d2.1a – early fab technical implementation & quick wins 08 - d2.1a - early fab... · blue med wp2...

Mento

BLUE MED PROJECT DEFINITION PHASE

WP2 - FAB Technical Implementation

D2.1a – Early FAB Technical Implementation

& Quick Wins

Released Issue

Version 3.0

21st June 2011

BLUE MED WP2 – FAB Technical Implementation

D2.1a - Early FAB Technical Implementation & Quick Wins

Page 2 of 268

DOCUMENT DESCRIPTION

DOCUMENT TITLE

BLUE MED D2.1a - Early FAB Technical Implementation & Quick Wins

DELIVERABLE REFERENCE NUMBER

PROJECT REFERENCE NUMBER EDITION: 3.0

N/A EDITION DATE: 21/06/2011

Abstract

Scope of this document is to define an early implementation of the BLUE MED FAB from a technical perspective, starting from the definition of a BLUE MED Roadmap for technical implementations (BLUE MED Single Sky Implementation Roadmap - BM-SSIR) within the BLUE MED FAB, and by the definition of Quick Wins to foster such implementations in the short term (2012).

Keywords

BLUE MED, FAB, IOP, BM-SSIR.

Contact Person: Reale Massimo

Tel: +39 06 81664006 +39 335 6674760

Organisation: ENAV SpA

Email: [email protected]

Fax: + 39 06 81662861

Address: ENAV Technical Directorate/ATM Systems Via Agri 2/a 00198 Roma, Italy

DOCUMENT STATUS AND CLASSIFICATION

STATUS

Working draft Final Draft

Proposed Issue Released Issue

CLASSIFICATION

Public Internal Confidential Restricted

DOCUMENT IDENTIFICATION SHEET

BLUE MED WP2 - FAB Technical Implementation


Page 3 of 268

AUTHORS

BLUE MED Project

Partner States Author WP Reviewers1

Cyprus Loizos Kyprianou

Greece Theodore Kiritsis

Italy

Massimo Reale

Patrizia Criscuolo

Alessandro Manzo

Massimo Reale

Malta Robert Galea

Albania Ilir Bano

Egypt Hesham Abdelazim

Tunisia Mohamed Rejeb

1 : WP National Focal Point

CONTRIBUTORS

For the list of contributors, please refer to the Appendix 1



Page 4 of 268

REVIEW

Review Level Body Approval

Program Management Office Approval by correspondance

Review Level Review Body Body Approval

1st review level

OPCG N.A.

TPCG N.A.

FCPCG N.A.

Final review level

ANSP-SB Approval by correspondance

MCG Approval by correspondance

NSAC Approval by correspondance

APPROVAL

Approval Level Body Approval

Governing Body

Leonidas Leonidou

Vassileios Tagkalos

Alessio Quaranta

John Gatt

Approval by correspondance



Page 5 of 268

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the document.

ED. DATE REASON FOR CHANGE SECTIONS/PAGES

AFFECTED

1.0 18/06/2010 First Draft ALL

1.1 30/07/2010 ENAV and HCAA reviews ALL

1.2 01/10/2010 OACA and DCAC Contributions ALL

1.3 05/11/2010 WP2 PPR#5 comments ALL

1.4 10/02/2011 ENAV review (including OACA comments) ALL

2.0 10/02/2011 Proposed Issue ALL

2.1 05/04/2011 Quality review ALL

2.2 11/05/2011 PMO Review Box added 4

3.0 21/06/2011 Released Issue



Page 6 of 268

TABLE OF CONTENTS

1 INTRODUCTION .............................................................................................................................. 14

1.1 Background ....................................................................................................................................... 14

1.2 Scope of this document ..................................................................................................................... 14

1.3 Document Structure .......................................................................................................................... 15

1.4 Acronyms & definitions ...................................................................................................................... 16

1.4.1 Acronyms ....................................................................................................................................... 16

1.4.2 Definitions ...................................................................................................................................... 18

1.5 Applicable and referenced documents .............................................................................................. 20

1.5.1 Applicable documents .................................................................................................................... 20

1.5.2 Referenced documents .................................................................................................................. 21

2 PROCESS OVERVIEW .................................................................................................................... 22

2.1 WP2 workflow .................................................................................................................................... 22

2.1.1 Phase one ...................................................................................................................................... 22

2.1.2 Phase two ...................................................................................................................................... 23

2.2 The BLUE MED FAB Single Sky Implementation Roadmap (BM-SSIR) ........................................... 25

2.2.1 The BM-SSIR process ................................................................................................................... 27

2.3 Guidelines for the analysis ................................................................................................................ 28

2.3.1 The Interoperability concept overview ............................................................................................ 28

2.3.2 European Interoperability Regulation overview .............................................................................. 28

2.3.3 The Single European Sky ATM Research – SESAR programme .................................................. 32

2.3.4 The European Single Sky Implementation Plan – ESSIP .............................................................. 34

2.3.5 The Local Single Sky Implementation Plan – LSSIP ...................................................................... 39

2.3.6 The BLUE MED Single Sky Implementation Roadmap (BM-SSIR) ................................................ 39

2.3.7 Egypt and Tunisia identified BM-SSIR objectives .......................................................................... 39

2.4 Operational Requirements................................................................................................................. 40

2.4.1 Surveillance Separation Minima ..................................................................................................... 40

2.4.2 Separation at transfer of radar control ............................................................................................ 40

2.4.3 Upper limit of controlled airspace ................................................................................................... 40

2.4.4 Automation (OLDI) ......................................................................................................................... 40

2.4.5 SSR codes harmonization .............................................................................................................. 41



Page 7 of 268

2.4.6 Cross Border Radar Coverage ....................................................................................................... 41

3 TASK FORCES ACTIVITIES............................................................................................................ 42

3.1 Airspace Organization & Management – AOM - Task Force #1 ........................................................ 42

3.1.1 Task Force Activity Description ...................................................................................................... 42

3.1.2 European Regulation ..................................................................................................................... 42

3.1.3 2010-2014 European Single Sky Implementation objectives ......................................................... 42


3.1.5 Levels 1 & 2 of LSSIPs 2010-2015 ................................................................................................ 46

3.1.6 Relevant discrepancies .................................................................................................................. 51

3.1.7 ATM Master Plan Operational improvements ................................................................................. 51

3.1.8 Proposed BM-SSIR 2010-2015 ...................................................................................................... 52

3.1.9 Analyzed Operational Requirement ............................................................................................... 53

3.2 Air Traffic Control – ATC – Task Force #2 ......................................................................................... 53





3.2.5 Levels 1 & 2 of LSSIPs 2010-2015 ................................................................................................ 67

3.2.6 Relevant discrepancies .................................................................................................................. 85

3.2.7 ATM Master Plan Operational improvements ................................................................................. 88

3.2.8 Proposed BM-SSIR 2010-2015 ...................................................................................................... 90

3.2.9 System Wide Information Management - SWIM ............................................................................ 92

3.2.10 Analyzed Operational Requirements .............................................................................................. 93

3.3 Communication – COM – Task Force #3 .......................................................................................... 96




3.3.4 2011-2015 European Single Sky Implementation objectives ....................................................... 100

3.3.5 Levels 1 & 2 of LSSIPs 2010-2014 .............................................................................................. 102

3.3.6 Relevant discrepancies ................................................................................................................ 108

