in April 2018. NATS has launched an internal project (L5267 - NewPENS) and commenced planning the deployment of NewPENS at three sites (Swanwick, Prestwick and Heathrow) in the UK and preparing for the transition from current PENS to NewPENS.

DP: Project 2015_174_AF5_A and 2015_174_AF5_B; Family 5.1.2


5. Cooperation activities

FAB Co-ordination

Due to Brexit the UK Ireland FAB is not running any FAB level projects currently. When the future of the FAB is clearer (dependent on the form of the Brexit deal or lack thereof) the FAB may consider new projects. Details of previous projects (now complete) are available on the website: https://www.ukirelandfab.eu/

FAB projects

Queue Management – Cross Border Arrival Management (XMAN)

• SESAR Context

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

• Heathrow Extended Arrival Management Procedure (XMAN) – in operational service

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

• Gatwick Extended Arrival Management Procedure (XMAN) – due for trial implementation Q2/Q3 2019

Gatwick arrival and departure information is being provided as part of a combined runway timeline to both Gatwick Airport ATC and London Terminal Control to allow supervisors to set a runway arrival-departure spacing policy at least one hour in advance. This is required to help stabilise the delay calculations in advance of deployment of Gatwick XMAN in Q2/Q3 2019.


Harmonised 18,000ft Transition Altitude

NATS, along with 16 airports in the SE of England, have embarked upon a major airspace modernisation programme that will fundamentally change the operation in the affected area. At the same time, NATS are working alongside several airports in the Manchester area for the same purpose. Building upon the previous work carried out to investigate a harmonised Transition Altitude at 18000ft, as part of previous airspace change programmes, NATS will work alongside airports, customers, MOD and other airspace users in order to evaluate options for a suitable transition altitude that provides cost effective benefits to all. The modernisation programmes will look at near, middle and far term options (extending out towards 2040); that approach will allow consideration for a TA that is deemed appropriate for the circumstances of each area and phase of work. Much of this effort will extend into and through RP3 and the UK can confirm that financial provision has been planned for within the settlement for that 5-year window.

Regional cooperation

Regional cooperation initiatives

A6 Alliance

The “A6 Alliance” was set up informally in 2007 between the ANSPs interested in accession to SJU membership. The membership has since changed and now includes

• DFS, the German ANSP; • DSNA, the French ANSP; • ENAIRE, the Spanish ANSP; • ENAV, the Italian ANSP; • NATS, the UK ANSP; • PANSA, the Polish ANSP • Skyguide, the Swiss ANSP • COOPANS, a technical cooperation between Austrocontrol, CroatiaControl, IAA, LfV, Naviair and NAV

Portugal

The A6 Alliance leads European-wide technical activities validated and co-funded by the EC for their consistency with the SES framework. Through the EC Connecting Europe Facility (CEF) financial programme, successive proposals and actions driven by the SESAR Deployment Manager allowed significant financial contributions to be made to ATM industry implementation projects, in accordance with the SESAR Common Projects deployment priority (currently only the Pilot Common Project – PCP). Moreover, in the context of SESAR2020, the B4 Consortium (PANSA, ANS CR, LPS SR and Oro Navigacija) joined the A6 Alliance in 2015 and, after having been associated through an agreement established with A6 Alliance in order to authorise exchanges between their experts in the domain of R&D, Skyguide became by the end 2017 a full member of A6 through an ad-hoc consortium agreement with DSNA. Finally the A6, newly associated with ROMATSA (Romanian ANSP) and HungaroControl (Hungarian ANSP) and in cooperation with its A4 and SDAG partners, converted the SDA consortium into the SESAR Deployment Alliance AISBL (Association International sans but lucratif) a not for profit organisation under Belgian law.


Borealis Alliance

The Borealis Alliance is a leading Alliance of nine ANSPs from the UK, Denmark, Estonia, Finland, Iceland, Ireland, Latvia, Norway and Sweden that enables its Members to drive better performance for stakeholders through business collaboration. The Borealis Alliance members provide air traffic services for over 4m flights a year across 12.5 million km2 of North European airspace, accounting for almost 39% of European airspace (based on the 2016 traffic figures).

Since 2015, the Borealis Alliance has been working on a major programme to deliver Free Route Airspace (FRA) across the whole of Northern Europe by 2021. The programme will create free route airspace extending from the eastern boundary of the North Atlantic to the western boundary of Russian airspace in the North of Europe, delivering significant customer benefits in terms of fuel efficiency, environmental performance and cost savings.

The programme was recognised by the European Commission in its inaugural Single European Sky awards in 2016. To date, the programme has been awarded considerable financial support to continue its work to deliver Free Route Airspace across Northern Europe by 2021 under the Connecting Europe Facility (CEF) INEA 2014 and 2015 funding. The Borealis FRA programme is fully supported by the 9 State NSA group established in 2015. This group represents a benchmark for regulatory cooperation across Europe.


6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

Summarise overall situation in the implementation of Implementation Objectives in the State. Special focus should be put on:

1) Any problem in completing Implementation Objectives due for 2018 AOP04.1 As planned Manchester are underway with A-SMGCS and are on course for completion in 2020. Heathrow A-SMGCS has been delayed from Dec 2018 to April 2019 as a result of issues in FAT & SAT testing for the ASMGCS, as well as supplier issues regarding the associated MLAT system. AOP04.2 As a knock on effect from AOP04.1, Heathrow have delays with the project due to supplier and contractual issues with sub suppliers. As the MLAT system can only be updated in line with A-SMGCS this project is also planned for April 2019 AOP05 This objective is currently on hold at Birmingham due to the delay of EFPS. A-CDM is not currently in place and implementation is now planned for no earlier than 2020 at Luton. Whilst Edinburgh continue to report ‘’No Plan’’ for AOP05, they are supportive of the principles and will be implementing actions were there not a cost barrier to implementation. Stansted continues to evaluate A-CDM and a cost analysis benefit is being undertaken to consider implementation ahead of 2021 time-scale. FCM01 This objective is planned as part of the wider NATS systems upgrade strategy with full implementation expected Circa 2020. ENV03 Edinburgh Airspace change proposal was delayed which affected this objective.

2) Plans for completing Objectives, especially those due for 2019/2020 ITY-SPI is scheduled for completion by 2020 as Military complete the last stages.


ENV03 Birmingham is currently undergoing an upgrade of its noise and track-keeping system. Following this, it intends that CCOs will be monitored. To be completed 2019. AOM13.1 This objective is in the final stages and expected to be completed in 2019. ENV02 Gatwick expected to complete this objective by June 2019. ENV03 This project was originally scheduled for completion in May 2018. However, a delay in the airspace change process has meant Newcastle will complete this by June 2019. AOP14 The Remote tower technology is progressing as planned for London City Airport. The remote ATC Ops Room will receive live images in Q1 2019. Controller training will commence in Q2 2019 with transition into full operational service planned for Q1 2020. ITY-ACID NATS expect to achieve full compliance with ‘ACID’ IR by the end of 2019. SAF11 This objective is now expected to be completed in June 2019


Objective Progress per SESAR Key Feature

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in Annexes.

Legend:

## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)

100% = Objective completed = Completion beyond Implementation Objective timeline


<15 15 16 17 18 19 20 21 22 23 24 ≥25

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

88%

AOM19.1 (PCP) ASM Support Tools to Support AFUA 82%

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

AOM19.3 (PCP) Full rolling ASM/ATFCM Process and ASM Information Sharing

20%

AOM19.4 (PCP) Management of Pre-defined Airspace Configurations

5%

FCM01 Enhanced Tactical Flow Management Services 68%

FCM03 Collaborative Flight Planning 100%

FCM04.1 STAM Phase 1 100%

FCM04.2 (PCP) STAM Phase 2 100%

FCM05 (PCP) Interactive Rolling NOP 78%

FCM06 (PCP) Traffic Complexity Assessment 100%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing 100%

AOM21.2 (PCP) Free Route Airspace 11%

ATC02.2 STCA En-Route 100%

ATC02.8 Ground-Based Safety Nets 100%

ATC02.9 Enhanced STCA for TMAs 100%

ATC07.1 AMAN Tools and Procedures

EGCC - Manchester Airport 10%

EGKK - London Gatwick Airport 100%

EGLL - London Heathrow Airport 100%

EGSS - London Stansted Airport 0%

ATC12.1

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring

47%

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

100%

ATC15.2 (PCP) Arrival Management Extended to En-route Airspace

100%

ATC16 ACAS II Compliant with TCAS II Change 7.1

100%

ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

26%

ATC18 Multi Sector Planning En-route - 1P2T

Local objective 0%

ENV01 Continuous Descent Operations

EGBB - Birmingham Airport 100%


EGGD - Bristol Airport 82%

EGGW - London Luton Airport 80%


EGLC - London City Airport (Outside Applicability Area) n/a


EGNT - Newcastle Airport 68%

EGNX - Nottingham East Midlands Airport 60%

EGPF - Glasgow Airport 80%

EGPH - Edinburgh Airport 60%


ENV03 Continuous Climb Operations Local objective



EGGD - Bristol Airport n/a

EGGW - London Luton Airport n/a





<15 15 16 17 18 19 20 21 22 23 24 ≥25

EGNX - Nottingham East Midlands Airport n/a




ITY-COTR Ground-Ground Automated Co-ordination Processes

100%

NAV03.1 RNAV 1 in TMA Operations 77%

NAV03.2 (PCP) RNP 1 in TMA Operations 16%

NAV10 APV procedures 100%

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft

Local objective n/a

High Performing Airport Operations

<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1



EGGD - Bristol Airport (Outside Applicability Area) n/a

EGGW - London Luton Airport (Outside Applicability Area) n/a




EGNT - Newcastle Airport (Outside Applicability Area) n/a

EGPF - Glasgow Airport (Outside Applicability Area) n/a



AOP04.2 A-SMGCS Level 2




EGGW - London Luton Airport (Outside Applicability Area) n/a








AOP05 Airport CDM




<15 15 16 17 18 19 20 21 22 23 24 ≥25










AOP10 (PCP) Time-Based Separation




AOP11 (PCP) Initial Airport Operations Plan






AOP12 (PCP) Improve Runway and Airfield Safety with ATC Clearances Monitoring





AOP13 (PCP) Automated Assistance to Controller for Surface Movement Planning and Routing





AOP14 Remote Tower Services Local objective

EGLC - London City Airport 50%

ENV02 Collaborative Environmental Management Local objective



EGGD - Bristol Airport 100%



EGLC - London City Airport 100%






SAF11 Improve Runway Safety by Preventing Runway Excursions

86%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 78%

COM11 Voice over Internet Protocol (VoIP) 40%

COM12 (PCP) NewPENS 3%

FCM08 (PCP) Extended Flight Plan 0%

INF07 Electronic Terrain and Obstacle Data (eTOD) 27%

INF08.1 (PCP) Information Exchanges using the SWIM Yellow TI Profile

2%

ITY-ACID Aircraft Identification 45%

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

47%

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

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

100%

ITY-FMTP Common Flight Message Transfer Protocol 41%

ITY-SPI Surveillance Performance and Interoperability 78%


ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.

These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air Navigation Planning Group).

Legend:

= Completed (during 2018 or before)

= Missing planning date

= Progress achieved in 2018 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0-APTA Optimization of Approach Procedures including vertical guidance

100%

B0-SURF Safety and Efficiency of Surface Operations (A-SMGCS Level 1-2)

100%

88%

B0-FICE Increased Interoperability, Efficiency and Capacity through Ground-Ground Integration

100%

B0-DATM Service Improvement through Digital Aeronautical Information Management

100%

47%

B0-ACAS ACAS Improvements 100%

B0-SNET Increased Effectiveness of Ground-Based Safety Nets

100%

B0-ACDM Improved Airport Operations through 100%

39%

B0-RSEQ Improved Traffic flow through Runway sequencing (AMAN/DMAN)

100%

52%

B0-FRTO Improved Operations through Enhanced En-Route Trajectories

100%

B0-NOPS Improved Flow Performance through Planning based on a Network-Wide view

100%

84%

B0-ASUR Initial capability for ground surveillance 100%

78%

B0-CDO Improved Flexibility and Efficiency in Descent Profiles (CDO)

100%

78%

B0-TBO Improved Safety and Efficiency through the initial application of Data Link En-Route

100%


Detailed Objectives Implementation progress

Objective/Stakeholder Progress Code:

Completed Not yet planned

Ongoing Not Applicable

Planned Missing Data

Late

Main Objectives

AOM13.1

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

88% Late

- -- 30/06/2020

REG (By:12/2018)

CAA

The UK has adopted the EUROAT provisions with effect from 1 October 2011 (the required EUROAT timescale) as the national policy for OAT-IFR, subject to the national variations listed in Annex 4 Country Chapter for the United Kingdom submitted to EUROCONTOL on 3 August 2011.

- 100%

Completed

31/12/2011

MIL

The MoD is content that UK Military Regulations meet current UK/EC/NATO requirements. Some changes may be necessary with the implementation of EUROAT but this cannot be confirmed until the final version is published, at which point the Military Aviation Authority will amend any affected regulation.

- 100%

Completed

31/12/2011

ASP (By:12/2018)

MIL Activity in this area is continually monitored by the MoD. - 100% Completed 31/01/2007

NATS

NATS participates fully in harmonised OAT/GAT handling through shared equipment, facilities and mutually agreed procedures. Harmonisation at FAB level is ensured by co-ordination through a FAB Management Board. Activity in this area is continually monitored by NATS.

- 100%

Completed

31/12/2011

MIL (By:12/2018)

MIL Arrangements are in place to harmonise OAT and GAT handling to the maximum extent possible within the UK. - 75% Late

30/06/2020


AOM19.1

ASM Support Tools to Support Advanced FUA (AFUA) Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2018

82% Late

- - 31/12/2019

ASP (By:12/2018)

NATS

NATS utilises LARA V3 in order to secure the appropriate connectivity with the NM system; NATS await a formal LoA with the NM and B2B connectivity between LARA/NM .

- 92%

Late

30/06/2019

MIL - - 72% Late 31/12/2019

AOM19.2

ASM Management of Real-Time Airspace Data Timescales: Initial operational capability: 01/01/2017 Full operational capability: 31/12/2021

18% Ongoing

- - 31/12/2021

ASP (By:12/2021)

MIL

The MoD will be using NATS equipment, therefore the MoD will fall in line with the NATS timeline. Future development of functionality is predicated upon the interoperability of LARA and the new ATM system.

- 17%

Ongoing

31/12/2021

NATS Future development of functionality is predicated upon the interoperability of LARA and the new ATM system. - 20% Ongoing

31/12/2021

AOM19.3

Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Initial operational capability: 01/01/2014 Full operational capability: 31/12/2021

20% Ongoing

- - 31/12/2021

ASP (By:12/2021)

NATS NATS uses the LARA system for compliance. - 20% Ongoing 31/12/2021

MIL The MoD will be using NATS equipment (NATS uses the LARA system for compliance), therefore the MoD will fall in line with the NATS timeline.

