lssip 2018 - romania - eurocontrol · 2019-06-20 · lssip year 2018 romania 6 released issue...

EUROCONTROL25 YEARS

of ATM Implementation Reportingin Europe

Level 1 - Implementation Overview

LSSIP 2018 - ROMANIALocal Single Sky ImPlementation

LSSIP Year 2018 Romania 2 Released Issue

Document Title LSSIP Year 2018 for Romania

Infocentre Reference 19/02/05/35

Date of Edition 04/06/19

LSSIP Focal Point Anca IRIMIE - [email protected]

LSSIP Contact Person Ana Paula FRANGOLHO- [email protected]

Status Released

Intended for Agency Stakeholders

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

Reference Documents

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

LSSIP Guidance Material

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

Master Plan Level 3 – Plan Edition 2018

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

Master Plan Level 3 – Report Year 2018

https://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 https://www.eurocontrol.int/statfor

Acronyms and abbreviations


National AIP www.aisro.ro

FAB Performance Plan http://www.danubefab.eu/library/performance

mailto:[email protected]



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







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

http://www.atmmasterplan.eu/

https://www.eurocontrol.int/statfor


http://www.aisro.ro/

http://www.danubefab.eu/library/performance


APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2018 document and their signatures confirm the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2018.


CONTENTS

1. National ATM Environment .......................................................... 12

Geographical Scope .......................................................................................... 12

National Stakeholders ...................................................................................... 19

2. Traffic and Capacity ...................................................................... 30

Evolution of traffic in Romania......................................................................... 30

ACC Bucharest .................................................................................................. 31

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

4. Implementation Projects .............................................................. 37

National projects .............................................................................................. 37

FAB projects ..................................................................................................... 46

Regional projects .............................................................................................. 51

5. Cooperation activities .................................................................. 59

FAB Co-ordination ............................................................................................ 59

Regional cooperation ....................................................................................... 63

6. Implementation Objectives Progress ........................................... 64

State View......................................................................................................... 64

Detailed Objectives Implementation progress ................................................ 71

Annexes

Specialists involved in the ATM implementation reporting for Romania

National stakeholders’ organisation charts

Implementation Objectives’ links with SESAR, ICAO and DP

Glossary of abbreviations


Executive Summary

National ATM Context

Romania is an EU Member State since the 1st January 2007 and a NATO Member State since the 29th March 2004.

The Romanian airspace plays a significant role in the European transportation network of the South-East. Is the European region which acts as a bridge between North, South, East and West Europe. While air traffic has been steadily increasing, forecasts predict further higher traffic demand driven by the economic growth in the region, by the on-going political changes (the EU political enlargement process, the emergence of new areas of cooperation and commitment – ECAA, the European Common Aviation Area Multilateral Agreement, ratified by Romania through Law no.328/22.11.2007 published in the Official Journal of Romania Part 1 no.48/22.01.2008) as well as by the traditional European tourism and business travellers.

The separation between the regulatory and the ATM service provider functions is effectively in place in Romania since many years now.

The target operational concept established by the Government Decree no. 536/2000, aiming at further reducing the number of en-route ATC centres to a single one in Bucharest, has been finalised in 2012. As a consequence, starting 18th October 2012, ROMATSA operates the Bucharest ACC as well as Bucharest APP from the ATC centre located in Bucharest. Two more APP units are operated by ROMATSA in the Arad and Constanta ATC centres.

In the context of the constant effort of the Romanian Air Traffic Services Administration (ROMATSA) for achieving the aim to provide safest, most efficient and environmental friendly air navigation services in South-Eastern Europe, as from the 14th of November 2013 the Night Free Route Airspace (FRA) Concept has been successfully implemented within Bucuresti FIR.

In accordance with the provisions of Order of the Minister of Transport no. 1547/2013, since 1st January 2014 the NSA responsibility for security matters from MoT was transferred to RCAA. Also, the full responsibilities for the provision of Aeronautical Information Services were transferred from RCAA in the administration of ROMATSA at the same date, through Government Decision 645/2013.

The implementation of cross-border activities within Danube FAB was completed on 11th December 2014 and is expected to further enhance optimization of the available route network structure. This will bring significant benefits of fuel savings and emission reduction and will support achievement of the EU-wide capacity and environmental targets.

As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR (N-FRAB) has been implemented starting from the 20th of August 2015. The aircraft operators are no longer bound to follow the fixed route network, being now able to plan their flights freely between the entry and the exit points of the airspace of the two countries, based on their needs.

Following the coordination process between ROMATSA, BULATSA and HUNGAROCONTROL, in order to extend the Night FRA operations between Romania, Bulgaria and Hungary, SEEN-FRA – (South East European Night Free Route) was implemented on 30th of March 2017. The aircraft operators are able to file the route containing as a minimum the SEEN FRA Entry point, at least one FRA Intermediate point in Bucharest FIR and the SEEN FRA Exit point.

The expanded SEEN FRA concept implemented on 6th December 2018 represents a further step in optimizing flight operations in a large volume of airspace expanding towards Bratislava CTA. The night cross-border FRA operations within the airspaces of Bucuresti CTA, Sofia CTA, Budapest FIR and Bratislava CTA is expected to provide operational, environmental and cost benefits. In the expanded SEEN FRA area, AOs will continue to be able to flight plan user preferred trajectories and thereby will obtain benefits from planning and execution of flights.


Traffic and Capacity

2018 Traffic in Romania increased by 11.1% during Summer 2018 (May to October), when compared to Summer 2017.

2019-2024

The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 2.0% and 5.6% throughout the planning cycle, with a baseline growth of 3.6%.

Performance summer 2018 Average en-route ATFM delay per flight increased from 0.02 minutes per flight in Summer 2017 to 0.20 minutes per flight in Summer 2018.

69% of the delays were due to the reason Weather and 31% due to ATC capacity.

The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2017. During the measured period, the peak 1 hour demand was 158 flights and the peak 3 hour demand was 148.

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 (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.

SESAR Baseline Implementation

2010 2019

73%

PCP Implementation

2015 2023

26%


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.

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.

Block 0 2010 2018

78%

Block 1 2015 2022

32%

0%

74%

Pre

-SES

AR

67% 63% 60%

87%

16%

Pre

-SES

AR

Pre

-SES

AR

Pre

-SES

AR

PC

P

PC

P

PC

P

PC

P

Optimised ATM Network Services

Advanced Air Traffic Services

High Performing Airport Operations

16%

Enabling Aviation Infrastructure


ATM Deployment Outlook

● State objectives

Deployed in 2017-2018: - Free Route Airspace [AOM21.2] 100% progress - Multi Sector Planning En-route [ATC18] 100% progress - AMHS [COM10] 100% progress - Surveillance Performance & Interoperability [ITY-SPI] 100% progress

- 8,33 kHz below FL195 [ITY-AGVCS2] 92% progress - Mandatory Coordination & Transfer [ITY-COTR] 91% progress - MTCD & CORA [ATC12.1] 90% progress - Ground-Based Safety Nets [ATC02.8] 90% progress - Coordination and transfer [ATC17] 90% progress - Runway excursions [SAF11] 88% progress - Aircraft Identification [ITY-ACID] 83% progress - ASM Tools [AOM19.1] 70% progress - Data Link [ITY-AGDL] 67% progress

- eTOD [INF07] 80% progress - Voice over IP [COM11] 78% progress - Aeronautical Information [ITY-ADQ] 62% progress - NewPENS [COM12] 0% progress - AMAN to further en-route [ATC15.2] 0% progress

- RNAV 1 for TMA Operations [NAV03.1] 88% progress - APV Procedures [NAV10] 59% progress - ASM/ATFCM process [AOM19.3] 55% progress - Real-Time Airspace Data [AOM19.2] 0% progress - Interactive Rolling NOP [FCM05] 0% progress

● Airport objectives - LROP - Bucharest Airport

Deployed in 2017-2018:-

- A-SMGCS RMCA (former Level 2) [AOP04.2] 79% progress - A-SMGCS Surveillance (former Level 1) [AOP04.1] 74% progress

- CCOs [ENV03] 70% progress

- CDOs [ENV01] 47% progress - Initial Airport Operations Plan [AOP11] 0% progress

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

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


● Airport objectives - LRBS - BUCURESTI/BANEASA-AUREL VLAICU



● Airport objectives - LRCL - CLUJ NAPOCA/CLUJ NAPOCA



● Airport objectives - LRSB - SIBIU/SIBIU



● Airport objectives - LRTM - TARGU MURES/VIDRASAU



● Airport objectives - LRTR - TIMISOARA/TRAIAN VUIA



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+

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


● Airport objectives - LRAR - ARAD/ARAD



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

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

Organisation Since

ECAC 1991

EUROCONTROL 1996

European Union 2007

EASA 2007

ICAO 1965

NATO 2004

Geographical description of the FIR(s)

The geographical scope of this document addresses the Bucuresti FIR.

The following Tables list the CTA and TMA in the Romanian airspace, which are of concern to this LSSIP 2016 edition.

Note that the number of sectors, as indicated in the Table below, is the actual number of civil control sectors that are operated simultaneously by the units.


BUCURESTI FIR

ATC centre

Number of sectors

En-Route sectors during

2009

En-Route sectors

during 2010

En-Route sectors

during 2011


2012 - 2014


2015 - 2018

APP sectors

1 ACC in 3 physical locations



1 ACC in 1 physical location

1 ACC in 1 physical location

ARAD 4 4 2 NIL

NIL 1 ARAD TMA

BUCURESTI 9 12 7 9

9 2 BUCURESTI TMA

NAPOC TMA

CONSTANTA 4

(1 sector – DANUB – also providing APP

control)

NIL

NIL

NIL

NIL 1 CONSTANTA TMA

TERMINAL AIRSPACE / CONTROLLED BY

AIRPORT

Bucuresti TMA/APP LROP - Henri Coanda International - Bucuresti

LRBS - Aurel Vlaicu International - Bucuresti

Constanta TMA/APP LRCK - Mihail Kogalniceanu International - Constanta

Arad TMA/APP LRAR - Arad International - Arad

LRTR -Traian Vuia International - Timisoara

Napoc TMA/APP LRCL - Avram Iancu International – Cluj Napoca

LRSB - Sibiu International – Sibiu

LRTM - Transilvania International – Targu Mures

The following Airport is concerned by this LSSIP edition: • LROP- Henri Coanda International - Bucuresti. The map in the paragraph below shows the geographical situation of the Bucuresti FIR. The geographical scope of this document addresses the Bucuresti FIR. Bucuresti FIR is surrounded by FIRs of 5 States, namely, Ukraine (L’viv, Odesa, Simferopol FIR’s), Moldova (Chisinau FIR), Bulgaria (Sofia FIR), Serbia (Beograd FIR) and Hungary (Budapest FIR).


Bucuresti FIR (06 December 2018)

In effect from 11 December 2014, two cross border sectors (CBS) have been established on a permanent basis within DANUBE FAB. A description of the airspace is depicted bellow.

SECTOR DF1 (ENR 6-1, 06 December 2018)

SECTOR DF2 (ENR 6-1, 06 December 2018)


Cross Border Sectors within DANUBE FAB (ENR 2.2, 06 December 2018)

Airspace Classification and Organisation

ICAO airspace classification is applied within Bucuresti FIR. To be mentioned that starting with 1st of January 2007 since Romania became full EU Member, the EU Regulations concerning airspace classification are applicable. Airspace in BUCURESTI FIR is classified according to the provisions of ICAO Annex 11 and in compliance with the EUROCONTROL Airspace Strategy for ECAC States (OI 1A), as follows: 1. Class C airspace, that comprises:

- All ATS routes in BUCURESTI FIR - All Aerodrome Control Zones (CTR): Arad, Bacău, Baia Mare, Băneasa, Otopeni, Cluj, Constanţa,

Craiova, Iaşi, Oradea, Satu Mare, Sibiu, Suceava, Târgu Mureş, Timişoara, Tulcea; - CONSTANŢA TMA, ARAD TMA, NAPOC TMA. - Airspace in BUCURESTI FIR above FL105.

The ICAO airspace classification of Class C airspace above FL 105 is applicable since Nov. 2003 through joint MoT- MoD order no 693 – M173/ 2003, published in the Official Journal of Romania no. 165/ 2004.The ICAO airspace classification of Class C airspace below FL 105 is implemented in Romania by joint MoT – MoD Order 53/ 22.01.07 and M20/ 30.01.07, published in the Official Journal of Romania no. 107/13.02.2007. 2. Class A airspace, that comprises: TMA BUCURESTI. 3. Class G airspace, that comprises: all airspace in BUCURESTI FIR not designated with another class and

Restricted Areas; usually is used for general aviation and aerial work operations, Airfields of Sports Activity.

Free Route Airspace In the context of the constant effort of the Romanian Air Traffic Services Administration (ROMATSA) for achieving the aim to provide safest, most efficient and environmental friendly air navigation services in South-Eastern Europe, as from the 14th of November 2013 within Bucuresti FIR has been implemented the Night Free Route Airspace (FRA) Concept. A consultation coordinated by ICAO EUR/NAT Office has been also successfully made at States level, in accordance with the provisions of Annex 11, paragraph 2.2.2 and the established procedure for the amendment of the European Air Navigation Plan.


As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR (N-FRAB) has been implemented starting from the 20th of August 2015. The aircraft operators are no longer bound to follow the fixed route network, being now able to plan their flights freely between the entry and the exit points of the airspace of the two countries, based on their needs. Following the coordination process between ROMASTA, BULATSA and HUNGAROCONTROL, in order to extend the Night FRA operations between Hungary, Romania and Bulgaria SEEN-FRA – (South East European Night Free Route) was implemented on 30th of March 2017. The SEEN FRA implementation was supported by NM. AOs are able to file the route containing as a minimum the SEEN FRA Entry point, at least one FRA Intermediate point in Bucharest FIR and the SEEN FRA Exit point. The expanded SEEN FRA concept implemented on 6th December 2018 represents a further step in optimizing flight operations in a large volume of airspace expanding towards Bratislava CTA. The night cross-border FRA operations within the airspaces of Bucuresti CTA, Sofia CTA, Budapest FIR and Bratislava CTA is expected to provide operational, environmental and cost benefits. In the expanded SEEN FRA area, AOs will continue to be able to flight plan user preferred trajectories and thereby will obtain benefits from planning and execution of flights.

General principles of Free Route Airspace operations:

a. Horizontal and vertical limits of the implementation area:

- The lateral limits of SEEN-FRA are defined as the airspace encompassed by the lateral limits of Budapest CTA, Bucuresti CTA, Sofia CTA and Bratislava CTA.

- The vertical limits of SEEN-FRA are defined as follows: - FL105 – FL660 in Bucuresti CTA, excluding TMAs, FL 105 – FL245 within sector DF1,

FL245 – FL660 within sector DF2 - 9500FT– FL660 in Budapest CTA - FL175 – FL660 in Sofia CTA - FL245 – FL660 in Bratislava CTA


Note: - for lateral limits of Bucuresti CTA, see AIP Romania ENR 2.1, - for lateral limits of DF1 and DF2, see AIP Romania ENR 2.2.2

b. Class of airspace:

- SEEN-FRA has been implemented in Class C airspace, with the exception of TMAs and CTRs.

c. FRA Operating hours: - SEEN-FRA is available from 2300 to 0500 UTC during the winter time period and from 2200

to 0400 UTC during the summer time period.

d. Planning aspects: - During SEEN-FRA, users will be able to plan user-preferred trajectories through the use of

published FRA relevant waypoints included in ENR 4.4, and relevant Radio Navigation Aids (ENR 4.1) with or without reference to the published ATS route network, which remains available during FRA operating hours.

- The access from/ to TMA/ CTR areas are effected using the fixed ATS route network, using

dedicated connection points published in AIP Romania.

- Segments between waypoints will be indicated by means of “DCT” instruction. Within SEEN-FRA there will be no limitations on the length of “DCT” neither on the number of intermediate points.

- Cross-Border DCTs are NOT allowed, except over the Romanian-Hungarian border where FRA

Operation is permitted according to the RAD published by EUROCONTROL (see ENR 1.10 for details).