3.3.7 ATM Master Plan Operational improvements ............................................................................... 109

3.3.8 Proposed BM-SSIR 2010-2015 .................................................................................................... 110

3.3.9 Analyzed Operational Requirements ............................................................................................ 111



Page 8 of 268

3.4 Aeronautical, Meteorological & Flow Management – AMF – Task Force #4 ................................... 112

3.4.1 Task Force Activity Description .................................................................................................... 112

3.4.2 European Regulation ................................................................................................................... 112



3.4.5 Levels 1 & 2 of LSSIPs 2010-2015 .............................................................................................. 117


3.4.7 ATM Master Plan Operational improvements............................................................................... 122

3.4.8 Proposed BM-SSIR 2010-2015 .................................................................................................... 124


3.4.10 Analysis of non-ESSIP harmonization objectives ......................................................................... 125

3.5 Navigation & Surveillance – SUR – Task Force #5 ......................................................................... 127

3.5.1 Task Force Activity Description .................................................................................................... 127

3.5.2 European Regulation ................................................................................................................... 127



3.5.5 Levels 1 & 2 of LSSIPs 2010-2015 .............................................................................................. 134


3.5.7 ATM Master Plan Operational improvements............................................................................... 143

3.5.8 Proposed BM-SSIR 2010-2015 .................................................................................................... 144


4 TECHNICAL BASELINE ................................................................................................................ 147

4.1 Implementation of ATS Route Network Version 3 ........................................................................... 147

4.1.1 Local implementation status ......................................................................................................... 147

4.2 Optimisation of Airspace Sectorisation ............................................................................................ 147


4.3 Implementation of ATS Route Network Version 4 and Version 4bis ................................................ 148


4.4 Implementation of ATS Route Network Version 5 ........................................................................... 149


4.5 Optimisation of Terminal Airspace Structure through use of best practice and RNAV. ................... 149


4.6 Implementation of Flexible Use of Airspace (FUA) Concept ............................................................ 150



Page 9 of 268


4.7 Implementation of Collaborative Civil Military Airspace planning at national level ........................... 152


4.8 Extension of the application of Flexible Use of Airspace (FUA) principles to the lower airspace ..... 152


4.9 Extend FUA with dynamic airspace management ........................................................................... 153


4.10 Extension of collaborative civil-military airspace planning with neighbours ..................................... 154


4.11 Extension of collaborative civil-military airspace planning at European level. ................................. 155


4.12 Implementation of Airborne Collision Avoidance System (ACAS) II ................................................ 155


4.13 Implementation of exemption process for Phase 2 of the ACAS II Mandate ................................... 157


4.14 Implementation of ground based safety nets - Short Term Conflict Alert (STCA) - level 1 .............. 157


4.15 Implementation of automated ground-ground coordination ............................................................. 158


4.16 Implementation of Flight Data Processing (FDP) core functionality ................................................. 159


4.17 Horizontal expansion of use of 8.33 kHz VHF frequency channels beyond the initial area and above flight level 245. .......................................................................................................................................... 161


4.18 Improvement of aeronautical frequency assignments ..................................................................... 161


4.19 Implementation of dual Secondary Surveillance Radar (SSR) Coverage ........................................ 162


4.20 Implementation of Radar data processing and distribution systems ................................................ 163


4.21 Implementation of Reduced Vertical Separation Minima ................................................................. 163


4.22 Achieve required radar separation minima ...................................................................................... 164




Page 10 of 268

4.23 Implementation of ISO 9001:2000 in AIS ........................................................................................ 165


4.24 Implementation of improved aeronautical information ..................................................................... 166


4.25 Traffic Flow Management Services ................................................................................................. 166


4.26 BLUE MED FAB Technical baseline based on ESSIP Achievements ............................................. 168

5 EARLY FAB TECHNICAL IMPLEMENTATION ............................................................................. 171

5.1 Overview of the Virtual Centre of the BLUE MED FAB.................................................................... 171

5.2 Relevant objectives for the FAB short-term implementation ............................................................ 173

5.2.1 Migration of ground international or regional X.25 data networks or services to the Internet Protocol (IP) (COM09)............................................................................................................................................. 174

5.2.2 Implementation of collaborative flight planning (FCM03) ............................................................. 174

5.2.3 Connection to the European Aeronautical Information Services (AIS) Database (INF01) ............ 174

5.2.4 Apply a common flight message transfer protocol (ITY-FMTP) .................................................... 174

5.2.5 Implementation of Mode S Elementary Surveillance (SUR02) ..................................................... 175

5.2.6 Improvement of ground-based surveillance using ADS-B in Non Radar Airspace (NRA) (SUR05) 175

5.3 Identified technical enablers for FAB implementation ...................................................................... 175

6 QUICK WINS .................................................................................................................................. 177

6.1 The BLUE MED FAB proposed BM-SSIR 2010-2015 ..................................................................... 178

6.2 Quick Wins from the proposed BLUE MED FAB SSIR 2010-2015 .................................................. 182

6.3 Quick Wins from the analysis of operational requirements .............................................................. 183

6.3.1 Radar Data sharing ...................................................................................................................... 183

6.3.2 Harmonization of Surveillance Data Processing Systems ............................................................ 185

6.3.3 Quick wins from Cross/Border radar coverage analysis ............................................................... 186

6.3.4 Quick wins from the separation at transfer of radar control analysis ............................................ 188

6.3.5 Quick wins from Automation – OLDI - Analysis ............................................................................ 190

ANNEXES ................................................................................................................................................. 192

Annex A: ANSPs’ Actions List summary ................................................................................................... 193

Annex B: BLUE MED FAB Definition Phase – Technical Analysis of Operational requirements ............... 211

Annex C: BLUE MED FAB and SESAR IP1 implementation roadmaps .................................................... 212



Page 11 of 268

Annex D: IATA User requirements for Air Traffic Services ........................................................................ 223

Annex E: Summary of Levels 1 & 2 of the BLUE MED FAB LSSIPs 2010-2015 ....................................... 229

7 APPENDIX 1 – WP2 CONTRIBUTORS ......................................................................................... 268



Page 12 of 268

LIST OF FIGURES

Figure 1: WP2 workflow ...............................................................................................................................24

Figure 2: BM-SSIR process..........................................................................................................................27

Figure 3: The ATM Master Plan ...................................................................................................................33

Figure 4: Sample of the Multi Radar Tracking function ..............................................................................184



Page 13 of 268

LIST OF TABLES

Table 1 – Acronyms .................................................................................................................................... 17

Table 2 – Definitions ................................................................................................................................... 19

Table 3 – The European Interoperability mandate ...................................................................................... 30

Table 4 - Applicable EC-Regulations and Implementing Rules for the FAB establishment ......................... 31

Table 5 – ESSIP objectives scope description ............................................................................................ 35

Table 6 – ESSIP 2010-2014/2015 Active Implementation objectives .......................................................... 38

Table 7 – ESSIP objectives analyzed by the TF1 ....................................................................................... 50

Table 8 – BM-SSIR 2010-2015 proposed by the TF1 ................................................................................. 52

Table 9 – ESSIP objectives analyzed by the TF2 ....................................................................................... 84

Table 10 – Applicable Object of Improvements from the ATM Master Plan for TF2 .................................... 89

Table 11 – BM-SSIR 2010-2015 proposed by the TF2 ............................................................................... 91

