Consolidated Changes For 59 The Dition

Network Manager
nominated by
the European Commission
EUROCONTROL
European Network Operations Plan

2018-2019/22
Edition June 2018
Approved by the
Network Management Board
3 July 2018
EUROPEAN NETWORK OPERATIONS PLAN 2018-2019/22
DOCUMENT CHARACTERISTICS
TITLE
European Network Operations Plan

2018-2019/22
Publications Reference:
Document Identifier Edition Number: 2.2
Edition Date: 03 July 2018
Abstract
The Network Operations Plan 2018-2019/22 provides a short to medium-term outlook of how the
ATM Network will operate, including expected performance at network and local level. It gives
details of capacity and flight efficiency enhancement measures planned at network level and by
each Area Control Centre (ACC), as well as a description of the airport performance assessment
and improvement measures that are planned at those airports that generate a high level of delay.
The NOP describes the operational actions to be taken by the Network Manager and other
stakeholders, needed to respond to the performance targets set by the Performance Framework of
the Single European Sky (SESII) package. The NOP also provides both a qualitative and
quantitative assessment of the impact of these actions on the performance of the European ATM
network.
Keywords
Flight
Capacity Performance Traffic Flow/Traffic Demand
Efficiency
Contact Person(s) Tel Division
Razvan Bucuroiu + 32 2 729 36 48 NMD / NOM / OPL
STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via

Working Draft General Public  Intranet 
Draft  Operational Stakeholders  Extranet 
Internet
Proposed Issue  Restricted Audience  
(www.eurocontrol.int)
Released Issue 
03/07/2018 1
DOCUMENT CHANGE RECORD

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

REASON FOR CHANGE
NUMBER DATE AFFECTED
0.1 14/02/2018 Proposed issue for NETOPS/20 All
Sections 4.2 –
Proposed issue for NDOP/19 4.3.1 – 4.3.4 –
4.4.1 – 4.4.4 -
NETOPS/20 comments included 5.3 – 5.5.4 -
0.2 06/03/2018
New EUROCONTROL Seven Year 5.9.1 - 6.2.2.6 -
Forecast – February 2018 6.2.4 - 9 - 10
Annex 2, 5 & 6
Sections 9.2.3 –
Proposed issue for NMB/21 10.3
0.3 23/03/2018
following NDOP approval
Annex 1 & 5
Approved by the NMB/21 on
1.0 11/04/2018 Section 5.11
11/04/2018
Sections 6.1 – 9
– 10 - 11
2.0 08/06/2018 Proposed issue for NDOP/20
Annex 3, 5, 6 &
7
2.1 14/06/2018 Proposed issue for NMB/22 Sections 9 – 10

Sections 5.5.1,
Released version following NMB/22
2.2 03/07/2018 6.1, 9, 10,
amendments and approval
Annex 5
Publications
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Tel: +32 (0)2 729 1152

Fax: +32 (0)2 729 5149
E-mail: publications@eurocontrol.int
03/07/2018 2
CHECKLIST
Section Date Section Date
Chapter 1 Chapter 6
1.1 14/02/2018 6.1 03/07/2018
1.2 14/02/2018 6.2 06/03/2018
1.3 14/02/2018 6.3 14/02/2018
Chapter 2 6.4 14/02/2018
2.1 14/02/2018 6.5 14/02/2018
2.2 14/02/2018 6.6 14/02/2018
2.3 14/02/2018 Chapter 7
2.4 14/02/2018 7.1 14/02/2018
2.5 14/02/2018 7.2 14/02/2018
2.6 14/02/2018 7.3 14/02/2018
2.7 14/02/2018 Chapter 8
Chapter 3 8.1 14/02/2018
3.1 14/02/2018 Chapter 9
3.2 14/02/2018 9.1 03/07/2018
3.3 14/02/2018 9.2 03/07/2018
Chapter 4 Chapter 10
4.1 14/02/2018 10.1 03/07/2018
4.2 06/03/2018 10.2 03/07/2018
4.3 06/03/2018 10.3 03/07/2018

03/07/2018 (old 10.4
4.4 06/03/2018 10.4 removed and sections re-
numbered)
4.5 14/02/2018 Chapter 11

Chapter 5 11.1 08/06/2018
5.1 14/02/2018
5.2 14/02/2018 Annex 1 23/03/2018
5.3 06/03/2018 Annex 2 06/03/2018
5.4 14/02/2018 Annex 3 08/06/2018
5.5 03/07/2018 (FRA map) Annex 4 14/02/2018
5.6 14/02/2018 Annex 5 03/07/2018
5.7 14/02/2018 Annex 6 06/03/2018
5.8 14/02/2018 Annex 7 08/06/2018
5.9 06/03/2018
5.10 14/02/2018
5.11 11/04/2018
03/07/2018 3
CONTENTS
1. Introduction .......................................................................................................................................... 8
1.1. Scope of the five-year Network Operations Plan ............................................................................ 8
1.2. Geographical Area covered by NOP 2018-2019/22 ........................................................................ 9
1.3. Preparation of the Plan ................................................................................................................. 10
2. Description of the Network Operations Plan, Operational Targets & Objectives ....................... 11
2.1. Strategic Objectives ...................................................................................................................... 11
2.2. A Collaborative Process ................................................................................................................ 12
2.3. EU Performance Targets Application ............................................................................................ 12
2.4. Priorities and Resources ............................................................................................................... 12
2.5. Impact on ATM and Other Areas .................................................................................................. 13
2.6. Strategic Evolution of the NOP ..................................................................................................... 13
2.7. Preparations for the Network Operations Plan .............................................................................. 13
3. Overall Network Operations Planning Processes .......................................................................... 15
3.1. Strategic Planning Processes Description .................................................................................... 15
3.1.1 Network Planning Processes ........................................................................................................ 15
3.1.2 En-Route Planning Processes ...................................................................................................... 15
3.1.3 Airport Planning Processes ........................................................................................................... 16
3.1.4 Flight Planning Processes ............................................................................................................ 17
3.1.5 Airspace Structure Developments................................................................................................. 17
3.2. ATFCM Phases and Processes .................................................................................................... 17
3.3. Description of Data and Tools Used ............................................................................................. 18
3.3.1 Demand Forecasting..................................................................................................................... 18
3.3.2 Demand Data Repository (DDR)................................................................................................... 22
3.3.3 EUROCONTROL Network Manager Capacity Analyser (CAPAN) ............................................... 23
3.3.4 Network Strategic Tool (NEST) ..................................................................................................... 24
3.3.5 PIATANeo: Airport Performance Indicator Analysis Tool ............................................................. 25
3.3.6 PREDICT ...................................................................................................................................... 25
3.3.7 ATFCM Simulations and SIMEX ................................................................................................... 26
3.3.8 Network Events Tool (NET) .......................................................................................................... 26
3.3.9 Pre-Validation of Airspace Changes ............................................................................................. 28
3.3.10 Airspace Data Contribution to ATFCM Processes ........................................................................ 28
4. Overall Context and Operational Requirements ............................................................................ 29
4.1. Summary description of 2017 network performance ..................................................................... 29
4.2. Challenges and Opportunities ....................................................................................................... 31
4.3. Network Traffic Forecast ............................................................................................................... 32
4.3.1 Medium Term Traffic Forecast ...................................................................................................... 32
4.3.2 ANSP, FAB and ACC Forecast ..................................................................................................... 34
4.3.3 Main Airports Forecast .................................................................................................................. 35
4.3.4 Analysis of the Traffic Forecast ..................................................................................................... 35
4.3.4.1 Impact of Traffic Distribution ......................................................................................................... 38
4.3.4.2 Effect of Traffic Distribution via Shortest Available Routes ........................................................... 38
4.3.4.3 Network Manager Recommendations on the planning assumptions at Local Level ..................... 39
4.3.5 Analysis of Special Events and Major Projects Impact ................................................................. 40
4.4. Network Operational Performance Requirements ........................................................................ 42
4.4.1 Overall Network Capacity Requirements ...................................................................................... 42
4.4.2 Network Performance Plan ........................................................................................................... 42
4.4.3 EU Target Delay Reference Values .............................................................................................. 44
4.4.4 ACC Capacity Requirements ........................................................................................................ 46
4.4.5 Airport Capacity and Performance Requirements ......................................................................... 48
4.4.6 Environment / Flight Efficiency Requirements .............................................................................. 49
03/07/2018 4
4.4.7 Safety Requirements .................................................................................................................... 51

4.4.8 Contingency Requirements ........................................................................................................... 51
4.4.8.1 Network Crisis ............................................................................................................................... 51
4.4.8.2 ACC Contingency Plans ............................................................................................................... 52
4.4.8.3 Network ATFM Operations Contingency....................................................................................... 52
4.5. Operational Needs As Expressed by Different Stakeholders Including Military ............................ 52
5. Network Operational Performance Plans and Actions at Network Level .................................... 53
5.1. Implementation of the Network Strategy Plan ............................................................................... 53
5.2. Network Evolutions Roadmap ....................................................................................................... 55
5.3. Network Operational Requirements Roadmap ............................................................................. 70
5.4. Network Technical Evolutions Roadmap ...................................................................................... 82
5.5. Network Strategic Projects ............................................................................................................ 97
5.5.1 Free Route Airspace (enabler for SO3) ........................................................................................ 97
5.5.2 Airspace Management and Advanced FUA (enabler for SO3) ................................................... 101
5.5.3 Airport and TMA Network Integration (enabler for SO6) ............................................................. 103
5.5.4 Cooperative Traffic Management (enabler for SO5 and SO6) .................................................... 106
5.5.5 Flight Plan and Flight Data Evolutions (enabler for SO5) ............................................................ 108
5.5.6 European ATM Information Management System (EAIMS) (enabler for SO2) ........................... 112
5.5.7 NM Ops service platform (n-CONECT) (enabler for SO2, SO4 and SO5) .................................. 113
5.5.8 Network Business Intelligence (enabler for SO2)........................................................................ 116
5.5.9 Sustainable Network CNS Infrastructure (enabler for SO8) ........................................................ 118
5.6. Airspace Structure Optimisation ................................................................................................. 122
5.6.1 En-route Airspace Enhancements .............................................................................................. 123
5.6.2 Integration of Terminal Manouvering Areas (TMA) into the overall network ............................... 124
5.6.3 Further developments ................................................................................................................. 125
5.6.4 Enhancing the utilisation of airspace improvements ................................................................... 125
5.6.5 Benefits ....................................................................................................................................... 127
5.7. Airspace Utilisation and Route Network Availability Improvements ............................................ 127
5.7.1 Further Improvements of Airspace Utilisation ............................................................................. 128
5.7.2 ASM Rolling Process and ASM Solutions ................................................................................... 128
5.8. Enhanced Network Procedures and Processes .......................................................................... 128
5.8.1 Enhanced Network Disruption and recovery Procedures............................................................ 129
5.8.2 Driving Down Delay .................................................................................................................... 129
5.8.2.1 Mandatory Cherry Picking (Network Tactical Capacity Management) ........................................ 129
5.8.2.2 Short Notice Scenarios ............................................................................................................... 129
5.8.2.3 Dynamic Delay Mitigation ........................................................................................................... 129
5.8.2.4 Delay Optimisation Trial (DO Trial) ............................................................................................. 130
5.8.2.5 Keystone Regulation ................................................................................................................... 130
5.8.2.6 Short Term ATFM Measures (STAM) ......................................................................................... 130
5.8.2.7 Weather Delay Mitigation - Network Resilience Tool .................................................................. 130
5.8.2.8 Rerouting Proposal (RRP) and Slot List Manipulation (e-helpdesk)............................................ 130
5.8.3 ATFCM Procedures .................................................................................................................... 131
5.8.4 The Airport function..................................................................................................................... 131
5.8.5 Flight Level Adherence ............................................................................................................... 131
5.8.6 YO-YO flights .............................................................................................................................. 132
5.8.7 Improvement of Performance Awareness ................................................................................... 132
5.8.8 Flight Efficiency ........................................................................................................................... 132
5.8.9 Initial Network Plan/Dynamic Network Plan (INP/DNP) .............................................................. 133
5.9. Scarce resources ........................................................................................................................ 133
5.9.1 The European Frequencies situation .......................................................................................... 133
5.9.1.1 Frequencies for VHF voice communications ............................................................................... 133
5.9.1.2 Frequencies for Navigation Aids ................................................................................................. 138
03/07/2018 5
5.9.1.3 Main RFF Key Performance Indicators (KPIs) ............................................................................ 142

5.9.1.4 Planned RFF Activities for 2018 and 2019 .................................................................................. 143
5.9.1.5 RFF Automation .......................................................................................................................... 144
5.9.2 Transponder code allocation coordination .................................................................................. 145
5.9.2.1 Transponder Code Function ....................................................................................................... 145
5.9.2.2 The European transponder code usage situation ....................................................................... 145
5.9.2.3 Transponder Code Function main tasks ..................................................................................... 146
5.9.2.4 Transponder Code Function 2018 Planned Activities ................................................................. 147
5.10. Safety Performance Enhancement ............................................................................................. 151
5.10.1 Support to Network Safety .......................................................................................................... 151
5.10.2 Runway Safety (R-SAF).............................................................................................................. 153
5.11. Pan European Capacity Enhancement Plans ............................................................................. 154
5.11.1 CPDLC Services ......................................................................................................................... 154
5.11.2 Surveillance Modernisation Support ........................................................................................... 156
5.11.3 Safety Nets ................................................................................................................................. 158
6. Operational Performance Enhancement Plans and Actions at Local Level ............................. 159
6.1. ACC Capacity Enhancement Measures...................................................................................... 159
6.2. Airport Performance Enhancement and network integration ....................................................... 162
6.2.1 Airport Performance from a network perspective ........................................................................ 162
6.2.2 Network Manager Enhancement Plans and Actions at Individual Airports.................................. 163
6.2.2.1 Airport Capacity and Performance Measures (ACAP) ................................................................ 163
6.2.2.1.1 Arrival delays reduction............................................................................................................... 164
6.2.2.1.2 Capacity Studies ......................................................................................................................... 165
6.2.2.1.3 Monitoring “Airports Important to the Network” ........................................................................... 166
6.2.2.1.4 States requests - Flight Plan suspensions .................................................................................. 166
6.2.2.1.5 Integration of TMA and Airport operations .................................................................................. 167
6.2.2.1.6 Airport Capacity and Performance (ACAP) Training ................................................................... 167
6.2.2.1.7 Airport Collaborative Decision Making (A-CDM) ......................................................................... 167
6.2.2.2 Advanced ATC Tower implementation........................................................................................ 168
6.2.2.3 Advanced Surface Management, Guidance and Control Systems (A-SMGCS) ......................... 169
6.2.2.4 Pre-tactical and tactical Airports Information Exchange .............................................................. 169
6.2.2.5 Airports strategic information provision ....................................................................................... 170
6.2.2.6 Towards APOC and AOP-NOP Exchange.................................................................................. 171
6.2.3 Network Management Priorities and Plans for Individual Airports .............................................. 172
6.2.4 Local Airport Capacity and Efficiency Enhancement Measures .................................................. 174
6.3. FAB integration into the Network planning process .................................................................... 177
6.4. Safety.......................................................................................................................................... 179
6.5. Relationship with ‘Third Countries’ .............................................................................................. 179
6.6. Relationship with ICAO ............................................................................................................... 180
7. Special Events ................................................................................................................................. 181
7.1. Overview of Special Events with significant ATM impact ............................................................ 181
7.2. Individual Special Events and their handling from a network perspective ................................... 182
7.3. Major Military Exercises .............................................................................................................. 186
8. Military Airspace Requirements ..................................................................................................... 188
8.1. Airspace Availability .................................................................................................................... 189
8.1.1 Strategic Activities....................................................................................................................... 189
8.1.2 Pre-tactical and Tactical Activities............................................................................................... 190
9. Forecast of Network Operational Performance ............................................................................ 192
9.1. 2018-2022 Delay Forecast.......................................................................................................... 192
9.1.1 Delay Forecast at Network level ................................................................................................. 192
9.1.2 Delay Forecast at FAB level ....................................................................................................... 194
9.1.3 Delay Forecast at ANSP level ..................................................................................................... 196
9.1.4 Delay Forecast at ACC level ....................................................................................................... 198
03/07/2018 6
9.2. Expected Performance of the European ATM Network .............................................................. 201

9.2.1 Overall Network Performance ..................................................................................................... 201
9.2.2 Network capacity enhancement proposed measures ................................................................. 201
9.2.3 En-route: ACC Performance ...................................................................................................... 202
9.2.4 Special Events ............................................................................................................................ 203
10. Bottleneck Areas and Mitigation Solutions .................................................................................. 204
10.1. Mitigation Solutions at Local and Network Level ......................................................................... 204
10.2. NM/4 ACCs initiative ................................................................................................................... 204
10.3. En-route: ACC capacity enhancement confirmed measures ..................................................... 205
10.4. Proposed Actions at Network Level ............................................................................................ 211
11. Conclusion ....................................................................................................................................... 212
ANNEX 1 – ACC Capacity Requirement Profiles ............................................................................... 213
ANNEX 2 – Traffic Forecast per ACC.................................................................................................. 221
ANNEX 3 – European Route Network Development ......................................................................... 226
ANNEX 4 – ATS System Changes, Special Events and Major Projects .......................................... 234
ANNEX 5 – ACC TRAFFIC FORECAST & CAPACITY PLANS .......................................................... 236
ANNEX 6 – AIRPORTS ......................................................................................................................... 378
ANNEX 7 – SSR CODE ALLOCATION LIST ........................................................................................ 585
03/07/2018 7
1. Introduction
1.1. Scope of the five-year Network Operations Plan

This document addresses the requirements set forth in the EC Regulation No
677/2011 of 7 July 2011 on the Implementation of the ATM Network Functions
amended by the Commission Implementing Regulation (EU) No 970/2014 of 12
September 2014, and supplemented by the requirements set forth in the EC
Regulation 390/2013 of 3 May 2013, laying down a performance scheme for air
navigation services and network functions. The regulation establishes several ATM
network functions to be performed by a Network Manager; EUROCONTROL has
been nominated as the Network Manager entrusted to perform these network
functions.
The EC Regulation No 677/2011 lists in Chapter II Article 4 paragraph 1b one of the
tasks of the Network Manager: detail the Network Strategy Plan through a Network
Operations Plan, as further specified in Article 6, addressing in particular European
Union-wide performance targets covering 3 to 5 year, annual, seasonal, weekly and
daily periods.
The EC Regulation No 677/2011 also provides in Chapter II Article 6 the high level
requirements for the Network Operations Plan and in the Annex V the template for
the Network Operations Plan.
The Network Operations Plan, hereinafter referred to as the NOP or the Plan, has
been developed in the context of the Network Management Functions, by the areas
concerned with European ATM Network Operations Planning and Management.
This Plan covers the activities planned and required to enhance European network
operational performance over the period 2018-2019/22, and will be updated on a
yearly basis or as deemed necessary. The Network Operations Plan implements, at
operational level, the Network Strategy Plan and the Network Performance Plan.
The Network Operations Plan 2018-2019/22 includes also the main projects resulting
from Functional Airspace Blocks (FAB) developments.
This document provides a short to medium-term outlook of how the ATM Network will
operate, including expected performance at network and local level. It gives details
of capacity and flight efficiency enhancement measures planned at network level and
by each Area Control Centre (ACC), as well as a description of the airport
performance assessment and improvement measures that are planned at those
airports that generate a relatively high level of delay.
Overall, the Network Operations Plan 2018-2019/22 addresses the operational

performance indicators and targets resulting from the application of the EC
Regulation (EU) No 390/2013 laying down a performance scheme for air navigation
services and network functions. The Plan describes the operational actions to be
taken by the Network Manager and other operational stakeholders, needed to
respond to the performance targets set for the second Reference Period (RP2) from
Regulation (EC) No 390/2013 and the European Commission Implementing Decision
of 4 February 2014. The NOP also provides both a qualitative and quantitative
assessment of the impact of these actions on the performance of the network.
As a requirement of the Network Functions Implementing Regulation (Article 6 and
Annex V), the development of the NOP, together with the implementation of
cooperative decision making processes and improved information management will
ensure better use of the capacity available on the Network and improved
management of both planned and unplanned events and constraints.
14/02/2018 8
With the overall aim of implementing the Network Strategy Plan, the scope of the
NOP refers to the following main subjects:
o Airspace structure enhancement
o ACC capacity enhancement
o Air Traffic Flow and Capacity Management
o Airport efficiency enhancement and network integration.
The following topics are also within the scope of the NOP:
o Safety aspects and requirements
o Military aspects and requirements
o Management of scarce resources.
This Network Operations Plan addresses a period of 5 years (2018-2019/22)

providing data required for the SES Performance Scheme Reference Period 2.
The Plan also covers a period of three years beyond RP2. For 2020, 2021 and
2022 only forecast values are provided as this period remains outside the RP2
timescale.
Following the agreed CDM process, the Plan is approved by the Network
Management Board.
The seasonal part of the Network Operations Plan is extracted from this NOP and is
electronically hosted on the Network Operations Portal of the Network Manager. A
seasonal part of the Network Operations Plan is also developed every year to
address the Transition Plan for Major Projects in Europe.
Equally, the weekly and daily Network Operations Plans are electronically hosted on
the Network Operations Portal of the Network Manager.
1.2. Geographical Area covered by NOP 2018-2019/22

The Network Operations Plan covers the following geographical area:
 EU member States (Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, United Kingdom, plus
Norway and Switzerland)
 EUROCONTROL member States, including those that are not EU members
(Albania, Armenia, Azerbaijan, Bosnia & Herzegovina, FYROM, Georgia,
Moldova, Montenegro, Serbia, Turkey, Ukraine)
In addition to this document, the European Route Network Improvement Plan
ensures full coherency of the airspace structure at the interface areas, covering many
of the States that have an interface with those mentioned above. These include
Belarus, Egypt, Iceland, Jordan, Kazakhstan, Lebanon and the Russian Federation.
14/02/2018 9
1.3. Preparation of the Plan

The preparation of the Network Operations Plan 2018-2019/22 was done in the
framework of the Cooperative Decision Making (CDM) Processes of the Network
Manager, as endorsed by the Network Management Board following the positive
opinion of the Single Sky Committee.
The States, Air Navigation Service Providers (ANSPs), airports and aircraft operators
work together with the Network Manager to optimise the ATM network and how it is
used, addressing the en-route ATM capacity gap and supporting an interactive
approach for the development of robust local capacity plans.
Integration of airports into the Network Operations Plan, including capacity figures for
airports, current and future, are a vital input into the planning process needed to
ensure there is sufficient en-route capacity available in the correct locations.
This is a rolling process, through continuous assessment of performance and
identification of improvement and/or mitigation actions. At the end of each summer
season, the Network Manager, in consultation with ANSPs, airports and the airspace
users, carries out an assessment of Network performance, including identification of
bottlenecks and constraints.
Coordination throughout the year is made in the framework of the normal working
arrangements, from the high level Network Management Board (NMB) and the
Network Directors of Operations (NDOP) meetings, through to the arrangements for
Capacity Planning, Route Network Development, Airspace Management, ATM
Procedures, Airport Operations, Safety Management and Air Traffic Flow and
Capacity Management that are established within the Network Manager.
Additional continuous coordination takes place between the Network Manager, the
Functional Airspace Blocks (FAB) and individual ANSPs or Airports, to ensure the
proper planning and management of local issues that could impact network
performance.
The validation of the local information included in this Network Operations Plan has
been made individually and collectively through the cooperative decision making
processes with all the operational stakeholders.
The validation of the network information, including the performance forecasts has
been made through the network data and tools that the Network Manager is using for
its operational planning processes.
14/02/2018 10
2. Description of the Network Operations Plan, Operational Targets &

Objectives
The European ATM Network Operations Plan represents a view, at any moment in time, of
the expected demand on the ATM Network at a particular time in the future and the
resources available across the network, together with a set of agreed actions to
accommodate this demand, to mitigate known constraints and to optimise ATM Network
performance. It is a tool used to implement the Network Strategy Plan (NSP).
The time-frame of the Network Operations Plan is medium to short-term, moving into pre-
tactical planning. However, this document is strategically focussed, listing the medium to
short-term activities that contribute to the safe provision of additional capacity and improved
flight efficiency at European ATM network level.
2.1. Strategic Objectives

The Plan responds to the following Strategic Objectives of the NSP approved by European
Commission (EC) Decision C (2014) 4660 of 22 July 2014.
 Strategic Objective 1 (SO1) : Manage performance through ‘Network-minded’

Decision Making
 Strategic Objective 2 (SO2) : Deploy interoperable and effective information

management systems
Network Strategic Projects: EAIMS / Pre-Departure static and dynamic data: NM Ops
service platform; Network Business Intelligence; IT Infrastructure Efficiency
 Strategic Objective 3 (SO3) : Implement a seamless and flexible airspace enabling

Free Routes
Network Strategic Projects: Free Route Airspace; Airspace Management & Advanced
FUA
 Strategic Objective 4 (SO4) : Plan optimum Capacity and Flight Efficiency

Network Strategic Projects: NM support to Flight Efficiency; NM Ops service platform
 Strategic Objective 5 (SO5) : Facilitate business trajectories and Cooperative

Traffic Management
Network Strategic Projects: Initial Trajectory information sharing; Cooperative Traffic
Management; NM Ops Service Platform
 Strategic Objective 6 (SO6) : Integrate Airport and Network operations

Network Strategic Projects: Airport & TMA Network integration; Cooperative Traffic
Management (including Extended AMAN); Flight Plan and airport slot alignment
 Strategic Objective 7 (SO7) : Ensure network safety, security and robustness

Network Strategic Projects: NM support to Network Safety
 Strategic Objective 8 (SO8) : Optimise CNS resources allocation and costs

Network Strategic Projects: NM support to CNS Infrastructure Optimisation; PENS
 Strategic Objective 9 (SO9) : Develop the network human capital and improve its
performance
 Strategic Objective 10 (SO10) : Prepare for RP3 and beyond
14/02/2018 11
2.2. A Collaborative Process

The Plan has been developed through the formal Cooperative Decision Making Process
established between the Network Manager and its operational stakeholders. It is a
consolidation of all network and local capacity plans to provide an outlook of the expected
network performance for the period 2018-2019/22 by comparing the expected benefit from
planned capacity enhancement initiatives with the requirements at network, Functional
Airspace Block (FAB) and local level, as determined by the Single European Sky
Performance Framework. The objectives of the NOP are:
o To ensure coordinated planning, execution, assessment and reporting of all measures
agreed at operational level
o To be used as a tool in the execution of the network management functions, under the
governance of the Network Management Board and the Network Directors of Operations
o To assist Network Manager stakeholders, mainly ANSPs, in carrying out agreed activities
towards enhancing and/or optimising performance
o To provide references for the monitoring and reporting as a part of Network Management
activities
o To ensure formal commitment of all operational stakeholders towards the implementation
of the agreed measures.
The document identifies potential bottlenecks and gives early indications to the European
Commission, Network Manager, States, ANSPs, Airports and Aircraft Operators for the need
to plan better use of existing resources or, if required, to plan for additional resources, on
network interactions and on the need to implement improvements coordinated at Network
level.
2.3. EU Performance Targets Application

The operational targets and objectives will be applied from the strategic phase through to the
tactical phase. The established capacity planning process is based on the annual
performance targets set by the Single European Sky Performance Framework for 2015 to
2019 (RP2). These were translated into reference values (targets as indicated in the Annex
V of the Network Management Functions IR) both annually and for the summer season at
FAB, ANSP and ACC level. For 2020 to 2022 only forecast values are provided as this
period remains outside the RP2 timescale.
The process of cascading the yearly network performance targets for capacity into monthly,
weekly and possibly even daily targets has been established, with the objective being to
produce operational daily delay performance targets for a number of critical areas (Network
Operational Performance Playbook) aimed at focussing efforts on achieving overall
performance targets.
2.4. Priorities and Resources

An assessment of the current plans against requirements in the medium term clearly
indicates that the ANSPs need to give priority to a flexible use of resources to open optimum
sector configurations, either through improved staff management and flexibility, or, in certain
areas through additional ATCOs. Solutions in that respect need to be looked more and
more at FAB or European level. Changes to working practices will also be required and will
be possible only if difficult social issues are successfully and continuously addressed.
The Network Manager will offer direct, open and consolidated support, through a smooth
partnership process from planning to operations. A consolidated approach between capacity
planning, airspace improvements, integrated data and tool availability for all planning
phases, enhanced ATFCM planning, planning and coordination of significant events will be
ensured.
14/02/2018 12
All this requires full commitment and increased flexibility from all stakeholders – NSAs,
FABs, ANSPs, Airports, airspace users and the Network Manager.
2.5. Impact on ATM and Other Areas

The ongoing evolution of the NOP will improve both the planning and management of
Network Operations.
The inclusion of the strategic phase of planning into the NOP will provide all ATM
stakeholders, including the Network Manager, with the timely information required to plan for
the capacity needed to meet expected demand and to develop permanent solutions to close
existing capacity gaps.
The improved level and quality of information regarding the capacity available at ACCs and
Airports will facilitate improved flight planning by the airspace users and enhanced
management of the ATM network, through the early identification of constraints and the
development and implementation of mitigating measures.
For the ATM Network to operate at optimum levels there is a need for improved flexibility,
not only from the Network itself, but also from all airspace users.
2.6. Strategic Evolution of the NOP

The Network Operations Plan has evolved since it was first produced in spring 2006. The
former paper document was a short-term strategic plan, providing details of the capacity
expected to be available at Network and local level (ACCs and Airports), known constraints,
capacity shortfalls, and proposed mitigation measures for the coming summer and winter
seasons. The information is now accessible on-line by the various users of the NOP through
the NOP Portal.
This Plan looks further ahead, giving a prognosis of performance in the medium term across
the European Network, including capacity and flight efficiency improvements. It also
integrates all the Network Strategic Projects.
The objective is to provide all relevant information on-line, providing dynamically updated
data, accessible through the different areas of the Portal, covering all phases of planning
and operations: long-term (years), mid- to short-term (seasonal through to pre-tactical),
execution (Day of operations) and Post operations analysis, allowing the various operational
stakeholders to access only the data relevant to them.
2.7. Preparations for the Network Operations Plan
The following calendar has been followed for the preparation of the Network Operations
Plan:
 Capacity KPA – Development of the Network Operations Plan

Action Date Who
Distribution of Summer 2017 capacity September 2017 NM
achievements (baselines)
Proposals for dates for bi-lateral meetings September 2017 NM/ANSPs/
between NM and critical ANSPs/FABs FABs
Distribution of 2018-2019 capacity End October 2017 NM/ANSPs
requirement profiles responding to the
delay reference values
Bi-lateral capacity planning meetings November 2017 – NM/ANSPs/
between NM and critical ANSPs/FABs mid January 2018 FABs
14/02/2018 13
Action Date Who

Coordination by correspondence of the November 2017 – NM/ANSPs/
other capacity plans mid January 2018 FABs
NOP 2018-2019/22 consolidation and February-April NM/Ops
approval through the CDM process 2018 Stakeholders
Publication of NOP 2018-2019/22 and April 2018 NM
identification of further actions required to
meet the RP2 targets
Further updates and synchronisation May-June 2018 NM/ANSPs/
actions between NM and ANSPs/FABs to FABs
ensure the achievement of RP2 targets
Revised NOP 2018-2019/22 consolidation May-July 2018 NM/Ops
and approval through the CDM process Stakeholders
Publication of revised NOP 2018-2019/22 July 2018 NM
 Environment KPA – Development of the European Route Network Improvement

Plan – Part 2 – ARN Version 2018-2019/22
Action Date Who

Distribution of all known airspace design plans October 2017 NM
until 2022 to all ANSPs and FABs
Comments and updates received from all December NM/ANSPs/
ANSPs/FABs on the initial list of airspace 2017 FABs
projects
Preparation of the first version of the European January 2018 NM/Ops
Route Network Improvement Plan – Part 2 – Stakeholders
ARN Version 2018-2019/22
Initial performance indications per FAB based February – NM to all
on the first version of the European Route March 2018 ANSPs
Network Improvement Plan – Part 2 – ARN
Version 2018-2019/22
Further updates and synchronisation actions March-April NM/ANSPs/
between NM and FABs to ensure the 2018 FABs
achievement of RP2 targets
European Route Network Improvement Plan – May-July 2018 NM/Ops
Part 2 – ARN Version 2018-2019/22 Stakeholders
consolidation and approval through the CDM
process
Publication of European Route Network July 2018 NM
Improvement Plan – Part 2 – ARN Version
2018-2019/22
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3. Overall Network Operations Planning Processes

3.1. Strategic Planning Processes Description
3.1.1 Network Planning Processes
The Network Manager works in partnership with all the operational stakeholders for the
enhancement of European ATM network capacity at ACC and network level, through
improved capacity planning processes and tools.
The en-route part of the capacity planning process is a mature, rolling process, with the
integration of agreed delay targets at European Network and local level. It has the full
support and commitment of ANSPs, in regard to the assessment of current ACC capacity,
the evaluation of future capacity requirements and the cooperative development of capacity
plans.
The Network Manager support to Airports for capacity planning and assessment is different
compared to the ACC planning process, because of the commercial nature of Airports and
the need to coordinate with all the different entities involved in Airport operations. The
Network Manager focus is with those airports that have the greatest impact or have the most
significant demand upon the ATM network. The Network Operations Plan ensures a full
integration of the airport capacity plans with the network capacity planning process.
The Network Manager distributes to all operational stakeholders the common network
capacity planning and airspace design tools and data and provides support and training to
ANSPs. Through these actions a collaborative, interactive capacity and airspace planning
process has evolved. In addition, local traffic growth information is supplied directly by many
airports, based upon their local knowledge of aircraft operator intentions.
The Network Manager ensures dynamic and systematic provision of data relevant to the
capacity planning and airspace design process, in a format suitable for various tools, both
internal and external to the Network Manager.
In addition to the planning and management of the ATM Network Operations, the Network
Manager is responsible for the coordination of scarce resources, specifically frequencies and
transponder codes. Processes for this area were developed according to the Network
Strategy Plan and the related Cooperative Decision Making processes.
3.1.2 En-Route Planning Processes
The Network Manager, as per the requirements of the Network Manager Function (NMF)
Implementing Rule (IR), produces capacity requirement profiles for each ACC (to achieve
the level of capacity required to meet the European capacity target) and provides support to
ANSPs to work them into the local capacity plans. These are consolidated annually into this
European Network Operations Plan in a dynamic, interactive and collaborative process.
As part of the Network Manager CDM Process, the Capacity Planning Sub-Group (CPSG) of
the Network Operations Team (NETOPS) is a dedicated group, made up of ANSP capacity
managers and planners and is the driver for improvements to the medium term en-route
capacity planning process and tools development, while agreeing the work programme for
the coming years.
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The annual capacity planning process of the Network Manager, starting in summer and
terminating the following spring, looks ahead over a 5 year period and is consistent with the
EC Regulation 390/2013 of 3 May 2013, laying down a performance scheme for air
navigation services and network functions. It comprises the following steps, based on a
collaborative process with the ANSPs:
 Step 1 – Evaluate performance for the summer season – Establish a capacity baseline
for each ACC
 Step 2 – Provide future traffic demand and distribution
 Step 3 – Provide future capacity requirement profiles and delay breakdown per ACC
(according to European targets)
 Step 4 – Provide support to ANSPs to develop local capacity plans
 Step 5 – Consolidate the capacity plans in the NOP
 Step 6 – Provide a performance forecast, for the Summer season and the full year
 Step 7 – Identify capacity bottlenecks and propose improvement measures and support
 Step 8 – Revise capacity plans and update the performance forecast if necessary
A key step in the above process is the calculation of the ACC capacity requirement profiles
and the corresponding delay breakdown which is achieved by simulating future scenarios
based on the following inputs for an ACC:
 Capacity baseline
 Future traffic
 Future delay targets at Network level
An iterative simulation calculates delays and increases the capacity in the different ACCs
until the overall Network delay target is reached. This is done using the Model for
Economical Evaluation of Capacities in the ATM system (MECA), ensuring that the iterations
are optimised in order to reach the European delay target at a minimum total cost. Once the
target is reached the output of the simulation provides results for the capacity requirement
profiles and the corresponding delay breakdown.
ACC capacity requirements for the period 2018-2019 were derived according to this
established cooperative and transparent process, with the full agreement of the service
providers. The Network Manager provided ANSPs with a range of scenarios for future traffic
demand and distribution over the route network, including the expected demand at both ACC
and FAB level and where necessary at sector level.
A full description of the agreed capacity planning process is provided in the Appendix 1 to
the European Network Operations Plan 2013-2015 – Edition June 2013 - Capacity
Assessment and Planning Guidance.
3.1.3 Airport Planning Processes
For airports, the institutional arrangements differ widely, with ownership and business
models varying across the European region. Decisions on the development of airports and
the creation of new runways is a local/State responsibility and many factors apart from traffic
growth form part of this decision making process. The airport capacity figures (both existing
and future), once confirmed, are used as essential inputs to the network capacity planning
process. Airports regularly update the Network Manager on any planned initiatives or special
events that may affect airport operations (capacity or efficiency). This information is used in
the Network Capacity Planning process, allowing existing and future airport operations to be
taken into account as the Network is developed. This also enables early identification of
issues that will affect capacity, allowing strategic ATFCM measures to be planned and
implemented.
14/02/2018 16
3.1.4 Flight Planning Processes
To fully realise the benefits of improved integration of airspace design, airspace

management, Flexible Use of Airspace (ASM/FUA) and Air Traffic Flow and Capacity
Management (ATFCM), a more dynamic and flexible approach to flight planning from the
airspace users is required. This would enable capacity to be used as soon as airspace
becomes available, even at short notice.
The Network Manager has initiated actions to enable more flexibility in flight planning, and
some users have initiated improvements to their systems to allow this, but more
responsiveness is required from all airspace users and flight planning service providers,
together with process and system improvements in the areas of flight planning and airspace
status notification.
The NM flight efficiency (FE) initiative focuses on the improvement of the quality of flight
planning. After the FPL is filed and accepted by IFPS, the complete FPL database is
regularly being reprocessed, in order to detect potential route improvement allowing shorter
routes within a certain cost efficient perspective for flight plan filer. Proposals are being
made available for AOs to consult and apply if accepted.
3.1.5 Airspace Structure Developments
The process related to the airspace improvements is carried out in a cooperative and
coherent manner, within the framework of Route Network Development Sub-Group
(RNDSG). This is the Network Manager working arrangement concerned with the
development of the European Route Network Improvement Plan (ref. NMIR Article 6
paragraph 5 and Annex I).
The planning process includes the area of airspace structure developments. The planning is
carried out at the level of entire European airspace with the participation of adjacent non-
European States.
The airspace structures and route network enhancements offer alternative routings and
direct route alignments, closer to the user preferred routes, ensuring coherency with local
and Functional Airspace Block (FAB) developments, as well as coherency with the other
parts of the ICAO European and North Atlantic Region and interfaces with other ICAO
regions.
3.2. ATFCM Phases and Processes

