local single sky implementation (lssip) portugal...local single sky implementation (lssip) portugal...

Year 2015 - Level 1

Local Single Sky ImPlementation (LSSIP) PORTUGAL

EUROCONTROL

LSSIP Year 2015 Portugal Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Portugal

Info Centre Reference: 16/01/29-84

Document Identifier Edition: Year 2015

LSSIP Year 2015 Portugal Edition Date: 18/04/16

LSSIP Focal Point - António Beja E-mail:

[email protected]

Air Navigation Department /

ANAC

LSSIP Contact Person – Lut Nackaerts E-mail: [email protected]

Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.EUROCONTROL.int/)

Path: Y:\03 LSSIP\1. LSSIP States\Portugal (PT) - LN\Year 2015\Released\LSSIP Year 2015_Portugal_Released.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.EUROCONTROL.int/articles/lssip

2 ESSIP Plan Edition 2015 http://www.eurocontrol.int/pepr

3 European ATM Portal Working - https://www.eatmportal.eu/working

Public - https://www.atmmasterplan.eu/

4 ESSIP Report 2014 http://www.eurocontrol.int/pepr

5 STATFOR Forecasts http://www.EUROCONTROL.int/statfor

6 Acronyms and abbreviations

http://www.EUROCONTROL.int/articles/glossaries

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

8 National AIP http://www.nav.pt/ais/ “password protected” *

9 FAB Performance Plan http://www.swfab.eu/sw-fab-common-plan-2015-2019

*The web access to the Portuguese eAIP is free. However, a pre-registration is required.


APPROVAL SHEET

The following authorities have approved all parts of LSSIP Year 2015 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European Single Sky ImPlementation (ESSIP) Plan – Edition 2015.


TABLE OF CONTENTS

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

Introduction .............................................................................................................................................. 4

National ATM Environment ................................................................................................... 5 Chapter 1 -1.1 Geographical Scope ................................................................................................................ 5

1.1.1 International Membership ......................................................................................................... 5 1.1.2 Geographical description of the FIR(s) ..................................................................................... 5 1.1.3 Airspace Classification and Organisation ................................................................................. 7

1.2 National Stakeholders .............................................................................................................. 7 1.2.1 Civil Regulator(s) ...................................................................................................................... 8 1.2.2 NAV Portugal, E.P.E ................................................................................................................. 9 1.2.3 Airports .................................................................................................................................... 11 1.2.4 Military Authorities ................................................................................................................... 11 1.2.5 Portuguese Sea and Atmosphere Institute (IPMA, I.P.) ......................................................... 15

– Traffic and Capacity ......................................................................................................... 16 Chapter 2 -2.1 Evolution of annual traffic in Lisbon FIR ................................................................................ 16 2.2 LISBON ACC ......................................................................................................................... 17

2.2.1 Traffic and en-route ATFM delays 2011-2020 ........................................................................ 17 2.2.2 Summer 2015 performance .................................................................................................... 17 2.2.3 Planning Period 2016-2020 - Summer ................................................................................... 18

ESSIP Report recommendations ........................................................................................ 20 Chapter 3 -

National Projects ................................................................................................................. 21 Chapter 4 -

Regional Co-ordination ....................................................................................................... 26 Chapter 5 -5.1 FAB Co-ordination ................................................................................................................. 26 5.2 FAB Projects .......................................................................................................................... 28 5.3 Regional cooperation ............................................................................................................. 34

5.3.1 Regional Cooperation Initiatives ............................................................................................. 34 5.3.2 Regional Projects .................................................................................................................... 35

ESSIP Objective Implementation ....................................................................................... 36 Chapter 6 -6.1 Conventions ........................................................................................................................... 36 6.2 ESSIP Objectives Implementation progress .......................................................................... 37 6.3 Alignment of PCP with ESSIP Objectives and related progress ........................................... 62

Annexes ................................................................................................................................................ 63

Annex A – Specialists involved in the LSSIP Process .......................................................................... 63

Annex B – National Stakeholders Organisation Charts ......................................................................... 65

Annex C – Glossary of Abbreviations .................................................................................................... 68

LSSIP Year 2015 Portugal 1 Released Issue

Executive Summary

National ATM Context

Portugal, as a Member State of the European Union, participates in the relevant major international organizations in the field of ATN/CNS in civilian and military fora.

Civil aviation falls under the responsibility of the Civil Aviation Authority (ANAC) that, according to national legislation, carries out the role of regulatory and national supervisory authority and is fully separated from the service provider.

The National Aeronautical Authority (AAN) is responsible for the regulation, certification, inspection and supervision of military aircraft and has also the responsibility at all times for ATM at military aerodromes.

The Portuguese Air Force is responsible for the provision of ATS by military personnel and it is also an airspace user. Both the AAN and the PRTAF report directly to the Ministry of National Defense.

GPIAA is an agency subordinated to the Ministry of Planning and Infrastructure and is responsible for the investigation of civil aircraft accidents and serious incidents within Portugal.

NAV Portugal E.P.E. is the Air Navigation Service Provider designated by the Portuguese Government to provide services within Flight Information Region / Upper Flight Information Region (FIR/UIR) of Lisboa and Santa Maria.

ANA - Aeroportos de Portugal, S.A., whose share capital is 100% held by VINCI Airports International, S.A., is responsible for managing the country’s main Portuguese airports.

Traffic and Capacity

The year of 2015 was characterized by a traffic increase of 4.5% during summer 2015 (May to October), when compared to the same period during 2014. Mainly due to the situation in North Africa, Lisboa FIR has been experiencing an unexpected and significant traffic demand increase in the previous short-term period with a direct impact in the airspace structure from a qualitative and quantitative point of view.

The STATFOR medium-term forecast for traffic growth (MTF) predicts an average annual increase between 0.6% and 4.3%, with a baseline growth of 2.5% for the Lisbon FIR during the planning cycle.

The average en-route delay per flight increased from 0.29 minutes per flight in summer 2014 to 0.74 minutes per flight in summer 2015.

68% of the delays were counted for ATC Capacity, 12% for Special events, 11% for ATC Staffing, 8% for ATC equipment and 2% for Weather.

ESSIP Objective Implementation

The overall progress of the implementation of the ESSIP Objectives is ongoing. For this LSSIP 2015 cycle, 37 objectives are applicable to Portugal. The implementation of 15 LSSIP objectives is in close coordination with the Spanish ANSP and is related to the SW FAB agreement.

8 objectives are already ‘Completed’.

For the full implementation of AOM13.1 is still required an internal regulation from the AAN and the migration of National Military AIP to EAD, which is expected to occur during 2018.

FCM03 is ‘Partially Completed’ as the Spanish and Portuguese ANSPs have already completed the majority of the SLoAs. The remaining ones are pending on NM’s trails.

Following objectives were intended to be completed in 2015: AOP04.1, AOP04.2, ITY-FMTP and SAF10 are now planned to be completed between 2016 and 2017.

14 objectives are ‘Late’: AOM19, AOP04.1, AOP05, ATC02.6, ATC02.7, ATC07.1, ATC15, COM10, FCM01, ITY-ADQ, ITY-COTR, ITY-FMTP, SAF10 and SAF11. Some of them are directly related to technical or equipment constraints. It is expected that the FOC will be achieved in 2016 (6), 2017 (3), 2018 (3) and 2019 (2).

Following objectives are ‘Planned’ to be finalised within the timescale: AOP11, ATC02.5, ATC12.1, ATC17, COM11, FCM05, FCM06, INF07, ITY-ACID, ITY-AGDL, ITY-AGVCS2, and ITY-SPI.


LSSIP 2015 - Portugal

* FOC Date

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

State-related ESSIP Objectives

<=

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

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

*

AOM19 Implement Advanced Airspace Management

*

AOM21.1 Implementation of Direct Routing [PCP]

[E] *

AOM21.2 Implement Free Route Airspace [PCP]

[E] *

AOP03 Improve runway safety by preventing runway incursions

*

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

*

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

*

ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2

*

ATC12.1 Implement automated support for conflict detection, resolution support information and conformance monitoring

*

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

*

ATC16 Implement ACAS II compliant with TCAS II change 7.1

*

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

*

COM10 Migrate from AFTN to AMHS

*

COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM

*

FCM01 Implement enhanced tactical flow management services

*

FCM03 Implement collaborative flight planning

*

FCM04 Implementation of Short Term ATFCM Measures - phase 1

FCM05 Implementation of interactive rolling NOP [PCP]

[E] *

FCM06 Traffic Complexity Assessment [PCP]

[E] *

INF04 Implement integrated briefing

*

INF07 Electronic Terrain and Obstacle Data (TOD)

*

ITY-ACID Aircraft identification

ITY-ADQ Ensure quality of aeronautical data and aeronautical information

*

ITY-AGDL Initial ATC air-ground data link services above FL-285

*

ITY-AGVCS2 Implement 8,33 kHz air-ground voice channel spacing below FL195

*


LSSIP 2015 - Portugal

* FOC Date

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

ITY-COTR Implementation of ground-ground automated co-ordination processes

*

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

*

ITY-SPI Surveillance performance and interoperability

*

NAV03 Implementation of P-RNAV

NAV10 Implement APV procedures

*

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

*

SAF11 Improve runway safety by preventing runway excursions

*

Airport-related ESSIP Objectives

<=

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

LPPT-Lisboa Airport

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

*

AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2

*

AOP05 Implement Airport Collaborative Decision Making (CDM)

*

AOP10 Time Based Separation [PCP]

[E]

AOP11 Initial Airport Operations Plan [PCP]

[E] *

AOP12 Improve runway and airfield safety with ATC clearances monitoring

[PCP]

[E]

ATC07.1 Implement AMAN tools and procedures

*

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements

*

ENV02 Implement Collaborative Environmental Management (CEM) at Airports

*

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

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

Late

E= Essential – Master Plan Reference PCP = Pilot Common Project

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


Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document – Year 2015 describes the situation in the State at the end of December 2015.

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

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

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

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

Chapter 4 provides a set of the main ATM national projects, which contribute directly to the implementation of the ATM MP OIs, and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states per each project included in this chapter;

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

Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP.

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


National ATM Environment Chapter 1 -

1.1 Geographical Scope

1.1.1 International Membership

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

Organisation Since

ECAC 1955

EUROCONTROL January 1986

European Union 1986

EASA 2002

ICAO 1948

NATO 1949

ITU 1866

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document addresses the Portuguese FIR/UIR: Lisbon (EUR Region) (see figure below).

The airspace managed by NAV Portugal, composed by FIRs/UIRs: Lisbon (EUR Region) and Santa Maria Oceanic (NAT Region), is about 6 million sq Km. Portuguese FIRs are surrounded by FIRs of 7 States namely Spain (Madrid and Canarias FIR’s), Morocco (Casablanca FIR), Cabo Verde (Sal Oceanic FIR), United States (New York Oceanic FIR), Trinidad & Tobago (Piarco FIR), Canada (Gander Oceanic FIR) and Ireland/UK (Shanwick Oceanic FIR).

The following map shows the FIRs/UIRs adjacent to the Portuguese airspace.


Portugal’s Flight Information Regions (FIRs).

Lisboa FIR

CASABLANCA

CANARIAS

SANTA MARIA OCEANIC

40º40º

35º

10º

10º

15º

15º

MADRID

PORTO

LISBOA

FARO

MADEIRA

NAVEGAÇÃO A ÉREA DE PORTUGA L, E. P.


1.1.3 Airspace Classification and Organisation

Within the Lisboa FIR/UIR the airspace is classified “C”, “D”, and “G”. The airspace classification “D” has been allocated to the restricted areas while these volumes of airspace are affected to military usage for determined periods. Accordingly, to the application of FUA principles and practices when these areas are no longer needed for military activities and became available for civil utilisation (GAT) they revert to classification “C”.

The division flight level separating upper from lower ATS airspace is FL 195 since 27 November 2003.

The figure below shows the current airspace classification within the Portuguese Airspace. As it can be seen, all airspace between FL 195 and FL660 is Class “C”.

The airspace at and below FL 095 outside controlled airspace and outside Prohibited, Restricted and Dangerous areas, is uncontrolled airspace. A number of Temporary Restricted Areas (TRAs) are identified within Portuguese airspace and can be reserved for military activities.

1.2 National Stakeholders

Autoridade Nacional da Aviação Civil (ANAC); Autoridade Aeronáutica Nacional (AAN); Força Aérea (PRTAF); Navegação Aérea de Portugal (NAV Portugal, E.P.E.); Aeroportos de Portugal, S.A. (ANA, S.A.).

Their relationships are shown in the diagram below: CIVILIAN STAKEHOLDERS MILITARY STAKEHOLDERS

FL195

AGL

Open FIR Class “G”

AWY Class “C”

1.000’ AGL

FIR

FIR

FL660 FREE ROUTE LISBOA Class “C”

FL245

LPR MilitaryClass

“D”

CTR Class“C”

TMA Class “C”

2.000’

FL095

“C” “C”

UNL Class “G”

Ministry of National Defence

ANAC

NAV Portugal, E.P.E.

ANA, S.A.

AAN

FORÇA AÉREA


1.2.1 Civil Regulator(s)

1.2.1.1 General information

The different national entities having regulatory responsibilities in ATM are summarised in the table below:

Activity in ATM: Organisation responsible

Legal Basis

Rule-making ANAC Decree-Law No 40/2015 – Chapter I, Article 4º,

Chapter III, Article 29º

Safety Oversight ANAC Decree-Law No 40/2015 – Chapter I, Article 9º,


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

ANAC Decree-Law No 40/2015 – Chapter III, Article 35º,

Airspace ANAC Decree-Law No 40/2015 – Chapter I, Article 4º

Economic ANAC Decree-Law No 40/2015 – Chapter I, Article 4º

Environment

Portuguese Environment Agency

(APA)

ANAC

(APA) Decree-Law No 93/2010 – Art. 4º and Art. 5º;

and ANAC Decree-Law No 40/2015 – Chapter I, Artº 4º

Security ANAC

Decree-Law No 40/2015 – Chapter I, Article 4º,


Accident investigation

GPIAA - Gabinete de Prevenção e Investigação de Acidentes com Aeronaves

The GPIAA is the Portuguese Civil Aviation Safety Investigation Authority, reporting directly to Ministry of Planning and Infrastructure.

Investigations of accidents and incidents have a single goal, which is to prevent future accidents and incidents without apportioning blame or liability. Annex 13 to the Chicago Convention, Regulation (EU) No 996/2010 of the European Parliament and of the Council, of 20 October, Decree-Law No 318/99, of 11 August and Decree-Law No 80/2012, of 27 March are the relevant legislation.