Table 12 – Applicable ESSIP objectives analyzed by the TF3 .................................................................. 107

Table 13 – BM-SSIR 2010-2015 proposed by the TF3 ............................................................................. 110

Table 14 – ESSIP objectives analyzed by the TF4 ................................................................................... 120

Table 15 – Applicable Object of Improvements from the ATM Master Plan for TF4 .................................. 123


Table 17 – ESSIP objectives analyzed by the TF5 ................................................................................... 140

Table 18 – Applicable Object of Improvements from the ATM Master Plan for TF5 .................................. 143


Table 20 – BLUE MED FAB Technical Baseline ....................................................................................... 170

Table 21 – Relevant objectives for the FAB short-term implementation .................................................... 173

Table 22 – BLUE MED proposed BM-SSIR 2010-2015 ............................................................................ 181

Table 23 – Actions list for the Cypriot ANSP ............................................................................................. 196

Table 24 – Actions list for the Greek ANSP ............................................................................................... 199

Table 25 – Actions list for the Albanian ANSP .......................................................................................... 202

Table 26 – Actions list for the Italian ANSP ............................................................................................... 204

Table 27 – Action list for the Maltese ANSP .............................................................................................. 206

Table 28 – Actions list for the Egyptian ANSP .......................................................................................... 209

Table 29 – Actions list for the Tunisian ANSP ........................................................................................... 210

Table 30 – The SESAR IP1 and BLUE MED FAB roadmaps .................................................................... 221

Table 31 – Cross-check report between IATA position and FAB decision ................................................ 228



Page 14 of 268

1 INTRODUCTION

1.1 Background The BLUE MED project is pursuing the implementation of a Functional Airspace Block (FAB) in the South – East Mediterranean Area, in accordance with the requirements of the Single European Sky, to be put in operation within 2012 and with 2015 as target date for full FAB operations.

The BLUE MED FAB study was initiated in 2006 by the Italian Republic with the participation of a Consortium of ANSPs (the Italian ENAV SpA, representing the Italian Republic in the role of project coordinator, the Cypriot DCAC, the Greek HCAA and the Ministry for Infrastructure, Transport and Communications of Malta. The Tunisian OACA and the Egyptian NANSC also participated to the study to evaluate the impact on the interfaces and also their possible future participation to the FAB). Later in the Project, the Republic of Albania joined the Project as Associated Partner and the Hashemite Kingdom of Jordan as Observer.

The BLUE MED FAB project is open to the participation of any other interested regional state for which operational benefits exists; also, close integration with other neighbouring FAB initiatives has been actively pursued and will be fostered in the following phases of the project. To this respect, it is important to notice that the BLUE MED Feasibility Study focused not only on the strict ACC borders of the participating states, but targeted capturing the operational requirements on a regional basis, under the assumption that FABs shall be independent from national border and adapt to operational needs; to this purposes, all operational studies were performed on the BLUE MED FAB interaction area.

The document complies with the applicable SES regulatory requirements.

1.2 Scope of this document Scope of this document is to define an early implementation of the BLUE MED FAB from a technical perspective, starting from the definition of a BLUEMED Roadmap for technical implementations (BLUEMED Single Sky Implementation Roadmap – BM-SSIR1) within the BLUE MED FAB, and by the definition of Quick Wins to foster such implementations in the short term (2012).

The Quick Wins aim at fostering the implementation of technical improvements addressing specific cross border and/or FIR boundaries operational constraints, identified within the Feasibility Study and the Cross Border Issues and Operational Requirements Analysis carried out within WP1.

Dealing with the cross-border areas of possible improvements will require close mil-mil and civ-mil coordination, in order to take into account existing Airspace Security procedures and multi/bi-lateral agreements for Renegade threats and Air Policing; development of bi/multi-lateral agreements, when feasible, will facilitate technical improvements.

Example of possible technical improvements at cross border and/or FIR boundaries level is the improvement of surveillance data exchange that shall enhance operations of neighbouring ATSUs.

Directors of Technical Departments will plan specific interventions and local solutions concerning Quick Wins prior to the completion of the Definition Phase.

1 The BLUE MED Single Sky Implementation Roadmap refers to 2010-2015, taking into account the ESSIP 2010-2014 cycle and the ESSIP 2011-2015 upgrades.



Page 15 of 268

The activities have been performed through:

a) The revision of ANSPs’ Baselines and Roadmaps (Local Single Sky Implementation Plans) in the framework of the European Implementation Plan (ESSIP), the ATM Master Plan, and the European Regulation;

b) The management of the WP1 outcomes related to the analysis of the main existing cross border and/or FIR boundaries issues and operational requirement identified in the Operational Analysis, in order to assess the technical feasibility, also according to the BM-SSIR;

c) The analysis of any other specificities relevant to the technical interoperability;

d) The identification within the BM-SSIR and the WP1 assessed solutions of an achievable FAB early technical implementation by 2012;

e) The identification of technical gaps between the BLUE MED ATM legacy Systems with respect to the FAB early technical implementation of 2012. Quick Wins, specific projects, etc., will be specified and further implemented in order to reduce/fill such gaps.

The Operational Requirements derived from the updated BLUE MED ConOps will also be taken into account to define the technical and functional improvement and to allow their implementation.

1.3 Document Structure In order to depict the process followed by BLUE MED phase 2, drive the analysis of the specific domain, this document has been structured to allow the Task Force to proceed in a congruous way, building step by step the knowledge and easily identifying areas and items object of intervention.

Chapter 1 Provides the synopsis of the overall document;

Chapter 2 Provides the overview of the process implemented by the Work Package 2 and the overall presentation of technical items;

Chapter 3 Provides the results of the analysis performed by the Task Forces of the WP2 according to the analyzed technological domain;

Chapter 4 Provides the analysis of the technical baseline (enablers) currently available over the BLUE MED FAB, based on previous implementations from the ESSIP/LSSIP process;

Chapter 5 Provides the BLUE MED FAB early technical implementation;

Chapter 6 Provides a description of the Quick Wins derived from the BM-SSIR and from the analysis of the operational requirements provided by WP1;

Annex A Provides the summary of the actions to be put in place by each BLUE MED State in order to ease the implementation of the BLUE MED FAB;

Annex B Provides the Technical Analysis of the Operational requirements identified by the Work Package 1 of the BLUE MED Project;

Annex C Provides the verification of the BLUE MED FAB BM-SSIR with respect to the SESAR IP1 roadmap;

Annex D Provides the analysis of the IATA recommended technological improvements with respect to the implementations identified by the WP2 in BLUE MED FAB Project Definition phase;

Annex E Provides the summary of levels 1 & 2 of the BLUE MED FAB LSSIPs 2010-2014.