- 20% Ongoing

31/12/2021

AOM19.4

Management of Pre-defined Airspace Configurations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2021

5% Ongoing

- - 31/12/2021

ASP (By:12/2021)

NATS Project L5361 started that will connect LARA to iACM system. - 5% Ongoing

31/12/2021

MIL - - 5% Ongoing 31/12/2021


AOM21.2

Free Route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

11% Ongoing

- - 31/12/2021

ASP (By:12/2021)

NATS

NATS is in the process of developing a new Flight Data Processing (FDP) system which is essential in order to implement FRA. The first implementation of this FDP entered service at Prestwick Centre (PC) in Summer 2016. Further FDP changes are required to enable FRA capability and are planned be delivered in 2020.

Borealis FRA Implementation (Part 2)

/ Borealis Free Route

Airspace (Part 1)

14%

Ongoing

31/12/2021

MIL

The MoD is working with NATS on a phased approach to the implementation of Free Route Airspace. It is vital that tools, procedures and/or agreements are reached in order to ensure that the military can continue to safely carry out OAT activity with certainty and without the need for excessive coordination.

- 8%

Ongoing

31/12/2021

AOP04.1

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

100% Completed

EGBB - Birmingham Airport - 31/12/2018

REG (By:12/2010)

CAA The UK regulatory process makes provision for the approval of such systems as and when an aerodrome operator chooses to implement it.

- 100% Completed

31/01/2013

ASP (By:12/2011) Birmingham Airport Limited (BAL)

MLAT and SMR systems installed and working however, full entry to service cannot commence until the supporting Data Fusion is functioning, which is now anticipated towards the end of 2018.

- 100%

Completed

31/10/2018

APO (By:12/2010) Birmingham Airport Limited (BAL)

Birmingham Airport has installed an A-SMGCS system in 2017. The system is an Avibit System composed of a new surface movement radar and Multi Lateration system.

- 100%

Completed

31/12/2018


AOP04.1


57% Late

EGCC - Manchester Airport - 30/09/2020

REG (By:12/2010)

CAA

The UK regulatory process makes provision for the approval of such systems as and when an aerodrome operator chooses to implement it. Manchester does not presently have A-SMGCS. They have SMR (supported by RIMCAS) with primary returns that can be labelled but the labelling is not totally reliable. Manchester is aware that they need to have A-SMGCS fully operational and effective by 2021.

- 100%

Completed

31/01/2013

ASP (By:12/2011)

NATS

Manchester currently operates a Surface Movement Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and guidance in Low Visibility Operations. A project for A-SMGCS Level 1 commenced in 2017 and is expected to be delivered by June 2019.

- 20%

Late

30/05/2019

APO (By:12/2010)

MANCHESTER Airport

Manchester currently operates Surface Movement Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and guidance in Low Visibility Operations. A project for A-SMGCS Level 1 has commenced in 2017 and is expected to be delivered by June 2019

- 50%

Late

30/09/2020


AOP04.1

Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) Timescales: - not applicable -

% Not Applicable

EGGD - Bristol Airport (Outside Applicability Area)

Bristol has no plans to implement A-SMGCS due to current level of ATM and vehicular movements and satisfactory procedures for managing those movements being in place. The UK regulatory system makes provision for the approval of such equipment and systems as and when an airport operator considers they are required.

-

REG (By:12/2010)


- % Not

Applicable -

ASP (By:12/2011)

NATS


- %

Not Applicable

-

APO (By:12/2010)

BRISTOL Airport


- %

Not Applicable

-

AOP04.1


% Not Applicable

EGGW - London Luton Airport (Outside Applicability Area)

- - REG (By:12/2010)


- % Not

Applicable -

ASP (By:12/2011)

NATS

No plans to install A-SMGCS at Luton. The A-SMGCS will not be implemented due to negative outcome of a cost benefit analysis ratio against the current and recently installed SMR.

- %

Not Applicable

-

APO (By:12/2010)

LONDON-LUTON Airport

There are currently no plans to install A-SMGCS at Luton. At this stage A-SMGCS will not be implemented due to negative outcome of a cost benefit analysis ratio against the current and recently installed SMR though this situation remains under constant review.

- %

Not Applicable

-


AOP04.1


100% Completed

EGKK - London Gatwick Airport - 31/01/2013

REG (By:12/2010)

CAA

The UK regulatory process makes provision for the approval of such systems as and when an aerodrome operator chooses to implement it. A-SMGCS is not mandated by any European Regulation. Community Specifications exist for Levels 1 and 2 but these ETSI standards do not link into any Implementing Rule, they act just as means to demonstrate compliance with essential requirements. CAP670 SUR Section 09 contains specific requirements for A-SMGCS.

- 100%

Completed

31/01/2013

ASP (By:12/2011)

NATS Completed when NATS provided ATS at Gatwick Airport. - 100% Completed 31/07/2007

APO (By:12/2010) GATWICK Airport Gatwick Airport has a fully implemented A-SMGCS. - 100% Completed

31/07/2008

AOP04.1


% Not Applicable

EGLC - London City Airport (Outside Applicability Area)

- - REG (By:12/2010)


- % Not

Applicable -

ASP (By:12/2011)

NATS Not currently installed. There are no firm plans, but will be considered as part of future airfield development. - %

Not Applicable

- APO (By:12/2010)

LONDON-CITY Airport

London City does not use Advanced Surface Movement Guidance and Control systems Level 1. This is due to the visibility minima enforced.

- % Not

Applicable -


AOP04.1


93% Late

EGLL - London Heathrow Airport - 30/04/2019

REG (By:12/2010)

CAA


- 100%

Completed

31/01/2013

ASP (By:12/2011)

NATS NATS utilises A-SMGCS Level 1 at Heathrow within the limitations as they currently exist. - 100% Completed

31/12/2002 APO (By:12/2010)

HEATHROW Airport

Overall this project will be delayed until April 2019 as a result of issues in FAT & SAT testing for the ASMGCS, as well as supplier issues regarding the associated MLAT system. All these problems have now been resolved but have had a knock-on effect on the overall operational date.

ASMGCS Level 1 & 2

80%

Late

30/04/2019

AOP04.1


% Not Applicable

EGNT - Newcastle Airport (Outside Applicability Area)

- - REG (By:12/2010)


- % Not

Applicable -

ASP (By:12/2011)

NEWCASTLE Airport

ATC utilises a non-cooperative TERMA Scasta SMR system. An ERA Multilateration system was installed during 2013.

- % Not

Applicable -

APO (By:12/2010)

NEWCASTLE Airport

Current non-cooperative SMR has been in operational service since 2000. - %

Not Applicable

-


AOP04.1


% Not Applicable

EGPF - Glasgow Airport (Outside Applicability Area)

- - REG (By:12/2010)


- % Not

Applicable -

ASP (By:12/2011)

NATS There are no plans to implement A-SMGCS Level 1 at Glasgow Airport. - %

Not Applicable

- APO (By:12/2010)

GLASGOW Airport

There are no plans to implement A-SMGCS Level 1 at Glasgow Airport. - %

Not Applicable

-


AOP04.1


100% Completed

EGPH - Edinburgh Airport - 31/12/2015

REG (By:12/2010)

CAA


- 100%

Completed

31/01/2013

ASP (By:12/2011)

NATS

Some aspects of A-SMGCS have been installed at Edinburgh Airport including a new SMR which was commissioned into operational service at Edinburgh Airport during 2014. The airport operator has examined the business benefit of investing in other aspects of A-SMGCS, including vehicle transponders but has concluded that the cost/benefit is insufficiently positive; therefore no further aspects of A-SMGCS are anticipated to be installed.

- 100%

Completed

31/12/2015

APO (By:12/2010)

EDINBURGH Airport

A-SMGCS Installed at Edinburgh Airport. A new SMR was installed and commissioned into operational service at Edinburgh Airport during 2014. Edinburgh Airport Limited (EAL) evaluated the business benefits of installing vehicle transponders and as an outcome of this evaluation will not be installing transponders on airfield vehicles.

- 100%

Completed

31/12/2015


AOP04.1


100% Completed

EGSS - London Stansted Airport - 31/12/2017

REG (By:12/2010)

CAA


- 100%

Completed

31/01/2013

ASP (By:12/2011)

NATS NATS introduced A-SMGCS Level 1 at Stansted in December 2010. - 100% Completed

31/12/2010 APO (By:12/2010)

STANSTED Airport

Stansted has purchased vehicle transponders and trained vehicle drivers. Vehicles are equipped with transponders and in operation. No issues or additional safety concerns reported.

- 100%

Completed

31/12/2017

AOP04.2

Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

100% Completed


ASP (By:12/2017) Birmingham Airport Limited (BAL)

Birmingham Airport is working towards installation of an A-SMGCS system by Q4, 2018. - 100%

Completed

31/12/2018


Birmingham Airport is working towards installation of an A-SMGCS RMCA equipment by the end of FY 2018/19 - 100%

Completed

31/12/2018


AOP04.2


25% Late


ASP (By:12/2017)

NATS

Manchester currently operates a Surface Movement Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and guidance in Low Visibility Operations. RMCA will be achieved with ASMGCS plus RIMCAS.

- 20%

Late

30/06/2019

APO (By:12/2017)

MANCHESTER Airport

Manchester currently operates a Surface Movement Radar with Runway Incursion Monitoring and Conflict Alert System (RIMCAS) for runway safety protection and guidance in Low Visibility Operations. RMCA will be achieved with ASMGCS plus RIMCAS.

- 40%

Late

30/06/2019

AOP04.2

Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) Timescales: - not applicable -

% Not Applicable


- - ASP (By:12/2017)

NATS

Bristol has no immediate plans to implement this system. The UK regulatory system makes provision for the approval of such equipment and systems when an Aerodrome operator considers they are required. NATS will make tentative provision for this within its equipment replacement program in order to be prepared should this situation change.

- %

Not Applicable

-

APO (By:12/2017)

BRISTOL Airport

Although currently planned within the ANSP equipment replacement program, Bristol has no immediate plans to implement this system. The UK regulatory system makes provision for the approval of such equipment and systems when an Aerodrome operator considers they are required.

- %

Not Applicable

-


AOP04.2


% Not Applicable

EGGW - London Luton Airport (Outside Applicability Area)

- - ASP (By:12/2017)

NATS

A-SMGCS is being reviewed as part of A-CDM implementation. However, there is an SMR system in place, which includes RIMCAS functionality.

- %

Not Applicable

-

APO (By:12/2017) LONDON-LUTON Airport

A-SMGCS is being reviewed as part of A-CDM implementation. However, there is a SMR system in place, which includes RIMCAS functionality.

- % Not

Applicable -

AOP04.2


100% Completed


ASP (By:12/2017)


APO (By:12/2017) GATWICK Airport Installed at Gatwick. - 100% Completed

31/07/2008

AOP04.2


% Not Applicable


- - ASP (By:12/2017)

NATS Not currently installed. There are no firm plans, but will be considered as part of future airfield development. - %

Not Applicable

- APO (By:12/2017)

LONDON-CITY Airport

London City does not implement an A-SMGCS Level 2 due to the unusually high operating minima. Visual contact is required by ATC for all aircraft and vehicles using the manoeuvring area at all times.

- %

Not Applicable

-


AOP04.2


85% Late


ASP (By:12/2017)

NATS NATS utilises A-SMGCS Level 2 at Heathrow. - 100% Completed 31/12/2002

APO (By:12/2017)

HEATHROW Airport

Further delays with the project have been incurred due to supplier and contractual issues with sub suppliers. As the MLAT system can only be updated in line with ASMGCS, the project end date will be delayed to April 2019.

ASMGCS Level 1 & 2

40%

Late

30/03/2019

AOP04.2


% Not Applicable


- - ASP (By:12/2017)

NEWCASTLE Airport

Multilateration system was installed during 2013. This provides active information on all aircraft movements and the identity of vehicles on the manoeuvring area.

- % Not

Applicable -

APO (By:12/2017)

NEWCASTLE Airport

Non-cooperative SMR, including RIMCAS, in service since 2000. A multilateration system was installed in 2013, with some vehicles being equipped with Squibs in due course.

- %

Not Applicable

-

AOP04.2


% Not Applicable


- - ASP (By:12/2017)

NATS Further progress is subject to a business case by Glasgow Airport Limited (GLA). - %

Not Applicable

- APO (By:12/2017)

GLASGOW Airport No plans to install A-SMGCS at Glasgow Airport. - %

Not Applicable

-


AOP04.2


100% Completed

EGPH - Edinburgh Airport -- 31/12/2015

ASP (By:12/2017)

NATS

Implementation of A-SMGCS Level 2 is complete at Edinburgh Airport. Edinburgh Airport Limited (EAL) has evaluated the business benefits of provision of in-vehicle transponders in relevant airside vehicles but has concluded that the cost/benefit of doing so was not strong enough to justify its introduction.

- 100%

Completed

31/12/2011

APO (By:12/2017)

EDINBURGH Airport

Air Nova 9000 was installed in 2005; augmented by RIMCAS safety alerting system. A project to install a new SMR (to also include the provision of vehicle transponder interrogation facility and updated SMR Displays in the ATC Control Tower) was completed during Q4 2014. As part of the new SMR project, there are updated SMR Displays in the ATC Control Tower and provision for vehicle transponder interrogation. Following evaluation EAL have decided not to install vehicle transponders.

- 100%

Completed

31/12/2015

AOP04.2


100% Completed


ASP (By:12/2017)

NATS A-SMGCS has been installed at Stansted. - 100% Completed 31/12/2010

APO (By:12/2017)

STANSTED Airport

A-SMGCS has been installed at Stansted; however, there has been some alterations made to the system and testing to the new vehicle transponders will commence mid 2017, with completion anticipated end of 2017.

- 100%

Completed

31/12/2017


AOP05

Airport Collaborative Decision Making (A-CDM) Timescales: Initial operational capability: 01/01/2004 Full operational capability: 31/12/2016

17% Late

EGBB - Birmingham Airport Currently development of ACDM at Birmingham Airport is on hold 31/12/2020

ASP (By:12/2016)

Birmingham Airport Limited (BAL)

The introduction of A-CDM will follow the now delayed introduction of Electronic Flight Progress Strips (EFPS) which is planned for Spring 2017. Problems with the introduction of EFPS in Spring 2017 have resulted in a further delay with the expected introduction of EFPS now planned for February 2018.