- During the availability of SEEN-FRA significant points established on the common FIR border

shall be considered as intermediate points. The planning of DCT segments closer than 3 NM to the SEEN-FRA border is not allowed.

- During the availability of SEEN-FRA, the rules concerning the use of mandatory intermediate

points for traffic inbound LROP prescribed in ENR 3.5.2 shall be applied for the final phase of flight.

- All Night Free Route operation within SEEN-FRA constraints, exceptions and restrictions, if

any, are published via the RAD and promulgated in accordance with ENR 1.10

e. Reference materials within the national Aeronautical Information Publication: - IFR significant points and en-route radio navigation aids are published in AIP Romania,

subsections ENR 4.4 and ENR 4.1.


Free Route Airspace Chart (06 December 2018)


ATC Units

The ATC units in the Romanian airspace, which are of concern to this LSSIP are the following:

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

ACC

Bucharest

9 - Bucuresti 9 geographical sectors which may be split & collapsed into more than 100 possible sector configurations according to traffic demand and complexity

one physical location in Bucharest (reduced from two locations, in 2012)

APP

Bucharest

- 2 Bucuresti

APP Constanta - 1 Bucuresti

APP Arad - 1 Bucuresti

16 TWR units - - Bucuresti Including Henri Coanda airport

National Stakeholders

The main National Stakeholders involved in ATM in Romania are the following:

1. Ministry of Transport –Air Transport Directorate (ATD)

2. Civil Aviation Safety Investigation and Analysis Authority (SIAA)

3. Romanian Civil Aeronautical Authority (RCAA as NSA for all matters, including security)

4. Ministry of National Defence

- Air Force Staff

- National Military Command Centre

- Air Operations Centre

5. Romanian Air Traffic Services Administration (ROMATSA)

6. Romanian Airports

7. Airspace Users (National and International Air Carriers, other operators)

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

In accordance with the provisions of Order of the Minister of Transport no. 1547/2013, since 1st January 2014 the NSA responsible for security matters from MoT was transferred to RCAA. Also the AIS department from RCAA, responsible for providing the IAIP except PIB, was transferred from RCAA to ROMATSA, through Government Decision 645/2013, at the same date.


Civil Regulator(s)

General Information

According to the basic civil aviation act (the Civil Air Code of Romania, issued in 1997 by Government Ordinance and approved by Parliament Law no. 130/2000, further modified by Law 399/2005), the regulatory responsibility for civil ATM (ATFM included) and ANS belongs to the state civil aeronautical authority, the Ministry of Transport (subsequently referred to as ‘MoT’). Art. 10 of the same law establishes the joint regulatory responsibility of MoT and MoD (the Ministry of National Defence) for all airspace organisation and management (ASM) matters. It should be noted in this context that all GAT is serviced exclusively by civil ANS Provider.

The different national entities having regulatory responsibilities in ATM are summarized in the table below. The Romanian CAA is further detailed in the following sections.


Activity in ATM: Organisation responsible Legal Basis

Rule-making MoT – ATD

Air Code Art. 4

Government Decree 24/2013 Art. 2

Certification of ANSPs RCAA Air Code Art. 5, Art. 12 and Art. 62, MoT Order no. 1185/ 2006 and MoT Order 11/2008 approving RACR-SSNA ed. 02/2008

Since 1 January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through the Order of the Minister of Transport no. 1547/2013.

Safety Oversight RCAA Designated by MoT Order no. 1185/ 2006 also as SES-NSA including security matters.

Since 1 January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through Order of the Minister of Transport no. 1547/2013.

Airspace MoT/ RCAA, ANSP and MoD

Air Code, Art. 9, 10

Economic MoT & Ministry of Public Finance / RCAA as NSA

Government Ordinance 46/1998(r1) Art. 4

MoT Order 1102/2009 TANC approval

MoT Order 313/2010 RANC approval

MoT Order 1560/2012 TANC application

Environment MoT & Ministry of Environment and Climate Change

Air Code, Art. 55, 57.

Security RCAA Regulation (EC) no. 300/2008, Regulation (EU) no. 185/2010, Decision (UE) No. 774/2010, Regulation (EC) no. 1035/2011, Chapter 4, Security Government Ordinance no. 17 from 2011 concerning quality control in the field of civil aviation security, approved by the Law no. 149 from 2012, Government Decision no. 1193 from 2012 for approval of the National Civil Aviation Security Programme - NCASP, Order of the Minister of Transport and Infrastructure no. 326 from 2012, for approval of the National Civil Aviation Security Training Programme (NCASTP), , Order of the Minister of Transport no. 1613/2014 for approval of the National Civil Aviation Security Quality Control Programme.

Since 1 January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through Order of the Minister of Transport no. 1547/2013.

Accident investigation SIAA Government Ordinance 26/2009, as modified and amended.

State Safety Programme was released. Specific procedures will be issued and afterwards the state safety levels will be set up taking into consideration the safety levels already established by the ANSP, taking into account

the ECAC level overall safety minima of 1,55 x 810 accidents per flight/hour, set in RACR-ESARR 4.

Safety performance monitoring was performed during 2015 according to the applicable SES requirements (Regulation (UE) no. 1034/2011), and national regulation RACR-REAC transposing (EC) Directive 2003/42.

At national level, the Civil Aviation Safety Investigation and Analysis Authority shall publish each year a report containing the civil aviation occurrence information collected through the mandatory/voluntary reporting system with a view to informing the general public about the level of safety in civil aviation.


Twice per year, ROMATSA Safety Committee has to assess safety performance of ROMATSA based on reports issued by Safety and Quality Directorate.

The safety data have been collated and reported to EUROCONTROL in terms of yearly high level safety indicators, as provided in the Annual Safety Template (AST).

The main strategic action is to improve regular safety performance monitoring and analysis of incidents trends by:

Implementation of an Automated Safety Reporting System. The system will facilitate the process of reporting, investigation and dissemination by means of an intranet network using ECCAIRS software. The project (SMART Project) started in 2005 and it is still under development. ECCAIRS is also being used at the moment accordingly.

Implementation of an Automated Safety Monitoring Tool as a complementary system to the actual human reporting system.

MoT – ATD/RCAA

The Air Transport Directorate (DTA), manages the regulatory responsibilities, including drawing up high level policies for air transport. Economic regulation is performed with participation of MoT’s Economic & Administrative Directorate.

By Government Ordinance No.26/2009, as subsequently amended by Law No.55/2010 and Government Ordinance 17/2018, the Department of Air Transport Investigation, part of the General Directorate of Control and Accident Transport Investigation (GDoCATI) from MoT has been transformed into the Civil Aviation Safety Investigation and Analysis Authority (SIAA), public institution with legal personality, subordinated to MoT. SIAA is the independent body responsible for technical investigations of the civil aviation accidents and serious incidents, having its own budget. SIAA has become functional with the promulgation of the Government Decision No.1013/2010 which approved its Regulation of organization and functioning. The main activity of SIAA is based on Regulation (EU) 996/2010 (for the Civil Aviation Safety Investigation) and Directive 2003/42/EC (for civil aviation occurrence reporting).

According to Art. 5 of the Aviation Act, Government Decision 405/1993 as modified by Government Decision 645/2013 (establishing the Romanian Civil Aeronautical Authority (RCAA) as an autonomous, independent from ATM service provision and self-financed organisation) and to some other specific regulations promulgated by MoT after 1998, most of MoT’s safety and security regulatory responsibilities were delegated in the remit of the RCAA, such as drafting national regulations (up to the approval of the national specific regulations, which is undertaken by MoT), issuing specific procedures and instructions to apply the national regulations and the day-to-day safety supervisory tasks pertaining to ANS provided to GAT.

It should also be noted that economic regulation of ANS is retained by MoT. However, the amendment by Law 399/2005 of the Civil Air Code has introduced the supervisory function in the national regulatory framework, as required by (EC) Regulation No. 549/2004 laying down the framework for the creation of the Single European Sky. This enables that the RCAA is designated by MoT as the NSA for Romania for all specific tasks laid down by SES legislation. Since 1st January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through Order of the Minister of Transport no. 1547/2013. The Law 399/ 2005 amending the Air Code of Romania entered into force since 1st of July 2006 and, starting with July 2006, RCAA has been designated as NSA for Romania by MoT Order no. 1185/2006, published in the Official Journal of Romania Part I no. 602/12.07.2006. According to this MoT Order, RCAA is designated to perform the roles and responsibilities of a NSA in compliance with SES legislation. Starting August 2005 several organisational changes have been implemented within the RCAA, including the full separation (at functional level) of RCAA’s AIS Department (that used to provide aeronautical information services falling under the SARPs of ICAO Annex 15 - the whole integrated package of aeronautical information except for the PIBs) from the RCAA departments which fulfill the role and tasks of the NSA. Since 1st January 2014, the AIS department from RCAA, responsible for providing the IAIP except PIB was transferred from RCAA to ROMATSA, through Government Decision 645/2013. In Romania, as EU Member State, all EC Regulations are entirely binding and directly applicable, including SES legislation which is in force for the time being.


The Romanian Civil Air Code (established by law) provides the general requirements concerning the safety regulatory approval and oversight of all ATM systems and organisations, and for personnel licensing. The RCAA covers a wide area of activities, including certification, such as:

Certification of the ANS service providers in compliance with the SES certification processes required by the EC regulations. During 2006, RCAA developed an audit programme consistent with the ANSP certification process within SES as required by the SES (EC) Regulations (No. 549-552/2004) and the Commission’s Regulation (EC) No. 2096/2005 laying down the Common Requirements for the provision of air navigation services. At the end of 2006 RCAA issued for ROMATSA the Certificate no 01/ 2006 for air navigation services provision, with revision number 1 applicable from 1 st January 2007. Further, revision number 2 applicable from 1 st January 2010, and revision number 3 applicable from 5th of November 2011 were issued. A second certificate no. CN 07/2012, with Revision No. 1 applicable from 18th of February 2014, was issued with validity until 15.12.2018 and which includes the provision of Aeronautical Information Services transferred from the RCAA in the administration of ROMATSA starting 1st of January 2014. Until January 2014, the AIS Dept. within RCAA provided AIS according to following certificates issued: in June 2007 the Certificate no. 02/ 2007, in June 2008 the Certificate no. 03/2008, in June 2009 the Certificate no. 04/2009, in June 2011 the Certificate no. 05/2011, in June 2012 the Certificate no. 06/2012, and in July 2013 the Certificate no. 08/2013. In December 2018, the third certificate no. CN 09/14.12.2018 was issued in accordance with the provisions of (EU) Regulation no. 1035/2011 with validity until 2024 for the provision of ATS, CNS, AIS and MET services.

Since January 2007, RCAA has started to annually monitor the ongoing compliance of the air navigation service providers with all the applicable requirements and conditions attached to their certificates.

for procedures (acceptance by RCAA as NSA of all safety arguments associated with procedures related to either new functional systems or changes to existing functional systems is necessary before actual implementation),

for the ANS personnel (licensing of air traffic controllers and of some safety significant categories of ATM technical and engineering personnel, licensing of MET and AIS personnel), and

for ATM systems/constituents (acceptance by RCAA as NSA of all safety arguments related to either a new functional system or changes to existing functional systems is necessary before actual implementation).

Information on the RCAA as NSA can be accessed on site www.caa.ro

The MoT website: www.mt.ro

ROMATSA

Services provided

Civil Air Navigation Services are provided by the Romanian Air Traffic Services Administration to all

GAT-IFR flights. ROMATSA is an autonomous, self-financing state owned enterprise under the authority of the Ministry of Transport. The activities and tasks of ROMATSA are based on Government Decrees No.74 - dated 1991, No. 731 - dated 1993, No. 75 - dated 2005, No.1090 - dated 2006, No.1251 - dated 2007 and No.741 - dated 2008.

Flight Information Service within Bucuresti FIR is provided in controlled airspaces by Bucuresti ACC, APP and TWR units in their area of responsibility. In class G airspace, Flight information service is provided by the dedicated operational positions located in ACC Bucuresti.

http://www.caa.ro/

http://www.mt.ro/


Air traffic services are provided within Bucuresti FIR by ACC Bucuresti, APP Bucuresti, APP Arad, APP Constanta and the civil Aerodrome Control Towers. ROMATSA provides Aeronautical Information Services and Meteorological Services for civil aviation. ROMATSA also provides the technical services for the Air Traffic Services equipment at the airports and at the en-route facilities.

Up to 31st of December 2013 the AIS Unit within RCAA used to provide aeronautical information services falling under the SARPs of ICAO Annex 15 (the whole integrated package of aeronautical information except for the PIBs that were provided by ROMATSA).

According to the Government Decision no. 645/2013 amending Government Decision no. 405/1993 for the creation of the Romanian CAA, the full responsibilities for the provision of Aeronautical Information Services were transferred in the administration of ROMATSA starting 1st of January 2014.

To be mentioned that ROMATSA is certified by the Romanian CAA/ NSA as Air Navigation Provider in compliance with SES Regulations.

Alerting service is provided by all ROMATSA ATS units.

SAR coordination is provided by the Aeronautical Search and Rescue Coordination Centre located at ROMATSA headquarters – Bucharest.

An Administrative Council performs the high level management roles and tasks of ROMATSA and also approves strategic decisions. Current management decisions within the frame of ROMATSA responsibilities remain at the Board of Directors of ROMATSA.

The Air Force Staff, through the Air Operations Centre and the military aerodrome units, provides air traffic services for military OAT within national airspace and within aerodrome control zones and approach control zones of the civil/military airports and military airports. The Air Force Staff does not provide ATS to GAT.

The Air Force Staff provides aeronautical information services and meteorological services for military aviation. The Air Force Staff also provides the technical support for the military air traffic services.

Governance: Regia Autonoma

Self financed autonomous administration under the authority of MoT

Ownership: Regia Autonoma

According to the Romanian Law a “Regia Autonoma” is the owner of all its assets

Services provided Y/N Comment

ATC en-route Y -

ATC approach Y -

ATC Aerodrome(s) Y -

AIS Y starting 1st of January 2014 ROMATSA provides AIS in full

CNS Y -

MET Y -

ATCO training Y -

SAR Y aeronautical SAR missions coordination

Others

Additional information: -

Provision of services in other State(s):

Y ROMATSA provides air traffic services (ATS), communication service (COM) and surveillance service (SUR) within the cross-border sector (Sector DF 2) as an integral part of the adjacent sectors within BUCUREȘTI FIR, having the lateral and vertical limits as described in Section 1.1. – Geographical description of the FIR(s).


The navigation service (NAV), meteorological service (MET) and aeronautical information service (AIS) below FL 245 is provided within the same volume of airspace (Sector DF 2), by the ANSP of the host State, using the available resources.

Annual Report published: Y Annual Report 2017

- ROMATSA

The website address of ROMATSA is www.romatsa.ro.

A reference to organisation chart is depicted in Annexes.

ATC systems in use

Main ANSP part of any technology alliance1 N

FDPS

Specify the manufacturer of the ATC system currently in use: LEONARDO Spa

Upgrade2 of the ATC system is performed or planned? -

Replacement of the ATC system by the new one is planned? 2019

ATC Unit See para. ATC Units bellow

SDPS

Specify the manufacturer of the ATC system currently in use: LEONARDO Spa

Upgrade of the ATC system is performed or planned? -

Replacement of the ATC system by the new one is planned? 2019

ATC Unit See para. ATC Units bellow

1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))

http://www.romatsa.ro/


ROMATSA contracted a new ATM system during 2013 and is now in the process of undergoing a major Air Traffic Management (ATM) development project with the objective to replace the current ATM system with a new one, fully compliant with the SESAR standards and European Commission Regulations. The “ATM2015+ System” project addresses the flight data processing systems, surveillance data processing systems, human-machine interface systems and the introduction of CPDLC capability.

Airports

General information

Romania’s airport network consists of 16 controlled civil aerodromes – published in AIP Romania, ensuring a good coverage of all the territory.

From administrative point of view, 4 airports (Bucuresti Henri Coanda Intl. Airport, Bucuresti Baneasa-Aurel Vlaicu Intl. Airport, Timişoara – Traian Vuia Intl. Airport and Constanta – Mihail Kogalniceanu Intl. Airport) are considered airports of national interest and are owned by the State, represented by MoT. The other 12 airports are of local interest and are owned by the local county authorities. All Romanian aerodromes are placed under RCAA’s safety oversight.