Page 16 of 268

1.4 Acronyms & definitions 1.4.1 Acronyms

Acronym Definition

ACC Area Control Centre

AFTN Aeronautical Fixed Telecommunication Network

ANSP Air Navigation Service Provider

APP Approach control centre

ASTERIX All Purpose Structured EUROCONTROL SuRveillance Information Exchange

ATC Air Traffic Control

ATM Air Traffic Management

ATS Air Traffic Service

ATSU Air Traffic Service Unit

BM BLUE MED FAB

BMP The BLUE MED Partners

BM-SSIR BLUE MED – Single Sky Implementation Roadmap

CCAMS Centralized Code Assignment and Management System

CNS Communication, Navigation & Surveillance ATM segments

CWP Controller Working Position

DCAC Department of Civil Aviation of Cyprus – Cypriot ANSP

DGCA Directorate General of Civil Aviation of Albania – Albanian ANSP

EATMP European Air Traffic Management Project

EC European Commission

ENAV Società Nazionale per l’Assistenza Al Volo – Italian ANSP

eORCAM Enhanced Originating Region Code Assignment Method

ERR EnRoute Radar

ESSIP European Single Sky Implementation Plan

FAB Functional Airspace Block

FDP Flight Data Processor

FDPS Flight Data Processing System

FO Flight Object

FOC Final Operation Capability

FOIPS Flight Object Interoperability Proposed Standard

FOS Flight Object Server



Page 17 of 268

Acronym Definition

FUA Flexible Use of Airspace

HCAA Hellenic Civil Aviation Authority – Greek ANSP

HMI Human Machine Interface

ICOG Interoperability Consultancy Group

IOC Initial Operational Capability

IOP Interoperability

LSSIP Local Single Sky Implementation Plan

MATS Malta Air Traffic Services – Maltese ANSP

MITC Ministry for Infrastructure, Transport and Communications of Malta

NANSC National Air Navigation Services Company – Egyptian ANSP

NSA National Safety Agency

OACA Office de L'Aviation Civile et des Aéroports - Tunisian ANSP

OLDI On-Line Data Interchange

ORCAM Originating Region Code Assignment Method

R&D Research and Development

SES Single European Sky

SESAR Single European Sky ATM Research

SWIM System Wide Information Management

TEN-T Trans European Network – Transport

TF Task Force

TN Technical Note

TSA Temporary Segregated Area

TWR Tower

WP Work Package

Table 1 – Acronyms



Page 18 of 268

1.4.2 Definitions

Term Definition

Asterix The acronym ASTERIX, standing for All Purpose STructured EUROCONTROL Radar Information EXchange, devised by the Study Group on the exchange of surveillance related data between processors of ATC systems. This group was a subgroup of the former Radar Systems Specialist Panel (RSSP), whose responsibilities have been taken over by the Surveillance Team (SURT) as from April 1994. ASTERIX was approved by the former RSSP at their 15th Meeting held on 1/4 July 1986. The ASTERIX standard is now under the responsibility of the Surveillance Task Force for Radar Data Exchange (STFRDE). The expansion of the application domains of ASTERIX led to a modification of the significance of the acronym ASTERIX, now standing for All Purpose STructured EUROCONTROL SuRveillance Information EXchange.

Coflight-eFDP The ENAV/DSNA/Skyguide Coflight-eFDP System is a next generation Flight Data Processing System designed to meet the needs of European Air Navigation Service Providers (ANSPs) for the next 20 years, satisfying the need for the harmonisation and interoperability of air traffic management systems in Europe. The contractors are the French Thales ATM and the Italian Selex-SI.

Flight Object The system view of a flight shared between IOP stakeholders in a given IOP area. This view is the global view of a flight in an area that may comprise several AOR’s.

Implementation This term is used to identify an ATC item which is in operations, assuming that phases as test, integration, validation and verification are completed.

Interoperability The Interoperability is the ability of two or more (different) ATM Systems to interoperate exchanging information and using such information in the same way, providing the same level of Quality of Service (Qos).

iTEC-eFDP The NATS/DFS/AENA next generation Flight Data Processing System to provide interoperability Through European Collaboration, it represents the flight data processing segment of a complete ATC system. The contractor is the Spanish Indra.

Local Tracks Local track generated by a mono-radar tracking function performed for one single radar head.

Plot A plot is the derived position using the received echoes or replies inside the antenna beam width from a Target. The plot contains information according to the type of receiving Sensor System (range, bearing, identity code, altimeter height value, etc.)

Sensor Systems Sensor receiving Plots. Classical are PSR, SSR, CMB; Mode S Elementary, Mode S Enhanced, 3D Radars; ADS-B (1090 ES, VDL Mode 4, UAT), ADS-C and WAM (Wide Area Multilateration). The average Sensor System information update period toward the RDPS is about 10 seconds.

System Track A System Track is the product of processing information from multiple sensors. It is a track/target report with additional information which may include flight data (potentially including information such as the flight plan, stand ID, estimated time of arrival etc) or aircraft derived data. The average track information update period from RDPS toward users is about 5 seconds.



Page 19 of 268

Term Definition

Target The term ‘Target’ refers to aircraft (including commercial, state aircraft, business and general aviation, balloons, hang-gliders etc.) both airborne or on the airport surface, ground vehicles or obstacles (meteorological returns are excluded).

Target Report A target report is the result from the correlation, by a special algorithm (tracking) of a succession of radar reported positions for one aircraft declared from one ground-station. The report of measured position may optionally also contain smoothed position and speed vector information.

Track A track is a superset of a plot containing additional data generated by a local tracking function at the data acquisition site (definition taken from ASTERIX CAT 048, SUR.ET1.ST05.2000-STD-04-01).

Traffic Situation Picture

A Traffic Situation Picture is a group of messages relating to a set of targets (System Tracks, Target reports or Plots) compliant with the Surveillance Service definition.

Table 2 – Definitions



Page 20 of 268

1.5 Applicable and referenced documents This section provides the list of documents that are applicable, as EC-Regulations or Interface specification or used as a reference in this document.

1.5.1 Applicable documents

[1] Interoperability of the European Air Traffic Management Network (EATMN) EUROPEAN REGULATION (EC) No 552/2004 (http://www.eurocontrol.int/ses/gallery/content/public/docs/pdf/ses/eudocuments/interoperability.pdf) Version : 10/03/2004

[2] Commission Regulation (EC) N° 262/2009 of 30 March 2009 laying down requirements for the coordinated allocation and use of Mode S interrogator codes for the single European sky

[3] Commission Regulation (EC) N° 30/2009 of 16 January 2009 amending Regulation (EC) N° 1032/2006 as far as the requirements for automatic systems for the exchange of flight data supporting data link services are concerned

[4] Commission Regulation (EC) N° 29/2009 of 16 January 2009 laying down requirements on data link services for the single European sky

[5] Commission Regulation (EC) N° 1265/2007 of 26 October 2007 laying down requirements on air-ground voice channel spacing for the single European sky

[6] Commission Regulation (EC) N° 633/2007 of 7 June 2007 laying down requirements for the application of a flight message transfer protocol used for the purpose of notification, coordination and transfer of flights between air traffic control units

[7] 2010-2014 European Single Sky Implementation Plan (ESSIP) ESSIP 2010-2014 Detailed Objectives Descriptions DOD - (http://www.eurocontrol.int/essip/gallery/content/public/DOD_2010 2014.pdf) Version : 2009

[8] 2011-2015 European Single Sky Implementation Plan (ESSIP) ESSIP 2011-2015 Detailed Objectives Descriptions DOD – (http://www.eurocontrol.int/essip/gallery/content/public/2011-15DOD.pdf) Version : 2010

[9] European ATM Master Plan (https://www.atmmasterplan.eu) Version : 1.0 30 March 2009

[10] OLDI – On Line Data Interchange specifications v.2.3 EUROCONTROL - DPS.ET1.ST06-STD-01-01 Edition 2.3, date December 2001