- 17%

Late

31/12/2020


- - 17%

Late

31/12/2020

AOP05


37% Late

EGCC - Manchester Airport -- 31/12/2020

ASP (By:12/2016)

NATS

Local implementation of CDM was deployed in March 2018. This facilitates the use of most CDM milestones with the exception of Target Start Approval Time (TSAT). Work commenced in early 2018 to select an A-CDM partner. A contract was signed in August 2018, with work commencing in September 2018. The solution includes a new A-CDM HMI plus a Pre-Departure Sequencer tool with full B2B connectivity.

- 37%

Late

31/12/2020

APO (By:12/2016)

MANCHESTER Airport

Local implementation of CDM was deployed in March 2018. This facilitates the use of most CDM milestones with exception of TSAT. Work commenced in early 2018 to select an A-CDM partner; a contact was signed in August with work commencing in Sept 2018. The solution includes a new A-CDM HMI plus pre-departure sequencing tool with full B2B connectivity.

- 37%

Late

31/12/2020


AOP05 Airport Collaborative Decision Making (A-CDM) Timescales: - not applicable -

% Not Applicable


- - ASP (By:12/2016)

NATS

Although information gathering and sharing is common practice at Bristol, these are not formally aligned to A-CDM guidance. No formal agreements are in place to share certain information. NATS reviewed the full requirements of CDM during 2012, in concert with the airport operator who has invited and received CDM presentations from Eurocontrol. It was anticipated that A-CDM would be implemented early 2013; however, Bristol Airport can see no capacity, performance or cost benefit to fully applying CDM.

- %

Not Applicable

-

APO (By:12/2016)

BRISTOL Airport

Although information gathering and sharing is common practice at Bristol the information gathered and the sharing techniques are not formally aligned to A-CDM guidance. No formal agreements are in place to share certain information. It was anticipated that A-CDM would be implemented early 2013. Having reviewed the full requirements of CDM during 2012, with our ANSP and invited and received CDM presentations from Eurocontrol, Bristol Airport can see no capacity, performance or cost benefit to fully applying CDM.

- %

Not Applicable

-

AOP05


6% Late

EGGW - London Luton Airport - 31/12/2020

ASP (By:12/2016)

NATS

A-CDM is not currently in place and implementation is now planned for no earlier than 2020. London Luton Airport is currently sending DPI messages to the Network Manager Operations Centre (NMOC) via our ATM system. A-CDM/Advanced towers is an objective however there is no firm date for implementation.

- 2%

Late

31/12/2020

APO (By:12/2016)


London Luton Airport is currently sending DPI messages to the NMOC via our ATM system. A-CDM/Advanced Towers is an objective however there is no firm date for implementation. Priority project is to replace the existing AODB.

- 10%

Late

31/12/2020


AOP05


100% Completed

EGKK - London Gatwick Airport -- 07/11/2014

ASP (By:12/2016)


APO (By:12/2016)

GATWICK Airport

Gatwick had started A-CDM in 2010, and had originally been due for implementation completion in December 2011. The program has changed for two reasons; Gatwick separation from BAA IT and the introduction of the Airfield Performance Team in January 2011. The Gatwick A-CDM 55 programme was completed in November 2014; includes the use of TSAT calculator and DPI data validation. Since forming the Airfield Performance team Gatwick have decided to broaden their A-CDM 55 program to meet both the Eurocontrol A-CDM network requirements but also better support the Gatwick Airfield Performance targets. The program now includes in addition to Eurocontrol requirement for certification:

a) Integration of arrival, departure TSATs, stand allocation;

b) Time based separation management tools; c) Sequencing optimiser for departures; d) Turnround performance monitoring and control

tools; e) Replacement AODB and messaging system.

The enhanced A-CDM 55 project was launched 1st November 2011. A-CDM network integration and DPI exchanging had been delayed from Q4 2013 to Q1 2014 and was completed 7 November 2014.

- 100%

Completed

07/11/2014



% Not Applicable


Until further clarification is provided on the future plans, this objective is consolidated as Not Applicable. -

ASP (By:12/2016)

NATS

London City Airport has formed a Continuous Improvement Committee who have identified areas within the turnaround process where improvements could be made. Information is a key element to this work, NATS continues to discuss airport requirements and understands that the airport operator is considering elements of CDM which are suitable for the airport operation.

- %

Not Applicable

-

APO (By:12/2016)

LONDON-CITY Airport

As the Airside operation at London City is not complex due to its topographical structure a complex CDM process is not required. A full CDM system will therefore not be implemented, although London City will be introducing elements of CDM to improve operational effectiveness.

- %

Not Applicable

-

AOP05


100% Completed

EGLL - London Heathrow Airport -- 30/11/2015

ASP (By:12/2016)

NATS

CDM is in place at Heathrow and is fully operational in all weather conditions. NATS is working closely with airport owner and selected airline operators to progress this further.

- 100%

Completed

30/06/2015

APO (By:12/2016)

HEATHROW Airport

A-CDM was implemented at Heathrow during 2012. Local implementation was closely followed by full implementation at the end of May 2012. In July 2012 a full reversion took place and Heathrow remained disconnected from the network until July 2013 when the airport was again fully implemented.

- 100%

Completed

30/11/2015



% Not Applicable


- - ASP (By:12/2016)

NEWCASTLE Airport

There are no plans to implement A-CDM at Newcastle Airport. - %

Not Applicable

- APO (By:12/2016)

NEWCASTLE Airport

Some elements are already in place, but not as a result of working towards A-CDM. - %

Not Applicable

-


% Not Applicable


- - ASP (By:12/2016)

NATS Glasgow Airport have updated EFPS to enable DPI messaging, further changes will be implemented as required by airport operator.

- % Not

Applicable -

APO (By:12/2016)

GLASGOW Airport

Glasgow currently has no plan at present to implement A-CDM. - %

Not Applicable

-


AOP05


0% Not yet planned

EGPH - Edinburgh Airport - -

ASP (By:12/2016)

Air Navigation Solutions Ltd.

Edinburgh Airport has not yet a defined or approved implementation plan or budget for implementation of A-CDM. Edinburgh Airport is supportive of the principles and will be implementing actions were there not a cost barrier to implementation. Continuous improvement strategy adopts principals of A-CDM with some significant progress made during 2017, as described throughout.

- 0%

Not yet planned

-

APO (By:12/2016)

EDINBURGH Airport

Edinburgh Airport has not yet a defined or approved implementation plan or budget for implementation of A-CDM. Edinburgh Airport is supportive of the principles and will be implementing actions were there not a cost barrier to implementation. Continuous improvement strategy adopts principals of A-CDM with some significant progress made during 2017, as described throughout. Introduction of two new roles in airfield team to focus on operational performance improvement; Performance Manager and Quarterback.

- 0%

Not yet planned

-


AOP05


16% Late


ASP (By:12/2016)

NATS

Stansted Airport continues to evaluate A-CDM and subject to cost analysis benefit will implement elements. The plan to deliver local airport procedures was developed and a cost benefit analysis is being undertaken to consider implementation ahead of a 2021 time-scale [PCP]. NATS and MAG have formed a ten year partnership on these items as part of their on-going contractual arrangements. INEA funding secured. 6th Feb 2017 is the start of the ACDM project for the airport. End date is as scheduled. Expecting Sept 2018 for the procurement of an A-CDM platform to be completed. ACDM measurement is not being undertaken at this time. Variable taxi time and pre departure sequencing has not been implemented. ACDM tender process completed, T-system joint venture with ATRIX data 1st Jan 2021 ‘live target date’.

- 17%

Late

31/12/2020

APO (By:12/2016)

STANSTED Airport

STN has been awarded with INEA funding (CEF 2016 Call). Supplier for A-CDM Information Sharing Platform has been selected after OJEU procurement process. Date for full A-CDM compliance remains the end of 2020.

- 15%

Late

31/12/2020

AOP10

Time-Based Separation Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

0% Planned


REG (By:12/2023)

CAA

Manchester have not notified commencement of TBS planning. However, it is known that SESAR TBS is not finalised. UK airports have until 2023 to implement TBS aligned with the PCP regulation.

- 0%

Not yet planned

-

ASP (By:12/2023)

NATS TBS including implementation of TBS procedures and training will be achieved by the projected implementation date of 31 Dec 2023.

- 0% Planned

31/12/2023


AOP10


0% Not yet planned

EGKK - London Gatwick Airport - -

REG (By:12/2023)

CAA

Gatwick have not notified commencement of TBS planning. However, it is known that SESAR TBS is not finalised. UK airports have until 2023 to implement TBS aligned with the PCP regulation.

- 0%

Not yet planned

-

ASP (By:12/2023)

Gatwick Air Navigation Solutions Ltd ANSP

Work is yet to commence on a TBS support tool appropriate for Gatwick. Air Navigation Solutions (ANS) acknowledge the initiative and it is held within a joint project deck between GAL and ANS. Work on integration of AMAN and airport CDM systems has commenced.

- 0%

Not yet planned

-

AOP10


100% Completed


REG (By:12/2023)

CAA

TBS at Heathrow was implemented in 2015. The Heathrow AIP entry was updated to notify implementation. CAA has oversight of the implementation process i.a.w Regulation 1034/2011. eTBS (enhanced TBS) project nearing completion and expected to go live by the end of February 2018.

- 100%

Completed

31/12/2015

ASP (By:12/2023)

NATS

TBS procedures are now in operation at London Heathrow Airport. Approach and tower systems have been adapted and integrated with the new TBS tools; these adaptions have successfully completed testing and operational trials and are now in full operation.

- 100%

Completed

31/12/2015


AOP11

Initial Airport Operations Plan Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021

8% Ongoing

EGCC - Manchester Airport Project has commenced to deploy an AOP. 31/12/2020

ASP (By:12/2021)

NATS Project has commenced to deploy an AOP. Scoping and development work with peer EU airports for common solution and procedures has been agreed.

- 10% Ongoing

31/12/2020

APO (By:12/2021)

MANCHESTER Airport

Project has commenced to deploy an AOP. Scoping and development work with peer EU airports for common solutions and procedures has been agreed.

- 7% Ongoing

31/12/2020

AOP11


100% Completed


ASP (By:12/2021)


Since ANS took over as ANSP, cooperation with GAL has enabled ANS to support the Airports extant plan. As ANS was not provided with any assistance by the outgoing ANSP the detail of the airport plan has been largely accepted in line with the agreed business plan and provided the necessary assurance is in place. This process will allow the development of a mature ANSP specific plan in years 1-3 of the term as ANSP. The contract agreed with GAL requires a defined development path and includes all of the plan elements.

- 100%

Completed

31/12/2016

APO (By:12/2021) GATWICK Airport An AOP was completed by Gatwick Airport during 2016. - 100% Completed

31/05/2016

AOP11


100% Completed


ASP (By:12/2021)

NATS AOP went live at Heathrow in late 2018. It is now the primary conduit for all former A-CDM activities and pre-tactical airport planning.

- 100% Completed

31/03/2018

APO (By:12/2021)

HEATHROW Airport

AOP was rolled out to external users on 2nd August and is now fully operational. Further releases are planned to increase functionality

Airport Operating Plan (AOP)

100% Completed

31/03/2018


AOP11 Initial Airport Operations Plan Timescales: - not applicable -

% Not Applicable

EGPF - Glasgow Airport (Outside Applicability Area) - -

ASP (By:12/2021)

NATS

On review against peer airports, this objective is now deemed N/A to Glasgow Airport. That said, the core requirements of the AOP are already in place and laid down in the Aerodrome Manual, AIP and airline and Ground Handling Agent agreements and licences.

- %

Not Applicable

-

APO (By:12/2021)

GLASGOW Airport

On review against peer airports, this objective is now deemed N/A to Glasgow Airport. The core requirements of the AOP are already in place and laid down in the Aerodrome Manual, AIP and airline and Ground Handling Agent agreements and licences.

- %

Not Applicable

-

AOP11


3% Ongoing

EGSS - London Stansted Airport Ongoing – successful in securing EU funding via CEF 2017 Call. Some elements are currently available through the AIP and the capacity declaration through ACL. Currently exploring feasibility of setting up an Airports Operations Centre (APOC).

31/12/2021

ASP (By:12/2021)

NATS The AOP information under the responsibility of Stansted ANSP (NATS) is provided and maintained, ensuring the appropriate quality.

- 10% Ongoing

31/12/2021

APO (By:12/2021)

STANSTED Airport

Ongoing – successful in securing EU funding via CEF 2017 Call. Some elements are currently available through the AIP and the capacity declaration through ACL. Currently exploring feasibility of setting up an Airports Operations Centre (APOC).

- 0%

Planned

31/12/2021


AOP12

Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2020

33% Ongoing

EGCC - Manchester Airport NATS have installed Basic Airport Safety Nets, further deployment not possible until after A-SGMCS Level 2. Manchester will train staff as the objective progresses.

31/12/2020

ASP (By:12/2020)

NATS

Basic Airport Safety Nets are in place through the use of RIMCAS. Further deployment of Airport Safety Nets will not be possible until after implementation of A-SGMCS Level 2 by the end of 2020.

- 40%

Ongoing

31/12/2020

APO (By:12/2020) MANCHESTER Airport

Comprehensive training will be provided for operational staff as the programme develops. - 10% Ongoing

31/12/2020

AOP12


100% Completed


ASP (By:12/2020)


EFPS and A-SMGCS have been installed and in use at Gatwick for a number of years. RIMCAS against transponder equipped vehicle with a new Safety Case being completed and with GAL for ongoing review.

- 100%

Completed

31/12/2016

APO (By:12/2020)

GATWICK Airport

All Airside Operations staff undertake airside operations induction training on joining the dept; Includes Module on ATC and Navigational Systems (A-SMGCS/RIMCAS) Also, in place is an:

a) airside driving package for training and regular refreshing of drivers on the manoeuvring area;

b) annual training for all staff employed to drive specialist snow/ice vehicles on the manoeuvring area;

c) annual competency checks; d) on-going runway safety awareness training

delivered by ANSP to personnel operating on or near the runway.

A-SMGCS upgrade to provide airport safety nets and routing & planning functions / Enhanced Departure Management integrating airfield surface assets

100%

Completed

31/12/2015


AOP12


100% Completed


ASP (By:12/2020)

NATS This project was closed in 2016 as previously reported via the ASR process. - 100% Completed

31/12/2016 APO (By:12/2020)

HEATHROW Airport

As reported via the STAR reporting tool, the objective for this project (AOP12; Project name/Code in DP: Project 100AF2) and as set out under grant agreement 2014-EU-TM-0136-M (IP25) aimed at developing a concept of operation to clarify the Aeronautical Ground Lighting (AGL), field infrastructure component design and architecture requirements for an integrated ASMGCS level 4/5 Surface Manager (SMAN). A holistic options analysis and selection process is being undertaken to assess the functional and safety integrity requirement of the Ground Movement Control System as a system design that is fully congruent and potentially pre-integrated with the ASMGCS 4/5 Surface Manager. Primary Cable specification, distribution and operational architecture is being surveyed to scope design and installation of an airfield-wide GMCS primary cabling 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. Following an initial postponement of the end-date (from December 2015 to March 2019), the project underwent a process of re-scoping in order to ensure compliance with the SGA during the reporting period. All tasks were reported as complete in December 2015 via the ASR process with no further task undertaken in 2016, as the project scope changed at the end of 2015 to the like for like replacement of the AGL Control System, with safeguarding for future expansion.