If civil and military aircraft are involved the investigation is conducted under the custodianship of the GPIAA, with participation of the Inspection Agency of the Air Force (IGFA). The nomination of the investigators will be ordered by common decision of Ministry of National Defence and Ministry of Planning and Infrastructure.

The GPIAA is accessible at website:

http://www.gpiaa.gov.pt/

1.2.1.2 ANAC

The National Civil Aviation Authority, often shortened to ANAC, is responsible for civil aviation regulation, supervision and safety oversight in Portugal. It was designated as National Supervisory Authority, in accordance with the European regulation and takes into that the EC SES regulation and ICAO documentation is directly binding.

Decree-Law No 40/2015, of 16 March 2015, created ANAC as a legal person of public law, that owns the nature of an independent regulatory authority with administrative, financial and management autonomy.

In pursuing its responsibilities ANAC certifies the civil aviation services providers, aerodromes, civil aviation schools, aviation professionals and approves the activities and procedures related to aircraft, equipment, systems and other resources allocated to civil aviation and define requirements and technical assumptions underlying the issuance of the respective acts.


Annual Report published: Y An annual safety oversight report was sent to the Commission, covering 2014 activities, as required by Article 12 of Regulation (EC) No 549/2004.

The web site address of ANAC can be found at: http://www.anac.pt/

The organisational chart of ANAC is available in Annex B.

1.2.2 NAV Portugal, E.P.E

1.2.2.1 Services provided

NAV Portugal, E.P.E, in line with the Single European Sky (SES) regulation, was certified by the NSA, in 12 December 2006 and designated by the Minister of Transport dispatched, of 19 December 2006, as the main Portuguese Air Navigation Services Provider within Portuguese airspace (Continental and Oceanic areas). It has also the responsibility for the provision of Communication, Navigation and Surveillance Services.

The following table lists information about the responsibilities of NAV Portugal, E.P.E:

Name of the ANSP: Navegação Aérea de Portugal - NAV Portugal, E.P.E.

Governance: Corporate public entity Ownership: 100% State owned

Services provided Y/N Comment

ATC en-route Y ATS is in the responsibility of NAV Portugal, E.P.E. for Lisboa and Santa Maria FIR’s (Lisboa, Santa Maria).

ATC approach Y NAV Portugal, E.P.E provides approach control services for the main Portuguese airports. (Lisboa, Porto, Faro, Madeira, Ponta Delgada, Santa Maria, Horta, Flores).

ATC Airport(s) Y NAV Portugal, E.P.E. provides aerodrome control services for 10 Airports in Portugal (Lisboa, Cascais, Porto, Faro, Madeira, Porto Santo, Ponta Delgada, Santa Maria, Horta and Flores).

AIS Y All AIS provided to GAT within the area of scope of this LSSIP are delivered by NAV Portugal, E.P.E.

CNS Y All CNS services provided to GAT within the area of scope of this LSSIP are delivered by NAV Portugal, E.P.E.

MET N Instituto Português do Mar e da Atmosfera, I.P. established by Decree-Law No 68/2012, of 20 March, provides (https://www.ipma.pt/pt/index.html).

ATCO training Y Air Traffic Controller training are in the full responsibility of NAV Portugal, E.P.E under close supervision of ANAC.

Others N AFIS providers are generally aerodrome operators.

Additional information: NAV Portugal, E.P.E. is the main airspace and procedure design organization for Lisboa and Santa Maria FIR’s.

Provision of services in other State(s):

Y Based on operational requirements an agreement has been signed between Lisboa/Madrid and Seville ACCs, regardless the boundaries, for the provision of air navigation services and related functions.

Annual Report published: Y This is the annual report covering yearly activities of the ANSP.

The NAV Portugal, E.P.E. website is accessible at: http://wAIPA.I.Pww.nav.pt/

The organisational chart of NAV Portugal, E.P.E. is available in Annex B.


1.2.2.2 ATC systems in use

Specify the manufacturer of the ATC system currently in use: Commercial solutions and own development made by NAV Portugal, E.P.E.

Major upgrade1 of the ATC system is performed or planned?

Upgrades are planned for the next years to comply with the following objectives: ITY-AGDL: Dec.2018 ATC02.5 (APW): Dec. 2016 ATC02.6 (MSAW): Dec. 2019 ATC02.7 (APM L2): Nov. 2019 ATC15 (Basic AMAN): Nov. 2018 ITY-COTR: Nov. 2016

Replacement of the ATC system by the new one is planned? Year 2020/2020+

FDPS

Specify the manufacturer of the ATC system currently in use: Commercial solutions and own development made by NAV Portugal, E.P.E.

Upgrade2 of the ATC system is performed or planned? Yearly upgrades are introduced on system developed by NAV Portugal, E.P.E.

Replacement of the ATC system by the new one is planned? 2020/2020+

ATC Unit Lisbon ACC

SDPS

Specify the manufacturer of the ATC system currently in use: ARTAS/SDDS from EUROCONTROL and its industrial partners

Upgrade1 of the ATC system is performed or planned? NAV Portugal participates on the ARTAS arrangements governance (UG) and deploys regularly new ARTAS versions after they become available.

Replacement of the ATC system by the new one is planned? N/A

ATC Unit Lisbon ACC

1.2.2.3 ATC units

The only ACC of concern to this LSSIP report 2015 is Lisboa ACC, operating a maximum of 8 elementary en-route sectors, which can be combined in a flexible and dynamic way pending to traffic demand, complexity and available staffing.

The en-route sectors are responsible for the provision of ATS in the route structure of the Lisboa FIR, Class “C” airspace, from FL095/UNL.

In addition to the en-route sectors the operation room also include 3 APP sectors, which are responsible for the provision of ATS within the Lisboa Terminal Area.

The 4 military sectors provide, by delegation of NAV Portugal, up to FL055 outside Lisboa TMA, the flight information service (FIS) to military and civil general aviation within airspace class “G”.

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

LISBOA ACC 8 3 LISBOA 4 Military sectors are co-located in the Lisboa ACC.

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


In accordance with regional air navigation agreements, namely those related to the establishment of SW FAB, there are delegations of Air Traffic Services provisions between Spain and Portugal to overcome former limitations due to national borders in order to reach an optimum utilisation of the airspace.

1.2.3 Airports


ANA Aeroportos de Portugal, SA, whose share capital is 100% held by VINCI Airports International, S.A, holds a concession to run public airport service supporting civil aviation in Portugal, since September 2013.

Under the scope of this concession, ANA Group is responsible for the management of airports in mainland Portugal (Lisbon, Porto, Faro and Beja), Azores (Ponta Delgada, Horta, Flores and Santa Maria) and Autonomous Region of Madeira (Madeira and Porto Santo).

The ANA, S.A. website is: http://www.ana.pt/

1.2.3.2 Airport(s) covered by the LSSIP

Referring to the List of Airports in the ESSIP Plan – Part I Section 4, it is up to the individual State to decide which

additional airports will be reported through LSSIP for those objectives.

So the following airports are covered in this LSSIP:

Only Lisbon airport is covered in the LSSIP Year 2015.

1.2.4 Military Authorities

In accordance with Law No 28/2013, dated 12 of April, the Autoridade Aeronáutica Nacional (AAN) is responsible for the coordination and carrying out of the activities to be developed by the Portuguese Air Force (PRTAF), in the regulation, inspection, and supervision of aeronautical activities, within the ambit of National Defence.

Thus, for the military, the AAN is responsible for the certification of:

Aircraft airworthiness; Airfields and associated aeronautical infrastructures; Pilot, ATCO, and Aircraft Maintenance Personnel; Aeronautical Meteorological Services

The AAN is also the responsible for the National Air Policing, and for upholding the State’s authority within the national permanent strategic interest area.

As an element of the national defence system, the AAN reports to the Ministry of National Defence.

The main military aviation operations in Portugal are conducted, and coordinated by the Portuguese Air Force, while the Portuguese Navy operates helicopters integrated with its sea units.

Under delegation of the AAN, the PRTAF is the military representative for the National AMC. It is responsible for managing the FUA for the Military users, and for the FUA level 2 and 3 coordination with the civil ANSP. The PRTAF is also the appointed military AIS provider, responsible for publishing the Military-AIP and Arrival Departure Procedures (ADP) manuals.

The military are responsible for the management and control of the airspace under their jurisdiction, but their activities extend to the areas of aeronautical regulation, airspace use/management, ATS provision, aerodrome management, aeronautical meteorology, instrument procedure design and management of air navigation aids.

In Portugal over the years a close working relationship has been developed between the civil and military authorities, from the ATM staff down to the ATCO operational level. Civil-military coordination procedures and practices are promulgated by Letters of Agreement (LoAs).


The Portuguese military authorities recognize the relevance of the LSSIP to achieve the required Single Sky objectives, and reiterate their commitment to contribute to the achievement of the LSSIP objectives. Nonetheless, due to the current national budgetary constraints, all actions included in the LSSIP – Portugal 2015, that require financial investments from the military authorities, will be scheduled in accordance with the budget calendar sanctioned by the Ministry of Defence.

The AAN website can be accessed at: http://www.aan.pt/

The Air Force website can be accessed at: http://www.emfa.pt/

Their regulatory, service provision and user roles in ATM are detailed below.

The organisational chart of the AAN can be found in Annex B.

The organisational chart of the PRTAF can be found in Annex B.

1.2.4.1 Regulatory role

Regulatory framework and rule-making

OAT GAT

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

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

Y

Level of such legal provision: Protocol Level of such legal provision: Protocol

Authority signing such legal provision: AAN, Chief of Air Force Staff, ANAC, NAV Portugal and Air Force Operational Commander.

Authority signing such legal provision: AAN, Chief of Air Force Staff, ANAC and NAV Portugal.

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

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

OAT/GAT Coordination Y OAT/GAT Coordination Y

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification N ANSP Certification N

ANSP Supervision Y ANSP Supervision Y

Aircrew Training Y

Aircrew Licensing Y

Additional Information: Additional Information: Only FIS is made available to civil GAT below FL055, between sunrise and sunset and within defined areas of continental uncontrolled airspace. Military controllers provide this service.

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

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

National AIP Y National AIP Y

National Military AIP Y National Military AIP N

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: Other:


Oversight

OAT GAT

National oversight body for OAT: Autoridade Aeronáutica Nacional.

National Supervisory Authority (as per SES Regulation No 550/2004) for ANS services provided to GAT will be further developed by the military in cooperation with ANAC.

Additional information: The AAN is responsible for the oversight of military ATS providers.

Additional information: The AAN is separated from the PRTAF military ATS Provision. However, both entities are under the direct responsibility of the MDN. In the case of ANS provided to GAT by the military, PT has applied Art 7(5) of the service provision regulation (i.e. allow provision of ANS without certification).

1.2.4.2 Service Provision role

OAT GAT

Services Provided: Services Provided:

En-Route Y En-Route N

Approach/TMA Y

Provided by Mil ATCC for all Military Airbases and Mil CTAs

Approach/TMA Y

Airfield/TWR/GND Y Provided at all PRTAF Airfields Airfield/TWR/GND Y

AIS Y Provided at all PRTAF Airfields AIS Y

MET Y Provided at all PRTAF Airfields MET Y

SAR Y All SAR Y

TSA/TRA monitoring Y Provided by Mil ATC FIS Y

Other: Other:

Additional Information: OAT flights usually don’t operate to civil aerodromes.

Additional Information: The SAR service within Lisboa FIR and Santa Maria OCA is a responsibility of the Ministry of Defence, and is carried out by the Air Force (Air SAR) and Navy (Sea SAR).

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: Process under development in association with the dual usage of military airfields for civilian air operations.

1.2.4.3 User role

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 N

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

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


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

No special arrangements Exemption from Route Charges Y

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

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

Others: ATFCM exemptions are only authorized for some governmental and priority flights. CNS exemptions are granted only for Combat type Aircraft.

1.2.4.4 Flexible Use of Airspace (FUA)

The National FUA architecture:

MND

CA

AMC


DOPLIS

Lisboa ACC MIL (EITA)

ACC Lis

FUA Level 1

FUA Level 2

FUA Level 3

AAN Air Force ANAC (CAA)

INFANAV OCEA

Coordination


1.2.5 Portuguese Sea and Atmosphere Institute (IPMA, I.P.)


The Portuguese Sea and Atmosphere Institute, I. P. (IPMA, IP), is a public institution, part of the indirect administration of the State, endowed with administrative and financial autonomy and its own property.

IPMA I. P., is the national meteorological service provider for aeronautics affairs, through is Centre for Aeronautic Meteorology, and promotes safety, regularity and efficiency of aeronautical activities in the FIR's areas of Lisboa and Santa Maria, and co-operates with various national public and private organizations and users, at international level, such as WMO, ICAO, ECMWF, EUROCONTROL and meteorological services of other countries.

Military apply FUA requirements as specified in the Regulation (EC) No 2150/2005: Y

FUA Level 1 implemented: Y




– Traffic and Capacity Chapter 2 -

2.1 Evolution of annual traffic in Lisbon FIR

2015

Traffic in Portugal increased by 4.5% during summer 2015 (May to October), when compared to the same period during 2014.

2016-2020

The STATFOR medium-term forecast (MTF) predicts an average annual increase of between 0.6% and 4.3%, with a baseline growth of 2.5% for the Lisbon FIR during the planning cycle.

0

100.000

200.000

300.000

400.000

500.000

600.000

700.000

2011 A 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F

IFR

flig

hts

Lisbon FIR - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F

H 5.5% 5.3% 4.6% 4.1% 3.7% 4.0% 3.1%

B -2.7% 2.6% 6.8% 5.1% 3.2% 2.3% 2.4% 2.2% 2.5% 1.6%

L 4.6% 1.2% 0.0% 0.7% 0.6% 0.8% 0.2%

ESRA08 B -2.4% -1.1% 1.7% 1.6% 2.3% 2.3% 2.3% 2.2% 2.7% 1.8%

EUROCONTROL Seven-Year Forecast (September 2015)IFR flights yearly growth

Lisbon FIR


2.2 LISBON ACC

2.2.1 Traffic and en-route ATFM delays 2011-2020

2.2.2 Summer 2015 performance

Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+4.4 % 94 (0%) 0.13 0.74 Yes

The average en-route delay per flight increased from 0.29 minutes per flight in Summer 2014 to 0.74 minutes per flight in Summer 2015.

68% of the delays were for the reason ATC Capacity, 12% for Special events, 11% for ATC Staffing, 8% for ATC equipment and 2% for Weather.