[11] OLDI – On Line Data Interchange specifications v.4.1 EUROCONTROL - SPEC-0106 Edition 4.1, date 16/01/2008



Page 21 of 268

[12] Flight Progress Messages CFMU - URB/USD/MSG_INTF Edition 1.600, date 28/02/2009

1.5.2 Referenced documents

[13] BLUE MED phase 1- Feasibility Study – Final Report Version : 2.0 24/06/2008

[14] BLUE MED phase 1- Mediterranean FAB Operational Analysis Version : 1.0 21/02/2008

[15] BLUE MED Project Definition phase – D2.1b - Technical Analysis of Operational Requirements Version : 1.2 02/05/2010

[16] User Requirements for Air Traffic Services IATA International Air Transport Association Version : 1st Edition, date 08/05/2009



Page 22 of 268

2 PROCESS OVERVIEW

The main objective of this document is to provide a global picture of the outcome provided by the work of the BLUE MED WP2 task forces and how the single BLUE MED States LSSIP tried to converge to achieve a first definition of the BLUE MED FAB through the implementation of the technical improvements which feasibility is foreseen in the short term period (Quick Wins).

More in detail, the process under this deliverable includes the following steps:

• The revision of ANSPs’ Baselines and Roadmaps (LSSIPs) in the framework of the European Implementation Plan (ESSIP), the ATM Master Plan, and the European Regulation in order to define a common roadmap for the implementation (BM-SSIR) in the BLUE MED Area.

• To manage the WP1 outcomes related to the analysis of the main existing cross-border issues and operational requirement identified in the Operational Analysis in order to assess the technical feasibility, also according to the BM-SSIR;

• The analysis of any other specificities relevant to the interoperability;

• The identification in the BM-SSIR and from the WP1 assessed solutions of a reachable “Early FAB implementation” in 2010;

• The identification of technical gaps of BLUE MED ATM Systems to such “Early FAB implementation” of 2012, in order to specify Quick Wins to fill such gap;

• The definition of the IOP FAB technical content expected for short (2012) term;

• Reporting all new operational requirements to be considered for the technical improvements that are feasible in the short term (2012).

• Definition of the requirements that are needed to the implementation of the updated operational needs

• Definition of the validation process to follow in order to guarantee the implementation of the Quick Wins.

2.1 WP2 workflow The process of the WP2 has been divided into two main phases.

2.1.1 Phase one

The first phase of the workflow within WP2 foresaw to establish several Task Forces each one in charge to investigate a specific ATC domain. Task Forces were focused on analyzing the technical status of a specific domain among BLUE MED Partners, the short/mid/long-term technical evolutions of each ATM System and its infrastructure. As quick result, the Task Forces identify any applicable solutions for the short-term (2011-2012), detailing such implementation with technical and operational requirements (Quick Wins).

Task Forces were composed by experts with excellent operational and technical skills in a specific domain(s). Nevertheless, same resources were shared among several TFs according to their knowledge.



Page 23 of 268

Five Task Forces were initially identified in order to analyze the ATM domain which was decomposed into several sub-domains, such as:

• Airspace Organization & Management

• Air Traffic Control

• Communications

• Flow Management, Aeronautical and Meteorological Information

• Navigation and Surveillance

Also ESSIP objectives, EC IOP Mandates and Operational Improvements from the ATM Master Plan were allocated to Task Forces according to their domain of competences.

According to the domain to be analyzed, Task Forces from #1 to #5 analysed:

• the local plans (LSSIPs) for the implementation of ESSIP objects;

• the IOP KPA Operational Improvements of the ATM Master Plan;

• the technical implementation of the EC requirements for interoperability (552/04 – Part B).

Each Task Force used a Technical document (Technical Note - TN) in order to collect all data relevant to the analysis. The Technical Notes documents also aimed to drive the activities to be performed by the task force.

2.1.2 Phase two

Once the TF mandate was completed and the Technical Notes ready, the second phase of the process started using the Technical Notes documents in order to define the Early FAB Technical Implementation of 2012 and the FAB IOP System Design, according to technical content expected at milestones as 2012, 2015 and 2015+.

More in detail:

• Definition of the 2010-20152 BLUE MED Common Roadmap for the implementation of ESSIP objectives (BM-SSIR);

• Definition of the quick IOP improvement of the FAB in terms of Quick Wins (mostly bilateral agreements);

• Definition of the short, mid and long term FAB IOP technical content, on which the FAB IOP System Design is based (taking also into consideration concepts of Operations, concepts of Seamless Operation, IOP Capability maturity, etc).

• Establishment of a new Task Force (TF2012) to detail the identified implementation projects and activities which will realize the BLUE MED FAB early implementation of 2012;

• Establishment of a new Task Force (TF_IP1) to manage the matching between the 80 IP1 Operational Improvements steps, part of the European ATM Master Plan and the ESSIP 2011/2015 Objectives.

2 The BLUE MED Single Sky Implementation Roadmap refers to 2010-2015, taking into account the ESSIP 2010-2014 cycle and the ESSIP 2011-2015 upgrades.



Page 24 of 268

Competences of TFs within the WP2 process, flow and use of information are depicted in the next figure:

Figure 1: WP2 workflow

Task force activities and relevant domain of interest are described in more detail in Chapter 3. Their early results are considered by this deliverable, including also the convergence of the different LSSIPs to the achievement of the technical improvement for the implementation of the Early BLUE MED FAB.

ATM Master Plan Operational

Improvements

ESSIP Implementation

Objectives

LSSIP (Local plans for ESSIP

Implementation)

Analysis of C/B Issues & Operational Requirements

Definition of: 2010 baselines, roadmaps for improvements beyond 2010, Quick Wins and FAB scheduled Technical Content

Common Roadmap(BM-SSIR)

FAB 2012 Quick Wins

specifications

Technical contentspecifications for FAB

2012, 2015, 2015+

Technical Issues

Available IOP implementations (Coflight/ICOG)

Virtual Centre specifications

2012 FAB IOP System

Design

2015 FAB IOP System

Design

2015+ FAB IOP System

Design

D2.1 DeliverableFAB Early Technical

Implementation & Quick Wins

D2.2 Deliverable IOP Definition & System Design

D2.4 Deliverable Technical Validation Report

D2.3 Deliverable Technical Platform Description

WP2 Management

WP2 TFs1…5 competences

WP2 Management

Feasibility Study

WP1 competences

BLUEMED P.M.

EC Reg.

TF2012 TF_IP1



Page 25 of 268

2.2 The BLUE MED FAB Single Sky Implementation Roadmap (BM-SSIR) As main principle, the Work Package 2 of the BLUE MED FAB Project needed to define a usable planning/monitoring/reporting tool for the FAB management/decision purposes that integrate all or part of plans for the implementation of technical enablers necessary for the establishment of the FAB.

In order to contain such objectives, projects and plans relevant to the implementation of the BLUE MED FAB, the BLUE MED FAB SSIR (BM-SSIR) has been created. The suffix “SSIR” stands for Single Sky Implementation, since the Roadmap for implementation of the BLUE MED FAB is aligned with the Single Sky development.