All Romanian civil airports are certified in accordance with (EU) Regulation no.139/2014 requirements.

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives.

The airport covered in this LSSIP edition is Bucharest “Henri Coanda“ International Airport (AIHCB).

Military Authorities

The Ministry of National Defence (MoD) represents the State authority for the Air Forces and, in

co-operation with the MoT, ensures the air traffic and the national airspace management at levels 1, 2 and 3. Starting from July 2002 after approval of the new Civil / Military Regulation (Aeronautical Civil / Military Romanian Regulation – Airspace Management / Flexible Use of Airspace), concerning the Airspace Management (ASM) implementation of the Flexible Use of Airspace concept (FUA) in Romania, the Airspace Management Council (Romanian acronym: CMSA) was set up, having the responsibility of policy establishment and airspace management at national strategic level.

The Romanian Air Force Staff (ROU AF) represents the main regulatory body (National Military Aeronautical Authority).The AOC (Air Operations Centre) is the military air traffic services provider for military OAT flights and is responsible for the provision of separation between OAT and GAT flights. There is a continuous level 2 (pre-tactical) coordination performed between civil-military Airspace Management Cell regarding the air traffic and the management of the national airspace.


Tactical coordination is provided through the Military Coordination Offices collocated within the civil ACC facilities. The AOC includes the Air Defence (AD) and military ATC/ATM entities. The AOC provides ATS only for the operational air traffic and coordinates the military SAR participation. Foreign military aircraft may operate within the Romanian Airspace but not on a regular basis and only for training purposes, based upon bi-lateral agreements.

The military ATC units provide control only to the military OAT and coordination between OAT and GAT flights and do not provide air traffic control to the GAT flights.

The Civil/Military Coordination is organized at:

• Strategic Level – by the Airspace Management Council (CMSA);

• Pre-Tactical Level – by the Airspace Management Cell;

• Tactical Level – through the Military Coordination Offices collocated with the civil ACC/APP units.

The Military Authorities in Romania consist of the Air Force Staff (ROU AF), which was designated as National Military Aeronautical Authority. ROU AF reports to the Ministry of National Defence. Their regulatory, service provision and user role in ATM are detailed below.

A reference to organisation chart is depicted in Annexes.

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?

N

Level of such legal provision: State Law, Ministerial Decree, Air Force Regulation

Level of such legal provision: N/A

Authority signing such legal provision: Prime Minister, Minister of National Defence, Chief of Air Force Staff

Authority signing such legal provision: N/A

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

Organisation of military ATS for OAT Y Organisation of military ATS for GAT N

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

ATCO Training Y ATCO Training N

ATCO Licensing Y ATCO Licensing N

ANSP Certification Y ANSP Certification N

ANSP Supervision Y ANSP Supervision N

Aircrew Training Y ESARR applicability N

Aircrew Licensing Y

Additional Information: Additional Information:

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

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

National AIP Y National AIP N

National Military AIP Y National Military AIP N

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: N Other: N


Oversight

Service Provision role

Military ANSP providing GAT services SES certified?

N If YES, since: N/A Duration of the Certificate:

N/A

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

Y

Additional Information:

User role

OAT GAT

National oversight body for OAT: Ministry of National Defence Air Force Staff – Military NSA

NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A

Additional information: N/A Additional information: N/A

OAT GAT

Services Provided: Services Provided:

En-Route Y It is provided by MIL En-Route N

Approach/TMA Y It is provided by MIL Approach/TMA N

Airfield/TWR/GND Y It is provided by MIL Airfield/TWR/GND N

AIS Y It is provided by MIL AIS N

MET Y It is provided by MIL MET N

SAR Y It is provided by MIL SAR N

TSA/TRA monitoring Y It is provided by MIL FIS N

Other: N/A Other: N/A

Additional Information: Additional Information:

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

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

Free Routing Y Within specific corridors only Y

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

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

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

No special arrangements N Exemption from Route Charges Y

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

CNS exemptions: RVSM Y 8.33 Y Mode S N ACAS Y


Flexible Use of Airspace (FUA)

FUA requirements as specified in the Regulation No 2150/2005 are already implemented in Romania, except for the specific requirements related to the cooperation between Member States that are in progress to be implemented in the context of Danube FAB implementation and military agreements (Art 4.1 h and Art 4.1 k - for Strategic Airspace Management Level 1, Art 5.2 - for Pre-tactical Airspace Management Level 2, and Art 6.5- for Tactical Airspace Management Level 3). ASM Handbook was transposed into national legislation through the MoT Order no. 1328/2013 published into the Official Journal in February 2014.

Military in Romania 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 Romania

2018 Traffic in Romania increased by 11.1% during Summer 2018 (May to October), when compared to Summer 2017.

2019-2024

The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 2.0% and 5.6% throughout the planning cycle, with a baseline growth of 3.6%.

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

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

Romania - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

International Dep/Arr

23%Domestic flights 3%

Overflights 74%

Romania - Distribution (Ref. year 2017)

A = Actual

F = Forecast

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

H 10.6% 8.3% 6.3% 5.0% 4.8% 4.8% 4.3%

B 6.1% -2.2% 8.5% 10.4% 6.6% 3.5% 3.0% 2.8% 2.9% 2.9%

L 10.2% 4.9% 1.3% 1.4% 1.3% 1.4% 1.5%

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

Romania


ACC Bucharest

Traffic and en-route ATFM delays 2014-2024

Performance summer 2018

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

Capacity gap Ref value Actual

+11.2% 183 (0%) 0.01 0.20 No (69% of delays due to

weather)

Average enroute ATFM delay per flight increased from 0.02 minutes per flight in Summer 2017 to 0.20 minutes per flight in Summer 2018.

69% of the delays were due to the reason Weather and 31% due to ATC capacity.

Capacity Plan: 0% Achieved Comments

Stepped Implementation of FRA in accordance with Danube FAB plans Yes

Improved ATFCM, including use of occupancy counts Yes

ATS route network and sectorisation improvements Yes

LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis

Yes

Staff increased in line with capacity requirements Yes On-going process due to significant acceleration of the wear and tear of the ATCO personnel in the context of increased operational complexity

New ATM System 2015+ implementation In progress On-going implementation of fixes and new functionalities

Automated Support for Traffic Load (Density) Management (FCM06) No On-going pre-feasibility study for identification of the best fit solution

Automated Support for Traffic Complexity Assessment (FCM06) No On-going pre-feasibility study for identification of the best fit solution

Maximum configuration: 14 sectors Yes 14 sectors were opened

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024

Peak Day Traffic 2362 2403 2307 2486 2805

Summer Traffic 1975 2021 1915 2125 2362

Yearly Traffic 1617 1717 1671 1817 1995

Summer Traffic Forecast 2505 2592 2668 2735 2806 2870

High Traffic Forecast - Summer 2550 2696 2824 2947 3074 3188

Low Traffic Forecast - Summer 2466 2492 2533 2562 2594 2621

Summer enroute delay (all causes) 0.00 0.05 0.00 0.02 0.20

Yearly enroute delay (all causes) 0.00 0.03 0.00 0.01 0.12

0.0

0.1

0.2

0.3

0.4

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0.6

0.7

0.8

0.9

1.0

0

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LRBBACC - Traffic and en-route ATFM delays


Summer 2018 performance assessment

The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2017. During the measured period, the peak 1 hour demand was 158 flights and the peak 3 hour demand was 148.

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.

RP2 Capacity Profiles RP3 Indicative Capacity Profiles

ACC 2018

baseline

Profiles (hourly movements and % increase over previous year)

2019 2020 2021 2022 2023 2024

LRBB 183

H 199 9% 204 3% 215 5% 231 7% 241 4% 250 4%

Ref. 195 7% 197 1% 204 4% 208 2% 216 4% 222 3%

L 191 4% 191 0% 191 0% 196 3% 198 1% 198 0%

Open 185 1% 186 1% 189 2% 194 3% 197 2% 205 4%

C/R 190 4% 191 1% 193 1% 199 3% 201 1% 210 4%

C/R = current routes distribution

En-route ATFM delay breakdown

RP2 Reference Values

2019 2020 2021 2022 2023 2024

0.5 0.8 0.7 0.6 0.5 0.5

NETWORK

Annual

En-route ATFM delay breakdown

PRB proposal

RP3 Reference Values


Summer Capacity Plan

2019 2020 2021 2022 2023 2024

Free Route Airspace Stepped Implementation of FRA in

accordance with ConOps1

Airspace Management Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management

Improved ATFCM, including use of occupancy counts

Airspace

ATS route network and sectorisation improvements

eNM/ANSP Summer 2019 Measures

Traffic Re-distribution through LRBB in support of LOVV/EDUU/EDYY

Procedures

LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis

Staffing

Staff increased in line with capacity requirements2

Technical

Automated Support for Traffic Load (Density) Management (FCM06)

Automated Support for Traffic Complexity Assessment (FCM06)

New ATM System implementation –

phase 13 ATM System optimised functionalities

Capacity

Automated Support for Traffic Load (Density) Management (FCM06)

Automated Support for Traffic Complexity Assessment (FCM06)

Significant events

Max sectors 144 14 14 16 16 16

Planned Annual Capacity Increase 0%3,5 3.5%6 3%6 3%6 3%6 3%6

Reference profile Annual % Increase 7% 1% 4% 2% 4% 3%

Current Routes Profile % Increase 4% 1% 1% 1% 1% 4%

Difference Capacity Plan v. Reference Profile

-6.2% -4.1% -4.4% -3.4% -4.2% -4.1%

Difference Capacity Plan v. Current Routes Profile

-3.7% -1.0% 1.0% 1.0% 3.0% 1.4%

Annual Reference Value (min) 0.01 0.12 0.08 0.04 0.04 0.04

Summer reference value (min) 0.017 0.18 0.12 0.06 0.04 0.04

Additional information

1 ConOps agreed between the participating ANSPs as follows: - SEE FRA: from 7 Nov 2019 (LBSR CTA+LRBB CTA+LHCC CTA) - SEEN FRA: from 7 Nov 2019 (SEE FRA + BRA FRA) 2 significant acceleration of the workload of the ATCO personnel in the context of increased operational complexity; significant recruitment required to cope with the retirement outlook (approximately 75% of the en-route ATCOs expected to retire in the next ten years) 3 new ATM system implemented in Spring 2019; familiarisation period required; further details included in the Transition Plan for major projects in January 2019; current plans indicate the start of the transition in April 2019 4 14 sectors might be available for peak hours in case of relevance for improved traffic flows and complexity distribution 5 capacity could further increase in line with expected demand, provided that a traffic re-distribution through the Romanian airspace would allow the maximisation of the use of the north-eastern part of the airspace. This re-distribution of traffic must be achieved as from summer 2019 to address saturation in Bucharest, Budapest, Vienna, Karlsruhe and MUAC ACCs. 6 capacity for 2020 and beyond may be further increased in the context of annual capacity plan review process at the end of 2019. By then in fact the impact of some important improvements at network and ANSP level planned for summer 2019 will be assessed and more mature to determine operational capacity benefits. 7in the context of the current traffic evolution the Reference Value for Bucharest ACC does not take into account the increased traffic demand and complexity as these were fixed in 2014 in the context of RP2; the possibility for continuous yearly updates of the reference values for RP3 is welcome.

2020-2024: Indicative RP3 Reference Values


The charts below show the average opening of sectors planned for summer 2019. 14 sectors might be available

for peak hours in case of relevance for improved traffic flows and complexity distribution.

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Sectors available - Summer 2019 - WD

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Sectors available - Summer 2019 - WE

2017 2018 2019 2020 2021 2022 2023 2024

2019 Reference Capacity Profile2020-2024 Indicative Reference Capacity Profile

195 197 204 208 216 222

Capacity Profile - Current Routes 190 191 193 199 201 210

Capacity Profile - High 199 204 215 231 241 250

Capacity Profile - Low 191 191 191 196 198 198

Capacity Baseline 183 183

2019 - 2024 Plan 183 189 195 201 207 213

Capacity Profile - Shortest Routes (Open) 185 186 189 194 197 205

100

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160

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200

220

240

260

Cap

acit

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rofi

le (

mo

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ts p

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LRBBCTA - Reference capacity profile and alternative scenarios

2019-2024 Planning Period Outlook

South-western and Western parts of Bucharest ACC have reached the maximum capacity. On the other hand, the Northern-eastern part of Bucharest ACC is significantly under-utilised with traffic below the maximum capacity due to traffic flows distribution in the context of the Black Sea situation. Provided that a traffic re-distribution through the Romanian airspace would allow the maximisation of the use of the north-eastern part of the airspace, capacity could further increase in line with expected demand. This re-distribution of traffic must be achieved as from summer 2019 to address saturation in Bucharest, Budapest, Vienna, Karlsruhe and MUAC ACCs.

Overall, while addressing complexity of some parts of the airspace remains essential, the plan for Bucharest ACC, provides currently a positive contribution to network performance in the context of the current routes distribution.


3. Master Plan Level 3 Implementation Report conclusions

Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2018 applicable to Romania for all items that require corrective actions and improvements.

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: Not applicable Description of the planned action: Not applicable

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


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

ECAC States



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: The status of both AOP04.1 and AOP04.2 is late because Romania joined later the applicability area for these objectives (in 2011). The A-SMGCS Level 2 is currently under implementation at LROP. Description of the planned action: A-SMGCS control equipment installation was finalised, the system being authorized by CAA in November 2015 and accepted for operational use in December 2016. The surveillance component (SMR) of the A-SMGCS system has been operational since March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic strips component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra) system, the operational implementation date being correlated with the implementation date of the new ATM 2015+ system.


4. Implementation Projects

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

National projects

ATM System ROMATSA 2015+

Organisation(s): ROMATSA (RO) Type of project: National

Schedule: From: July 2013 To: April 2019 (Phase 1); April 2020 (Phase 2)

Status: In progress: development, delivery, installation, testing and the commissioning of ATM System ROMATSA 2015+ under contract with supplier company Indra. The system has already passed the FAT and SAT tests and now it is under supervision for operational and technical fine tuning. We estimate the system will be put into service in April 2019.

Description: Modernization/replacement of flight data processing systems (FDPS), radar data processing systems (RDPS) and human-machine interface (CWP/HMI).

Link and references

ATM MP links: L3: ATC07.1, ATC12.1, ATC15.1, ATC15.2, ATC17, FCM03, ITY-AGDL

Other links: -

Project included in RP2 Performance Plan:

Y Name/Code in RP2 Performance Plan:

ATM System ROMATSA 2015+

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: Improved flight safety for En-Route and Terminal Traffic by including new

functions.

Environment: New functions and modernization of existing ones allow route optimization

and reduction of CO2 emissions.

Capacity: Increased traffic capacity for En-Route and Terminal Traffic through

improved interoperability.

Cost-efficiency: Cost reductions through optimization of existing functions and inclusion of

new functions.

Operational efficiency: -


DATALINK CPDLC


Schedule: From: Jan. 2010 To: June 2019

Status: In progress: Ground communication systems are installed to comply with A/G data communication requirements, tested, validated and ready to be put in operation. Plans are in place to put into operation the communication infrastructure to handle AGDL services, according to the “Implementation Plan for DataLink services in FIR Bucharest”– edition 1.0, August 2018.

Description: Data Link CPDLC will reduce the workload on the VHF Voice spectrum and will facilitate the work of pilots and controllers by reducing voice communications. Note: ATM system capabilities included in the “ATM System ROMATSA 2015+”. Data Link communication services are subject to separate procurement.

Link and references

ATM MP links: L3: ITY-AGDL

Other links: -



Data Link Network

Project included in DP: N Name/Code in DP: -


Safety: Enhanced safety through delivery of standard and unambiguous messages,

communications back up.

Environment: -

Capacity: Increased capacity through reduction of voice congestion and increase in

controller efficiency.

Cost-efficiency: Increased capacity and sector controlling efficiency.



Contingency Room 2


Schedule: From: July 2012 To: December 2019

Status: Under operational tests

Description: Contingency Room 2 by agreement with the Ministry of National Defence (outside Bucharest location)

Link and references

ATM MP links: -

Other links: EC Regulation 1035/2011


N Name/Code in RP2 Performance Plan:

-



Safety: Improved safety.