Air Traffic Flow and Capacity Management (ATFCM) consist of 4 phases:
1. Strategic Flow Management takes place seven days or more prior to the day of
operation and includes simulation, planning and coordination activities.
2. Pre-Tactical Flow Management is applied during the six days prior to the day of
operation and consists of planning and coordination activities. This phase analyses and
decides on the best way to manage the available capacity resources and on the need
for the implementation of a wide range of appropriate ATFCM measures. The output is
the ATFCM Daily Plan (ADP) published via ATFCM Notification Message (ANM) /
Network News, and via the NOP portal
3. Tactical Flow Management is applied on the day of the operation. This phase updates
the daily plan according to the actual traffic, capacity and monitoring values.
14/02/2018 17
4. Post Operational Analysis is applied following the day of operation. This phase analyses
the day of operation, and feeds back into the 3 previous phases.
Detailed ATFCM Procedures are published in the Network Operations Handbook and the
ATFCM manuals that are available on the NOP Portal (Resources tab).
https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html
ATFCM considers continuously and pro-actively all possible ATFCM solutions through an
iterative process, from the strategic planning through to the execution of operations. The
anticipation of any events according to new information allows to minimise their impact on
the network or to take benefit of any opportunity and fine tune the plan accordingly.
To resolve capacity shortfalls and improve the management of the network capacity whilst
minimising constraints, a variety of ATFCM solutions have to be considered, as shown in the
figure below.
CAPACITY SHORTFALLS
OPTIMISE UTILISATION
OF AVAILABLE CAPACITY
• Sector management UTILISE OTHER
• Configuration
• No. of sectors
AVAILABLE CAPACITY
• Civil/Military coordination • Rerouting REGULATE THE DEMAND
• Reduce traffic complexity • Flows
• Review monitoring value • Flights • Slot allocation
• Holding pattern • FL management • Constraint airborne traffic
• Balancing arrival/departure • Advancing traffic • Cherry Picking
capacity
• Sector occupancy
3.3. Description of Data and Tools Used

3.3.1 Demand Forecasting
The EUROCONTROL Network Manager Statistics and Forecasting (STATFOR) Unit

produces 7-year forecasts (also known as Medium-Term Forecast) of annual numbers of
IFR flight movements for volumes of airspace called ‘traffic zones’ or ‘States’ but also for
larger aggregate regions, such as the EU States. For each traffic zone, forecasts are
published for the main region-to-region flows. Traffic flows are also categorised by major
flow eg internals or overflights.
The seven-year forecast uses three scenarios which differ in terms of the assumptions. The
low-growth and high-growth scenarios between them capture the most-likely range of future
growth in flight movements; the baseline scenario indicates a likely position within this range.
These are intended to help users assess the risks related to decisions.
The review body for STATFOR is the STATFOR User Group. This has members from civil
aviation authorities and air navigation service providers, and from other industry
organisations. Participants are typically actively involved in statistics or forecasting.
The STATFOR User Group meets once or twice per year. It reviews the inputs to the seven-
year forecast and the resulting draft forecast. The aim of the review process is to produce a
forecast which is consistent on a European level and acceptable to Member States. This
does not necessarily mean the forecast is the same as that produced nationally.
14/02/2018 18
The flight forecast is built up in four stages:

 An Initial Annual Forecast takes into account a broad range of economic, transport and
other trends.
 This is combined with a Monthly Trend Forecast that is strongly influenced by analysis
of recent trends, economy and plans, but only looks two calendar years ahead.
 The result is constrained by Airport capacity to give an annual forecast of traffic between
airport pairs.
 Finally this forecast is mapped onto the airspace network to give counts of flights in the
airspace of each State or region.
We describe each of these in turn in the figure below:
Method for the Initial Annual Forecast
Initial Annual Forecast: The main scenario inputs to the Initial Annual Forecast (shown in
light blue in the figure above) are:
 Economic growth, summarised as GDP growth forecasts in real prices in EURO;
 Recent trends in annual traffic;
 Historic flight data giving the number of flights of different types between airports;
 Past and future events, a percentage adjustment to movements per traffic zone, which
can be used - given supporting data - to represent in the model the effects of
consolidation, irregularities in the baseline, or local one-off events;
 High Speed Train (HST) network, summarised as distance and changes in rail travel
time on city pairs served by high-speed links, compared to the baseline year;
 Low-cost market share, which will add additional flight movements, on top of economic
growth to reflect new flight movements generated by low-cost airlines;
 Demographics, which have only a small impact at these short and medium horizons.
These data are derived from UN population forecasts;
 Emissions Trading Scheme characteristics, prices of CO2 allowances, cap on historical
CO2 emissions and the level of auctioning in the ETS determine the additional costs of
airlines from aviation participation in the ETS. The forecast assumes that these are
passed onto passengers and therefore reduces the passengers' demand accordingly.
This component is currently deactivated in the forecast;
14/02/2018 19
 Aircraft size, in number of seats, used to convert from numbers of flights into a number
of seats;
 Load factors, used to convert from number of seats into a number of passengers, are
assumed to change linearly from a current level to a future level that can vary with
region and scenario.
The inputs are used to split up traffic into five segments and then to grow the number of
flights on each airport pair for each segment as follows:
 Cargo flights are grown based on GDP growth.
 Small airport pairs (< 25 flights per year) are kept constant.
 Growth of Military flight movements in the first year of the forecast follows the average of
the last three years for the traffic zone as a whole, with a maximum change of 5%, and
is kept constant afterwards.
 Business aviation flights are grown based on observed trend at a State level together
with economic growth if this is a useful explanatory variable for this State.
 For other traffic, (‘other’ here is the majority of passenger flights) the use of supply-side
or demand-side approach is considered.
o Supply-side is used if traffic matches one of the standard histories (circular flights,
long-term stable or declining traffic and direct relationship to GDP) and if demand
exceeds the supply. Otherwise, it is demand that drives and limits the growth.
o In the demand-side, passenger numbers are estimated from flight counts, aircraft
type and load factors, then grown according to GDP growth and the elasticity for
this flow, then converted back to a number of flights using a number of seats-to-
flights relationships calibrated on historical data.
o The growth of movements on an airport-pair may then be reduced if there has been
a reduction in journey times by HST since the baseline year, adjusted for low-cost
growth in the traffic zone and for any network change assumptions (future events)
and adjusted for population change and costs of emissions trading passed on to
passengers.
Monthly Trend Forecast: The Monthly Trend Forecast focuses on time-series modeling of
traffic trends month-by-month. The final result is in terms of numbers of flights per month per
pair of zones or regions: within Europe origin-destination zones are used (groups of airports
often smaller than States); outside of Europe, large regions are used (groups of States). Five
separate forecasts (with differing horizons and time and geographical resolution) contribute
to the forecast as a whole :
 The State-flow method forecasts each State separately, and within the State, separate
forecasts for a few main ‘flows’: internals, overflights and arrivals/departures
 The zone or region-pair forecast is largely based on time-series methods for some 9,000
series
 The schedules method uses data from published schedules for future months, and
comparisons of previous schedules with actual flights.
 The forecastability component uses economic growth and fuel prices data as
explanatory variables to calibrate a perfect-hindsight model on a known period so as to
get a forecast model as close as possible to output forecast. It then applies the model
found at State level for the short-term horizon.
 The first years of the Initial Annual Forecast also contribute to the monthly forecast.
14/02/2018 20
Summary of Monthly Trend Forecast method
Airport constraints: The initial annual forecast is then realigned with this new monthly trend
forecast. The resulting growth per airport pair for all types of flight (passenger, all-cargo etc)
is then compared with future airport capacities that have been provided by the airports.
Growth is constrained by these capacities.
Constrained airport-pair forecast method
14/02/2018 21
Overflights: The final step is to calculate how many flights are generated in each airspace
by these airport-to-airport flights. This is done using a combination of the routings through
airspace observed in the baseline year and trends in overflight growth per traffic zone.
For more information on the STATFOR methodology, please contact

statfor.info@eurocontrol.int
3.3.2 Demand Data Repository (DDR)

The Demand Data Repository (DDR) was created to support the network collaborative
planning process, giving access to a consolidated and integrated European strategic view of
traffic demand and distribution.
The DDR2 Web portal provides a simple and comprehensive interface allowing generation
and download of future traffic for planning purposes and past traffic and environment data for
post-ops analysis of traffic trends, statistics and routeings comparison to support flight
efficiency. It also provides tools download (SAAM & NEST) for airspace design and capacity
planning simulations. Tools and data delivered by DDR2 web portal are interoperable.
Past traffic demand is available for any day, for all Europe, from September 2011.
The DDR web application can generate a variety of traffic samples as follows:
 Future traffic samples according to the low, baseline or high STATFOR forecast
 Future traffic samples with current demand distribution (flight plan / flight plan enhanced
with radar data)
 Future traffic samples with new routeings* calculated on future environment
 Past traffic samples with new routeings* calculated on future environment
*Two options are available for the generation of new routeings:
 shortest path (minimum route length)
 cheapest path (minimum cost taking into account route length and route charges)
The future traffic samples can be enriched in the DDR2 using the flight intentions. DDR2
collects early available flight intentions from Airlines (SSIM / INNOVATA data) and from
Coordinated Airports through EUACA.
The flight intentions are used as an input in the DDR2 as illustrated below:
14/02/2018 22
The forecast traffic samples cover the whole of the European airspace geographically, and
are available from the planning phase up to the pre-tactical phase.
Continuous testing and refinement of the consolidation and enrichment processes will
ensure that forecast traffic demand samples are as accurate as possible for all planning
purposes. DDR2 Web portal provides monthly report of strategic forecast quality.
Access to DDR web application is restricted to ANSPs and Airline Operators (these last can
only access their own traffic fleet data and benefit from a specific flight efficiency DDR2
function) within Europe. Information on how to register to use the DDR may be found on the
website: www.eurocontrol.int/ddr
Questions about DDR2 can be emailed to ddr2_support@eurocontrol.int
3.3.3 EUROCONTROL Network Manager Capacity Analyser (CAPAN)
CAPAN (CAPacity ANalysis) is a methodology which was developed by EUROCONTROL

Network Manager to calculate sector capacities - based on the evaluation of air traffic
controller workload - through a fast time simulation. Each CAPAN study is performed in
close coordination with operational controllers at the ACCs concerned, to determine the
workload of simulated controller positions for a given traffic sample. The capacity of the
sector is reached when the workload reaches a threshold of 70%.
The CAPAN methodology takes into account a highly customisable controller task list and
controller working method simulation methodology, making it adaptable to all ATC systems
and working environments.
The CAPAN methodology is normally used for defining sector capacity, which is particularly
useful in case of changes to the airspace structure, to the route structure, or to the ATC
procedures. The introduction of major ATC system changes can also be analysed using the
CAPAN methodology, either before to confirm expected benefits, or after to help redefine the
sector capacity with the new ATC system.
For more information on the CAPAN methodology, please contact CAPAN@eurocontrol.int
14/02/2018 23
3.3.4 Network Strategic Tool (NEST)
NEST is a scenario-based modelling tool developed by EUROCONTROL. It is used by the

Network Manager and the Air Navigation Service Providers (ANSPs) for:
 Designing and developing the airspace structure
 Planning the capacity and performing related post operations analyses
 Organising the traffic flows in the ATFCM strategic phase
 Preparing scenarios to support fast and real-time simulations
 Ad-hoc studies at local and network level
NEST is used to optimise the available resources and improve performance at network
level. NEST can also be used locally by Area Control Centres (ACCs) or airports and also
globally for strategic planning at network level. NEST can process and consolidate large
quantities of data spanning multiple years, but also allows the user to drill down into the
detail and analyse and observe 10-minute periods of data.
NEST is scenario based: users can make changes to the original dataset or reference
scenario to model an unlimited number of different operational planning options. NEST uses
datasets describing the consolidated pan-European airspace and route network, the traffic
demand and distribution as well as the STATFOR traffic forecasts which are provided by
EUROCONTROL at the end of each AIRAC cycle. Also a daily cumulated traffic with minimal
environment is provided every day, allowing to access traffic data before the end of the
AIRAC.
All this data can be downloaded from the Demand Data Repository web site (after
subscription). The simulation algorithms include:
 Future traffic samples
 4D traffic distribution
 Configuration optimiser
 Regulation builder
 Delay simulation
NEST provides a suite of data visualisation features including tables, charts and fully
integrated capabilities for creating 2D/3D presentations.
The tool also addresses the following needs:

 Assess the capacity of an ACC
 Assess the benefit in terms of capacity of measures being implemented in an ACC
 Simulate temporary capacity reductions and their impact
 Optimise opening schemes based on local constraints
 Simulate traffic growth in sectors
 Identify capacity bottlenecks
 Generate future traffic samples
 Optimise ACC configuration opening schemes, balancing controller hours with capacity
overloads and related delays
 Compare planning scenarios using built-in ATFM simulation capabilities
 Study airspace reorganisation options
 Visualise load distribution, saturation, complexity and traffic mix analysis
 Simulate degraded operational scenarios at reduced capacity
 Browse and edit all environment and traffic data
 Capture groups of flights by defining detailed custom traffic flows
 Run simulation of network effects
14/02/2018 24
 Assess free route airspace projects,

 Assess route network development projects
 Model and simulate the effect of RAD changes
 Run Cost Benefit Analyses on economic and environmental indicators
 Study traffic rerouting scenarios
 Enhance flight efficiency
Information requests regarding NEST may be made at nest@eurocontrol.int.
3.3.5 PIATANeo: Airport Performance Indicator Analysis Tool
The Network Manager has upgraded its airport airside capacity assessment tool PIATA+.
The newly developed tool, PIATA Neo, provides the end-user with a tailored user-interface
complying with modern software application standards. It will allow stakeholders, such as
Airport Operators and Air Navigation Service Providers, to perform detailed statistical
analysis and simulations of airport airside capacity. PIATA Neo includes new functionalities
such as a Graphical Representation and a TMA module, which is to receive a major update,
for an analysis of operations in the Terminal Airspace.
The results of this analysis can be incorporated into the local capacity declaration process
and the resulting figures are used as inputs into the Network Planning process. PIATA Neo
can additionally be used in capacity enhancement exercises to determine potential capacity
gains when modifications are being considered to existing infrastructure such as the
construction of new rapid exit taxiways. The output of PIATA Neo is a set of data and
information on how the airport runway system is currently used by ATC Services and Aircraft
Operators. Refer to section 6.2.2.1 for further information about its use.
3.3.6 PREDICT
PREDICT is the main network operations tool used to support the Pre-Tactical planning for the
day being planned (D) and can be accessed by FMPs via CHMI (read only access) as from
D-6.
PREDICT provides:
 A reasonably accurate overview of the traffic loading on the day being planned.
 Sector configurations and monitoring values supplied by FMPs.
 An ETFMS-like environment in which patterns of ATFCM measures (regulations and
rerouting) can be simulated off-line, without consequence on OPS, to see their overall
effect.
 Ability to cope with the network effect.
 PREDICT input consists of:
 Flight Data: Historical demand derived from (first filed) flight plans at D-7, by default, is
used to build the future traffic forecast. Several corrections of historical demand are
applied in Predict to generate:
- Replacement of historical RPLs by future RPLs
- An enrichment of historical FPL data with DDR2 flight intentions in order to better
reflect new flights or remove historical flights reported as not being operated in the
future
- NAT flows substitution in order to best reflect forecast NAT tracks
- Routing connections resulting from airspace or RAD constraints/changes
 ENV Data: PREDICT receives new Environment data every 4 weeks as part of the
normal AIRAC Cycle, as well as on-line environment updates.
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3.3.7 ATFCM Simulations and SIMEX

A simulation platform SIMEX (Simulation and Experiment) is provided to enable
operational staff to simulate and assess the impact of the application, modification or
cancellation of ATFCM measures before they are applied operationally.
The simulation platform is used in various ATFCM phases;
 Tactical activities (from simple evaluation of short-term ATFCM measures on ETFMS
operations before application, to evaluation of the best approach to solve unexpected
events).
 Pre-tactical activities (preparation of an ATFCM regulation plan, starting with flights
from a reference day).
 Special events and long term activities (e.g. airspace restructuring, pre-validations of
ENV data).
Requests for ATFCM simulations in the strategic phases should be addressed to
NM.Strategic.Operational.Planning@eurocontrol.int. Pre-tactical and tactical simulations
are carried out as part of the respective operational processes.
3.3.8 Network Events Tool (NET)

Event information is essential to facilitate the planning and coordination of those events at
network and local level. Information on events impacting capacity, efficiency or demand
enables early identification of issues that may affect the capacity of the ATM Network as a
whole, allowing the necessary ATFCM measures to be developed in due time. Sharing the
same network event information to enable timely and synchronised planning across the
organisation is a key enabler for executing effective network operations.
For several years EUROCONTROL Network Manager (NM) has obtained information on
events that impact the network from multiple sources: internal business units, Airports,
ANSPs, airlines, etc.
The Network Events Tool (NET) represents a move towards a centralised approach and
rolling NOP, to facilitate the planning and coordination of events at network and local level.
NET consists in a consolidated repository of event information obtained by
EUROCONTROL from various sources and stored in various databases, and provides a
unique access point to that repository to interested users both internal and external to the
Agency.
ANSP, ACC, External NM Units Event data

Systems/ (OPL, NOS, NMC, APT,
ATC, FAB, Airport, production
Tower, Military, etc. databases OMR, CACD, STATFOR,
PRISMIL, etc.)
NET Input
Events
Event data storage &

NM Portal NET Repository quality management
NET View
Events
ANSP, ACC, Event data

ATC, FAB, Airport, NM Units
External NM Systems consumption
Tower, Military, etc. (OPL, NOS, NMC, APT,
Systems (DDR,NEST,
OMR, CACD, STATFOR, etc.)
PRISMIL, etc.)
14/02/2018 26
NET Input and Output

NET is available as a “Calendar of Network Events” portlet on the Network Manager Portal
(http://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html), and
accessible in all planning phases (strategic, pre-tactical, tactical, post operations). As such,
NET increases the visibility of events that may have an impact on network operations, and
aims to enable identification of interdependencies and support efficiency gains in the
coordination and planning of mitigation actions in a collaborative manner with
stakeholders.
NET is intended to support the Network Planning Processes by enabling a consolidated

source of event data, with sufficient and reliable details that can be used at any planning
iteration. NET supports directly the 1st planning phase, the “early notification”, and will
enable efficiency gains in the coordination required in subsequent planning steps.
Currently, the NET repository (database) stores event information from the following
sources:
 ERNIP Part 2 – ARN Version 2018-2019/22, which includes airspace proposals
scheduled for implementation during the specified period; as well as all completed
proposals stored in previous versions of ERNIP Part 2;
 Airport Corner Database, which includes Airport On-going and planned activities;
selected events only;
 Special Events;
 Military events;
 ATFCM events;
 Direct input through its own interface on the NOP portal.
NET data supports several sections of the Network Operations Plan, such as Chapter 7,
Annex 3, Annex 4, Annex 5 (ACC Capacity enhancement measures), Annex 6 (Airports
On-going and Planned Activities). The NET database provides direct input to DDR2
(included in DDR2 Calendar of events) and in the future may provide data directly to other
planning tools on a need basis e.g. STATFOR, SIMEX, NEST, etc.
14/02/2018 27
3.3.9 Pre-Validation of Airspace Changes
In order to ensure that all significant airspace changes can be assessed from ATFCM and
flight planning perspective and accurately reflected in the Network operations systems, a
pre-validation facility is provided for all ANSPs. The main purpose is to detect any
inconsistencies or incompleteness before official publication by the ANSPs. Detailed
procedures for the use of this facility are contained in the Network Operations Handbook
manual “Provision of Environment Data”; available on the NOP Portal. (Resources tab)
https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html.
Normally such pre-validations should be requested with at least six months’ notice and at the
latest three AIRAC cycles before required changes become effective, so that all data
changes may be fully validated in time for the AIRAC AIP data publication schedule. For the
processes and the tools described, the main traffic and delay data source is the Network
Operations flight data. Data may be enriched, as required, by the information acquired
locally from the ANSPs or even airspace users.
3.3.10 Airspace Data Contribution to ATFCM Processes
The NOTAM monitoring is an activity (performed within the NMOC airspace data domain)
which concerns the activation/deactivation of Restricted Airspaces, temporary suspension
of Terminal Procedures and aerodrome availability in coordination with involved
ANSP’s/States.
NM staff implements FUA restrictions only after they are published in the RAD document.
Such restrictions become effective daily via AUP (Airspace Use Plan) and UUP (Updated
airspace Use plan).
More details on the prevalidation process are published in the NM Free Route Airspace –
Application in NMOC – Guidelines document – Version 1.1 (February 2017).
14/02/2018 28
4. Overall Context and Operational Requirements
4.1. Summary description of 2017 network performance
The average daily traffic in 2017 increased by 4.4% compared to 2016. The en-route delays
showed an increasing trend while the airport delays decreased slightly. The en-route delay
target (for all ATFM delay reasons) was not met. Flexible, dynamic planning and
management by some ANSPs brought considerable capacity benefit which was further
enhanced as a result of the actions initiated by the Network Management Board (NMB) and
the Network Directors of Operations (NDOP) to address the operational performance
improvements required in 2017. However industrial action, staffing issues, system failures,
major project implementations, crisis situations and weather caused impacts that could not
be entirely counteracted by improved and proactive Network Management.
 Daily traffic evolution: +4.4%

The forecast traffic evolution for the year 2017 compared to 2016 was +2.9% for the
baseline scenario (source: EUROCONTROL Network Manager Seven-Year Forecast,
February 2017). The actual daily traffic evolution in Europe in 2017 was +4.4%. The peak
day in 2017 was 30 June, with 35937 flights (peak day 2016: 9 September, with 34594
flights). Traffic increased by 4.9% for the Summer season (May to October inclusive).
 Total daily ATFM Delay evolution: +2.3%

The average daily delay, related to Air Traffic Management increased by 2.3% in 2017 when
compared to 2016. Over the whole of 2017, the average ATFM delay per flight was 1.50
minutes per flight, of which 0.88 minutes were attributed to en-route delay (all causes).
 En-route daily ATFM delay evolution: +6.9%

Over the whole year 2017, the average en-route ATFM delay was 0.88 minutes per flight.
The annual target of 0.50 minutes per flight was not met. During the 2017 summer season,
the en-route delay was 1.29 min/per flight.
Over the whole year 0.11 minutes delay per flight were caused by non-predictable
disruptions (industrial actions or technical failures). 0.20 minutes delay per flight were
caused by en-route weather. Without those delays, the average en-route ATFM delay per
flight was 0.57 minutes.
The performance of the following ACCs was better than foreseen in the NOP 2017-2019/21:
Lisbon, Nicosia, Warsaw, Athens, Skopje, Zagreb, London, Zurich, Malmo, Prestwick,
Sevilla, Langen.
The performance of the following ACCs was worse than foreseen in the NOP 2017-2019/21:
Marseille, Brest, Bordeaux, Karlsruhe, Barcelona, Maastricht, Vienna, Bremen, Reims,
London TC, Paris, Palma, Amsterdam.
Nicosia and Marseille ACCs had delays of more than 1 minute per flight, and three ACCs
(Karlsruhe, Brest, Maastricht) recorded delays between 0.5 and 1 minute per flight.
14/02/2018 29
 Airport Daily ATFM delay evolution: -3.6%

Airport related delays accounted for 41.4% of all ATFM delay, of which a significant
proportion can be attributed to Airport capacity (45.2%), adverse weather conditions
(42.9%), and Airport ATC capacity (5.5%).
The average airport delay was 0.62 minutes per flight in 2017, which is lower than 0.67
minutes per flight in 2016.
 Effective capacity evolution: +4%

The effective capacity indicator increased by 4% over the whole European ATM network in
2017 (+3% for the Summer season), when compared to the corresponding periods of 2016.
 Potential flight efficiency evolution (considering only airspace design): shortest

route length extension reduced to 2.36% compared to 2.47% in 2016
The indicator for the evolution of flight efficiency in terms of route network design continued
to show a positive downward trend, and met already the target set for 2019 of 0.57
percentage points reduction compared to 2012. The lowest level ever of this indicator was
reached in December 2017 with 2.31%.
 Delivered flight efficiency evolution (route availability and utilisation):

o KEP (route length extension based on latest filed flight plan) decreased
to 4.62% in 2017 compared to 4.82% in 2016, for the NM area.
o KEA (actual trajectory) decreased to 2.77% in 2017 from 2.98% in 2016.
Both indicators decreased in 2017 when compared to 2016. KEP missed the annual targets
(4.44% for SES area, 4.17 for NM area). KEA met the annual target of 2.78%.
14/02/2018 30
4.2. Challenges and Opportunities

The latest EUROCONTROL Network Manager Seven-Year Forecast (February 2018)
predicts a growth of 3.3% (baseline scenario) in 2018 and an average yearly growth of 2.3%
per year between 2018-2024 at ECAC level. By 2024 the forecast anticipates 12.4 million
IFR movements in the ECAC area.
At the European network level, the delay forecast shows that en-route ATFM delay will be
above the target every year of RP2.
Delays are likely to remain above the target at some ACCs in Europe for some years or
during the entire period, notably in Nicosia, Prague, Maastricht, Bordeaux, Brest, Reims,
Marseille, Karlsruhe, Lisbon, Barcelona and Palma ACCs. In most cases, this is due to
inflexible use of staff, shortage of qualified controllers in some areas and unresolved staff
management issues, combined with planned reductions in capacity during the training and
implementation of major ATM system upgrades and/or airspace structure reorganisations. In
spite of significant efforts to ensure a more effective and flexible resource utilisation, these
ACCs are expected to continue to open less-than-optimum sector configurations during peak
hours.
The main challenge in the medium term for ANSPs is to resolve staffing issues and ensure a
flexible use of staff to open optimum sector configurations when needed. This calls for robust
staff planning and for the recruitment and training of additional controllers if required, as well
as the introduction of dynamic and flexible staff rostering.
Actions and solutions coordinated at network level will be more and more required to
address performance shortages and to ensure that network effects are properly taken into
consideration to the overall network performance benefit. .
In the short term, structured contingency planning and preparation is needed to enable the
Network Manager to successfully mitigate the effect of unplanned constraints, e.g. industrial
action or severe weather.
Airspace users already have the opportunity to flight plan according to their preferences (e.g.
shortest/quickest/cheapest routes). However, the real challenge is to take advantage of the
many additional options available (e.g. conditional routes, night direct routes, free routes)
and benefits are only likely to be fully realised through the use of dynamic flight planning
systems that take into account all changes to the airspace, even those of a temporary
nature.
The capacity planning process is now mature and the delay reduction activities are part of
this ongoing process. It is implemented in a collaborative manner and the challenges posed
by the requirements arising from the Network Functions Implementing Regulation and the
Performance Framework have been fully answered. All operational stakeholders, including
the Network Manager, now have precise obligations in the context of the new performance
framework and all partners are working together in a cohesive way.
The increasing number of special events and major project implementations (see Annex 4)
poses a significant challenge to the smooth operation of the Network. Nevertheless, the
collaboration with the relevant operational stakeholders in structured planning, coordination
and mitigation of possible negative impacts provides a real opportunity to establish a robust
process for handling all special events.
The major opportunity in exercising the network management functions and activities is the
establishment of the Network Operations Plan (NOP) based on the Network Strategy Plan
(NSP). The NOP provides a common mechanism for planning and operations across
Europe.
A new framework for the collaborative work of all operational stakeholders is seen as a big
opportunity for a real and lasting improvement to ATM Network Performance.
06/03/2018 31
4.3. Network Traffic Forecast

4.3.1 Medium Term Traffic Forecast
The latest EUROCONTROL Network Manager Seven-Year Forecast, covering the period
2018-2024, was published in March 2018. It indicates that over the seven-year period, the
average annual growth rate (AAGR) of IFR flights in Europe is expected to be between 0.9%
and 3.7%, with a most likely value of 2.3% per year. The 2008 previous peak of traffic of
10.1 million flights was surpassed in 2017 with 10.6 million flights in the ECAC area. Growth
was particularly strong in the 2017 summer months (May to August) averaging 4.9%
compared to the same period of 2016.
RP2 RP3
AAGR
2015- 2020-
ECAC 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2018-
2019 2024
2024
AAGR AAGR
H . . . . 11,089 11,494 12,036 12,425 12,836 13,255 13,669 3.7% 3.3% 3.5%
IFR Flight
Movements B 9,770 9,923 10,197 10,604 10,957 11,245 11,524 11,738 11,969 12,176 12,405 2.3% 2.9% 2.0%
(Thousands)
L . . . . 10,826 10,995 11,058 11,095 11,176 11,226 11,300 0.9% 2.4% 0.5%
Annual Growth H . . . . 4.6% 3.6% 4.7% 3.2% 3.3% 3.3% 3.1% 3.7% 3.3% 3.5%
(compared to
previous year B
unless otherwise
1.7% 1.6% 2.8% 4.0% 3.3% 2.6% 2.5% 1.9% 2.0% 1.7% 1.9% 2.3% 2.9% 2.0%
mentioned)
L . . . . 2.1% 1.6% 0.6% 0.3% 0.7% 0.4% 0.7% 0.9% 2.4% 0.5%
Any user of the forecast is strongly advised to consider the low-to-high ranges.
 Latest trends influencing the Traffic Forecast
In 2017, total IFR movements in ECAC were 4.0% higher than 2016, a significantly faster
growth rate than observed in recent years, taking annual flight counts finally over the
previous 2008 peak. The traffic was particularly strong until the end of the summer
schedules, with high growth rates supported by the dynamism of the low-cost market
segment, the recovery of traffic from the Russian Federation and the start of a progressive
recovery of traffic towards North-Africa (e.g Egypt). However, flight growth slowed down in
Western Europe at the beginning of the winter schedules after various bankruptcies,
cancellations and poor weather.
For 2018, the forecast is driven by the sustained positive outlook of the economy in Europe
despite the appreciation of the euro and the rise in oil prices. Traffic wise, it expects:
 a full recovery during the summer 2018 schedule of the traffic losses of the winter
2017/18;
 a continuation of the recovery of traffic between the Russian Federation, Turkey and
Egypt.
At European level (ECAC area), the growth rate of IFR movements is forecasted to be
+3.3% (±1.3 percentage points (pp)) corresponding to 10.96 million flights, in line with the
high growth scenario of the February 2017 forecast. For 2019, the growth of IFR movements
is expected to stand at 2.6% to reach 11.2 million (±250 thousands).
From 2020 onwards economic growth--still subject to uncertainties such as the Brexit
negotiations--will slow down and the continuing increase of average aircraft sizes will
translate into slightly slower growth rates of IFR movements. Consequently, after three years
of annual growth at or above 3%, European flight growth is expected to progressively slow
down to just below 2% per year between 2020 and 20241.
1
Note that 2020 and 2024 show additional growths as they are leap years and 2021 displays a lower growth in
reaction to the greater growth of the leap year 2020.
06/03/2018 32
In 2024, this forecast is for 12.4 million IFR flight movements in Europe (±1.2 million flights),
which will represent an average annual growth of 2.3% and 17% more IFR movements than
in 2017.
While the growth (in percentage terms) is much weaker in most of the more mature markets
of Western Europe ; Germany, France, Spain, Italy and UK will still be amongst the states
which will see the greatest number of extra flights per day by 2024. However, the State that
will record the greatest number of extra flights per day in 2024 compared to 2017 will be
Turkey (1,544 additional flights per day) whose forecast has been revised upwards and that
will see one of the fastest growth rates in this forecast (4.9% as average annual growth rate
over the 7 years). It will recover the first position it lost in 2016.
Danube FAB and Baltic FAB are expected to have the highest average annual growth rate
(3.7% and 3.2% respectively) over the next seven years. FABEC and Blue Med FAB are the
busiest European FABs with respectively 2,180 and 1,577 additional flights per day in 2024.
 Risks to the forecast growth

Users of the forecasts are strongly advised to use the forecast range (low-growth to high-
growth) as an aid to managing their own business risks. These flight forecasts are prepared
in conditions of large changes in traffic routings. For many individual States, these are the
biggest risks for traffic growth.
The main sources of uncertainty in the forecast are as follows.
In percentage terms for individual States, the biggest risks concern the route choices of
airlines, which are generally downside risks for some States and simultaneously upside risks
for others, balancing out across Europe as a whole:
 By 2024, there is a significant probability that some flights through Ukraine will be
restored. The past drop in Ukraine overflights generated a significant reduction in
both distances and weights of flights, which has generated a greater en-route
service units decline than that of the flights. The restoration of some flights over
Ukraine might produce the reverse impact and is likely to represent an additional
upwards risk on the growth of Ukraine en-route service units.
 Closure of Libyan airspace has reduced Maltese overflights as well as re-routed
traffic to southern Africa. It is not clear when normal patterns will be restored. For
Malta, this has been partly offset by strong growth between Russia and Tunisia.
 Currently, the Syrian conflict is having an important impact on overflights across
south-east Europe. We have not included an end to this in our scenario nor
intensification, though clearly at some point this network disruption will clear and
the overflight changes reverse. Avoidance of Iraq and to a lesser extent Sinai is
less significant for the forecast.
 The immigration crisis linked to the Syrian and Libyan conflict and the response of
the Governments of the 26-country Schengen area is also a downside risk. Under
the rules governing the open travel area, governments could suspend the
Schengen system for two years, which would deter passenger travel, though to an
unknown extent.
 Previous years have seen persistent reduction in en route capacity as a result of
the introduction of new ATC systems. This results in tactical and strategic re-
routing of traffic, sometimes enough to affect annual totals. More changes are on
the way, presenting further risks.
 The jet stream influences route choice too, though this is more usually an effect
over days or weeks than over the whole year. Ireland and the Azores are the most
exposed to this risk.
06/03/2018 33
 Unit rates are one of the many factors that influence an airline’s choice of route.
Further large changes in rates, as seen in the recent past, could lead to low
single-figure percentage changes in flight counts.
 Oil prices remain changeable. With fuel accounting for around 20% of operating
costs, this can have an effect on fares and cost of travel for customer. A surge in
oil prices could lead in an increase of fuel cost, hence an increase of the ticket
prices which is a downside risk.
 More generally, future network changes (e.g., new routes) and airlines’ changing
choice of routes are not modelled by the forecast.
The economic forecasts used here were updated in January 2018. The economic outlook
remains uncertain, but presents a mix of upside and downside risks. Economic risks are to
some extent synchronised, so do not balance out across Europe as routing risks do.
Two States, Turkey and Russian Federation, have in some past years been the predominant
drivers of flight growth. This makes growth sensitive to the continued expansion of these two
economies. This could improve, but could easily get worse, representing on balance a
downside risk.
The recent airline failures (Air Berlin, Monarch) and the Ryanair capacity cuts during
Winter 2017/18 are also downside risk, since we have assumed some filling in by other
carriers in the first case, and no cuts next Winter in the second.
On the other hand, there are growing competitive pressures for expansion, especially for
low-cost carriers, so as aircraft deliveries accelerate we could see more rapid expansion,
although in our view this is likely to be localised. The high scenario provides some guidance
for this, but only for local, not widespread application.
Load factors remain very high. As traffic begins to grow again, this means that load factors
might be able to absorb less of the passenger growth than they have in past years. From the
present position, the recovery would then come more rapidly than anticipated. This is
therefore an upside risk.
Tourism trends are quite variable. The forecast does not identify which will be the new
holiday ‘destination of preference’ in a given year. Terrorist attacks have led to more
variability in tourism destinations. This is more likely a downside risk.
Terrorist attacks, bans of one country on another one, wars and natural disasters.
These are impossible to predict. Their impact on air traffic could however be a temporary
one, or more significant. Overall, this is a downside risk for the country impacted by the
event.
4.3.2 ANSP, FAB and ACC Forecast
The STATFOR traffic forecast is published at State level. The traffic increase per ACC is
then derived through the capacity planning process of the Network Manager, on the basis of
the origin-destination zones (ODZ) growth that is the foundation of the EUROCONTROL
Network Manager Seven-Year Forecast. The forecast per ACC is provided to ANSPs
together with the capacity requirements at ACC level (see Annex 5). Forecasts at FAB
and/or ANSP level are provided on a bilateral basis as required.
See paragraph 3.3.1 for more information on the traffic forecasting methodology.
06/03/2018 34
4.3.3 Main Airports Forecast
The EUROCONTROL Network Manager Seven Year Forecast gives a comprehensive

picture of anticipated air traffic development in Europe. Using high and low growth scenarios,
a likely range for future traffic demand is presented for those airports being displayed in the
Annex 6 - Airports. This is a technical extraction from the EUROCONTROL Network
Manager Seven-Year Forecast and does not take into account all factors considered by
airports when reporting their own traffic forecasts.
 Airports Local Traffic Forecast

Airport Local Traffic Forecast, also presented in the individual Annex 6 - Airports, show the
airport’s local traffic forecasts, which are reported to the Network Manager on a regular
basis. These local forecasts consider all known local factors which may influence the traffic
demand.
Airports can provide this information at any time, but are specifically requested to provide up-
to-date traffic forecast figures for next five years every spring (before the summer season)
and autumn (before the winter season). The Network Manager respects the requirement of
some airports to treat this information as confidential.
4.3.4 Analysis of the Traffic Forecast

The following maps show the traffic increase from 2018 to 2022 as compared to 2017 at
ACC level for the baseline traffic growth. Expected traffic demand per ACC on the high and
low growth scenarios is presented in Annex 2.
06/03/2018 35
06/03/2018 36
06/03/2018 37
4.3.4.1 Impact of Traffic Distribution

For medium term capacity planning, it is important to take into account the likely
redistribution of traffic between the different ACCs.
The following factors have a significant impact on traffic distribution and on future capacity
requirements:
 The implementation of free-route airspace in certain areas;
 The general improvement to route network efficiency resulting from route network
design and increased number of options for airspace users;
 The transition of the future traffic demand towards shortest and/or cheapest routes and
unconstrained vertical profiles;
 The different en-route charges applied in different States;
 The capacity availability, specially in the cases of major bottleneck areas
 The airspace availability following crisis situations
The choice of route varies between airspace users and for different flights operated by the
same user, and is influenced by a number of different factors, including time of day, rotation
of flight (knock-on effect / reactionary delays), fuel price paid, applicable route charges,
position of the high altitude jet stream, and even the local currency exchange rate. Hence
herein lies the need for alternative options and flexibility in the availability of the route
network and airspace structure.
4.3.4.2 Effect of Traffic Distribution via Shortest Available Routes
The impact of the traffic distribution when comparing current routeings to shortest routes
remains high, with the difference being significant on the South East axis. These effects are
assessed through the capacity planning process and communicated on a regular basis to
the ANSPs.
The choices made by the aircraft operators can significantly impact the traffic distribution,
resulting in differences between forecast and actual demand. This highlights the need for
additional flexibility, if user preferred routings are to be accommodated to the greatest extent
possible.
The map below shows the average differences in traffic demand between the routes flown in
July 2017 and the shortest available routes, on the assumption that routes over Eastern part
of Ukraine, Libya, Iraq and Syria are closed or not used by the airspace users.
14/02/2018 38
See the Annex 2 for the demand evolution figures per ACC, including an assessment of the
effect of redistributing demand over shortest routes.
4.3.4.3 Network Manager Recommendations on the planning assumptions at Local

Level
The traffic evolution will be quite different in different parts of Europe:

 The growth in SW Europe is still expected to be high
 In SE Europe, the traffic growth is expected to be high following a recovery of some
of the major traffic flows
 In Central Europe the relatively high difference between the unit rates in various
countries remains and the possible lowest cost routes options should be taken into
account
 Traffic growth is expected to continue to be moderate in Northern Europe
 The various airspace closures (e.g. Eastern Ukraine, Syria, Libya), which have
significantly changed the traffic patterns in South-Eastern Europe since the second
half of 2014, are still in place. They will continue to generate similar unusual traffic
flows with an increase of the flows between Russia and Turkey impacting states in
Central and SE Europe due to the avoidance of Ukraine
 Some traffic flows might avoid some ACCs due to the unbalance between capacity
and demand
14/02/2018 39
Based on the latest traffic evolutions, the Network Manager makes the following
recommendation concerning the capacity profiles scenarios to be followed for the planning of
capacity:
 Plan according to the most demanding capacity profile routing scenario (current/shortest):
All ACCs
 Plan according to the high traffic growth capacity profile scenario: Albania, Armenia,
Austria, Azerbaijan, Belgium, Bosnia-Herzegovina, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, FYROM, Germany, Georgia, Greece,
Hungary, Latvia, Lithuania, Malta, Moldova, MUAC, the Netherlands, Poland, Portugal,
Romania, Serbia & Montenegro, Slovakia, Slovenia, Spain, Switzerland, Turkey, Ukraine
 Plan according to the baseline traffic growth capacity profile scenario: Ireland, Italy,
Norway, Sweden, UK
This will ensure that all ACCs follow the most likely capacity profile scenario.
4.3.5 Analysis of Special Events and Major Projects Impact
The Network Manager provides operational and technical expertise to model the increased
demand and different traffic patterns for each special event, to enable ANSPs concerned to
optimally configure the airspace accordingly.
For the reference period of this Plan no major impacts are foreseen by special events (sports
events, or similar) that would temporarily but significantly increase traffic demand at one
airport or group of airports, or in one or more FIRs. In 2018, one sporting event - FIFA World
Cup in Russia - may possibly affect the Warsaw ACC.
A number of major projects may lead to temporary capacity reductions, due to the
implementation of major airspace reorganisations or due to migrations to new/upgraded
ATM systems.
Major airspace projects are planned to take place in Bosnia and Herzegovina, Croatia,
Czech Republic, Poland, Spain, Switzerland, and UK. The airspace projects mainly involve
the implementations of cross-border FRA and the airspace structures adaptations to the new
airports, Berlin and Istanbul. Details for all airspace projects will be found in the European
Route Network Improvement Plan – Part 2 – ARN Version 2018 - 2019/22, and in the
seasonal Transition Plan for Major Projects in Europe.
New or upgrades of the ATM systems are planned in Belgium, Croatia, Czech Republic,
Cyprus, France, FYROM, Georgia, Germany, Greece, Italy, Lithuania, Norway, Portugal,
Romania, Ukraine, and UK. Detailed information on major projects and significant events is
provided in section 7.2 and in the seasonal Transition Plan for Major Projects in Europe.
A list of all improvement projects is given in Annex 4.
06/03/2018 40
The yearly Transition Plan for major projects in Europe will address capacity critical
transition periods of major projects, providing optimal solutions, agreed during the
coordination activities among all entities affected and the NM.
A high level of cooperation and preparations at ATM network level is ensured, starting a year
in advance for major events, with a refinement of the study as more information becomes
available. Annual, seasonal and pre-tactical planning phases are covered, through to tactical
operations. An integrated planning, encompassing all phases, will be in place to ensure that
operational performance is maintained at optimum levels. In some cases changes to the
transition plan and/or the implementation period will be coordinated.
For the ad hoc significant events, information is collected individually and the planning is
made at least three months ahead of the event with the support of the Demand Data
Repository (DDR). This is an important element for the preparation of special events, giving
a significantly improved demand forecast, enriched by incorporating actual flight intentions
from different sources.
14/02/2018 41
4.4. Network Operational Performance Requirements
4.4.1 Overall Network Capacity Requirements

The current planning period of the NOP covers the last two years of the second
reference period (RP2, covering years 2015 to 2019 inclusive) of the Single European
Sky (SES) Performance Regulation No 390/2013 of 3 May 2013 and the first three years
(2020 to 2022) of the third reference period (RP3).
In line with the Performance Regulation No 390/2013, the Decision 2014/132/EU of 11
March 2014 sets out the following capacity target for the NM area in RP2:
 2015-2019: 0.5 minutes average en route ATFM delay per flight for the full year
and for all causes, for each year of the period.
The “effective capacity” of the European ATM network needs to increase by:
o 14.9% between 2017 and 2019 to achieve the EU annual en-route delay target of 0.5
minutes per flight and to respond to the traffic growth (baseline growth,
EUROCONTROL Seven-Year Forecast – February 2018).
Based on the current plans, the capacity target will not be reached any year of the
RP2 planning period.
Until capacity targets are set for the third reference period (RP3), the Network Manager
makes no assumption on the capacity target applicable in 2020-2022. Nevertheless, to
ensure planning continuity, the NOP covers the period 2018-2022 and shows all known local
and network plans until 2022.
4.4.2 Network Performance Plan
The Network Performance Plan (NPP) 2015-2019 developed by the Network Manager
defines formal targets for RP2 in compliance with the Performance Regulation No 390/2013.
For capacity, the NM target for en route ATFM delay per flight (ENR-DLA) indicator is 0.5
minutes/flight for SES and NM areas.
In addition, NM will address, using a toolkit of measures at its disposal, the following
selection of objectives and targets to ensure en-route delay reductions and increased
capacity:
 Reduce en-route weekend delays

Target: 80,000 minutes less for weekend delays per year
 Mitigate weather generated delays
Target: achieve Decision maturity level (M3) for the Network Resilience Process at 50%
of the top 60 airports (based on the airport network impact and/or past weather
phenomena significance) and 50% of the top 20 ACCs.
 Minimise individual flight penalties
Target: Maintain the percentage of flights with delay (any cause) >30 min to less than
1% of total flights
06/03/2018 42
 Improve ATFCM measures efficiency

Target: Reduce the average daily number of ATFCM regulations that produce less than
200 minutes of delay to below 20 per day.
 Reduce reactionary delays
Target: Reduce by 10% first rotation delays (related to capacity and staffing) for at least
one airport/ACC of the ones with significant network impact each year.
 Improve the airport integration in the network
Based on this set of objectives and initiatives, it is expected that all the NM actions will add
up to achieve the NM RP2 objective of delivering additional operational benefits of 10%
en-route delay savings over and above what ANSPs have included in their plans / what
ANSPs deliver, and the NM RP2 objective of delivering additional operational benefits
of 5% arrival delay savings over and above what ANSPs deliver.
Until capacity targets are set for the third reference period (RP3), the Network Manager will
also ensure continuity of planning for years in RP3 to enable early identification of local and
network measures and to support a continued improvement of the network operational
performance.
The Network Manager identified the following initiatives and activities to achieve the required
capacity improvements:
 Address the specific issues that impact the imbalances between demand and capacity,
both en-route and at airports, at network and local level.
 Provide full support to its stakeholders to achieve and improve their capacity
performance, prioritising the FABs, ANSPs and airports that most impact the network.
 Deploy its own initiatives to address network issues to reduce the delays so that the en-
route and airport ATFM delay performance targets and objectives are achieved.
 Address the critical areas through the NOP planning process, identifying actions to
mitigate the problems.
 Develop and publish the Transition Plan for Major Projects in Europe, to minimise the
impact on the network performance caused by major airspace or ATM system
improvement projects.
 Deploy its toolkit of measures to manage the network issues, which includes CDM
network procedures (e.g. network delay attribution), NMOC actions (e.g. Slot swapping,
extensions and exclusions) etc.
 Integrate airport operations in the network; this started in RP1, will accelerate during
RP2, and most certainly continue during RP3, so that capacity problems are addressed
wherever they appear.
 Monitor separately the TMA induced delays, being of en-route or arrival types, so that
the interface between en-route and airport is more clearly defined.
The ultimate objective is to bring additional benefits to performance achievement due to the
specific and unique role of NM to trigger and take initiatives in the network management
procedures. This will not be achieved without the involvement of all other actors.
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4.4.3 EU Target Delay Reference Values

The SES II Performance Scheme (EC IR 390/2013, Annex IV, paragraph 4) requires that the
capacity targets set in the FAB Performance Plans should be assessed for consistency with
the European-wide performance targets and that this assessment should be based on
reference values provided by the Network Manager through the Network Operations Plan.
The breakdown of the annual EU/EUROCONTROL delay target into a yearly delay reference
value (target) was finalised in December 2013 for RP2 (2015-2019). It represents the delay
requirement for each ACC in Europe to ensure that the European network en-route delay
target is made. This delay breakdown was made at ACC, ANSP and FAB level on the basis
of the targets mentioned in paragraph 4.4.1 above. No delay targets have been set for RP3
at the time this Plan is published and, therefore, no capacity requirements were set.
The methodology used to calculate the delay reference was approved by the Network
Management Board and is included in the Appendix 1 to the European Network Operations
Plan 2013-2015 – Edition June 2013 - Capacity Assessment and Planning Guidance. The
approach used for the distribution of the delay over the full year was discussed in the
appropriate consultative groups as well as bilaterally with the ANSPs during the preparation
of their local capacity plans. The approach has proved to be solid and stable and has been
tested over several years and under various traffic hypotheses.
The following maps indicate the annual reference values per ACC for the years 2018 and
2019.
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14/02/2018 45
4.4.4 ACC Capacity Requirements

Each year, a range of capacity requirement profiles are established for each ACC through
the overall European ATM Network capacity planning process for each year of the planning
period, to provide early information and enable flexible and interactive planning of ATM
capacity and a better reflection of local needs and realities.
The ACC capacity requirement profiles per ACC are provided in Annex 1. They were
updated following the September 2017 refresh of the traffic forecast. The ACC capacity
requirement profiles were agreed to be used as the basis for cooperative planning and
provision of capacity for planning period.
The ACC capacity requirement profiles are based on the planning assumptions agreed with
the ANSPs through the regular working arrangements, to meet the EU yearly delay target at
European level: 0.5 min/flight each year between 2015-2019 (0.7 min/flight Summer,
0.3 min/flight Winter).
The following scenarios were provided for ACC capacity requirement profiles, based on the
September 2017 EUROCONTROL Network Manager Seven Year Forecast:
 Reference: Baseline traffic forecast, shortest routes available on the network with part of
Ukraine, Libya, Iraq and Syria airspaces closed or not used by the airspace users
 High: High traffic forecast, shortest routes available on the network with part of Ukraine,
Libya, Iraq and Syria airspaces closed or not used by the airspace users
 Low: Low traffic forecast, shortest routes available on the network with part of Ukraine,
Libya, Iraq and Syria airspaces closed or not used by the airspace users
 Open: Baseline traffic forecast, shortest routes available on the network with all airspace
available
 Current: Baseline traffic forecast, current routeings as during reference period
recommendation concerning the capacity profiles scenarios to be followed for the planning of
capacity:
 Plan according to the most demanding capacity profile routing scenario (current/shortest):
All ACCs
Romania, Serbia & Montenegro, Slovakia, Slovenia, Spain, Switzerland, Turkey, Ukraine
Norway, Sweden, UK
For the medium-term capacity planning of the European ATM network, capacity profiles are
set for existing and future ACC configurations (i.e. those planned to be operational during
the planning cycle) in the European area, by considering the entire ATM network and giving
due consideration to the airports’ capacity constraints.
The current ACC capacity requirement profiles are linked to the ACC capacity baselines that
were assessed during summer 2017, and are used as a reference for medium term local
capacity planning.
06/03/2018 46
The following maps show the capacity increases required over the summer season (May
through October) for each ACC for the reference scenario to achieve the annual SES
capacity target in 2018 and 2019. Details for the alternative scenarios are included in Annex
1.
This assessment has been made for the summer season as it is the most demanding period
in terms of capacity requirements and provision, and is done in comparison with the capacity
baselines for the summer 2017.
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As it can be seen from the maps above, the highest increases (over 20% in 2019 compared
to 2017) are needed at Brest, Nicosia and Skopje ACCs, followed by Ankara, Athens,
Barcelona, Bordeaux, Marseille, Maastricht, Karlsruhe, Vienna, and Dublin ACCs (between
10-20% increase in 2019 compared to 2017). A full assessment of the situation is provided
in Chapter 10 and in Annex 5 for all ACCs.
4.4.5 Airport Capacity and Performance Requirements
The Performance Regulation as part of the Single European Sky regulations does not
include capacity targets for airports in RP2. Capacity related decisions rest either at State or
airport operator level and are based on political, commercial, or other local considerations.
However, local level performance targets for Air Navigation Services (ANS) at airports,
related to the Performance Scheme (Regulation 390/2013) in RP2 have been foreseen.
Those for airport operators may be developed and expected for RP3.
In 2017 daily average airport related ATFM delay was 18,014 minutes, which is around 6.58
million minutes in total. Airport ATFM delays decreased compared to 2016 when daily
average was 18,695 and 6.84 million minutes in total. Airport related delays accounted for
41.4% of all ATFM delay, of which a significant proportion can be attributed to adverse
weather conditions (46.5%) and airport capacity (37.4%).
When the reasons for delay are identified as being linked to a potential non-optimal use of
existing capacity, the NM can support the airport stakeholders in identifying underlying
reasons and mitigation actions to improve the situation. The proposed Network Manager
actions for each individual airport are listed in Annex 6 – Airports (NM Recommendations /
Planned Actions).
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One of the key tasks of the Network Manager is to provide the network view to the local
operational stakeholders and support them in managing their capacity so as to enhance
network operations. This is done by ensuring that airport operations are fully aligned with
both Network strategic planning and day to day operations.
The current identified capacity of the airports as well as the forecast capacity for the period
2018 to 2022 or further can be found in the Annex 6 - Airports. The description of local
airport initiatives that may contribute to an increase in airport capacity or efficiency in the
medium or long term can be found in the same section.
4.4.6 Environment / Flight Efficiency Requirements
Performance Scheme - Reference Period 2 (RP2) 2015-2019

The Commission Regulation (EU) No 390/2013 of 3 May 2013 (laying down a performance
scheme for air navigation services and network functions) sets out a set of Key Performance
Indicators and associated targets for the 2nd Reference Period (RP2).
 average horizontal en-route flight efficiency of the actual trajectory (KEA), defined
as follows:
o the indicator is the comparison between the length of the en-route part of the actual
trajectory derived from surveillance data and the corresponding portion of the great
circle distance, summed over all IFR flights within or traversing the European
airspace;
o “en-route” refers to the distance flown outside a circle of 40 NM around the airports;
o where a flight departs from or arrives at a place outside the European airspace,
only the part inside the European airspace is considered;
=> This KPI is applicable at both network and Functional Airspace Block level.
The KEA target is 2.6% average of route difference by 2019, decreasing from 3.17% in
2012 (based on PRB measurements).
 average horizontal en-route flight efficiency of the last filed flight plan trajectory
(KEP), defined as follows:
o the difference between the length of the en-route part of the last filed flight plan
trajectory and the corresponding portion of the great circle distance, summed over
all IFR flights within or traversing the European airspace;
o “en-route” refers to the distance flown outside a circle of 40 NM around the
airports;
o where a flight departs from or arrives at a place outside the European airspace,
only the part inside the European airspace is considered;
=> This KPI is only applicable at network level.
The KEP target is 4.1% average of route difference by 2019, decreasing from 5.15% in
2012 (based on PRB measurements).
Network Performance Plan

The Network Manager also included indicators and targets in the Network Performance
Plan (NPP) 2015-2019 as described below:
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 Route extension - airspace design: the average horizontal en-route flight efficiency
of the airspace design (DES), defined as the difference between the length of the ATS
route network and the corresponding portion of the great circle distance, summed over
all IFR flights within or traversing the European airspace;
 Target: achieve an improvement of the DES indicator by 0.57 percentage points
between the baseline year of 2012 and 2019
 Route extension - last filed flight plan: average horizontal en-route flight efficiency
of the last filed flight plan trajectory (KEP)
 Targets:
o 4.1% value for KEP indicator by 2019 for the SES area, fully consistent
with the EU-wide target;
o 3.82% value for KEP indicator by 2019 for the NM area
The annual values set for the KEP indicators are.

2018 2019
0.17 pp 0.17 pp
KEP
reduction reduction
SES area
4.27% 4.1%
0.17 pp 0.17 pp
KEP
reduction reduction
NM area
3.99% 3.82%
 Route extension – actual trajectory (KEA) Targets

 Targets:
o 2.6% value for KEA indicator by 2019, fully consistent with the EU-wide
target;
The annual values set for the KEA indicators are.

2018 2019
0.09 pp 0.09 pp
KEA reduction reduction
2.69% 2.6%
o NM direct contributions to flight efficiency savings:

 The NM objective is that these FE direct savings will amount to 7% (2017-2019) of
the savings required to achieve the annual 0.17 pp reduction (or alternatively 5%
of the actual KEP reduction) each year
o Increase the CDR1/2 usage:

 NM objective is to increase the CDR availability (CDR-RAI) and CDR usage
(CDR-RAU) by 5% between the baseline year 2012 and 2019
The Network Manager coordinates the following activities to achieve the required
improvement in flight efficiency:
1. Enhancing European en-route airspace design through annual improvements of
European ATS route network, high priority being given to:
o Full implementation of free route airspace;
o Implementation of a coherent package of annual improvements and shorter routes;
o Improving efficiency for the most penalised city pairs;
o Implementation of additional Conditional Routes for main traffic flows.
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2. Improving airspace utilisation and route network availability through:

o Actively supporting and involving aircraft operators and the computer flight plan
service providers in flight plan quality improvements;
o Gradually applying route availability restrictions only where and when required;
o Improving the use and availability of civil/military airspace structures;
o Aligning the cross border availability of CDR’s.
3. Efficient Terminal Manoeuvring Area (TMA) design and utilisation through:
o Implementing advanced navigation capabilities;
o Implementing Continuous Descent Operations (CDO);
o Improved arrival/departure routes, optimised departure profiles, etc.
4. Improving awareness of performance.
4.4.7 Safety Requirements
EU Regulation 970/2014 dated 12 September 2014 requires the Network Manager to

“identify operational safety hazards at Network level and assess the associated safety risk.”
To do this the Network Manager coordinates safety management and operational safety
improvements at Network level, supporting ANSPs and other NM stakeholders (notably
FABs) to manage existing hazards and anticipate new safety threats, in order to keep the
Network safe.
This challenge places three safety requirements on the NM:
 To support and improve the safety of operations by identifying operational risks;

coordinating and facilitating operational safety enhancements and disseminating safety
knowledge across the Network. Practically, this means NM aims to arrive at a common
approach to tackling new safety risks based on identified hotspots and trends in the
Network, and to address the safety challenges that lie ahead.
 To manage change and diverse/multiple NM programmes and projects to ensure that
the individual parts of the Network are safe so that, collectively, capacity and flight
efficiency benefits can be realised in line with customer expectations and established
 To improve the effectiveness of safety management systems (SMS) across the Network
and in particular, to mature its own SMS so that it achieves Level D of Effectiveness of
Safety Management in all SMS areas except in Safety Culture where by Level C is
required by 31 December 2019 (end of RP2).
4.4.8 Contingency Requirements

The term contingency, in the context of the Network Management Function and related
activities, refers to any situation that is likely to jeopardise ATM network operations, for
example: ATM system failure, natural disaster, large scale adverse weather phenomena,
industrial action or military activity.
4.4.8.1 Network Crisis

In the event of crisis at network level, resulting in widespread traffic disruption, the Network
Manager will activate the European Aviation Crisis Coordination Cell (EACCC) and will apply
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previously agreed measures in coordination with all relevant operational stakeholders. These
collaborative activities are done at network, regional and local levels.
4.4.8.2 ACC Contingency Plans

Contingency measures to be applied in the event of ATM system failures or other ACC
outages are tailored according to their impact on network capacity.
ATM system failure can result in significant and long lasting disruption affecting the
functioning of the European network. An increased risk of ATM system failure exists during
transition to a new system, or immediately following a complete shutdown of old system.
Normal ANSP services may also be affected by industrial action, security threats, etc.
ANSPs are required to provide and regularly update ATFCM contingency plans to help
mitigate the effects of such outages.
Apart from addressing any temporary capacity impact of project transitions, the Network
Manager will analyse them from a network contingency perspective. In this context, the
Network Manager collects the local contingency plans and, in coordination with all relevant
operational stakeholders, develops a number of strategic ATFCM scenario options to be
applied in case of a contingency situation.
4.4.8.3 Network ATFM Operations Contingency

The Network Operations ATFM contingency procedures have been put in place to minimise
the impact of any failure at Network level on operational stakeholders and airspace users. A
very high level of technical redundancy is provided for all network operations systems (IFPS,
ETFMS). The IFPS service operates permanently with two synchronised units, each able to
immediately assume responsibility for all flight plan processing across the network. In the
event of Enhanced Tactical Flow Management System (ETFMS) failure, a second
contingency site is available (at IFPU2) and a biannual procedural contingency plan is
prepared and published. This defines maximum flow rates per aerodrome and flow to ensure
that European ATM can operate at approximately 90% of normal capacity in the event of an
outage of the ATFCM system.
4.5. Operational Needs As Expressed by Different Stakeholders Including Military

The information is covered in the paragraph 4.4 and in the chapter 8 of this document,
respectively.
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5. Network Operational Performance Plans and Actions at Network

Level
5.1. Implementation of the Network Strategy Plan

This section presents the actions taken by the Network Manager to initiate the
implementation of the NSP following its adoption by the European Commission on 22 July
2014.
Alignment with the European ATM Master Plan

The European ATM Master Plan addresses the high-level operational and technological
evolution of the ATM system, based on agreed performance objectives and deployment
scenarios. The Network Strategy Plan is an integral part of this change process. It targets
concrete operational issues that can be solved in the timeframe of its reference period via
any operational or technical means. It ensures that the SESAR deployments taking place
during that period are used with the maximum benefit in operations.
As a result, the Strategic Objectives of the Network Strategy Plan have been aligned with the
essential operational changes of the European ATM Master Plan.
Alignment with the Pilot Common Project

To address the challenges to network performance in RP2, the network actors need to build
on the instruments established under the Single European Sky and align their action plans
accordingly. As a result, the Network Strategy Plan defines a number of Network Strategic
Projects, corresponding to each of the Strategic Objectives and fully aligned with the ATM
functionalities defined in the Pilot Common Project regulation and corresponding SESAR
Deployment Programmes.
Detailed Implementation Schedule

For each strategic objective, the Network Strategy Plan defines the list of the most significant
actions to be implemented in the course of RP2, indicating the operational stakeholders
involved and the main milestones. The Network Strategy Plan requires that the details of
these actions are provided and regularly updated in the Network Operations Plan, on the
basis of the Article 6 of the Network Functions IR.
Network Roadmaps
In order to provide a comprehensive and detailed view of the three levels of the Network
Strategy Plan - Strategic, Operational and Technical - the Network Manager has developed
three implementation roadmaps:
Network Evolutions Roadmap

Network Operational Requirements Roadmap
Network Technical Evolutions Roadmap
Those roadmaps are an integral part of this edition of the Network Operations Plan.
The development of those roadmaps provides clarity on the overall network evolutions. It
enables a better coherence of the deployment programme of the Deployment Manager with
the Network Strategy Plan and the Network Operations Plan (as requested in the EU IR
409/2013 and the EU IR 716/2014), facilitates the logical synchronisation of the various
implementation steps and consequently avoids duplication of effort.
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The Network Evolutions Roadmap enables the anticipation of actions and better
preparation for development and implementation by consolidating in a single reference
document the following content:
The main events/milestones arising from all possible sources (European ATM Master Plan,
Network Strategy Plan, SESAR, regulatory requirements, etc.);
Identification of gaps and missing links (operational, technical, regulatory, etc.);
Identification of measures to address those gaps;
Annual logical groupings of actions;
Continuously updated information.
The Network Evolutions Roadmap is based on the agreed high level Network Operational
Concept that further details the Network Vision included in the Network Strategy Plan.
The Network Operational Requirements Roadmap translates the Network Evolutions

Roadmap into operational requirements. It also enables the anticipation of actions and
initiation of appropriate work to better prepare development and implementation. It
consolidates in a single reference document the following content:
Detailed operational requirements derived from the major events/milestones;
Annual logical groupings of operational requirements;
Identification of gaps and missing links (operational, technical, etc.);
The Network Technical Evolutions Roadmap translates the Operational Requirements

Roadmap into technical requirements. It also enables the anticipation of actions and initiation
of appropriate work to better prepare development and implementation. It consolidates in a
single reference document the following content:
Detailed operational requirements derived from the major events/milestones;
Bi-annual logical groupings of technical requirements;
Identification of gaps and missing links (operational, technical, etc.);
Grouping of requirements for NM systems developments for better cost efficiency;
A more transparent and flexible way to define NM systems requirements;
The Network Technical Evolutions Roadmap also mentions the ATM systems developments
required for facilitating the implementation of network related projects, and in particular those
supporting the network functions.
Besides the binding legal acts governing the network management functions and tasks of all
actors involved, NM needs to develop the network management tools to execute those
functions and tasks. This managerial tool is the NOP, which consolidates the stakeholder
commitments to achieve the network performance targets, and guides the planning of their
contributions to the Strategic Objectives of the network, as described in the NSP.
The following Strategic Objectives are defined in the NSP:
- SO1: Manage performance through ‘Network-minded’ Decision-Making

- SO2: Deploy interoperable and effective information management systems
- SO3: Implement a seamless and flexible airspace enabling Free Routes
- SO4: Plan optimum capacity and flight efficiency
- SO5: Facilitate business trajectories and cooperative traffic management
- SO6: Integrate airport and network operations
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- SO7: Ensure network safety, security and robustness

- SO8: Optimise CNS resource allocation and costs
- SO9: Develop the network human capital and improve its performance
- SO10: Prepare for RP3 and beyond
The achievement of the strategic objectives relies to a large extent on the timely execution of
the Network Strategic Projects. These strategic projects coordinate the implementation of
the main operational and technical evolutions led by the NM. This includes their network-
wide deployment during the RP2 time frame.
The Network Strategic Projects planned to date address six areas and are in direct support
of the corresponding strategic objectives. Namely, those areas are: Information systems,
Airspace, Capacity, ATFM, Airports, and CNS optimisation.
Some projects are transversal and address several areas. Most are directly linked to the
scope of the SESAR Pilot Common Project regulation and corresponding SESAR
Deployment Programmes.
5.2. Network Evolutions Roadmap
The purpose of the Network Evolutions Roadmap is to provide a managerial view of the key
operational and technical evolutions expected to take place over the period of the current
NOP.
It aims at:
o ensuring that the actions required at network level to achieve the RP2 performance
targets, as described in the NSP, are fully covered
o ensuring that these actions are aligned with the ATM Master Plan, the Pilot Common
Project regulation and corresponding SESAR Deployment Programmes, and the
SES/ICAO regulatory requirements in general
o describing briefly these network evolutions (referred to as ‘Key Evolutions’) and how
their implementation will be coordinated through the NM Strategic Projects
o enabling a periodical monitoring of the achievements by the NM governance and the
operational stakeholders concerned, to trigger corrective or preventive actions as
necessary.
 References
The Network Evolutions Roadmap is derived from – and fully aligned with - the Network
Strategy Plan (NSP) 2015-2019 (Link to NSP).
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The NM Strategic Projects build on the operational principles described in the High Level
Network Operational Framework agreed by the Network Management Board on 22
January 2016. They organise the implementation of the changes required to achieve the
Network Vision 2020, in coordination with the operational stakeholders concerned.
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More detailed information about the NM Strategic Projects can be found in section 5.5 of this
document.
How to read the Roadmap
The roadmap is organised along the structure of the NSP to facilitate the monitoring of the
NSP execution. For each NSP Strategic Objective, it consists of a graphical representation
of the evolutions against a timeline, displaying:
- The NSP Strategic Objectives and related actions/milestones ;
- The scope addressed by NM Strategic projects: ;

- The main milestones describing the regulatory and SESAR Master Plan requirements:
- -
- The key operational network improvements – referred to as ‘Key Evolutions’
and their most significant components, which include the development and
subsequent deployment of technical enablers and operational milestones
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- The Key Evolutions are represented in blue when generated by a Strategic Project, in
green when resulting from the regular execution of a Network Function and related CDM
processes, and in yellow when implemented by the Operational Stakeholders without NM
coordination:
- When the activity/task is continuous – i.e. with no significant milestone – it is
represented as follows:
- Reporting information on the activity level of achievement will be added at each review
date: - -
- When changes have been introduced in planning components since the previous
edition of the roadmap, they are highlighted in yellow as follows:
New component:
Update of a milestone (date or status):

These updates are numbered (X) and listed in a “Summary of milestone updates” table.
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NETWORK EVOLUTIONS ROADMAP – NETWORK MANAGEMENT
SO1 – ‘Manage performance through ‘Network-minded’ decision making’ and

SO10 – ‘Prepare for RP3 and beyond’
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SO7 – Ensure Network safety, security and robustness
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NETWORK EVOLUTIONS ROADMAP – OPERATIONS
SO3 - Seamless and Flexible Airspace
14/02/2018 61
SO4 - ‘Planning Optimum Capacity & Flight Efficiency’

SO5 - ‘Business Trajectories and Cooperative Traffic Management’
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SO6 - Airport/Network Integration
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NETWORK EVOLUTIONS ROADMAP – RESOURCES
SO2 – Deploy interoperable and effective information management systems
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SO8 – Optimise CNS resource allocation and costs
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SO9 – Develop the network human capital and improve its performance
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 Summary of milestone updates
The following milestones have been updated in this edition of the roadmap:
N° Milestone Change summary
(1) SO 1/5 - KPI’s assessing performance of NM Strategic Projects – In progress

(NM/NMB)
(2) SO 10/2 - A first report analysing the European Network short falls In progress
with actions for improvements was delivered in 2017 – (NM)
(3) SO 10/3 - NM provided inputs for RP3 technological deployments in In progress

2017 both in the context of the PCP review as well as in the context of
Common Project 2 (CP2) developments – (All)
(4) SO 7/1 - Severity classification: Apply RAT methodology- (ANSPs) Achieved
All ANSPs are

using RAT
(5) SO 7/2 – Prioritisation of NM top 5 risks: NM continued to present to Achieved

the NDOP the results of ongoing ‘Top 5 operational safety risks’
studies – which enabled an exchange of best practices –(NM)
(6) SO 7/2 - CBA assessment of the CSST - (NM) Postponed by one

year
(7) SO 7/4 – Develop Safety Management in support of the Safety RP2 Work in progress
target – (ANSPs/NM) both from ANSPs
as well as from NM
to allow the
achievement of the
targets by end of
RP2.
(8) SO3/1- Initial FRA deployed (ANSPs) Initial FRA/DCTs

has been deployed
in the majority of
the European
Airspace. Details
are provided in
ERNIP part 2
version 2017-
2019/21
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(9) SO5/5 - NM Opportunity Tool improvements – (NM) a) Achieved in

a) NM Opportunity Tool in a fixed route environment – (NM) 2017 further
b) NM Opportunity Tool in free route environment – (NM) improvements in
2018.
b) New milestone
has been introduced
(2019)
(10) SO3/2 – Full management of airspace structure via AUP/UPP – In progress

(NM/AMC/AO)
(11) SO3/2- Implement Advanced Flexible Use of Airspace

 Initial Management of airspace configurations (pre-defined) – Both delayed by 2
(All)
years.
 Full Dynamic airspace configurations – (All)
() SO3/2 – Improved Notification Process-(NM) The milestone was

achieved in the
context of the
implementation of
the enhanced AUP
template. The full
AUP template
including
SIDs/STARs
closure will be
available in 2019
(13) SO5/1- Enable 4d trajectories at planning level/FF_ICE Roadmap updated

implementation:
New milestones
Following a relevant analysis in the context of the FPFDE project the introduced.
scope of FF_ICE implementation was further clarified and the
Evolution Roadmap was updated introducing: ‘FIXM in NM systems’
and ‘NM systems upgraded for EFPL’ – NM
(14) SO5/1 – NM System upgraded for EFPL – (NM) In progress
(15) SO5/1 – Integration of EPP data - (NM) Roadmap updated

to cater for delays
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(16) SO5/4 – STAM phase 1- (NM/AO/ANSPs) There are still some

requests/implement
ations on going.
(17) SO5/4 – System based STAM:- (NM/ANSPs)

 What if functionality for local measures Shifted by 1 year.
(18) SO5/4 -Target Time for ATFCM process– (NM/AO/ANSP) Delayed by 1 year
(19) SO5/4- Extended AMAN measures integrated in file profile – Shifted by 1 year
(NM/ANSPs)
(20) SO5/4 – Enhanced slots swapping – NM/AOs) New objective and

millstone
introduced
(21) SO5/6 – Flight plan predictability – (NM) More milestones

introduced to
address on going
improvements
(22) SO6/1 – Improve flight plan/airport slots consistency - (NM/APT/Slot Following NMB
Coord./AO/MS) recommendation
relevant work was
put on hold.
(23) SO6/2 - 3 pilot Airport Operations Centres (APOC) deployments – Work in progress.
(NM/APT) 16 Airports are
working with NM
for APOC
implementation
(24) SO6/3-4 - Full CDM implemented at the 30 largest European airports Work in progress.
in total – (NM/APT) 26 implementations
achieved by end
2017
(25) SO6/3-4 - Advanced Towers implemented at 25 airports – (NM/APT) Work in progress.