Airport Safety Nets associated with A-SMGCS Level 2 - Preparation for SMAN

100%

Completed

31/12/2016


AOP12


28% Ongoing

EGSS - London Stansted Airport The implementation is planned in accordance with PCP time-scales. 31/12/2020

ASP (By:12/2020)

NATS

Vehicle transponders have now been deployed and implemented. ICWPs have been discussed but have still not been defined. Controller training is awaiting system implementation and procedure development. NATS is currently developing an integrated EFS working position design for consideration at operational units such as Stansted.

- 37%

Ongoing

31/12/2020

APO (By:12/2020) STANSTED Airport To be implemented in accordance with PCP time-scales. - 0% Planned

31/12/2020

AOP13

Automated Assistance to Controller for Surface Movement Planning and Routing Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2023

0% Planned


REG (By:12/2023)

CAA Activity has not started. - 0% Not yet planned -

ASP (By:12/2023)

NATS Currently planned to be part of the ASMGCS roll-out. - 0% Planned 31/12/2023

AOP13


2% Not yet planned

EGKK - London Gatwick Airport Gatwick ATM development plan has now commenced with joint governance between GAL and ANS. All systems are being reviewed for replacement. -

REG (By:12/2023)


ASP (By:12/2023) Gatwick Air Navigation Solutions Ltd ANSP

Work has just commenced on the ATS systems upgrade that is required to support this. ANS acknowledge the initiative and it is held within a joint project deck between GAL and ANS.

- 2%

Not yet planned

-


AOP13


7% Ongoing


REG (By:12/2023)


ASP (By:12/2023)

NATS

Heathrow Airport and NATS are partnering to develop an advanced surface management solution which will transform the tower operation. AGLCS Replacement Project is looking at options to provide automated route function to ATC but this has not substantially progressed since the last update.

- 8%

Ongoing

31/12/2023

AOP13


0% Not yet planned

EGSS - London Stansted Airport - -

REG (By:12/2023)


ASP (By:12/2023)

NATS Stansted airport are not progressing with this objective at the moment. - 0%

Not yet planned -


ATC02.8

Ground-Based Safety Nets Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

100% Completed

- For those not undertaking this, suitable safety nets already exist 31/12/2016

ASP (By:12/2016)

NATS

En-route (APW): NATS has no business requirement to introduce this capability in a safety net. However, the iTEC FDP system that NATS is rolling out will have the capability of detecting when flight trajectories are planned to penetrate defined restricted areas. En-route (MSAW): Due to a lack of operational requirement for this functionality there are no plans to implement MSAW in UK en-route airspace. En-route (APM): There are no NATS business requirements to deploy APM Level 2. However, the COTS Safety Net Server that NATS is procuring is capable of hosting such a safety net. Airports: Ground based safety net functionality has been implemented at a number of airports across the UK whilst others continue to evaluate the benefits this may bring to their operations. The decision to implement any ground based safety net rests with the airport operator as part of their ongoing investment plans.

- 100%

Completed

31/12/2016

MIL

APW: The Military Authority, military processes and procedures facilitate the safe control of aircraft in close proximity to the ground therefore there is no plan to introduce APW. MSAW: For the Military Authority, there is also no plan to implement; however, they do use radar vector charts, both hardcopy and displayed on the radar display, showing safe minimum altitudes within 40 miles of an aerodrome. Similarly, they have Area Safe Altitude charts for use outside of 40 miles. APM: For the Military Authority, All IFR approaches are already monitored on the Precision Approach Radar (where installed). No plans to change current procedures.

- 100%

Completed

31/01/2009


ATC02.9

Enhanced Short Term Conflict Alert (STCA) for TMAs Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020

100% Completed

- There are areas of the NATS STCA (and the Thales SNS STCA) where alternate hypothesis are used. 31/01/1996

ASP (By:12/2020)

NATS Completed in 1996. - 100% Completed 31/01/1996

ATC07.1

AMAN Tools and Procedures Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2019

10% Late

EGCC - Manchester Airport AMAN tool for Manchester Airport is planned for implementation by December 2019. Arrival management is part of the NATS Queue Management programme and other airports will be added in line with the PCP timetable.

31/12/2021

ASP (By:12/2019)

NATS

AMAN tool for Manchester Airport is planned for implementation by December 2021, in advance of the PCP deadline. Arrival management is part of the NATS Queue Management programme.

- 10%

Late

31/12/2021

ATC07.1


100% Completed

EGKK - London Gatwick Airport AMAN tool implemented in the London TMA providing automated sequence numbering, stack delay and expected approach time information, initially for Heathrow and Gatwick, arrival management is part of the NATS Queue Management programme and other airports will be added in line with the PCP timetable. Significant development of AMAN has been undertaken since its introduction in 2009 allowing advanced benefits to be realised.

31/01/2009

ASP (By:12/2019)

NATS

AMAN tool implemented in the London TMA providing automated sequence numbering, stack delay and expected approach time information, initially for Heathrow and Gatwick. Arrival management is part of the NATS Queue Management programme.

- 100%

Completed

31/01/2009


ATC07.1


100% Completed

EGLL - London Heathrow Airport AMAN tool implemented in the London TMA providing automated sequence numbering, stack delay and expected approach time information, initially for Heathrow and Gatwick, arrival management is part of the NATS Queue Management programme and other airports will be added in line with the PCP timetable. Significant development of AMAN has been undertaken since its introduction in 2009 allowing advanced benefits to be realised.

31/01/2009

ASP (By:12/2019)

NATS

AMAN tool implemented in the London TMA providing automated sequence numbering, stack delay and expected approach time information, initially for Heathrow and Gatwick. Arrival management is part of the NATS Queue Management programme.

- 100%

Completed

31/01/2009

ATC07.1


0% Planned

EGSS - London Stansted Airport AMAN tool for London Stansted Airport is planned for implementation by December 2019. Arrival management is part of the NATS Queue Management programme and other airports will be added in line with the PCP timetable.

31/12/2019

ASP (By:12/2019)

NATS

AMAN tool for London Stansted Airport is planned for implementation by December 2021. Arrival management is part of the NATS Queue Management programme and other airports will be added in line with the PCP timetable. Stansted looking to implement XMAN rather than AMAN in the timescale.

- 0%

Planned

31/12/2019

ATC12.1

Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

47% Late

- - 31/12/2026

ASP (By:12/2021)

NATS

NATS has already implemented the iFACTS system in the Swanwick Area Centre. iTEC is in operational service in Prestwick Centre Upper airspace. Implementation in Lower airspace at Swanwick and Prestwick is planned for 2023. iFACTS/FourSight provide Tactical Tools, with MTCD, conformance monitoring and resolution support to controllers. The iTEC system provides a similar capability for planning activities. Tactical Tools will be fully implemented in early RP4 mainly in Swanwick Lower Airspace. They will be elsewhere by the end of 2023.

- 47%

Late

31/12/2026


ATC15.1

Information Exchange with En-route in Support of AMAN Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019

100% Completed

- -- 31/07/2013

ASP (By:12/2019)


ATC15.2

Arrival Management Extended to En-route Airspace Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2023

100% Completed

- NATS provides extended arrival management (XMAN) for Heathrow only at this time. We are currently working on bringing Gatwick XMAN on-line via a SESAR 2020 project as a trial. 30/04/2015

ASP (By:12/2023)


ATC17

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

26% Late

- - 31/12/2021

ASP (By:12/2018)

NATS ATC Coordination is currently in place with Prestwick Upper and is planned to be extended to Swanwick Upper airspace by 2021, Lower airspace (2023)

ITEC-FDP/CWP

26% Late

31/12/2021


COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018

78% Late

- -- 31/12/2019

ASP (By:12/2018)

NATS

NATS has deployed an AMHS capability and gateway facilities to AFTN. Implementation with some partners is complete; NATS has an active project which is working with AFTN & CIDIN international partners to transition to AMHS, subject to their readiness to implement. Aspects of this objective will be carried out with our FAB Partner.

- 88%

Late

31/12/2019

MIL

No separate plans for the MoD to have their own systems. The MoD will utilise NATS systems. Therefore, the timescales and dates will fall in line with NATS timings. MoD Capability in Area Radar is provided through NATS. NATS has deployed an AMHS capability and gateway facilities to AFTN. There are no MoD systems planned which make use of extended AMHS functions. MoD Figures match NATS submission as this is a transparent process for MoD with no requirement in the ASP05

- 68%

Late

31/12/2019

COM11

Voice over Internet Protocol (VoIP) Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

40% Ongoing

- - 31/12/2020

ASP (By:12/2020)

MIL

At centres where military units utilise NATS equipment to provide an ATS, when NATS replaces the AC VCS & upgrades the TC & PC systems with VoIP compatible systems it is envisaged that these will also provide the Military with VoIP capability. For military airfields, Project MARSHALL is likely to see the introduction of VOIP capability to some, but not all airfields. Whilst hub-and-spoke airfields are likely to require VOIP capability under the MARSHALL model, stand-alone airfields are less-likely to benefit. The project is currently running behind schedule and is suffering from planning, development and roll-out challenges. This provision may be subject to change as the project progresses.

- 40%

Ongoing

31/12/2020

NATS

NATS plans to have VoIP in use between our centres for ground-ground voice services. NATS will implement VoIP between all our centres and their radio stations for air-ground services.

- 40%

Ongoing

31/12/2020


COM12

New Pan-European Network Service (NewPENS) Timescales: Initial operational capability: 01/01/2018 Full operational capability (33 ANSPs): 31/12/2020

3% Ongoing

- - 31/12/2020

ASP (By:12/2024)

NATS

NATS has actively contributed to the development of NewPENS requirement specifications and Call for Tenders (CfT) documents in close co-ordination with Eurocontrol. As a member of the NewPENS Common Procurement Task Force (CPTF), NATS staff has actively participated in both technical and financial evaluation of the bids received and selected the NewPENS Contractor, which was subsequently approved by PENS Executive Body (PEB). NATS has continued to support the Eurocontrol led procurement activities that have resulted in letting the contract to the new Network Service Provider (British Telecom) in April 2018. NATS has launched an internal project (L5267 - NewPENS) and commenced planning the deployment of NewPENS at three sites (Swanwick, Prestwick and Heathrow) in the UK and preparing for the transition from current PENS to NewPENS.

- 10%

Ongoing

31/12/2020


Birmingham Airport is not participating in the NewPENS programme. - %

Not Applicable

-

NEWCASTLE Airport Not applicable. No current plans. - %

Not Applicable -


- - 0%

Planned

31/12/2020

APO (By:12/2024)

MANCHESTER Airport No current plans. - %

Not Applicable -

STANSTED Airport No current plans. - %

Not Applicable -

GLASGOW Airport No current plans. - %

Not Applicable -

HEATHROW Airport Not applicable and no current plans. - %

Not Applicable -


BRISTOL Airport - - %

Not Applicable -


No current plans. - % Not Applicable -

LONDON-CITY Airport - - %

Not Applicable -

EDINBURGH Airport - - 0%

Not yet planned -

ENV01

Continuous Descent Operations (CDO) Timescales: Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023

100% Completed


ASP (By:12/2023)


CDA achievement rates at Birmingham have increased significantly following an airspace change and the installation of ILS. Communities and other local stakeholders have responded positively to the improved CDA performance.

- 100%

Completed

31/12/2011


CDA is implemented H24 at Birmingham Airport with the exception of military flights and aircraft making use of non-precision approaches.

- 100%

Completed

31/01/2011

ENV01


82% Ongoing

EGCC - Manchester Airport -- 31/07/2021

ASP (By:12/2023)

NATS

CDO is in practice consistently during night operations at Manchester Airport and when feasible during day time operations. PBN CDO procedures will be implemented as part of the FASI-N Airspace Change in 2022.

- 78%

Ongoing

31/07/2021

APO (By:12/2023)

MANCHESTER Airport

Manchester Airport maximises the use of CDA during night operations. Further study into extending CDA to daytime operations had indicated that local airspace constraints only permit CDA during periods of lower traffic density. A major redesign of the TMA airspace is required in order to permit greater use of 24hr CDA.

- 100%

Completed

31/12/2011


ENV01


82% Ongoing

EGGD - Bristol Airport - 31/12/2023

ASP (By:12/2023)

NATS

NATS has previously delivered CDA in a limited way due to airspace constraints but very successfully at some locations particularly in the London TMA. Airspace changes are enabling CDA from higher levels and NATS has led the UK CDO improvement campaign on behalf of Sustainable Aviation. Bristol submitted their 1916 Statement of Need in Autumn 2018 kick-starting the ACP process.

- 78%

Ongoing

31/12/2023

APO (By:12/2023)

BRISTOL Airport

Bristol ANSP supports the implementation CDA procedures at the aerodrome, and monitors this using Flight Profile Monitor. Bristol Airport also monitors CDA performance using the noise and track keeping system.

- 100%

Completed

31/12/2013

ENV01


80% Ongoing

EGGW - London Luton Airport - 31/07/2023

ASP (By:12/2023)

NATS

CDAs are delivered for the majority of approaches although, depending upon which runway is in use, certain approaches can preclude CDA due to airspace constraints.

- 75%

Ongoing

31/07/2023

APO (By:12/2023) LONDON-LUTON Airport

London Luton Airport measures and monitors CDO performance and feedback is an ongoing practice. - 100%

Completed

31/12/2011


ENV01


80% Ongoing

EGKK - London Gatwick Airport -- 31/12/2019

ASP (By:12/2023) Gatwick Air Navigation Solutions Ltd ANSP

- - 75%

Ongoing

31/12/2019

APO (By:12/2023)

GATWICK Airport

Gatwick Airport CDA techniques, monitoring of performance and feedback to the ANSP, implemented pre-2007. Annual Flight Performance Report contains CD0 data and is available to the local community via the London Gatwick Airport website. The London Airspace Management Programme which contained proposals to further increase the scope of CDA remains on hold awaiting further guidance and direction from the CAA.

- 100%

Completed

31/12/2006

ENV01 Continuous Descent Operations (CDO) Timescales: - not applicable -

% Not Applicable

EGLC - London City Airport (Outside Applicability Area) - -

ASP (By:12/2023)

NATS CDA operations at London City are severely limited by airspace constraints and interactions with other airfield and air traffic flows.