Environment: -

Capacity: Seamless operation

Cost-efficiency: -


Extension of WIDE AREA MULTILATERATION national coverage


Schedule: From: Jan. 2014 To: June 2016

Status: Completed: Basic WAM accomplished by end 2012. Subsequent upgrades for the enhancement of the coverage were completed in June 2016.

Description: WAM System in Bucharest TMA (WAM ROM SUD)

Link and references

ATM MP links: -




Improvement of surveillance service using ADS-B solutions



Safety: Enhanced flight safety, provides anti-spoofing.

Environment: -

Capacity: Contribution to increased fight capacity.

Cost-efficiency: -


Implementation of level 2 A-SMGCS



Schedule: From: Oct. 2010 To: April 2019

Status: Partly completed: A-SMGCS control equipment installation was finalised, the system being authorized by CAA in November 2015 and accepted for operational use in December 2016. The surveillance component (SMR) of the A-SMGCS system has been operational since March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic strips component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra) system, the operational implementation date being correlated with the implementation date of the new ATM 2015+ system.

Description: Implementation of A-SMGCS at Otopeni TWR.

Link and references

ATM MP links: L3: AOP04.1, AOP04.2

Other links: * Romania joined the applicability area of the ESSIP objectives above at a later date.



A-SMGCS System TWR Otopeni



Safety: Increase the safety of aircraft operation on the airport movement area.

Increase TWR controllers situational awareness.

Environment: -

Capacity: Increase the operational capacity of the airport.

Cost-efficiency: -



ADS-B System


Schedule: From: Jan. 2011 To: End 2021

Status: Pilot Project under development.

Description: ADS-B System will provide increased traffic capacity and improved flight safety for En-Route traffic.

Link and references

ATM MP links: -




Improvement of surveillance service using ADS-B solutions



Safety: Safety improvement by automated instruments of alert, prevention and

quick intervention.

Environment: Reduction of block time and waiting time for departure.

Capacity: Improved planning, organizing and air traffic management coordination.

Cost-efficiency: Improved flight efficiency due to delays reduction in maneuvering area and

in departure/arrival planning sequence.



Mode S radar installation



Status: Completed: Note: Minimum requirements to comply with the schedule of ITY-SPI objective were completed end 2012 with the installation of the first batch of Mode S sensors. The project was finalized in 2016 with the Mode S upgrade of the existing radars.

Description: Replacement of MSSR sensors with Mode S sensors.

Link and references

ATM MP links: -




MSSR Mode S radar



Safety: Safety improvement by automated instruments of alert, prevention and

quick intervention.

Environment: Reduction of block time and waiting time for departure.

Capacity: Improved planning, organizing and air traffic management coordination.

Cost-efficiency: Cost-efficiency (lower maintenance costs comparing to the MSSR sensors).

Improved flight efficiency due to delays reduction in maneuvering area and in departure/arrival planning sequence.



Integrated AIM System


Schedule: From: Jan/2014 To: Dec/2020

Status: Feasibility study developed. Operational requirements and technical specifications developed. Call for tender launched.

Description: In progress: Implementation of the integrated Aeronautical Information Management System.

Link and references

ATM MP links: L3: INF07, ITY-ADQ

Other links: -



-



Safety: High Data integrity, consistency and quality.

Environment: -

Capacity: Increased capacity and efficiency through data integration. Service

improvement through digital AIM.

Cost-efficiency: Reduced demand for resources.

Operational efficiency: Increased interoperability through timely standardized and interoperable

digital data.

VCCS Replacement



Status: Completed

Description: Replacement of the actual system in order to meet Voice Over IP requirements (IP2 CTE-C9).

Link and references

ATM MP links: L3: COM11

Other links: -



VCSS Systems



Safety: Enhanced through improved back up, increased reliability.

Environment: -

Capacity: Enhanced capacity, flexibility and availability of the communications system.

Cost-efficiency: Reduction of OPEX


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


Schedule: From: March 2015 To: Sept. 2017

Status: Technically completed. Ongoing reporting to SDM until the completion of DP Implementation - CEF CALL 2014 No. EU-TM-0136-M (end of 2020) and final payment (due in 2021) - according to the Specific Grant Agreement (SGA) nr. INEA/CEF/TRAN/M2014/1037259

Description: The project was led by ROMATSA and it was included in the DP Implementation - Call CEF 2014 N. EU-TM-0136-M.

The scope of the project was:

· Upgrade Meteo service to provide reliable actual and forecast ICAO OPMET data in Weather Exchange Model (WXXM) format, wherever required across the ATM network. · Development and implementation of a high availability hardware and software solution with distributed database and web services capable to providing access to MET information using WXXM and compliant with the iSWIM data formats. · Demonstration and verification of the iSWIM implementation for MET information, using the standards and specifications defined in AF5 regarding the implementation of the new MET data model (FT5.4.1) for meteorological information exchange (S-AF5.4) and the information and exchange models and schemes of ICAO (IWXXM) and the EUROCONTROL/FAA (WXCM-WXXM-WXXS).

· The implementation covers the standard MET products for the worldwide/ECAC civil airports: METAR, TAF and SIGMET.

Link and references

ATM MP links: L3: INF08.1 L2: IS-0901-A, MET-0101

Other links: Regulation (EU) No 716/2014; Deployment Programme 2015: Family 5.4.1 - Upgrade/Implement Meteorological Information Exchange system/service

In accordance with PCP IR, the Project is contributing to the implementation of AF5- Initial System Wide Information Management/s-AF5.4 Meteorological information exchange. Although the implementation project does not deliver direct benefits for ATM stakeholders, it is necessary for the implementation of the ATM functionality AF5 (iSWIM), which is primarily an enabler for other ATM functionalities (AF1, AF3, AF4 and AF6) that deliver benefits in safety, capacity, cost-effectiveness and environment.



-

Project included in DP: Y Name/Code in DP: PILOT PLATFORM for access services to OPMET (worldwide/ECAC) data (METAR, TAF, SIGMET) in WXXM format / 134AF5



Safety: As an implementation enabler for iSWIM the project will contribute to an

acceleration of development of the information exchange services thereby

reducing the threshold for access to information.

Environment: As an implementation enabler for iSWIM the project will contribute to an



Capacity: As an implementation enabler for iSWIM the project will contribute to an



Cost-efficiency: As an implementation enabler for iSWIM the project will contribute to an



Operational efficiency: As an implementation enabler for iSWIM the project will contribute to an




FAB projects

FAB enlargement (DFAP2018/A7)

Organisation(s): BULATSA (BG), ROMATSA (RO) Type of project: FAB

Schedule: 2018-2022

Status: As a gateway to Europe, DANUBE FAB is in an ideal position to expand the influence of SES and is open for accession of neighbouring countries. It is a long-term strategy of DANUBE FAB to extend its geographical scope. Having commissioned a study analysing DANUBE FAB’s regional environment and investigating the compatibility of neighbouring third countries; The Republic of Moldova, Republic of Macedonia and Serbia were identified as possible candidates. The Republic of Macedonia presently hold observer status in DANUBE FAB and the Republic of Moldova has expressed interest to gain observer status.

Description: DANUBE FAB is in the position to expand the influence of SES and is open for accession of neighboring countries. It is a long term strategy of DANUBE FAB to extend its geographical scope.

Link and references

ATM MP links: -

Other links: N/A



-



Safety: N/A

Environment: N/A

Capacity: N/A

Cost-efficiency: N/A

Operational efficiency: N/A

Cooperation Activities: - Organise meetings at regional level

- Setup cooperation mechanisms with interested parties for FAB enlargement.


Free Route Airspace (DFAP2018/A49)



Status: DANUBE FAB has committed to implementing FAB-wide Free Route Airspace beyond night time operations by 2019. From 2013-2015, this activity has been supported by TEN-T funds, culminating in a large-scale Real-Time Simulation which was conducted in October and November 2015. The South-East Europe Night Free Route Airspace within Bulgaria, Hungary, and Romania (SEEN FRA) was implemented on 30 March 2017. SEEN FRA expanded in December 2018 to include Slovakian airspace (Bratislava CTA), concluding the second phase of FRA implementation for DANUBE FAB. The last step of FRA implementation in the DANUBE FAB airspace is the extension of SEEN FRA to daytime operations (SEE FRA). SEE FRA is scheduled for implementation in 2019 over Bulgaria, Hungary and Romania; Slovakia are to assess joining SEE FRA in the same period.

Description: Free Route Airspace (FRA) operations implementation in DANUBE FAB as a project includes, inter alia, actions for the definition of a common operational concept, common operating and training procedures and development of a safety case for FRA Operations within DANUBE FAB, to give assurance that provision of ATS in DANUBE FAB, after the implementation of FRA Operations, will remain at least as safe as today or will improve safety.

Link and references

ATM MP links: L3: AOM21.2, ITY-AGDL

Other links: -



FRA - DANUBE FAB



Safety: ++ The effect of FRA implementation on safety was determined according to

the DANUBE FAB FRA real time simulation and the related Safety Case. The

principal safety arguments revealed that FRA implementation in DANUBE

FAB will be acceptably safe

Environment: +++ The FRA implementation will contribute to the EU-wide environment target,

and the optimised use of the European airspace. The extension of Free

Route operations outside the night period by 2019 will generate cost savings

for Airspace Users in terms of distance flown, time taken and fuel consumed,

and will reduce the environmental impact, thus enabling full benefits and

contribution to the EU-wide environmental target.

Capacity: +++ The effect on capacity was determined during the DANUBE FAB FRA Real

Time Simulation in November 2015. Overall, although FRA implementation

led to increased complexity in some areas of the DANUBE FAB airspace, the

controller workload remains at acceptable levels, showing that FRA can be

achieved at no cost in capacity, complexity and controller workload.


Cost-efficiency: +++ The implementation of FRA will contribute towards the achievement of the

EU-wide cost-efficiency target, through maintaining the workload levels and

high throughput. This will make a further contribution towards the

optimised use of airspace.

Operational efficiency: ++ The application of the FRA concept within the DANUBE FAB Airspace will

contribute fully to the EU-wide target of en-route horizontal flight efficiency

and thus to the realization of the SES concept and the achievement of the

pan-European air traffic performance targets.

Cooperation Activities: - Prepare airspace design for free-route airspace (FRA)

- Implement extension of SEE FRA with the participation of other neighbouring

countries

- Implement extension of SEEN FRA to H24 (SEE FRA)

Inter-FAB Cooperation (DFAP2018/A9)


Schedule: Ongoing process

Status: Regarding the Inter-FAB Coordination Platform, DANUBE FAB has remained active by taking part in various fora in the IFCP framework regarding the inter-FAB Operations, Performance and Communication.

It is a priority for DANUBE FAB to build on inter-FAB cooperation in order to investigate new projects or extend existing projects regionally with neighbouring FABs.

Description: DANUBE FAB is committed to cooperating and coordinating with other FABs, particularly with its neighbouring FABs (BLUE MED FAB and FAB CE).

Link and references

ATM MP links: -

Other links: N/A



-



Safety: N/A

Environment: N/A

Capacity: N/A

Cost-efficiency: N/A

Operational efficiency: N/A

Cooperation Activities: - Inter-FAB coordination and cooperation

- Participation in Inter-FAB coordination platform meetings

- Support Inter-FAB cooperation activities

- Inter-FAB Status reporting


Technical Rationalisation and Infrastructure (DFAP/A38-A46)


Schedule: 2018-2022

Status: Building on the DANUBE FAB's Technical Working Group findings, DANUBE FAB maintains a number of high priority Technical Rationalisation and Infrastructure projects, namely: • Implementation of Voice Over Internet Protocol (VOIP) in ATM • Implementation of extended set of OLDI messages • Investigate the deployment of space-based ADS-B surveillance services in the DANUBE FAB airspace

Description: DANUBE FAB jointly plans its CNS infrastructure development and, where possible, conducts common procurements. The objective of this project is to further develop the cooperation in the technical domain by identifying opportunities to coordinate, rationalize and/or share technical infrastructure, thereby generating cost savings.

Link and references

ATM MP links: L3: ITY-SPI

Other links: ATM Master Plan: GSURV-0101



-



Safety: Unambiguous radar identification. Improved integrity of the radar data

using parameters from the aircraft. Improving the systems ensuring safety.

Environment: N/A

Capacity: Optimised capacity in the TMAs to ensure redundant coverage.

Cost-efficiency: To be determined.

Operational efficiency: To be determined.


Cooperation Activities: - Implementation of Voice Over Internet Protocol (VOIP) in ATM (ground-

ground) Develop safety assessment for the changes

o Test voice required connectivity and performance for inter-center

VoIP connections.

o System certification/authorisation for VoIP and acceptance of

change by NSA

o Put into service upgraded voice communication systems

- Implement Data Link Services above FL 285 (including CPDLC using VDL/2)

o Initiate activities for certification /authorisation of the new

ROMATSA ATM system implementing AGDL and acceptance of

change by the Romanian NSA

- Implement extended set of OLDI messages

o Sign LoA between Sofia ACC and Bucharest ACC

o Integrated test of LOF, NAN messages

o Operational use of LOF and NAN messages (ROMATSA: depending

on OPS acceptance for operational use in the New ATM System)

o Consider further extension of OLDI message set, unification of the

format needed for CFL ADEXP

- Investigate the deployment of space-based ADS-B surveillance services in

the DANUBE FAB airspace

o Identify criteria for Technical Assessment on space-based ADS-B

implementation within the DANUBE FAB airspace

o Develop Technical Assessment on space-based ADS-B

implementation within the DANUBE FAB airspace

o Governing bodies approval and decision on Space-based ADS-B

implementation in DANUBE FAB


Regional projects

OLDI interface and related functionalities upgrade

Organisation(s): BULATSA (BG), HungaroControl (HU), MOLDATSA (MD), ROMATSA (RO), SMATSA (RS), UkSATSE (UA)

Type of project: Regional

Schedule: The enhancement of the OLDI functionalities is an ongoing process

Status: Implementation of ground-ground automated co-ordination process is partly completed: the current ATM systems at Bucharest ACC, Constanta APP and Arad APP are capable of sending and receiving a complete set of basic OLDI messages (ABI, ACT, REV, MAC, PAC, LAM) and message exchange is implemented with neighbouring ACCs. The implementation of LOF and NAN messages is planned. Electronic Dialogue as Automated Assistance to Controller during Transfer is partly implemented, in operational use with Sofia and Budapest. Electronic Dialogue as Automated Assistance to Controller during Coordination is implemented and not yet in operational use. Operational use of Coordination dialogues is pending and depends on the agreement with neighbouring ACCs and availability of the functions in their ATC systems. The operational ATM system is FMTP capable and FMTP is implemented between Arad, Bucharest, Constanta systems and with adjacent countries (Belgrade, Budapest, Sofia, Chisinau ATM systems). FMTP coordination with Ukraine is pending, subject to the adjacent ANSP's similar capabilities.

Description: Bucharest ACC established OLDI links with the external/internal ATS units: - SOFIA ACC; - BEOGRADE ACC; - BUDAPESTACC; - CHISINAU ACC; - L’VIV ACC; - ODESSA ACC; - Arad APP; - Constanta APP.

Link and references

ATM MP links: L3: ATC17, ITY-FMTP

Other links: -



-



Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


Cooperation Activities: The OLDI interface and functionalities used are subject to individual agreements

among the participating organisations.


Radar Data Sharing



Schedule: The radar data sharing is an ongoing process.

Status: The process is ongoing.

Description: Radar data sharing is currently carried out based on bilateral agreements, with Bulgaria, Hungary, Serbia, Moldova, and Ukraine. ROMATSA receives radar data from Vitosha and Varbica MSSRs (Bulgaria), Puspokladany PSR/MSSR (Hungary), Kosevac MSSR (Serbia), Chisinau MSSR (Moldova), and Odessa MSSR (Ukraine) and sends data to Bulgaria from Buciumeni MSSR and Constanta MSSR, to Hungary from Manastur MSSR, to Moldova from Bacau MSSR, and to Ukraine from Constanta MSSR.

Link and references

ATM MP links: -

Other links: -



-



Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


Cooperation Activities: The radar data sharing process are subject to bilateral agreements among the

participating organisations.