Capacity Plan +3% Achieved Comments

Enhanced ATFCM procedures, including STAM Partially

New DFL 365 West Sector Yes

Reduction of separation minima from 8 to 5 NM No Implemented on 20 October 2015

Flexible rostering Partially

Maintain appropriate level of staffing to open up to 9 sectors Partially Not at all times when required

Area Proximity warning (APW) No Planned for 2016

Flexible sector opening schemes Partially

Maximum configuration: 9 (7 ENR+2 TMA) Yes 9 sectors were opened

Summer 2015 performance assessment

The ACC capacity baseline was measured with ACCESS / Reverse CASA at 94 same as in 2014. During the measured period (June and July AIRAC cycles), the average peak 1 hour demand was 100 and the average peak 3 hour demand was 90.

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Peak Day Traffic 1484 1516 1448 1669 1672

Summer Traffic 1217 1178 1213 1312 1370

Yearly Traffic 1153 1121 1150 1229 1278

Summer Traffic Forecast 1398 1421 1457 1491 1530

High Traffic Forecast - Summer 1417 1490 1553 1615 1679

Low Traffic Forecast - Summer 1360 1358 1366 1378 1393

Summer enroute delay (all causes) 0.06 0.76 0.23 0.29 0.74

Yearly enroute delay (all causes) * 0.17 0.69 0.29 0.53 0.53

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

200

400

600

800

1000

1200

1400

1600

1800

En

rou

te D

ela

y (m

inu

tes

pe

r fli

gh

t)

IFR

flig

hts

(D

aily

Ave

rag

e)

LPPCACC - Traffic and en-route ATFM delays

*From 01/01/2015 to 31/10/2015


2.2.3 Planning Period 2016-2020 - Summer

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.

Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

Free route

extension to LFRR FIR

Free route extension to Santa Maria

FIR

Airspace Management Advanced FUA

Enhanced ASM/AFUA System Support

Airport & TMA Network Integration

PBN LPFR

Cooperative Traffic Management

Enhanced ATFCM procedures, including STAM

Airspace

New airspace structure at

interface with Casablanca

FIR

Vertical split of South sector

Flexibility of DFL West sector

Procedures

Staffing Flexible rostering

Maintain appropriate level of staffing to open up to 10 sectors

Technical APW Datalink New ATC system

Capacity

Increase capacity in MAD sector1

Dynamic split of West and South sectors

Flexible sector opening schemes

Significant Events Olympic games

in Brazil

Max sectors 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA) 10 (8 ENR+2

TMA)

Capacity increase p.a. 6% 3% 3% 3% 0%

Reference profile 9% 2% 2% 2% N/A

Additional information 1 When second surveillance source becomes available

2016 2017 2018 20190.10 0.11 0.12 0.120.11 0.11 0.13 0.13

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLPPCCTA

H 106 13% 110 4% 114 4% 118 4%

Ref. 102 9% 104 2% 106 2% 108 2%

L 95 1% 95 0% 96 1% 96 0%

Open 102 9% 104 2% 106 2% 108 2%

C/R 102 9% 104 2% 106 2% 109 3%

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

LPPC 94

ACC2015

baseline 2016 2017 2018 2019


2016-2020 Planning Period Outlook

With the measures planned in Lisbon ACC during the planning period, the performance should be close to the requirements.

2014 2015 2016 2017 2018 2019 2020

2016‐2019 Reference Capacity Profile 102 104 106 108

Capacity Profile ‐ Shortest Routes (Open) 102 104 106 108

Capacity Profile ‐ Current Routes 102 104 106 109

Capacity Profile ‐ High 106 110 114 118

Capacity Profile ‐ Low 95 95 96 96

Capacity Baseline 94 94

2016 ‐ 2020 Plan 100 103 106 109 109

50

60

70

80

90

100

110

120

130

Cap

acity profile (movements per hour)

LPPCCTA - Reference capacity profile and alternative scenarios


ESSIP Report recommendations Chapter 3 -

Recommendations issued from the ESSIP Report for 2014 applicable to Portugal for all items that require corrective actions and improvements.

Reference

number Recommendation 2014 Ownership

REC-2014-2 Local Stakeholders that declared delays in implementation of FCM01, AOP04.1, SAF10, ITY-AGDL, ITY-ADQ, COM10, ITY-FMTP and ITY-COTR, to take corrective measures to reduce the implementation delays.

Local Stakeholders

Corrective actions taken:

NO

Description:

REC-2014-06

(equal to REC-2013-15)

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

FAB ANSPs

Corrective actions taken:

YES

Description:

Adjustments on the dates for FOC for the common objectives were taken between the ANSPs. The Portuguese NSA is monitoring the ANSP and an inspection was made on the 16 December 2015.


National Projects Chapter 4 -

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

Expected Contribution to the Key Performance Areas

NAV (PT)

A-SMGCS 1. RAW Video A-SMGCS Backup; 2. A-SMGCS at Lisbon APP.

From:01/2006 To: 03/2012

1. Completed in 2010 in Lisbon Airport 2. Completed in 2012

ESSIP:AOP04.1, AOP04.2

OI-Steps: AO-0102, AO-0201

Other: -

Capacity: Ability to maintain traffic throughput during periods when aerodrome traffic cannot be observed visually by aerodrome controllers, through the use of surveillance information, A-SMGCS Level 2 safety net and appropriate procedures.

Safety: Improved situational awareness for aerodrome controllers, particularly during periods of reduced visibility and darkness. Systematic presentation of potentially hazardous conflicts or infringements of runway and restricted areas will help enhance safe operations.

Environment: Reduction of noise and emissions.

Cost-Efficiency: More efficient control of aerodrome surface traffic, leading to a reduction in delay and fuel burn. Reduction of incidents & accidents on manoeuvring area.

DMEs for P-RNAV on TMAs

Install of DME Stations to provide DME/DME procedures: 1. Lisbon TMA.

From:2005 To: 2012

1. Achieved in 2010 ESSIP:NAV03

OI-Steps: AOM-0601, AOM-0602

Other: -

Capacity: Indirect benefit by enabling optimisation of En-Route and terminal airspace.

Safety: Increase safety of flight operations by increased situational awareness and indirect benefit to both ATC and pilot through reduction of workload during RNAV operations.

Environment: Emissions and noise nuisance reduced by use of optimal flight procedures and routings.

Cost-Efficiency: Fuel cost reduction through optimised routes and TMA procedures.

FMTP Develop the new FMTP protocol to support Exchange of OLDI messages with adjacent FIR according to Implementing Rule EC 633/2007. Development and implementation in LISATM. Connection with Madrid and Seville.

From:01/2009 To: 2015

1. Completed in 2011 2. Completed in 2014 (IPv4) 3. Planned to 2016 (IPv6)

ESSIP:ITY-FMTP

OI-Steps: -

Other: -

Capacity: -

Safety: -

Environment: -

Cost-Efficiency: More cost efficient as X.25 maintenance costs are increasing while TCP/IP costs are lower.




FPL 2012 Implement the new FPL format as proposed by ICAO in LISATM V9 system for Lisbon ACC and Lisbon FIR Control Towers: 1. Lisbon ACC and Lisbon Airport Control Tower; 2. Porto Airport Control Tower; 3. Faro Airport Control Tower; 4. Madeira Airport Control Tower.

From:12/2011 To: 11/2012

1.Concluded in 2012 2. Concluded in 2012 3. Concluded in 2012 4. Concluded in 2012

ESSIP:-

OI-Steps: -

Other: -

Capacity: This is an important enabler for the use of advanced Communications, Navigation and Surveillance (CNS) capabilities. They provide the ability to distinguish the traffic on the basis of more specific CNS capabilities allowing improved traffic and flow management processes and procedures enhancing overall network capacity.

Safety: -

Environment: -

Cost-Efficiency: -

IR COTR OLDI Update Lisbon FIR Systems with message not yet implemented but required by this Implementing Rule (Commission Regulation (EC) No 1032/2006).

From:2011 To: 05/2015

Planned to May 2016 ESSIP:ITY-COTR

OI-Steps: CM-0201

Other: -

Capacity: -

Safety: Reduction of human error. Capacity: Reduction of controller workload.

Environment: -

Cost-Efficiency: More efficient planning and operational decision making.

IR-ACID (eORCAM)

Develop and Install on LISATM V9 the new eORCAM rule for SSR code management in accordance with Regulation (EU) No 1206/2011.

From:12/2011 To: 02/2012

Completed in 2012 ESSIP:-

OI-Steps: -

Other: -

Capacity: -

Safety: -

Environment: -

Cost-Efficiency: Significant reduction in Mode 3/A code changes required (workload reduction for pilots and controllers). Avoidance of delays induced by code shortages.

LISATM L2K Develop and install a new LISATM version V9 with Data link capabilities: 1. ATN DLIC CM; 2. Remaining ATN messages.

From:2004 To: 2017

1. Completed May 2014 2. Planned to 2017

ESSIP:ITY-AGDL

OI-Steps: AUO-0301

Other: -

Capacity: Increased capacity through both reduction of voice congestion and increase in controller efficiency. Capacity gain is expected from 3.4 % (if 25% of flights is equipped) up to 11% (if 75% of flights is equipped).

Safety: Through the delivery of standard and unambiguous messages (entailing significant error and fatigue reduction), the provision of a communications back up and the possibility of immediate message retrieval, data link communications are a major safety enhancement.

Environment: Aircraft operators will benefit of en route cost, savings, reduction of delays and also reduction of CO2 emissions.

Cost-Efficiency: Data link is a cost-effective capacity




increase enabler through sector productivity increase and delay cost savings.

LISATM eFDPS

The project scope is the replacement of Lisbon ACC ATM system in line with the SES/SESAR deployment requirements. The ATM system will Integrate an FDP and a new Middleware in the LISATM. This system will be compliant with the Single Sky interoperability requirements and will include a set of new functionalities as: - SYSCO; Advanced TP; MTCD; DMAN; MSAW The new ATM system will also have a new system architecture: - Two synchronized central systems located in different sites - The ATC positions of all Lisbon FIR ATC Units connected to both central systems. With the introduction of the new system the operational controller working positions will be changed to take advantage of the new system capabilities as well to reduce de electrical consumption and cooling required by the system hardware. In order to avoid major risks (technological, training, development, etc.) the large number of functionalities of the new ATM system are planned to be delivered in different phases.

From:2010 To: 2020

Phases for 2020 and 2020 + (tbc).

ESSIP:ATC02.5, ATC02.6, ATC02.7, ATC07.1, ATC12

OI-Steps: CM-0202, CM-0203, CM-0801, TS-0102

Other: -

Capacity: Increase in capacity due to the reduction of controller workload per aircraft. AMAN will improve airport/TMA capacity

Safety: The systematic presentation to the controller of possible infringements of eminent and unauthorized penetrations into airspace volumes, possible infringements of minimum safe altitude ahead of their occurrence and of deviations from the glide path as provided by APW, MSAW and APM are major safety assurance functions. Early and systematic conflict detection reduces the need for tactical interventions. SYSCO improves the integrity of communication during the coordination.

Environment: AMAN reduces holding and low level vectoring with a positive environmental effect in terms of noise and fuel usage.

Cost-Efficiency: The use of standardised APW, MSAW and APM enables cost-effective use of resources. Early conflict detection will enable smother flight patterns without frequent and sudden control interventions. This will have a moderate influence on airline costs and moderate benefit for ANSPs due to reduced workload per aircraft and workload distribution. AMAN will allow cost reduction through reduction in delays. In addition, the new system architecture used in LISATM-iTEC will reduce deployment and maintenance costs.

Lisbon Multilateration system

1. Technical & Operational studies; 2. Procurement & contract award; 3. Installation & Site Acceptance.

From: 11/2007 To: 11/2009

1. Concluded in 2008 2 Concluded in 2008 3. Concluded in 2009

ESSIP:AOP04.1, AOP04.2

OI-Steps: AO-0102, AO-0201

Other: -

Capacity: Ability to maintain traffic throughput during periods when aerodrome traffic cannot be observed visually by aerodrome controllers, through the use of surveillance information, A-SMGCS Level 2 safety net and appropriate procedures




Safety: Improved situational awareness for aerodrome controllers, particularly during periods of reduced visibility and darkness: Systematic presentation of potentially hazardous conflicts or infringements of runway and restricted areas will help enhance safe operations.

Environment: Reduction of noise and emissions.

Cost-Efficiency: More efficient control of aerodrome surface traffic, leading to a reduction in delay and fuel burn. Reduction of incidents & accidents on manoeuvring area.

Lisbon airport Multilateration system extension to the approach

Expand systems to provide multilateration coverage on the approach phase to the Lisbon airport: 1. Procurement and contract award; 2. System installation; 3. Validation.

From: 2011 To: 2014

1. Concluded in 2012; 2. Concluded in 2013; 3. Concluded in 2014.

ESSIP:ITY-SPI

OI-Steps: -

Other: -

Capacity: Provide capacity benefits similar to radar based systems.

Safety: Increase of controller's situational awareness, particularly in areas where there is no surveillance today.

Environment: -

Cost-Efficiency: Potentially cheaper than large scale radar infrastructure deployment, and sometimes the only viable surveillance solution. Subject to business case substantiation.

NORMAW Madeira and Norte ADS-B and Multilateration

Install systems to provide a mix of WAM ADS-B RAD & ADS NRA services: 1. Procurement and contract award; 2. System installation; 3. Validation.

From: 2009 To: 2015

1. Awarded in 2014; 2. Planned to 2015; 3. Planned to 2016.

ESSIP:ITY-SPI

OI-Steps: -

Other: -

Capacity: Provide capacity benefits similar to radar based systems.

Safety: Increase of controller's situational awareness, particularly in areas where there is no surveillance today.

Environment: -

Cost-Efficiency: Potentially cheaper than large scale radar infrastructure deployment, and sometimes the only viable surveillance solution. Subject to business case substantiation.

VGS data-link stations

Install of new generation VHF Ground Stations: A) Montejunto & Foia sites; B) Madeira and Lisboa sites; C) Porto e Faro sites: 1. Technical & Operational studies 2. Procurement & contract award 3. Installation & Site Acceptance

From: 09/2008 To: 12/2013

All phases concluded. ESSIP:ITY-AGDL

OI-Steps: AUO-0301

Other: -

Capacity: Increased capacity through both reduction of voice congestion and increase in controller efficiency. Capacity gain is expected from 3.4 % (if 25% of flights is equipped) up to 11% (if 75% of flights is equipped).

Safety: Through the delivery of standard and unambiguous messages (entailing significant error and fatigue reduction), the provision of a communications back up and the possibility of immediate message retrieval, data link communications are a major safety




enhancement.

Environment: Aircraft operators will benefit of en route cost, savings, reduction of delays and also reduction of CO2 emissions.

Cost-Efficiency: Data link is a cost-effective capacity increase enabler through sector productivity increase and delay cost savings.