- % Not Applicable -

APO (By:12/2023)

LONDON-CITY Airport

London City is unable to operate a continuous descent approach technique due to its interaction with Heathrow traffic.

- % Not Applicable -


ENV01


80% Ongoing


ASP (By:12/2023)

NATS

NATS has implemented CDA at Heathrow, and delivers a module on the techniques associated with its use as part of initial Air Traffic Controller training. KPI in annual contract for delivery of 89% CDA and this has been achieved for the last 3 years.

- 75%

Ongoing

31/12/2023

APO (By:12/2023)

HEATHROW Airport

Heathrow Airport CDA techniques, monitoring of performance and feedback to the ANSP, implemented pre-2007.

- 100% Completed

31/12/2006

ENV01


68% Ongoing

EGNT - Newcastle Airport - 31/12/2019

ASP (By:12/2023) NEWCASTLE Airport

CDAs for both runways are in place and the procedures are used regularly. - 60% Ongoing

31/12/2019 APO (By:12/2023) NEWCASTLE Airport

CDAs for both runways are in place and the procedures are used regularly. - 100% Completed

31/01/2008


ENV01


60% Ongoing

EGNX - Nottingham East Midlands Airport -- 31/12/2022

ASP (By:12/2023)

East Midlands International Airport Ltd

East Midlands was one of the first ATC units in the country to develop CDAs and have been in operation since May 2005, operating 24/7 and compliance statistics are very high. As this set of SLoAs for East Midlands has been completed for some time an update has not been requested.

- 50%

Ongoing

31/12/2022

APO (By:12/2023)

East Midlands International Airport Ltd

East Midlands has a very strong commitment to environmental issues and multilateration track monitoring equipment is used to great effect to establish compliance records for individual operators. Statistics are fed to operators on a monthly basis, and the Airport recognises/awards airlines with the best compliance levels, and those achieving airport percentage targets. As this set of SLoAs for East Midlands has been completed for some time an update has not been requested.

- 100%

Completed

31/05/2005


ENV01


80% Ongoing

EGPF - Glasgow Airport - 31/12/2023

ASP (By:12/2023)

NATS

NATS currently delivers CDA operations at Glasgow Airport though some limitations exist due to terrain. A programme of airspace and navigation improvements combined with a CDA focus group with airlines has led to considerable success; CDO has increased from 62.3 in 2013 to 68.4 in 2015. Glasgow continues to strive to further improve CDO achievement as part of the UK-wide Sustainable Aviation CDO campaign.

- 75%

Ongoing

31/12/2023

APO (By:12/2023)

GLASGOW Airport

In 2015 an improvement was noted in particular for CDAs. We work closely with our ANSP NATS to understand how the airport can improve. Glasgow has some unique terrain on the approach to Runway 23 which makes it more difficult for aircraft to complete a CDA therefore NATS work with the airlines to understand the best CDA profile achievable. A programme of airspace and navigation improvements combined with a CDA focus group with airlines has led to considerable success; CDO has increased from 62.3 in 2013 to 68.4 in 2015. Glasgow continues to strive to further improve CDO achievement as part of the UK-wide Sustainable Aviation CDO campaign.

- 100%

Completed

31/12/2015

ENV01


60% Ongoing

EGPH - Edinburgh Airport - 31/12/2019

ASP (By:12/2023) Air Navigation Solutions Ltd.

- - 50%

Ongoing

31/12/2019

APO (By:12/2023)

EDINBURGH Airport

CDA (+CCD) techniques are fully in place. ANSP (NATS) staff are trained in requirements/operation and operating airlines are aware of, and are fully committed to, CDA and CCD measures. Reports regarding CDA and CCD performance are provided monthly by NATS and this information is reported to, and discussed with operator's at quarterly Flight Operations and Safety Committee meetings. Such information / reports are also shared with local community groups via our regular airport newsletter.

- 100%

Completed

31/12/2013


ENV01


82% Ongoing

EGSS - London Stansted Airport -- 31/12/2023

ASP (By:12/2023)

NATS

NATS has implemented CDA at a number of UK airports, including Stansted, and delivers a module on the techniques associated with its use as part of initial Air Traffic Controller training.

- 78%

Ongoing

31/12/2023

APO (By:12/2023)

STANSTED Airport

Stansted Airport CDA techniques, monitoring of performance and feedback to the ANSP, implemented pre-2007.

- 100% Completed

31/12/2006

FCM03

Collaborative Flight Planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017

100% Completed

- -- 31/12/2018

ASP (By:12/2017)

NATS

Implementation has been achieved by means of NATS stand-alone systems. Automation will also be achieved upon the iTEC and DP en-route programme; For the Military Authority, IFPLID is utilised in all messages to ETFMS.

- 100%

Completed

31/12/2018

FCM04.1

Short Term ATFCM Measures (STAM) - Phase 1 Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/10/2017

100% Completed

- - 31/01/2012

ASP (By:10/2017)

NATS

NATS has a comprehensive set of short term ATFCM Measures in place which exceed the requirements of this LSSIP objective. They are extensively used in our operations which are strictly monitored and do not exceed 45 minutes duration unless in exceptional circumstances to minimise delay.

- 100%

Completed

31/01/2012


FCM04.2

Short Term ATFCM Measures (STAM) - Phase 2 Timescales: Initial operational capability: 01/11/2017 Full operational capability: 31/12/2021

100% Completed

- - 30/12/2018

ASP (By:12/2021)

NATS

This is fully completed. UK FMP has been utilising STAM measures for a number of years. STAM measures are currently used in our operation to resolve hotspots in preference to the application of ATFCM regulations. STAM Procedures were developed and deployed, the local STAM system was validated and is now in operational use. STAM 2 procedures are also in operational use and all staff are fully trained and competent in their application.

- 100%

Completed

30/12/2018

FCM05

Interactive Rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021

78% Ongoing

- -- 31/12/2021

ASP (By:12/2021)

NATS

Interactive NOP (now Initial Network plan (INP)) has now been introduced by the NM, during Q4 2017 and Q1 2018. NATS has now developed the required procedures and carried out the relevant training.

- 100%

Completed

31/12/2018

APO (By:12/2021)

UK Level 3 Coordinated Airports

Airport Coordination Ltd (ACL) sends slot information for the UKs Level 3 Coordinated Airports to the EUACAs common database. This information is then sent daily to DDR. The integration of the AOP with the NOP is in progress and anticipated meeting the target date.

- 55%

Ongoing

31/12/2021


FCM06

Traffic Complexity Assessment Timescales: Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021

100% Completed

- - 30/06/2000

ASP (By:12/2021)

NATS

NATS utilises its Traffic Load prediction Device (TLPD) tool to monitor sector demand and evaluate traffic complexity. NATS is upgrading its current tools in order to future proof its operation; phased implementation will take place from 2017.

- 100%

Completed

30/06/2000

FCM08

Extended Flight Plan Timescales: Initial operational capability: 01/01/2016 Full operational capability: 31/12/2021

0% Not yet planned

- - -

ASP (By:12/2021)

NATS

The introduction and project for this initiative within the European Region is being managed by EUROCONTROL, the activity is at a very early stage and all aspects of Flight Plan and Flight Data Evolution is captured under the recently established NM FPFDE Strategic Project which NATS and UK CAA are fully engaged in.

- 0%

Not yet planned

-


INF07

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

27% Late

- The UK is working towards meeting the requirements for TOD via an overarching AIM Project Plan. 31/12/2023

REG (By:05/2018)

MIL See CAA's comment. Now due Dec 2019 - 13% Late

31/12/2019

CAA

As part of the ADQ IR Project, in December 2018 UK CAA published CAP 1732 Aerodrome Survey Guidance for aerodrome operators and other data originators (including contracted activities) to support compliance with Regulation EU 139/2014, EU 73/2010 and ICAO Annex 4, Annex 11 and Annex 14. CAP 1732 introduces specific UK guidance on data collection surfaces (eTOD PLUS) which was created on the basis of data collection areas and surfaces defined by ICAO Annex 15 and EU 139/2014 as Electronic Terrain and Obstacle Data Areas (eTOD) 1-4. CAP 1732 addresses all elements of the National TOD Policy. Additional information will also be provided in UK AIP (GEN 3.1.6, GEN 1.7 and ENR 5.4). As part of the ADQ IR Project the UK CAA has also introduced cross-domain oversight of aeronautical data activities. Aerodrome and AIM Inspectors are working in collaboration and conducting joint audits (with additional support from IFP Regulators Team).

- 92%

Late

31/12/2023

ASP (By:05/2018)

MIL

A plan will be developed once the national TOD policy and implementation programme has been initiated. It is not therefore expected that the compliance against this objective will be achieved until 31 December 2018.

- 0%

Late

31/12/2019

NATS

NATS has been awaiting the development of a National TOD policy before creating its related plans and roadmaps. The CAA published CAP 1732 (Aerodrome Survey Guidance) in Dec 2018 for review. The CAP introduces a new way of presenting aerodrome data in electronic TOD (eTOD) datasets and describes the submission of the data to AIS.

- 10%

Late

31/12/2019

APO (By:05/2018)

All UK Airports

Plans are in place to ensure data is compliant apart from specific aerodrome related information, where the completion date is expected to be beyond that indicated above, but is within the timeframe of Aerodromes resurvey required to support Instrument Flight Procedure design review periods, as required by ICAO Doc 8126. A statement of compliance will be provided to the NSA at the appropriate time.

- 0%

Late

30/09/2019


INF08.1

Information Exchanges using the SWIM Yellow TI Profile Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2024

2% Ongoing

- - 31/12/2024

ASP (By:12/2024)

NATS

Projects are underway at NATS which involve the internal exchange of data encoded in the exchange models to be used in SWIM, specifically AIXM, FIXM and IWXXM. To support these exchange there are also projects involving the provision of integration layers and security infrastructure, including PKI, which supports a significant proportion of the SWIM Yellow Profile specification. To do date no projects have been kicked off to implement a fully conformant exchange.

- 0%

Planned

31/12/2024


- - 25%

Ongoing

31/12/2024


- - 0%

Not yet planned

-

NEWCASTLE Airport - - 0%

Not yet planned -

MIL (By:12/2024)

MIL Project not started WEF Dec 2018. - 0% Not yet planned -

APO (By:12/2024)

BRISTOL Airport - - 0%

Not yet planned -

EDINBURGH Airport - - 0%

Not yet planned -


We are not mandated under PCP therefore we have not begun to look at the implementation of information exchange as yet. We are undergoing wide changes in our IT department at the moment and therefore this strategy will be reviewed again as soon as is practicable.

- 0%

Not yet planned

-

HEATHROW Airport - - 0%

Not yet planned -

LONDON-CITY Airport - - 0%

Not yet planned -

GLASGOW Airport - - 0%

Not yet planned -

STANSTED Airport - - 0% Not yet

planned


-

MANCHESTER Airport - - 0%

Not yet planned -

ITY-ACID

Aircraft Identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020

45% Ongoing

- - 01/12/2019

ASP (By:01/2020)

NATS

NATS plans to achieve full compliance with the ‘ACID’ IR (EU) No 1206/2011 by delivering the final step to use Mode S Flight Identification in a staged manner as part of our programme to replace our main Flight Data processing systems. This is part of our ‘Deploying SESAR’ Programme to implement SESAR capabilities in line with our agreed priorities with our customers which started as part of our RP2 plan and extend into our RP3 plan.

- 45%

Ongoing

01/12/2019

MIL See NATS' comments. - 45% Ongoing 01/12/2019

ITY-ADQ

Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017

47% Late

- - 08/04/2022

REG (By:06/2017)

MIL

The NSA introduced a policy in 2014 that stipulated requirements for new data to be ADQ IR compliant 18 months after publication. This policy was introduced and the 18 month period ended in Jan 2017. This deadline includes formal arrangements to be established. MoD will be in a position to initiate compliance with ITY-ADQ-REG01/02/03/04 and ITY-ADQ-APO01/02/03/04/05 SLoAs. MoD is currently working alongside the State to establish a route to compliance; hence formal arrangements are in place.

- 10%

Late

31/03/2019

CAA - Late


The CAA published policy and guidance on 8th July 2015 to facilitate compliance with the ADQ regulation. To provide data compliant with the aeronautical data quality requirements, Aerodrome Operators should deliver a full ADQ compliant survey including all of the elements detailed in this CAP. Aerodrome operators should review their IFPs within 5 months following the ADQ compliant survey. As advised in the Information Notice IN-2017/019 (11 May 2017), the CAA has updated the oversight programme to include verification of compliance of the Aerodrome Operators with the data requirements. To assist Aerodrome Operators in the preparation of the necessary evidence in order to demonstrate compliance with EU 139/2014 and EU 73/2010 during audits, the CAA has created a 5-year Transition Plan. The UK AIS Provider complies with the regulation from 5th October 2018 with the introduction of the new AIM system and subsequent production of the first ADQ AIP (AIRAC 01/2019). In early 2019 the new AIM system will be opened to Authorised Sources, enabling ADQ IR compliant data to be submitted via a new web-based interface (the Data Originator Portal) directly into the system. Aerodrome operators will be required to deliver an ADQ-compliant survey before the date of their next scheduled 5-year Instrument Flight Procedure (IFP) review at the latest. 31st December 2023 is the date when all data items in the AIP that are within the scope of the ADQ requirements are expected to be ADQ compliant. As part of the ADQ IR Project the UK CAA published CAP 1732 Aerodrome Survey Guidance for aerodrome operators and other data originators (including contracted activities) in December 2018 to support compliance with the Regulation EU 139/2014, EU 73/2010 and ICAO Annex 4, Annex 11 and Annex 14. In addition to the above, ADQ requirements are reflected in other CAA documents e.g. CAP 1616 Airspace Change Process. The new AIM System introduced by the AISP is allowing data originators to annotate data that is not ADQ compliant. All non-compliant data items will be listed in UK AIP (GEN 1.7). As part of the ADQ IR Project, UK CAA has also introduced cross-domain oversight of aeronautical data activities. Aerodrome and AIM Inspectors are working in collaboration and conducting joint audits (with

85% 31/03/2019


additional support from IFP Regulators Team). ASP (By:06/2017)

MIL See REG-MIL comment. - 25% Late 08/04/2022

NATS

NATS has made extraordinary efforts to implement a new system which is fully ADQ compliant. The system gained approval from our Regulator and has been in full operation since 5/10/2018.

- 100%

Completed

05/10/2018

APO (By:06/2017)

All UK Airports

Plans are in place to ensure data is compliant apart from specific aerodrome related information, where the completion date is expected to be beyond that indicated above, but is within the timeframe of Aerodromes resurvey required to support Instrument Flight Procedure design review periods, as required by ICAO Doc 8126. A statement of compliance will be provided to the NSA at the appropriate time.