Regional Communication Network

Organisation(s): Austrocontrol (AT), BULATSA (BG), DHMI (TR), HungaroControl (HU), Letové prevádzkové služby Slovenskej republiky, štátny podnik (SK), MOLDATSA (MD), ROMATSA (RO), SMATSA (RS), UkSATSE (UA)


Schedule: Ongoing

Status: AMHS connections activated with Sofia, Bratislava, Wien and Chisinau ACC Centres.

Description: Currently, the regional network covers Sofia, Varna, Budapest, Bratislava, Bucharest, Wien and Chisinau ACC centres. The joining of former Simferopol ACC/Istanbul ACC/Ankara ACC has been completed in 2007/2008. There is a tendency to improve the network with Beograd, L'viv, and Odessa ACCs.

A communications triangle between Bucharest-Sofia-Belgrade was established, allowing routing communications between the three ATC Control Centres (ACCs) with the purpose of providing a contingency solution. The possibility to establish backup connections and rerouting connections with other neighbouring centres, such as Budapest ACC, was also analysed.

Link and references

ATM MP links: L3: COM10, COM11

Other links: -



-



Safety: -

Environment: -

Capacity: -

Cost-efficiency: -


Cooperation Activities: -


Regional Route Network Developments



Schedule: Implementation of 4 ATS routes – planned for autumn 2019

Status: The process is ongoing.

Implementation of 4 ATS routes as follows: 2 ATS routes between Bucuresti FIR and Kyiv UIR and 2 ATS routes between Chisinău FIR, Bucuresti FIR and Sofia FIR. The aim of this project is to improve the ATS route network between Kyiv UIR/ Odessa FIR and Bucuresti FIR and between Bucuresti FIR, Chisinău FIR and Sofia FIR.

These implementations have been discussed and agreed between the above mentioned partners in the Route Network Development sub-goup (RNDSG) – EUROCONTROL and in Route Development Group in SE Region – ICAO. They consist in implementing of 4 new ATS routes (as it is above mentioned) and/ or changing the direction of some route segment (i.e from westbound to bidirectional) or changing the minimum flight level of a certain ATS route. Beside the expected air traffic flow improvement, this will optimize the flight profile for arrivals or departures to/ from some airports in the region.

Description: Further improvements of ATS network in South-East Europe have been addressed during the RNDSG, SEERM and RDGE meetings. The main objectives are to review the route network improvement proposals raised by States, IATA, IACA, ERA and EUROCONTROL. Within the context of these proposals, Romania is currently improving cooperation on regional route network development with all its neighbours, as follows: Bulgaria (BULATSA), Hungary (HungaroControl), Serbia (SMATSA), Ukraine (UkSATSE) and Moldova (MOLDATSA). This project could be modified taking into account that H24 FRA operations is planned to enter into operation in CTA Bucuresti in November 2019. In this is respect, depending on further analysis, the above mentioned number of ATS routes to be implemented to be modified.

Link and references

ATM MP links: -

Other links: -



-



Safety: Subject to individual assessment

Environment: Subject to individual assessment

Capacity: Subject to individual assessment

Cost-efficiency: Subject to individual assessment

Operational efficiency: Optimize the flight profile for arrivals or departures to/ from some airports

in the region

Cooperation Activities: Bilateral agreements (LoAs) with concerned ANSPs.


NewPENS Stakeholders contribution for the procurement and deployment of NewPENS

Organisation(s): ROMATSA (RO), BULATSA (BG), EUROCONTROL, ASP ANS CR (CZ), Croatia Control (HR); LPS SR

Type of project: Multi-stakeholder

Schedule: From: February 2016 To: December 2020

Status: Ongoing reporting to SDM until the completion of „SESAR Deployment Programme Implementation 2015 – Cluster 3/ 2015-EU-TM-0197-M” (end of 2020) and final payment (due in 2021). The project is led by EUROCONTROL. All tasks and associated milestones / deliverables have completed as planned initially and progress is as planned.

Description: The project aims at procuring and deploying, in cooperation with ANSPs, Airports, Airlines, MET Providers and Military, the New Pan-European Network Services (PENS) network, an IP services based Ground-Ground network that will replace the current PENS to support all SWIM Information Exchanges - and in particular the IOP Flight Object, as well as other Information Exchanges in order to become the unique international ATM network in the ICAO EUR/NAT Region. This project aims at achieving the availability of NewPENS and the migration from the current users’ position (current PENS users or existing other arrangements) to NewPENS before the current PENS contract terminates.

Link and references

ATM MP links: L3: COM12

L2: CTE-CO6b-PENS-Phase 2 (SESAR Release 5)

Other links: Regulation (EU) No 716/2014;

Deployment Programme 2017: Family 5.1.2.- NewPENS: New Pan-European Network Service; Sub-AF 5.1. Common Infrastructure Components. Family 5.1.2 is the Family dealing with New PENS implementation replacing 5.1.1 (PENS1) as from end 2019 after a transition period. PENS is a prerequisite for exchanging Flight Object (FO) as required by the PCP. The Operational Stakeholders may use PENS for information exchanges related to aeronautical information, meteorological information, cooperative network information and flight information (Families 5.3.1, 5.4.1, 5.5.1, 5.6.1). PENS shall be able to manage ATM VoIP communications proposed as an enabler in Family 3.1.4.



-

Project included in DP: Y Name/Code in DP: NewPENS Stakeholders contribution for the procurement and deployment of NewPENS


Safety: -

Environment: -

Capacity: -

Cost-efficiency: Significant cost savings for the international communications of all

connected stakeholders compared to:

- Keeping the inter-stakeholder connections separate from the network.

- Continuing to run all international communications on bilateral

international links.


Security: NewPENS will further enhance security protection, detection and

remediation capabilities with respect to PENS. It shall be compliant with the

Security levels requested by the applications it will support. Security will be

handled on multiple levels: technical, processes and people.


SWIM Common PKI and policies & procedures for establishing a Trust framework

Organisation(s): ROMATSA (RO), BULATSA (BG), EUROCONTROL, Air France, ANS Finland (FI), Austrocontrol (AT), Belgocontrol (BE), BHANSA (BA), CPH, DFS (DE), DSNA (FR), ENAV (IT), FABCE Ltd., French MoD, Groupe ADP (FR), HungaroControl (HU), LFV (SE), LVNL - Luchtverkeersleiding Nederland (NL), LPS SR, Lufthansa, MAN, NATS En-Route (UK), NAV (PT), Naviair (DK), ORO NAVIGACIJA (LT), PANSA (PL), Ryanair, SMATSA (BA), Slovenia Control (SI), Spanish Air Force


Schedule: From: November 2018 To: December 2021

Status: The project has been kicked off on November 12th, 2018. Ongoing reporting to SDM until the completion of „SESAR Deployment Programme Implementation – 2017 / 2017-EU-TM-0076-M” (end of 2021) and final payment (due in 2023). The project is led by EUROCONTROL.

Description: The main objective of the Implementing Project (IP) is to develop and deploy a common framework for both integrating local PKI deployments in an interoperable manner as well as providing interoperable digital certificates to the users of SWIM. The resulting PKI and its associated trust framework, which will be part of the cyber security infrastructure of aviation systems, are required to sign, emit and maintain digital certificates and revocation lists as required in the family 5.1.4. The digital certificates will allow user authentication and encryption/decryption when and where needed in order to ensure that information can be securely transferred.

Link and references

ATM MP links: L3: INF08.1 L2: IS-0901-A

Other links: Regulation (EU) No 716/2014;

Deployment Programme 2017: Family 5.1.4 - Common SWIM PKI and cyber security; Sub-AF 5.1. Common Infrastructure Components.

Families 5.1.4 and 5.2.3 are prerequisites for the full secure implementation of Families 5.2.2, 5.3.1, 5.4.1, 5.5.1, 5.6.1 and 5.6.2 even if their implementation has already started with some current draft, mature enough, material provided by SESAR 1 and the NM.



-

Project included in DP: Y Name/Code in DP2018: SWIM Common PKI and policies & procedures for establishing a Trust framework


Safety: -

Environment: -

Capacity: -

Cost-efficiency: The buy-in of a solution by many aviation stakeholders that will facilitate its

future deployment and the performance/credibility/integrity of the solution

as the rules to operate the solution and to use certificates appropriately will

be known and accepted by a significant number of users.



Security: Improving the security of the exchange if information that should reduce the likelihood to get some disruption of services mainly due to corruption of information.

Facilitating and accelerating the provision and use of SWIM services by providing a solution that increases the security of the services.

Facilitating and accelerating the use of certificates to secure the exchange

of information other than SWIM services.

Synchronized Performance Based Navigation Implementation Cohesion Europe/2015-EU-TM-266-W

Organisation(s): ROMATSA (RO), RCAA (RO), EUROCONTROL, LPS SR, DCAA, NAV (PT), TAP, SATA, RAA, RAS, BlueAir

Type of project: Pan-European

Schedule: From: February 2016 To: December 2020

Status: Ongoing: ROMATSA is responsible for two activities: 6.1 – Procedure Design and Implementation (30% completed) and 6.3 – DME Coverage Improvement in Bucharest Flight Information Area (25% completed)

Description: The project was initiated by EUROCONTROL under CEF CALL 2015 and it aims for PBN deployment in 4 countries: Cyprus, Romania, Slovakia and Portugal. Under activity 6, PBN deployment in Romania, the beneficiaries are ROMATSA, Romanian Civil Aviation Authority and the airports represented by the Romanian Airports Association ROMATSA is responsible for the design and implementation of PBN procedures at 16 airports in Romania and the deployment of additional navigation infrastructure to support PBN operations (SIDs and STARs) in the Romanian TMAs (12 DME systems).

Link and references

ATM MP links: -

Other links: Commission Implementing Regulation (EU) No 716/2014 (AF 1 – Extended AMAN and PBN in high-density TMA, Sub - AF 1.2 Enhanced Terminal Airspace using RNP based operations) covers the implementation of PBN procedures at 25 airports. This action extends the scope of AF 1 to bring the same benefits to airports in Romania. Commission Implementing Regulation (EU) 1048/2018 laying down airspace usage requirements and operating procedures concerning performance-based navigation, applicable from December 3rd 2020.



-



Safety: DME/DME provide a critical contingency to GNSS outages in the vicinity of

airports. PBN procedures allow for safer operations in the vicinity airports

with improved predictability of arrival/departure routes.

Environment: PBN improves the precision of approach trajectory reducing fuel

consumption, with a positive environmental impact.

Capacity: Improved terminal capacity by de-conflict between arrival and departures.

Overall optimization of airspace.

Cost-efficiency: DMEs are less expensive to operate than conventional navigation aids.

Operational efficiency: Improved flight efficiency by designing optimized routes and continuous

descent profiles. Stabilized and predictable RNP AR result in less ATC and

pilot workload.


eGAFOR

Organisation(s): ROMATSA (RO), Croatia Control Ltd, ARSO, BHANSA (BA), SMATSA (BA), OMSZ, SHMU, IBL



Status: Ongoing until the completion of Action number 2016-EU-TMC-0075-S. The coordinator of the Action is Croatia Control Ltd (CCL).

Description: Meteorological (MET) support for low level flights (LLF) below FL150 (15,000 feet) is very fragmented and inconsistent in Europe, although LLF is the most safety-critical part of aviation. The Action which is based on cooperation between MET Service Providers (METSP) in Central and Southeast Europe aims to provide LLF users with an eGAFOR (electronic General Aviation Forecast), a consolidated and harmonized MET service for flights planned over several countries. The countries covered by the Action are Bosnia and Herzegovina, Croatia, Hungary, Montenegro, Romania, Serbia, Slovakia and Slovenia. The new system will increase safety and efficiency in the lower air space of the concerned countries and will be free for the end-users .

Link and references

ATM MP links: -

Other links: -



-



Safety: A uniform graphical forecast of meteorological phenomena hazardous for

aviation on the general aviation route network that will be available to users

through this website upon completion of the Project.

Environment: -

Capacity: A uniform graphical forecast of meteorological phenomena hazardous for



Cost-efficiency: A uniform graphical forecast of meteorological phenomena hazardous for



Operational efficiency: A uniform graphical forecast of meteorological phenomena hazardous for



Security: A uniform graphical forecast of meteorological phenomena hazardous for




5. Cooperation activities

FAB Co-ordination

The DANUBE FAB is currently under phase 4 – FAB Implementation phase. The State Agreement on the establishment of the DANUBE FAB between the Republic of Bulgaria and Romania was signed in December 2011 and was ratified by both governments in 2012. The Agreement entered into force on 16 November 2012, thus ensuring the legal basis for the FAB ahead of the SES deadline.

DANUBE FAB project phases

The DANUBE FAB State Agreement provides the overarching legal framework for the governance of the FAB. The core bodies are:

Governing Council: provides oversight and approval of key FAB documentation (annual plans, safety policy, airspace policy, performance plans etc).

NSA Board: provides a formal coordination and an interface between the NSAs involved in supervisory tasks at DANUBE FAB level.

ANSP Board: oversees implementation of the FAB at the ANSP level via the ANSP agreement.

Airspace Policy Body: responsible for enhancing the joint civil-military coordination process and for the flexible use of airspace application within the cross-border airspace.


DANUBE FAB Governance Structure

The ANSP Board is supported in the implementation of the FAB through its working arrangements, including specialised Standing Committees or other supporting bodies established in accordance with their respective Rules of Procedures.

The ANSP Board is supported by the Strategy and Planning Standing Committee (SAPSC), which is composed of ANSP experts for all DANUBE FAB cooperation domains. In turn, SAPSC is supported by the Operations Standing Committee (OSC) which carries out work in the areas of operations, by the Technical working group and the Training Board, as well as by the Safety, Quality, Environment and Security Standing Committee (SQSESC).

DANUBE FAB ANSP Working Structure

The Administrative Cell supports the SAPSC and is guided in its work by a set of overarching documents including the Project Management Plan (including the Communications Plan and Quality Management Plan) as well as the DANUBE FAB State Agreement and the ANSP Cooperation Agreement.


5.1.1. Work structure

The DANUBE FAB governance structure represents the roles and responsibilities of the involved parties. However, in order to ensure effective project management, it is essential that the governance structure is complemented by a clear work structure.

DANUBE FAB Work Structure

5.1.2. Strategy & Planning

In order to meet its objective, DANUBE FAB has developed the Strategic Program, which provides a high level overview of how and when the strategic objectives are to be achieved. The Strategic Objectives are focussed on the Key Performance Areas of the RP2 Performance Plan and support elements, to ensure the continued evolution of the DANUBE FAB.

5.1.2.1. Achievements for 2018

DANUBE FAB has progressed in several key areas during 2018. As well as retaining a core focus on airspace projects within the FAB framework, DANUBE FAB has been looking further afield towards cooperation initiatives with other FABs and State partners. An overview of some high priority initiatives is given below.

5.1.2.1.1. Free Route Airspace

The Free Route concept implementation in the airspace of DANUBE FAB is divided into three major phases:

Phase I – Implementation of night Free Route operations within national boundaries (implemented in November 2013 - 6 months ahead of schedule);

Phase II – Implementation of night Free Route operations at DANUBE FAB level (implemented in March 2017); and

Phase III – Extension to full 24-hour Free Route operations at DANUBE FAB level (planned for 2019).

Major airspace changes in 2015, implemented by DANUBE FAB partners to improve traffic flows, have necessitated a re-evaluation of the timescales and of the geographical scope for Phase II of the project. Thus, South East Europe Night Free Route Airspace within Bulgaria, Hungary, and Romania (SEEN FRA) project has been implemented on 30 March 2017. On 6th December 2018 SEEN FRA expanded towards Slovakia.

Following discussions held with Slovakia, it was agreed that the last step of FRA (H24 Free Routes) will be implemented on 7th November 2019 comprising the airspace of Budapest, București and Sofia CTAs with night FRA operations in Bratislava CTA.


5.1.2.1.2. Inter-FAB cooperation

DANUBE FAB is committed to cooperating and coordinating with other FABs following the signing of ANSP level cooperation agreements with neighboring FABs.