The BM-SSIR refers to the 2010-2015 period, merging the BLUE MED LSSIPs objectives for 2010-2014 cycle and the upgrades introduced by the ESSIP 2011-2015, taking into consideration that only Pan European and Harmonization objectives and some Multi-National objectives are FAB-relevant. However, the BLUE MED FAB BM-SSIR also contains projects that are not currently reflected in ESSIP/LSSIP. These activities are identified in the Project Definition phase of the BLUE MED FAB and will be part of the BM-SSIR and its further versions.

The content of the BM-SSIR could be further refined selecting only objectives, projects and plans relevant to the implementation of the FAB. Nevertheless in order to provide the adequate level of interoperability and seamless operations among services provided by the different ANSPs, the convergence towards a harmonised technological baseline throughout the FAB may be necessary. An example of this is the implementation of ATC Tools and/or Safety Nets: in order to guarantee the same quality of services over the FAB, these tools should be harmonized, at least from a requirements point of view, and available in the same timeframe even if they are not relevant to the implementation of a FAB.

It is important to stress the fact that the BM-SSIR will not replace the LSSIP process and the BM-SSIR is not a legal obligation. Currently, LSSIP already contains FAB-relevant info and legal obligations and the reporting to the European Commission laid on Member States and various entities such as NSAs, ANSPs etc, not on the BLUE MED FAB. A FAB does not have still a legal personality; therefore, the legal obligation for reporting to the European Commission cannot be transferred by States to the FAB: it is very unlikely that a State may delegate its reporting to another State of the FAB. However, the reporting at BLUE MED FAB level may be considered, if agreed, in coordination among all the BLUE MED FAB partners. In conclusion, the BM-SSIR will be used only for internal monitoring/reporting in the BLUE MED FAB.

The BLUE MED FAB Project has already attentively assessed the potential benefits of adopting a FAB SSIR with respect to the additional effort/workload required for coordination and consistency of data between LSSIP and BM-SSIR and the need to avoid duplication of effort/overlapping.

In fact, the BM-SSIR:

• Would be less transparent than a LSSIP to stakeholders outside that FAB;

• Could overlap to a certain extent with the LSSIP;

• Could require additional workload to mitigate differences and ensure that info in FAB/SSIR is consistent with that in the separate LSSIPs;

• FAB/SSIR would have a limited value for reporting (i.e. not good for reporting).



Page 26 of 268

Potential benefits in using the BM-SSIR which have been identified so far, are hereafter summarized:

• To plan/monitor the implementation of technical enablers/solutions/projects mandatory for the creation of the BLUE MED FAB;

• To plan/monitor also implementation of technical enablers/solutions/projects necessary in order to guarantee the same quality of services all over the FAB;

• To propose a common deadline for the harmonization of other FAB-not relevant implementations;

• To provide visibility of a common intention to achieve to the same goal, starting from the implementation of technical enablers mandatory for the FAB, extending the scope to the implementation of other enablers/technologies capable to improve interoperability and seamless operations also from the FAB’ users point of view.

• To avoid lack of transparency to the community inside/outside the BLUE MED FAB;

• The BLUE MED FAB States would receive a compiled FAB/SSIR document besides their national LSSIPs;

• Separate projects added in the FAB/SSIR would remain visible only to the BLUE MED FAB States;

• Potential benefits both for intra-FAB and inter-FAB coordination;

• Potential benefits for State REG/NSAs, MIL and ASP stakeholders in an enhanced partnership FAB context, provided this brings benefits/adds value to them or that FAB.

The BM-SSIR approach has been identified by EUROCONTROL during the last LSSIP 2011-2015 Workshop, held in Brussels on 1st and 2nd of June 2010, as the main tool to drive/monitor the implementation of a FAB, taking also into consideration its main objectives and abovementioned limitations.



Page 27 of 268

2.2.1 The BM-SSIR process

The next figure depicts the process for building the BM-SSIR, which starts from the inclusion of data from the various LSSIPs. The BLUE MED Overall Availability date is set taking into consideration the latest State who implements the specific object: this represents the first (draft) level of the BM-SSIR.

Then, the BLUE MED Desired Availability date is proposed as the date to have such object possibly implemented by all BLUE MED Member States. It could be equal to the overall availability date if all States plans to implement that object; it may differ (e.g. postponed) if some State does not plan to implement the object and an investigation process will take place in order to, eventually, update the plans.

The BLUE MED Desired Availability date is also set taking into consideration, as much as possible, the Achievement Date for that object set by EUROCONTROL and the typology of the object (Pan-European, Harmonization, Multi-National, etc.).

The BLUE MED Desired Availability date represents the second (draft) level of the BM-SSIR, and will be assessed by an investigation/convergence process at Member State level (involving BLUE MED ANSPs Strategic Board, LSSIP Focal Points, etc.) that will take place outside the WP2 responsibilities.

Figure 2: BM-SSIR process

The complete BM-SSIR 2010-2015 is annexed to this document.

ESSIP Title DCAC ENAV HCAA MATS NATA

BLUE MED

overall

Availability

BLUE MED

desired

Availability

Description DescriptionState

Indication

State

Indication

State

Indication

State

Indication

State

IndicationDate Date

LSSIPs

draft BM-SSIR

implementation date

after LSSIP convergence

BM-SSIR

How process works

State Indication legenda:

Completed

Partially Completed

Late

Not applicable

No plan

ESSIP Title DCAC ENAV HCAA MATS NATA

BLUE MED

overall

Availability

BLUE MED

desired

Availability

Description DescriptionState

Indication

State

Indication

State

Indication

State

Indication

State

IndicationDate Date

LSSIPs

draft BM-SSIR

implementation date

after LSSIP convergence

BM-SSIR

How process works

State Indication legenda:

Completed

Partially Completed

Late

Not applicable

No plan



Page 28 of 268

2.3 Guidelines for the analysis 2.3.1 The Interoperability concept overview

The Interoperability is the ability of two or more (different) ATM Systems to interoperate exchanging information and using such information in a coherent way. More in detail, the Interoperability consists in an exhaustive exchange of data with the partners in order to guarantee:

• Information sharing (ATS, AIS, OPS and MET);

• Common understanding of information;

• Comparable processing performances;

• Procedures enabling common operational performances;

• Common Safety level achievement.

2.3.2 European Interoperability Regulation overview

The objective of the 552 Regulation (552/04 of 10 March 2004) is to achieve interoperability between the different systems, constituents and associated procedures of the European Air Traffic Management Network (EATMN), taking due account of the relevant international rules. This Regulation aims also at ensuring the coordinated and rapid introduction of new agreed and validated concepts of operations or technology in air traffic management.

In order to create the Single European Sky, measures should be adopted in relation to systems, constituents and associated procedures with the objective of ensuring the interoperability of the European air traffic management network (EATMN) consistent with the provision of air navigation services.

2.3.2.1 Interoperability domains and seamless operations

According to the scope of the Technical Note and to the applicable European regulations in terms of interoperability and seamless operation concepts the following domains are analyzed in order to identify technical solutions to support the implementation of the seamless operations and the interoperability.

Dom. Interoperability mandate New concepts of operation

Aer

onau

tical

info

rmat

ion

Accurate, timely and consistent aeronautical information shall be provided progressively in an electronic form, based on a commonly agreed and standardised data set. Accurate and consistent aeronautical information, in particular concerning airborne and ground-based constituents or systems, shall be made available in a timely manner.

Increasingly accurate, complete and up-to-date aeronautical information shall be made available and used in a timely manner in order to support continuous improvement of the efficiency of airspace and airport use.