Regional Co-ordination Chapter 5 -

5.1 FAB Co-ordination

The joint collaboration towards the establishment of a Functional Airspace Block (FAB) in the South West region of Europe was initially promoted by the Portuguese and Spanish en-route Air Navigation Services Providers (ANSP), respectively NAV Portugal, E.P.E. and ENAIRE (formerly known as AENA).

The initiative was launched between both organizations (e.g. Memorandum of Understanding (MoU) signed on May 16th, 2001 by NAV Portugal, E.P.E. and AENA). Whereas by creating the South West Functional Airspace Block (henceforth the SW FAB) regardless of existing boundaries, Portugal and Spain aim to optimise capacity, effectiveness and efficiency of the Air Traffic Management network within European airspace, minimise the environmental impact while maintaining a high level of safety and achieve positive general public economic interests.

The actual governance structure of the SW FAB is depicted hereunder, in accordance with the agreement between the Portuguese Republic and the Kingdom of Spain on the establishment of the SW FAB:

Where:

Council is:

- established as a joint decision-making body for the purposes of the implementation, operation and further development of the SW FAB State Agreement; and

- Composed of one representative from each CAA and one representative from the authority responsible for military aviation of each SW FAB State.

Supervisory Authorities Committee (SAC) is:

- established as a consultative body of the Council; and

- Composed by one representative from each NSA, including the military authorities if not established as NSA, and one representative from the aeronautical meteorological supervisory authority of each SW FAB State.

Operational Board (OB) is:

- established to manage the technical and operational functioning of the SW FAB; and

- Composed by one representative of the en-route ATS provider, one military representative and one representative of the aeronautical meteorological service provider of each SW FAB State.


In order to accomplish with the tasks associated to the Operational Board, this group as structured in three subgroups:

Operational Coordination Committee (OCC) established to monitor and validate the work done by the Working Groups under its umbrella and report to the OB;

Airspace Working Group (AWG) established to manage the operational functioning of the SW FAB; and

Technical Working Group (TWG) established to manage the technical functioning of the SW FAB.


5.2 FAB Projects



ENAIRE (ES), NAV (PT)

ATM1 - SW FAB ATM IR Conformity

Define and agree technical solutions for the Conformity with Implementing Rules related with the ATM system. Planning and implementation of the agreed solutions.

01/11/2013 - 05/06/2017

Ongoing ESSIP:-

OI-Steps: -

Other: -

Capacity: See "Safety"

Safety: Biggest impact in safety, but also contributing to capacity and environment.

Environment: See 'Safety'.

Cost-Efficiency: -

ATM2 - SW FAB ATM System Harmonisation

SW FAB systems collaboration. Identification, analysis and implementation of common solutions regarding FDP systems for en-route and approach control in ENAIRE and NAV Portugal.

01/11/2013 - To be decided.

Suspended ESSIP:AOM21.2, ITY-COTR

OI-Steps: AOM-0401, AOM-0402, AOM-0501, AOM-0502, CM-0102-A, CM-0201

Other: -


Safety: Biggest impact in safety, but also contributing to capacity and environment.

Environment: See 'Safety'.

Cost-Efficiency: -

ATM3 - SW FAB CDM

This project consists of the identification, analysis and implementation of common solutions regarding implementation of CDM functionality and interface with the ATM systems managed by ENAIRE and NAV Portugal.

01/11/2013 - 02/06/2017

Ongoing ESSIP:AOP05

OI-Steps: AO-0501, AO-0601, AO-0602, AO-0603

Other: -

Capacity: See "Environment"

Safety: See "Environment"

Environment: Contributing to environment, capacity and safety.

Cost-Efficiency: -

CNS1 - SW FAB DataLink

This project consists of the identification, analysis and implementation of common technical solutions for the implementation of Datalink services in support of IR 29/2009 and IR 30/2009.

17/12/2012 - 11/12/2017

Ongoing ESSIP:ITY-AGDL

OI-Steps: AUO-0301

Other: -

Capacity: Biggest impact in both safety and capacity.

Safety: Biggest impact in both safety and capacity.

Environment: -

Cost-Efficiency: -

CNS2 - SW FAB Evolution of the Aeronautical Messaging Networks (AMHS)

The objective of the project is to define and agree the technical solution as well as the way to proceed on the implementation of a reliable AMHS link between Portugal and Spain in substitution of the current former CIDIN

23/02/2012 - 30/09/2014

Finalised ESSIP:COM10

OI-Steps: -

Other: -

Capacity: Contributing to capacity and safety.

Safety: See "Capacity"

Environment: -

Cost-Efficiency: -




link.

CNS4 - SW FAB Surveillance IP

The objective of the project is to define, agree and implement the technical solutions for the migration of surveillance data exchange between Portugal and Spain from X.25 to IP (As Pontes, Valdespina, Cancho Blanco, Montejunto, Faro, Foia and Porto Santo).

01/01/2013 - 30/06/2016

The project is under surveillance, It has been identified a risk due to the short period of time since the put into operation of the new system and the finalisation of the project. The status of the new Portuguese radar distribution system will be assessed at the beginning of 2016.

ESSIP:ITY-SPI

OI-Steps: -

Other: -

Capacity: -

Safety: Contributing to safety.

Environment: -

Cost-Efficiency: -

CNS4 - SW FAB Surveillance IP

The objective of this project was to define, agree and implement the technical solutions for the interconnection of aeronautical data networks of ENAIRE and NAV Portugal based on IP protocol.

17/12/2012 - 18/09/2014

Finalised ESSIP:-

OI-Steps: -

Other: -

Capacity: Contributing to capacity and safety.

Safety: See "Capacity"

Environment: -

Cost-Efficiency: -

CNS5 - SW FAB New Radars Sharing

The objective of the project is to define, agree and implement the technical solution for the additional surveillance data exchange of Taborno, Valdespina, Peñas del Chache and Porto, aimed at enhancing radar data sharing between Portugal and Spain.

01/01/2013 - 30/06/2016

Ongoing, No risks identified

ESSIP:ITY-SPI

OI-Steps: -

Other: -




Cost-Efficiency: -

CNS6 - SW FAB Civil-Military Ground Communications

This project aims at the fulfilment of both civil and military ATM/ANS requirements at operational and technical levels through harmonised ASM processes as well as more collaborative application of FUA

01/01/2013 - 16/10/2014

Finalised ESSIP:-

OI-Steps: -

Other: -

Capacity: -

Safety: Biggest impact in safety.

Environment: -

Cost-Efficiency: -

CNS7 - SW FAB New Surveillance

The objective of the project is to define, agree and implement technical solution

01/01/2014 - 30/06/2015

Finalised ESSIP:ITY-SPI

OI-Steps: -






Sensors Sharing for exchange ADS-B and WAM data. Other: - Environment: Contributing to environment, capacity and safety.

Cost-Efficiency: -

FRA1 - SW FAB Lisboa/Madrid/Brest FRA

The project consists on the extension of SW FAB Free Route Airspace towards the Brest Airspace.

02/01/2012 - 07/12/2018

Delay for the extension of Free Route to FABEC airspace because the implementation depends on DSNA/FABEC decision.

ESSIP:AOM21.2

OI-Steps: AOM-0401, AOM-0402, AOM-0501, AOM-0502, CM-0102-A

Other: -


Safety: -

Environment: Biggest impact in environment, but also contributing to capacity.

Cost-Efficiency: -

FRA2 - SW FAB FRA Phase II

The project consists on the extension of SW FAB Free Route Airspace to Santa Maria Oceanic Airspace.

01/07/2014 - 31/03/2016

Ongoing. ESSIP:AOM21.2


Other: -

Capacity: -

Safety: -

Environment: Biggest impact in environment

Cost-Efficiency: -

FRA3 - SW FAB Casablanca Dualisation

This joint initiative developed by SW FAB and ONDA Morocco consists on the split of ATS airways in the Lisboa-Casablanca-Canarias interface to accommodate main traffic flows between Europe and South Atlantic Region/Canarias islands. This project is considered the preliminary step to implement Free Route operations between Lisboa, Casablanca and Canarias FIR.-

01/01/2013 - 08/12/2018

Currently on the middle of the activity that leads to the definition of the new interface Lisboa, Madrid and Casablanca.

ESSIP:AOM21.2


Other: -



Environment: Biggest impact in environment, but also contributing to capacity and safety.

Cost-Efficiency: -

FRA4 - SW FAB FRA Phase III

The project consists on the extension of SW FAB Free Route Airspace to Canarias FIR.

01/01/2019 - 04/12/2020

Ongoing ESSIP:AOM21.2


Other: -

Capacity: -

Safety: -

Environment: Biggest impact in environment.

Cost-Efficiency: -

FUA1 - SW FAB FUA Optimisation

The objective of the project is to improvement of Civil and Military

01/01/2013 - 31/12/2020

Ongoing. ESSIP:AOM13.1, AOM19






coordination and use of conditional (CDR) ATS Routes.

OI-Steps: AOM-0201, AOM-0202, AOM-0205, AOM-0301, AOM-0401, DCB-0203

Other: -


Cost-Efficiency: -

LSSIP1 - SW FAB Harmonisation of Plans (LSSIP)

Coordinate the civil/military ANSPs contribution to the content of Spanish and Portuguese LSSIPs in order to maximise the agreed common reporting of identified FAB dimension ESSIP objectives among ANSPs according to SW FAB OB Common Plan.

yearly basis C/M ANSPs contribution schedule to national LSSIPs coordination completed. Currently working on the elaboration of the common report for the "FAB dimension" ESSIP objectives.

ESSIP:-

OI-Steps: -

Other: -

Capacity: n/a

Safety: n/a

Environment: n/a

Cost-Efficiency: n/a

NMP1 - SW FAB Marseille Interface

Airspace restructuration to improve traffic flows and traffic management between the eastern part of the SW FAB airspace and FABEC airspace (via Marseille FIR).

01/01/2013 - 14/09/2017

Ongoing ESSIP:AOM19

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

Other: -




Cost-Efficiency: -

NMP2 - SW FAB Bordeaux Interface

The restructuration of this interface will permit a better flow organisation and a better transfer of traffic between the central and western part of the SW Airspace Blocks and FABEC airspace (via Bordeaux)

01/01/2013 - 10/12/2017

Ongoing. Difficulties on reaching an agreement between Bordeaux / Barcelona.

ESSIP:AOM19

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

Other: -



Environment: Contributing to environment, capacity and safety

Cost-Efficiency: -

NMP3 - SW FAB ATS Network Improvements

Implementation of short-term improvements proposal to the ATS route network and airspace sectorisation, agreed by the RNDSG and arisen from several entities requests (e.g. IATA, IACA, EUROCONTROL).

01/01/2013 - 08/12/2016

Ongoing ESSIP:-

OI-Steps: -

Other: -



Environment: Contributing to environment and capacity.

Cost-Efficiency: -




New ProjectNMP4 - SW FAB Enroute Sectorisation Improvement

Taking into consideration the SW FAB performance plan, several resectorisation projects are planned to increase the airspace capacity to achieve local performance targets, with its positive impact in the SW FAB aggregate target.

10/03/2014 - 15/01/2018

Ongoing ESSIP:-

OI-Steps: -

Other: -

Capacity: Biggest impact in capacity, but also contributing to safety and environment.

Safety: -

Environment: -

Cost-Efficiency: -

PRO1 - SW FAB Harmonisation Project

Harmonization of SW FAB airspace classification; radar separation and FL division at cross-border sectorisation

07/05/2014 - 31/12/2019

Ongoing ESSIP:-

OI-Steps: -

Other: -


Safety: Biggest impact in safety, but also contributing to capacity.

Environment: See "Safety"

Cost-Efficiency: -

SIG1 - SIGMET Harmonize issuance of SIGMETs (Information concerning en-route weather phenomena which may affect the safety of aircraft operations) and other meteorological information supplied to en-route.

01/11/2013 - 28/02/2016

Ongoing. Almost all activities have been finalised.

ESSIP:-

OI-Steps: -

Other: -

Capacity: -

Safety: Contributing to safety.

Environment: -

Cost-Efficiency: -

TMA1 - SW FAB Canarias TMA

This project comprises the implementation of a new P-RNAV based TMA in Canarias FIR, is considered as a preliminary step to implement Free Route operations between Lisboa FIR, Casablanca FIR (Oceanic and West ATC sectors) and Canarias FIR (excluding operations inside TMA and oceanic area).

01/01/2013 - 08/12/2018

Ongoing. Difficulties on reaching an agreement on the interface with ONDA Morocco.

ESSIP:NAV03


Other: -

Capacity: Biggest impact in capacity, but also contributing to environment and safety.



Cost-Efficiency: -

TMA2 - SW FAB Madrid TMA

This project consists of the design and implementation of a new P-RNAV structure for Madrid TMA, re-organisation of Madrid approach sectors and implementation of independent parallel approaches.

19/03/2013 - 29/04/2018

Ongoing. ESSIP:NAV03


Other: -




Cost-Efficiency: -

TMA3 - SW FAB Barcelona TMA

This project consists of the design and implementation of a new P-RNAV structure for Barcelona TMA including a re-organisation of ATC sectors.

01/01/2014 - 08/11/2018

Ongoing ESSIP:NAV03


Other: -







Cost-Efficiency: -

TMA4 - SW FAB Faro TMA

New CNS infrastructure in Faro area will permit to develop RNAV 1 procedures for Faro airport

01/08/2014- 31/12/2016

Ongoing. It is expected that the publication in AIP occurs in the beginning of 2016, due to the fact the flight check has been postponed to the campaign of October /November 2015.

ESSIP:-

OI-Steps: -

Other: -




Cost-Efficiency: -

TMA5 - SW FAB Lisboa TMA

In order to increase Lisbon APT capacity, Terminal area will be restructured taking advantage of P-RNAV navigation procedures.

01/01/2015 - 01/03/2018

Ongoing. ESSIP:-

OI-Steps: -

Other: -




Cost-Efficiency: -

TMA6 - SW FAB RNP APCH Implementation Plan

The objective of this project is the deployment of RNP Approaches in order to reduce and/or optimise the number of conventional navaids necessary for the final approach, in line with EC recommendations. RNP APCH implementation is part of the resolution for ICAO PBN deployment, being the main objective to improve the safety of operations.

01/06/2013 - 31/12/2020

Ongoing. ESSIP:-

OI-Steps: -

Other: -

Capacity: -

Safety: Biggest impact in safety, but also contributing to environment.

Environment: See safety

Cost-Efficiency: -


5.3 Regional cooperation

5.3.1 Regional Cooperation Initiatives

Regional AEFMP Framework

AEFMP was set up by Algeria, Spain, France, Morocco and Portugal in 1996 to harmonize and optimize the air navigation operations among the five countries. It aims at promoting the establishment of common regional convergence objectives in order to achieve a high operational efficiency in the rendered services. To this regard, a Joint AEFMP Plan was signed by the Civil Aviation Authorities and by the Air Navigation Service Providers in 2002.