Since the formal establishment of the Inter-FAB Cooperation Platform (IFCP), FABs meet regularly to discuss topics of common interest, as follows:

2nd Inter-FAB Communications Workshop held on 18-19 January 2018, Warsaw;

1st Inter-FAB Performance Worksop on 30 January -1 February 2018, Sofia;

Research Workshop “Volatility in Air Traffic and its impact on ATM Performance”, hosted by FABEC and Baltic FAB, 15-16 May 2018, Warsaw;

2nd Inter-FAB Performance workshop held on 17th May 2018, Warsaw;

Point of Contact Meeting hosted by FABCE on 20/21 September 2018, Sibenik, Croatia;

3rd Inter-FAB Communications workshop on 6/7 September 2018, Vienna.

DANUBE FAB attended, alongside the other FABs, the above-mentioned meetings, thus demonstrating its commitment to cooperate with the respective FABs.

5.1.2.1.3. FAB Enlargement

As a gateway to Europe, DANUBE FAB is in an ideal position to expand the influence of SES and is open for accession of neighboring countries. It is a long-term strategy of DANUBE FAB to extend its geographical scope. Therefore, in August 2016 DANUBE FAB has commissioned a pre-feasibility study for FAB enlargement with the aim to further analyse DANUBE FAB’s regional environment and to investigate the compatibility of neighboring countries with DANUBE FAB.

Following the recommendations of the DANUBE FAB Enlargement Pre-Feasibility Study delivered in spring 2017, DANUBE FAB further elaborated on potential areas of cooperation with neighboring countries. Thus, DANUBE FAB met in the recent past, at the level of air navigation services providers, with Macedonia and Serbia. More meetings are foreseen for the future.

5.1.2.2. Future plans

According to the DANUBE FAB Annual Plan, the High Priority Projects represent major tasks or activities to be undertaken or implemented within the DANUBE FAB. These Priority Projects aim to ensure the focus is on significant projects within DANUBE FAB, and therefore represent the areas where persistant work is necessary in order to ensure the FAB meets EU requirements or to ensure the evolution of the FAB.

These projects are:

5.1.2.2.1. Free Route Airspace

The last step of FRA implementation in the DANUBE FAB airspace is to gradually deploy 24-hour cross-border FRA by the end of 2019, becoming SEE FRA. The extension of FRA to daytime 24-hour operations depends on several factors, including airspace redesign, air traffic management systems upgrades and seamless integration of new technology.

5.1.2.2.2. Technical Rationalisation and Infrastructure

DANUBE FAB jointly plans its CNS infrastructure development and, where possible, conducts common procurement. The objective of this project is to further develop the cooperation in the technical domain by identifying opportunities to coordinate, rationalize and/or share technical infrastructure, thereby generating cost savings.


Building on the DANUBE FAB's Technical Working Group meetings and findings in 2018, as well as the DANUBE FAB workshop on the synchronized implementation of Commission Implementing Regulation (EU) 2017/373 hosted by BULATSA on 1-3 October 2018 in Sofia, there are new initiatives to develop and explore in this domain. The projects, presented below, are those with the highest priority, namely:

- Implementation of Voice Over Internet Protocol (VOIP) in ATM;

- Implementation of an extended set of OLDI messages.

- Investigate the deployment of space-based ADS-B surveillance services in the DANUBE FAB airspace.

5.1.2.2.3. FAB Enlargement

DANUBE FAB is in the position to expand the influence of SES and is open for accession of neighboring countries. It is a long term strategy of DANUBE FAB to extend its geographical scope. Since the first step for this hight priority project was achieved, by analysing the FAB’s regional environment and investigating the compatibility of neighbouring third countries, the DANUBE FAB governance decided to further make clear steps towards setting cooperation mechanisms with interested parties for FAB enlargement.

5.1.2.2.4. Inter-FAB Coordination

It is a priority for DANUBE FAB to build on inter-FAB cooperation in order to investigate new projects or extend existing projects regionally with neighboring FABs and its European and internaitonal partners.

DANUBE FAB is committed to cooperating and coordinating with other FABs, particularly with its neighboring FABs (BLUE MED FAB and FAB CE) and especially in the framework of the IFCP.

For more details, please visit the DANUBE FAB website: http://www.danubefab.eu/.

Regional cooperation

Regional cooperation initiatives

Gate One

The DANUBE FAB ANSPs are signing parties of the Gate One cooperation agreement on the creation of the regional ANSP platform of Central and Eastern Europe which was established by the designated 13 ANSPs covering 3 existing FABs (Baltic FAB, DANUBE FAB and FAB CE) and 2 non-EU FIRs (Belgrade and Skopje). Through an enhanced cooperation the Gate One service providers are ensuring more powerful and coordinated positions, voice and role of the countries of the region in the European decision-making processes.

During 2018, Gate One members met at Coordination Committee level (Bratislava, 19 April 2018) and subsequently at CEO Committee level (Budapest, 11 May 2018) and adopted a number of common statements, as follows:

- Gate One position on CANSO Strategy;

- Gate One views on the EU Airspace Architecture Study (AAS);

- Gate One Recommendations to the Airspace Architecture Study (AAS).

InterFAB Coordination Platform

In October 2015 Terms of Reference between all nine FABs in Europe were established, forming a unique platform that brings together political, regulatory and service provision representatives. The platform aims to improve FAB performance through wide ranging cooperation and coordination and provides a place to share lessons learned about successful FAB projects, giving ideas for collective areas of development.

http://www.danubefab.eu/


6. Implementation Objectives Progress

State View

Overall Objective Implementation

Progress distribution for applicable Implementation Objectives

Note: There are no missing data or undefined Implementation Objectives.

The Implementation of Ground-based Safety Nets (ATC02.8) is late: ground systems have been upgraded to support the DAIW and MSAW functions that are ready for operational use. Ground-based safety tool systems and associated procedures supporting the APM function are planned to be implemented in the new ATM System (ROMATSA ATM 2015+).

Implementation of Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (ATC17) is ongoing - partly implemented, in operational use. Electronic Dialogue as Automated Assistance to Controller during Coordination is implemented and not yet in operational use. Operational use of Coordination dialogue is pending and depends on the agreement with neighboring ACCs and availability of the functions in their ATC systems.

Romania developed the eTOD national implementation framework (INF07) in order to identify the responsibilities regarding the collection, maintenance and provision of eTOD according to the ICAO Annex 15 requirements. However, taking into account the differences sent to ICAO, Romania is not able to ensure the availability of eTOD until November 2020.

Lines of action associated to the objective ITY-ADQ (Ensure quality of aeronautical data and aeronautical information) will be implemented in accordance with the provisions of Regulation 73/2010, in the context of the implementation of an Integrated AIM System.

Ground communication systems are installed to comply with A/G data communication requirements, tested, validated and ready to be put in operation. Plans are in place to put into operation the communication infrastructure to handle AGDL services. Detailed requirements for AGDL services have been included in the new ATM system Functional Specifications. Budgeted plans are in place to implement AGDL services in compliance to the Commission Implementing Regulation (EU) No 310/2015 amending Regulation (EU) No 29/2009, according to the “Implementation Plan for DataLink services in FIR Bucharest”– edition 1.0, August 2018.


The status of both AOP04.1 and AOP04.2 is late because Romania joined later the applicability area for these objectives (in 2011). The A-SMGCS Level 2 is currently under implementation at LROP. A-SMGCS control equipment installation was finalised, the system being authorized by CAA in November 2015 and accepted for operational use in December 2016. The surveillance component (SMR) of the A-SMGCS system has been operational since March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic strips component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra) system, the operational implementation date being correlated with the implementation date of the new ATM 2015+ system.

CDO (ENV01 - Continuous Descent Operations) is ongoing, applied to the tactical phase; further study on publishing CDA procedures is under development. CDA approach is authorized on pilots' request.

The applicable measures contained in the European Action Plan for the Prevention of Runway Excursion (SAF11) are partially implemented. Related actions are in progress to implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions that have not been yet implemented.


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

100%

AOM19.1 (PCP) ASM Support Tools to Support AFUA 70%

AOM19.2 (PCP) ASM Management of Real-Time Airspace Data 0%

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

55%

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

0%

FCM01 Enhanced Tactical Flow Management Services 100%

FCM03 Collaborative Flight Planning 100%

FCM04.1 STAM Phase 1

n/a

FCM04.2 (PCP) STAM Phase 2 0%

FCM05 (PCP) Interactive Rolling NOP 0%

FCM06 (PCP) Traffic Complexity Assessment 0%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing

n/a

AOM21.2 (PCP) Free Route Airspace 100%

ATC02.2 STCA En-Route 100%

ATC02.8 Ground-Based Safety Nets 90%

ATC02.9 Enhanced STCA for TMAs

n/a

ATC07.1 AMAN Tools and Procedures

LROP - Bucharest Airport 0%

ATC12.1 Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring

90%

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

0%

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

0%

ATC16 ACAS II Compliant with TCAS II Change 7.1 100%

ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

90%

ATC18 Multi Sector Planning En-route - 1P2T Local objective 100%

ENV01 Continuous Descent Operations


ENV03 Continuous Climb Operations Local objective

LRAR - ARAD/ARAD 70%

LRBS - BUCURESTI/BANEASA-AUREL VLAICU 70%

LRCL - CLUJ NAPOCA/CLUJ NAPOCA 70%


LRSB - SIBIU/SIBIU 70%

LRTM - TARGU MURES/VIDRASAU 70%

LRTR - TIMISOARA/TRAIAN VUIA 70%

ITY-COTR Ground-Ground Automated Co-ordination Processes

91%

NAV03.1 RNAV 1 in TMA Operations 88%

NAV03.2 (PCP) RNP 1 in TMA Operations

n/a

NAV10 APV procedures 59%

NAV12 Optimised Low-Level IFR Routes in TMA for Rotorcraft

Local objective

n/a



<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOP04.1 A-SMGCS Level 1


AOP04.2 A-SMGCS Level 2


AOP05 Airport CDM

LROP - Bucharest Airport (Outside Applicability Area) n/a

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

LROP - Bucharest Airport n/a

ENV02 Collaborative Environmental Management Local objective


SAF11 Improve Runway Safety by Preventing Runway Excursions

88%



<15 15 16 17 18 19 20 21 22 23 24 ≥25

COM10 Migrate from AFTN to AMHS 100%

COM11 Voice over Internet Protocol (VoIP) 78%

COM12 (PCP) NewPENS 0%

FCM08 (PCP) Extended Flight Plan 0%

INF07 Electronic Terrain and Obstacle Data (eTOD) 80%

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

0%

ITY-ACID Aircraft Identification 83%

ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical Information

62%

ITY-AGDL Initial ATC Air-Ground Data Link Services 67%

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

92%

ITY-FMTP Common Flight Message Transfer Protocol 100%

ITY-SPI Surveillance Performance and Interoperability 100%


ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 and 1 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 2016 = Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

B0-APTA Optimization of Approach Procedures including vertical guidance

100%

59%

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

100%

76%

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

100%

91%

B0-DATM Service Improvement through Digital Aeronautical Information Management

100%

62%

B0-ACAS ACAS Improvements 100%

B0-SNET Increased Effectiveness of Ground-Based Safety Nets

100%

95%

B0-ACDM Improved Airport Operations through

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

100%

0%

B0-FRTO Improved Operations through Enhanced En-Route Trajectories

100%

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

100%

B0-ASUR Initial capability for ground surveillance 100%

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

100%

47%

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

100%

67%


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

100% Completed

-

Rules and procedures are in place including facility for OAT transit. 31/12/2014

REG (By:12/2018)

Mil. Authority

Rules and procedures are in place including facility for OAT transit.

- 100% Completed

31/12/2012

RCAA Rules and procedures are in place including facility for OAT transit.

- 100% Completed

31/12/2011

ASP (By:12/2018)

Mil. Authority

Procedures are in place. A procedures revision was performed in 2013. ATCOs were trained for applicable procedures for OAT-IFR transit. The procedures are to be validated within Eurocontrol EURO OAT exercise to confirm and correlate cross-border procedures for Euro OATTS.

- 100%

Completed

31/12/2013

ROMATSA

ATS procedures are in place to ensure GAT/OAT interface. Procedures for handling OAT-IFR are applicable. A procedures revision was performed in 2013.

- 100%

Completed

31/12/2013

MIL (By:12/2018)

Mil. Authority

The new edition of GAT/OAT procedures are in place. MIL ATC personnel have been qualified to provide ATS to OAT-IFR flights in accordance with national regulations. A validation exercise to confirm the EUROAT routes was performed in 2016. The exercise harmonized military rules for OAT IFR and created conditions to complete the objective.

- 100%

Completed

31/12/2014


AOM19.1

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

70% Late

-

- 31/12/2019

ASP (By:12/2018)

ROMATSA

ASM system support implemented (LARA). AUP/UUP is daily sent to CADF NM Eurocontrol via CIAM. A process of planning and allocation is in place. Requested KPIs are currently reported.

- 70%

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

0% Planned

-

Connecting LARA to the new ATM ROMATSA System is planned. Procedures for real-time ASM level III for NM, Military, AMC, ATC in place for current systems. Updated or new procedures will be developed in accordance with new systems.

31/12/2021

ASP (By:12/2021)

ROMATSA

Connecting LARA to the new ATM ROMATSA System is planned. Procedures for real-time ASM level III for NM, Military, AMC, ATC in place for current systems. Updated or new procedures will be developed in accordance with new systems.

- 0%

Planned

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

55% Ongoing

-

- 31/12/2021

ASP (By:12/2021)

ROMATSA

AUP/UUP (Airspace Use Plan / Updated Airspace Use Plan) is daily sent to CADF NM Eurocontrol via CIAM. The pre-operational B2B certificate for LARA interface to manage AUP/UUP in relation to NM Eurocontrol tested, not yet validated.

- 55%

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

0% Not yet planned

-

ROMATSA has not yet defined a project management/implementation plan for this objective but has the intention to implement it in the next years.

-

ASP (By:12/2021)

ROMATSA ROMATSA has not yet defined a project management/implementation plan for this objective but has the intention to implement it in the next years.

- 0% Not yet planned

-


AOM21.2

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

100% Completed

-

Night FRA within FIR Bucuresti was implemented in November 2013. As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR (N-FRAB) has been implemented starting from the 20th of August 2015. Following the coordination process between ROMASTA, BULATSA and HUNGAROCONTROL, in order to extend the Night FRA operations between Hungary, Romania and Bulgaria SEEN-FRA (South East European Night Free Route) was implemented on 30th of March 2017. As a further step in optimizing flight operations in a large volume of airspace, the night cross-border FRA operations within the airspaces of Bucuresti CTA, Sofia CTA and Budapest FIR expanded towards Bratislava CTA on 6th December 2018.

31/12/2017

ASP (By:12/2021)

ROMATSA

Night FRA within FIR Bucuresti was implemented in November 2013. As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR (N-FRAB) has been implemented starting from the 20th of August 2015. Following the coordination process between ROMASTA, BULATSA and HUNGAROCONTROL, in order to extend the Night FRA operations between Hungary, Romania and Bulgaria SEEN-FRA (South East European Night Free Route) was implemented on 30th of March 2017. As a further step in optimizing flight operations in a large volume of airspace, the night cross-border FRA operations within the airspaces of Bucuresti CTA, Sofia CTA and Budapest FIR expanded towards Bratislava CTA on 6th December 2018

Free Route Airspace

100%

Completed

31/12/2017

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

86% Late

LROP - Bucharest Airport

The A-SMGCS is currently under implementation. 30/06/2019

REG (By:12/2010)

RCAA All lines of action are currently under implementation. - 70% Late

30/06/2019

ASP (By:12/2011)

ROMATSA All lines of action are currently under implementation. Implementation of level 2 A-SMGCS

92% Late

30/04/2019

APO (By:12/2010)

BUCHAREST Apt. Administration

All lines of action were implemented. - 100%

Completed

31/12/2016


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

79% Late


The A-SMGCS Level 2 is currently under implementation. 30/06/2019

ASP (By:12/2017)

ROMATSA

A-SMGCS control equipment installation was finalised, the system being authorized by CAA in November 2015 and accepted for operational use in December 2016. The surveillance component (SMR) of the A-SMGCS system has been operational since March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic strips component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra) system, the operational implementation date being correlated with the implementation date of the new ATM 2015+ system. Operational procedures to be implemented in 2019.