19 implementations
by end 2017
14/02/2018 69
(26) SO2/1-4: “Dynamic Network Plan – (NM) Technical

developments and
operational
transitions
supporting the DNP
implemented as
from 2017
(27) SO2/5 - EAD Certification – (NM) Certification

Achieved in Jan.
2017
(28) SO9/2 - FAB report identifying capabilities and limitations of cross- Milestone
unit ATS - at national and FAB level - (FAB & ANSP) postponed
5.3. Network Operational Requirements Roadmap
This section presents the main operational requirements arising from the
implementation of the Network Strategic Projects.
14/02/2018 70
Stakeholders
Applicable NM Initial Ops
Deliverable ID Operational Deliverable High level ops objective/requirement impacted ops
System Changes availability
(and system)
Strategic Project
FRA - Free Route Airspace
Evolution area Initial FRA
FRA_1_1_D6.1 Updated FRA concept & procedures for operation in FRA If required, an updated set of common concept & procedures
airspace - initial FRA/ direct routing for AO's and ANSPs for operations in FRA airspace none on-going NM, ANSP, AU
FRA_1_2 Initial FRA (Direct Routing) impelementation Full implementation of Direct Routing (ALL ANSP's).
FRA_1_2_D2_1 Network Performance, Strategy and Implementation Development & maintenance of the performance plan and the
Scenarios network consolidated view of the implementation scenarios none on-going na
FRA_1_2_D4_1 Operations Support Support to airspace design, capacity modelling, validation ANSP with NM & AU
none on-going
activities (model based, real time, SESAR trials & VLD's) support
FRA_1_2_D5_1 ATM / NM Systems changes ATM system requirements and guidance material, NM system
changes, including changes required for partial implementation R20-RL21.5 on-going NM, ANSP, AU
Evolution area Cross Border FRA - European network

FRA_2_1_D6.2 Updated FRA procedures for operation in cross border If required, an updated set of common procedures for AO's and
FRA environment ANSPs for operations in FRA airspace none Jan-17 NM, ANSP, AU
FRA_2_2 Cross Border FRA impeletation in the European Network Cross-border FRA deployed by ANSP's
FRA_2_2_D2_2 Network Performance, Strategy and Implementation Development & maintenance of the performance plan and the
Scenarios network consolidated view of the implementation scenarios none on-going na
FRA_2_2_D4_2 Operations Support Support to airspace design, capacity modelling, validation ANSP with NM & AU
none 2020-2022
activities (model based, real time, SESAR trials & VLD's) support
FRA_2_2_D5_2 ATM / NM Systems changes ATM system requirements and guidance material, NM system
changes, including changes required for partial implementation From RL21 2019-2022 NM, ANSP, AU
Evolution area Support to Flight Efficiency

FRA_D.7 Flight efficiency: routing opportunity - improved NM support to flight efficiency, with the aim of achieving an
utilisation improved utilisation of the airspace evolution
FRA_D.7-1 Flight Efficiency - routing opportunity - in a fixed route NM Route opportunity tool upgrade - automated support to
environment manual tasks From R21 on-going NM, AU
FRA_D.7-2 Flight Efficiency - routing opportunity - in a free route Concept & implementation for an NM Route opportunity
environment applicable in a Free route environment From R23 2019-2022 NM, AU
14/02/2018 71
Stakeholders
(and system)
Strategic Project Airspace Management and Advanced FUA (Flexible Use of Airspace)
Evolution area ASM Solutions
AFUA_D,1.1.1 Implement enhanced ASM Booklet Better use of available airspace/routes by AUs through better
access to more complete and up-to-date ASM airspace R19.5 Dec-15 NM, AU
information
AFUA_D.1.1.2 Harmonisation AIP publication Better utilisation of airspace structure (incl. CDRs and X-border
structures) through simplification and more consistent none on-going ANSP, AMC
information publications
AFUA_D.1.1.3 Improve ASM Solutions process Improved utilisation of airspace/CDRs through better
coordination between Network, AMCs and AUs in preparing ASM none on-going NM, AMC, AU
solutions
Evolution area Rolling ASM /ATFCM process & ATC response
AFUA_D.3.1.1 Rolling AUP Better preparation for AU’s and network through Airspace Use
R22 Dec-18 NM, ANSP, AMC, AU
Plans for up to 6 days ahead
AFUA_D.3.1.2 Rolling UUP for procedure 3 More dynamic – short notice – availability of shared airspace for
none on-going NM, ANSP, AMC, AU
Military use
AFUA_D.3.1.3 Improved notification process (phase 1) Improved CDR2 utilisation through better alignment of route
availabilities and notification process with AU needs, and R19.5 Nov-15 NM, AMC, AU
improved visibility to AUs of opportunities
AFUA_D.3.2.3 Improved notification process (phase 2) Improved CDR2 utilisation through improved exchange of
consistent airspace data in CDM process by NM and AMCs and RL21-24 from 2017 NM, AMC, AU
availabilities status visualisation to AUs
AFUA_D.3.2.1 Full management of airspace structure via AUP/UUP at Improved airspace availability to AUs through ECAC-wide
ECAC level application of improved AUP/UUP process, and improved
R24 on-going NM, AMC, AU
utilisation of available airspace/routes through additional
information to AUs
AFUA_D.3.2.2 Initial Management of real time airspace data Initial real-time airspace status updates allowing ATC, AUs, and
NM Ops to take easy advantage of possible opportunities and/or
R23.5 Oct-19 NM, ANSP, AMC, AU
to increase awareness of real-time airspace situation
AFUA_D.3.3.3 Full management of real-time airspace data Full real-time airspace status updates allowing ATC, AUs, and
NM Ops to take eaRy advantage of possible opportunities
R24 May-20 NM, ANSP, AMC, AU
and/or to increase awareness of real-time airspace situation
AFUA_D.3.3.1 Full rolling ASM/ATFCM process Optimised airspace availability & utilisation through a
continuous real-time CDM process with as input rolling updates
of MIL and civil demand needs, potential hotspots and network RL25 Mar-21 NM, ANSP, AMC, AU
performance needs
AFUA_D.3.3.2 Full sharing of DAC information amongst involved Optimise airspace availability to AUs through dynamically
stakeholders sharing of the airspace configuration information TBD TBD NM, ANSP, AMC, AU
14/02/2018 72
Stakeholders
(and system)
Strategic Project Airspace Management and Advanced FUA (Flexible Use of Airspace)
Evolution area Dynamic Airspace Configuration & CDM
AFUA_D.2.2.1 Initial Management of dynamic airspace configurations CIV+MIL demand-based alignment of sector configurations and
route/airspace availability through the use of coordinated pre-
RL23-25 Mar-19 NM, ANSP, AMC, AU
defined ASM/ATFCM scenarios
AFUA_D.2.3.1 Full management of dynamic airspace configurations Dynamic CIV+MIL demand-based alignment of sector
configurations and route/airspace availability through dynamic R26 Mar-22 NM, ANSP, AMC, AU
ASM/ATFCM process
Evolution area ASM in FRA

AFUA_D.4.1.1 Expansion of EAW (EaRy Access to Weekend Routes) in Allow AUs to flight plan in FRA areas eaRier on “busy Fridays”
FRA (procedure based) with no MIL exercise constraints, i.e. more direct routings. none Jun-15 NM, ANSP, AU
[Procedure -based]
AFUA_D.4.1.2 Improved notification process in FRA (based on AUP Improved airspace (FRA) utilisation through better alignment of
template) airspace availability with AU needs (using new AUP template) R20.0 Dec-16 NM, ANSP, AMC, AU
AFUA_D.4.2.2 Improved notification process in FRA (Direct notification Improved airspace (FRA) utilisation through better notification
RL 20.5 Dec-17 NM, AU
to AU's) process (including RRPs) aligned with AU needs
AFUA_D.4.2.3 Initial CDM for network impact assessment in FRA Optimise airspace availability in FRA and local/regional/network
performance through network focussed ASM/ATFCM approach
with coordination between Network and AMCs R23 Mar-19 NM, ANSP, AMC
AFUA_D.4.3.1 Full CDM for Network Impact Assessment in FRA Further optimise airspace availability in FRA and
local/regional/network performance through network focussed
ASM/ATFCM approach with coordination between Network, R24 Dec-20 NM, ANSP, AMC, AU
AMCs and AUs
Evolution area ASM Performance
AFUA_D.6.1.1. Monitoring of ASM evolution: KPI's - ASM contribution to KPI's measuring ASM & AFUA performance (impact on flight
flight efficiency efficiency) R19.5 Dec-15 NM
AFUA_D.6.1.2. Implement post-op analysis process New / updated post -op reports on ASM performance and the
set-up of the collaborative analysis process on-going on-going NM
AFUA_D.6.1.3. Monitoring of ASM evolution: KPI's - ASM contribution to KPI's measuring ASM & AFUA performance (impact on capacity)
capacity on-going on-going NM
14/02/2018 73
Stakeholders
(and system)
Strategic Project FPFDE: Flight Plan & flight data evolutions
Evolution area Extended Flight Plan
EFPL_D1 Provision of 4D trajectory information via the extended Improve ATFCM effectiveness through the use of enriched flight
flight plan (EFPL) and its usage within NM systems (EFPL data information (4D trajectories) in flight planning and flow
in B2B format) management operations R20 +R21 +RL22 Dec-16 NM, AU
Evolution area FF_ICE/1 implementation

FF_ICE_D2 AU's - NM FIXM based interoperability AU/NM systems ready for sharing FF-ICE/1 flight plan data
(FF_ICE/1 phase 1) based on FIXM 4 (AU_NM eFPL exchange), ORM alignment
(change to submission & filling process & IFPS semantic R21-RL24 Dec-19 NM, AU
responses) , GUFI implementation
FF_ICE_D1 FF-ICE phase1 operational procedures and processes Operational deployment of Global ATM Operational Concept
through the use of FF-ICE/1 flight plan (eFPL) format and
R22-RL24 Dec-19 NM, ANSP, AU, Airport
associated additional data in flight planning and flow
management operations
FF_ICE_D3 NM-ATC FIXM based interoperability NM / ATC / Airports systems ready for sharing FF-ICE/1 flight
(FF_ICE/1 phase 2) plan data based on FIXM 4 (eFPL) RL23-RL24 Dec-19 NM, ANSP, AU, Airport
FF_ICE_D4 FF_ICE / 1 Planning service Negociation capabilities: not compulsary ICAO FF_ICE1
(FF_ICE phase 2) evolution, possible ops trial from 2018,[ including ATFCM feed-
R24_RL25 Dec-20 NM, AU
back (Target time)]
FF_ICE_D5 FF_ICE / 1 Planning service with ATC reply to NM Extended negociation capabilities , including ATC reply to NM:
(FF_ICE/1 phase 3) not compulsary ICAO FF_ICE1 evolution R24_RL25 Dec-21 NM, ANSP, AU, Airport
Evolution area Flight Object (FOS)

FOS_D1 ATFCM & ATC interoperability through FOS Improved ATFCM effectiveness through integration of NM and
local/regional operations enabled by sharing of consistent flight
data updates between ATC and NM R24 Dec-20 NM, ANSP
FOS_D2 STAM coordination through FOS Improved and more dynamic ATFCM through integration of NM
and local/regional flow operations enabled by sharing of R26 Dec-22 NM, ANSP
consistent flight data updates between FMP/NM/ATC
Evolution area Integration of EPP data

FOS_D3 Ground sharing of aircraft EPP information Improved ATFCM effectiveness through sharing of a consistent
view on the flight trajectory between air and ground systems R27 Dec-23 NM, ANSP, AU
14/02/2018 74
Stakeholders
(and system)
Strategic Project FPFDE: Flight Plan & flight data evolutions
Evolution area OAT FPL Integration
OAT_D1 OAT flight plan integration Enables better resource allocation in support of AFUA and
R24 - R25 Dec-21: ops NM, ANSP, AU
ATFCM through the exchange of OAT flight plan data
Evolution area VFR Flight Planning
VFR_D1 ARO Support Flight Plnning support to the briefing tool (EAIMS) R23 Dec-19 NM, AU
Evolution area Flight authorization monitoring
AUTH_D1 TCO: EC - Third Country Operators Autorisation Alarming Required evolutions to the NM authorization & alerting system
OPS availability:
Function to cope with TCO new requirements and rules (n) R21.5 NM
TBC
Evolution area Quality of airspace and flight plan data
FPFD_QUAL_D1 FAA_NM joined requirements and procedures Share FPL profile data between NM and FAA (B2B) R20 Mar-16 NM, FAA
FPFD_QUAL_D2 Support for new equipment / capabilities in ICAO FPL Communication, Navigation & Surveillance (CNS) capabilities in
2012 ATFCM R21 Dec-17 NM
FPFD_QUAL_D3 Distribution of eFPL managed by NM to other regions Distribution of eFPL (FF-ICE/1 & FIXM 4) as managed by NM in NM + involved other
RL 23 2019
(SJU demo) the context of the SJU Demo regions
FPFD_QUAL_D4 Improvement to Automatic pass rate Enhancement of the IFPS automated validation & notification
process, in order to reduce the % of manual corrections on-going ongoing NM, AU
FPFD_QUAL_D5 Revalidation improvements Enhacement to the IFPS revalidation process & notification to
RL23 Oct-19 NM, AU
AU's
14/02/2018 75
Strategic Project
CTM: Cooperative traffic Management
Evolution area STAM phase 1 (procedure based STAM)
CTM_STAM_D1.1 Basic STAM implementation (procedure based) Wider application of existing STAM techniques using available
system support, for local and network performance benefit none ongoing NM, ANSP, AU
Evolution area STAM phase 2 (system based STAM)
CTM_STAM_D2.1 Scenario Management Facilitate implementation of scenario's measures

From R21 Mar-17 NM, ANSP
CTM_STAM_D2.2 Network Impact Assessment Impact assessment of the proposed STAM measure on network
performance R22 Dec-18 NM
CTM_STAM_D2.4 Enhanced monitoring techniques Local detection of expected oveRoads through the use of
enhanced monitoring techniques, such as occupancy counts and
dynamic monitoring values, continuous monitoring and
assessment (also at network level), complexity indicators, From R22 May-18 NM, ANSP
hotspots management.
CTM_STAM_D2.5 What-if functionality for local (draft) measure For local actors to validate the results of draft measures, before
sharing the proposed measure for coordination and network R23 Dec-19 NM, ANSP
impact assessment
CTM_STAM_D2.6 CTM System based coordination Deployment of the CTM coordination process (system based),
involving all actors. It includes integration, interfaces with local
tools From R22 Dec-18 NM, ANSP, AU, Airport
Evolution area Flight Plan Predictability

CTM_PRE_D1 Flight Planning to minimise need for tactical Improve aspects of flight planning that reduce need for tactical
deviations deviations from that flight plan, including better access to ATC
constraints and late FPL updates none Dec-16 NM, AU
CTM_PRE_D2 Reduced tactical deviations from filed Flight Plan ATC and Pilots only deviate from filed Flight Plan for specific
operational & safety reasons, as needed to reduce downstream 3-step: 2016-2017-
none ANSP, AU
impact (unanticipated traffic, over deliveries) 2018
CTM_PRE_D3 Managed flexibility Improve handling of required deviations from the FPL, through
ATC what-if tools, common ATC procedures for unexpected none Dec-16 NM, ANSP
traffic, and use of AFP messaging
CTM_PRE_D4 Predictability Performance Indicators Definition and managing Predictability Key Performance
Indicators. First step: unanticipated traffic counts & causes On-going On-going NM
analysis
06/03/2018 76
Stakeholders
(and system)
Strategic Project CTM: Cooperative traffic Management
Evolution area Target Time operations
CTM_TT_D1 TT Operational procedures Agreed operational concept and operational procedures for use
none Dec-16 NM, ANSP, AU
of TT for ATFCM
CTM_TT_D2 TT in SAM/SRM Distribution of Target time (TT) in SAM & SRM msg, for
awareness purposes R20 Mar-16 NM, ANSP, AU
CTM_TT_D3 Use of Target Time to support ATFCM process Improved (4D) traffic predictability by cooperative effort from
AOC, ANSP, Flight Crew and ATCO to better manage delivery of
traffic in regulated or hotspot sectors, using initial time based from R22 Dec-19 NM, ANSP, AU
operations
Evolution area Extended AMAN

CTM_EAMAN_D1 Optimised flight data supporting ATC extended AMAN NM provision of enhanced EFD as required to support ATC
R20 Oct-16 NM, ANSP
processes extended AMAN processes
CTM_EAMAN_D2 Integration of extended AMAN measures in NM flight integration by NM of ATC extended AMAN measures in flight
profiles profiles, allowing more accurate profiles for NM, ANSPs and R23 May-19 NM, ANSP
Airports
CTM_EAMAN_D3 NM support to extended AMAN processes NM support to ATC extended AMAN processes addressing
multiple AMAN requirements and optimising network NM, ANSP, AU,
R25 Dec-21
performance Airports
Evolution area Enhanced Slot swapping - towards UDPP

CTM_UDPP_D1 Optimized departure sequencing: single swap whithin Improved flexibility to AU's to optimise departure sequences for
aiRines group regulated flights, allowing single swap within the same group of R20.5 Nov-16 NM, AU
airlines (alliance)
CTM_UDPP_D2 Enhanced multi slots swapping Multi slot swapping and enhanced coordination process within
the same group of airlines (alliance) or possibly larger RL23. Dec-20 NM, AU
coordination
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Stakeholders
(and system)
Strategic Project
Airport and TMA Network integration
Evolution area Flight Plan/Airport Slot Consistency
APT_1_ D1 Flight Plan/Airport Slot Consistency Enable correlation between flight plans and airport slots
on-going Dec-19 NM, ATC, Airports, AU
Evolution area Advanced Tower Concept & Airport CDM

APT_2_ D2 Advanced Tower Concept at increasing number of Airports without full Airport CDM providing DPI messages to
Airports/ATC with NM
airports NM. Advanced Towers implemented at 20 airports and R21 , RL22 ongoing
support
progressively extended to 50
APT_2_ D3 Full Airport CDM at increasing number of major airports A-CDM Airports facilitating exchange of different types of
Airports/ATC with NM
messages resulting in a network that is becoming a homogenous R21 , RL22 ongoing
support
entity
Evolution area NM /Airport / ATC - Operational Partnership and efficiency
APT_3_ D4.1 AOP / NOP integration Integration of Airport Operation Plans (AOP) into Network
Operations Plan (NOP) through improved data/information
From R22 May-18 NM, ATC, Airports
exchange and possibly with Airport Operations Centres (APOC)
where available
APT_3_ D4.2 Airport Operations Centre (APOC) Effective Network-Airport CDM through APOC implementation
at 3 pilot airports and progressively extended at 10 major none Dec-16 NM, ATC, Airports
airports
APT_3_ D4.3 Continuous Descent Operations (CDO) Harmonised (charting, phraseology) Continuous Descent Airports/ATC with NM
none Dec-16
Operations at increasing number of airports support
APT_3_ D4.4 Target Time of Arrival (TTA) Airport establishing Target Time of Arrival for different flights
based on AO & Airport requirements, reconciled with ATFCM R23 Dec-19 NM, ATC, Airports
measures on flights (addressed by CTM/TT)
Evolution area NM/ Airport / ATC - TMA efficient operations
APT_4_ D5.1 RECAT-EU Re-categorisation of Wake Turbulence Separation Minima at Airports/ATC with NM
none ops: 2019
increasing number of airports support
APT_4_ D5.2 Time-Based separation (TBS) Time-Based separation at increasing number of airports Airports/ATC with NM
none Dec-19
support
Evolution area Advanced Surface Movement, Guidance and Control Systems (A-SMGCS)
APT_5_ D6 A-SMGCS Advanced Surface Movement Guidance & Control Systems at
pilot: 2016 Airports/ATC with NM
increasing number of major airports, maintaining GND capacity none
ops: 2019 support
in low visibility conditions
Evolution area Performance Based Navigation (PBN)
APT_6_ D9.1 Performance Based Navigation (PBN) - RNP 1 RNP-based SIDs and STARs allowing optimised TMA airspace Airports/ATC with NM
none from 2018
design, at increasing number of major TMA's support
APT_6 D9.2 Performance Based Navigation (PBN) - RNP APCH Approach with Vertical Guidance (APV) at increasing number of Airports/ATC with NM
none ongoing
airports support
14/02/2018 78
Stakeholders
(and system)
Strategic Project
NM Ops service platform (n-CONECT)
Evolution area Airspace HMI
N_CO_ASP.1 AURA / RAD (phase 1) Technical developments & operational transition supporting the
the RAD HMI development for NMOC and RAD coordinators RL21-RL22 May-18 NM RAD, NRC
N_CO_ASP.2 AURA / CAL (CAL=Code allocation) Technical developments & operational transition supporting the
Code allocation List (CAL) HMI for NMOC and TCF R20-R21 Jun-17 NM , TCF
N_CO_ASP.3 ENV HMI (Airspace data services migration) Technical developments to support the replacement of
read/write services currrently accessible by CIREN + C-RUD (asp RL22.5 Oct-18 NM, ENV COORD
data editor for NMOC)
N_CO_ASP.4 ENV HMI (Collaborative processes) Technical developments for the replacement of CACD forms &
DMR (used by NMOC), system based workflow between the RL23.0-23.5 Oct-19 NM, ENV COORD
ENV COORD and NMOC
N_CO_ASP.5 ASM integration Technical developments & operational transition supporting
CIAM replacement with some CS4 features and eAUP/UUP map NMC, AMC, FMP's,
From RL23.0 Oct-19
display AU (AUP map)
Evolution area FLOW HMI

N_CO_FLOW.1 Dynamic Network Plan (DNP) Technical developments & operational transition supporting the NM, ANSP, AU,
Dynamic Network Plan From RL21 Jun-17
Airports
N_CO_FLOW.2 FLOW HMI Technical developments & operational transition supporting the
FLOW HMI's migration towards N_CONECT interface for NM, ANSP, AU,
R23-R24 May-20
Airports
NMOC, FMP's, AO's
N_CO_FLOW.3 NET Event Technical developments & operational transition supporting the
NM, ANSP, AU,
NET event tool migration in the N_CONECT environment RL23.0-23.5 Oct-19
Airports
Evolution area FLIGHT HMI

N_CO_FLIGHT.1 Flight HMI Technical developments & operational transition supporting the
FLIGHT HMI's migration towards N_CONECT interface for RL22-23 May-20 NM, AU
NMOC, AO's
N_CO_FLIGHT.2 CSST Technical developments & operational transition supporting
CSST migration towards N_CONECT interface for NMOC, AO's RL23-24 May-20 NM, AU
N_CO_FLIGHT.3 SAFA Technical developments & operational transition supporting

SAFA migration towards N_CONECT interface for NMOC, AO's, RL23-25 May-20 NM, ANSP, AU
ATC's
14/02/2018 79
Stakeholders
(and system)
Strategic Project
Evolution area Transversal Operational Services migration
N_CO_TRANS.1 CRISIS Technical developments & operational transition supporting
CRISIS Management in the N_CONECT environment RL23-23.5 Oct-19 NM, ANSP, AU
N_CO_TRANS.2 NOP Technical developments & operational transition supporting the

NM, ANSP, AU,
NOP migration in the N_CONECT environment RL21-24 May-20
Airports
Evolution area B2B Services
N_CO_B2B.1 B2B migration to N-CONECT platform Provide ops users with B2B services in the N-CONECT NM, ANSP, AU,
framework R21-23.5 on-going
Airports
B2B services evolutions B2B services: new developements and fine-tunings NM, ANSP, AU,
R21-23 on-going
Airports
Evolution area Operational Service Management
N_CO_SERV.1 SLA management, measurement and reporting Technical developments & operational deployment supporting
the N_CONECT services & security management, monitoring NM, local tec
R21-R23 ???
contacts
and reporting
N_CO_SERV.2 Delegated user and access administration Technical developments & operational deployment supporting
NM, local tec
the delegated access & users rights administration RL23 2019
contacts
Evolution area Evolution to NM Service architecture

N_CO_ARC.1 N-CONECT Front End Framework Access to NM Development Framework to third-party Third party
application hosted in the NM environment on-going on-going
applications
14/02/2018 80
Stakeholders
(and system)
Strategic Project
Domain evolution
Evolutions triggered from the other domains (NM ops domains /stakeholders), with possible dependencies on
strategic projects evolutions
Airport Evolution to Airport Corner in the NOP portal Sharing through NOP portal of additional data collected from
airports, map display, diversion capabilities,… PRISME / NOP portal on-going All
TEC Improved contingency, central security Management Required evolutions to improve the contingency of NM systems
and processes. All Mar-17 NM
Central Identity Management implementation.
14/02/2018 81
5.4. Network Technical Evolutions Roadmap
This section presents the Network Technical Evolutions Roadmap resulting from the
implementation of the Network Strategic Projects and from other essential Network
operational projects.
= Completed: Operational Software

= Planned: Operational software
= Completed: Stydy, Prototype, SESAR
= Planned: Stydy, Prototype, SESAR
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Strategic Projects Implementation Planning and Progress
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5.5. Network Strategic Projects

This section presents details about the Network Strategic Projects.
5.5.1 Free Route Airspace (enabler for SO3)
Scope of the project

Free route airspace is a specified airspace within which users may freely plan a route
between a defined entry point and a defined exit point, with the possibility to route via
intermediate (published or unpublished) waypoints, without reference to the ATS
route network, subject to airspace availability. Within this airspace, flights remain
subject to air traffic control.
The project provides support to the implementation of the FRA concept, as described
in the European Route Network Improvement Plan Part 1 across the NM area. It also
forms an integral part of Network Operations Plan (NOP) for the forthcoming five
years and is expected to make a major contribution to the Network Performance Plan
(NPP). It l manages the required system changes in NM and undertakes airspace
design, simulation and validation activities required for FRA implementation as well
monitoring and reporting on implementation progress.
Project Objectives
Under the NM Network Management Implementing Rule – and its responsibilities for
the European Route Network Design (ERND) Function - the project ensures and co-
ordinates the gradual implementation, in a harmonised way, of FRA throughout
European airspace, as a minimum, at and above FL310 by 2019, in order to achieve
the SES Performance Scheme Environment KPA target. At the same time it works
towards the SESAR deployment (PCP) objective of full Free Routeing across
Europe, by 1 January 2022. Additionally, in transition, one of the major aims of the
project will be to bring the European Network to the same level of FRA operations
during the period 2019-22.
The current Free Route developments at local and network level have reached a
good level of maturity. The stepped approach to implementation continues as
planned in the short term with more and more cross-border implementation which
maximising the benefits of the concept
Main objectives of the project:
 Contribute to the reduction of the flown flight plan route length by 25-75,000 NMs
per day
 Facilitate and co-ordinate the gradual implementation of the Free Route Airspace
concept over the European Airspace, achieving its planned benefits by 2019.
 Ensure rapid expansion of cross border FRA to achieve the flight efficiency target
planned in SES performance Scheme RP2 by the end of 2019
 Bring the European Network to the same level of FRA operations by beginning of
2022.
From these high level objectives the following working level objectives are drawn:
14/02/2018 97
OBJ1: Improve environment/flight efficiency; assist in providing users with more

route choices and options; find and maintain optimum trade off against the need for
capacity; while maintain safety
OBJ2: Provide implementation support to the SESAR Deployment Manager (SDM),

ANSPs, FABs, NSAs and airspace users in order to ensure harmonised and
expeditious deployment of FRA across the Network. Further develop existing
common guidance material.
OBJ3: Ensure the readiness of NM systems for the changes required by the FRA
concept to support the stakeholder implementation
OBJ4: Track and report performance gains in the network against full potential FRA
implementation
OBJ5: Improve awareness of the FRA concept and operations amongst all
stakeholders
Project Purpose
The improvement of European environment and flight efficiency and the optimisation
of the European route network is, by definition, a Pan-European issue which requires
a holistic approach carefully coordinated by the Network Manager. Uncoordinated,
local initiatives may not deliver the desired objective, especially if the airspace is
comparatively small and a large proportion of the observed inefficiency is due to the
interface with adjacent States or FABs.
Strategic Fit
The project is one of a number of NM Strategic Projects originating from the Network
Strategy Plan (NSP) in which Free Route Airspace is a key component.
It will address the NSP Strategic Objective: SO3 - Implement a seamless and flexible
airspace enabling Free Routes and SO3/1: Deploy full free route airspace throughout
the European ATM network, to the maximum extent possible, while achieving the
flight efficiency targets.
The NSP and NPP stress the need for the accelerated deployment of FRA as high
priority. The success of the Network Operations Plan (NOP) and its European Route
Network Improvement Plan (ERNIP) will be largely dependent on the successful
implementation of more than 50 FRA implementation projects planned at local ANSP
and FAB level up to 2020. Key for the future is that current plans lead to
implementation which is fully harmonised across the Network and bring consistent
benefits to airspace users.
FRA implementation will make a significant contribution to the SES Performance

Scheme notably Environment and the associated binding target required for RP2 and
potentially RP3, which will only be possible through cross border FRA operations.
The project will also support and complement the other network initiatives aiming at
improving Flight Efficiency notably:
 Improving airspace management through advanced FUA

 Improving airspace utilisation – through the provision by NM of flight efficiency
tools and support to airspace users, and the commitment and engagement of
airspace users on better airspace utilisation
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Work Packages and Deliverables
 Network Performance and Implementation scenarios

This work supports the NM Strategy Plan and best case scenarios for future Network
implementation. Performance gains are reported regularly on the basis of SES RP2
Environment KPA and KPI targets and FRA implementations. The Capacity KPA is
also addressed and the identification of best trade-off between flight efficiency and
capacity with associated scenarios is also captured. Large scale cross border FRA
requires a rolling redesign of the Network to find optimum performance levels of
operation.
 Operations Support
This work package builds on the work already undertaken for a number of years by
NM. Tasks currently undertaken and listed below are consolidated under one main
deliverable as follows:
o Airspace modelling and design,
o Fast and real time simulations
o Capacity planning relating to FRA
o Pre-operational NM Environment testing and validation including new
requirements – CACD/IFPS
o Trials.
 ATM systems and architecture

This work package ensures, with operational stakeholders, that NM systems and
architecture is able to fully support FRA operations. Where necessary facilitation and
support to stakeholders regarding other ATM system aspects where common
requirements and solutions are considered as being beneficial to contributing to
Network performance and implementation of the concept takes place. It covers the
following topics:
o NM systems/tools
o Common ATC support tools evolution
o Common FDP evolutions
o Common ATC coordination
o Appropriate Network system data sharing
 Concept, procedures and change

The current concept, as described in ERNIP Part 1, is reviewed based on the
experience of current operations, including additional elements that might need to be
added for cross border operations. ASM/AFUA elements specific to FRA operations
i.e. airspace availability, will be further evaluated, if required, particularly the change
from fixed route structures to full large scale cross-border FRA operations. Revision
can be expected to ERNIP Parts 1 to 4 and the NOP. This work provides
requirements and guidance material for flight planning procedures, processes and
system requirements (CFSPs and IFPS) needed to support large scale FRA
operations. NM flight efficiency and reporting tools are being upgraded to
accommodate the concept. This will address the following topics:
o ERNIP + NOP
o Relationship with ASM and A/FUA
o Flight planning and RAD
o Local/FAB concept review
o Changes to ATFCM procedures
o Change management – skills, performance and training linked to FRA.
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Expected Benefit
Current implementations show visible changes following FRA implementation. The

higher degree of flexibility provided for, at flight planning level, is shown as the flight
plan trajectories are much more dispersed in those areas where FRA has been
implemented. For the most part, where FRA is already implemented, the former gap
between the last filed flight plan and actual aircraft trajectory flown was relatively
small. However at FAB or regional level a larger gap exists which suggests that
future implementation across this wider scale will lead to further significant
improvements.
At the end of 2017, 51 ACCs have achieved partial or full Free Route
implementation.
When compared to the start of RP2, the full benefits that ENRIP Part 2 - ARN
Version 2018 - 2019/22 would bring in 2022 represent approximately 120 million
NMs, i.e. the equivalent of 720 000 tons of fuel saved, or reduced emissions of 2 400
000 tons, or 600 million Euros.
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5.5.2 Airspace Management and Advanced FUA (enabler for SO3)
Scope of the Project
The project addresses the coordinated airspace management improvements required

to achieve the flight efficiency - and indirectly the capacity - RP2 targets, both at
network and local/FAB level. It focuses on the implementation of improved
ASM/ATFCM processes and on the Advanced Flexible Use of Airspace concept,
combining operational procedures and technical systems support.
The scope of the project is fully aligned with the responsibilities of the Network
Manager and its NM Functions.
Project Purpose
The purpose of the project is to improve Network performance through better

utilisation of existing ASM processes:
 Improve Flight Efficiency through the optimised and flexible use of available
airspace, especially in cross border operations, and through the provision of
additional route options
 As a direct consequence, improve Cost Efficiency
This will also enable to some extent a more efficient use of capacity thanks to the
increased dynamicity of airspace availability through more efficient CDM
operational processes.
Project Objectives
The project has the following objectives:
OBJ1: Improve Airspace situational awareness

By 2015, the project improved the shared airspace situational awareness at network
and FAB level, therefore enabled more efficient flight planning and improved flight
efficiency. The implementation of the new AUP template, partially achieved, is
providing additional information to airspace users, namely FUA restrictions and Flight
Buffer Zones (FBZ) processed via automatically B2B service. The full implementation
of AUP template (including the management of SID/STAR closure due to ASM) has
been postponed to 2018.
OBJ2: Implement rolling ASM/ATFCM process

In 2017 an enhanced implementation of the advanced ASM/ATFCM process has
been achieved, supporting dynamic operations in fixed route network and FRA
environments. Full rolling ASM/ATFCM process is planned by 2020.
OBJ3: Implement CDM based processes

By 2019, the project shall implement seamless, Collaborative Decision Making
(CDM) ASM/ATFCM/ATS processes with advanced real time management of
airspace configurations and continuous information sharing.
Strategic Fit
The NSP and NPP stress the need for the full implementation of Advanced Flexible
Use of Airspace and Airspace Management.
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Advanced Flexible Use of Airspace and Airspace Management implementation will

make a significant contribution to the SES Performance Scheme notably
Environment and the associated binding target required for RP2, which will only be
possible through a more efficient use of the airspace, especially for cross border
operations. As a consequence the focus for the Network in RP2 will be on:
 improving airspace management through advanced FUA
 improving flight efficiency providing availability of airspace structures based on
traffic demands
 Improving airspace utilisation – through the provision by NM of flight efficiency
tools and support to airspace users, and the commitment and engagement of
airspace users on better airspace utilisation.
This project will make a significant contribution to achieving the above aims. It will
respond to the Network Strategy Plan Objective ‘SO3 - Implement a seamless and
flexible airspace enabling Free Route and more particularly it will enable the NSP.
This project will deliver the following operational products or services to satisfy the
objectives of the project:
 ASM Solutions
The ASM solutions process is aimed at delivering ASM options that can help
alleviating capacity problems identified in any particular area of European airspace
as well as improve flight efficiency ensuring synchronised availability of airspace
structures according to traffic demand. New procedures were implemented in 2016,
amending ERNIP Part 3 ASm Handbook. NM will provide support to the States for
their application according to specific needs.
 Dynamic Airspace Configuration & CDM

This Key Deliverable focuses on defining a reference Dynamic Airspace
Configuration concept, including roles and responsibilities in an advanced CDM
process. It will work in close cooperation with SESAR for supporting validation
activities and identifying improvements mature for implementation. Procedures for
the management of Pre-defined airspace configuration were approved in 2017,
amending ERNIP Part 3 ASM Handbook. System improvements for the application
are planned by the end of 2018. The implementation of full Dynamic Airspace
configuration is planned by 2020, based on the outcomes of SESAR validation
activities.
 Rolling ASM/ATFCM process and response

This Key Deliverable focuses on airspace improvements, in coordination with all
appropriate operational stakeholders. It ensures a continuous, seamless and
reiterative planning, allocation and operational deployment of optimum airspace
configurations, based on airspace request at any time period within both pre-tactical
Level 2 and tactical Level 3. It will result in a rolling process, supporting the
enhancement of the daily Network Operations Plan. This will allow airspace users to
better take benefit from changes in airspace structures in real-time. An enhanced
snapshots process was implemented in 2017 while the full rolling process is planned
by 2020.
 ASM in FRA environment

This Key Deliverable addresses the required improvements supporting an efficient
ASM within a FRA environment. The definition of improvements required will be
further developed on the experience of current operations and the need to deploy
cross border operations and final European wide FRA. It will require a revision of the
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current ASM procedures, as well as improved coordination and support for the
military partners for the switch from fixed route structures to full large scale FRA
operations.
This also includes working out requirements and guidance material for flight planning
procedures, processes and system requirements (CFSPs and IFPS) needed to
support large scale FRA operations.
Improved ASM operations in FRA were achieved in 2016 with the implementation of
FUA restrictions and FBZ managed via AUP/UUP. Full CDM ASM process in FRA is
planned by 2020.
 ASM Performance
This Key Deliverable addresses the development and monitoring of KPIs related to
ASM. New ASM performance monitoring reports were implemented in 2017.
Schedule milestones
Lifecycle
The project lifecycle is from 2015 to 2020.
Phases and milestones

The project is divided into three phases as follows:
 2017: Full implementation of new AUP template. Implementation of a rolling
ASM/ATFCM process supporting dynamic operations in Fixed route network and
FRA environments. Almost completed, just missing the finalisation of full
implementation of new AUP Template.
o Actors: NM, ANSP, FABs, AO, Military
 2020: Seamless, Collaborative Decision Making (CDM) ASM/ATFCM/ATS
process with advanced real time management of airspace configurations and
continuous information sharing.
o Actors: NM, ANSP, FABs, AO, Military.
Expected benefits
Airspace users gain a significant improvement to flight efficiency and cost reductions
based on a more efficient availability of airspace. The full implementation of Advance
Flexible Use of Airspace and Airspace Management is expected to provide savings in
the order of 10000 NMs per day.
5.5.3 Airport and TMA Network Integration (enabler for SO6)
This project is to consolidate the operational relationship between the actors involved
in airport and network operations. It includes the minimisation of airport disruptions
and delays, in particular in adverse operating conditions, the setting-up of
collaborative processes contributing to improved airport and TMA operations – and
consequently airport and TMA performance – and to better coordination with ATM
operations, thereby also having a positive impact on network performance.
The cooperation between the NM and airports will be improved through better
information exchange thanks to coordinated planning, facilitated by the
implementation of airport operations centres at the largest airports and the gradual
implementation of Airport Operations Plans (AOP) and Network Operations Plan
(NOP) data exchange.
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The project addresses the activities of the Network Manager, which consolidate the
operational relationship between the actors involved in airport/network operations,
during RP2 and RP3. It includes: initiatives aimed at minimising airport disruptions
and delays, in particular during adverse conditions and the setting-up of collaborative
processes and tools aimed at improving airport and TMA operational integration and
at coordinating them better with ATM operations, thereby positively impacting
network performance.
Since several years the NM Airport Unit has been supporting stakeholders in the
implementation of high level projects, such as A-CDM. Making use of SESAR and
other R&D projects, NM will continue to support the implementation of various new
concepts in full coordination and collaboration with our stakeholders, e.g. resilience
during adverse conditions through Enhanced Information Exchange between the NM
and Airports and implementing collaboration between Airport Operations Centres
(APOC) and the Network Manager Operations Centre (NMOC) as well as concepts
like RECAT-EU or Time-Based Separation (TBS), for the purpose of supporting
airport resilience.
The efforts are focused on building a complete network in which airports are
considered as integral part of ATM, which includes the efforts in positioning the
European network in the global perspective for instance when it comes to the
acceptance of European standards.
NM, in coordination with Airport Operators, Airport Coordinators, States, Airspace

Users, and ANSPs, ensures a harmonized implementation and planning to the
benefit of the airspace users. It is this well established relationship that the project
aims to build on in its objective of having a positive impact on network performance.
Therefore most NM deliverables will be assisting stakeholders’ projects

implementation, where NM is in a driving position but implementation remains under
responsibility of the operational stakeholders. As to drive the project objectives and
formulated targets, the NM has developed targeted airports lists for each of the work
packages as to steer its work and resources. Such lists are taking account of the
Deployment plan and the PCP as well as the ATM Masterplan.
Project Objectives
The project addresses the following key objectives:
OBJ1 - Improve capacity planning both for TMA and airports

Improving capacity planning – i.e. maximising the use of available capacity – includes
two underlying objectives: better anticipating Airport capacity for the most congested
airports; and better integrating the Network and Airport planning processes and tools.
This can be achieved through the combination of several solutions: A-CDM and AOP
implementation at the major airports, and the integration of the NOP and AOP
processes supporting the interaction between APOCs and the NMOC.
OBJ2 - Improve operations predictability through information sharing

Improving operations predictability requires timely information exchanges when
changes occur compared to plan in the pre-tactical and tactical phases. This can be
achieved through a combination of means such as: alerting on inconsistencies
between the flight plan and the airport slots; developing the communication between
airports and the NM, through A-CDM and Advanced Tower projects and by
accelerating DPI deployments. NB: Target Times will also contribute to predictability
but will be delivered through the CTM project.
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OBJ3 – Improve performance driven CDM in tactical operations

Improving the collaboration between airports and network operations - starting with
the provision of relevant airport information to airspace users; Ensuring an
harmonised deployment of collaborative processes supporting Airport/Network
integration across the Network – by providing implementation support to the Airport
Operators, Airport Coordinators, Deployment Manager, ANSPs, NSAs, EASA, and
airspace users; Minimising the impact on the network of disruptions at airports
through timely notifications by the airports and CDM between NM/ATC/APT;
Implementing A-CDM, Advanced Tower projects and DPI as enablers of decision
making in tactical operations as well as interaction through APOCs and NMOC.
OBJ4 – Improve flight efficiency / environment friendly operations in airports &

TMA
This objective also means: minimising airport arrival delays, taxi times, and impact of
weather on airport operations; and by improving vertical efficiency in TMAs through
CDO and CCO. PBN implementation in the TMA will also contribute to this objective.
OBJ5 – Support Improvement of airports’ throughput

This can be achieved by: minimising airport arrival delays, taxi times, impact of
weather on airport operations (the Airport Capacity Assessment Methodology
(ACAM) refers and can be made available, where needed); and by improving vertical
efficiency in TMAs through CDO; by maximising runway capacity through improved
arrival and departure management and by improving airport surface traffic
management. PBN implementation in TMA will also contribute to this objective as
well as the implementation of RECAT-EU, and TBS.
Strategic Fit
The Project fully addresses the NSP Strategic Objective SO6 - Integrate airport and
network and ensures a close links to the Strategic Objective SO5 - Facilitate
business trajectories and Cooperative Traffic Management. Each SO action matches
to an exact deliverable.
Note: Deliverables for RP3, i.e. from 2020 onwards will be defined once the
European Commission has published the performance targets for RP3.
 Improve flight plan/airport slot consistency

This deliverable will enable the correlation between flight plans and airport slots.
Delivery date: 2019.
 Improve NM/Airport/ATC operational partnership, starting with the

integration of AOPs into the Network Operations Plan
This deliverable will support the implementation of APOCs at 10 major airports.
Delivery date in phased deliveries between 2017 and 2019.
 Implement the Advanced Tower concept (tower with DPI messaging)

This deliverable will support the implementation of 50 Advanced Towers.
 Implement full Airport CDM

This deliverable will support the implementation of full A-CDM at 42 European
airports.
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 Deliver Airport/TMA efficient operations, in all weather conditions