The AEFMP is then particularly focused on the harmonization of procedures, the improvement of interoperability and the coordination of new systems implementation. Accordingly, the main AEFMP objectives are:

to coordinate and collaborate on the operational and technical enablers alignment; to harmonize and optimize the deployment timeline of the operational and technical enablers; to push towards more interoperable systems; to optimize the traffic flows across the AEFMP area; and

to interconnect ATM systems, allowing the sharing of data coming from AEFMP facilities and systems.

The main achievements of the AEFMP have been the result of the collaboration in the following areas:

Optimum use of Technical Systems: technical optimization is considered essential to provide the users with systems aimed at improving or maintaining performance through synchronized interoperable technology deployment. Likewise, the main general objectives are: - to establish systems and common protocols allowing for a reliable, quick and effective

exchange of information between operational centres; - to share data coming from technical premises of adjacent (non-national) units, when

pertinent; - to share technical knowledge and experience between AEFMP ANSPs and propose new

technical ways of improving CNS/ATM systems.

Optimum use of Airspace: common methods and procedures as well as operational changes have been and shall be assessed considering the impact on global performance and in order to optimize the use of the AEFMP airspace by its users. Likewise, the general objectives are: - to study and elaborate common working methods for the area, as well as establishing support

systems necessities; - to establish common criteria for airspace organization and co-ordination of adjacent units in

order to avoid bottlenecks; - to analyse delays in the AEFMP area and propose joint measures in order to reduce delays in

the area.

The previous areas of work include inter-FAB and third countries collaboration activities, with the aim to extend the SES goals to other geographies, and the joint participation in initiatives such as the EUROMED Aviation Project, while keeping the objective to maintain, and improve whenever possible, the level of safety in the AEFMP area.

After having emphasized its collaboration with EUROMED in 2014 from which data communications courses were funded, having presented to EUROMED countries its Inter-ANSP Memorandum of Cooperation for data and services sharing during a dedicated workshop and in line with its objective to develop the EU technical cooperation with the AEFMP North-African partners, AEFMP answered positively to an invitation of “Groupe des Ministres des Transports de la Méditerranée Occidentale, GTMO5+5” (Group of Transport ministers from Western Mediterranean).


The agreed objective is to produce a study, led by DSNA, focused on the cooperation status, projects and needs among the ten countries concerned (Portugal, Spain, France, Italy, Malta, Morocco, Mauritania, Algeria, Tunisia and Libya. The study will be delivered mid-2016 to the GTMO5+5 Expert Group.

Last, in 2015, AEFMP launched the renewal of its newly hosted public website, www.aefmp-atm.org and finalized an intense work on the revision of the Joint AEFMP plan. Both activities will be evaluated by AEFMP Steering Committee early 2016.

Lisbon ACC New System

The project scope is the replacement of Lisbon ACC ATM system in line with the SES/SESAR deployment requirements.

The ATM system will integrate an FDP and a new Middleware in the LISATM. This system will be compliant with the Single Sky interoperability requirements and will include a set of new functionalities as:

SYSCO; Advanced TP; MTCD; DMAN; MSAW

The new ATM system will also have a new system architecture:

Two synchronized central systems located in different sites The ATC positions of all Lisbon FIR ATC Units connected to both central systems.

With the introduction of the new system the operational controller working positions will be changed to take advantage of the new system capabilities as well to reduce de electrical consumption and cooling required by the system hardware.

In order to avoid major risks (technological, training, development, etc.) the large number of functionalities of the new ATM system are planned to be delivered in different phases.

The investment will deployed in collaboration with others ANSP to deliver a system with a common core to share costs and risk and provide a seamless platform across several European ANSPs.

Restructure of Airspace

Since the implementation of the FRA project in Lisboa FIR in 2009, the SW FAB has established the extension of the FRA concept as its first priority action on the Operational domain.

In this free route extension strategy, and taking into consideration main traffic flows, the SW FAB has implemented in May 2014 the FRA concept in Santiago/Asturias sectors (Madrid FIR) and has seen the opportunity to jointly collaborate with FABEC, irrespective of FAB boundaries, in the extension of SW FAB free route phase I to the French coast (Brest FIR). A specific Task Force was created in the framework of the AEFMP operational regional group.

Also, in line with main traffic flows, a free route project could be developed in Casablanca airspace taking into account the restructuration of Canary TMA, increasing and promoting direct trajectories (DCT) in a first step (as already being done by ONDA Morocco), to a move towards a free route project (Oceanic and West sectors), taking into consideration as a baseline reference the interface with Canary Islands TMA airspace. This project is an example of the coordination strategy of the SW FAB with adjacent third countries (Morocco). Currently a specific Task Force is created to deal with this project in the framework of the AEFMP operational regional group.

5.3.2 Regional Projects

None


ESSIP Objective Implementation Chapter 6 -

6.1 Conventions

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

a colour code is used to show the Objective Scope in the Objective ID cell, and

another colour code is used to show the Objective Progress in the State and for each national stakeholder.

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

State’s high level progress statement State Impl. Date

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

APO. Progress (**)

APO Impl. Date ASP (By:mm-yyyy) ASP high level progress statement

ASP. Progress (**)

ASP Impl. Date MIL (By:mm-yyyy) MIL high level progress statement

MIL. Progress (**)

MIL Impl. Date APO (By:mm-yyyy) APO high level progress statement

APO. Progress (**)

APO Impl. Date

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

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late


6.2 ESSIP Objectives Implementation progress

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

Timescales:

Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018

Planned

AAMS‐10a(EN), AIMS‐19b(EN), AOM‐0301(OI)

‐

The Portuguese Government approved ‐ Despacho n.º 9731/2015, of 14th August 2015 ‐ the implementation within Portuguese airspace of the rules related to the harmonization of OAT and GAT handling, in accordance with the document “EUROCONTROL Specifications for harmonized Rules for Operational Air Traffic (OAT) under instrument Flight Rules (IFR) inside controlled Airspace of the ECAC Area (EUROAT)”, as from the 15th of August 2015. EUROCONTROL Agency was formally informed about the official national implementation on 7th of September 2015. For the full implementation it is still required to ensure the migration of National Military AIP to EAD, which is expected to occur during 2018, pending budgetary clearance from the MoD.

31/12/2018

[Objective coordinated with FAB partners: ‐]

REG (By:12/2018)

ANAC

The Portuguese Government approved ‐ Despacho n.º 9731/2015, dated of 14th August 2015 ‐ the implementation within Portuguese airspace of the rules related to the harmonization of OAT and GAT handling, in accordance with the document “EUROCONTROL Specifications for harmonized Rules for Operational Air Traffic (OAT) under instrument Flight Rules (IFR) inside controlled Airspace of the ECAC Area (EUROAT)”, as from the 15th of August 2015. EUROCONTROL agency was formally informed about the official national implementation on 7th of September 2015.

‐

Completed

‐

Portuguese Mil. Authority

The Portuguese Government approved ‐ Despacho n.º 9731/2015, dated of 14th August 2015 ‐ the implementation within Portuguese airspace of the rules related to the harmonization of OAT and GAT handling, in accordance with the document “EUROCONTROL Specifications for harmonized Rules for Operational Air Traffic (OAT) under instrument Flight Rules (IFR) inside controlled Airspace of the ECAC Area (EUROAT)”, as from the 15th of August 2015. EUROCONTROL agency was formally informed about the official national implementation on 7th of September 2015. For the full implementation it is still required to ensure the migration of National Military AIP to EAD, which is expected to occur during 2018, pending budgetary clearance from the MoD.

‐

Planned

31/12/2018

ASP (By:12/2018)


The Portuguese Mil. Authority promotes the harmonization of OAT/GAT handling through mutually agreed procedures with the Spanish military authorities. Those procedures facilitate the interface between OAT and GAT and are supported by a specific bilateral LoA and the EUROAT implementation.

‐

Late

31/12/2018

NAV

NAV participates fully in harmonised OAT/GAT handling through shared equipment, facilities and mutually agreed procedures with the military authorities. Procedures and mechanisms to appropriately facilitate the interface between OAT and GAT are under analysis.

FUA1 ‐ SW FAB FUA

Optimisation

Planned

31/12/2018

MIL (By:12/2018)


The Portuguese Mil. Authority promotes the harmonization of OAT/GAT handling through mutually agreed procedures with the Spanish military authorities. Those procedures facilitate the interface between OAT and GAT and are supported by a specific bilateral LoA and the EUROAT implementation.

‐

Late

31/12/2018


AOM19

Implement Advanced Airspace Management

Timescales:


Late

AAMS‐11(EN), AOM‐0201(OI), AOM‐0202(OI), AOM‐0205(OI), AOM‐0401(OI), DCB‐0203(OI)

‐

NAV Portugal decided to join LARA V3 version due to the best capability of this version regarding data formats supported, airspace blocks manipulation and other features. The Portuguese military authorities are fully committed with the process of implementing LARA, and will cooperate with NAV Portugal in developing the required processes for future airspace management. LARA fully Operational Capability (connection with ATM system) is expected late 2017.

31/12/2017


ASP (By:12/2016)


The Portuguese military authorities are fully committed with the process of implementing the Local And sub‐Regional ASM support system (LARA), and will cooperate with the civilian partners in developing the required processes for future airspace management technologies and procedures, in accordance with the agreed national implementation calendar.

‐

Late

31/12/2017

NAV

In January 2014 NAV Portugal made the formally agreement with EUROCONTROL to received LARA software package. In December 2014 the first approach to LARA tool was performed with an Info Session promoted by EUROCONTROL LARA Team. NAV Portugal decided to join LARA V3 version due to the best capability of this version regarding data formats supported, airspace blocks manipulation and other features. The LARA version (V3) was delivered for testing in November 2015. At that time NAV Portugal installed V3 version in their servers. Next step will be a V3 training session planned for April 2016. After this training session NAV Portugal are going to promote a training session for the foreseen in house LARA users. LARA Initial Operational Capability is expected for the second quarter of 2016. LARA connection to military server is expected for the fourth quarter 2016. LARA fully Operational Capability (connection with ATM system) is expected late 2017.

FUA1 ‐ SW FAB FUA

Optimisation / NMP1 ‐ SW FAB Marseille Interface / NMP2 ‐ SW

FAB Bordeaux Interface

Late

31/12/2017

AOM21.1

Implementation of Direct Routing

Timescales:

Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017

[PCP]

[Essential] Not Applicable

AOM‐0401(OI), AOM‐0402(OI), AOM‐0500(OI) [E]

‐

Since 2009 Lisboa FIR, above FL 245, is free route airspace (FRA). ‐


ASP (By:12/2017)

NAV ‐ ‐ Not Applicable

‐


AOM21.2

Implement Free Route Airspace

Timescales:


[PCP]

[Essential] Completed

AOM‐0401(OI), AOM‐0402(OI), AOM‐0501(OI) [E], AOM‐0502(OI) [E], CM‐0102‐A(OI) [E]

‐

The concept of Free Route Airspace was fully implemented in Lisboa FIR, above FL 245, in May 2009. Implementation strategy, at FAB level, is planned with the Spanish ASP to achieve the Full Operational Capability by 12/2020.

‐

[Objective coordinated with FAB partners: ES,PT]

ASP (By:12/2021)

NAV

THE SW FAB ALREADY OPERATES THE FREE ROUTE CONCEPT IN LISBON FIR AND MADRID FIR SECTORS OF SANTIAGO AND ASTURIAS (FRASAI PROJECT). THE OBJECTIVE IS TO EXTEND FRA CONCEPT TO BOTH THE WHOLE SW FAB AIRSPACE AND IN A CROSS‐BORDER PERSPECTIVE. CONSEQUENTLY, SW FAB HAS PLANNED 4‐PHASED EXTENSION OF FREE ROUTE: TO FABEC, TO SANTA MARIA OCEANIC AIRSPACE, CASABLANCA DUALIZATION. THE OVERALL PROJECT IS PLANNED TO BE IMPLEMENTED BY THE END 2020. The concept of Free Route Airspace was fully implemented in Lisboa FIR, above FL 245, in May 2009.

ATM2 ‐ SW FAB ATM System

Harmonisation

/ FRA1 ‐ SW FAB

Lisboa/Madrid/Brest FRA / FRA2 ‐ SW FAB FRA Phase II / FRA3 ‐ SW

FAB Casablanca Dualisation / FRA4 ‐ SW FAB FRA Phase III

Completed

31/12/2009


AOP03

Improve runway safety by preventing runway incursions

Timescales:


Completed

AO‐0101(OI)

‐

Local Runway Safety Teams (LRSTs) have been established in all Portuguese airports that quantify the extent of implementation of appropriate recommendations contained in EUROCONTROL publication on European Action Plan for the Prevention of Runway Incursions (EAPPRI) Edition 2 and ICAO documents, namely Doc 9870 Manual on the Prevention of Runway Incursions. An Aeronautical Information Circular has been published providing information to airports operators, aircraft operators and air navigation service providers. ANAC has assessed the reports of the LRSTs at the major aerodromes to ensure they have considered all the recommendations and will take the appropriate actions when is not the case.

‐


REG (By:12/2013)

ANAC

Local Runway Safety Teams (LRSTs) have been established in all Portuguese airports and quantify the extent of implementation of appropriate recommendations contained in EUROCONTROL publication on European Action Plan for the Prevention of Runway Incursions (EAPPRI) Edition 2 and ICAO documents, namely Doc 9870 Manual on the Prevention of Runway Incursions. An Aeronautical Information Circular has been published providing information to airports operators, aircraft operators and air navigation service providers. ANAC has assessed the reports of the LRSTs at the major aerodromes to ensure they have considered all the recommendations and will take the appropriate actions when is not the case.

‐

Completed

‐


Recommendations contained in the European Action Plan for the Prevention of Runway Incursions are used by the Portuguese Mil. Authority as Regulator for safety regulatory audits/inspections to the service providers. National Regulation was submit to a consultation process and is now ready for formal approval and publication. Local operating procedures at military aerodromes are adapted in accordance with recommendations. However, some practises and procedures are in accordance with NATO‐STANAGs.

‐

Completed

‐

ASP (By:12/2013)


EAPPRI recommendations are implemented at major airports and Runway Safety Teams are established were NAV provides ATS. Local operating procedures at military aerodromes are adapted in accordance with recommendations. However, some practises and procedures are in accordance with NATO‐STANAGs.

‐

Completed

‐

NAV EAPPRI recommendations are implemented at major airports and Runway Safety Teams are established were NAV provides ATS.