Air

traf

fic fl

ow

man

agem

ent

Systems and procedures for air traffic flow management shall support the sharing of correct, coherent and relevant strategic, pre-tactical and tactical, as applicable, flight information covering all phases of flight and offer dialogue capabilities with a view to achieving optimised use of airspace.

The potential of new concepts, such as collaborative decision-making, increasing automation and alternative methods of delegation of separation responsibility, shall be examined taking due account of technological developments and of their safe implementation, following validation.

Airs

pace

man

agem

ent Information relating to pre-tactical and tactical aspects of

airspace availability shall be provided to all interested parties in a correct and timely way so as to ensure an efficient allocation and use of airspace by all airspace users. This should take into account national security requirements.

The potential of new concepts, such as collaborative decision-making, increasing automation and alternative methods of delegation of separation responsibility, shall be examined taking due account of technological developments and of their safe implementation, following validation.



Page 29 of 268


Com

mun

icat

ions

syst

ems

Communication systems shall be designed, built, maintained and operated using the appropriate and validated procedures, in such a way as to achieve the required performances within a given volume of airspace or for a specific application, in particular in terms of communication processing time, integrity, availability and continuity of function. The communications network within the EATMN shall be such as to meet the requirements of quality of service, coverage and redundancy.

Communication systems shall support the implementation of advanced, agreed and validated concepts of operation for all phases of flight.

Flig

ht d

ata

proc

essi

ng

Flight data processing systems shall be interoperable in terms of the timely sharing of correct and consistent information, and a common operational understanding of that information, in order to ensure a coherent and consistent planning process and resource-efficient tactical coordination throughout the EATMN during all phases of flight. In order to ensure safe, smooth and expeditious processing throughout the EATMN, flight data processing performances shall be equivalent and appropriate for a given environment (surface, terminal manoeuvring area (TMA), en-route), with known traffic characteristics and exploited under an agreed and validated operational concept, in particular in terms of accuracy and error tolerance of processing results.

Flight data processing systems shall accommodate the progressive implementation of advanced, agreed and validated concepts of operation for all phases of flight. The characteristics of automation-intensive tools must be such as to enable coherent and efficient pre-tactical and tactical processing of flight information in parts of the EATMN. Airborne and ground systems and their constituents supporting new, agreed and validated concepts of operation shall be designed, built, maintained and operated, using appropriate and validated procedures, in such a way as to be interoperable in terms of timely sharing of correct and consistent information and a common understanding of the current and predicted operational situation.

Hum

an-m

achi

ne

inte

rfac

e

Human-machine interfaces of ground air traffic management systems shall be designed, built, maintained and operated using the appropriate and validated procedures, in such a way as to offer to all control staff a progressively harmonised working environment, including functions and ergonomics, meeting the required performance for a given environment (surface, TMA, en-route), with known traffic characteristics.

Human-machine interface systems shall accommodate the progressive introduction of new, agreed and validated concepts of operation and increased automation, in such a way as to ensure that the tasks assigned to the control staff remain compatible with human capabilities, in both the normal and degraded modes of operation.

Met

eoro

logy

Systems and procedures for the use of meteorological information shall improve the consistency and timeliness of its provision and the quality of its presentation, using an agreed data set.

Systems and procedures for the use of meteorological information shall improve the promptness of its availability and the speed with which it may be used, in order to support continuous improvement of the efficiency of airspace and airport use.

Nav

igat

ion

syst

ems

Navigation systems shall be designed, built, maintained and operated using appropriate and validated procedures in such a way as to achieve the required horizontal and vertical navigation performance, in particular in terms of accuracy and functional capability, for a given environment (surface, TMA, en-route), with known traffic characteristics and exploited under an agreed and validated operational concept.

Navigation systems shall accommodate the progressive availability of new sources of information in such a way as to improve the overall quality of service.

Net

wor

k

Air traffic management systems and their constituents shall be designed, built, maintained and operated using the appropriate and validated procedures, in such a way as to ensure the seamless operation of the EATMN at all times and for all phases of flight. Seamless operation can be expressed, in particular, in terms of information sharing, including the relevant operational status information, common understanding of information, comparable processing performances and the associated procedures enabling common operational performances agreed for the whole or parts of the EATMN.

The EATMN, its systems and their constituents shall support, on a coordinated basis, new agreed and validated concepts of operation that improve the quality and effectiveness of air navigation services, in particular in terms of safety and capacity. The potential of new concepts, such as collaborative decision-making, increasing automation and alternative methods of delegation of separation responsibility, shall be examined taking due account of technological developments and of their safe implementation, following validation.



Page 30 of 268


Sur

veill

ance

dat

a pr

oces

sing

Surveillance data processing systems shall be designed, built, maintained and operated using the appropriate and validated procedures, in such a way as to provide the required performance and quality of service within a given environment (surface, TMA, en-route) with known traffic characteristics, in particular in terms of accuracy and reliability of computed results, correctness, integrity, availability, continuity and timeliness of information at the control position. Surveillance data processing systems shall accommodate the timely sharing of relevant, accurate, consistent and coherent information between them to ensure optimised operations through different parts of the EATMN.

Surveillance data processing systems shall accommodate the progressive availability of new sources of surveillance information in such a way as to improve the overall quality of service.

Sur

veill

ance

sys

tem

s

Surveillance systems shall be designed, built, maintained and operated using appropriate and validated procedures in such a way as to provide the required performance applicable in a given environment (surface, TMA, en-route) with known traffic characteristics and exploited under an agreed and validated operational concept, in particular in terms of accuracy, coverage, range and quality of service. The surveillance network within the EATMN shall be such as to meet the requirements of accuracy, timeliness, coverage and redundancy. The surveillance network shall enable surveillance data to be shared in order to enhance operations throughout the EATMN.

Surveillance systems shall accommodate the progressive availability of new sources of surveillance information in such a way as to improve the overall quality of service.

Table 3 – The European Interoperability mandate



Page 31 of 268

2.3.2.2 Applicable EC-Regulation and Implementing Rules

The general framework of the Single European Sky needs to be completed by more specific and detailed Implementing Rules (IRs). The European Commission has mandated EUROCONTROL to define such IRs with the assistance of the Single Sky Committee. In the following table are selected EC-Regulations and the already available associated IRs which have to take into account in the technical analysis performed by the Work Package 2 for the technical implementation of the BLUE MED FAB.