This deliverable will support the:
o Implementation of Continuous Descent Operations (CDO) at 200 airports in
total.
o Implementation of RECAT-EU at 5 airports in total
o Implementation of Time-Based Separation at 5 airports
o Implementation of 10 deployments of Target Time of Arrival (executed by the
Co-operative Traffic Management project and Performance Based
Navigation).
 Improve airport surface traffic management, in particular during adverse

weather conditions
This deliverable will support the implementation of enhanced functions of surface
traffic management (A-SMGCS) at 10 airports.
Benefits
The project will contribute to smoother and more cost efficient operations within the
network. The coordination and exchange of operational information with airports will
lead to an improved awareness of constraints which then can be used for improved
planning, enhancing network predictability. It will help to organise and plan
operations in an improved manner to reduce the application of ATFM measures –
especially through Cooperative Traffic Management procedures - with reduced
overall delays. Implementation of traffic management tools and improved navigation
performance will enable better traffic flows, bringing efficiency improvements and
enabling better management of environmental impact.
5.5.4 Cooperative Traffic Management (enabler for SO5 and SO6)
Cooperative Traffic Management is the collaborative process of determining and

implementing optimal solutions for network operations through continuous
information sharing of individual and local preferences, by cooperation between
actors in the planning and execution phases of ATM.
The CTM strategic project comprises of 5 component projects, namely:
 Flight Plan Predictability: aims to improve traffic predictability for the benefit of
network performance, through reduction of over-deliveries and unanticipated
traffic by improved adherence to the last filed flight plan, while recognizing the
continued need for (managed) flexibility.
 The Short Term ATFCM Measures (STAM) project aims to reduce the impact of
ATFCM measures on network performance through the delivery of a complete
package of system support and operational procedures facilitated by
improvements to scenario management functionalities, to enable, in a harmonised
way, the application of targeted ATFCM measures (coordinated throughout
European airspace) on the day of operations.
 Target Times Operations aim to improve the delivery of traffic and to reduce the
shortcomings of CTOT (which are restricted to the departure phase only) by
extending the management of time-measures into the ATC execution phase,
located at the constraint itself. With target times all actors have a common
measure in case of time-managing a constraint.
06/03/2018 106
 Support to (extended) Arrival Sequencing aims to offer effective support to ATC’s

arrival sequencing processes, either directly by improving predictability and
smoothing the arrival sequence, or more indirectly to en-route ATC in the case of
extended AMAN procedures. The project also addresses the interface of
(extended) AMAN processes with network and local DCB processes.
 User driven Prioritisation project aims to support Airspace Users to optimise
departure sequences for flights affected by network constraints.
Project Purpose
The purpose of CTM Strategic Project is to support capacity, flight efficiency and
cost-efficiency performance improvements required in the context of the SES RP2
The CTM Strategic Project addresses the interface between ATFCM and Tactical
Capacity Management and intends to reduce the gap between planning and
execution phases.
Strategic Fit
The CTM Strategic Project contributes directly to the following NSP Strategic
Objectives:
 SO5: Facilitate business trajectories and cooperative traffic management
 SO6: Integrate the airport operations into the network operation.
Project Objectives
The CTM Strategic Project aims to optimize the delivery of traffic through a
cooperative approach between Network, ATC, Flight operations and Airports, and the
introduction of time based processes that facilitate a smoother and more predictable
sequencing of flights into ATC sectors and Airports. This involves the development
and implementation of activities in 5 broadly defined areas of work (referred to in the
document as sub-projects), namely:
 Short Term ATFC Measures (STAM), including Scenario Management
 Improved Predictability and Flight Plan Adherence
 Target Times Operations for ATFCM purposes
 Support to Arrival Sequencing
 Initial UDPP – Slot swapping
The CTM Strategic Project aims, through the principles of dynamic DCB, to:
 Minimise ATC constraints on individual flights,
 Increase cost-effectiveness, e.g. improved planning leads to better use of ATC
resources,
 Further reduce the need for ATFCM regulation, i.e. reduce the need for measures
such as departure ATFM slots (CTOT) or re-routings
 Improve operational flexibility for aircraft operators by optimising the departure
sequences.
Where ATFCM measures are still required, the accuracy and predictability of their
execution will be increased, supporting a more effective ATFCM system with less
ATM constraints on AO flight operations. The higher predictability and time based
approach will also allow a more coherent approach to ATFCM processes and
network support to arrival sequencing which, will benefit arrival efficiency and the
ability to support specific sequencing requirements.
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Benefits
The use of Occupancy Counts for STAMs by some FMPs has seen significant
reductions in ATFCM delay. Wider deployment will further minimise the need for
regulations. System supported ATFCM coordination processes will ensure adequate
involvement of all operational partners in establishing measures where still required.
Improved predictability, required to effectively execute ATFCM measures, will
increase ATC confidence in ATFCM planning allowing a reduction of capacity
margins.
Work Packages & evolution area:

The CTM project has been organised along the following evolution areas (also seen
as work packages):
STAM phase 1 (procedure based STAM)

STAM phase 2 (system based STAM)
Flight Plan Predictability
Target Time operations
Extended AMAN
Enhanced Slot swapping - towards UDPP
More details about the deliverables expected from these evolution areas can be
found in the NOP section about NM roadmaps, with indicative planning indications.
5.5.5 Flight Plan and Flight Data Evolutions (enabler for SO5)

The objective of the project is to ensure and co-ordinate the gradual implementation,
in a harmonised way, of the processes and systems required to elaborate and to
share the 4D trajectory information for planning purposes, enabling better quality
ATM planning across the European ATM Network. The project will provide a first step
towards SESAR Trajectory-Based Operations and will also incorporate ICAO FF-ICE
developments.
To achieve a common trajectory for ATM planning purposes, the Flight Plan and
Flight Data Evolutions project will pursue improvements in three main areas: quality
and completeness of input information, the trajectory calculation method, and sharing
of the results. The trajectory information will provide a common view on planned
trajectories to the various Stakeholders to be used to fulfil their different
responsibilities. The shared information will support both on-line planning for short
term and tactical planning, and off-line activities such as simulations for long term
planning. The calculated end-to-end trajectory and its updates will address the needs
of all actors involved at regional, sub regional and local levels, including those
associated to military operations.
The scope of the project may evolve as the needs of States and the role of NM both
in the implementation of Flight Object and FF-ICE/1 in the ICAO EUR region will be
determined.
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Other Global Regions

/ ANSPs Outside EUR
AOs/CFSPs
Region FF-ICE
(EFPL,
FIXM)
Network OAT Military

Manager FPL Operators
FF-ICE
(EFPL, FO
FIXM)
EUR Region
ANSPs
Objectives
The main objective of the project is:
OBJ1: To implement improvements to flight planning to allow processing and
distribution of 4D trajectory information, in line with PCP implementation
requirements, ICAO requirements and based on SESAR findings.
As such it will determine the European requirements and the resultant detailed
deployment with regard to the implementation within NM systems and services of the
procedures and processes related to FF-ICE Phase 1, Extended Flight Plan, Flight
Object, EPP, VFR flight planning support and OAT flight plan integration and
distribution.
Additional project objectives are:

 OBJ2: To support the deployment of the associated Stakeholder
implementation in Europe
 OBJ3: Improve ATFM and flight planning through a better use of the enhanced
flight capability information.
Strategic fit
The project is a key contributor to the NSP Objective ‘SO5 – Facilitate business
trajectories and cooperative traffic management’, and fully addresses the NSP Action
SO5/1.
It also contributes to the

 NSP Objective ‘SO2 – Deploy interoperable and effective information
management systems, and more specifically to the Action SO2/4, through the FF-
ICE/1 implementation
 NSP Objective ‘SO4 – Plan optimum capacity and flight efficiency’, and more
specifically to the Action SO4/2
 NSP Objective ‘SO5 - Enable 4D trajectories at planning level, in cooperation with
airspace users and ANSPs
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 NSP objective ‘SO10 – Prepare for RP3 and beyond’, as it will develop the
maturity of new flight data / flight plan formats that may then become candidates
for technological deployment in RP3.
 Extended Flight Plan (FF-ICE/1 Step 1)

Delivery date: 2019-2020
This phase will implement the future flight plan, the ICAO eFPL (SESAR Extended
Flight Plan, EFPL) as it has been developed up to present time.. In practice this
means primarily the ability to submit a flight plan that includes the planned 4D
trajectory of the flight as well as flight specific performance data. The NM systems
will be modified in order to integrate the new data within the NM systems, with the
aim to align the AU flight trajectory with the flight trajectory used by ATM and NM for
flight plan validation and resource planning, particularly demand information for DCB
purposes. The relationship between the ICAO Field 15 route information and the
corresponding 4D trajectory will be established.
Initial focus will be on the exchange of trajectory related information between

AU/CFSP and NM.
The current NM B2B format will be replaced by the FIXM version corresponding to
FF-ICE/1, effectively migrating to FIXM and the ICAO eFPL. NM will provide a
translation service and the ability to distribute the future flight plan to the ANSPs in
the appropriate format and via the appropriate interface (B2B, AFTN, AMHS, FO)
ensuring consistency is maintained within this mixed mode environment which, in the
global context, is expected to last for many years.
This first phase will therefore provide flight plan filing functionality similar to that
which is available today via B2B (use of 4DT and performance data) but with the
addition of FIXM format and the Global Unique Flight Identifier (GUFI) which will be
implemented in accordance with internationally agreed procedures and format, to
support the automated negotiation processes which will be implemented in the next
phase.
 FF-ICE/1 Step 2
Delivery date: In stepped approach from 2019 until end of 2023.
This deliverable aims to provide the ‘Planning’ service which is part of FF-ICE (FF-
ICE/1). It encompasses the adoption by NM of the new ICAO provisions related to
FF-ICE as well as the implementation of requirements from member States in
support of their developments in relation to FF-ICE deployment.
The FF-ICE ‘Planning’ process enables the Airspace User to provide early or
preliminary flight plan data and to receive from NM an indication of the validity of the
proposed route/trajectory and an indication of all constraints affecting the flight. If
necessary the AU can engage in a systematic dialogue or negotiation to determine
the route/trajectory that best suits his business criteria for the flight. Such a process
will provide the AU with the ability to plan the flight more efficiently taking business
needs into consideration and will provide ATM with improvements in terms of
demand accuracy and can facilitate capacity management initiatives to address the
demand.
The current IFPS Operational Reply Messages (ORMs) will be redefined to take into
account the progressive and collaborative flight plan acceptance process.
Collaboration and feedback from ANSPs external to the EUR region will develop,
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which, by definition, will enable the development of collaborative flow management

functions in the pre-tactical planning context for long-haul flights, where feasible.
The IFPS provision of flight plan data to the ANSPs will be updated to take into
account new inter- and intra-regional flight coordination processes (FF-ICE and/or
ED133) and the progressive flight plan acceptance process.
 Flight Object and ATC/NM Interoperability

Delivery date: In stepped approach from 2018 until end of 2023
This deliverable aims to implement new and/or adapt the existing procedures related
to the exchange of information between NM and ATC. It addresses feedback from
ATC concerning planned trajectories or required modifications and subsequent
actions or responses from NM. Its initial focus will be on pre-departure feedback, but
it will also include post-departure updates and any modifications that may be required
to existing flight progress messaging processes. Flight Object developments will
therefore be considered within this development phase.
 OAT flight plan integration

Delivery date: In stepped approach from 2018 which will end in 2023
This work package includes the implementation of reception, processing and
distribution, by NM systems, of flight plans for flights that operate as OAT.
 VFR Flight Planning Support

Delivery Date: end 2019
This deliverable aims to provide support by NM to VFR flight planning systems by
ensuring adherence to standard flight planning format and syntax. It is expected to be
of particular relevance to international VFR flights.
 Integration of EPP data

Target delivery: end 2023
This deliverable addresses the integration and sharing by the ground systems of the
EPP information downloaded from the aircraft, thus ensuring a consistent view on the
flight trajectory between air and ground systems.
 Quality of airspace and flight plan data

Target delivery: from 2017 until end 2023.
This deliverable targets the development of requirements and procedures for sharing
airspace and FPL trajectory data between NM and other non-EUR States.
Expected benefits
 High fidelity traffic demand resulting from enriched and coordinated trajectory
information, including aircraft performance data
 Improved flight efficiencies through the incorporation of preference and
constraint information enabling more informed choices
 Enables introduction of new concepts of operation and new functionality such as,
but not limited to, advanced PBN which may not be supported by the current
flight plan format
 Significant savings by the ANSPs in being able to plan their migration on the
basis of the support provided by NM
 Interoperability and data exchange between Europe and other adjacent Regions
to improve traffic predictability and airspace capacity utilisation in Europe
 OAT integration is expected to enhance the processes associated with
determining demand, enabling better resource allocation in support of advanced
FUA
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 Better traffic predictability for better anticipation of traffic clustering and definition
of dynamic Demand Capacity balancing solutions
 More accurate input to (Extended) arrival management processes, Airspace
Users and Airport Operators access to more accurate flight information for local
planning purposes.
The IFPS provision of flight plan data to the ANSPs will be updated to take into
account new inter- and intra-regional flight coordination processes (FF-ICE and/or
ED133) and the progressive flight plan acceptance process. NM will provide a
translation service and the ability to distribute to the ANSPs in the appropriate format
and via the appropriate interface (B2B, AFTN, AMHS, FO) ensuring consistency is
maintained within this mixed mode environment which is expected to last for many
years in the global context.
5.5.6 European ATM Information Management System (EAIMS) (enabler for

SO2)
The European ATM Information Management Service (EAIMS) project aims at

deploying the system and associated services that will act as the reference source of
aeronautical information for pan-European, FAB and national systems. Through
EAIMS, the end user will be provided access to all the required, consolidated,
consistent and operationally validated data in a seamless, secure and standardised
way from a single access point. EAIMS will be implemented in a step-wise approach
in order to minimise the project risks.
Objective
The main objective of EAIMS is to deploy the reference source of aeronautical
information to cover operational stakeholders’ needs. This will enable the seamless
integration of the upstream-downstream processes and provide services/tools
enabling AISPs to fulfil their ICAO and Single European Sky (SES) obligations, such
as compliance with the Aeronautical Data Quality (ADQ) Regulation, and Flight
Operations community to maintain necessary data. In order to achieve the above
objectives, the state-of-the-art services and supporting systems, compliant with
System Wide Information Management (SWIM) concepts will be deployed. Whilst
implementing new generation systems, the EAIMS will take into consideration the
legacy systems to ensure a smooth migration and transition to the new service.
Strategic fit
The project is a key contributor to the NSP Objective ‘SO2 – Deploy interoperable
and effective information management systems’, and fully addresses the NSP Action
SO2/5.
The project is an enabler to the NSP Objective ‘SO5 – Facilitate business trajectories
and cooperative traffic management’, and more specifically to the Action SO5/1, by
providing the context data that allows building the shared 4D trajectories and, in
particular, the implementation of the Flight Object specification.
By bringing a shared view of the ATM context information, the project also
contributes to the following NSP objectives:
 SO3 – ‘Implement a seamless and flexible airspace enabling Free Routes’
 SO4 – ‘Plan optimum capacity and flight efficiency’
A new detailed implementation plan will be developed during 2018.
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Expected benefits
The EAIMS will deliver a consistent, accurate and up-to-date ATM context data set. It
will provide reliable access to this common source of pertinent information, with
safety, security, operational and efficiency benefits.
5.5.7 NM Ops service platform (n-CONECT) (enabler for SO2, SO4 and SO5)

The n-CONECT (network-COmmoN Enhanced Collaborative ATM) programme,
corresponds to the “NM Ops Service Platform” Strategic Project identified in the NSP
(Network Strategy Plan), providing a global vision for the NM service interfaces.
The initial focus of n-CONECT is a planned convergence to single, redesigned HMI
for all users, fit for purpose and flexible enough to meet the needs of the different
user roles (both internal and external).
Through a sequence of projects, the programme will develop services and tools to:
 ensure access to the Network view to all Stakeholders involved in evolution of
NM functions and future ATM;
 make Network information & decision flows available to support operational
CDM between different Stakeholders, across the Network and across the ATFCM
phases; and
 take advantage of new technologies (such as HTML5, COTS products for
building the HMI).
In addition to extensive stakeholder consultation at a working level, visibility of the
work in the NSP means that there will be discussion and agreement at highest level.
Objectives
The project aims at setting up a new NM operational collaboration platform and
related processes which shall respond to the following objectives:
OBJ1: Virtual Operations Room

Improve Network situational awareness and increase operational CDM efficiency for
all network stakeholders, through: better Network information sharing; facilitated
collaboration between Network Stakeholders; better awareness of the Network
situation that could impact Stakeholders’ operations; simplification of the HMI
(making it quicker to use and to locate relevant information); increased
interoperability; reductions in the need for manual interventions; improved
connectivity between operational processes via the supporting tools, accessible
through both desktop and mobile devices.
OBJ2: Common HMI – “one-stop shop” for NM information and services

Provide a common HMI for all Network Stakeholders (NMOC and external),
customisable and flexible enough to meet the needs of the different user roles and
different organisations’ ways of working.
OBJ3: SWIM Implementation

Enable the development of new SWIM-compliant B2B services and migration of
existing services to SWIM standards as they become mature.
OBJ4: Support the NM service interface requirements of the NM Strategic

Projects
Enable the timely implementation of the NM service interfaces required by the NM
Strategic Projects, addressing both their functional and non-functional requirements,
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thus supporting the PCP deployment in the short term and paving the way for the
longer term SESAR/Centralised Services evolutions.
OBJ5: Improve User Satisfaction with NM Service Interfaces

Improve the users' satisfaction through: improved consultation and providing them
with an efficient & easy to use interface; improved delivery time by making n-
CONECT application developers more productive and enabling new resources
(internal and external) to be used; services becoming accessible also via mobile
devices.
OBJ6: Improve Customer Service Management

Improve customer service management for NM services, for instance through
knowing who is using which services, how often and via which means; enhanced
service access control; better measurement of NM’s service delivery; improvement of
NM’s service delivery; improvement of NM’s customer relationship management.
OBJ7: Improve NM Cost-efficiency

Deliver cost savings for NM through: the rationalisation of the existing B2C
interfaces (CHMI, EHMI, NOP Portal), solving the current issues of diverging
interfaces and fragmented development; making n-CONECT application developers
more productive and enabling new resources (internal and external) to be used with
reduced learning curve; enabling more efficient customer management.
Purpose of the project

Since Release 12, NM has offered services based on internet technologies (NOP
Portal, B2B Web Services) alongside other legacy interfaces (CHMI, EHMI). These
service interfaces need to be enhanced to the level needed to cope with future
requirements (e.g. coming from SESAR research, the initial deployments in the Pilot
Common Project (PCP) and the introduction of the centralised services (CSs)).
The NM Strategy is to capitalise on the internet technology to deliver value to the
business and to take into account the SWIM concepts.
In order to address the current issues of:
 fragmented development of service enhancements according to user priorities
within the NM work programme
 diverging interfaces – EHMI, CHMI, NOP Portal
 increasing Stakeholder dissatisfaction.
An NM programme with a concrete plan is required to manage the evolution and to
ensure that it is done in line with Stakeholders’ expectations.
Strategic fit
The Project is a major enabler of the NSP Strategic Objective SO2 - ‘Deploy
interoperable and effective information management systems’.
It addresses:
 Most of the scope of the NM activities for SO2/1 Action ‘Extension of the current
NM Operational Service Platform with development frameworks and
enrichment of NM and stakeholder systems with the functionalities required to
support the CDM processes and the SES requirements’ and related milestones;
it excludes the work on the back-ends;
 Most of the scope of the SO2/4 Action ‘Implement a service-oriented architecture
in compliance with the European SWIM specifications to ensure interoperability
in support of the Network Functions at central, regional or local level’ and related
milestones; it excludes the work on the back-ends.
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Evolution areas and Deliverables

This project will bring evolutions to the following areas:
 Enhanced single NM service platform for existing services

o Migration to new NM Operational Service platform
Migration to new platform, SWIM enabled and supporting profile management and
publish subscribe mechanism
o Operational use of single interface
Operational users will migrate from use of the existing interfaces (NOP Portal, CHMI,
EHMI) to the use of single enhanced platform interface
o WEB-based B2B services for existing B2C functionalities
Provide operational users with B2B services corresponding to existing services, in a
publish/subscribe environment. n-CONECT will provide the technical enablers,
allowing other projects to develop these services
 NM Service Platform in support of new services

o Access to new Services through a single NM Service Platform Human
Machine Interface
Enable development of new Human Machine Interface applications based on the
operational requirements coming from the Strategic Projects of NM
o New Web based B2B services corresponding to new services
Enable development of new B2B data exchange services based on the operational
requirements coming from Strategic Projects of NM.
To cover the evolution areas above, n-CONECT will deliver the following products
and services:
 B2C interface
o Provision of single HMI for internal and external users (enabling the phase
out of the existing legacy interfaces - CHMI, EHMI, NOP Portal, some
Remedy applications, AME and PRFPL):
 migration/enhancement of existing applications;
 enabling the development of new applications.
o Front-end framework – for the development, testing and integration of HMI
applications, addressing both desktop machines and mobile platforms.
 B2B services
o Evolutions required to the B2B web services, taking account of new data
standards, SWIM and the introduction of new communication patterns.
o B2B framework – for the development and testing of B2B services; also
addressing new types of B2B services (e.g. publish/subscribe) and the
SWIM technical profiles
 Service management developments in support of both the B2B and B2C
services, such as:
o Delegated user administration
o Access rights
o Service integration layer
o Service level management
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Expected Benefits
n-CONECT will:
 improve the users' satisfaction (in particular FMPs & AOs) through improved
consultation and providing them with an efficient & easy to use interface;
 deliver cost savings through the rationalization of the existing B2C interfaces
(CHMI, EHMI, NOP Portal);
 improve delivery time by making n-CONECT application developers more
productive and enabling new resources (internal and external) to be used;
 bring opportunities derived from new technological evolutions;
 enable increased efficiency through better Network information sharing,
facilitated collaboration between Network Stakeholders, awareness of the Network
situation that could impact Stakeholders’ operations, simplification of the HMI
(making it quicker to use and to locate relevant information), increased
interoperability and reductions in the need for manual interventions;
 provide improved integration and interoperability between operational
processes via the supporting tools, accessible through both desktop and mobile
devices; and
 support risk management, for example the re-engineering of the service layer to
make it more modular will improve service availability; B2B services can offer an
alternative to some B2C services; and for some users, the fact that services
offered over PENS can also be provided via the internet could constitute a backup
solution.
Thus, the project will support all Network Stakeholders in achieving and delivering
Network performance as expected.
5.5.8 Network Business Intelligence (enabler for SO2)

This project will strengthen business and operational intelligence for the European
ATM Network (‘network business intelligence’ or NBI for short), with a particular focus
on the planning and performance review phases. Network operations will be
supported by system-wide sharing of dynamic and archived ATM information from all
stakeholders. The project will address all operational users’ needs, from planning
through operations to regulatory and performance reporting and analysis. As a result,
network business intelligence will be stronger by being more consistent, better
integrated, broader-based, more rapid and more widely shared.
Business intelligence transforms the many data stores derived from internal and
external sources (current and planned) into comprehensive historical, current,
predictive and prescriptive views covering all aspects of the Network Management
functions.
The development of a mature and comprehensive business intelligence capability will
require:
 A clear vision for network business intelligence and the strategies for achieving it
 Clear policies on the accessibility and use of data and business intelligence,
evolved to balance transparency and openness with an increasing need to
compartmentalise access
 A robust strategic and tactical governance of data and business rules
 Sharing of all data among all stakeholders subject to conformance with suitably-
evolved data security, access and appropriate use policies
 Common definitions of master data and business rules among all internal and
external stakeholders
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 An enhanced range of information exchange and broadcast technologies,

supporting a move of reporting and planning closer to real time;
 A data warehouse that integrates a rich range of ATM and related data, both well-
structured data as now, and less-structured data in future;
 An agile development environment meeting business intelligence best practice
and ultimately putting a richer set of flexible analysis tools in the hands of the user,
covering the range of use cases from enterprise-level reporting, to targeted data
science;
 Coordination between the developments of the NM operational and business
intelligence systems, through an architecture that clearly exploits the best of both
to meet the network need;
 Continually-improved forecast methods and tools to exploit this information and to
provide a more integrated set of predictive analytics and other ‘big data’
techniques across the range of traffic and performance measures.
Project Objectives
Like the other network strategic projects, this project has the overall objective to
improve network performance, in the widest sense. It has two main objectives: to
improve planning & analysis; and to reduce costs.
OBJ1: Improve Planning and Analysis

Description: Make the process of planning and analysing network operations more
effective.
By ‘more effective’, here we mean the following sub-objectives:
 The project will provide a better overall picture of the situation, in the sense of
bringing together data in a more integrated way in tools which improve the user’s
ability to review and plan, compared to the current day
 The project will enable sharing of the picture by broader groups, and hence a
more complete exploitation of the available data
 The project will ensure more robust quality of data, including clear, shared
definitions, clear responsibilities, ownership and governance, and traceability
between data and products
 The project will allow users to get a more rapid response, by reducing the time
from question to answer, and by ensuring that data are available in the timely
manner – whether that is integrating new data, ensuring the availability of relevant
data, and keeping data up-to-date
 The project will provide a better user experience of business intelligence tools by
increasing the relevance of what is presented, by improving the clarity and
explanations, and increasing the consistency of the look and feel.
OBJ2: Reduce costs

Description: Reduce the long-term ownership costs of the BI system.
This has a number of sub-objectives:
 The project will ensure more synergies between BI systems, including common
ways of working, reductions in duplication of processes, data and functionality,
and overall fewer tools. In particular, this objective targets overlap in the current BI
system, such as between NMIR and PRISME BI reporting.
 The project will aim for lower lifecycle costs, looking for long-term cost
efficiency, as opposed to building tomorrow’s costly legacy systems, today;
 The project will save staff time if it allows users to use tools and share analysis
more easily, to automate manual reports, and to prioritise reporting (reducing the
amount of data presented);
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Strategic Fit
The project is triggered by the Network Strategy Plan within the Reference Period
2015-2019 and contributes to the following NSP Strategic Objectives:
 SO1: Manage performance through ‘network-minded’ decision-making
 SO2: Deploy interoperable and effective information management systems
 SO10: Prepare for RP3 and beyond.

There are two main groups of deliverables: those concerned with the management of
the data which sits within the BI system; and those concerned with the delivery of
business intelligence to the users.
Information Governance
This deliverable is about long-term data governance; it includes the development of a
master data management tool, business intelligence procedures and rules.
Delivery date: in sub-deliveries with a stepped approach from 2015 till 2019.
Business Intelligence Infrastructure

The main deliverable of the project overall is the updated BI system. Developed
iteratively, there will be early, easier quick wins that make available existing
functionality to a broader audience, but also longer-term, innovative developments. In
the short term there are also some refinements and improvements to the existing
datasets which will deliver value to a number of users in a number of tools. In
addition to these deliverables, with an eye on the objective to deliver a long-term
agile system with lower life-cycle costs, it is essential to establish the right platform
architecture and to choose the right technology, so this is also part of this key
deliverable.
Delivery date: in sub-deliveries with a stepped approach from 2015 till 2020.
Benefits
 A single source of business intelligence accessible to all network actors
 Increased awareness of performance issues and their underlying root causes
 Better integration of planning and review
 Elimination of duplication of data analysis applications
 Significant reductions in internal and external data analysis costs
 Shared network intelligence view including: internal and external, NM and other
Agency, network design, strategic and tactical planning, ops, and post-operations
performance
 Broader and richer set of data sources, ensuring forecast continues to be the best
achievable
 Accelerated cycle of plan-do-review, e.g. ultimately moving to within-day
performance reporting and planning.
5.5.9 Sustainable Network CNS Infrastructure (enabler for SO8)

This project addresses CNS Infrastructure in supporting and possibly improving
Network performance. The scope of the project has been defined in partnership with
the CNS-Team, by selecting the most important CNS network areas to address the
rationalisation and modernisation of a robust, interoperable and cost-efficient CNS
ground infrastructure.
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General Objectives
OBJ1: Address Network Performance CNS risks
 Monitor Network Infrastructure in its elements critical to Network Performance:
o Identify risks to critical CNS Infrastructure elements
o Define measures to mitigate the identified risks.
OBJ2: Harmonize CNS architecture changes and modernisation with the objective
of improving Network Operational Performance.
 Using a Network approach, identify cost-effective terrestrial CNS Infrastructure
solutions for the period until 2020. In particular address the SESAR deployment
and the deployments of PBN applications
 Identify and promote cost saving practices such as the use of common tools
 Propose concrete improvement sub-projects based on CNS enablers to achieve
improved operations.
Purpose of the project

The purpose of the project is to establish win-win partnerships with European
Operational Stakeholders aiming at securing infrastructure performance according to
the general objectives expressed above. The selected sub-projects are delivering
clear added-value before 2020, are not overlapping with other projects (e.g. SESAR)
and are allowing a leading role to the Stakeholders for the implementation. Beyond
the cooperative definition of actions, the NM role is to support impact assessments
(e.g. in relation to Network Performance), and common coordination aspects.
Benefits
The project focuses on high added-value and priority areas of the European CNS
Infrastructure, where it brings clear network benefits, as agreed by the CNS-Team
Members. It will mitigate the current network performance CNS risks, reinforce air-
ground interoperability and improve cost efficiency of the European CNS
Infrastructure.
Strategic fit
This project responds to the Network Strategy Plan (NSP) Objective SO8: Optimise
CNS resource allocation and costs by:
 Modernising the CNS Infrastructure
 Implementing rationalised and cost-efficient CNS systems and procedures.
The project addresses the network needs by selecting the priority sub-projects for
implementation with all the operational Stakeholders concerned, making sure that the
European CNS Infrastructure is capable of supporting the network performance and
addressing performance risks.
Work packages and Deliverables

The following sub-projects that satisfy the Strategic Objectives have been selected in
2015 by the CNS-Team Members following a set of priority selection criteria:
 WP1 Support to 8.33 KHz VCS implementation
The purpose of this sub-project is to ensure a consistent approach and avoid
fragmented implementation of the regulation EU 1079/2012 (8.33 kHz VCS) which is
required for an effective RFF NM function.
The objective of the project is, through assessments, analyses and delivery of
supporting guideline documentation, to support the deployment of 8.33 kHz VCS
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below FL195 by Member States in the ICAO EUR Region by 2018, avoiding major
impact on the Network performance and maximizing the spectrum benefit.
Key deliverables:
o Consolidated plan of stakeholders VCS implementation plans
o Network impact assessment of exemptions
o 8.33 User’s Guide document and FAQ’s register
o Investigation of radio equipment or implementation problems – on demand
o Awareness material
Note: for more details regarding the activities related to 8.33 VCS deployment below
FL195, please consult the Scarce Resources, RFF section of this document (5.9.1.1).
 WP2 VoIP implementation

This sub-project aims at an efficient use of Voice over Internet Protocol by
harmonised and coordinated implementation for ground/ground and ground part of
ground/air aeronautical communications, ensuring network benefits from VoIP
implementation.
It ensures the timely replacement of Voice legacy implementations (ATS-R2, ATS-
No5 ATS-QSIG, LB) on the telephony side and of the legacy ground part of the Air-
Ground communications infrastructure with a global standardised solution able to
support new operational concepts such as Dynamic Sectorisation, while ensuring the
required performance and security.
Key deliverables:
o VoIP Implementation Status Report
o VOTER test tool maintenance and evolution
o ICAO DOC 9896 ed. 3 contribution on VoIP sections
o AGVN database version adaptation to VoIP operational requirements
o VoIP Security Implementation Guidance
 WP3 Sustainability of 1030/1090MHz frequencies

The aim of this sub-project is to mitigate the risk of congestion of the 1030/1090MHz
RF bands in areas of high density of both air traffic and ground surveillance systems.
This risk already materialised in June 2014 in central Europe. Following this incident,
EASA issued recommendations that need to be implemented by States and ANSPs;
therefore those recommendations are a major input to the sub-project.
Key deliverables:
o Measurement of 1030/1090 MHz RF bands/transponder occupancy in Europe.
o Tool to measure 1030/1090 MHz congestion.
o Procedure to verify compliance to EU1207/2011 Article 6
o Procedure & tool to manage transmission approval on 1030 MHz
o Guidance material on interrogator configuration
 WP4 Enhancement of Surveillance coverage and data use

The aim of this sub-project is to identify parts of the European airspace where the
lack of sufficient Surveillance coverage leads to operational constraints (in terms of
efficiency, capacity etc.). It will then consolidate the local plans of the stakeholders
and support the implementation of efficient Surveillance means (cooperative or non-
cooperative) to address these constraints and improve the Network performance.
Moreover, the sub-project aims at further developing and standardising the use of
aircraft derived data through the establishment and promotion of best practices
currently in place or envisaged, thus enabling additional Network performance
benefits.
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Key deliverables:
o Transition Plan
o Guidance material and support documents
o Network Impact Assessment Report
 WP5 CNS Security

This sub-project addresses the security aspect of CNS systems (space, on board, on
the ground), including hardware, software, and their connectivity, data and data
processing. It includes a generic security risk assessment on CNS systems,
supporting regulatory compliance and providing additional resilience to the ATM/CNS
network, thus improving business continuity. This sub-project is late as indicated in
orange in the progress table.
Key deliverables:
o Generic integrated CNS security threat and risk assessment
o Integrated CNS security implementation requirements and roadmap.
At CNST 10, held in November 2016, two additional NAV related sub-projects were
added to the project as follows:
 WP6 GNSS Regional Infrastructure Management Support (GNSS outage
mitigation)
Support States in mitigating the risks of GNSS unavailability by conducting
continuous vulnerability threat monitoring and supporting resolution of GNSS outage
events if necessary.
The deliverables will be bi-annual reports on the events recorded during the period,
the determination of probable causes and identification of potential mitigations.
CNS Team working arrangement: NSG.
 WP7 Terrestrial NAV Infrastructure Optimization (implementing optimisation
strategy)
Modernisation and right-sizing projects of the navigation infrastructure, to support the
move towards more cost and spectrum efficient infrastructure to support PBN.
The deliverables will be annual reports assessing the evolution of the Navigation
ground infrastructure.
CNS Team working arrangement: NSG.
Project Phases and Milestones
 Phase 1 (completed) – Up to Q2 2015: Scoping phase - Project description,

selection and prioritization of sub-projects. Setting of targets and areas of
applicability for the sub-projects.
 Phase 2 (completed)
o Until 31.12.2015: Establishing partnerships between Stakeholders.
 Phase 3 (ongoing)
o Q1 2016: Launch of the selected sub-projects
o Q2 2016 to Q2 2019: Delivery milestones of the selected sub-projects,
achievement and confirmation of the achieved network benefits.
The progress of deliverables can be seen below.
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Participating stakeholders
The Stakeholders participation and commitment is organised through the CNS Team
and its sub working arrangements. The cooperative nature of the project guaranties
its relevance and success.
5.6. Airspace Structure Optimisation

The Regulation on implementing the ATM network functions describes the European
Route Network Design (ERND) Function, so as that it shall:
a) Achieve a European Route Network Improvement Plan for the safe and efficient
operation of air traffic, taking due account of the environmental impact
b) Facilitate, within the European Route Network Improvement Plan, the
development of an airspace structure offering the required level of safety,
capacity, flexibility, responsiveness, environmental performance and seamless
provision of expeditious air navigation services, with due regard to security and
defence needs, and
c) Ensure regional interconnectivity and interoperability of the European route
network within the ICAO EUR Region and with adjacent ICAO Regions.
The development of the European Route Network Improvement Plan (ERNIP) relies
on a cooperative decision-making process. The European Route Network
Improvement Plan forms part of the Network Operations Plan.
Member States remain responsible for the detailed development, approval and
establishment of the airspace structures for the airspace under their responsibility.
Currently, airspace improvement initiatives are discussed and coordinated at network
level through the NM CDM process for the ERND Function that includes the Route
Network Development Sub Group (RNDSG) of the Network Operations Team
(NETOPS). Members of the RNDSG include States, ANSPs from the entire
European zone and some adjacent States, FAB representatives, airspace users,
military organisations, ICAO and flight planning service providers.
An optimum performance at European ATM Network level means finding the correct
balance between capacity and flight efficiency. When delays are high, users focus on
capacity and urge actions to be taken for delay reduction. When delays seem to be
under control, focus swings back to flight efficiency, as it did in 2008, when the global
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recession was compounded by a sharp increase in the cost of fuel, leading to users
preferring to take a relatively short delay rather than a longer reroute or a lower flight
level. High delays in 2010 saw a swing in the other direction, with users focussing
once again on delay reduction, while good ATFM delay performance in 2012 with
high fuel prices re-directed the attention of the airspace towards horizontal and
vertical flight efficiency. Even though the oil prices plummeted by over 50% in the first
half of 2015 and with the yearly average in 2016 lower than in 2015, the users’ focus
have not shift away from the flight efficiency. Flight efficiency remained to play a
pivotal role in the airlines’ operational efficiency.
A developing and improving airspace structure is not only contributing to the
improvements in the area of flight efficiency, but it is also crucial to the provision of
additional capacity. However, the creation of additional routeing options does not
necessarily increase either - unless all options are available to the airspace users.
Full integration of all operational planning processes has been achieved, including
the creation of stronger links between airspace design and the intended use of the
new airspace structure. The RNDSG, the RAD Management Group (RMG), the
ATFM Environment database coordinators and the Flow Management Position
(FMP) managers work closely together to ensure early coordination of airspace
design and airspace utilisation.
EUROPEAN NETWORK
Network Performance Targets
FAB RNDSG Role

proposals Rolling Improvement plan
Consolidated European network for the European Network
National/Local (3-5 years)
• Common OPS concept
proposals
• Common design principles
Sub-Regional • Share best practice Planning
proposals • Network consolidation
• Network inter-connectivity
Other stakeholders • Project synchronisation
proposals • Complete network view
• Support to development
Adjacent areas • Stakeholders coordination
proposals • Stakeholders commitment
Airspace users • Input to ICAO
proposals Annual deployment plans
Consultation/working arrangements
Network Short term
proposals Meet Network Performance Targets
5.6.1 En-route Airspace Enhancements

The European Route Network Improvement Plan volume package was approved in
2012 by the Network Management Board.
ERNIP Part 2 - European ATS Route Network (ARN) Version 2018-2019/22

containing the Catalogue of Airspace Projects to be deployed over the period 2018-
2019/2022 is currently under preparation and will be included in the NOP 2018-
2019/2022 in June 2018, following its approval by the Network Management Board.
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The ERNIP Part 2 - ARN Version 2018-2019/22 will ensure the implementation, in
cooperation with the ANSPs and the FABs, of the Airspace Vision agreed by the
Network Management Board that includes:
 a comprehensive cross-border implementation of Free Route Airspace, at least
above FL310, in the European airspace
 an optimised route structure below FL310 ensuring efficient connectivity in/out
terminal airspace
 a simplification of the RAD
 a harmonisation of the airspace publications
 more efficient Flexible Use of Airspace procedures and the associated system
support to enable a better utilisation of the civil/military airspace structures
 a closer cooperation between the Network Manager, the airspace users and the
computer flight plan service providers aimed at ensuring a better utilisation of the
available airspace structures
The ERNIP Part 2 - ARN Version 2018-2019/22:

 achieves a European Route Network for the safe and efficient operation of air
traffic, taking due account of the environmental impact
 keeps operational consistency of the European airspace organisation
 consolidates into a network approach the Functional Airspace Blocks
developments, the wide implementation of airspace projects from Free Route
Airspace to TMA developments
 facilitates the development of an airspace structure offering the required level of
safety, capacity, flexibility, responsiveness, environmental performance and
seamless provision of expeditious air navigation services, with due regard to
security and defence needs
 ensures regional interconnectivity and interoperability of the European route
network within the ICAO EUR/NAT Region and with adjacent ICAO Regions.
The consolidation of all medium-term projects into one single view of the European
airspace design until 2022 will ensure:
 Clear visibility of the evolution of the European airspace structure throughout the
period
 Identification of network effects
 Integration of FAB Projects through cooperative decision making processes;
 Identification of inconsistencies between FAB, sub-regional or national projects
 Identification of corrective actions to ensure an integrated approach and to
maintain consistency of the overall European airspace design, including at its
interfaces
 Harmonisation of operations in the European airspace
 Clear identification of benefits.
5.6.2 Integration of Terminal Manouvering Areas (TMA) into the overall network
A proactive approach towards the full integration of TMA into the ATM network
includes the collection of data concerning Terminal Manouvering areas, approach
areas and respective ATS providing units, clarification of the capacity plans for
congested European TMAs and the identification of bottlenecks. Specific proposals
are being developed to enhance Terminal control area design, improve flight
efficiency and capacity by exploiting new ATC techniques as well as enhanced
Performance-Based navigation (PBN) capabilities based on RNP developed by
ICAO. Such PBN initiatives could include the increased use of existing terminal
navigation specifications such as P-RNAV as a basis for the design of SID/STAR and
Instrument Approach Procedures as well as the deployment of RNP APCH
procedures on all instrument runway ends in accordance with ICAO Resolution 37-
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11. All these initiatives will be followed up through bilateral discussions with ANSPs,
in a similar process to that of en-route capacity planning.
Having in mind a number of on-going and planned development projects impacting
the overall European ATS route network any potential inconsistencies need to be
resolved prior to implementation. In this respect, all States, ANSPs, FAB initiatives
and sub-regional group activities are required to proactively provide the information
to the Route Network Development Sub-Group to support the required network
approach. This ensures transparency and coherency of all airspace design work.
5.6.3 Further developments