‐ Completed

‐

APO (By:12/2013)


The EAPPRI considered recommendations are implemented and Runway Safety Teams are established at airports managed by ANA, S.A.

‐ Completed

‐

ANA The EAPPRI considered recommendations are implemented and Runway Safety Teams are established and maintained at airports managed by ANA, S.A.

‐ Completed

‐


AOP04.1

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1

Timescales:


Late

AO‐0201(OI), CTE‐S02b(EN), CTE‐S03b(EN), CTE‐S04b(EN)

LPPT ‐ Lisboa Airport

All work is being carried out in line with the EUROCONTROL A‐SMGCS Programme. The tests were done, new improvements were identified and developments were made. The required surveillance sensors are available in Lisbon Airport as specified in the functional specifications for A‐SMGCS. The actual version of Lisbon TWR System includes the Data Fusion, MLAT, StopBars and SSR. This system also has data from non‐cooperative sensors (PSR and SMR). The airport vehicles identified to, have to be equipped with the necessary equipment.

31/12/2017


REG (By:12/2010)

ANAC

According to the Portuguese AIP all aircraft operating in Lisboa airport shall be equipped with transponder equipment to operate when the aircraft is on the ground. The installation of transponders on ground vehicles is ongoing.

‐

Late

31/12/2017

ASP (By:12/2011)

NAV

The required surveillance sensors are available in Lisbon Airport as specified in the functional specifications for A‐SMGCS. A Multilateration system was installed by the end of 2009. A new surveillance movement radar (SMR) has replaced an older one in 2007. MLAT is also in operation. The airport is totally covered with surveillance.

A‐SMGCS / Lisbon

Multilateration system

Completed

‐

APO (By:12/2010)

ANA All work is being carried out in line with the EUROCONTROL A‐SMGCS Programme. The airport vehicles identified to, must be equipped with the necessary devices.

‐ Late

31/12/2017

AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2

Timescales:


Planned

AO‐0102(OI), AO‐0201(OI), CTE‐S02b(EN), CTE‐S03b(EN), CTE‐S04b(EN)


The regulatory process for the approval of the implementation of the A‐SMGCS Level 2, will be initiated as and when the airport operator (ANA) in close cooperation with the ASP (NAV), decides their implementation.

31/12/2017


ASP (By:12/2017)

NAV The implementation of A‐SMGCS Level II in line with EUROCONTROL Specification and related guidance material is ongoing. The system is in operation since 03/2010.

A‐SMGCS / Lisbon

Multilateration system

Planned

31/12/2017

APO (By:12/2017)

ANA

The complementary equipment to be installed, that consist of an automated service capable of detecting conflicts and infringements, in accordance with A‐SMGCS Level II requirements, of some ATC rules involving aircraft or vehicles on runways and restricted areas, is still to be decided in co‐operation with the ASP.

‐

Planned

31/12/2017


AOP05

Implement Airport Collaborative Decision Making (CDM)

Timescales:


Late

AO‐0501(OI), AO‐0601(OI), AO‐0602(OI), AO‐0603(OI)


The Project restarted on the Airport side in November 2012. NAV is working closely with airport and airline operators to progress this further.

31/12/2016


ASP (By:12/2016)

NAV

This Project is restarting on the Airport side and previous agreed KPI are under revision. The CDM project is managed by ANA and coordination is still pending. The system is waiting for tests depending on Airport availability.

ATM3 ‐ SW FAB CDM

Planned

31/01/2016

APO (By:12/2016)

ANA The Project restarted on the Airport side in November 2012. New phased planning during 2016.

‐

Partly Completed

31/12/2016

AOP10

Time Based Separation

Timescales:

‐ not applicable ‐

[PCP]


AO‐0303(OI) [E]


(Outside Applicability Area)

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

[PCP]

[Essential] Planned

AO‐0801‐A(OI) [E]


The Airport operator is studying this objective and is planned to be implemented by the end of 2021. 31/12/2021


ASP (By:12/2021)

NAV NAV Portugal will coordinate with the airport operator the implementation of this objective in due time.

‐ Planned

31/12/2021

APO (By:12/2021)

ANA Studies have been started to assess the feasibility of the project. ‐ Planned

31/12/2021


AOP12

Improve runway and airfield safety with ATC clearances monitoring

Timescales:


[PCP]


AERODROME‐ATC‐36(EN), AO‐0104‐A(OI) [E]



not applicable ‐


ASP (By:12/2020)

APO (By:12/2020)

ATC02.5

Implement ground based safety nets ‐ Area Proximity Warning ‐ level 2

Timescales:


Planned

CM‐0801(OI)

‐

APW will be developed according to EUROCONTROL Specification and related guidance material. The coordination between the Portuguese and the Spanish ASPs points out the implementation of this safety net throughout 2016 and 2017 respectively.

31/12/2016


ASP (By:12/2016)


‐ ‐ Not Applicable

‐

NAV

SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF APW FUNCTIONALITY THROUGHOUT 2017 AND 2016. NAV Portugal is participating in the SPIN task force. APW will be completely implemented before the end of 2016.

LISATM eFDPS

Planned

31/12/2016


ATC02.6

Implement ground based safety nets ‐ Minimum Safe Altitude Warning ‐ level 2

Timescales:


Late

CM‐0801(OI)

‐

The ANSP plans to implement and make operational use of the Minimum Safe Altitude Warning (MSAW) safety net, in line with the EUROCONTROL Specification, in line with the new LISATM‐EFDP system, which is foreseen for 2019.

31/12/2019


ASP (By:12/2016)

NAV

THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN FAB SW ANSP ACCORDING THEIR ATC SYSTEM UPGRADE PLANNING: IN THE SPANISH ANSP (SACTA) BY 2017 AND IN PORTUGUESE ANSP (LISATM‐EFDP) BY 2019. The implementation of MSAW in line with EUROCONTROL Specification and related guidance material is not foreseen in any new version before LISATM‐eFDP, the new LISATM ‐EFDP system.

LISATM eFDPS

Late

31/12/2019



‐

ATC02.7

Implement ground based safety nets ‐ Approach Path Monitor ‐ level 2

Timescales:


Late

CM‐0801(OI)

‐

The implementation and operational use of the Approach Path Monitor (APM) safety net, in line with the EUROCONTROL Specification and the related guidance material, it will be included within the new version of LISATM‐eFDP system, which is foreseen for 2019.

30/11/2019


ASP (By:12/2016)

NAV

SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF APM FUNCTIONALITY ACCORDING THEIR ATC SYSTEM UPGRADE PLANNING: SPANISH ANSP (SACTA) BY 2017 AND PORTUGUESE ANSP BY 2019. The implementation of APM in line with EUROCONTROL Specification and related guidance material will be installed in Lisboa ACC included in the new LISATM‐eFDP system.

LISATM eFDPS

Late

30/11/2019



‐


ATC07.1

Implement AMAN tools and procedures

Timescales:


Late

TS‐0102(OI)


Implementation of arrival management tools is currently planned for Lisboa and is being considered for Porto and Faro airports at a later stage.

31/12/2018


ASP (By:12/2015)

NAV The AMAN tools will be implemented in Lisbon FIR with a future LISATM version. It expected to be implemented by the end of 2018.

LISATM eFDPS

Late

31/12/2018

ATC12.1

Implement automated support for conflict detection, resolution support information and conformance monitoring

Timescales:


Planned

CM‐0202(OI), CM‐0203(OI), CM‐0205(OI), CM‐0207‐A(OI)

‐

Free Route Airspace is already implemented in Portugal. However, the Conflict Detection Tools (CDT) include the trajectory based Medium Conflict Detection Tool (MTCD) and Tactical Controller Tool (TCT) are only planned to be implemented by the ASP by 2020.

31/12/2020


ASP (By:12/2021)

NAV MTCD, resolution support functions, TCT are planned to be implemented with the new LISATM‐eFDP system. CLAM is already in use and RAM is planned for the current system.

‐ Planned

31/12/2020

ATC15

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

Timescales:


Late

TS‐0305(OI)

‐

AMAN/OSYRIS for Lisbon TMA will be integrated in LISATM eFDP. However, the FOC is depended of the achievement of all the SLoA's from the ASP, which is estimated by the end of 2018.

31/12/2018


ASP (By:12/2017)

NAV

THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED IN THE SPANISH ANSP IN TWO PHASES BETWEEN 2015 AND 2018. PORTUGUESE ANSP CURRENT PLANS FORESEE TO FULLY IMPLEMENT THIS FUNCTIONALITY IN 2018. AMAN/OSYRIS for Lisbon TMA will be integrated in LISATM.

‐

Late

31/12/2018


ATC16

Implement ACAS II compliant with TCAS II change 7.1

Timescales:


Completed

PRO‐AC‐21(EN)

‐

The supervision of the air operator users is programmed on an annual basis. The ATCOs are duly trained to respond to ACAS RA and TA.

‐


REG (By:12/2015)

ANAC The Regulator will take the necessary measures to ensure the implementation of ACAS II compliant with TCAS II change 7.1.

‐ Completed

‐

ASP (By:03/2012)

NAV Controllers are aware of all the guidance that provides international standardization for collision avoidance systems, namely ICAO Documents.

‐ Completed

‐

MIL (By:12/2015)


Controllers and aircrews are aware of all the guidance related to international standardization for collision avoidance systems, namely ICAO Documents. ACAS not mandatory for state aircraft.

‐ Completed

‐

ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

Timescales:


Planned

CM‐0201(OI)

‐

This objective will be deployed, in close coordination with ENAIRE, by 2018. 31/12/2018


ASP (By:12/2018)

NAV THE OBJECTIVE IMPLEMENTATION WILL BE DEPLOYED BY BOTH THE SPANISH AND THE PORTUGUESE ANSPs BY 2018.

‐ Planned

31/12/2018

COM10

Migrate from AFTN to AMHS

Timescales:


Late

CTE‐C06c(EN)

‐

Portuguese ANSP has already initiated the implementation of AMHS systems. The COM‐Centre was already upgraded to become AMHS capable and act as a national AMHS/CIDIN gateway.

30/06/2016


ASP (By:12/2014)

NAV

BOTH SPANISH AND PORTUGUESE ANSPS HAVE DEPLOYED AMHS SYSTEMS. IN THE SPANISH ANSP BY 2015 AND 2016 FOR THE PORTUGUESE ANSP. The COM‐Centre was upgraded to become AMHS capable and act as a national AMHS/CIDIN gateway.

CNS2 ‐ SW FAB Evolution

of the Aeronautical Messaging Networks (AMHS)

Late

30/06/2016


COM11

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales:


Planned

CTE‐C05a(EN)

‐

The Portuguese ANSP have planned the implementation of VoIP by 2020. This objective is dully coordinated with the Spanish ANSP. The Portuguese Mil. Authority in the role of ASP purchased equipment for an initial system architecture definition experiment study.

31/12/2020


ASP (By:12/2020)


The Portuguese Mil. Authority in the role of ASP purchased equipment for an initial system architecture definition experiment study. Project pending MoD budgetary approval.

‐ Planned

31/12/2020

NAV

BOTH SPANISH AND PORTUGUESE ANSPS HAVE PLANNED THE IMPLEMENTATION OF VOIP BY 2020. The ASP purchased equipment for an initial system architecture definition experiment study. The actions to replace the Lisbon FIR A/G radio stations will be planned accordingly with the evaluation outcomes. The PRTAF submitted for approval of the CHOD the investment plan to implement VoIP in atm. until the necessary budget is made available for the required investments, this action will be in the planning phase

‐

Planned

31/12/2020

ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements

Timescales:


Completed

AOM‐0701(OI)


The CDO system is implemented. 31/08/2011


ASP (By:12/2013)

NAV The implementation of CDO is implemented with the objective of reducing aircraft noise, fuel consumption and emissions.

‐ Completed

31/08/2011

APO (By:12/2013)

ANA The CDO system is implemented at Lisbon Airport. ‐ Completed

31/08/2011


ENV02

Implement Collaborative Environmental Management (CEM) at Airports

Timescales:


Completed

AO‐0703(OI), AO‐0705(OI), AO‐0706(OI)


Noise abatement regulations are published. A noise monitoring system is installed. ‐


ASP (By:12/2016)

NAV

NAV is actively involved in a number of European & International groups established to tackle the environmental impact of aviation. Furthermore, the operational and student controllers are aware of the environmental impacts on aviation.

‐

Completed

‐

APO (By:12/2016)

ANA Noise abatement regulations are published. A noise monitoring system is installed.

‐ Completed

‐

FCM01

Implement enhanced tactical flow management services

Timescales:


Late

IS‐0102(OI)

‐

The implementation of enhanced tactical flow management services is a priority. The majority of the Stakeholder Lines of Action is under the responsibility of the ASP that is encountering difficulties in some in technical aspects to send an FSA to inform the NM that the flight is holding and to provide ETFMS with Correlated Position Data for all airborne flights. It is expected that by the end of 2016 the full implementation of this objective will be achieved.

31/12/2016


ASP (By:07/2014)


Processing of data ensured through the civilian ASP systems. ‐ Completed

‐

NAV

NAV Portugal has implemented almost the most relevant SLoAs in terms of impact to NMOC operations (ASP01, ASP03, ASP04 and part of ASP06). The remaining SLoAs will be implemented within the next two years according to the present ATM roadmap.

‐

Late

31/12/2016

ANA This objective is irrelevant for an airport. ‐ Not Applicable

‐


FCM03

Implement collaborative flight planning

Timescales:


Partly Completed

IS‐0102(OI)

‐

NAV Portugal has implemented almost all of the SLoAs. The remaining ones are partially developed or pending of NM's trails. This objective is coordinated with the Spanish ANSP.

31/12/2017


ASP (By:12/2017)

NAV

BOTH SPANISH AND PORTUGUESE ANSPS HAVE IMPLEMENTED ALMOST ALL THE SLoA. THE REMAINING ONES ARE EITHER PARTIALLY DEVELOPED OR PENDING OF NM's TRIALS. NAV Portugal has implemented almost all of the SLoA. The remaining ones, ASP03 (Provide flight plan message processing in ADEXP format), ASP 09 (Provide AFP message for a change of requested cruising level) and ASP11 (Use IFPLID in all messages to ETFMS) are partially developed and planned to be completed in 2015. For the military the use of IFPLID messages to ETFMS is completed.