EC Regulation Applicability ESSIP Existing CS / Rationale

EC 552/2004 – Interoperability

1032/2006 COTR Yes ITY-COTR 2008/C 149/06. EUROCONTROL-SPEC-0106. 16/01/2008, EUROCONTROL specifications for OLDI 4.1 (*)

1033/2006 IFPL Yes FCM03 2007/C 290/06. EUROCONTROL-SPEC-0101. 15/07/2007, EUROCONTROL specifications for Initial Flight Plan (*)

633/2007 FMTP Yes ITY-FMTP 2007/C 188/03. EUROCONTROL-SPEC-0100. 14/06/2007, Interoperability and Performance requirements for FMTP

1265/2007 Air-Ground Voice Channel

Yes ITY-AGVCS

The information about whether aircraft have 8,33 kHz channel spacing capability should be included in the flight plan, processed and transmitted between the air traffic control units

29/2009 DataLink Yes ITY-AGDL Article 1 point 2: This Regulation shall apply to: flight data processing systems…

30/2009 Flight Data for DataLink (COTR amendment)

Yes ITY-COTR 2008/C 149/06. EUROCONTROL-SPEC-0106. 16/01/2008 EUROCONTROL specifications for OLDI 4.1 (*). Update of 1032/2006 to comply with 29/2009

262/2009 Mode-S Yes SUR02 SUR04

EC 551/2004 – Airspace

2150/2005 FUA 13/01/2007 AOM11 AOM12

730/2006 VFR above FL195 TBD

EC 550/2004 – Service provision

2096/2005 « Equivalent » to ESARR4, ESARR3 + …

23/12/2005 Out of WP2 scope

1794/2006 Common charging scheme for ANS

Out of WP2 scope

1315/2007 « Equivalent » to ESARR1

Out of WP2 scope

482/2008 « Equivalent » to ESARR6

01/01/2009 Out of WP2 scope

668/2008 Working methods and operating procedures

Out of WP2 scope

(*) should also apply: 2008/C 68/03 - EUROCONTROL-SPEC-0107. 20/10/2007 EUROCONTROL specifications for ATS Data Exchange Presentations (ADEXP) 3.0

Table 4 - Applicable EC-Regulations and Implementing Rules for the FAB establishment



Page 32 of 268

2.3.3 The Single European Sky ATM Research – SESAR programme

2.3.3.1 Interoperability Key Performance Area

In SESAR context the Interoperability KPA is aimed at ensure that the application of standards and uniform principles, together with improved technical and operational interoperability of aircraft and ATM Systems will enable a measurable improvement of:

• The efficiency of business trajectories for intra-European and intercontinental flights;

• Airspace and airport related access for intra-European and intercontinental flights;

• Airspace and airport related equity for intra-European and intercontinental flights.

Interoperability is considered a key to the success of SESAR. Airspace users have clearly expressed their need to fly throughout the world with single airborne equipment interoperable with any ground ATM system: SESAR in Europe, NEXTGEN in the United-States and any extension of theses two systems or any equivalent technological initiative in the other regions of the world. Interoperability requires internationally agreed standards and norms. The SESAR development phase will deliver the technical ground for defining them. A standardization roadmap shall be developed and kept up to date as a specific chapter of the ATM Master Plan. It will allow ATM stakeholders to anticipate and coordinate their efforts to ease the adoption of SESAR technical proposals as standards and norms by the relevant standardization bodies

2.3.3.2 The ATM Master Plan

The content of this ATM Master Plan builds upon the material contained in the SESAR Definition Phase Deliverables D1, D2, D3 and D4 to provide a plan for implementing the ATM Target Concept addressing deployment and R&D planning in terms of roadmaps for Operational Evolutions, Enabler Development & Deployment and Supporting Aspects. These roadmaps encompass the lifecycle between feasibility up to and including deployment and are supported by an analysis of the associated Benefits, Funding and Financing aspects as well as the related risks. Both the time component of the roadmaps and the associated benefits are critical for the success of the future phases of the SESAR programme. It is important that the core components of the ATM Target Concept are implemented timely and consistently at European network level to enjoy their full benefits.

The European ATM Master Plan is a “rolling” plan that will be regularly updated, while continuous performance monitoring will be undertaken to ensure that the future ATM activities will deliver the agreed benefits defined within an agreed performance framework. Now that the SESAR Definition Phase has been completed, the ATM Master Plan has been handed over to the SESAR JU who is responsible for its execution and updates for the coming years

The D5 Master Plan Document delivered by the SESAR Definition Phase represents the High Level Overview of the European ATM Master Plan. It is the agreed strategic guideline delivered by the SESAR Consortium. It identifies necessary activities on a Stakeholder Group level.

This High Level Overview is accompanied by working material, which contains more detailed information. The working material comprises the Task Deliverables (DLTs) of the SESAR Consortium and the ATM Master Plan Database which has been migrated into the e-ATM Master Plan.

This working material serves as a "Planning Area" from which specific R&D and individual implementation activities will be derived and agreed. Once agreed and committed implementation activities will be captured and monitored through a renewed ESSIP/LSSIP process. The ESSIP planning material provides the third element of the European ATM Master Plan.



Page 33 of 268

Figure 3: The ATM Master Plan

All three elements of the European ATM Master Plan, the "High Level View" (D5 document), the "Planning Area" and the "Agreed and Committed Implementation Activities" (renewed ESSIP/LSSIP process) provide the necessary set of planning means to ensure the successful implementation of the SESAR ATM Target Concept.

The ATM Target Concept describes the main areas and directions of progress to be made. The specific and detailed changes (called “operational improvements [OI] steps)”) required to transition from today’s system have been structured in a series of ATM Service Levels (0-5)1 and organized in Implementation Packages 1-3 depending upon the date at which the corresponding capability can become operational (Initial Operational Capability (IOC) date).

2.3.3.3 Implementation package IP1

This Implementation Package 1 addresses short/mid term implementation (first deployment by 2013), contains 79 OI steps (for the capability and service levels 0 & 1) is the essential SESAR baseline from which the future implementation of SESAR developments will be built.

This Implementation Package 1 represents the foundation of the ATM Deployment Sequence on which the following Implementation Packages are built. It can only be achieved if all European ATM stakeholders fully commit to the timely and effective implementation of all activities identified in IP1. It will need to be supported by coordinated planning, implementation and business oriented management at European ATM network level with the aim to ensure the best use of European airspace capacity and efficiency resources.

The operation of a more integrated European ATM network has the potential to generate savings estimated between €0.7-1.1Bn/year for airspace users and also to meet the other performance requirements. IP1 will accommodate demand by 2013 if all initiatives are implemented on time and as planned. Any delay or failure to implement IP1 will impact the rest of the ATM Deployment Sequence.



Page 34 of 268


The Implementation Package 2 (medium term: IOC dates in the period 2013-2019) will cover ATM Service Levels 2 and 3 by the timely implementation of all the activities needed to achieve the 2020 targets. The Implementation Package 2 will deliver a wider information-sharing environment, which will be the driver for improved efficiency of the ATM network as a whole. IP2 will deliver the implementation of the 2020 ATM System. Its definition has identified all the activities required to achieve it and the associated timeframe. In support, a first analysis of on-going and future R&D activities, which have to be tackled by the SESAR JU, has been conducted. Rigorous performance monitoring must apply for the development activities in support of IP2 with the appropriate focus on the achievement of the IP2 performance targets.


The Implementation Package 3 (long term: IOC dates from 2020 onwards) will cover ATM Service Level 4 and 5, targets the activities necessary for further performance enhancement of the overall ATM system beyond 2020 to fully realise the ATM Target Concept.

2.3.4 The European Single Sky Implementation Plan – ESSIP

The European Single Sky Implementation Plan (ESSIP, ex ECIP) is a performance-oriented process that describes the common implementation actions required to improve the European ATM network over the next five to seven years. It does this in the form of implementation objectives and stakeholder lines of action which define what has to be done, why, how, when, where and by whom. As part of the process, the consolidation of the local implementation plans and progress reports provide an overview of implementation and identify the delays in implementation at European level. This yearly overview helps to focus the analysis on the most critical implementation delays and prepare for appropriate remedial actions, thus cl

d2.1a – early fab technical implementation & quick wins 08 - d2.1a - early fab... · blue med wp2...

Documents