- 10%

Late

31/12/2019


ITY-AGDL

Initial ATC Air-Ground Data Link Services Timescales: Entry into force: 06/02/2009 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020

100% Completed

- -- 05/02/2018

REG (By:02/2018)

CAA

Project has delivered core DL Capability. Further FANS development still ongoing. Whilst the UK AIP section is up to date, a revision may be required in 2017 to reflect the adjusted deployment plan pertaining to any re-mediation fixes (both ground and avionics) that will affect the availability of the CPDLC service.

- 100%

Completed

31/10/2013

ASP (By:02/2018)

NATS

NATS implemented the full data link capability in line with Implementing Rule (EC) No 29/2011 in October 2013 and was deemed to be compliant, however it was subsequently found that performance of the overall data link service did not fully meet requirements for all stakeholders. The SESAR Joint Undertaking (SJU) initiated a Work Package to investigate this, NATS led the consortium that carried out the investigation and the Final Report together with the Recovery Plan issued by the SESAR Deployment Manager are being used by stakeholders to inform the actions to be taken to resolve the current difficulties and achieve the required performance by the 2018 deadline. No change needs to be made to the Data Link systems already implemented in NATS but changes are required to be made by the Communications Service Providers we use and they are in the process of making them. Please note that whilst we are already operating data link successfully we are taking a significant role within EASA RMG.0524 to ensure that everything that requires to be implemented is carried out in support of the whole Data Link service chain.

- 100%

Completed

05/02/2018

MIL (By:01/2019)

MIL Military is compliant with data link services IR.

Deliver C17 Training for RNP and CPDLC/VDL2

100%

Completed

31/12/2009


ITY-AGVCS2

8,33 kHz Air-Ground Voice Channel Spacing below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

100% Completed

- -- 31/12/2018

REG (By:12/2018)

MIL See CAA's comment. - 100% Completed 31/12/2018

CAA

• Work is progressing with the required phased implementation of 8.33kHz-capable radio equipage and frequency channelisation in accordance with the Regulation requirements.

• All non-exempted frequency and ground stations have now been converted.

• 100% conversion of the eligible OPC frequency assignments achieved as of 31/12/2018

• 100% conversion of all eligible frequency assignments achieved as of 31st December 2018

- 100%

Completed

31/12/2018

ASP (By:12/2018)

NATS - - 100% Completed 31/12/2018

MIL See MIL-MIL comment - 100% Completed 31/12/2018

MIL (By:12/2020)

MIL

The MoD has plans in place to achieve this objective and will advise both the NSA and EC of any instances where it will not be able to comply with the dates laid down within the IR.

- 100%

Completed

31/12/2018

APO (By:12/2018)

MIL

The MoD has plans in place to achieve this objective and will advise both the NSA and EC of any instances where it will not be able to comply with the dates laid down within the IR.

- 100%

Completed

31/12/2018

All UK Airports

All APO SLoAs are partly completed but subject to continued oversight by CAA personnel. CAA have begun negotiations with operators of major airports in order to determine plans for the conversion of their operational frequencies to 8.33kHz spacing.

- 100%

Completed

31/12/2018


ITY-FMTP

Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014

41% Late

- -- 31/12/2020

ASP (By:12/2014)

MIL

See MIL-MIL comment. Capability provisions for Military are provided by NATS, but there are certain elements for the Military that remain either as outstanding (Late) or that they currently have No Plan for.

- 10%

Late

31/12/2020

NATS

NATS had the capability to operate TCP/IP Message Protocols using IPv6 in early 2011 so meeting this requirement. However, introduction to service with our various ANSP partners was largely dependent upon the availability of PENS, and so connectivity/operational service was progressively established from January 2013 onwards with the deadline extension provided for by the Transition Amendment Regulation (EU) No 283/2011 being used by some, each of which were captured in specific bi-lateral agreements.

- 100%

Completed

30/04/2011

MIL (By:12/2014)

MIL

Whilst the MoD is totally reliant on NATS to provide iTEC to replace the EDDUS system currently used for FMTP, there is currently No Plan to introduce FMTP exchange between military Units. lso, under the award of the Project MARSHALL MoD contract to Aquila ATM (NATS and Thales), that this will also be the case for all military airfield ATSUs. Whilst there are currently No Plans, there remains a possibility that RAF Northolt, embedded within the London Control Zone could be scoped for FMTP provision in the future by NATS as the radar operation is co-located in the London Terminal Control Operations room at Swanwick as aircraft there are directly connected to the Network.

- 0%

Not yet planned

-


ITY-SPI

Surveillance Performance and Interoperability Timescales: Entry into force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 EHS and ADS-B Out in transport-type State aircraft : 07/06/2020 ELS in transport-type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

78% Ongoing

- - 07/06/2020

REG (By:02/2015)

CAA

The UK regulatory process makes provision for the approval of such systems as and when an ANSP chooses to implement it. Note: NATS (NSL/NERL) is currently using some form of Surveillance data at sixteen airports. In addition to the sixteen airports mentioned above, there are another twenty seven UK airports/aerodromes that are using some form of Surveillance data.

- 100%

Completed

31/03/2014

ASP (By:02/2015)

MIL

All data supplies are fully compliant. Our Safety Assessment covers the service we utilise and is covered under our Safety Management System and submissions to our Regulator.

- 100%

Completed

30/04/2014

NATS NATS were already using All-purpose Data stream Replicators (ADR) operationally so many of these aspects had already been catered for.

- 100% Completed

30/04/2014

MIL (By:06/2020)

MIL

The Military is fully committed to both the UK national and European Mode S equipage programmes. The MoD reports 6 monthly to NATS and annually to the CAA with regards to the Mode S upgrade programme that it has implemented.

- 40%

Ongoing

07/06/2020


NAV03.1

RNAV 1 in TMA Operations Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023

77% Ongoing

- The London airspace change (LAMP Phase 1a) including the UKs first Point Merge structure for London City was introduced in February 2016 and is expected to result in a 14% improvement in Safety and approximately 30kT p.a. fuel savings based against peak UK traffic in 2008. Plans for major London airspace redesign including airport procedures as envisaged in LAMP Phase 2, have been postponed until 2022-23 with a raised Transition Altitude to 18,000ft now planned for 2021-22. Plans are in place for a major airspace change affecting the Prestwick Lower Airspace System (PLAS) incorporating the major Northern and Scottish airports. This will include the application of RNAV 1 in en-route sectors across the Irish Sea, SIDs at Edinburgh, Glasgow and Prestwick and Point Merge at Manchester. Remedial action on existing RNAV 1 SIDs is ongoing at Gatwick, Luton and Birmingham, following unforeseen shortcomings within the designs.

31/12/2023

ASP (By:12/2023)

NATS

NATS has active projects that will introduce P-RNAV procedures co-incident with major airspace, or navigation infrastructure changes, as permitted by levels of aircraft equipage. Controllers are already familiar with RNAV and will be trained at unit level prior to P-RNAV procedures being introduced. There are no current plans to implement RNAV at military aerodromes.

London Airspace

Management Programme

(LAMP) (Phase 1a) / Manchester

TMA Re-Development

77%

Ongoing

31/12/2023

NAV03.2

RNP 1 in TMA Operations Timescales: Initial operational capability: 01/01/2018 Full operational capability: 31/12/2023

16% Ongoing

- - 31/12/2023

ASP (By:12/2023)


RNP 1 in TMA Operations is intrinsic to the recently initiated NERL-led London Airspace Management Programme Phase 2 (LAMP2) which aims to fundamentally re-design SE UK airspace, including LTMA and airport arrival and departure routes. Work is at a very early stage but anticipates the development and implementation of airspace change in 2023/24 through the creation of a collaborative NERL and London airports programme. Separately Gatwick is engaging with local communities through its Noise Management Board on potential changes to some departure and arrival routes which may enable the early introduction of RNP1. This work is at a very early stage in development.

- 0%

Planned

31/12/2023

NATS

NATS are working with Heathrow, Manchester and Stansted to develop RNP procedures in accordance with aircraft equipage and other airspace change. Controllers may not be familiar with RNP but will be trained at unit level prior to RNP procedures being introduced.

- 32%

Ongoing

31/12/2023


NAV10

RNP Approach Procedures with Vertical Guidance Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2023

100% Completed

- The UK continues to move forward with the introduction of APV procedures in accordance with the ICAO Assembly Resolution A37-11. By the end of 2016 the status of RNAV (GNSS) approach procedures in the UK was as follows: A total of 20 aerodromes now support 59 LNAV; 30 LNAV/VNAV; and 22 LPV instrument approach procedures. The UK MoD have also introduced 2 RNP AR APCH procedures at one of the British Overseas Territories aerodromes. A significant number of procedures covered by the EC ACCEPTA funding, including those to introduce SBAS at remote Scottish Islands, have been completed and the planned implementation for 2017 is 72 LNAV; 34 LNAV/VNAV; and 89 LPV instrument approach procedures. Please see the EUROCONTROL PBN Approach Map Tool for further details. With continued GSA funding anticipated plus the establishment of a UK Future Airspace Strategy (FAS) Facilitation Fund initiative to support up to 50% of design costs, further implementation is anticipated through 2017. With the declaration of operational capability of EGNOS to support LPV200 operations, the first application has been submitted with further expected. However, the CAA is not anticipating a move to modify all existing LPV designs and believe that LPV200 will be limited to those airports where CAT I or better infrastructure is already present. The first procedures based on CAP 1122, 'Application for Instrument Approach Procedures to Aerodromes without an Instrument Runway and/or Approach Control', have now been implemented, with a number of aerodromes in-design. There have been some policy lessons learned on both sides (aerodrome and CAA) and an update to the CAP is envisaged. Challenges still remain in extending APV to all runway ends in the UK. The large percentage of runway ends with ILS procedures already providing stabilised 3D approach guidance makes any new approach type difficult to justify. The learning curve with SBAS procedures has proven more difficult for some Approved Procedure Design organisations and costs of validation data base still proves to be a deterrent. As the UK seeks alternative methods for offsetting costs and brings additional resource to the IFP regulatory role in order to deal with the back-log, the implementation of APV is expected to gather pace, assisted by funding initiatives from the EC. Although non-compliant with the ICAO Resolution, the UK will continue to promote APV approaches as a means of improving safety where no 3D guidance exists or as resilience for existing ILS procedures.

31/12/2016

REG (By:12/2023)

CAA The CAA applies the applicable regulatory instruments provided by EASA for both the airworthiness and operational approval.

- 100% Completed

31/12/2010

ASP (By:12/2023)

NATS

NATS encourages and supports the development and implementation of APV procedures. NATS provides procedure design, safety assurance and Airspace Change Proposal services to several aerodromes and will assist others as and when requested.

- 100%

Completed

31/12/2016


SAF11

Improve Runway Safety by Preventing Runway Excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

86% Late

- NATS works pro-actively with both the airport operators and the airlines at the airports at which it provides the ATC service to ensure that the appropriate parts of the European Action Plan for the Prevention of Runway Excursions are implemented. Any incidents of runway excursions are analysed and any lessons learned are promulgated across the NATS units for consideration at a local level where appropriate, thus this will remain living activity in terms of its development.

30/06/2019

REG (By:01/2018)

CAA Most of the Action plan, Part 3.6 recommendations have been implemented. Further work is required for 3.6.5, 3.6.6, 3.6.7 and 3.6.9

- 100% Completed

31/12/2016

ASP (By:12/2014)

MIL

MOD have captured the required recommendations. Consultation between RAF Safety Centre and HQ Air Battlespace Management in progress to establish which recommendations will be/have been implemented for MOD aerodromes considered in-scope.

- 40%

Late

30/06/2019

NATS NATS have implemented the applicable measures of the Action Plan (Parts 3.1 to 3.3) and report through the appropriate mechanism.

- 100% Completed

30/06/2013

APO (By:12/2014)

All UK Airports

Individual organisations have not been assessed for implementation of specific recommendations and at the time of publication of this Report were yet to be confirmed. Many recommendations are captured either by routine oversight or by specific work packages. Currently, this Objective only applies to Heathrow, Gatwick, Stansted and Manchester Airports.

- 75%

Late

30/06/2019

MIL

MOD have captured the required recommendations, many of which have already been incorporated at our larger aerodromes. Consultation between RAF Safety Centre and 11 Gp continues to establish the status of other MOD aerodromes which may be out-of-scope.

- 40%

Late

30/06/2019


Additional Objectives for ICAO ASBU Monitoring

AOM21.1

Direct Routing Timescales: Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017

100% Completed

- - 31/03/2015

ASP (By:12/2017)

NATS

NATS introduced Direct Route Airspace (DRA) in the Rathlin & Central sectors of Prestwick Centre airspace in March 2015. This has enabled airspace users to flight plan direct routes across the identified portion of airspace. NATS does not have any current plans to expand upon this implementation of DRA. Instead, NATS is concentrating its efforts on implementation of Free Route Airspace (FRA).

- 100%

Completed

31/03/2015

ATC02.2

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

100% Completed

- -- 30/11/2010

ASP (By:01/2013)

NATS

STCA is fully implemented at NATS en-route units and accords with the principles of the Eurocontrol specification. For the Military Authority, STCA is provided through Future Military Area Radar Services (FMARS). Where services are provided at collocated ACCs, STCA is implemented.

- 100%

Completed

31/01/1996

MIL

STCA is fully implemented at NATS en-route units and accords with the principles of the Eurocontrol specification. For the Military Authority, STCA is provided through Future Military Area Radar Services (FMARS). Where services are provided at collocated ACCs, STCA is implemented.

- 100%

Completed

30/11/2010


ATC16

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

100% Completed

- -- 31/12/2016

REG (By:12/2015)

CAA

Commission Regulation (EU) No. 1332/2011 of 16 December 2011, which lays down common airspace usage requirements and operating procedures for airborne collision avoidance (ACAS), states that all applicable aircraft shall utilise collision avoidance logic version 7.1 after 1 December 2015 Action has subsequently been taken to notify industry of the requirement and to amend aeronautical publications accordingly. CAA have published an Information Notice IN-2015/095 to remind operators of this change. UK has agreed and granted short-term exemptions for a limited number of delivery flights that are non-compliant (but are V7.0 compliant). To date approximately three UK operators subject to V7.1 carriage exemptions pending equipage have been issued, valid to 31 Jan 2016.

- 100%

Completed

01/12/2015

ASP (By:03/2012)

MIL The amendments of TCAS 7.1 do not change controller’s actions under RA 3235 and therefore all controllers are trained in the event of an ACAS RA.

- 100% Completed

10/12/2015


MIL (By:12/2015)

MIL

All pilots are introduced to a basic collision warning system during Elementary Flying Training, and will be further trained on TCAS II during Advanced Flying Training. The MoD are now operating TCAS 7.1 on all State Transport Aircraft.