‐

Partly Completed

31/12/2017

FCM04

Implementation of Short Term ATFCM Measures ‐ phase 1


Timescales:


Not Applicable

DCB‐0205(OI)

‐

Portugal is not in the applicability area. ‐


ASP (By:12/2015)

NAV ‐ ‐ Not Applicable

‐


FCM05

Implementation of interactive rolling NOP

Timescales:


[PCP]

[Essential] Planned

AOM‐0202(OI), AOM‐0205(OI), DCB‐0102(OI), DCB‐0103‐A(OI) [E], IS‐0901‐A(OI) [E]

‐

The first steps of the interactive Rolling NOP are already implemented through the deployment of the NOP portal. Lisbon Airport already provides the Airport Slots Information in SSIM format to EUACA. The Military will co‐operate in future national developments promoted by the NSA and the civilian ANSP, in order to include the military data as required to the NOP portal through NAV Portugal systems.

31/12/2016


ASP (By:12/2017)


The Military will co‐operate in future national developments promoted by the NSA and the civilian ANSP, in order to include the military data as required to the NOP portal through NAV Portugal systems.

‐ Planned

31/12/2016

NAV

The first steps of the interactive Rolling NOP are already implemented through the deployment of the NOP portal. Further information and data will be planned for deployment to support the Interactive approach to the NOP.

‐

Planned

31/12/2016

APO (By:12/2021)

ANA Lisbon Airport already provides the Airport Slots Information in SSIM format to EUACA.

‐ Planned

31/12/2016

FCM06

Traffic Complexity Assessment

Timescales:


[PCP]

[Essential] Planned

CM‐0101(OI), CM‐0103‐A(OI) [E], IS‐0102(OI)

‐

This traffic complexity tool is being developed in order to monitor sector demand and evaluate traffic complexity. The ANSP plans to implement the objective in due time.

31/12/2021


ASP (By:12/2021)

NAV Within the SESAR framework, a tool that supports the management of local traffic load is being developed.

‐ Planned

31/12/2021

INF04

Implement integrated briefing

Timescales:


Completed

IS‐0201(OI)

‐

Implementation of integrated Briefing is completed. The access of data/information sources (AIS, ARO, MET and ATFM) is now available for the preparation of flights.

‐


ASP (By:12/2012)

NAV

Implementation of integrated Briefing is completed. AIS, FPL, MET and ATFM information is integrated into one single source. Internet briefing is available at the AIS Site, The Meteorological Information is integrated in the AIS briefing since December 2013.

‐

Completed

31/01/2014


INF07

Electronic Terrain and Obstacle Data (TOD)

Timescales:


Planned

AIMS‐16(EN)

‐

A protocol has already been established between the Regulator and the Direcção Geral do Território to establish the responsibility to provide Area 1 electronic terrain data for all Portuguese territory, in accordance with Regulation (EU) 73/2010. Collection, Management and Provision of TOD Data for Area 3 Obstacles is currently being undergoing, according to the Reg EU 73/2010. The objective implementation will be deployed in accordance to the national policy and implementation programme.

31/05/2018


REG (By:05/2018)

ANAC

A protocol has already been established between the Regulator and the Direcção Geral do Território to establish the responsibility to provide Area 1 electronic terrain data for all Portuguese territory, in accordance with Regulation (EU) 73/2010.

‐

Planned

31/05/2018


Collection, Management and Provision of TOD Data for Area 3 Obstacles is currently being undergoing, according to the Reg EU 73/2010. The objective implementation will be deployed in accordance to the national policy and implementation programme and Airports implementation plan concerning the collection of TOD area 3.

‐

Planned

31/05/2018

ASP (By:05/2018)



‐

Planned

31/05/2018

NAV

Collection, management and provision of tod data for area 2 obstacles is currently being prepared by Portuguese ANSP to be fully achieved by 05/2018 according to INF 07 timeframe. The objective implementation will be deployed in accordance to: ‐ The national policy and implementation programme ‐ NAV Portugal implementation plan concerning: 1. the collection of TOD area 2 and 4 2. the management and provision of electronic terrain and obstacle data. The process for the acquisition and implementation of a TOD Database is under development.

‐

Planned

31/05/2018

APO (By:05/2018)



‐

Planned

31/05/2018

ANA

Collection, Management and Provision of TOD Data for Area 3 Obstacles is currently being undergoing, according to the INF 07 timeframe. The implementation will be deployed in accordance to the national policy and implementation programme.

‐

Planned

31/05/2018


ITY‐ACID

Aircraft identification

Timescales:

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

Planned

GSURV‐0101(EN)

‐

Regulation 1206/2011 requires that ANSPs should have the capability to establish individual aircraft identification using the downlinked aircraft identification feature, for all IFR/GAT flights. Mode S surveillance, ADS‐B or WAM equipment is planned to be installed in order to achieve the surveillance capability required.

02/01/2020


ASP (By:01/2020)


All ATC military radar systems are of the Mode S type. ‐ Completed

‐

NAV

BOTH SPANISH AND PORTUGUESE ANSPS WILL HAVE AIRCRAFT IDENTIFICATION BASED ON MODE S BEFORE 2020. BEFORE THAT SPANISH ANSP IS USING eORCAM AND PORTUGUESE ANSP WILL USE CCAMS.

‐

Planned

02/01/2020


ITY‐ADQ

Ensure quality of aeronautical data and aeronautical information

Timescales:

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

Late

IS‐0202(OI), IS‐0204(OI)

‐

Awaiting publication of national regulation (Decree‐Law on AIS/MAP matters) and ADQ implementation by all the parties referred on the Reg. No 73/2010 in 2(2) which is currently being prepared and planned to be fully achieved by June 2017. The compliance to obligations set for 1st July 2013 (31/12/2016); the compliance to the obligations set for 01st July 2014 (31/12/2016); the expected compliance with respect to the defined milestone of 30 June 2017 for the data published before 01st July 2013 (30/06/2017).

30/06/2017


REG (By:06/2017)


The full implementation of ADQ in the military will be dependent on the establishment of the required system architecture for the communication of the military aeronautical data to the civilian authorities.

‐ Planned

30/06/2017

ANAC

The Regulator will take the necessary measures to ensure the compliance with aeronautical data and aeronautical information quality requirements as laid down in Regulation (EU) No 73/2010, planned to be fully achieved by June 2017.

‐

Planned

30/06/2017

ASP (By:06/2017)

NAV

ADQ IMPLEMENTATION BY SPANISH AND PORTUGUESE ANSPS IS CURRENTLY BEING PREPARED AND PLANNED TO BE FULLY ACHIEVED BY JUNE 2017 ACCORDING THE 73/2010 REGULATION. The implementation of the requirements on the quality of aeronautical data and aeronautical information in line with regulation (EU) No 73/2010 is on‐going and planned to be fully achieved by June 2017, according to the SLoA mandatory completion dates.

‐

Partly Completed

30/06/2017


The full implementation of ADQ in the military will be dependent on the establishment of the required system architecture for the communication of the military aeronautical data to the civilian authorities. This project is associated with the coordination for the eventual EAD implementation in the PRTAF.

‐

Planned

30/06/2017

APO (By:06/2017)

ANA

The implementation of the requirements on the quality of aeronautical data and aeronautical information in line with regulation (EU) No 73/2010 is on‐going and planned to be fully achieved by June 2017, according to the SLoA mandatory completion dates.

‐

Late

30/06/2017


ITY‐AGDL

Initial ATC air‐ground data link services above FL‐285

Timescales:

ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020

Planned

AUO‐0301(OI), CTE‐C02b(EN)

‐

It is predicted to complete this objective by the date required. In Lisbon FIR DLIC is implemented. CPDLC messages will be implemented with the upgrade of LISATM system, which is planned for 12/2017. However, the FOC is planned to be accomplished for 2018.

05/02/2018


REG (By:02/2018)

ANAC

The Regulator will take the necessary measures to ensure that any changes to the existing systems or the introduction of new systems by the ASP are preceded by a safety assessment accordingly to Commission Implementing Regulation (EU) No 2015/310, of 26 February, amending Regulation (EC) No 29/2009 of 16 January 2009 and repealing Implementing Regulation (EU) No 441/2014, laying down requirements on data link services for the SES.

‐

Planned

05/02/2018

ASP (By:02/2018)

NAV

THE OBJECTIVE IMPLEMENTATION IS PLANNED TO BE DEPLOYED IN THE SPANISH ANSP BY 2017 AND THE PORTUGUESE ANSP BY 2018. Air‐ground communications systems, flight data processing systems and HMI systems, serving ATS will comply with the Commission Regulation. In Lisbon FIR DLIC is implemented. CPDLC messages will be implemented with the upgrade of LISATM, which is planned for 12/2017.

CNS1 ‐ SW FAB DataLink / LISATM L2K / VGS data‐link stations

Planned

31/01/2018

MIL (By:01/2019)


PRT military transport‐type aircraft entering into services from January 2014 will have AGDL.

‐ Completed

‐


ITY‐AGVCS2

Implement 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

Planned

CTE‐C01a(EN)

‐

Local conversions will be made in accordance with the requirements on 8,33 kHz frequency conversions. Exemptions from compliance will be analysed on a case by case basis.

31/12/2017


REG (By:12/2018)

ANAC

NSA will take the necessary measures to ensure compliance of ANSPs, operators and other users of radios with the interoperability and performance requirements as specified in Article 4 of Regulation (EU) No 1079/2012.

‐

Planned

31/12/2017


Portuguese Mil. Authority will take the necessary measures to ensure compliance of Regulation (EU) Nº1079/2012.

‐ Planned

31/12/2017

ASP (By:12/2018)


New acquisitions of ATM and aircraft radios will be 8.33khz compliant. Retrofit of C‐130 fleet is pending budgetary approval.

‐ Late

31/12/2020

NAV NAV Portugal will take the necessary measures to comply with the interoperability and performance requirements as specified in Article 4 of Regulation (EU) No 1079/2012.

‐ Planned

31/12/2017

MIL (By:12/2020)


New acquisitions of ATM and aircraft radios will be 8.33khz compliant. Retrofit of C‐130 fleet is pending budgetary approval.

‐ Planned

31/12/2020

APO (By:12/2018)


Information about plans for this objective could not be provided for this LSSIP. It will be revisited in LSSIP 2016.

‐ Missing Data

‐

ANA Information about plans for this objective could not be provided for this LSSIP. It will be revisited in LSSIP 2016.

‐ Missing Data

‐


ITY‐COTR

Implementation of ground‐ground automated co‐ordination processes

Timescales:

Entry into force of Regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012: 31/12/2012 Systems serving ACCs providing services above FL285 in the airspace defined in Regulation (EU) 2015/310: 05/02/2018

Late

CM‐0201(OI)

‐

Changes to the current system (LISATM) are ongoing to implement the ground to ground co‐ordination process. Several automated functions are already implemented and in operational use with adjacent ACC's. Service providers are responsible for developing safety assessments. Inspection is already part of the regulatory safety oversight and is conducted in accordance with Commission Regulation (EC) No 1032/2006. A coordination process is established between the Portuguese and Spanish ANSPs for the full implementation of the objective.

31/12/2016


ASP (By:02/2018)

NAV

FMTP OBJECTIVE IMPLEMENTATION OVER IPV6 IS CURRENTLY BEING PREPARED AND PLANNED (DEC/2015) TO FULFILL THE 633/2007 AND 283/2011 REGULATIONS. NAV AND ENAIRE DEPLOYED FMTP OVER IPV4 IN JUNE 2014 AND PLAN TO FULLY DEPLOY THE FMTP EXCHANGES OVER IPV6 IN 2016. The OLDI basic procedures (ABI, ACT, REV, LAM) are already implemented and in operational use with all adjacent ACCs. This objective will be completed with the upgrade of LISATM (V9) which is planned for 11/2018

ATM2 ‐ SW FAB ATM System

Harmonisation / IR COTR

OLDI

Late

30/11/2018

MIL (By:12/2012)


PRTAF will study with the ANSP (NAV) the possible solutions for the interoperability of the systems.

‐ Late

31/12/2017


ITY‐FMTP

Apply a common flight message transfer protocol (FMTP)

Timescales:

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

Late

CTE‐C06(EN)

‐

NAV Portugal and ENAIRE deployed FMTP over IPV4, in 2014, and plan to fully deploy the messages over IPV6, in 2016. LISATM system was enhanced to support OLDI over IP according to SES‐Interoperability Regulation and EUROCONTROL specifications. Full implementation is depending on OLDI interfaces and requires coordination plans with adjacent FIRs.

30/09/2016


ASP (By:12/2014)

NAV

FMTP OBJECTIVE IMPLEMENTATION OVER IPV6 IS CURRENTLY BEING PREPARED AND PLANNED (DEC/2015) TO FULFILL THE 633/2007 AND 283/2011 REGULATIONS. NAV AND ENAIRE DEPLOYED FMTP OVER IPV4 IN JUNE 2014 AND PLAN TO FULLY DEPLOY THE FMTP EXCHANGES OVER IPV6 IN 2016. ATM systems are enhanced to support OLDI over IP according to SES‐Interoperability Regulation. Implementation is depending on OLDI interfaces with adjacent FIRs. The FMTP protocol is already in operation on internal LISATM according to EUROCONTROL specifications. Operation with adjacent FIRs still pending (need coordination plans with adjacent FIRs).

FMTP

Late

30/09/2016



‐

MIL (By:12/2014)



‐


ITY‐SPI

Surveillance performance and interoperability

Timescales:

Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transport‐type State aircraft : 07/12/2017 EHS and ADS‐B Out in transport‐type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

Planned

GSURV‐0101(EN)

‐

Requirements on the systems contributing to the provision of surveillance data, their constituents and associated procedures will be implemented in accordance with Regulation (UE) No 1207/2011. Some aircraft of the military fleet will be retrofitted to comply with new surveillance requirements, namely Mode S and ADS‐B.

07/06/2020


REG (By:02/2015)

ANAC

Inspection is already part of the regulatory safety oversight, procedure DINAV P2.32. The safety assessment is reviewed before acceptance of the systems in accordance with Art. 2.1 (b), (c) and (d) of Regulation (EU) No 1207/2011 (SPI‐IR).

‐

Completed

‐

ASP (By:02/2015)

NAV

THE OBJECTIVE IMPLEMENTATION HAS BEEN DEPLOYED BY BOTH ANSPS IN 2015. NAV Portugal has already implemented Surveillance data exchange to other air navigation service providers following the requirements set out in Annex III referred to in Article 5(1) of Regulation (UE) No 1207/2011.

CNS4 ‐ SW FAB

Surveillance IP / CNS5 ‐ SW FAB New

Radars Sharing / CNS7 ‐ SW FAB New

Surveillance Sensors Sharing /

Lisbon airport Multilateration

system extension to the approach / NORMAW Madeira and Norte ADS‐B

and Multilateration

Completed

05/02/2015

MIL (By:06/2020)


Some aircraft of the military fleet will be retrofitted to comply with new surveillance requirements, namely Mode S and ADS‐B.