There has been good progress to implement the actions foreseen in the Flight
Efficiency Plan. Nevertheless, work is continuing for:
 The further development and implementation of dynamic and flexible airspace
design solutions to support improved flight-plannable routes between the most
penalised 50 city pairs
 Prioritisation of the development of ATM system support for improved airspace
utilisation
 Rapid and coherent implementation of free-route initiatives
 Making the Route Availability Document (RAD) more flexible
 A harmonised and accelerated deployment of Airport Collaborative Decision
Making (A-CDM)
 Systematic use of Continuous-Climb Operations (CCO) and Continuous-Descent
Operations (CDO)
 Systematic deployment of RNP approach procedures with vertical guidance
(using either Baro or SBAS) to instrument runways
 Increased use of RNAV and RNP specifications as a basis for route design,
particularly in the TMA.
5.6.4 Enhancing the utilisation of airspace improvements
With respect to the utilisation of the airspace changes by the airspace users a more
consistent approach will be implemented as follows:
 The RNDSG Airspace Implementation Synopsis (RAIS) will continue to be used
to make awareness amongst the airspace users on expected airspace changes
 The RAIS maps showing a network view of new established airspace structures
can be used as a base to help AOs to improve their flight planning
 A privileged network relation established with the AOs will continue to be used to
achieve network environment/flight efficiency improvements (simple relation,
straightforward dialogue, strong operational points of contact with the airspace
users that can influence flight planning, etc.)
 On an AIRAC basis publicity of the airspace changes is made, showing benefits
achievable in terms of distance (nautical miles), CO2 emissions, etc.
 Dedicated airspace users briefings through teleconferences
 After AIRAC implementation, follow up of the actual flight planning
 Follow up with airspace users and looking into the reasons why these routes
have not been used; seeking for solutions and integrating their feedback
 Providing constant, valuable feed-back to RNDSG.
With respect to strategic improvements, the work conducted in the context of the
RNDSG, with various airline groups (AOG, IATA RCG, IACA CAFO, etc.) or with the
Computer Flight Plan Service Providers (CFPSP) help in the identification of possible
improvements with respect to flight planning. Several actions have been taken and
will continue in the future:
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 Continuous monitoring of the flight planning versus the best options offered in
the route network
 Identification of improvements in flight planning for various flows and city pairs
taking into account the latest network situation
 Assessment of individual airline’s flight plans
 Identification of airspace design actions or airspace utilisation rules leading to
improvements in flight planning
 Suggestions made to the airspace users and the CFPSPs on better utilisation of
the existing airspace structure
 Presentation to dedicated airline groups of possible improvements in flight
planning and the identification of areas/airlines where such improvements can be
brought.
With regard to pre-tactical and tactical improvements, the flight efficiency services
include notification to AOs of existing tactical potential flight efficient options, and
could further include:
 coordination by the Network Manager, with ANSPs and, if required, military
partners, of the deployment of the best flight efficient network configurations
and further flight efficient refinements to it in a proactive manner
 It is worth noting that a notification process (in passive mode of operations) is

already described in ASM Handbook and implemented via EAUP/EUUP. This
process could be considered passive because the notification of airspace status
information is broadcasted on the Network Operations Portal via EAUP/EUUP or
via eAMI message for those using B2B service, therefore, the interested AOs are
responsible to detect those flight efficiency opportunities.
A number of enablers facilitate such support:

 IFPS staff reprocess daily the entire operational flight pan database through the
group re-routing tool, using a cost effective approach from airspace users;
opportunities are then communicated back to flight plan originator for further
consideration
 AOLO addresses individual AO requests and provide an advice on better
planning options when requested, and where available – subject to AOLO
workload
 CDRs availability and opportunity identification and notification to AO by flagging
them for individual flights
 EAUPs/EUUPs provide updated information of airspace status to the users via
NOPortal as well as via eAMI message for those using the B2B service
 Selective, limited RRPs sent to potentially interested AOs
 System developments already available to be used for Flight efficiency Service
provision
 Flight efficiency targets are clearly established and displayed in Ops via the flight
efficiency playbook
 Enhanced post ops processes to include on continuous basis flight efficiency,
included specific personal follow up for airspace users requesting it.
Additional enablers have been put in place:

 Monitoring process and feedback on the planned, current and expected flight
efficiency performance indicator
 Process towards ANSPs/States/FABs aiming at enabling flight efficient network
deployment/change during the pretactical and tactical phases (CDRs opening
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request to AMCs, use of inactive areas basing on real time airspace status data,
RAD deactivations proposals/requests, etc)
 Further development of the interoperability between NM and local ASM support
systems to ensure common situational awareness and continuous sharing of
ASM data
 CDRs consistency across the network.
Such an approach ensures that, from a network and local perspective, Network Flight
Efficiency improvements measures (proposals) are acceptable for AOs.
Such a support will provide benefits for:

 Airspace Users: operational flight efficiency improvements resulting in reduced
cost per flight
 ANSPs: improve flight efficiency contributing to reaching defined targets for the
FAB they belong to
 Network: provision of a pro-active response to environment/flight efficiency
targets and the introduction of flight efficiency performance management
processes at network level.
5.6.5 Benefits
Forward looking benefits are expected to be gained from the implementation of the
ERNIP Part 2 - ARN Version 2018-2019/22, which contains, at this stage,
approximately 350 packages of airspace proposals scheduled for implementation for
the period 2018-2019/22. As from the full implementation of ERNIP Part 2 - ARN
Version 2018 - 2019/22 in 2019/22, flying distances would be reduced until the end of
2019 by further 27 million NMs. When compared to the start of RP2, the total benefits
represent approximately 100 million NMs, i.e. the equivalent of 600 000 tons of fuel
saved, or reduced emissions of 2 000 000 tons, or 500 million Euros. Between
autumn 2017 - end of 2022, flight efficiency is expected to improve by around 12%.
The ERNIP Part 2 - ARN Version 2018 – 2019/22 re-sectorisation projects are aiming
at reducing the complexity of the airspace structure. Based on fast time simulations
of a number of projects, it is expected that the ARN Version 2018 – 2019/22
implementation would bring an additional 5 - 7% capacity to the European ATM
network when fully implemented.
5.7. Airspace Utilisation and Route Network Availability Improvements

The Performance Scheme for air navigation services and network functions defines
the environment/flight efficiency KPIs for the RP2.
It is essential that the design of the airspace structure and its intended use, including
any rules or restrictions, are developed in parallel, to ensure coherent evolution of the
ATM network, with the agreement of all stakeholders.
The relevant objective of the IATA/CANSO/EUROCONTROL Flight Efficiency Plan
requires the relevant stakeholders to ensure optimum flight efficiency through the
following actions:
 Actively support and involve aircraft operators and the computer flight plan
service providers in flight plan quality improvements;
 Gradually apply route availability restrictions only where and when required;
 Improving the utilisation of flexible airspace structures.
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The design of the route network continues to improve, with the airspace design
indicator showing a continuous downward trend. The indicator for flight planning is
improving, but at a slower pace, being currently impacted by crisis events.
With airspace design continually improving, the improvement of the use of the
network is the main driver for an improved ATM network performance.
5.7.1 Further Improvements of Airspace Utilisation

Further improvements are expected in airspace utilisation on the basis of additional
support and implementation of ASM solutions. The Network Manager Operations
Centre, together with the Military Liaison Officer (MILO) position, will further
contribute to meeting the needs of ANSPs and airspace users by delivering improved
flight efficiency and reduced emissions.
The following activities are envisaged:
 Dynamic Airspace Management
 Identification of re-routeing opportunities (airspace/route closures due military
activities)
 Availability of a RAD Network impact assessment aiming at eliminating the un-
necessary RAD restrictions
 Identification of RAD measures affecting regulated sectors.
5.7.2 ASM Rolling Process and ASM Solutions
The ASM work plan 2015-2020 focuses on short- to medium-term improvements. A
number of improvements have been achieved, one of which is the enhancement of
the rolling process, introducing the possibility to upload airspace structure changes to
the Network Operations database as they occur and to provide immediate notification
to the users.
Currently the management of changes is supported by an enhanced snapshots UUP
process, leading to the implementation of a full rolling process by the end of 2020.
The implementation of an adequate automated support system is required to enable
effectively the dynamic process at local, regional and network level.
ASM Solutions aim to improve the present practices in order to overcome capacity
and flight efficiency constraints and facilitate efficient flight operations of both civil
and military airspace users.
The main objective of the ASM Solutions development is to identify “hidden” airspace
capacity and flight efficiency solutions by taking advantage of the full potential of
airspace management.
ASM Solutions methodology and enhanced processes/procedures have been
implemented, amending the ERNIP Part 3 ASM Handbook. Their application will be
based on CDM process between NM and interested States whenever needs will
arise
5.8. Enhanced Network Procedures and Processes

Enhanced/new ATFM delay mitigation procedures and tools have been developed
and introduced during the last years with the aim to improve Network performance.
These procedures and tools, described below, were triggered by the volcanic ash
crisis in 2010, a high number of disruptive industrial actions, events, other kind of
disruptions and crisis. The procedures are proposed for use throughout the network
as circumstances require.
A new set of technical changes in NM systems/procedures are in preparation in line
with the NMOC reorganisation and with the evolution of the NM systems (n-Conect,
STAM, INP/DNP).
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5.8.1 Enhanced Network Disruption and recovery Procedures

The Network Manager successfully prepared, coordinated and implemented the new
Disruption and Recovery management procedure in January 2016, aimed at
minimising the ATFM delays caused by technical failures at ACCs/TWRs, weather or
natural hazards or any other kind of disruption impacting the Network.
5.8.2 Driving Down Delay

The objective is to produce operational daily delay performance targets for a number
of critical areas. Those targets are aimed at focussing efforts on achieving overall
performance targets. A methodology has been developed using 5 year delay history
and 4 week delay trend to identify every day of the year, the 'high risk' delay areas
(both en-route and airport) and to produce two forecasts:
- strategic forecast identifying the critical areas 6-11 months ahead
- pre-tactical forecast confirming the critical areas 6 days ahead.
The strategic forecast may be used as basis for discussion between NM and ANSP
Management to agree a package of delay mitigation measures and procedures:
some generic, others appropriate to local operations.
The pre-tactical forecast is used to ensure all agreed measures/procedures are in
place and executed on the day of operations.
The daily delay performance targets for en-route (capacity and staffing) and airports
(capacity and weather) are already in use in the NMOC (Playbook).
5.8.2.1 Mandatory Cherry Picking (Network Tactical Capacity Management)

The objective is to allow as many flights as possible to operate according to desired
profile and using a very limited number of “slot times” (CTOT) or mandatory re-
profiles to replace traditional regulations or Scenarios that apply to entire traffic flows.
The mechanism aims to solve short peaks in en-route sectors by delaying/re-profiling
minimal numbers of flights and allowing the majority to operate without regulation.
The Mandatory Cherry Picking (MCP) is now a part of the NM delay mitigation
toolset.
A different kind of MCP is the CCP (Collaborative Cherry Picking), applied in full
coordination with the Airspace Users, deciding which flights have to be assigned a
ground delay in coordination with the NMOC..
5.8.2.2 Short Notice Scenarios

The objective is to ensure a fast action response to unforeseen loss of capacity and
restore the majority of flights to an on-time operation. In some cases currently
approved Scenarios would be implemented at less than 3 hour notice. The method
would be used in response to late notification of a significant loss of capacity in the
tactical phase and solve the delay issue for the majority of flights, leaving only a
minority requiring assistance.
5.8.2.3 Dynamic Delay Mitigation

The objective is to drive down the delay caused by regulations that cannot be
avoided. It consists of an enhanced form of Last Minute Improvement procedure - but
the responsibility lies entirely with FMP to identify flights that can be advanced or
excluded from the flow measure. The procedure requires a departure from the
traditional principle of ATFM equity in favour of network optimisation.
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5.8.2.4 Delay Optimisation Trial (DO Trial)

With the aim of improving Network Collaboration and driving down delays, a Delay
Optimisation Trial was run by NMOC during summer 2017 in collaboration with DFS
(EDUU).
The trial was run in order to offload EDUU (staffing issues) through the application of
a number or predetermined FL/RR scenarios. Flights rerouted/level-capped by such
scenarios were on-loading adjacent ACCs, sometimes causing overloads for which
ATFM regulations and consequent delays were experienced. During the trial period,
It was decided to assign such delays to a traffic volume set called ‘Network’, so not
attributing them to any ANSP, provided that an overall reduction of delays was
recorded.
The first analysis of the results showed an effective delay reduction. The concept and
results were evaluated at NDOP in November 2017 with the aim of expanding the
DO concept to the whole Network for the RP3 and RP4.
5.8.2.5 Keystone Regulation
The objective is to minimise the number of regulations active at any given time by
identifying a single regulation that would manage an entire flow of traffic and all
associated congestion. The concept of Network Delay Optimisation supports this
proposal.
Changes in the ETFMS system that should make this process automatic are
currently under study by the NM.
5.8.2.6 Short Term ATFM Measures (STAM)

STAM measures will help in reducing the number of ATFM regulations. STAM
measures will become the most used flow measure when n-Conect will be fully
deployed and the majority of ANSP will use occupancy counts to monitor the traffic
load.
5.8.2.7 Weather Delay Mitigation - Network Resilience Tool

Weather phenomena are impacting the Network more and more in terms of ATFCM
delays.
The weather impact mitigation process within NMOC starts with the Aircraft Operator
Liaison Officer (AOLO), assessing Network weather four times a day and
coordinating with the Deputy Operations Manager (DOM) the weather hotspots (en-
route or airport) that are likely eligible for flow measures. A Network impact
assessment (tactical ATFM simulation) is then conducted by the DOM and shared
with the relevant FMP/TWR, in order to agree a mitigation action (flow measures,
traffic demand reduction in agreement with AUs etc).
Unfortunately this did not produce the desired effect (reduction in ATFM delays
caused by weather). Despite all the efforts, an increase in weather delays was
recorded in 2017, mainly because of the intensification of weather phenomena and
insufficient planning/ATFM measure anticipation by ANSPs.
NM will be proposing a new approach to mitigate weather delays. Part of the User
Forum 2018 was dedicated to brainstorming sessions with ANSP, AUs and Airports
in order to agree the way forward.
5.8.2.8 Rerouting Proposal (RRP) and Slot List Manipulation (e-helpdesk)

The RRPs are part of the NM delay mitigation toolset since several years. RRPs are
sent to AUs by the AOLOs whenever a flow measure is applied for an en-route
sector. A considerable amount of en-route delay is saved yearly using this technique.
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Slot list manipulation is an NMOC activity constantly increasing year on year, run by
flow staff within NMOC.
Slot list manipulation and RRPs are fundamental for achieving the 10% delay saving
contribution committed by the NM.
5.8.3 ATFCM Procedures

Network Operations continues to develop Air Traffic Flow & Capacity Management
(ATFCM) procedures, working with ANSPs and AOs to achieve a better utilisation of
ATM capacity and a better integration of ATFCM and ASM processes. Major
airspace changes, the implementation of new ATM systems and other special events
are coordinated at European level through extensive preplanning and coordination
process carried out between the key players, under the coordination of the Network
Manager. The whole set of the ATFCM mitigation toolbox is considered to minimise
the delays caused by the events mentioned above.
The ongoing Collaborative Traffic Management (CTM) project addresses the need to
change the ATFCM procedures in the next years (likely by 2019) , moving away from
a simple provision of a CTOT to advisory (initially) and mandatory (final phase)
Target Time Over (TTO) for AOs (entering a sector or arriving to an airport).
More system improvements were proposed by the Network Operation Services Unit
(NOS), and integrated in CTM project for future ETFMS enhancements, e.g. the
concept of ‘best regulation.
The first ‘product’ delivered by CTM to operations in 2017 is the Scenario Repository,
a tool that allows a better management of RR/FL scenarios (creation, publication,
maintenance and Network impact assessment done by NMOC pre-tactical staff).
5.8.4 The Airport function

Following the concept of integrating Airports in the Network, the Network Operation
Services Unit (NOS), in collaboration with Airport (APT) Unit, launched in 2016 a trial
called Airport Function within NMOC.
Five APT Unit staff worked for a number of days during summer 2016 in NMOC Flow
Domain, with the task of optimising traffic with destination low arrival rate Greek
airports, monitoring the arrival traffic within the ATFM regulations slot lists and
coordinating directly with AOs by agreeing optimised arrival times, so using all the
available capacity, avoiding slot wastage and making sure the arrival rates were fully
respected. 40,000 minutes of ATFM delay were saved during the trial.
In practice it was a kind of TTA (target time of arrivals), proving the validity of the
concept and the benefit for ATFM in a live operational context.
Following the successful trial, the Airport function was implemented in NMOC during
the whole summer 2017, manned by AOLO (Aircraft Operator Liaison Officer) and
NOC (Network Operations Controllers). A sensible reduction of ATFM delays for the
Greek airports was eventually recorded. The experience will be repeated in summer
2018, and the long term goal is to make it a permanent function/position in NMOC,
widening the scope to all the airports in the Network.
5.8.5 Flight Level Adherence

Across the European Network, regulations are put in place to protect ATC from
receiving more traffic than the controller can handle safely. However, it happens that
more aircraft than planned enter the protected sectors, exceeding their capacities by
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more than 10%, which is regarded as an ATFCM “over-delivery”. When investigating

those reported occurrences in most cases it is found that additional flights (called
unanticipated: former intruders) entered the concerned sector (or arriving at the
destination airfield) as a result of:
o Not flying at the initial requested flight level (RFL); or,
o Departing at times different from the original estimated off-block time (EOBT) or
calculated take-off time (CTOT); or,
o Arriving in the sector/airfield earlier or later than originally planned; or
o Deviating from their original planned route (often direct routeing - DCT).
The Network Manager is fully committed to minimise the number of unanticipated

flights with a set of actions such as:
o Direct coordination with FMPs/TWRs
o Use of RAD restrictions
o Reporting the AOs behaviour (AOLC)
o Bilateral meetings between adjacent ANSPs
o Workshops with AOs and CFSPs highlighting the need for FPL adherence.
o NM system improvements to help ANSPs to spot unanticipated flights.
5.8.6 YO-YO flights

The so called YO-YO flights represent one of the main reasons for unpredictability.
The ODSG group was tasked to find a permanent solution to this long standing
problem, by finding a common definition of the YO-YO flights (there are different
opinions on how to define them among stakeholders and NM) and implement a
system change in the IFPS by the end of 2018.
5.8.7 Improvement of Performance Awareness

The Agency web-based training module on flight efficiency is available, intended for
staff involved in Air Traffic Flow Management and ATM in general to increase their
awareness of aircraft priorities. It addresses the basics of aerodynamics, aircraft and
engine performance, choice of optimum routes and levels, cost index, etc.
In addition a Eurocontrol training package on flight efficiency has been developed
that can be used by instructors having the task to provide continuation training. The
objective of this training package is to create awareness around Flight Efficiency and
to highlight good working practices for individuals involved in the direct planning,
execution and control of individual flights and/or design and planning of airspace.
5.8.8 Flight Efficiency

Flight Efficiency activity will be re-scoped as from 2017 in close cooperation with the
airspace users and the Computer Flight Plan Service Providers to address computer
flight planning systems evolutions and flight planning strategic advice to the airspace
users.
The Network Impact Assessment (NIA) tool will continue to be used by MILO (Military
Officers in NMOC) to help Airspace Users in optimising their planning via CDR
routes.
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5.8.9 Initial Network Plan/Dynamic Network Plan (INP/DNP)

The information provided by the NM to stakeholders is key for Network Operations.
Most of the info is channelled via the NOP portal.
The pre-tactical Network daily plan used to be provided to stakeholders via the
Network News (distributed by SITA/AFTN). Network News was decommissioned in
2016 and replaced by the Initial Network Plan (INP). The INP is an enhanced version
of the Network News, containing detailed operational info on flow measures, ATFM
delay, military activities and any other event impacting the Network, supported by a
modern graphical interface and distributed via e-mail (upon request) and via the NOP
portal, easily accessible by all stakeholders.
In its last iteration INP will become Dynamic Network Plan (DNP), fully linked to the
NM systems, automatically retrieving data and info, then becoming a single stop-
shop for any operational info necessary for Airspace Users and ANSPs. DNP will be
published several times per day containing tactical updates on Network situation (the
INP is published only once at Day-1). The Network News will remain a back-up tool
in case of web failure.
5.9. Scarce resources

The main objectives of the Radio Frequency Function (RFF) created by NM in 2011
and performed in close conjunction with ICAO are to mitigate the network impact of
the aeronautical frequencies shortage and to ensure that the European frequency
management processes and tools support the satisfaction of the CNS network
performance objectives.
5.9.1 The European Frequencies situation
5.9.1.1 Frequencies for VHF voice communications
After five exceptional years of satisfaction of all requests for new aeronautical voice
frequencies in Europe, this year will see again many unsatisfied requests. Suitable
frequencies could not be found in 2017 for air traffic services in Austria, Germany,
the Czech Republic and Poland. The satisfaction rate for the frequency congested
European areas (i.e. the block planning satisfaction rate) has dropped to 50%.
The 2017 decrease of the frequency satisfaction rate is due to 6 unsatisfied

frequency requests from the central European area. These 6 requests represent
50% of the number of requests from frequency congested areas in 2017. The total
number of requests in the European region (i.e. considering both congested and non-
congested areas) was above 1500 requests. The shortage of frequencies in the
central European area did not allow to satisfy these 6 simultaneous requests for ACC
frequencies from Austria, Germany, the Czech Republic and Poland.
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NM Radio
Frequency Request Satisfaction Progress Frequency Request Satisfaction Rate Frequency Function
100% 100% 100% 100% 100% 100%
90% 90%
80%
Vertical 8.33
Frequency Request Satifaction Rate
Expansion (VEX)
70%
Initial 8.33
Horizontal 8.33 65%
Deployment 64%
62% Expansion (HEX)
60% 100% 100% 100% 100% 100%
59%
54% 53%
50% 50%
44% 44%
40% 40% 40% 40%
38%
35%
30%
23%
20%
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Year
Figure 1: Frequency Request Satisfaction Rate
Candidate frequencies were available to satisfy those requests, however those

candidates were not assessed as suitable by the impacted States because of a
variety of reasons (e.g. engineering issues such as intermodulation).
This low satisfaction rate confirms the NM assessment of the past years. The early
8.33 kHz conversions by some States plus the introduction of improved processes by
the Radio Frequency Function (RFF) enabled the achievement of the 100%
satisfaction rate for the past five years. However, the limited spectrum gained was
quickly consumed by the continuous requests for new frequency assignments.
Consequently, the NM Radio Frequency Function (RFF) is activating an action plan
to mitigate the impact of this shortage of frequencies. The first step consists of an
analysis of the urgency of the unsatisfied requests and the development of new
criteria for the prioritisation for their satisfaction. In addition, a change to the rules for
the re-arrangement of the frequencies in use across Europe (i.e. the exercise known
as block planning) is being prepared and the launch of the development of the new
SAFIRE v6 is decided.
These measures are expected to find solutions to the more urgent frequency
requests, however only the creation of more voice channels, by extending the use of
8.33 kHz channel spacing, can satisfy all projected future frequency demand for at
least 10 years.
2018 is intended to be the year of the full deployment of 8.33 kHz below FL195. The
current 8.33 conversion plans, as registered in the SAFIRE database, indicate that
from 2019 onwards all forecasted frequency requests will be satisfied. However,
many European States are planning to grant significant exemptions that may delay
the 8.33 kHz full deployment by many years.
Unless a significant number of 8.33 conversions take place in the next years,
airspace improvement projects in the central European region requiring new
voice frequencies (or changes to the operational use of existing frequencies)
are at a very high risk of suffering significant delay due to the unavailability of
suitable frequencies.
The frequency congestion situation (i.e. the frequency shortages) is not the same in
all European States. To show the geographical distribution of frequency congestion
the RFF produces diagrams named Congestion Charts.
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Congestion Charts depict the number of frequencies available at each geographical

location for a typical service (i.e. for typical frequency requests). In these charts, the
following colour scale is used to illustrate the number of available frequencies at each
location:
Black indicates the areas where no frequencies are available. Red indicates that 5
frequencies are available, orange for 10, yellow for 20 and a transparent colour is
used for 70 or more frequencies available.
The below figures illustrate the evolution of the European frequency congestion in the
last year (i.e. since the situation published in the previous NOP): the areas with a
shortage of 25kHz and 8.33 kHz channels have both increased significantly during
the last year
Figure 2.a: Number of available frequencies for a typical 25 kHz ACC sector (ACC
50NM radius up to FL450) at the end of 20172
2
The VHF voice communications congestion charts of the end of 2017 include an update of
the frequency assignment information from adjacent ICAO regions. This updates had a small
impact on the European congestion.
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Figure 2.b: Number of available frequencies for a typical 25 kHz ACC sector (ACC
The best way to show the difference between the two situations above is a difference
chart. In these charts the gain in frequencies is shown in green and the loss in
frequencies is shown in red using the following scale:
Transparency is used to indicate the areas where there is no change to the number
of channels within the area of study:
Figure 2.c: Gain and Loss of frequencies for a typical 25 kHz ACC sector (ACC
50NM radius up to FL450) in 2017
The big transparent area in the central European region in figure 2.c is the area
where no 25 kHz channels for typical ACC sectors can be found, therefore no loss of
channels was possible.
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The consumption of 8.33 kHz channels in the central European region was relatively
high in 2017:
Figure 3a: Number of available frequencies for a typical 8.33 kHz ACC sector (ACC
Figure 3b: Number of available frequencies for a typical 8.33 kHz ACC sector (ACC
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Figure 3.c: Gain and Loss of frequencies for a typical 8.33 kHz ACC sector (ACC
50NM radius up to FL450) in 2017
The charts above show that the 8.33 congested area (i.e. the black area) has grown
in 2017.
8.33 Implementation
European States are completing their plans for their 8.33 conversions below FL195.
In compliance with the VCS implementing rule (EC Implementing Regulation
IR1079/2012) they have notified their local measures granting exemptions to the EC
at the end of 2017. In January 2018 NM commenced the assessment of the notified
exemptions in order to determine whether the number of planned conversions would
be sufficient to satisfy the expected future demand.
.
5.9.1.2 Frequencies for Navigation Aids
The navigation frequency bands also continue to be congested but the demand for
new frequencies remains much lower than for voice communications.
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Figure 5a: Number of available ILS/DME frequencies at the end of 2017
Figure 5b: Gain and Loss of ILS/DME frequencies in 2017
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Figure 6a: Number of available DME (100NM radius, FL500) frequencies at the end
of 2017
Figure 6b: Gain and Loss of DME (100NM radius, FL500) frequencies in 2017
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Figure 7a: Number of available VOR/DME (100NM radius, FL500) frequencies at the
end of 2017.
Figure 7b: Gain and Loss of VOR/DME (100NM radius, FL500) frequencies in 2017.
Congestion for DMEs continous to be very high in central Europe. It has increased
also in eastern Europe due to the correction of the DME power information included
in SAFIRE.
The implementation of improvements to the frequency management rules enabled a

small reduction of frequency congestion in some areas during 2017.
As it happened in previous years, most new Navigation Aid frequency assignments
were located in the eastern part of Europe, where fortunately also initiatives have
been taken to apply best practices to mitigate congestion.
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5.9.1.3 Main RFF Key Performance Indicators (KPIs)
Three KPIs are reported quarterly to assess the status of the European frequency
management. These KPIs are average Europe-wide values over a two year period:
Number of Radio Interferences

Description This KPI measures the quality of the European process to mitigate the
impact of reported interferences.
Value The number of reported radio frequency interferences that have not been
closed within 6 months of the report.
Current Value 5 Interference cases
Number of Unfinished Requests

Description This KPI reports the number of unsatisfied radio frequency requests
(unsatisfied requests are those for which the block planning (BP) exercise
does not find a suitable solution for implementation) plus the number of
BP solutions in the process of being implemented at a specific moment in
time in the congested areas.
Value The KPI reports the number of valid frequency requests that are not
satisfied and implemented by the block planning exercises (BP) at a
moment in time.
This number is calculated by subtracting the number of completed BP
solutions to the number of BP requests from the on-going BPs (normally
the last 4 BPs, which covers a two year period).
Current Value 11 unfinished requests (61%)
The evolution of the above 2 KPIs for the past 4 years is shown in the following chart:
Open Interferences Unsatisfied Frequency Requests (4 last BPs)
14
13 13
12
11
10 10
8 8 8
6 6 6 6
5 5 5 5 5
4 4 4
3 3 3 3 3
2 2 2 2 2
1 1 1 1 1
0 0 0
01 October 2013 01 October 2014 01 October 2015 01 October 2016 01 October 2017
The number of open radio interference cases is relatively high, however the
Aeronautical Radio Interferences Analysis group (ARIA) did not consider that any
special measures were required.
The number of unfinished requests is relatively low, however in 2017 for the first time
in the past 5 years it includes 6 unsatisfied requests in addition to the 5 requests in
the process of being implemented.
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Average Time to Satisfy a Request

Description This KPI reports the average time required to satisfy a frequency request
in the congested areas.
Value This KPI measures the average number of days between the time a BP
request is filed and the time when a new frequency assignment is
available to satisfy the request for the ongoing BPs (i.e. a two year period
is considered).
Current Value 137 days (min 45, max 332)
The evolution of the average request satisfaction time is as follows:
Average Frequency Request Satisfaction Time (4 last BPs)

400
350 350
323
314 315
300
D
A 250
247 245 248
Y 232 235
S 224 224
200
207
188 193
150 149 150

137
100
01 October 2013 01 October 2014 01 October 2015 01 October 2016 01 October 2017
The average time continues to show improvement for the requirements that are
satisfied. However, the requirements that are not satisfied are not yet included in the
above average as it is currently unclear how long it will take to satisfy them (it will
depend mainly on the 8.33 kHz conversions completed in 2018).
5.9.1.4 Planned RFF Activities for 2018 and 2019
The European National Frequency Managers at their twelfth meeting of the Radio
Frequency Function group (RAFT12) agreed the following areas of activity for the
next two years:
1. The further development of automation to fully support the processes defined

in the RFF Cooperative Decision Making (CDM) processes and to monitor
the implementation of Best Practices.
2. The improvement of the European frequency management rules defined in
the European Frequency Management Manual (ICAO EUR Doc011).
3. The improvement and extension of Best Practices to address additional
areas where benefits can be achieved (e.g. use of backup frequencies,
maximise the benefit of the full deployment of 8.33 kHz below FL195).
4. Once benefits are clarified, the conduct of radio measurements campaigns
(i.e. lab radio tests) to validate the current planning rules, assess potential
frequency management improvements and analyse potential interference
sources.
5. Continue monitoring of the developments related to the World
Radiocommunication Conference 2019 and to continue the monitoring of the
developments of the introduction of PMSE in the DME band.
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6. The continuation of the RFF Monitoring activities to detect the incorrect use
of aeronautical frequency assignments, the assessment of the congestion in
the DME L5/E5 band, the monitoring of the saturation of the surveillance
1030/1090 MHz channels and ground based monitoring of aviation bands for
unauthorised transmissions in the vicinity of special events.
In addition NM will continue providing frequency management support to States in

the following areas:
1. Managing the semi-annual ICAO block planning process to find effective
frequency shifts to satisfy frequency requirements.
2. Managing the RFF Radio Interferences reporting process.
3. Assisting States in finding appropriate frequencies and maximising the use of
the available aeronautical spectrum.
4. Assisting States in finding suitable frequencies in cases of urgency (e.g.
interference cases).
5. Providing training and support for the use of frequency management software tools.
Coordinate European actions to accommodate future frequency requests (e.g.
extension of the datalink band, shared Europe-wide channels).
5.9.1.5 RFF Automation
To support the RFF activities, the software tools listed below will continue to be
maintained and developed.
The European Aviation Frequencies Central Register

A new version of the SAFIRE (Spectrum And Frequencies Information REsource)
tool will be developed in order to:
1. Store the information which is necessary to support the enhanced frequency

management processes required by the ATM network functions Regulation
(677/2011 – Annex II);
2. Support the complete life-cycle of a frequency assignment, as defined in the
RFF Cooperative Decision Making (CDM), providing suitable support to the
assessment of the network impact and the prioritisation of new requests;
3. Provide support to the identification of suitable frequencies when a proposed
assignment has an impact on the network;
4. Provide enhanced support to local studies to find solutions when a frequency
request cannot be satisfied;
5. Analyse frequency assignments for compliance with the RFF Best Practices
and inform the relevant NFM(s) of issues for resolution when applicable;
6. Calculate the RFF KPIs.
NMB/20, on November 2017, approved the plans and budget for the procurement of
this new SAFIRE (known as SAFIRE v6) which should be operational towards the
end of 2019.
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Tools for the monitoring and evaluation of aviation frequency bands

MANIF AFM (Advanced Frequency Management) is the software tool that reads the
contents of the SAFIRE database and provides a number of analysis results. It
supports the finding of frequencies without interferences and the analysis of the
usage of frequencies in any European area (e.g. it generates the congestion charts
shown above). MANIF AFM will continue to be enhanced to support the future RFF
Best Practices and to provide improved integration with SAFIRE v6. These
improvements include:
 The inclusion FM Broadcast compatibility function (i.e. to ensure compatibility

with FM radio broadcast systems);
 Display of ATC sectors and their associated frequencies;
 Changes to the COM3 and COM4 planning criteria;
 Improved data exchange with SAFIRE;
 Improvements to the intermodulation calculations;
 Possibility to accept and object SAFIRE proposals from MANIF AFM.
5.9.2 Transponder code allocation coordination
5.9.2.1 Transponder Code Function

The main objective of the Transponder Code Function (TCF) is to address the
network impact of SSR transponder (Mode 3/A) codes allocation and use.
5.9.2.2 The European transponder code usage situation
The management of transponder codes allocations for the European region is
currently performed by EUROCONTROL on behalf of ICAO.
The European SSR Code Management Plan has been established to provide States
in the ICAO EUR Region with a means to coordinate the use of the SSR codes
based on the principles of the Originating Region Code Assignment Method
(ORCAM) and enhanced ORCAM (eORCAM).
The ICAO EUR Region has been divided in eight participating areas (PAs). All
available SSR transponder codes are allocated statically to States and fully used in
each of the participating areas. A detailed Code Allocation List for the EUR Region
(CAL) for defined participating areas (PAs) covering the EUR region and certain
adjacent areas was developed.
The figure below depicts the ICAO EUR region participating areas:
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The transponder codes allocations evolved over the years in a very complex
arrangement. At the same time, as a result of traffic increase, static allocation and
ATS systems evolution, it became increasingly difficult to find transponder codes that
could be reallocated in order to meet the traffic demand.
In order to mitigate the potential impact on operations of SSR transponder codes
shortages a number of initiatives and technologies are in the process of being
deployed throughout Europe, namely Mode S Elementary Surveillance, eORCAM
and the Centralised Code Assignment and Management System (CCAMS).
The Mode S Elementary Surveillance allows the use of the downlinked aircraft
identification, and introduces the use of the conspicuity code (A1000) instead of
discrete SSR codes, alleviating as such the pressure on discrete transponder codes
needs.
Enhanced ORCAM adds functional capability for ATS Systems and will allow for
directional assignment of transponder codes and simultaneous codes use.
The Centralised Code Assignment and Management System (CCAMS) serving a
number of European States introduces the dynamic transponder codes allocation for
a larger geographic area, allows the simultaneous use of the same code in volumes
of airspace separated by an agreed buffer zone and started operations in February
2012.
In accordance with EU regulatory material the States will move to the full use of the
downlinked aircraft identification by 2020. In the meantime, the transponder code
function will need to ensure that operations are not adversely impacted by SSR
transponder codes shortages, the number of code changes or wrong code
assignments.
5.9.2.3 Transponder Code Function main tasks
The Transponder Code Function must continue to provide the services currently
being provided by EUROCONTROL on behalf of ICAO which include:
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1. managing the transponder codes planning process to find effective solutions

to satisfy transponder codes allocations requests,
2. maintaining the Code Allocation List for the European Region;
3. assisting States in maximising the use of the available SSR transponder
codes,
4. assisting States in finding suitable SSR transponder codes arrangements in
cases of urgency (e.g. unplanned shortfalls, crisis situations);
5. maintaining an appropriate level of co-ordination for civil-military aspects
through the appropriate channels (e.g. NATO).
In addition, the Transponder Code Function will need to perform specific activities
stemming form the EU regulatory material and that include:
1. assisting States in fulfilling their requirements on data provision;
2. assisting States in the evolution to the full use of the downlinked aircraft
identification and the conspicuity code (A1000);
3. identifying and recommending directions of evolution for the Centralised Code
Allocation and Management System;
4. developing and maintaining efficient reporting tools and mechanisms for the
Transponder Code Function.
5.9.2.4 Transponder Code Function 2018 Planned Activities

The main elements that the Transponder Code Function will address in 2018 are:
1. Production of the code allocation list for 2018;
2. Extension of CCAMS operations;
3. Implementation of CCAMS improvement and optimisation actions in support
of participating States and third parties;
4. The progressive extension of the operational use of the downlinked aircraft
identification including the extension of the geographical scope as well as the
increase of the number of eligible flights. The first step in this direction is the
planned move to the second phase of the IFPS flagging for Mode S eligible
flights;
5. Implementation of transponder codes usage improvements aimed at
enhancing the overall network performance;
6. Monitoring and evaluation of transponder codes usage;
Implementation of data provision mechanisms and tools in support of the transponder
codes management (e.g. implementation by States of enhanced tactical flow
management system correlated position reports containing SSR transponder code
assignments).
5.9.2.4.1 Production of the Code Allocation List for 2018

The Code Allocation List for the EUR Region (CAL) is updated in accordance with
the yearly process defined in the TCF CDM processes and is done over a period of
approximately four months (November to February of next year). For the 2018 CAL
update (CAL Edition 4.5), the first round of consultation will be completed in January
2018. The second round of review, the approval and the publication will be
completed by March 2018, in order to allow implementation, operational evaluation
and potential corrections prior to the summer peak traffic period.
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5.9.2.4.2 Extension of CCAMS Operations