- 100%

Completed

31/12/2016


FCM01

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

68% Late

- -- 31/12/2020

ASP (By:07/2014)

MIL

For the Military Authority, Area Radar Units Completed. For Military Terminal Units this portion is deemed as No Plan and therefore the Military SLoA is deemed Completed.

- 100%

Completed

31/01/2003

NATS

Of the three outstanding elements of FCM01, ASP06 is planned as part of the NATS Strategy with full implementation expected circa 2020. ASP01 is not applicable as NATS are already providing standard data. There are no plans yet to inform NM of aircraft holding for ATFM purposes (ASP07), but it could be planned as part of the Future Centres Programme by circa 2020.

- 68%

Late

31/12/2020

ITY-COTR

Implementation of ground-ground automated co-ordination processes Timescales: Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012

100% Completed

- -- 30/04/2015

ASP (By:12/2012)

NATS Aspects of this objective are covered by the current NAS Flight Data Processing System. - 100% Completed

30/04/2015 MIL (By:12/2012)

MIL

The UK MoD does not have current or future plans to implement ground-ground automated co-ordination processes between Military aerodromes and Military Area Controllers. Following a briefing by MARSHALL on 2 December 2014 at the ATM Symposium, there are currently no plans to provide any automated solution between terminal units and the Area Radar FDP system.

- %

Not Applicable

-


Local Objectives

Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.

AOP14 Remote Tower Services Applicability and timescale: Local 50% Ongoing

EGLC - London City Airport The contract to provide ATS at London City Airport from Swanwick Centre using Remote Tower Technology is progressing. The construction of the mast is nearing completion with live images being made available in the Remote ATC Ops Room at Swanwick in Q1 2019. Controller training will commence in Q2 2019 with transition into full operational service planned for Q1 2020.

31/03/2020

ATC18 Multi-Sector Planning En-route - 1P2T Applicability and timescale: Local

% Not yet planned

- No current plans to implement this functionality before 2025. -

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local 100% Completed

EGBB - Birmingham Airport Birmingham Airport has had a strong focus on environmental performance for many years and has mature environmental mitigation measures in place and a high degree of inter agency co-operation to minimise environmental impact both on the ground and within Birmingham controlled airspace. The airport is always mindful of new environmental initiatives. Its open reporting of environmental impact with both partner and community organisations continues.

31/12/2013


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

31/12/2014


EGGD - Bristol Airport NATS works closely with the airport operator and airlines at Bristol to identify and deliver opportunities for CEM. NATS is working collaboratively with the airport to review and improve airspace and procedure design to reduce noise, fuel burn and emissions.

31/12/2015



EGGW - London Luton Airport NATS works closely with the airport operator to devise the appropriate plans required to support CEM. NATS is working collaboratively with the airport and airlines to review and improve airspace and procedure design to reduce noise, fuel burn and emissions. Various groups with various stakeholders are used to progress and mitigate impacts of noise as part of the environmental impact of air traffic procedures.

31/12/2015

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local 92% Ongoing

EGKK - London Gatwick Airport All relevant actions were completed when NATS provided ATS at Gatwick Airport. Gatwick Airport Limited (GAL) have an agreed plan to deliver CEM objectives at Gatwick during 2018.

30/06/2019


EGLC - London City Airport NATS plays an active role in promoting environmental best practice across the aviation industry including at London City. NATS is working collaboratively with the airport to review and improve airspace and procedure design to reduce noise, fuel burn and emissions. London City Airports Environmental Management Programme forms part of the Section 106 Planning Agreement with the London Borough of Newham. As part of the Agreement, the systems and processes in place to mitigate environmental impacts are reported back annually to the Local Authority and made available publicly. As part of the Section 106 Agreement, London City is required to implement the following measures:

a) Air Quality Strategy; b) Noise & Track Keeping management scheme; c) Airline Penalty and credits system; d) Wake Turbulence studies and monitoring; e) Noise Complaints Scheme; f) APU Control; g) Restricted operating hours (daily closure 2230-0630 and 24-weekend closure period).

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

31/12/2015



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

31/12/2014


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

31/01/2009


EGPF - Glasgow Airport NATS, the airport operator and airlines work closely to deliver improvements in operational efficiency. Glasgow is committed to reducing environmental impacts through their Airport Sustainability Strategy. The Airport, NATS and airlines are collaboratively working to review and improve airspace and procedure design to reduce noise, fuel burn and emissions.

31/12/2015


EGPH - Edinburgh Airport NATS, the airport operator and airlines work closely to deliver improvements in operational efficiency. NATS is working collaboratively with the airport and airlines to review and improve airspace and procedure design to reduce noise, fuel burn and emissions. Edinburgh is actively working with the ANSP and airlines to control environmental impact, although no formal agreements are currently in place.

31/12/2016



EGSS - London Stansted Airport NATS, the airport operator and airlines work closely to deliver improvements in operational efficiency. NATS is working collaboratively with the airport and airlines to review and improve airspace and procedure design to reduce noise, fuel burn and emissions.

31/12/2013

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 60% Ongoing

EGBB - Birmingham Airport PBN SIDs already implemented to the south of the airfield and where possible CCO is given up until the aircraft is passed over to London control. PBN SIDs are currently been developed for departures from Runway 33 and will tie in to the PLAS project which aims to bring about Airspace improvements including CCO's these SIDs are due to be implemented in early 2018 although this will be ahead of the wider airspace restructure under PLAS. Birmingham Airport is currently undergoing an upgrade of its Noise and Track-keeping System, following this upgrade its intended that CCOs will be monitored.

31/12/2019

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local % Not yet

planned EGCC - Manchester Airport

Currently at the pre-planning stage. The timescale for the implementation of PBN SIDs at Manchester is entirely dependent upon the progress of the Prestwick Lower Airspace Systemisation project (PLAS). The ability to routinely monitor and report CCO performance and provide feedback to aircraft operators already exists within the airport NTK monitoring systems. Currently at the pre-planning stage.

-

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local % Not

Applicable EGGD - Bristol Airport

Will be addressed as a component of Bristol Airports new master planning process. -


Applicable EGGW - London Luton Airport

We have a 5-year program to deliver PBN on all departure routes, although due to the complexity of the LTMA designing departures routes to enable CCO is extremely difficult because of the multiple interactions across the terminal area. We are working with the ANSP to facilitate the introduction of efficient PBN routes that will allow a higher percentage of continuous climb than is achieved today.

-

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local % Planned

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

31/12/2024


ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 100% Completed

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

31/12/2013

ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 50% Ongoing

EGNT - Newcastle Airport Newcastle has 3 RNAV SID's implemented and 70% of our departures use these. They have continuous climb to FL80 and generally achieve much more than this. Newcastle now monitors approaches for CDO's and feeds data back to the airlines through the airline technical committee. Newcastle STAR and PRNAV GNSS approaches are currently scheduled to be implemented on 24/05/2018. They are currently going through the Airspace Change process with the CAA.

30/06/2019


Applicable EGNX - Nottingham East Midlands Airport

East Midlands transfer the departures to the Area Centres passing 2500' for them to then climb them further beyond the SID levels. -


EGPF - Glasgow Airport CCOs currently in place with targets for airlines and being monitored and reviewed at Flight Operators Committees. We work closely with our ANSP NATS to understand how the airport can improve. Glasgow has some unique terrain on the approach to Runway 23 which makes it more difficult for aircraft to complete a CDA therefore NATS work with the airlines to understand the best CCO profile achievable. Glasgow continues to strive to further improve CCO achievement as part of the UK-wide Sustainable Aviation CDO campaign.

31/12/2019


ENV03 Continuous Climb Operations (CCO) Applicability and timescale: Local 50% Late

EGPH - Edinburgh Airport New PBN SIDs have been designed and we are in the second stage of consultation. Co-ordination activities include working with NERL and our airline customers to prepare for implementation in March 2018. Performance monitoring will be in place and reviewed after implementation, throughout 2018. We are working with airline partners to support implementation and CCO performance. At the start of Nov 18 the CAA rejected Edinburgh Airspace Change Proposal. This would have introduced the following in Feb 19: • RNAV1 SIDs replacing all existing SIDs • Omni Directional Departure procedures for non-RNAV1 departures • RNAV1 arrival transition for aircraft arriving from west and south • RNAV instrument approach procedures • RNAV5 STARs replacing all existing STARs

Edinburgh Airport expects to submit a revised ACP during 2019. A planned implementation date has not yet been agreed.

31/12/2020


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

31/12/2013

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft Applicability and timescale: Local

% Not Applicable

- There are no current plans to develop low-level IFR routes for rotorcraft. NATS already offers suitably equipped rotorcraft direct routes when possible. -


ANNEXES

Specialists involved in the ATM implementation reporting for United Kingdom

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point Civil Aviation Authority Craig KING

LSSIP Focal Point for NSA/CAA Civil Aviation Authority Craig KING

LSSIP Focal Point for ANSP Civil Aviation Authority Craig KING

LSSIP Focal Point for Airport Civil Aviation Authority Craig KING

LSSIP Focal Point for Military Civil Aviation Authority Craig KING

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Alessandro PRESTIGIACOMO


National stakeholders’ organisation charts

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

Responsible Ministry Civil Aviation Authority/ Administration

Provider of Civil Air Traffic Services

Military Authority

Department for Transport (DfT)

Civil Aviation Authority (CAA) NATS Defence Airspace and Air Traffic Management (DAATM)

Great Minster House 76, Marsham Street London SW1P 4DR

Aviation House Gatwick Airport South West Sussex RH6 0YR

4000 Parkway Whiteley, Fareham Hampshire PO15 7FL

Aviation House Gatwick Airport South West Sussex RH6 0YR

Provisional Council: Dan Micklethwaite Director General Civil Aviation

Provisional Council: Mark Swan Group Director Safety and Airspace Regulation (SARG)

Agency Advisory Body (AAB): Harry Daly International CNS/ATM Implementation Lead (Airspace, ATM and Aerodromes) (SARG)

Agency Advisory Body (AAB): Alison MacMaster Head of International Affairs


Implementation Objectives’ links with SESAR, ICAO and DP

Objective SESAR

Key Feature ICAO ASBU B0 and B1

DP Family

AOM13.1

- -

AOM19.1 B1-FRTO B1-NOPS

3.1.1 ASM Tool to support AFUA


3.1.2 ASM management of real time airspace data


3.1.3 Full rolling ASM/ATFCM process and ASM information sharing


3.1.4 Management of dynamic airspace configurations

AOM21.1

B0-FRTO -

AOM21.2 B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing 3.2.4 Implement Free Route Airspace

AOP04.1

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP04.2

B0-SURF 2.2.1 A-SMGCS level 1 and 2

AOP05

B0-ACDM B0-RSEQ

2.1.1 Initial DMAN 2.1.3 Basic A-CDM

AOP10

B1-RSEQ 2.3.1 Time Based Separation (TBS)

AOP11

B1-ACDM 2.1.4 Initial Airport Operations Plan (AOP)

AOP12 - 2.1.2 Electronic Flight Strips (EFS) 2.5.1 Airport Safety Nets associated with A-SMGCS level 2 2.5.2

AOP13

B1-ACDM B1-RSEQ

2.4.1 A-SMGCS Routing and Planning Functions

AOP14

B1-RATS -

ATC02.2

B0-SNET -

ATC02.8 B0-SNET B1-SNET

3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC02.9 B0-SNET B1-SNET

-

ATC07.1

B0-RSEQ 1.1.1 Basic AMAN

ATC12.1

B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing

ATC15.1

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC15.2

B1-RSEQ 1.1.2 AMAN upgrade to include Extended Horizon function

ATC16

B0-ACAS -

ATC17

- 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing


ATC18

- No direct link, although implementation is recommended in Family 3.2.1

COM10

- -

COM11 - 3.1.4 Management of Dynamic Airspace Configurations 3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA)

COM12

B1-SWIM

5.1.2 NewPENS: New Pan-European Network Service 5.2.1 Stakeholders Internet Protocol Compliance

ENV01 B0-CDO B1-CDO

-

ENV02

- -

ENV03

B0-CCO -

FCM01

B0-NOPS -

FCM03

B0-NOPS 4.2.3 Interface ATM systems to NM systems

FCM04.1

- 4.1.1 STAM phase 1

FCM04.2

B0-NOPS 4.1.2 STAM phase 2

FCM05 B1-ACDM B1-NOPS

4.2.2 Interactive Rolling NOP 4.2.4 AOP/NOP Information Sharing

FCM06

B1-NOPS 4.4.2 Traffic Complexity tools

FCM07 B1-NOPS 4.3.1 - Target Time for ATFCM purposes 4.3.2 - Reconciled target times for ATFCM and arrival sequencing

FCM08

B1-FICE 4.2.3 Interface ATM systems to NM systems

FCM09

B1-NOPS -

INF04

B0-DATM -

INF07

- 1.2.2 Geographical database for procedure design

INF08.1 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.3.1, 5.4.1, 5.5.1, 5.6.1

INF08.2 B1-DATM B1-SWIM

5.1.3, 5.1.4, 5.2.1, 5.2.2, 5.2.3, 5.6.2

ITY-ACID

- -

ITY-ADQ

B0-DATM 1.2.2 Geographical database for procedure design

ITY-AGDL

B0-TBO

6.1.1 ATN B1 based services in ATSP domain 6.1.3 A/G and G/G Multi Frequency DL Network in defined European Service Areas 6.1.4 ATN B1 capability in Multi Frequency environment in Aircraft Domain

ITY-AGVCS2

- -

ITY-COTR

B0-FICE -

ITY-FMTP B0-FICE B1-FICE

-

ITY-SPI

B0-ASUR -


NAV03.1 B0-CDO B0-CCO

B1-RSEQ -

NAV03.2 B1-RSEQ 1.2.3 RNP 1 Operations in high density TMAs (ground capabilities) 1.2.4 RNP 1 Operations (aircraft capabilities)

NAV10 B0-APTA 1.2.1 RNP APCH with vertical guidance 1.2.2 Geographic Database for procedure design

NAV12

B1-APTA -

SAF11

- -

Legend:

Objective’s link to SESAR Key Feature:






Glossary of abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP United Kingdom.