Implementation of level 2 A-SMGCS

92%

Late

30/04/2019

APO (By:12/2017)


The system implemented is Level 2 by design in cooperation with ROMATSA. Working positions for Apt. Administration will provide required control functions. The system is not yet in operational use.

- 40%

Late

30/06/2019

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

% Not

Applicable

LROP - Bucharest Airport (Outside Applicability Area)

Romania is not in the applicability area of the objective. -

ASP (By:12/2016)

ROMATSA Not in the applicability area. - % Not

Applicable

-

APO (By:12/2016)


Not applicable - %

Not Applicable

-

AOP10 Time-Based Separation Timescales: - not applicable -

% Not

Applicable



REG (By:12/2023)

ASP (By:12/2023)


AOP11

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

0% Planned


The Airport Administration is in the process of defining a plan for the implementation of this objectives. ROMATSA is awaiting for the Airport Operators to set up the Airport Operational Plan in order to provide the required information to the AOP under ROMATSA responsibility.

31/12/2021

ASP (By:12/2021)

ROMATSA

ROMATSA is awaiting for the Airport Operators to set up the Airport Operational Plan in order to provide the required information to the AOP under ROMATSA responsibility.

- 0%

Planned

31/12/2021

APO (By:12/2021)


The Airport Administration is in the process of defining a plan for the implementation of this objective.

- 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: - not applicable -

% Not

Applicable



ASP (By:12/2020)

APO (By:12/2020)

AOP13

Automated Assistance to Controller for Surface Movement Planning and Routing Timescales: - not applicable -

% Not

Applicable



REG (By:12/2023)

ASP (By:12/2023)

ROMATSA Romania is not in the applicability area of the objective. - % Not

Applicable

-


ATC02.8

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

90% Late

-

Ground systems have been upgraded to support the DAIW function. DAIW function ready for operational use. Ground systems have been upgraded to support the MSAW function. MSAW function ready for operational use. Ground-based safety tool systems and associated procedures supporting the APM function planned to be implemented in the future version of the Romanian ATM System (ROMATSA ATM 2015+). APM function has been tested, but not yet validated and in operational use.

30/04/2019

ASP (By:12/2016)

ROMATSA

Ground systems have been upgraded to support the DAIW function. DAIW function ready for operational use. Ground systems have been upgraded to support the MSAW function. MSAW function ready for operational use. Ground-based safety tool systems and associated procedures supporting the APM function planned to be implemented in the future version of the Romanian ATM System (ROMATSA ATM 2015+). APM function has been tested, but not yet validated and in operational use.

- 90%

Late

30/04/2019

ATC02.9

Enhanced Short Term Conflict Alert (STCA) for TMAs (Outside Applicability Area) Timescales: - not applicable -

% Not

Applicable

-

Taking into consideration the complexity of TMAs in FIR Bucuresti, we consider this objective not applicable at this moment.

-

ASP (By:12/2020)

ROMATSA Taking into consideration the complexity of TMAs in FIR Bucuresti, we consider this objective not applicable at this moment.

- % Not

Applicable

-


ATC07.1

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

0% Not yet planned


The AMAN sequencing for Bucharest airport is not mandatory as Otopeni Airport is not in the list of PCP airports and currently there is no operational needs for sequencing of arrival traffic. It might be considered as future upgrade if the growth of arrival traffic will justify the investment.

-

ASP (By:12/2019)

ROMATSA


ATM System ROMATSA

2015+

0%

Not yet planned

-

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

90% Ongoing

-

Most of the functions (detection conflicts and risks functions, as well as conformance monitoring function) are already implemented, documented and in operational use in the actual ATM system. The rest (resolution support information - e/g conflict probe and passive conflict resolution advisor, as well as VERA function) are installed, tested, validated and ready for operational use in the future version of the Romanian ATM System (ROMATSA ATM 2015+).

30/04/2019

ASP (By:12/2021)

ROMATSA

Most of the functions (detection conflicts and risks functions, as well as conformance monitoring function) are already implemented, documented and in operational use in the actual ATM system. The rest (resolution support information - e/g conflict probe and passive conflict resolution advisor, as well as VERA function) are installed, tested, validated and ready for operational use in the future version of the Romanian ATM System (ROMATSA ATM 2015+).

ATM System ROMATSA

2015+

90%

Ongoing

30/04/2019


ATC15.1

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

0% Not yet planned

-


-

ASP (By:12/2019)

ROMATSA


ATM System ROMATSA

2015+

0%

Not yet planned

-

ATC15.2

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

0% Planned

-

The future version of the ATM system (new ATM2015+ system - phase 2) will support the extended AMAN via the exchange of AMA message. The system will have the capability of receiving AMA message from the downstream ATS units. As the extended AMAN operational needs are not known, the elaboration of AMA message content is still not yet addressed. When the extended AMAN requirements for neighboring airports will be clarified in the forthcoming period (mainly for Istanbul Airport), the modalities of AMA content presentation (TTG/TTL, Time over fixes or speed advisor) will be considered.

30/04/2020

ASP (By:12/2023)

ROMATSA

The future version of the ATM system (new ATM2015+ system - phase 2) will support the extended AMAN via the exchange of AMA message. The system will have the capability of receiving AMA message from the downstream ATS units. As the extended AMAN operational needs are not known, the elaboration of AMA message content is still not yet addressed. When the extended AMAN requirements for neighboring airports will be clarified in the forthcoming period (mainly for Istanbul Airport), the modalities of AMA content presentation (TTG/TTL, Time over fixes or speed advisor) will be considered.

ATM System ROMATSA

2015+

0%

Planned

30/04/2020


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

90% Late

-

Electronic Dialogue as Automated Assistance to Controller during Transfer is partly implemented, in operational use. Electronic Dialogue as Automated Assistance to Controller during Coordination is implemented and not yet in operational use. Operational use of Coordination dialogue is pending and depends on the agreement with neighbouring ACCs and availability of the functions in their ATC systems.

31/12/2019

ASP (By:12/2018)

ROMATSA

PAC, TIM, ROF, COF, MAS functions documented, implemented, and in operational use. The rest of the functions are documented and implemented, not yet in operational use. Operational use is pending and depends on the agreement with neighbouring ACCs and availability of the functions in their ATC systems.

ATM System ROMATSA

2015+ / OLDI

interface and related functionalities upgrade

90%

Late

31/12/2019

COM10

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

100% Completed

-

Extended AMHS is implemented (directory services, security mechanisms - authentication password, File Transfer Body Part) and activated early 2015. The AMHS is already operational at FAB level. MIL stakeholder is client to the same AMHS system. The procedures for military are not fully in place however the impact is minimum and do not affect the overall progress that is considered as completed.

31/12/2017

ASP (By:12/2018)

ROMATSA

Extended AMHS is implemented (directory services, security mechanisms - authentication password, File Transfer Body Part) and activated early 2015. The AMHS is already operational at FAB level.


100%

Completed

31/03/2015

Mil. Authority

MIL AIS Center stakeholder is client to the same AMHS system.

- 100% Completed

31/12/2017


COM11

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

78% Ongoing

-

Plans are in place for the implementation of ASP lines of action in due time. For the military, currently MIL capability (ground air ground communication) is ensured over IP network. Radio stations with VoIP capability are planned to be installed by 2020.

31/12/2020

ASP (By:12/2020)

ROMATSA

Inter-centre VoIP capability operational middle 2016. Radio stations with VoIP capability already installed. Voice Communication System in Bucharest ACC operational since September 2016. Full Capability with upgrade of all radio stations planned for December 2020.


/ VCCS Replacemen

t

92%

Ongoing

31/12/2020

Mil. Authority

For the military, currently MIL capability (ground air ground communication) is ensured over IP network. Radio stations with VoIP capability are planned to be installed by 2020.

- 63%

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

0% Planned

-

Plans are in place according to the NewPENS Common Procurement Agreement signed by ROMATSA with Eurocontrol.

31/12/2020

ASP (By:12/2024)

ROMATSA Plans are in place according to the NewPENS Common Procurement Agreement signed with Eurocontrol.

NewPENS Stakeholder

s contribution

for the procuremen

t and deployment of NewPENS

0%

Planned

31/12/2020

APO (By:12/2024)


- - 0%

Not yet planned

-


ENV01

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

47% Ongoing


CDA is applied to the tactical phase; further study on publishing CDA procedures is under development. CDA approach is authorized on pilots' request.

31/03/2021

ASP (By:12/2023)

ROMATSA CDA is applied to the tactical phase; further study on publishing CDA procedures is under development. CDA approach is authorized on pilots' request.

- 46% Ongoing

31/03/2021

APO (By:12/2023)


CDA trials have been performed at Henri Coanda International Airport. CDA approach is authorized on pilots' request. There are no published procedures.

- 50%

Ongoing

31/03/2021

FCM03

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

100% Completed

-

Automatic receiving and processing of ICAO FPL/RPL IFPS data is already in use. 31/12/2012

ASP (By:12/2017)

ROMATSA Automatic receiving and processing of ICAO FPL/RPL IFPS data is already in use.

ATM System ROMATSA

2015+

100% Completed

31/12/2012

FCM04.1

Short Term ATFCM Measures (STAM) - Phase 1 (Outside Applicability Area) Timescales: - not applicable -

% Not

Applicable

-


ASP (By:10/2017)

ROMATSA Romania is not in the applicability area of the objective. - % Not

Applicable

-

FCM04.2

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

0% Not yet planned

-

ROMATSA has not yet defined a project management/implementation plan for this objective. -

ASP (By:12/2021)

ROMATSA ROMATSA has not yet defined a project management/implementation plan for this objective.


-


FCM05

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

0% Planned

-

The objective is planned to be implemented. 31/12/2021

ASP (By:12/2021)

ROMATSA For the time being we are waiting for further development of NOP Portal.

- 0% Planned

31/12/2021

APO (By:12/2021)


The objective is planned to be implemented. - 0%

Planned

31/12/2021

FCM06

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

0% Not yet planned

-

ROMATSA has not yet defined a project management/implementation plan for this objective but has the intention to implement it in the next years.

-

ASP (By:12/2021)

ROMATSA ROMATSA has not yet defined a project management/implementation plan for this objective but has the intention to implement it in the next years.


-

FCM08

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

0% Not yet planned

-

The requirement for extended flight plan (EFPL) are deemed not applicable as EFPL is completely overtaken by ICAO FF-ICE and the respective extended flight plan (eFPL) which is currently not part of PCP. ROMATSA might need to consider deploying eFPL as a future system upgrade in the medium term.

-

ASP (By:12/2021)

ROMATSA

The requirement for extended flight plan (EFPL) are deemed not applicable as EFPL is completely overtaken by ICAO FF-ICE and the respective extended flight plan (eFPL) which is currently not part of PCP. ROMATSA might need to consider deploying eFPL as a future system upgrade in the medium term.

- 0%

Not yet planned

-


INF07

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

80% Late

-

Romania developed the eTOD national implementation framework in order to identify the responsibilities regarding the collection, maintenance and provision of eTOD according to the ICAO Annex 15 requirements. However, taking into account the differences sent to ICAO, Romania is not able to ensure the availability of eTOD until November 2020.

30/11/2020

REG (By:05/2018)

RCAA

RCAA managed to ensure the development of the eTOD national implementation framework (RACR-ATS, RACR-AIS, RACR-CPPZI, PIAC-AD-SCOBST and (EU) Regulation no.139/2014) in order to identify the responsibilities regarding the collection, maintenance and provision of eTOD according to the ICAO Annex 15 requirements. The ICAO Annex 15 provisions have been transposed into national legislation through RACR-AIS ed.3/2015. However, taking into account the differences sent to ICAO, Romania is not able to ensure the availability of eTOD until November 2020. The oversight of eTOD is performed in the context of the (EU) Regulation no.73/2010 and (EU) Regulation no.139/2014 implementation.

- 80%

Late

30/11/2020

ASP (By:05/2018)

ROMATSA ROMATSA is planning to publish the TOD collected, managed and provided by data originators, when available.


40% Late

30/11/2020

APO (By:05/2018)


Specific requirements identified according to the eTOD provisions transposed into the national legislation framework. Collection of obstacle data has been performed.

- 100%

Completed

30/11/2017


INF08.1

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

0% Not yet planned

-

There is not yet defined a plan for the implementation of Information Exchanges using the SWIM Yellow TI Profile.

-

ASP (By:12/2024)

ROMATSA Romatsa has not yet defined a plan for the implementation of Information Exchanges using the SWIM Yellow TI Profile.

PILOT PLATFORM for access services to

OPMET (worldwide/ECAC) data

(METAR, TAF,

SIGMET) in WXXM

format / SWIM

Common PKI and policies

& procedures

for establishing

a Trust framework

0%

Not yet planned

-

MIL (By:12/2024)

Mil. Authority



-

APO (By:12/2024)



- 0%

Not yet planned

-

ITY-ACID

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

83% Ongoing

-

All the appropriate systems were upgraded and put into service, allowing the establishment of the individual aircraft identification using the downlinked aircraft identification. Training almost completed with plans in place to complete it for all TWR ATCOs in due time.

31/12/2019

ASP (By:01/2020)

ROMATSA

All the appropriate systems were upgraded and put into service, allowing the establishment of the individual aircraft identification using the downlinked aircraft identification.

- 83%

Ongoing

31/12/2019


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

62% Late

-

For the time being the NSA verifies during audits to ANS providers specific requirements concerning data quality which are also to be found in Regulation 73/2010. Lines of action associated to the objective will be implemented in accordance with the provisions of Regulation 73/2010, but It is foreseen that delays will occur due to the implementation of an Integrated AIM System.

31/12/2020

REG (By:06/2017)

RCAA

NSA verifies during audits to ANS providers specific requirements concerning data quality which are also to be found in Regulation 73/2010. Lines of action associated to the objective will be implemented in accordance with the provisions of Regulation 73/2010.

- 70%

Late

31/12/2020

Mil. Authority

Formal arrangements are verified and accepted. For the military the implementation of the whole objective is under review in accordance with Regulation 73/2010.

- 100%

Completed

30/06/2017

ASP (By:06/2017)

Mil. Authority

For the military, the whole objective is under review in accordance with Regulation 73/2010.

- 74% Late

01/12/2019

ROMATSA Lines of action associated to the objective will be implemented in accordance with the provisions of Regulation 73/2010.


74% Late

31/12/2020

APO (By:06/2017)


All lines of action associated to the objective will be implemented in accordance with the provisions of Regulation 73/2010.

- 40%

Late

31/12/2020


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

67% Late

-

Ground communication systems are installed to comply with A/G data communication requirements, tested, validated and ready to be put in operation. A new implementation plan has been agreed with a roadmap and a deadline of 30/06/2019. The deadline is the entry into operation of the new ATM system ROMATSA ATM 2015+ which has data-link capabilities. The publication of relevant information in the national AIP shall be performed after NSA will accept the proposed change to the functional system according to Art.9 and 10 from (EC) Regulation no.1034/2011. The air-ground communication infrastructure authorized by the NSA is satisfying requirements for ATN and VDL-2. The security policy for data exchange for DLS has been implemented and notified to the NSA during 2018. The harmonized procedures for managing the addressing information are implemented by transposing ICAO SARPs and PANS into national legislation: RACR-CNS Vol II, III, RACR-ATS and PIAC-ATS.

30/06/2019

REG (By:02/2018)

MoT - - % Not

Applicable

-

RCAA

During 2018, the NSA has verified the implementation of DLS according to a conformity matrix provided by ROMATSA and also issued a nonconformity. After several meetings with ROMATSA, a new implementation plan has been agreed with a roadmap and a deadline of 30/06/2019. The deadline is the entry into operation of the new ATM system ROMATSA ATM 2015+ which has data-link capabilities. The publication of relevant information in the national AIP shall be performed after NSA will accept the proposed change to the functional system according to Art.9 and 10 from (EC) Regulation no.1034/2011.

- 55%

Late

30/06/2019

ASP (By:02/2018)

ROMATSA

Ground communication systems are installed to comply with A/G data communication requirements, tested, validated and ready to be put in operation. Plans are in place to put into operation the communication infrastructure to handle AGDL services.