CCAMS entered into operation on the 14th of February 2012, the first State joining
CCAMS being Ukraine. The current total of States using CCAMS is 16.
A medium term vision that includes CCAMS as a complementary solution to Mode S

for all NM States by 2020 was proposed and endorsed by the NMB in 2015. This
scenario will allow the elimination of code changes for the European Region. The
long term vision has been approved by the Network Management Board (NMB) as
part of the Network Strategy Plan (NSP). A number of ANSPs are in the phase of
specifying their next generation ATS Systems as well as planning the functionality
included in the various releases. It is expected that in 2018 ANSPs will include
CCAMS in their specifications taking into account the NSP proposed time horizon for
implementation. For ANSPs that develop the next generation of ATS Systems as part
of common projects (e.g. iTEC, Coflight, etc.), the early inclusion of CCAMS in their
development plans will allow the sharing of costs and as such further enhancing the
CCAMS benefits.
In 2018 the CCAMS area will extend to cover another three States (whose original
plans for 2017 have been postponed for 2018) namely Albania, Portugal and
Romania.
The map in Figure 1 below shows the CCAMS configuration planned for 2018.
Figure 1- 2018 planned CCAMS configuration
5.9.2.4.3 Implementation of CCAMS improvement and optimisation actions

The increased area of application for CCAMS will create the basis for a more flexible
and efficient code assignment for the participating States, but at the same time it will
have a beneficial effect on adjacent States. For flights transiting CCAMS States
located in different Participating Areas (PAs), CCAMS assigns a unique code for the
whole duration of the flight. For these flights a code change is no longer required
when crossing PA boundaries resulting in a number of benefits for all the States
along the route of such flights. As an example, flights transiting Bulgaria or Ukraine,
and later on entering UK may no longer require a code change at the boundary
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between PA EUR-E and PA EUR-B. Through CCAMS code usage optimisation the
result will be a significant reduction of the number of code changes on this boundary.
Similarly as a result of the Sweden and Finland implementation of CCAMS, code
changes between PA EUR-C and PA EUR-B are no longer required for
approximately 600 flights per day. It is expected that in 2018 the number of code
changes will continue to decrease through CCAMS implementation
5.9.2.4.4 Extension of the operational use of the downlinked aircraft

identification
The progressive extension of the operational use of the down-linked aircraft
identification, including the extension of the geographical scope as well as the
increase of the number of eligible flights, has continued in 2017.
The geographical extension together with the gradual implementation of the Mode S
Phase 2 assignment logic have significantly increased the number of flights eligible
for the use of a conspicuity code (A1000) instead of a discrete code. Some Mode S
States have already started assigning the conspicuity code to all eligible flights
crossing their area of responsibility, while the others plan to do so in in the coming
years.
In 2018 the number of flights for which the down-linked aircraft identification is used
as the primary identification method for provision of ATS is expected to reach 5500
per day. The blue area in Figure 2 below illustrates the portions of airspace in which
the conspicuity code is to be used. The pink area illustrates the States that will use
both the downlinked aircraft identification and CCAMS.
Figure 2- Planned down-linked aircraft identification use by the end of 2018 (blue and
pink area)
5.9.2.4.5 Transponde codes usage improvements

In addition to the overall network code usage improvements that result from the
extension of CCAMS and the use of the down-linked aircraft identification, TCF
activities will address in 2018 the following three key areas:
 The management of the common pool of codes for temporary special civil and
military events;
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 The re-organisation of local codes in EUR PA-B;

 The coordination of SSR codes usage at the interface with the ICAO EUR MID
Region;
The coordination with NATO in support of a more flexible use of SSR transponder
codes in conflict areas and large scale military exercises
5.9.2.4.6 Monitoring and evaluation of transponder codes usage

The Network Manager is required to implement tools for the regular evaluation and
assessment of the actual use of SSR transponder codes by States and air navigation
service providers. The first iteration of these tools entered into operation during
summer 2012 and allows the analysis of existing transponder codes allocations and
of the potential shortfalls (e.g. unexpected code changes, code conflicts, etc.). The
main input data for the monitoring and reporting tools is the enhanced tactical flow
management system correlated position reports containing SSR transponder code
assignments provided by States.
The operational data obtained during the first year was used to calibrate the tools
and identify the improvement areas, while the analysis conducted in 2014 allowed
the definition of quantitative targets. The transponder code function target is to
reduce the total number of code changes by 50% by the end of the second reporting
period (by comparison to the 2012 figures).
In parallel, TCF will continue, in accordance with the NMF-IR and the agreed CDM
processes, the periodic assessments of the SSR code allocations.
In accordance with the TCF specific CDM processes the assessment of code
allocations for each State will be conducted at least once during a four year time
interval. The current four years cycle started in November 2013 and will be
concluded in 2016. For the 2017 to 2020 cycle the schedule is presented in the table
below.
2017 2018
2019 2020
Belgium
Bulgaria Austria Republic of Ireland
Czech Republic
France Croatia Finland
Denmark
Greece Cyprus Luxembourg
Estonia
Italy Germany Malta
Romania
Latvia Hungary Netherlands
Sweden
Portugal Lithuania Slovenia
United Kingdom
Slovak Republic Poland Spain
5.9.2.4.7 Implementation of data provision mechanisms and tools in

support of the transponder codes management
In accordance with the Annex III Part C of the NMF-IR and the TCF approved CDM
processes, the States are required to provide data to support the provision of the
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network function for SSR transponder codes. The provision of Enhanced Tactical
Flow Management System’s Correlated Position Reports containing SSR
transponder code assignments for general air traffic conducting flights under
instrument flight rules is planned to be completely implemented within two years from
the date of applicability of the regulation.
TCF will act as the focal point for the collection of SSR transponder code usage data
and will assist the States in meeting their NMF-IR obligations with regard to data
provision
5.10. Safety Performance Enhancement

For the second Reference Period (RP2), EU Reg. 390/2013, dated 3 May 2013 and
EC Commission Implementing Decision (2014/132/EU), dated 11 March 2014 set
specific performance targets for ANSPs for two of these safety KPIs, namely:
o Effectiveness of ANSP SMSs to be Level D by the end of 2019, except for Safety
Culture for which a level C is required.
o ANSPs reporting ‘ATM Ground’ severity using the RAT methodology so that by
December 2017 and 2019 at the latest, they can report to NSAs as a minimum
80% and 100% respectively of the annually reported Category A-C Separation
Minima Infringements and Runway Incursions incidents and Category AA-C ATM
Specific Occurrences.
During RP2, NM also will support and monitor ANSP implementation of automated
safety monitoring tools (ASMT) (90% usage by end 2019 where installed) and
contribute to the development of potential RP3 safety KPIs.
5.10.1 Support to Network Safety

The Network Manager supports ANSPs and other NM stakeholders (notably FABs)
to manage existing hazards and anticipate new safety threats, in order to keep the
Network safe. It aims to arrive at a common approach to tackling new safety risks
based on identified hotspots and trends in the Network. The Network Manager will
establish a Top 5 Operational safety risks index using 2010 safety data as a
baseline; this work is compatible with EU Reg 970/2014 dated 12 September 2014,
which requires the Network Manager to, “identify operational safety hazards at
Network level and assess the associated safety risk.”
Improved management of available safety knowledge to enhance identification of
risks and trends and to make better use of lessons learned and best practice
materials is a central NM strand of safety work to the level of risk in ATM operations.
SKYbrary, EUROCONTROL’s on-line aviation safety knowledge repository
(www.skybrary.aero) is a major free resource to achieve greater dissemination of
safety information. Maintaining and expanding the SKYbrary knowledge base is an
ongoing activity. In 2017 SKYbrary received over 2.6 million visits resulting in over 5
million page views; through further promotion and improvement to the site, the aim is
to achieve 4 million visits per year by the end of 2019.
EVAIR (EUROCONTROL Voluntary ATM Incident Reporting) works with airlines and
ANSPs to identify areas of concern and initiate quick-fixes to identified problem
areas. Over 125 airlines currently provide their ATM-related incident data to EVAIR;
these airlines account for over 70% of the European air traffic. ANSPs provide
feedback on received reports and in many cases remedial actions are instigated
much quicker than through the ‘traditional’ mandatory reporting mechanisms. The
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aim is to further increase the number of participating aircraft operators and further
improve the feedback ratio and response times from ANSPs.
EUROCONTROL produces a variety of safety tools, products and services (mainly

for ANSPs) which are made available to help them implement their local ATM
enhancement safety aims, objectives and plans. Examples of the safety tools and
products, and associated implementation goals are:
ASMT (Automatic Safety Monitoring Tool) - enhances safety gathering through the
automatic collection of safety data (from surveillance, ACAS systems etc) to ensure
improvements to safety performance monitoring. The Network Manager will continue
to deploy ASMT during RP2 in ANSPs lacking the capability, on a voluntary basis.
 APF (Aerospace Performance Factor) - allows ANSPs to compile aggregated

data from various sources which provides a more holistic view of historical safety
data which aids future trend analysis. Like ASMT, during RP2 the Network
Manager will deploy APF in ANSPs on a voluntary basis.
 TOKAI (Toolkit ATM Occurrence Investigation) - provides dedicated software for
each step of the investigation process; two software updates providing
improvements to functionality were integrated during 2017. TOKAI also includes
the RAT (see below).
 RAT (Risk Analysis Tool) - provides enhanced severity and risk assessment
methodology for reported ATM incidents; the activity supports the EC
Performance Scheme (EC 390/29013). The intention is to deploy RAT in all
ANSPs in ECAC so that by December 2017 - and 2019 at the latest - they can
report to NSAs ‘ATM Ground’ severity using the RAT for the classification of 80%
and 100% respectively of the annually reported Category A-C Separation Minima
Infringements and Runway Incursions incidents and Category AA-C ATM
Specific Occurrences
 SAM (Safety Assessment Methodology) - provides ANSPs with extensive
guidance on how to conduct safety assessments as required by SESII for new
operations, systems etc and changes to existing ones.
 Safety “Heads-Up” Service - to issue the Network an ATM-related reminder or
request for support that affects the safety of aviation operations.
 InCAS (Interactive Collision Avoidance Simulator) - usually deployed in
association with ASMT, InCAS permits ANSPs to analyse more closely specific
ACAS events and so improve the lessons learned capability.
 Call Sign Similarity Tool (CSST) - allows aircraft operators to detect and then de-
conflict similar call signs (according to a set of agreed rules) embedded within
their aircraft operator schedules. Single AO de-confliction (Service Level1) started
in March 2012; the decision to move to a limited form multi-AO de-confliction (i.e.
between different airlines) involving ‘clusters’ of airlines was agreed during 2016.
Further studies to consider the implications of ‘clustering’ on the CSS CONOPS
and the requirements of CSST were undertaken in 2017.
 SKYbrary Toolkits - various toolkits consisting of learning notes, video tutorials
etc covering safety improvement initiatives such as level bust, runway incursion,
air ground communications, airspace infringements, human performance and
unstabilised approaches. The new ‘SKYclips’ programme aims to deliver 30
‘SKYclip’ animated videos covering a wide range of operational aviation safety
topics on a rolling basis during the next 3 years.
 ATFCM Operational Safety Risk Management of Weather Resilience.
 Safety Nets (see section 5.11.3).
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 Effectiveness of Safety Management/Standard of SMS Excellence (SoE) - is a

specially designed questionnaire to assist in the measurement of the
effectiveness of ANSPs’ SMS in support of the EC Performance Scheme
(EC 390/2013). The new SoE v2.1 questionnaire was used for the second time
in 2017. The aim is to support all European ANSPs and FABs to be Level D for
50% of the areas in the Effectiveness of Safety Management by end of 2017 and
100% Level D - except for Safety Culture for which a level C is required - by 31
December 2019. To improve the support it can provide to its stakeholders it is
essential that the Network Manager itself has a properly functioning and
regulated internal SMS.
 Safety Culture - specially designed questionnaire (and follow-up workshops) to
measure the safety culture across an organisation with the aim of identifying
areas for improvement. Improving safety culture in individual ANSPs is
considered a key enabler to achieve the SESAR safety target (i.e. a 10 fold
increase in the level of safety in 2025 compared with 2005). The intention is to
support the measurement of Safety Culture of the remaining ECAC ANSPs (that
have not yet conducted survey) as soon as possible.
 Just Culture is an integral part of overall Safety Culture. To further enhance the
availability of safety data (for instance by encouraging voluntary reporting of non-
mandatory occurrences), it is necessary for the majority of European states to
improve the Just Culture both within ANSPs and more widely at national levels.
 Nevertheless, the Network Manager, working together with partners across the
aviation and legal/judicial industries, and increasingly during 2017 with other
transport sectors (e.g. rail and maritime), intends to develop, facilitate and
implement a ‘Just Culture’ environment to support improved incident reporting
and data sharing in ATM. The work is centred around 3 activity strands:
o Implementation of a Model Just Culture Policy in 90% of ANSPs by 2019.
o Delivery of Just Culture Prosecution Expert Courses (2 - 4 per year) to train
50 ATCOs and 50 pilots by end of 2019.
o Delivery of Regional Just Culture Roadshows/workshops (3 per year) for
ANSPs/FABs until 2019.
Human Performance - despite all the technological advances, the human remains
central to ATM. The Network Manager has unrivalled expertise in the field of ATM
Human Performance and is leading the way for the implementation of human
performance enhancement initiatives. These will be key to the successful deployment
of SESAR. The intention is for the Network Manager, working with ANSPs, to jointly
develop and implement the Safety Team’s Safety Human Performance Plan 2019
and beyond, to ensure the sustainability of the SES 5th Pillar - Human Factors.
5.10.2 Runway Safety (R-SAF)

Runway Incursions
The number of runway incursions remains stubbornly high, with approximately three
per day being reported. This is a difficult and complex problem which may increase
as more airports engage in high intensity runway operations.
Implementation target:
According to ESSIP Objective AOP03 which was closed as ‘achieved’ in 2016, the
recommendations contained in Edition 2.0 of the European Action Plan for the
Prevention of Runway Incursions (EAPPRI) have been implemented. However,
given the persistent level of runway incursions and the many operational, technical
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and regulatory changes that have occurred since Edition 2.0 was published in 2011,
a revised Edition 3.0 has been developed and was published in November 2017.
Runway Excursions
The number of runway excursion accidents has remained stable for the last 20 years.
EUROCONTROL, in conjunction with cross industry support, has compiled a set of
recommendations and guidance material to help reduce the accident rate and
prevent runway excursions. Implementation monitoring of European Action Plan for
the Prevention of Runway Excursions (EAPPRE) ANSP recommendations is via
ESSIP Objective SAF11.
5.11. Pan European Capacity Enhancement Plans

5.11.1 CPDLC Services
 Description
CPDLC implementation is still on-going under the leadership of the SESAR
Deployment Manager (SDM). The Network Manager is supporting the SDM by
monitoring the datalink performances at network level. These 3 basic services
provide for automating the routine tasks which currently account for up to 50% of
controller time:
o ATC communications management;
o ATC clearances;
o ATC microphone check.
The map above shows the area where the services are expected to be deployed and
in operation by December 2018.
Observations on the flight deck and on the ground have shown that voice
communications between pilots and controllers often need to be repeated or are
misunderstood. CPDLC provides clear, unambiguous information directly to the
cockpit – thus helping to solve this problem.
The CPDLC services do not replace voice as the primary means of communication;
both media should always be available, providing a definite safety improvement. In
case of non-standard communications or emergencies, “revert to voice” is the
procedure to be followed.
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ANSPs are updating their flight data processing systems (FDPS) and HMI systems.
Communications services providers, e.g. ARINC and SITA, together with the ANSPs
are deploying the ATN/VDL Mode 2 air-ground datalink network that is supporting
both AOC and ATS communications.
Airspace users are equipping with updated pilot HMI, CPDLC avionics and VDL
Mode 2 radios.
 Milestones / Timeline
The milestones for the CPDLC deployment are defined in the Datalink Services
Implementing Regulation i (EC) No 29/2009, amended by the Commission
Implementing Regulation (EU) 2015/310, as of 26 February 2015.
Implementation milestones
Equip upper area control centres (ACCs) with CPDLC as specified in COMMISSION
REGULATION (EC) No 29/2009 (as amended by Regulation (EU) 2015/310).
Equip aircraft with CPDLC as specified in Commission Regulation (EC) No 29/2009
(as amended by Regulation (EU) 2015/310).
The relevant dates are now as follows:
o 5th Feb 2018 – By this date all EU Region ANSPs must have
implemented an operationally compliant system.
o 5th Feb 2020 – By this date all aircraft operating above FL 285 must
have been fitted with a compliant system.
 Expected Benefits
All pilots and controllers exposed to CPDLC recognise the advantages:
o Fewer misunderstandings - increased safety,
o Reduced R/T time - increased efficiency.
This leads to increased safety and efficiency in the ATM system estimated at 11%
over the period 2011-2018/2020 for the European Region as a whole, in addition, it is
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paving the way for the future datalink enhancements (i4D, ATN-B2) currently
developed by SESAR.
Together with the Radio Frequency Function (RFF), and 8.33kHz implementation,
Datalink is also contributing to an efficient use of the existing scarce VHF spectrum
resource.
This leads to increased safety and efficiency in the ATM system estimated at 11%
over the period 2011-2018/2020 for the European Region as a whole, in addition, it is
paving the way for the future datalink enhancements (i4D, ATN-B2) currently
developed by SESAR.
Together with the Radio Frequency Function (RFF), and 8.33kHz implementation,
Datalink is also contributing to an efficient use of the existing scarce VHF spectrum
resource.
5.11.2 Surveillance Modernisation Support

 Description
This NM activity supports the performance based modernisation and rationalisation
of Surveillance infrastructure and applications, focusing on the implementation of
ADS-B and Multilateration, thus enabling improvements of the European ATM
Network.
The support is provided in the areas of Performance Based Surveillance (PBS)
including generic safety, security and performance requirements for Surveillance,
driven by the operational applications, separation minima and the associated
operational environment. It leads or actively contributes to working arrangements of
EUROCONTROL and other European or international fora and organisations (such
as EUROCAE/RTCA, EASA and ICAO), supporting compliance demonstration and
ensuring global interoperability for applications, Users, systems and technologies
(through standards, Specifications and certification material).
The Surveillance Modernisation Support activity supports implementations aiming at
early benefits in the transition period towards full equipage as well as the full scale
benefits expected thereafter.
The activity supports the implementation of EU Regulation 1207/2011 (SPI IR) and
its amendments. Two amendments have been published so far (1028/2014 and
2017/386), including date shifts for airborne implementation (2020). A third
amendment is ongoing and planned for publication in 2018.
The activity also provides Surveillance performance assessment and reports.
Moreover, it addresses the synergies, rationalisation and integration of infrastructure
within Surveillance and with other domains/systems, in order to further improve the
performance of the Network.
 Milestones / Timeline
The main milestones and associated schedule are as follows:
Performance-Based Surveillance (PBS)
o 2018-2019 Inputs to Generic Surveillance (GEN-SUR) Safety and
Performance Requirements standard (for en-route and TMA)
o 2018-2019 Inputs to EUROCONTROL Specification for ATM Surveillance
system performance (ESASSP) update (for en-route and TMA)
o 2018-2022 Inputs to EUROCONTROL, EUROCAE/RTCA, EASA and ICAO
documentation for application and system standards, Specifications,
certification and guidance material
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Implementation Transition Support

o Annual update of Implementation status, plan and opportunities
o 2018-2022 Infrastructure rationalisation and integration support
o Inputs to CNS rationalisation and integration
o Inputs to ACAS enhancements (hybrid Surveillance)
o 2018-2022 Support to space-based ADS-B (including inputs to international
activities)
o 2018-2022 Support to local implementations
o Support for EU Regulations No 1207/2011, 1028/2014, 2017/386 and future
amendment(s)
o 2020 is the current mandate date for airborne equipage
o 2018+ Support for the Rule next amendment(s)
o 2018-2022 Support GA and other low-end Users (e.g. RPAS/UAS)
Surveillance Performance Assessment

o Performance assessment reports
Action required from stakeholders

Stakeholders should comply with the provisions of the EU Regulation 1207/2011
(SPI IR), its published amendments (EU Regulation 1028/2014, 2017/386) and the
future amendment(s).
Business case analysis is required by ANSPs to support decisions on ground
implementation and by airspace Users for airborne implementation.
 Expected benefits
The modernisation and rationalisation of Surveillance infrastructure and applications,
including ADS-B and Multilateration, provide important features and associated
performance improvements to the ATM Network:
• Full “Network-wide” Surveillance coverage

• Surveillance in all phases of aircraft operation, i.e. no gaps from gate-to-
gate
• Air-to-air surveillance, i.e. traffic picture available on board
• Surveillance data provided directly from on-board systems
• The aircraft becomes an integral part of the Network
• Higher performance
• Improved Safety and Security
• Increased Capacity
• Improved Cost-efficiency
• Reduced cost of the Surveillance infrastructure
• Improved Flight Efficiency
• More efficient flight profiles e.g. in areas where previously Surveillance
was not cost-effective
• Fuel savings
• Environmental sustainability (reduced CO2)
• Improved spectrum efficiency, reduced RF pollution and increased viability of the
1030/1090 MHz datalink
• Global Interoperability
Foundation for future applications (spacing, separation etc.) is targeted in SESAR.
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5.11.3 Safety Nets
Description
Ground-based safety nets are an integral part of the ATM system and intended to
assist the controller in preventing collision between aircraft or between aircraft and
terrain by generating, in a timely manner, an alert of a potential or actual infringement
of separation minima. Using primarily ATS surveillance data, they provide warning
times of up to two minutes. Upon receiving an alert, air traffic controllers are
expected to immediately assess the situation and take appropriate action.
There are four ‘classic’ ground based safety nets:

- Short Term Conflict Alert (STCA): which assists the controller in preventing
collision between aircraft by generating, in a timely manner, an alert of a
potential or actual infringement of separation minima;
- Minimum Safe Altitude Warning (MSAW): which warns the controller about
increased risk of controlled flight into terrain accidents by generating, in a
timely manner, an alert of aircraft proximity to terrain or obstacles;
- Area Proximity Warning (APW): which warns the controller about
unauthorised penetration of an airspace volume by generating, in a timely
manner, an alert of a potential or actual infringement of the required spacing
to that airspace volume;
- Approach Path Monitor (APM): which warns the controller about increased
risk of controlled flight into terrain accidents by generating, in a timely
manner, an alert of aircraft proximity to terrain or obstacles during final
approach.
To assist ANSPs with the implementation of ground-based safety nets

EUROCONTROL has been producing technical guidance material on ground-based
safety nets for the best part of two decades. A new set of 'Level 3' documentation
was released on 18th January 2017.
Milestones / Timeline
The applicable ESSIP Objectives set the milestones for the implementation of ground
based safety nets in a various operating environments (e.g. STCA in TMAs).
Action required from stakeholders

Stakeholders’ milestones: review “level 3” ground-based safety nets documentation
and applicable ESSIP objective.
Expected benefits
At least maintain and where possible increase the effectiveness of ground-based
safety nets in the context of increasing traffic density and evolving operational
concepts.
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6. Operational Performance Enhancement Plans and Actions at

Local Level
6.1. ACC Capacity Enhancement Measures
The Network Manager supports ANSPs in the development of their local capacity
plans to meet the Network performance targets, providing operational and technical
expertise as required. This section of the NOP summarises the initiatives undertaken
by ANSPs to improve ACC capacity within the current planning cycle.
To ensure the required delivery of capacity in the medium-term, detailed capacity
plans are developed by the ANSPs for each ACC, in close partnership with the
Network Manager. The medium-term capacity plans detailed in this document are
also included in the traffic and capacity chapter of the Local Single Sky
Implementation Plan (LSSIP) 2018-2022. Details of individual ACC capacity
enhancement initiatives can be found in Annex 5 of this document.
The maps below indicate the ACC percentage capacity increases currently planned
for summer seasons from 2018 to 2022 with respect to the 2017 agreed ACC
capacity baseline.
03/07/2018 159
03/07/2018 160
Note that the capacity plans in this document have been formulated in response to
the capacity requirement profiles 2018-2019, which were calculated according to the
September 2017 EUROCONTROL Seven-Year Forecast.
Comparison of current capacity plans with the current reference profile can be found
for each ACC in Annex 5.
03/07/2018 161
STAFFING ASM & ADV. TECH. SYS. /

AIRSPACE PROCEDURES CAPACITY
(HR) FUA PROJECTS
ATM System new or

TMA Improvements
ASM Improvements
ATFCM Procedures
FUA Improvements
SUR, ADS-B&WAM
sector (max conf)

Airspace / Sector
planning/ flexible
Create additional
Extended sector
ATC Procedures
Datalink / 8.33 /
Dynamic Sector
Sector Capacity
Improved staff
Route network
improvements
improvements
State / ACC Capacity
Configuration
Management
configuration
Coordination
optimisation
incl. sector
Free-Route
Procedures
ATC Tools
Separation
controllers
occupancy
Additional
Enhancement Measures
Reduced
Airspace
rostering
Increase
X-border
upgrade
opening
DCTs
Albania / Tirana 2018 2018 2018 2018-22 2018 2018
Armenia / Yerevan 2018 sufficient capacity to meet demand
Austria / Vienna 2018-22 2018 2018 2018-19 2018-22 2018-22 2018-22 2020-22 2018-22
Azerbaijan / Baku 2018-22 sufficient capacity to meet demand
Belgium / Brussels 2018-22 2019 2020; 22 2019 2018-22 2018-22 2018 2018-22 2018-22 2019,20,22 2018-19
Bosnia Herzegovina 2019-20 2018-22 2018-22 2018-19 2018-22 2019-20 2018 2018-19 2019
Bulgaria / Sofia 2018-22 2018-19 2018-22 2018-22 2018-22 2018-20 2018-20 2018-21 2018-20 2018-20
Croatia / Zagreb 2018 2018-22 2018; 20 2018,20 2018-19 2018 2019-20 2018-22 2018-22 2018-19 2021 2020 2018-22 2018-19
Cyprus / Nicosia 2018-22 2018-20 2022 2018 2018 2019 2018-22 2018;21-22 2018-19 2018-22 2019-20 2018-19 2018-22 2020 2018-22
Czech Rep./ Prague 2018-19 2020 2022 2018-20 2019-20;22 2019 2021 2018-22
Denmark / Copenhagen 2018-22 2018-22 2018 2018 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22
Estonia / Tallinn 2018 2020 2018 2018 2018 2018 2018-19
EUROCONTROL / Maastricht 2018 2019-20 2019 2018-22 2018-22 2020-22 2019-22 2019 2018-22 2018-22
Finland / Tampere 2018 2018 2018
France / Bordeaux 2018-19 2020 2018 2018-22 2018-22 2018-22 2018-22 2018 2018
France / Brest 2019 2019 2019 2019 2018-22 2018-22 2018-22 2018-22 2018
France / Marseille 2018-19 2022 2018 2018-22 2018-22 2018-22 2018-22 2018-22 2021 2018
France / Paris 2018-20 2018; 22 2018-20 2018-22 2018-22 2018-22 2018-22 2018
France / Reims 2018 2022 2018 2018-22 2018-22 2018-22 2018-22 2021 2018
FYROM / Skopje 2019 2019
Georgia / Tbilisi 2018-22 2019 2018-19 2018-19 2018-22 2018-19
Germany / Bremen 2020 2018;20 2020 2019 2019 2021-22
Germany / Karlsruhe 2018-20 2018-19 2018-20 2018 2020 2018-22 2021
Germany / Langen 2018-21 2018-20 2019 2022
Germany / Munich 2018-19;21 2018-19 2018 2018-20 2018 2020-21 2021
Greece / Athens 2018-22 2018-19 2018-22 2018-20 2018-22 2018-21 2018-19 2018-22 2018;21;22 2018 2019
Greece / Makedonia 2018-22 2018-19 2018-22 2018-20 2018-22 2018-21 2018-19 2018-22 2018;21;22 2018 2019
Hungary / Budapest 2018-22 2018-22 2020
Ireland / Dublin 2021 2018-22 2018;21;22 2018-22 2018-22 2018-22 2018;20;22
Ireland / Shannon 2018-22 2018-22 2018-22 2018-22 2018 2018 2018-19;20 2018-22
Italy / Brindisi 2018-22 2018-22 2018-22 2018 2018-22 2018-22 2018-22 2019 2018-19 2018 2018-22
Italy / Milan 2018-22 2018-22 2018-22 2018 2018-22 2019-22 2018-22 2018-19 2018 2018-22
Italy / Padova 2018-22 2018-22 2018-22 2018 2018-22 2020-22 2018-22 2018-19 2018 2018-22
Italy / Rome 2018-22 2018-22 2018-22 2018 2018-22 2018-22 2018-22 2018-19 2018 2018-22
Latvia / Riga 2018-20
Lithuania / Vilnius 2018-19 2018-19 2019
Malta 2018-19 2018-19
Moldova / Chisinau sufficient capacity to meet demand
Netherlands / Amsterdam 2019 2018 2018
Norway / Bodo 2018-22 2018-22
Norway / Oslo 2018-22 2018-22 2020
Norway / Stavanger 2018-22 2018-22 2020
Poland / Warsaw 2018-20 2018-22 2020-22 2018-19 2018 2018-20 2018-22 2018-19 2018-19 2018 2018-22
Portugal / Lisbon 2019 2019-20 2019 2019 2018-22 2018-22 2018-22 2018 2021 2018 2022 2018-22 2020
Romania / Bucharest 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22 2018 2018-22
Serbia / Belgrade 2018-20 2018-20 2018 2018 2020 2021 2018-21;22 2018; 20
Slovak Rep./ Bratislava 2018-22 2018-22 2018-19 2019 2018-22 2018-22 2018-19 2018-20 2018-22
Slovenia / Ljubljana 2018-22 2018-22 2018-22 2018-22 2018 2018-22 2018-22 2018-22 2018-22
Spain / Barcelona 2019 2018 2018-19 2018-20 2018 2018-22 2018 2018 2018-19 2018; 21 2019 2018-22
Spain / Canarias 2018-22 2018; 20-21 2018-22 2018-19 2021 2018 2018-22
Spain / Madrid 2019 2018 2018 2020 2018-22 2018-19 2018; 21 2020 2018-22
Spain / Palma 2018-19 2018 2018-22 2018 2018-19 2018; 21 2018-22
Spain / Sevilla 2018 2018-19 2018-22 2019 2018-19 2018; 21 2019 2018-22
Sweden / Malmo 2018-22 2018 2018 2018 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22
Sweden / Stockholm 2018-22 2018 2018 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22
Switzerland / Geneva 2021 2020 2018-19 2018-22 2018-19 2018-20 2018-22 2020 2018
Switzerland / Zurich 2021 2019-20;21 2018-19 2018-22 2018-20 2018-22 2018
Turkey / Ankara 2018-22 2018 2019-20 2018 2019 2018-22 2018-22 2018-22 2018 2018-19
Ukraine / Dnipro, Odesa, 2019
2018-21
Kiev 2019-21 2018-21 Odesa 2018-21
Ukraine / L'Viv 2019-21 2018 2018 2018-21 2018-21
UK / London ACC 2018-22 2020 2018-22 2018-22 2018-22 2018-22 2018-22 2018-21 2018-22 2018-22
UK / London TC 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22 2018; 21 2018-22 2018-22
UK / Prestwick ACC 2018-20 2019 2018-22 2018-22 2018 2018-22 2018-22 2018-22 2018-22 2018-22 2018-22
Summary of ACC capacity plan initiatives
6.2. Airport Performance Enhancement and network integration

The majority of activities highlighted in this section are forming part of the Network
Manager strategic project on “Airport/TMA Network Integration”. For all of those
activities, targets have been formulated until end of 2019, which can be found in the
5.5.3 section.
6.2.1 Airport Performance from a network perspective
In relation to the performance scheme and the targets set for the network, the
Network Manager will, amongst others, monitor airport performance and identify the
real causes that generate delay in cooperation with its stakeholders. One of the
Network Manager’s objectives is to establish a full operational integration of airport
operations with the European ATM Network. This will enable a more proactive and
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responsive service facilitating better predictability and optimal management of the

network, which is well underway.
6.2.2 Network Manager Enhancement Plans and Actions at Individual Airports
The task of the Network Manager is to support airport stakeholders in making
optimum use of existing infrastructure and ensure that the capacity made available is
fully planned into the Network operations.
In the planning process, airport capacity projections and traffic variations are used as
input to ensure that sufficient en-route capacity is made available to accommodate
the agreed level of airport capacity and respond to the agreed performance targets.
Under the remit of Network Management, there is a focus on identifying the causes
of demand exceeding declared capacity. All the potential influencing factors are
taken into consideration and mitigation measures are proposed in order to align daily
operations closer with strategic plans.
The Network Manager focus is on the areas such as airport slots and flight plan
consistency, as well as support to capacity assessments, which will ensure that all
relevant factors are taken into account and finally, that the capacity of en-route and
TMA is sufficient to accommodate the predicted runway throughput.
Improving information exchange between the NMOC, flow managers and airports is
also part of the scope. The objective is to increase the quality of information on
events that may impact demand or capacity and provide a network view to
stakeholders including any potential network impact. This will support operational
contingency with the aim to cooperatively handle operational impact on the network
and serve to increase the visibility of airport operations at network level.
Close follow up of planned airport events from the strategic to the tactical phase,
ensuring early coordination and identification of any required mitigation actions is
also an area of priority. This contributes to an improved management of the network
by enabling the identification of interdependencies and providing advice to the
stakeholders accordingly.
The Network Manager aims to identify best practices and support airport operations
through targeted cooperative action plans. This section reports the planned activities
for the period 2018-2022, aiming to improve airport and network operations, working
with local stakeholders to reduce delays and improve the operational efficiency of
airports.
6.2.2.1 Airport Capacity and Performance Measures (ACAP)
Airports are the nodes of the European ATM network. The Network Manager role
with regards to the airports is defined in the Implementing Regulation 677/2011,
notably:
 Improve airports operational performance (from the Network Manager
perspective) by:
o Assessing ATFM delays
o Improving common awareness and performance through shared
information
o Addressing TMA efficiency by reducing airborne holdings
 Strengthen the partnership between the Network Manager and airports
 Consistent application of existing regulation, practices etc., and
 Development of joint action plans, liaison, and operational services.
The Network Manager objective for the reference period 2 (RP2) and beyond is to
continue supporting the reduction of airport related delays (airport arrival ATFM
delays) in close collaboration with the Airports, Airport Coordinators, ANSPs and
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Airspace Users concerned, through either identifying and implementing mitigation

measures in a collaborative process or addressing root causes, where possible and
feasible.
This is supported by:
 The NM/Airport unit process of maintaining a list of “Airports important to the
Network” which highlights the most impacting airports to the network at a
given moment. This guides NM/Airports unit in setting its priorities.
 In 2017 the Network Manager started establishing an airport function within
the NMOC, which will offer dedicated support to airports and flight operations
on a tactical basis.
 Operational trials to test new mitigation measures
 Support to States and airports managing major events
The Network Manager ACAP activity aims to contribute to the achievement of the
Network Manager role and target as described in 2018-2022 planned activities
below.
6.2.2.1.1 Arrival delays reduction

Continuation of the established process including flight plan and airport slot
consistency to minimise delays even with increased traffic. For example actions will
be continued at the Greek island’s airports over the coming years until infrastructure
and staffing levels are satisfactory to accommodate the traffic growth. This kind of
activity may also be applied at other regions or individual airports for which it would
bring benefit.
Greek Action Plan
The summer (April to October) traffic to the Greek destinations increased by 5.3% in
2017 compared to the same period in 2016. During the peak demand periods the
airports operate at the limit of declared capacity. The arrival delays increased from
435,000 minutes to 439,000 minutes. Despite the delay increase in 2017, the overall
performance has improved since 2012 when the joint Network Manager / HCAA
Action Plan was launched. For the same period, since 2012, the total traffic
increased by over 34%.
The continuous long-standing capacity constraints at Greek island airports are

related to airport layout, terminal buildings capacity, poor airport slot tolerance
window of +/- 30 min, insufficient number of staff and lack of radar at some airports,
which in consequence, requires the provision of non-radar approach ATC.
The mentioned ATC problems (insufficient number of staff and lack of radar at some
airports) are unlikely to be resolved in 2018. In addition, with the privatization of the
airports, huge airport infrastructure projects are ongoing. During summer 2018
several Greek island airports will introduce a push-back procedure which may require
additional Tower ATC staff on duty, putting even further strain on manpower levels.
Due to these ongoing projects in Greece, all the next steps will be agreed in
coordination with local authorities and partners considering the latest evolution (e.g.
traffic demand, infrastructure changes, staffing, etc.) at each airport.
The cooperation and joint efforts of the NMOC, the Hellenic Air Navigation Service
Provider (HANSP) and the Hellenic Slot Coordination Authority (HSCA) has provided
a major contribution to reduce delay levels that would have been much worse
without. In 2017 full monitoring of Airport Slot Adherence on GA/BA traffic was
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conducted on the request of the HCAA. Daily coordination between the HSCA and
NM saw Flight Suspension messages sent to 25 flights.
Traffic forecast for all airports indicates a growth of 5% to 10% in 2018, putting
further strain on the system if operators are unable to adhere to the respective airport
slots or caused by en-route regulations.
The existing set of measures will continue to be applied until staffing levels and
infrastructure will have been improved to the extent that the projected traffic growth
can be accommodated. Also, other decisions and actions have already been taken
and are described below:
Like in the previous years, in preparation for the summer season the NM/Airport unit
will present to the airlines the analyses of the busiest days and the busiest airports,
to provide them with useful information for the coming season. The NM/Airport unit
continues to stress the importance of the adherence to the allocated airport slots.
FMP’s and ACC’s along the SE Axis affected by traffic from/to Greece will be briefed
about the traffic increase expected for Greece at the SE Axis meetings.
The continued application of Greek local rules related to airport slot management,
requiring that GA/BA traffic will be included in the airport slot management process.
This is likely to lead to an improvement in airport performance. The Network
Manager will continue on a tactical basis to cooperate with GA/BA operators to help
ensure that additional flights can be accommodated.
Spain/Baleares
The summer (April to October) traffic to Baleares and Canaries increased by 5.7% in
2017 compared to the same period in 2016. These airports are operating at nearly
full capacity on certain days of the week.
The Network Manager will closely monitor the evolution and assist AENA and
ENAIRE in the management of such traffic.
Implementation of an airport function within the NMOC

In 2017, the NM established an airport function within the NMOC to provide tactical
support on hot-spot airports in Greece. This proved very beneficial for all operational
stakeholders with tangible results in delay reduction and direct cost savings for the
airspace users. Therefore, the NM will evolve the airport function to also support new
concepts like APOC (see description in 6.2.2.6), disruption and contingency
situations and crisis management.
6.2.2.1.2 Capacity Studies

The NM/Airport Unit started a runway throughput study for Athens Airport and
Brussels Airport in 2017. The study for Athens Airport involves the HCAA, Athens
International Airport and AEGEAN Airlines. The study for Brussels Airport mainly
involves Belgocontrol.
Both studies will be finalised in 2018.
PIATA Neo
The Network Manager will release its upgraded airport airside capacity assessment
tool, PIATA Neo for use by its stakeholders by December 2018. This tool will include
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a new user friendly interface and new functionalities such as Graphical

Representation and analysis of operations in the TMA.
The main aim is to start promoting the tool and its value to perform airport airside
capacity assessment with the focus on operational issues and their potential
improvements.
Validation ACAM (Airport Capacity Assessment Methodology) Methodology