‐ Planned

07/06/2020


NAV03

Implementation of P‐RNAV

Timescales:


Completed

AOM‐0601(OI), AOM‐0602(OI), CTE‐N08(EN)

‐

Plans are in place for the incremental introduction of P‐RNAV throughout major Lisbon FIR TMAs. All of the enablers for P‐RNAV implementation are completed.

31/12/2013


ASP (By:12/2023)

NAV

NAV introduced P‐RNAV procedures (STARs and SIDs) in Lisboa Terminal Area (Lisboa TMA ‐end 2011). ATCOs are already familiar and trained for RNAV procedures. For the main airport, Lisbon, all LOA's are completed. So far, there are no plans to implement P‐RNAV approaches at military aerodromes.

DMEs for P‐RNAV on

TMAs / TMA1 ‐ SW FAB

Canarias TMA / TMA2 ‐ SW FAB Madrid TMA / TMA3 ‐ SW FAB Barcelona

TMA

Completed

31/01/2012

NAV10

Implement APV procedures

Timescales:


Completed

AOM‐0602(OI), AOM‐0604(OI), CTE‐N06a(EN), CTE‐N06b(EN)

‐

APV/SBAS procedures are approved published and implemented for Lisboa airport with all the coordinates published in the PT AIP in WGS84.

‐


REG (By:04/2016)

ANAC APV/SBAS procedures approved and published publication for Lisboa airport.

‐ Completed

‐

ASP (By:12/2016)

NAV The implementation of APV procedures is published and implemented for Lisboa airport.

‐ Completed

‐


SAF10

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

Timescales:


Late

CM‐0801(OI)

‐

The report of airspace infringement is mandatory by the Portuguese legislation. The recommendations and proposed actions were disseminated to the stakeholders and a monitoring process to verify the implementation, by the concerned stakeholders, is established. This objective will be further improved by the implementation of APW tool by the ANSP.

31/03/2016


REG (By:12/2011)

ANAC

The recommended and proposed actions, from 5.1 to 5.6, of the European Action Plan for Airspace Infringement Risk Reduction are implemented by the stakeholders in the light of their specific operational environment and safety improvement needs.

‐

Completed

‐

ASP (By:12/2011)

NAV

Some measures are already implemented according to the European Action Plan ‐ Airspace Infringement Risk Reduction. The APW function will be implemented with LISATM 9.1 S/W revision. This S/W deployment is foreseen by 31/03/2016. However National Supervisor Authority (ANAC) approval is required. Anyhow as the implementation date is close to IATA Summer and could bring safety risk for the ATM system stability, these previsions could be postponed for later date.

‐

Late

31/03/2016

MIL (By:12/2011)


Military controllers are mandated to report unauthorised penetration in restricted airspace (Temporary Reserved Airspaces, Prohibited, Restricted and Danger Areas) and in MCTRs for further investigation. Reported airspace infringements are investigated by the military authorities and if relevant feedback given to ATS providers and aircraft operators.

‐

Completed

31/12/2011


SAF11

Improve runway safety by preventing runway excursions

Timescales:


Late

PRO‐006a(EN)

‐

An Aeronautical Information Circular has been published to inform the air operators, airports and air navigation services providers, of the recommendations to be followed by the stakeholders according to EUROCONTROL document EAPPRE. Safety regulatory audits and inspections on aircraft operators, airport operations and air navigation services are conducted to monitor the safe provisions of the operations and the implementation of the recommendations. The PRTAF will implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions, primarily for the aerodromes certified for civilian GAT operations. Implementation for the remainder aerodromes will be done in accordance with PRTAF operational requirements.

31/01/2018


REG (By:01/2018)

ANAC

An Aeronautical Information Circular has been published to inform the air operators, airports and air navigation services providers, of the recommendations to be followed according to EUROCONTROL document EAPPRE. Safety regulatory audits and inspections on aircraft operators, airport operations and air navigation services are conducted to monitor the safe provisions of the operations and the implementation of the recommendations.

‐

Planned

31/01/2018

ASP (By:12/2014)

NAV

For NAV PT, actions will be taken in order to implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions.

‐

Completed

31/12/2015


For Portuguese Mil. Authority in the role as ASP, actions will be taken in order to implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions. The PRTAF will implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions, primarily for the aerodromes certified for civilian GAT operations. Implementation for the remainder aerodromes will be done in accordance with PRTAF operational requirements.

‐

Late

31/01/2018

APO (By:12/2014)

ANA For ANA, the appropriate parts of the European Action Plan for Prevention of Runway Excursion were implemented.

‐ Completed

31/12/2015


For the Portuguese Mil. Authority in the role as ASP, the appropriate parts of the European Action Plan for Prevention of Runway Excursion were implemented. The PRTAF will implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions, primarily for the aerodromes certified for civilian GAT operations. Implementation for the remainder aerodromes will be done in accordance with PRTAF operational requirements.

‐

Late

31/01/2018


6.3 Alignment of PCP with ESSIP Objectives and related progress


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Points Organisation Name

LSSIP Focal Point for Portugal ANAC António BEJA

LSSIP Focal Point for NSA/CAA ANAC João DUQUE

LSSIP Focal Point for Military Portuguese Air Force Vítor MARQUES

LSSIP Focal Point for ANSP NAV Portugal, E.P.E. Cristina FERRO

LSSIP Focal Point for Airport ANA, S.A. Pedro REIS

EUROCONTROL LSSIP Support

Function Directorate Name

LSSIP Contact Person for Portugal

DPS/PEPR Lut NACKAERTS

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI

A. DYBOWSKA Francisco SALGADO

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Francisco SALGADO

AOM21.1 R. BUCUROIU A. DYBOWSKA Américo MELO

AOM21.2 R. BUCUROIU A. DYBOWSKA Not Applicable

AOP03 T. LICU P. VRANJKOVIC Rui NEVES / Pedro REIS

AOP04.1 P. ADAMSON P. VRANJKOVIC Rui NEVES / Pedro REIS

AOP04.2 P. ADAMSON P. VRANJKOVIC Rui NEVES / Pedro REIS

AOP05 P. ADAMSON P. VRANJKOVIC Rui NEVES / Pedro REIS

AOP10 M. BIRENHEIDE Yi XIONG Not Applicable

AOP11 M. BIRENHEIDE Yi XIONG Pedro REIS

AOP12 M. BIRENHEIDE Yi XIONG Not Applicable

ATC02.5 B. BAKKER, S. DROZDOWSKI I. FEIJT Rui AZEDO / João RODRIGUES



ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO José VERMELHUDO / João RODRIGUES

ATC12.1 P. TERZIOSKI L. DELL’ORTO Rui AZEDO / João RODRIGUES

ATC15 P. CONROY, P. TERZIOSKI L. DELL’ORTO João RODRIGUES / José VERMELHUDO

ATC16 S. DROZDOWSKI L. DELL’ORTO João RODRIGUES / José VERMELHUDO

ATC17 S. MORTON L. DELL’ORTO Rui AZEDO / João RODRIGUES

COM10 Y. EYUBOGLU A. KOKONA Ernesto PEREIRA / Luis MARIANO / Goretti REIS

COM11 L. POPESCU A. KOKONA Ernesto PEREIRA / Miguel LEÃO

ENV01 C. FABER B. HILL Américo MELO / José VERMELHUDO


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

ENV02 S. MAHONY, A. WATT B. HILL Rui NEVES / José VERMELHUDO

FCM01 H. KOOLEN O. CIOARA José VERMELHUDO / Jaime BORGES

FCM03 TBC O. CIOARA José VERMELHUDO

FCM04 P. HOP O. CIOARA Not Applicable

FCM05 I. MENDES O. CIOARA José VERMELHUDO

FCM06 P. HOP O. ALFARO Jaime BORGES

INF04 P. MATERN A-P. FRANGOLHO Antonio CARDOSO / Goretti REIS

INF07 A. PETROVSKY A-P. FRANGOLHO Goretti REIS

ITY-ACID A. DESMOND-KENNEDY O. CIOARA Rui AZEDO

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO Antonio CARDOSO / Goretti REIS

ITY-AGDL S. DISSING A. KOKONA José VERMELHUDO / João RODRIGUES

ITY-AGVCS2

J POUZET O. ALFARO Carlos ALVES

ITY-COTR S. MORTON L. DELL’ORTO Rui AZEDO / João RODRIGUES

ITY-FMTP L. POPESCU O. ALFARO Nuno FERREIRA / José VERMELHUDO

ITY-SPI M. BORELY, R. STEWART O. CIOARA Paula SANTOS / André MAIA

NAV03 F. PAVLICEVIC A. KOKONA Maria Luisa ESGUELHA / Américo MELO

NAV10 R. FARNWORTH A. KOKONA Américo MELO

SAF10 T. LICU I. FEIJT Virgilio BELO

SAF11 S. LAWRENCE I. FEIJT Virgilio BELO


Annex B – National Stakeholders Organisation Charts

ANAC - Portuguese Civil Aviation Authority


ADMINISTRATION BOARD

DOPLISLisboa FIR Operations

Directorate

DOPATLSanta Maria FIR

Operations Directorate

DSEQSafety, Strategy and Quality Directorate

DEPStudies and Projects

Directorate

DRELLabour Relations

Directorate

DACGAudit and Management

Control Directorate

DAFINAdministrative &

Financial Directorate

GABCIMCommunications &

Corporate Image Office

GABJURLegal Affairs Office

FORMA

Training


AUTORIDADE AERONÁUTICA NACIONAL

FORÇA AÉREA


ANA, S.A.


Annex C – Glossary of Abbreviations

AAN Autoridade Aeronáutica Nacional

ACAS Airborne Collision Avoidance System

ACID AirCraft IDentification

ACC Area Control Centre

ADP Arrival Departure Procedures

ADQ Aeronautical Data Quality

ADS-B Automatic Dependent Surveillance-Broadcast

AEFMP Algeria, Spain, France, Morocco and Portugal

AGDL Air-Ground Data Link

AGL Above Ground Level

AIP Aeronautical Information Publication

AIRAC Aeronautical Information Regulation and Control

AIS Aeronautical Information Services

AF ATM Functionality

AFTN Aeronautical Fixed Telecommunication Network

AMAN Arrival Manager

AMC Airspace Management Cell

AMHS ATS Message Handling System

ANA Aeroportos de Portugal

ANAC Autoridade Nacional da Aviação Civil / Portuguese Civil Aviation Authority

ANS Air Navigation Services

APM Approach Path Monitor

APV Approach procedures with Vertical Guidance

APW Area Proximity Warning

ARTAS ATM Surveillance Tracker and Server System

A-SMGCS Advanced Surface Movement Guidance and Control System

ATCO Air Traffic Controller

ATFCM Air Traffic Flow and Capacity Management

AWG Airspace Working Group

AWY Airway

B-RANV Basic Area Navigation

CCAMS Centralised SSR Code Assignment and Management System

CDM Collaborative Decision Making

CDO Continuous Descent Operations

CEM Collaborative Environmental Management

CIDIN Common ICAO Data Interchange Network

CIMACT Civil-Military ATM Coordination Tool


CNS Communications, Navigation & Surveillance

CPDLC Controller-Pilot Data Link Communications

COTR COordination and TRansfer

CTA Control Area

CTR Controller or Control Zone

DLIC Data Link Initiation Capability

DMAN Departure MANager

DME Distance Measuring Equipment

DMEAM Dynamic Management of the European Airspace Network

EAD European Aeronautical Database

EAPPRI European Action Plan for the Prevention Runway Incursions

ECMWF European Centre for Medium-Range Weather Forecasts

E.P.E Entidade Pública Empresarial

ETFMS Enhanced Tactical Flow Management System

eTOD Electronic Terrain and Obstacle Data

EUACA European Association of Airport Slot Coordinators

FAB Functional Airspace Block

FIR Flight Information Region

FDPS Flight Data Processing System

FIS Flight Information Service

FMTP Flight Message Transfer Protocol

FOC Full Operational Capability

FPL Flight PLan

FRA Free Route Airspace

FT Fast Track

FUA Flexible Use of Airspace

HMI Human-Machine Interface

GAT General Air Traffic

GND GrouND

GPIAA Gabinete de Prevenção e Investigação de Acidentes com Aeronaves

GTMO5+5 Group of Transport Ministers from Western Mediterranean

IDP Interim Deployment Programme

IFPLID Individual Flight Plan Identity code

IFR Instrument Flight Rules

IP Internet Protocol

IPMA Instituto Português do Mar e da Atmosfera

IR Implementing Rule/Regulation

ITU International Telecommunication Union

LARA Local And sub-Regional ASM Support System

LoA Letter of Agreement

MAA Military Aviation Authority (AAN)


MCTR Military CTR

MET Meteorological services for air navigation

MLAT MultiLATeration

MONA MONitoring Aids

MoND

MPI Ministry of National Defence

Ministry of Planning and Infrastructure

MSAW Minimum Safe Altitude Warning

MTCD Medium-Term Conflict Detection

MTF Medium-Term Forecast

NAV Portugal Navegação Aérea de Portugal

NMOC Network Manager Operations Centre

NOP Network Operations Plan

NRA Non-Radar Airspace

NSA National Supervisory Authority

OAT Operational Air Traffic

OCA Oceanic Control Area

OCC Operational Coordination Committee

OB Operational Board

ORCAM Originating Region Code Assignment Method

PBN Performance Based Navigation

PCP Pilot Common Project

PDP Preliminary Deployment Programme

P-RNAV Precision Area Navigation

PRTAF Força Aérea (Portuguese Air Force)

PSR Primary Surveillance Radar

RAD Radar

RAM Route Adherence Monitoring

RMCDE Radar Message Conversion and Distribution Equipment

RVSM Reduced Vertical Separation Minima

SAC Supervisory Authorities Committee

S-AF Sub ATM Functionality

SAR Search And Rescue

SDDS Surveillance Data Distribution System

SES Single European Sky

SLoA Stakeholder Line of Action

SMR Surface Movement Radar

SPI Surveillance Performance and Interoperability

SPIN Safety nets: Planning Implementation or eNhancements

SSR Secondary Surveillance Radar

STANAG NATO Standardization Agreement


STCA Short Term Conflict Alert

SYSCO SYStem COordination

TCAS Traffic Collision Avoidance System

TMA Terminal Manoeuvring/Control Area

TOD Terrain and Obstacle Data

TRA Temporary Restricted Area

TSA Temporary Segregated Area

TWG Technical Working Group

TWR Tower

UAC Upper Area Control Centre

UIR Upper Information Region

UNL Unlimited

VGS VHF Datalink Ground Stations

VoIP Voice over Internet Protocol

WAM Wide Area Multilateration

WMO World Meteorological Organization