ATM System ROMATSA

2015+ / DATALINK CPDLC /

Free Route Airspace

71%

Late

30/06/2019

MIL (By:01/2019)

Mil. Authority

In Reg 310/2015 EASA recommended to reconsider the date of application of Regulation (EC) No 29/2009 and the time-frames of that Regulation.

- % Not yet planned

-


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

92% Ongoing

-

Associated lines of action specific for this objective are planned to be implemented in due time. 30/06/2019

REG (By:12/2018)

RCAA - - 100% Completed

31/12/2018

ASP (By:12/2018)

ROMATSA - - 100% Completed

31/12/2018

MIL (By:12/2020)

Mil. Authority

According to the provisions of Regulation (EU) No 1079/2012 actual and future acquisitions plans for ground and airborne communication systems were developed taking into consideration 8.33 requirement. However 25 KHz is maintained only for the old a/c in service in military OAT.

- 100%

Completed

31/12/2016

APO (By:12/2018)


Bucharest Apt. Administration does not hold any VHF radios and frequencies in aeronautical COMM band. An agreement with the ANSP has been established in order to provide all necessary radio stations to be used if needed,

- 70%

Late

30/06/2019


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

100% Completed

-

The national data communication network has got such a capability. The operational ATM system is FMTP capable and FMTP is implemented between Arad, Bucharest, Constanta systems with adjacent countries (Belgrade, Budapest, Sofia, Chisinau ATM systems). Coordination with Ukraine is pending, subject to the adjacent ANSP's similar capabilities.

30/04/2013

ASP (By:12/2014)

ROMATSA

The national data communication network has got such a capability. The operational ATM system is FMTP capable and FMTP is implemented between Arad, Bucharest, Constanta systems with adjacent countries (Belgrade, Budapest, Sofia, Chisinau ATM systems). Coordination with Ukraine is pending, subject to the adjacent ANSP's similar capabilities.

OLDI interface

and related functionalities upgrade

100%

Completed

30/04/2013

MIL (By:12/2014)

Mil. Authority

MIL is using ROMATSA system. The communication equipment has been upgraded for AOC. The decision for further implementation on the military bases will be taken into consideration pending on the opening for GAT traffic.

- %

Not Applicable

-


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

100% Completed

-

The objective if fully completed for all stakeholders. Interoperability of surveillance data is already ensured. Safety assessment for changes introduced to the surveillance infrastructure as well as training of personnel performed. Formal NSA acceptance of the safety assessment reports communicated to the ANSP.

20/12/2018

REG (By:02/2015)

RCAA The objective if fully completed. Formal NSA acceptance of the safety assessment reports communicated to the ANSP.

- 100% Completed

30/09/2012

ASP (By:02/2015)

ROMATSA

The objective if fully completed. Interoperability of surveillance data is already ensured. Safety assessment for changes introduced to the surveillance infrastructure as well as training of personnel performed.

Technical Rationalisati

on and Infrastructur

e

100%

Completed

31/03/2012

MIL (By:06/2020)

Mil. Authority

All transport aircrafts already in service are equipped with MODE S Elementary Surveillance. However this requirement was included as mandatory for the new acquisition processes and modernization. There are no plans to equip with MODE S the old State aircraft that will be out of service by 01 January 2024.

- 100%

Completed

20/12/2018

NAV03.1

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

88% Ongoing

-

SLoAs are completed. 31/12/2021

ASP (By:12/2023)

ROMATSA

RNAV routes are currently implemented within 3 (Bucuresti, Arad, Napoc) of the 4 Romanian TMAs. Plans for the implementation of DME equipment to ensure RNAV capability in TMA Constanta are in place. Therefore we do not consider that it is necessary to develop an airspace concept based on RNAV1 unless a new TMA would be implemented (study and plan to implement RNAV 1 routes where such implementation can be demonstrated to provide additional capacity and where the implementation of such routes can be identified as operationally acceptable).

- 88%

Ongoing

31/12/2021


NAV03.2

RNP 1 in TMA Operations (Outside Applicability Area) Timescales: - not applicable -

% Not

Applicable

-

We consider this objective not applicable, until a need for TMAs airspace in FIR Bucuresti optimization might be identified.

-

ASP (By:12/2023)

ROMATSA We consider this objective not applicable, until a need for TMAs airspace in FIR Bucuresti optimization might be identified.

- % Not

Applicable

-

NAV10

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

59% Ongoing

-

The lines of action for this objective are under planning at ASP and REG level. EGNOS full coverage expected to be provided in 2020. APV procedures were approved and published for Cluj and Suceava airports.

31/12/2021

REG (By:12/2023)

RCAA

Actions are planned in coordination with all stakeholders. Currently, ESSP does not ensure the required APV-I signal over the entire Romanian airspace. APV procedures developed for 2 airports (Cluj, Suceava). Plans are in place for the remaining airports. APV procedures were approved and published for Cluj and Suceava airports.

- 10%

Ongoing

31/12/2019

ASP (By:12/2023)

ROMATSA The lines of action for this objective are under planning at ASP and REG level. EGNOS full coverage expected to be provided in 2020.

- 75% Ongoing

31/12/2021


SAF11

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

88% Late

-

The applicable measures contained in the European Action Plan for the Prevention of Runway Excursion regarding the dissemination of documentation, oversight activities and monitoring mechanism are implemented. Related actions are in progress to implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions that have not been yet implemented.

30/06/2019

REG (By:01/2018)

RCAA

The applicable measures contained in the European Action Plan for the Prevention of Runway Excursion regarding the dissemination of documentation, oversight activities and the monitoring mechanism are implemented.

- 100%

Completed

31/01/2018

ASP (By:12/2014)

ROMATSA

Most of the applicable measures of the European Action Plan for the Prevention of Runway Excursions have been already implemented. Related actions are in progress to implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions that have not been yet implemented: infrastructure implemented, contract to be signed for service provision for digital transmission of ATIS messages.

- 75%

Late

30/06/2019

Mil. Authority

The applicable measures contained in the European Action Plan for the Prevention of Runway Excursion are implemented.

- 100% Completed

31/07/2017

APO (By:12/2014)


Lines of actions are implemented. - 100%

Completed

31/12/2014

Mil. Authority

Lines of actions were implemented by Mil. Authority. - 100% Completed

31/12/2017


Additional Objectives for ICAO ASBU Monitoring

AOM21.1

Direct Routing (Outside Applicability Area) Timescales: - not applicable -

% Not

Applicable

-

Objective not applicable because Romania implemented night FRA on November 2013 (See applicability area).

-

ASP (By:12/2017)

ROMATSA Objective not applicable because Romania implemented night FRA on November 2013 (See applicability area).

- % Not

Applicable

-

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

-

The objective has been completed as appropriate, including Terminal Air Traffic control. RCAA has accepted the introduction of STCA L2 in accordance with EUROCONTROL specifications. Safety oversight for the change was performed and formal acceptance issued by the NSA.

31/01/2013

ASP (By:01/2013)

Mil. Authority

The objective has been completed, including Terminal Air Traffic control.

- 100% Completed

31/01/2013

ROMATSA The objective has been completed, including Terminal Air Traffic control.

- 100% Completed

31/07/2012


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

-

The whole objective has been implemented in accordance with the (EU) Regulation no. 1332/2011. Aircraft operators implemented all ACAS II requirements.

31/12/2015

REG (By:12/2015)

RCAA

The whole objective has been implemented in accordance with the (EU) Regulation no. 1332/2011. Aircraft operators have implemented all ACAS II requirements.

- 100%

Completed

31/12/2015

ASP (By:03/2012)

ROMATSA

The objective is completed. Training plan and package developed and all concerned personnel trained. A monitoring of the performance of ACAS in the ATC environment is in place.

- 100%

Completed

31/03/2012

MIL (By:12/2015)

Mil. Authority

Train aircrews of tactical aircraft completed. Actual state transport aircrafts are ACAS II (TCAS II version 7.0) compliant. The fleet renewal programme is completed and there are plans to upgrade the equipment to version 7.1.

- 100%

Completed

31/03/2012

FCM01

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

100% Completed

-

First System Activation (FSA) and CPR are already sent to NM. FSA for holding has been implemented and needs to be validated by NM.

31/03/2013

ASP (By:07/2014)

ROMATSA First System Activation (FSA) and CPR are already sent to NM. FSA for holding has been implemented and needs to be validated by NM.

- 100% Completed

31/03/2013


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

91% Late

-

Objective is partially implemented. Full implementation is planned. The current ATM systems at Bucharest ACC, Constanta APP and Arad APP are capable of sending and receiving a complete set of basic OLDI messages (ACT, LAM, PAC, REV, MAC ABI, BFD, CFD). The Basic Flight Data process and the Change of the Basic Flight Data process are implemented, tested but not in operational use.

31/12/2019

ASP (By:12/2012)

ROMATSA

Objective is currently partly implemented. Full implementation is planned. The current ATM systems at Bucharest ACC, Constanta APP and Arad APP are capable of sending and receiving a complete set of basic OLDI messages (ACT, LAM, PAC, REV, MAC ABI, BFD, CFD). The Basic Flight Data process and the Change of the Basic Flight Data process are implemented, tested but not in operational use.

- 94%

Late

31/12/2019

MIL (By:12/2012)

Mil. Authority

The Basic Flight Data process and the Change of the Basic Flight Data process are implemented, tested but not in operational use.

- 75% Late

31/12/2019


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

% Not

Applicable


This objective is not applicable for the moment. -

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

100% Completed

-

Dual sector planning already implemented in ACC Bucuresti in accordance with the specific operational procedure in place, 1P2T is operational only during periods with low traffic, at the discretion of the shift supervisor.

31/12/2017

ENV02 Airport Collaborative Environmental Management Applicability and timescale: Local

% Not yet planned


This objective is foreseen to be implemented. -

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

70% Ongoing

LRAR - ARAD/ARAD

RNAV-1 (DME/DME) SIDs are implemented in ARAD TMA for LRAR starting November 2012. SID routes were developed in co-ordination with Romanian aircraft operators and they are taking into account CCO principles.

31/12/2020


70% Ongoing

LRBS - BUCURESTI/BANEASA-AUREL VLAICU

RNAV-1 (DME/DME) SIDs are implemented in Bucuresti TMA for LRBS starting December 2012. SID routes were developed in co-ordination with Romanian aircraft operators and they are taking into account CCO principles.

31/12/2020


70% Ongoing

LRCL - CLUJ NAPOCA/CLUJ NAPOCA

RNAV-1 (DME/DME) SIDs are implemented in NAPOC TMA for LRCL starting November 2016. SID routes were developed in co-ordination with Romanian aircraft operators and they are taking into account CCO principles.

31/12/2020


70% Ongoing


RNAV-1 (DME/DME) SIDs are implemented in Bucuresti TMA for LROP starting December 2012. SID routes were developed in co-ordination with Romanian aircraft operators and they are taking into account CCO principles.

31/12/2020



70% Ongoing

LRSB - SIBIU/SIBIU

RNAV-1 (DME/DME) SIDs are implemented in NAPOC TMA for LRSB starting November 2016. SID routes were developed in co-ordination with Romanian aircraft operators and they are taking into account CCO principles.

31/12/2020


70% Ongoing

LRTM - TARGU MURES/VIDRASAU

RNAV-1 (DME/DME) SIDs are implemented in NAPOC TMA for LRTM starting November 2016. SID routes were developed in co-ordination with Romanian aircraft operators and they are taking into account CCO principles.

31/12/2020


70% Ongoing

LRTR - TIMISOARA/TRAIAN VUIA

RNAV-1 (DME/DME) SIDs are implemented in ARAD TMA for LRTR starting 2012. SID routes were developed in co-ordination with Romanian aircraft operators and they are taking into account CCO principles.

31/12/2020

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

% Not

Applicable

-

We consider this objective not applicable, until a need for TMAs airspace in FIR Bucuresti optimization might be identified.

-


ANNEXES

Specialists involved in the ATM implementation reporting for Romania

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP National Focal Point RCAA Anca IRIMIE

LSSIP Focal Point for NSA/CAA MoT – ATD Răzvan IONESCU

LSSIP Focal Point for ANSP ROMATSA Virginia COMAN

LSSIP Focal Point for Airport "Bucharest Airports" National Company

Ruxandra CAPOTĂ

LSSIP Focal Point for Military Romanian Air Force Marius RĂDOI

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person DECMA/ACS/PRM Ana Paula FRANGOLHO


National stakeholders organisation charts


ROMATSA ORGANIGRAMME


DEPUTY DIRECTOR GENERAL 1

DEPUTY DIRECTOR GENERAL 2

D2 - AIR OPERATIONS AND CERTIFICATION OF

AERONAUTICAL PERSONNEL

C. Aquisitions

C. Invoices

C. RAMP

C. Dangerous Goods

B.Ground Op. Oversight

B.Flight Op. Oversight

C. Aeronautical

Medicine

B. License Register

B. Air Navigation and Airports Personnel.

B. Flight Ops and Airworth. Pers.

D1 AIRWORTHINESS

C. Initial Airworth-

B. Cont. Airworth

S. National Certification

C. Registrations

C. Aeronautical

Security Audit

DIRECTOR GENERAL

C. CERT-AV-RO

C.DG Counselors

B. Safety Analysis

B. Compliance monitoring, Quality

C. Legal C.API

C.CFG C. International

Cooperation

S. Overflight

S. Supervision and Inflight verification of

PNA-Tc means

C. Pilots C. AFIS

& AQ

C. Technical Maintenance C. Flight

Ops. Dispach

S. Certification of aeronautical

personnel

B.Administrative S. Administrative and financial Management

Service S. Legal and Human

Resources

D5 – AERODROMES AND AIR NAVIGATION

B. Performance

Analysis

B. Systems Interoperability

S. Air Navigation

C. CNS

S. Aerodromes

B. Aeronautical agents

S.Air Operations

B. Financial, accountability and invoices

C. DG Secretariat

C. IT

C. Registration

C. Drivers

C. Human Resources

D4 –SUPERVISION OF INFLIGHT VERIFICATION

AND OVERFLIGHT

D3 - AERONAUTICAL SECURITY AND CYBERNETICS

C. AIS/MET

C. Cyber security

C. Salaries

B. Comercial and budget

S. Airworthiness

ROMANIAN CIVIL AERONAUTICAL AUTHORITY

Approved by the Management Board thru Decision no.13 / 12.07.2017, pt.2, applicable since 22.08.2017


MILITARY AVIATION ORGANIGRAMME

MINISRY OF

TRANSPORTS AND INFRASTRUCTURE

AIRSPACE MANAGEMENT

COUNCIL (CMSA)

MINISTRY OF NATIONAL DEFENCE

NATIONAL MILITARY COMMAND CENTRE

AIR FORCE STAFF

SAFETY SECTION NATIONAL MILITARY AERONAUTICAL

AUTHORITY

PERSONNEL SERVICE AIR OPERATION CENTRE

MILITARY ATC UNITS

CONTROL AND REPORT CENTRE

AIRSPACE

MANAGEMENT OFFICE

OTHER ATC UNITS


AIR FORCE STAFF ORGANIGRAMME

Director of Romanian National Military

Aeronautical Authority (RNMAA)

CHIEF OF STAFF

DEPUTY

TRAINING & DOCTRINE

TRAINING

DOCTRINE

RESOURCES

HUMAN RESOURCES

COMMS & IT

LOGISTICS

AIR OPERATION CENTRE

CONTROL AND REPORT CENTRE

AIRSPACE MANAGEMENT

OFFICE

COMMAND GROUP

SAFETY SECTION


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

AOM19.2

B1-FRTO

B1-NOPS 3.1.2 ASM management of real time airspace data

AOM19.3

B1-FRTO

B1-NOPS

3.1.3 Full rolling ASM/ATFCM process and ASM

information sharing

AOM19.4 B1-FRTO

B1-NOPS

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 Romania.

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

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

Term Description

CMSA Romanian acronym for "Airspace Management Council"

ETFMS Enhanced Tactical Flow Management System

MoT Ministry of Transport, Constructions and Tourism

RCAA Romanian Civil Aviation Authority

ROMATSA Romanian ATS Administration

SEEN-FRA South East European Night Free Route