Other general abbreviations are in the Acronyms and Abbreviations document in:


Term Description

ACAS Airborne Collision Avoidance System

AAIB Air Accident Investigation Branch (Level One only)

ACL Airport Co-ordination Limited (AOP11-EGLL/EGSS/FCM05)

ACP Airspace Change Proposal (ENV01-EGGD/ENV02-EGSS)

ADR All-purpose Data-stream Replicators (ITY-SPI)

AIM Aeronautical Information Management (ITY-ADQ)

ANO Air Navigation Order (ATC16)

ANSP Air Navigation Service Provider (Various)

AODB Airport Operational Database (AOP05-EGCC/EGKK/EGSS)

APOC Airports Operations Centre (AOP11-EGSS)

ASBU Aviation System Block Upgrade (Level One only)

BAATL Birmingham Airport Air Traffic Ltd (Various-EGBB)

CCD Continuous Climb Departures (ENV01-EGPH/ENV02-EGPH)

CMG Consumer and Markets Group (Level One only)

DAATM Defence Airspace and Air Traffic Management (AOM19.1)

DfT Department for Transport (ENV02-EGLL & Level One)

DGCA Director General, Civil Aviation (Level One only)

EAL Edinburgh Airport Limited (Various-EGPH)

EAMS Extended Air Messaging System (Mil-EAMS) (INF04)

EDDUS Electronic Data Display Update Systems (ITY-FMTP)

FAS Future Airspace Strategy (ENV01-EGGW/FCM01/NAV10)

FASIIG FAS Industry Implementation Group (AOP05-EGSS, ENV01-EGPF and Level One)

FMARS Future Military Area Radar Services (ATC02.2)

GAL Gatwick Airport Limited (Various-EGKK)

GIP Global Infrastructure Partners (Level One Only)

GLA Glasgow Airport Limited (Various-EGPF)

iFACTS interim Future Area Control Tools Support (ATC12.1)

iTEC interoperability Through European Collaboration (Various)

JANSC Joint Air Navigation Services Council (Level One only)




LAMP London Airspace Management Programme (ENV01-EGGW/ENV0-EGSS/NAV03)

LARA Local and Regional Airspace (AOM19.1/AOM19.2/AOM19.3)

MAG Manchester Airports Group (AOP05/AOP11-EGSS)

MoD Ministry of Defence (Various)

NATMAC National Air Traffic Management Advisory Committee (Level One only)

NATS National Air Traffic Services (various)

NERL NATS En-Route Limited (various)

NSL NATS Services Limited (ITY-SPI)

OCA Oceanic Control Area (Level One only)

OTP On Time Performance (AOP05-EGKK)

PC Prestwick Centre (AOM21.2)

PLAS Prestwick Lower Airspace Systemisation (Level 1 Projects)

RIMCAS Runway Incursion Monitoring and Conflict Alert System (Various Airports)

RPAS Remotely Piloted Aircraft Systems (Level One only)

RPG Regulatory Policy Group (Level One only)

SARG Safety and Airspace Regulation Group (ATC15)

TLPD Traffic Load Prediction Device (FCM04.2/FCM06)

TSAT Target Start Approval Time (AOP05-EGCC/EGKK/EGLL)


Mature SESAR Solutions not associated to an Implementation Objective

SESAR Solution

Code

SESAR Solution Title

Solution Description

Has the SESAR Solution been

implemented in your State? (Y-N)

- if “Yes” please report

where

Are there implementation

plans in your State for the SESAR

Solution? (Y-N-N/A) - If “Yes” please report when and

where implementation is

planned - If “N/A” please

provide justification


#01 Runway status lights

RWSL (RunWay Status Lights), a fully automatic system based on A-SMGCS surveillance that can be used on airports to increase safety by preventing runway incursions and associated operational procedures. The system directly provides the information on runway usage to the vehicle drivers and flight crews through new airfield lights.

N N

#04

Enhanced traffic situational awareness and airport safety nets for vehicle drivers

Operational requirements and technical specifications to detect a risk of collision between a vehicle with aircraft and the infringement of restricted or closed areas. The Vehicle Driver is provided with the appropriate alert, either generated by the on-board system or uplinked from the controller airport safety net.

N N

#23

D-TAXI service for controller-pilot datalink communications (CPDLC) application

Use of data link communications between the Tower Controllers and the flight crew during surface movement. It is based on the D-TAXI service from the CPDLC application, as standardised by RTCA SC214/EUROCAE WG78 (DO-350 & DO-351). It also includes the access to this service for end users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew.

N N

http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/runway-status-lights

http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/runway-status-lights

https://www.eatmportal.eu/working/data/sesar_solutions/5733658






http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/d-taxi-service-cpdlc-application







#47

Guidance assistance through airfield ground lighting

Enhanced Guidance Assistance to mobiles based on the automated switching of Taxiway lights and Stop bars according to the Airfield Ground Lighting (AGL) operational service Provision of flight crew and vehicle drivers with supplementary means of guidance based on coupling the taxi route management with the airfield ground lighting. Taxiway centreline lights are automatically and progressively switched on in segments as the mobile progresses along its assigned route. Stop bars are automatically activated to mark clearance limit. The ATCO can issue simpler and shorter taxi clearances through a "FOLLOW THE GREENS"-type instruction

N N

#48

Virtual block control in low visibility procedures (LVPs)

In low visibility conditions, the tower controller working positions are provided with Virtual Stop Bars (VSB) to improve low visibility operations and enhance controllers¿ situational awareness. Virtual Stop Bars can be used by the controller to reduce block-sizes once procedural control applies. Additional controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorized movement (Watch Dog).

N N

#54

Flow based integration of arrival and departure management

Integrated Arrival and Departure management aims at increasing throughput and predictability at an airport by improved co-ordination between En Route/Approach and Tower controllers. Arrival and Departure flows to the same runway (or for dependent runways) are integrated by setting up fixed arrival departure pattern for defined periods. The successive pattern might be chosen by the operators or provided by an optimization algorithm considering arrival and departure demand. Departure flow to the runway is managed by pre-departure sequencing (integrating route planning) while arrival flow to the runway is managed by arrival metering

N N

http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/guidance-assistance-through-airfield-ground-lighting




http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/virtual-block-control-low-visibility-procedures-lvps





http://www.sesarju.eu/sesar-solutions/high-performing-airport-operations/flow-based-integration-arrival-and-departure






#55

Precision approaches using GBAS Category II/III

This SESAR Solution aims at improving Low Visibility Operation using GBAS Cat II/III based on GPS L1 The main benefit is the increased runway capacity in poor weather conditions as the glide path and azimuth signals will face hardly any interference from previous landing aircraft or other obstacles. More sustained accuracy in aircraft guidance on final approach. The GBAS is a precision approach system relying on GNSS signals and composed of ground and airborne segments. GBAS supports enhanced level of service for all phases of approach, landing and departure. GBAS CATII/III GPS L1 is the outcome of the extensive work in SESAR WP9 and 15 in addition to project 6.8.5 involving main European ground systems manufacturers and airborne industry. The solution is based on the existing single frequency GPS L1 signals and is considered as an initial GBAS CAT II/III solution as the final solution should make use of multi-constellation multi-frequency signals. The GBAS CATII/III L1 system should enable - Automatic Approach and Landing down to Cat IIIb minima for Mainline Aircraft - Automatic roll-out, DH < 50 ft down to no DH & RVR between 50m and 200m - Automatic Approach and Landing down to Cat II or Cat IIIa minima for Business and Regional Aircraft - 50 ft < DH < 200 ft & 200 m < RVR < 550m - CAT IIIb considerations for Business Aircraft for possible future use - Guided take-off is integrated in the reflexion

N N

#61

A low-cost and simple departure data entry panel for the airport controller working position

The use of a simple Airport Departure Data Entry Panel (ADDEP) improves the integration of small regional airports by providing a low-cost solution to compute and share aircraft electronic pre-departure data to the ATM network, between the tower and approach controllers, as well as the tower and the Network Manager.

Yes: London City Aberdeen Manchester Stansted Luton Glasgow Edinburgh Liverpool

Yes: Inverness Exeter Norwich Derry Coventry Belfest International Belfast City Bristol Farnborough Cardiff Southampton

http://www.sesarju.eu/sesar-solutions/high-performing-airport-operations/precision-approaches-using-gbas-cat-iiiii-based




http://www.sesarju.eu/sesar-solutions/airport-integration-and-throughput/controller-working-position-cwp-airport-low-cost







#70

Enhanced ground controller situational awareness in all weather conditions

Enhanced Ground Controller Situation Awareness in all Weather Conditions further develops ADS-B applications in order to improve ground surveillance systems. The solution provides the controller with the position and automatic identity of all relevant aircraft and all relevant vehicles in the movement area (i.e. manoeuvring area plus apron).

N N

#116 De-icing management tool

The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A-CDM concept as ‘adverse conditions’, i.e. a state that is in need of collaborative recovery procedures, but rather a part of normal operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing.

N N


#06

Controlled time of arrival (CTA) in medium-density/medium-complexity environments

The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using airborne capabilities to improve arrival management. When a time constraint is needed for a flight, the ground system may calculate a CTA as part of the arrival management process, and

N N

http://www.sesarju.eu/sesar-solutions/airport-integration-and-throughput/enhanced-ground-controller-situation-awareness







http://www.sesarju.eu/sesar-solutions/high-performing-airport-operations/de-icing-management-tool



http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/controlled-time-arrival-cta-medium-densitymedium







then it may be proposed to the flight for achievement by avionics within required accuracy. Airborne information may be used by the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA.

#08

Arrival management into multiple airports

The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined planning for several arrival streams into different airports by calculating the sequence of aircraft flying towards an area where their routes intersect. By imposing an adequate spacing of the aircraft in that area, a Time To Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E-TMA sector are superimposed and presented to the upstream en-route sector controllers.

N N

#10 Optimised route network using advanced RNP

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

N N

#11

Continuous descent operations (CDO) using point merge

Progressive implementation of procedures for Continuous Descent Operations (CDO) and Continuous Climb Operations (CCO) in higher density traffic or to higher levels, optimised for each airport arrival/departure procedure

N N

#69

Enhanced STCA with down-linked parameters

STCA (Short Term Conflict Alert) is a ground-based system designed and deployed to act as a safety net against collisions. The system, which can be used in both en-route and TMAs, generates an alert to warn air traffic controllers for when separation minima between aircraft have been infringed upon. The system makes use of down-linked aircraft parameters (DAP) available through Mode S EnHanced Surveillance (EHS) (i.e. Selected Flight Level, Roll angle/Track angle rate) are to increase the reliability and accuracy of the alerts.

N N

http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/arrival-management-multiple-airports




http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/optimised-route-network-using-advanced-rnp



http://www.sesarju.eu/sesar-solutions/advanced-air-traffic-services/continuous-descent-operations-cdo





http://www.sesarju.eu/sesar-solutions/conflict-management-and-automation/enhanced-stca-down-linked-parameters





#105

Enhanced airborne collision avoidance system (ACAS) operations using the autoflight system

New altitude capture laws aim to reduce unnecessary ACAS alarms and reduce the risk of mid-air or near mid-air collisions between aircraft as a last-resort safety net, by automatically reducing the vertical rate at the approach of the selected flight level (only when a Traffic Advisories-TA occurs), leading to less traffic perturbation, while not increasing flight crew workload.

N N

#107

Point merge in complex terminal airspace

This new procedure design builds upon precision navigation technology (P-RNAV concept) for merging traffic into a single entry point, which allows efficient integration and sequencing of inbound traffic together with Continuous Descent Approaches (CDA).

N N

#108

Arrival Management (AMAN) and Point Merge

Point Merge in high density environment and complex Extended TMA (E-TMA) sectors replaces radar vectoring with a more efficient and simplified traffic synchronisation mechanism that reduces communication workload and increases collective traffic predictability.

N N


#57

User-driven prioritisation process (UDPP) departure

Airspace Users are allowed to change among themselves (via the pre-departure management process in CDM airports) the priority order of flights in the pre-departure sequence.The departure time will be automatically communicated/coordinated with the Network Management Function (NMF) via the DPI message as described in the A-CDM concept.

N N


#34 Digital Integrated Briefing

The current pre-flight briefing for the pilot includes pages of information, called notice to airmen (NOTAM), recent weather reports and forecasts (MET), which have to be integrated into a consolidated operational picture. The documents can be difficult for pilots to use, and no longer satisfy today’s air traffic needs for timely and accurate aeronautical and meteorological information updates. By introducing digital

N N

http://www.sesarju.eu/sesar-solutions/conflict-management-and-automation/enhanced-airborne-collision-avoidance-system-acas











http://www.sesarju.eu/sesar-solutions/traffic-synchronisation/arrival-management-aman-and-point-merge




http://www.sesarju.eu/sesar-solutions/optimised-atm-network-services/user-driven-prioritisation-process-udpp-departure




https://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/digital-integrated-briefing




NOTAM and MET data, the briefing could be radically improved.

#67

AOC data increasing trajectory prediction accuracy

Europe’s vision to achieve high-performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while minimising constraints due to airspace and service configurations. SESAR has introduced an early version which makes use of flight planning data sourced from airline operational control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE).

N N

#100

ACAS Ground Monitoring and Presentation System

The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they occur in accordance with ICAO regulations. However these reports can come late, incomplete or are absent in some instances. This solution consists of a set of monitoring stations and a server system, which enable the continuous monitoring and analysis of ACAS RAs and coordination messages between airborne units from the ground.

N N

#101 Extended hybrid surveillance

This solution consists of an enhanced TCAS capability, adding passive surveillance methods and reducing the need for active Mode-S interrogations. By making fewer active interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency.

N N

#102

Aeronautical mobile airport communication system (AeroMACS)

The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses the IEEE 802.16 (WiMAX) standard. Designed to operate in reserved (aeronautical) frequency bands,

N N

http://www.sesarju.eu/sesar-solutions/moving-airspace-4d-trajectory-management/irline-operational-centre-aoc-data





http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/acas-ground-monitoring-system




http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/improved-hybrid-surveillance

http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/improved-hybrid-surveillance

http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/aeronautical-mobile-airport-communication-system






AeroMACS can be used for ANSPs, airspace users and airport authority communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP).

#109

Air traffic services (ATS) datalink using Iris Precursor

The Iris Precursor offers a viable option for ATS datalink using existing satellite technology systems to support initial four-dimensional (i4D) datalink capability. The technology can be used to provide end-to-end air–ground communications for i4D operations, connecting aircraft and air traffic management ground systems.

N N

#110

ADS-B surveillance of aircraft in flight and on the surface

The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ground system by outside agents. These techniques can also be used to cope with malfunctioning of avionics equipment. SESAR has contributed to the relevant standards, such as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications.

N N

#114 Composite Surveillance ADS-B / WAM

By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of validated data items into the WAM channel, thereby preventing a need to re-interrogate the data item. Since the two surveillance layers share hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats. SESAR has contributed to the

N N

http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/air-traffic-services-ats-datalink-using-iris




http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/ads-b-surveillance-aircraft-flight-and-surface





http://www.sesarju.eu/sesar-solutions/enabling-aviation-infrastructure/composite-surveillance-ads-b-wam




relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.