The Network Manager has teamed up with NAV Portugal in order to validate the
EUROCONTROL ACAM Methodology, which was released in November 2016. This
manual outlines a step-by-step approach in determining an airport capacity baseline
and potential recommendations/improvements.
This activity will entail the validation of the methodology as published in the
EUROCONTROL manual on the Lisbon airport. The newly developed PIATA Neo
tool will be used for the statistical analysis and modelling activities.
6.2.2.1.3 Monitoring “Airports Important to the Network”

The Network Manager Airport Operations and NMOC experts regularly meet to
address delay issues at airports that occur on a regular basis or during particular
seasonal operations. The NM/Airport Unit developed a methodology considering
criteria for determining which airports can potentially impact the performance and
operational efficiency of the network during the summer or winter season.
The reference used is the list of “Airports important to the Network”. It is used to
guide the prioritization of the Network Manager required actions at airports. Based on
the dynamic list of airports important to the network, the Network Manager will
address individual airports where it is identified that joint effort will help
decreasing delays. This is a continuous task.
The list, aligned with IATA summer and winter seasons, is released twice per year to
the AOT3. The list also supports the NM/Airport Unit in determining its priorities (refer
to 6.2.3 for more details).
6.2.2.1.4 States requests - Flight Plan suspensions

The Network Manager supports States decision making authority when they decide
introducing flight plan suspensions at their coordinated airports.
The French DGAC has established such a suspension agreement with
EUROCONTROL for the airports Lyon and Nice.
Italy’s ENAC has applied a similar process for Venice airport in past summer
seasons. A new agreement is yet to be signed between ENAC and the Network
Manager for all Italian coordinated airports.
For 2017, Greece has mandated the Network Manager to suspend GA/BA flights to
Greek destinations, where such flights did not have an airport slot for the intended
flight. It is expected that this procedure will be re-applied for the following summer
seasons.
3
The Airport Operations Team (AOT) is a technical, operational, specialist advisory body, established within the
framework of EUROCONTROL, operating at a cross-Directorate level. It shall provide a direct channel of consultation
between all stakeholders involved in activities pertaining to performance and delivery aspects under the tactical
(technical) development/deployment level, for the Airports area.
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6.2.2.1.5 Integration of TMA and Airport operations

A number of activities are foreseen to enhance the better integration of TMA and
airport operations. The renewed PIATA Neo tool will include TMA and airport
interdependencies in the analysis function and will be ready for use as from 2018.
Further it is envisaged to promote the implementation of the following activities:
 PBN will support smaller airports that have no precision approach technology
and it will also serve as a back-up for larger airports.
 The application of Target Times as an element of Cooperative Traffic
Management.
Improving vertical efficiency in TMAs through CDO and CCO as well as PBN
implementation will also contribute to flight efficiency improvements and
environmental friendly operations in airports and TMAs. In addition the introduction of
Time-Based-Separation (TBS) and RECAT will contribute to achieve higher airport
resilience.
6.2.2.1.6 Airport Capacity and Performance (ACAP) Training

Since 2016 NM provides a new training course to look at airport capacity and
performance (ACAP) from a network perspective. This course gives insight in
capacity planning from an airport operator’s point of view, including the local actors
as well as from a network manager point of view. It helps to further understand how
airport capacity can be assessed and how improvements can be identified based on
such an assessment.
6.2.2.1.7 Airport Collaborative Decision Making (A-CDM)

The implementation of Airport Collaborative Decision Making improves operational
efficiency at airports by reducing delays, improving predictability and optimising the
utilisation of resources.
As a result of Airport Collaborative Decision Making (CDM), the network is also
served with more accurate take-off information to derive Air Traffic Flow
Management (ATFM) slots. As more airports implement Airport CDM, the network
will be able to issue slots more efficiently and reduce buffer capacity due to improved
predictability. This enables reduction of ATFM regulations and consequently a
decrease in overall delay.
Currently 26 airports (refer to link below for the list of airports) are connected to the
Network as CDM airports representing almost 35% of departures in the NMOC area.
The Network Manager anticipates that 6 - 10 additional airports may be connected to
the network in 2018. The Network Manager will continue to look to identify suitable
airports for implementation and will support any airport considering implementation of
A-CDM.
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An up-to-date status of A-CDM implementation at European airports is available any

time via the following link:
https://www.eurocontrol.int/sites/default/files/content/documents/nm/network-
operations/cdm-table.pdf
% Departures in Number of
A-CDM implementation NMOC area: airports:
Percentage of CDM departures operational by end 2017 34.68 26
Possible percentage of CDM departures end of 2018 41 – 43.8 32 - 36
Possible percentage of CDM departures end of 2019 46.88 38
For further information about the A-CDM project, refer to the EUROCONTROL
Airport CDM Website (http://www.eurocontrol.int/articles/airport-collaborative-
decision-making-cdm).
6.2.2.2 Advanced ATC Tower implementation

The airports currently without plans to implement the A-CDM process but still wishing
to further integrate in the ATM network may do so by implementing an Advanced
ATC TWR process. A number of airports are also considering this option as a first
step towards full A-CDM implementation. Such airports provide a reduced set of DPI
messages with a reduced set of advantages (compared to CDM airports). An
Advanced ATC TWR airport provides Target Take-Off-Time (TTOT) estimations as
well as Variable Taxi-Times (VTTs) and SIDs to the NMOC. These are provided from
the moment that the aircraft leaves the blocks.
Currently 19 airports (refer to link below for the list of airports) are connected to the
Network as an Advanced ATC Tower airport representing 8% of departures in the
NMOC area.
Interest in this implementation has been expressed by a number of countries. In
2018 a possible 10 - 17 airports could be connected to the Network. There are plans
to connect a possible further 5 - 10 United Kingdom airports, 4 Spanish airports and
3 airports in the Czech Republic, representing an additional 2.5% of departures in
14/02/2018 168
the NMOC area (in total 10.7%). An up-to-date status of Advanced ATC Tower
implementation at European airports is available any time via the following link:
http://www.eurocontrol.int/sites/default/files/content/documents/nm/network-
operations/adv-atc-twr-table.pdf
6.2.2.3 Advanced Surface Management, Guidance and Control Systems (A-

SMGCS)
The NM/Airport Unit supported the process of upgrading the existing
EUROCONTROL A-SMGCS documentation to support the proper deployment of
Essential Operational Changes in the domain of Airport Integration & Throughput,
which was finalised by end of 2017. The final and official consultation will take place
in 2018.
6.2.2.4 Pre-tactical and tactical Airports Information Exchange

The Enhanced Information Exchange (EIE) is a process of sharing data directly
between airports and the NMOC during the ATFCM pre-tactical and tactical phases
of operations. The EIE is an important step in the integration of airports and the
network, building upon the data exchange and coordination between airport
stakeholders and NMOC already taking place through A-CDM and existing ATFCM
processes.
As an initial step, the reporting of events with anticipated capacity impact (e.g.
adverse weather, industrial action, unforeseen maintenance) was established via the
pre-tactical/tactical section of the Airport Corner in 2015 (refer to section 6.2.2.5).
Since then, many European airports joined the process and contribute to the benefits
it brings, such as reduced network impact, enhanced situational awareness and
lessons learned and improvement actions. The NM Airport Unit focus is increasing
the number of participating airports in this reporting process.
Furthermore, in 2016 the reporting on standard diversion capabilities (the minimum
number of diverted flights, per aeroplane category, that can be accepted by an
airport in normal conditions) and temporary diversion capabilities (reduced diversion
capabilities due to events such as apron construction or maintenance works, winter
operations or special events) has been implemented in the Airport Corner. The
standard values can be overridden by temporary values in case of reduced diversion
capabilities. This information serves as a start point for planning in case of a
diversion situation that can impact the network.
As of 2018 the NM Airport Unit and NMOC will be launching a process in which,
during a diversion situation, the NMOC experts may request the airports to provide
diversion capabilities tactically via the Airport Corner. The tactical values will be
collected if the situation requires and will override any standard or temporary values
provided.
This process will replace a significant portion of time-consuming telephone
communications used for diversion coordination. Since occasional coordination by
telephone will still be necessary, a list of diversion capability points of contact will be
accessible via the Airport Corner as well.
In addition, as a result of the AOT APOC/Contingency Task Force, NM Airport Unit

will implement an Emergency Reporting process via the Airport Corner that will
enable airports to directly inform NMOC and the network in case of an emergency
situation. In this way, the information will reach wider audience, compared to the
point-to-point telephone communication we currently have. This process will not
replace the existing ATFCM communication between the FMP and NMOC; the
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purpose is to enhance the situational awareness through provision of contextual

information on the emergency situation. The consultation process is on its final
phase and implementation is expected in 2018.
In the coming years the exchange of the EIE data shall gradually be replaced by
direct airport to Network interfaces through an AOP-NOP link (refer to section
6.2.2.7).
In the longer term, developments of the Network Operations Portal are envisaged to
provide a consolidated network view to Airspace Users, Airport Operators and
ANSPs. These include an integrated map view of information for enhanced
situational awareness along with appropriate filtering mechanisms for specific areas
of interest.
6.2.2.5 Airports strategic information provision

As defined under the Network Functions Implementing Regulation (677/2011) –
Annex V - Appendix II - Airports, the Network Manager has a task to assist airports to
take the “network approach” in solving operational issues and enhancing
performance.
Therefore, the NM/Airport Unit has implemented a centralised reporting process to
capture relevant airport strategic information and monitor airport operations and
planning. The process supports the early identification of mitigation actions aiming to
minimize any negative operational impact on the network in the short, medium and
long-term.
This process is supported by a secured web based tool, the Airport Corner, which
enables quick and easy information provision from key airport stakeholders. It
enforces coordination between local ANSPs and Airport Operators resulting in the
provision of a “coordinated airport view”.
Currently 102 European airports are contributing to the Airport Corner information
provision process.
The areas covered in the Airport Corner scope are:
 Current and forecast capacities
 Current capacity constraints
 Capacities under adverse conditions
 Traffic forecast
 Local plans impacting operations (2017-2037 – 20 years rolling plan) -
strategic to pre-tactical airports information provision supporting the airport
enhanced information exchange (refer to section 6.2.2.4 and 6.2.2.6)
 A-CDM implementation status
 Future plans about intermodality
 Environmental information
 Changes on opening hours (impacting demand and/or capacity)
 Adverse weather conditions impacting the airport and related procedures
 Diversion Capabilities (refer to section 6.2.2.4 and 6.2.2.6)
 TMA/Approach foreseen changes, CDO implementation status, separation
and spacing procedures and practices
 Traffic mix (flights and passengers), A380 current operations and plans
 Infrastructure services including runway usage, systems and CNS
information
 Civil-military coordination information and
 Local contact details.
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The provision of airport strategic information to the Network Manager is an evolving

process, and new information requirements are gradually (twice a year) implemented
to respond to the network needs.
NM/Airport Unit aims to work on the following objectives during the coming years:
 Expand the number of contributing airports. Other 22 additional airports will be
invited to join very soon.
 Enlarge the scope of information according to the Network Manager and airport’s
needs
 Continuous enhancement of the quality of the information in the tool by
optimizing the validation process
 Improve the provision of information to airlines via customized services. A
dedicated Airport Corner interface for airlines will be implemented in spring 2018
and is expected to add value in strategic and pre-tactical airline operations
planning.
 Further integration with EAD data (e.g. digital SNOWTAMs, NOTAMs, AIP, AIP
SUPs, airport charts)
The Airport Corner has evolved over the last 10 years and enriched with many new
features and capabilities to the end users. The initial application architecture is no
longer in line with current business requirements. Therefore, a refactoring project will
be initiated in 2019. Integration into the nConect framework (a Proof of Concept has
been already proposed and will be planned soon). This will include further integration
with the Network Events Tool.
6.2.2.6 Towards APOC and AOP-NOP Exchange

APOC and AOP-NOP exchange are concepts that emerged within SESAR. Their aim
is to facilitate and improve collaborative decision making and operational planning at
airports.
The APOC is the Airport Operations Centre, a community of airport stakeholders
consisting of, but not limited to, Airport Operator, local ANSP, Airlines and Ground
handlers, who manage the airport operations with a view to optimize performance on
a daily basis taking into account event reports or performance alerts.
The AOP is the Airport Operations Plan that reflects all data of the current
operational planning for the tactical and pre-tactical phase. The NOP in this case is
the equivalent on the Network Manager side. Data from AOP and NOP shall
complement each other by AOP-NOP automated exchange of information via
System Wide Information Management (SWIM).
The Network Manager will continue to initiate meetings for the exchange of
operational experience and information to address expected benefits for all parties.
The NM will also continue to advocate for local collaboration providing guidance
based on other airports’ use cases.
By 2019 the Network Manager expects APOCs or other formalized structures of
airport ground coordination to be implemented at 10 airports.
In the future this data exchange between the airports and NMOC will take place via
the AOP-NOP B2B link.
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Building on the work done in SESAR, a task force that concluded in 2016 provided a
list of prioritized data use cases which contain the data elements that will most
benefit the airport as well as the Network operations. The priority list is being used in
SESAR deployment. A first AOP-NOP Integration project started with Paris Charles
de Gaulle, Frankfurt and London Heathrow under the CEF4 2015 call of INEA5 to
implement the data exchange via NM B2B services. The NM is leading a second
AOP-NOP project under the CEF 2016 call including the following airports: Madrid
Barajas, Barcelona, Palma de Mallorca, Amsterdam Schiphol, Brussels and
Stockholm Arlanda.
The NM is leading a third AOP-NOP project proposal for the CEF 2017 with 7 more
airports as partners.
This work will be continued in the coming years while subsequent projects are being
set up to expand the AOP-NOP integration to other airports.
APOC or other forms of airport ground coordination and AOP-NOP exchange are two
essential elements for the ongoing integration of airports and the network. For this
reason the Network Manager will continue to focus on reinforcing collaboration
between the group of local stakeholders and NMOC.
6.2.3 Network Management Priorities and Plans for Individual Airports

As described in section 6.2.2.1.3 Monitoring “Airports Important to the Network”, the
Network Manager uses a well-established methodology to identify airports where
Network Manager joint activities may support the decrease of delays (e.g. airports
generating significant network delay over a 12-month period or on a seasonal basis).
In addition, as the Network Operations Plan looks not only at current operational
challenges, but also on the medium-term requirements for the network, the following
factors are also considered by the Network Manager when setting its priorities:
 Airports exposed to significant traffic increase, e.g. major upgrade of
infrastructure, tourism boom, permanent traffic transfer between airports, etc.
 Airports with strategic plans to become a hub
 Airports where major special events are foreseen
 Airports directly or indirectly impacted by crisis situation at certain regions
(ECAC or adjacent)
 Foreseen opening of new airports to be integrated into the Network.
This requires a continuous monitoring task during the entire period.

The Network Manager recommendations (planned or agreed actions) concerning the
improvement of operational performance at individual airports during the period
2018-2022 are described in Annex 6 Airports.
4
The Connecting Europe Facility (CEF) instrument contributes to the realisation of the
Trans-European Transport Network (TEN-T) by financing key projects to upgrade
infrastructure and remove existing bottlenecks whilst also promoting sustainable and
innovative mobility solutions. For more details refer to
https://ec.europa.eu/inea/en/connecting-europe-facility/cef-transport/cef-transport-projects.
5
The Innovation and Networks Executive Agency (INEA) is the successor organisation of
the Trans-European Transport Network Executive Agency (TEN-T EA), which was created by
the European Commission in 2006 to manage the technical and financial implementation of
its TEN-T programme. For more details refer to https://ec.europa.eu/inea/mission-objectives.
06/03/2018 172
In Annex 6, Airports, 61 airports are presented, those that fit in at least one of the
following criteria:
1. Top 20 airports for average daily traffic in 2017
2. Top 20 airports for average daily delay and top 20 airports for delay per flight
in 2017
3. Fully implemented A-CDM airports or where implementation is on-going
4. EUROCONTROL Member State’s main airport that regularly provides
information to the Network Manager via the Airport Corner process.
The list of 60 NOP highlighted airports and the criteria they fit in is shown below
Top 20
Top 20 EUROCONTROL
ranking for
ranking for member state's
ICAO average
Airport Name average A-CDM main a/p &
Code daily
daily delay regular
traffic in
in 2017 provision to NM
2017
EBBR Brussels 16 15 Implemented x
EDDB Berlin Schönefeld Implemented
EDDF Frankfurt 4 7 Implemented x
EDDH Hamburg Implemented
EDDL Dusseldorf 19 Implemented
EDDM Munich 6 Implemented
EDDS Stuttgart Implemented
EETN Tallinn x
EFHK Helsinki Implemented x
EGCC Manchester On Going
EGKK London Gatwick 10 5 Implemented
EGLL London Heathrow 3 4 Implemented x
EGSS London Stansted 16 On Going
EHAM Amsterdam Schiphol 1 1 On Going x
EIDW Dublin 18 On Going x
EKCH Copenhagen 12 Implemented x
ELLX Luxembourg x
ENBR Bergen On Going
ENGM Oslo Gardermoen 13 17 Implemented x
ENVA Trondheim On Going
ENZV Stavanger Sola On Going
EPWA Warsaw Chopin On Going x
ESSA Stockholm Arlanda 14 Implemented x
EVRA Riga x
EYVI Vilnius x
LATI Tirana x
LBSF Sofia x
LCLK Larnaca x
LEBL Barcelona 8 6 Implemented
LEMD Madrid Barajas 7 13 Implemented x
LEPA Palma De Mallorca 11 Implemented
LFLL Lyon Saint Exupery Implemented
LFMN Nice On Going
LFPB Paris Le Bourget 20
LFPG Paris Charles De Gaulle 2 19 Implemented x
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Top 20
Top 20 EUROCONTROL
ranking for
ranking for member state's
ICAO average
Airport Name average A-CDM main a/p &
Code daily
daily delay regular
traffic in
in 2017 provision to NM
2017
LFPO Paris Orly 17 10 Implemented
LGAV Athens On Going x
LGIR Iraklion 14
LHBP Budapest x
LIMC Milano Malpensa Implemented
LIML Milano Linate Implemented
LIPZ Venice Implemented
LIRF Rome Fiumicino 9 Implemented x
LIRN Napoli Capodichino On Going
LJLJ Ljubljana x
LKPR Prague Implemented x
LLBG Tel Aviv Ben Gurion 18 On Going
LMML Malta x
LOWW Vienna 15 12 On Going x
LPPT Lisbon 9 On Going x
LQSA Sarajevo x
LSGG Geneva Implemented
LSZH Zurich 11 8 Implemented x
LTBA Istanbul Ataturk 5 3 On Going x
LTFJ Istanbul Sabiha Gökcen 20 2
LUKK Kishinev x
LWSK Skopje x
LYBE Belgrade Nikola Tesla x
LYPG Podgorica x
UBBB Baku Heydar Aliyev x
UGTB Tbilisi x
6.2.4 Local Airport Capacity and Efficiency Enhancement Measures

At many airports there are local initiatives that affect the capacity and/or the
efficiency of airport operations. Airports are requested to regularly update the
Network Manager on local plans that may affect operations in the short, medium and
long term. This information is provided via the Airport Corner process (refer to
sections 6.2.2.5 and 6.2.2.6) and enables early identification of issues, so that
measures can be planned in due time.
This local airport information includes:
 New infrastructure changes
 Systems changes
 Operational procedures changes
 Maintenance work
 Planned equipment outage
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 TMA changes impacting the airport capacity

 Traffic switch between airports
 Training impacting staffing availability
 Foreseen lack of staff which may constrain capacity
 And any other capacity or efficiency enabler projects.
The description of each local plan of individual airports can be found in Annex 6
Airports.
An overview of airport local plans currently reported by airports for period 2018–2022
is shown below:
EUROPEAN NETWORK OPERATIONS PLAN 2018-2022 Owner: NMD/NOM/Airport Unit Last Update: 23/02/2017
Local plans for individual airports 2018 2019 2020 2021 2022
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q4 Q4 Q1 Q2 Q3 Q4
Alicante (LEAL) Spain
Construction of a new RET The start and end dates are not yet determined.
Amsterdam Schiphol (EHAM) The Netherlands
Heavy maintenance 18R/36L
Antalya (LTAI) Turkey
Closure of RWY, TWYs and ACFT Stands during certain periods
Barcelona (LEBL) Spain
New train project on terminal T1&T2
RWY 07L-25R closed due to tunnel construction works
Belgrade Nikola Tesla (LYBE) Serbia
New staff offices & GSE parking area block
Separation reduction
Bergamo (LIME) Italy
North Apron, taxiway W and apron taxiway Y extension
Berlin International (EDDB) Germany
New Berlin Brandenburg International Airport Expected in 2020.
Berlin Tegel (EDDT) Germany
New Berlin Brandenburg International Airport Expected in 2020.
Bilbao (LEBB) Spain
RWY 12/30 re-pavement
Bologna (LIPE) Italy
Runway maintenance September 2018
Budapest (LHBP) Hungary
Construction of Pier B connecting to Terminal 2B
ILS replacment 13L
Copenhagen (EKCH) Denmark
RWY 12/30 - Replacement of main drainage line.
Dublin (EIDW) Ireland
Construction of new parallel RWY 10L/28R Expected in 2021.
Rehabilitation and Enhancement of Runway 10/28 and Associated Taxiways.
UK/Ireland FAB project The start date is 31/03/2012. The end date is not yet determined.
Frankfurt Main (EDDF) Germany
Apron and Terminal 3 construction
Geneve (LSGG) Switzerland
Construction of new RET The start and end dates are not yet determined.
EBACE 2018
Geneva Car Show
Hamburg (EDDH) Germany
Apron 1 reconstruction - Phase 5
Ibiza (LEIB) Spain
Taxiways, Comercial Apron and new General Avation Apron works
Istanbul Ataturk (LTBA) Turkey
Bird detection radar installment
Istanbul Sabiha Gokcen (LTFJ) Turkey
New runway construction Expected in 2019.
Nightly runway maintenance/closure
Katowice Pyrzowice (EPKT) Poland
Construction of the A1 motorway west of the aerodrome (within the area of RWY 09 approach)
Koln Bonn (EDDK) Germany
Reconstruction RWY06/24 and Turning-Pad TWY B
Krakow (EPKK) Poland
LVP procedures not available
Taxiing with Follow Me
Holding point not visible from new TWR
New runway construction Expected in 2021.
Larnaca (LCLK) Cyprus
Runway 22/04 Closure
Leipzig (EDDP) Germany
RECAT-EU operations Expected as of 06/2018.
Independant parallel RWY operations Expected as of 01/2020.
Lisboa (LPPT) Portugal
Works for Taxiways S2, S3 and S4 improvement
Luxembourg (ELLX) Luxembourg
A-SMGCS installation The start date is 15/10/2012. The end date is not yet determined.
Malaga (LEMG) Spain
RWY 13/31 Works The start and end dates are not yet determined.
06/03/2018 175
EUROPEAN NETWORK OPERATIONS PLAN 2018-2022 Owner: NMD/NOM/Airport Unit Last Update: 23/02/2017
Local plans for individual airports 2018 2019 2020 2021 2022
Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q4 Q4 Q1 Q2 Q3 Q4
Malta Luqa (LMML) Malta
Implementation of RESAs on RWY 31/13 The start and end dates are not yet determined.
Terminal Reconfiguration
Manchester (EGCC) United Kingdom
Manchester Transformation Project - Phase 1 The start date is 17/04/2017. The end date is not yet determined.
Nice (LFMN) France
Runway closed for rolling
Oslo Gardermoen (ENGM) Norway
New Non-Schengen Terminal
Palma De Mallorca (LEPA) Spain
Apron B & C rebuilding works
New Sound Protective Barrier in the south runway
New holding points (H1-H2-H3) for RWY 24R_Phase 2
Paris Charles De Gaulle (LFPG) France
North East End-Around (perimeter)Taxiway construction
AGEN Area: 6 new aircraft stands
Changing ILSs RWYs 08R and 26L
Changing ILSs RWYs 09L and 27R
Changing ILSs RWYs 09R and 27L
Extension of TWY D to the east
RWY 09L/27R maintenance
SYSAT project
South-West End Around (perimeter) TWY The start and end dates are not yet determined.
Works related to the train tunnel underneath RWY 08R/26L
Change of ILS/LOC antenna
Paris Orly (LFPO) France
TWY works
Tower cab renovation
Porto (LPPR) Portugal
TWY F extension The start and end dates are not yet determined.
Praha Ruzyne (LKPR) Czech Republic
Construction of new RET
Rome Fiumicino (LIRF) Italy
Enhancement of airside stormwater drainage sys The start date is 02/10/2017. The end date is not yet determined.
Upgrading of Apron taxiway H,M,R,S,T
Tbilisi (UGTB) Georgia
Turn pad reconstruction
Tenerife Sur (GCTS) Spain
Apron surface renovation
Runway surface renovation
Thessaloniki (LGTS) Greece
WIP on manoeuvring area The start date is 22/11/2017. The end date is not yet determined.
Venice (LIPZ) Italy
Activation of Delivery position by ATC
MLAT The start and end dates are not yet determined.
Night planned maintenance
RWYs and TWYs maintenance
Vilnius (EYVI) Lithuania
Construction of a new TWY The start and end dates are not yet determined.
TWY F extension The start and end dates are not yet determined.
Vienna (LOWW) Austria
AMAN
Warszawa Chopin (EPWA) Poland
ILS RWY 33 downgraded
Zurich (LSZH) Switzerland
BR2014 - New Airport Operating Regulations
RECAT
The following airports which are part of the Airport Corner information provision process did not report any local plans in the period 2018-2022: Ankara, Athens, Baku, Bale/Mulhouse, Bari,
Bremen, Brussels, Cagliari, Gran Canaria, Hannover, Helsinki, Iraklion, Izmir, Kishinev, Ljubljana, London City, London Gatwick, London Heathrow, Madrid, Milano Linate, Milas Bodrum, Mugla
Dalaman, Munster, Napoli Capodichino, Palermo, Podgorica, Riga, Sarajevo, Skopje, Sofia, Stockholm Arlanda, Stuttgart, Tallinn, Tenerife Norte, Tirana, Tivat, Torino, Toulouse and Valencia.
The following airports reported local plans as confidential in the period 2018-2022: Bergamo, Catania, Dresden, Dusseldorf, Erfurt, Istanbul Ataturk, Koln/Bonn, Leipzig, London Luton, London
Stansted, Milano Malpensa, Munich, Oslo Gardermoen, Paris Charles De Gaulle, Saarbrucken, Venice and Zurich.
Legend (colouring and symbols): Local plan is active in this period.
Local plan start date is before 2018.
Local plan end date is after 2022.
The airport local plans for period beyond 2022 can be found in Annex 6, Airports (On
going & Planned Activities)6.
Latest updates from the airports are available any time via the public Airport Corner:
https://ext.eurocontrol.int/airport_corner_public/
6
For the 60 airports that fit in the criteria described in section 6.2.3.
06/032018 176
6.3. FAB integration into the Network planning process

The NM established a close cooperation with all the FABs from the start of the
development of their Feasibility Studies. This close cooperation enabled the
development of a number of harmonised operational projects with the potential to
contribute to future network performance, when implemented. They respond to the
requirements set forth in the Article 9a of the (EC) Reg. No 550/2004 specifically for
the FABs,. Namely, those requirements are:
 enable optimum use of airspace, taking into account air traffic flows;
 ensure consistency with the European route network established in
accordance with Article 6 of the airspace Regulation;
 ensure compatibility between the different airspace configurations, optimising,
inter alia, the current flight information regions;
 facilitate consistency with Community-wide performance targets.
Regulation (EC) No 677/2011 amended by IR (EU) No 970/2014, in particular
Articles 6, 8 and 10, sets a framework for an alignment of FAB operation plans with
the Network Operations Plan by ensuring the compatibility of the FAB – level
measures with those adopted, through the cooperative decision making process, at
the Network level.
Further to that, the Performance Scheme established by Commission Implementing
Regulation (EU) No 390/2013, requires that the Performance Plans for RP2 are
produced at FAB level. In addition, it requires [Article 6 (c)] that the NM:
shall support functional airspace blocks and their air navigation service providers in
reaching their performance targets during reference periods by ensuring consistency
between performance plans, the Network Strategy Plan and the Network Operations
Plan.
Even though the Network Manager had established cooperation with most of the
FABs, before the start of RP1, and included a FAB perspective in the operational
improvement planning processes during the RP1, this cooperation was intensified for
the preparation of the second reference period (RP2). The NM facilitates the
synchronisation between the FAB Performance Plans, the Network Strategy Plan
and the Network Operations Plan, including the European Route Network
Improvement Plan – Part 2 – ARN Version 2018/19-2022.
The NM capacity planning process has involved FABs by organising combined
capacity planning meetings at FAB level, or by having FAB representative participate
in bi-lateral capacity planning meetings for the FAB concerned.
Particular attention was also paid for the environment / flight efficiency improvement
planning that is treated in more detail in the ERNIP Part 2 – ARN Version 2018/19-
2022.
The FABs, depending on the level of their maturity, have developed inter FAB
planning processes to facilitate various improvement projects. So far the FAB
planning processes have identified areas for improvements and links with the
Network Strategy Plan. The links with the Network Strategy Plan are reflected in the
individual ACC Plans of this NOP or in the ERNIP Part 2 – ARN Version 2018/19-
2022.
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FAB 2018 2019 2020 2021 2022

BALTIC
FRA Implementation in BALTIC FAB by Poland and Lithuania
Possible cross border FRA by Poland
BLUE MED
FRA Cyprus, implementation of DCTs and FRA
FRA Malta Phase II & III
Greece stepped implementation of FRA
FRA implementation Program Italy
Italy airspace assessment and improvement meassures
DANUBE
Full FRA stepped implementation in Romania
Full FRA stepped implementation in Bulgaria
Airspace modifications at interface with Turkey, new Istanbul airport
DK-SE
ATS route network improvements and FRA sectorisation
FRA usage optimisation when military areas are active

Improved ATFCM, occupancy counts
FAB CE
Enhanced sectorisation in Austria as per FAB CE Airspace Plan

Stepwise cross border FRA and SECSI FRA applications by Austria
SECSI FRA by BH
FAB CE FRA by BH
Cross border FRA evolutions by BH
Cross border FRA evolutions by Croatia
FAB CE full FRA by Croatia
Integration of Zagreb FIR TMAs in the network via FAB CE concept of seamless
operations
Enhanced sectorisation in Croatia as per FAB CE Airspace Plan
Full FRA by Czech R.
FRA gradual implementation for FAB CE by Slovak R.
SEENFRA implementation by Slovak R.

Enhanced sectorisation in Slovak R. as per FAB CE Airspace Plan
FRA gradual implementation for FAB CE by Slovenia
SAXFRA, SECSI FRA by Slovenia

FABEC
FRA implementation by French ACCs
FABEC XMAN implementation in Bordeaux
FRA implementation by German ACCs
FABEC ATFCM/ASM Step 2 by Switzerland
FRA Switzerland
NE FAB
Cross-border sectorisation Estonia-Finland
SW
FRA Lisabon-Madrid-Brest
FRA extension to St. Maria FIR
SW FAB/FABEC Marseille interface including LUMAS
Partial implementation of FRA based on DCTs by Barcelona, Madrid and Sevilla
UK-IRELAND
FRA for upper airspace by London ACC

FRA for upper airspace by Scottish ACC
UK-Ireland FAB airspace initiatives
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6.4. Safety
ANSPs are responsible for safety at the local level. Nevertheless, to achieve the
harmonised approach to tackling new safety risks, the Network Manager, in
conjunction with other stakeholder groups, will develop and maintain a Network
Manager Top 5 Operational safety priority register. This will include a number of
European-level risk reduction action plans covering level busts; a new airside safety
initiative (including runway incursions and excursions; air ground communications;
and airspace infringements).
The Network safety benefits accrue through the implementation of the plans at local
level. Some but not all European Action plans are associated with a multi-national
European ATM Master Plan Level 3 (formerly ‘ESSIP’) Implementation Plan
objective which sets out the implementation timeframe for all the stakeholders
involved. The Network Manager monitors the implementation progress and provides
implementation support.
6.5. Relationship with ‘Third Countries’

In the context of the Network Manager Implementing Regulation, ‘Third Countries’
are non-EU States that are either members of EUROCONTROL, or that have
concluded an agreement with the EU on the implementation of SES, or that
participate in a FAB.
Many of these States are members of EUROCONTROL, thus have already been
involved in and are committed to the activities directly related to meeting the EU-wide
The relationship with these States and their contribution to the Network Operations
planning process are embedded in the working arrangements of the Network
Manager. All these States are represented in the airspace design enhancement and
air traffic flow and capacity management processes.
The operational planning processes, including airspace design and capacity
planning, already involves all the EUROCONTROL Member States and many of
those adjacent. Acceptance of the designation of the EUROCONTROL Organisation
as the Network Manager means that the conditions for the exercise of the function
will, in principle, apply to the full EUROCONTROL membership.
Network management activities are not confined by the NM geographical borders
and the Network Manager will work with the operational stakeholders in the areas
interfacing the European airspace, to ensure that they do not experience capacity
shortfalls due to incompatibility of systems and procedures with the adjacent ANSPs.
To this end, EUROCONTROL/Network Manager has undertaken a series of activities
to reinforce cooperation with the North African and Middle East states in the areas of
airspace and route network enhancements, capacity determinations and ATFM.
Most of the adjacent ANSPs have already established operational relations with
Network ATFM Operations (Iceland, Belarus, Russian Federation, Lebanon, Egypt,
Morocco and Israel).
The European Aeronautical Information System Database (EAD), as a supporting
function of Network Manager, is a centralised repository of worldwide NOTAM
information, ECAC AIP documents library and quality assured AIP data in AIXM 4.5
& 5.1 format. In addition to all EUROCONTROL Member States, who are all
participating as Data Providers (DP), currently also Azerbaijan, Belarus, Canada,
Jordan, Kazakhstan, Kyrgyzstan, New Zealand, Taiwan and the Philippines are
connected as Data Providers. In addition, it is currently anticipated that also Egypt,
Israel, Japan, Kuwait, Morocco, Qatar, South Africa, South Korea, Tajikistan, the
United States of America and Uzbekistan will connect to the EAD in the future.
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6.6. Relationship with ICAO

The relationship with ICAO covers two fields: a) participating in work of specific
groups that have significant relevance to the functions of the Network Management;
and b) coordinating proposals for amendments to the ICAO document relevant to the
European Network Management functions.
The NM is participating in the following main working arrangements being part of
European Air Navigation Planning Group (EANPG):
o RDGE – Route Network Development Group - East;
o ATMGE – ATM Group – East;
o AWOG – All Weather Operations Group;
o FMG – Frequency Management Group;
o COG – EANPG Programme Coordinating Group;
o BSTF – Black Sea Task Force.
o AIRARDTF – Advanced Inter-Regional ATS Route Development Task Force;
o ICARD 5LNC TF – ICAO EUR/NAT Regional Database_5 Letter Name Code
Task Force
The coordination of the proposals for amendment focuses on the documents with the
relevance to the European network, such as:
o Regional Supplementary procedures – Doc.7030
o Air Traffic Management – Doc. 4444
o Airport Planning Manual – Doc. 9184
o European Air Navigation Plan – Doc. 7544
The Network Manager also participates in the preparation of the 13th Air Navigation
Conference planned to take place in October 2018 and in the ICAO Global Air
Navigation Plan (GANP) Multidisciplinary Vision Team.
The NM is using applications developed and managed by ICAO, such as ICARD
(International Codes and Route Designators), and SAFIRE (Spectrum and
Frequency Information Resource) in the execution of some of the functions. ICAO is
using the ERNIP Database to ensure coherent airspace planning at the interfaces.
The Network Manager also follows the European Regional Aviation Safety Group
(RASG-EUR). The annual SMS Standard of Excellence measurement conducted by
EUROCONTROL/CANSO on behalf of ICAO for the EUR Region is presented to the
EUR-RASG and COG.
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7. Special Events
7.1. Overview of Special Events with significant ATM impact
Major projects and special events pose a significant challenge to the smooth
operation of ATM in Europe. A high level of cooperation and preparation at ATM
network level is essential, starting with the medium term, annual and seasonal
planning phases, through to tactical operations. An integrated planning,
encompassing all phases, will be in place to ensure that operational performance is
maintained at acceptable levels. In some cases changes to the transition plans or to
the implementation period may be negotiated.
The following steps are followed in this planning process:
 Early notification
There is a need for an early notification, coordination and preparation of such events.
The ANSPs are requested to regularly update the NM on any events that may affect
normal operations in the short, medium and long term as soon as an event becomes
known. More emphasis is put on the development of rigorous capacity plans and on
the development of an efficient early notification process, in a partnership approach
between the NM and the ANSPs.
 Impact analysis
This requires full commitment from all the ANSPs on the provision of advanced
detailed information on the special events, the phases throughout their lifecycle and
the transition to the normal operations.
The main aim is to limit the impact on Network performance of all special events to
the largest extent possible.
 ANSP to work together and with the Network Manager to mitigate the impact,
including the FABs
The Network Manager supports ANSPs involved in the implementation of these
major projects and special events, in terms of simulation, coordination, technical
expertise, airspace & capacity planning, and ATFCM during the transition period, and
the full involvement and cooperation of all ATM operational stakeholders is essential.
 Synchronisation
This enables a full awareness of all the network operational stakeholders, improved
planning and management and de-confliction of the implementation of different
projects, the identification of temporary bottlenecks and of agreed mitigation actions
at network and local level. As a result, more accurate network and local plans will be
developed.
Airports
Special events may significantly influence normal airport operations. Airports are
requested to regularly update the Network Manager on any events that may affect
airport operations in the short, medium and long term as soon as an event is known.
A description of the special events impacting each individual airport can be found in
the Annex 6 including a description of the expected operational impact of a special
event (e.g. high increase in demand, impact of General Aviation (GA), partial closure
of the airport, temporary traffic transfer).
Special events expected in the short-term (in the next 6 months) are regularly
followed up by a multi-disciplinary team of NM experts. The aim is to enforce early
notification of any relevant special event, enabling identification of potential network
impact, so that the necessary measures can be identified through Cooperative
Decision Making and planned in due time, minimising the impact to the network.
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7.2. Individual Special Events and their handling from a network

perspective
The Network Manager recognises two types of special events:
 Special events where traffic demand is increased or where traffic flows are
shifted for a period due to an external event, for example sports games, etc.
 Special events which could lead to a temporary reduction of capacity and that
may require mitigation measures agreed in a partnership approach at Network
level. Examples of such events are: implementation of new ATM system, move to
new ACC Ops room, major airspace reorganisation, opening of new airports, etc.
The Network Manager has developed the Transition Plan for major projects in
Europe, a document which describes the processes, the activities, the plans and
measures that will be applied by the NM and the operational stakeholders, to
minimise the impact on the network performance caused by major airspace or ATM
system improvement projects. The Transition Plan is a living document that forms
part of the NOP and is accessible via the Network Operations Portal. The current
version of the Transition Plan and the corresponding Roadmap are also available on
the OneSky Teams, Capacity Planning Sub-Group (CAPLANSG) portlet.
The Network Manager provides operational and technical expertise to model and
simulate the demand and different traffic patterns for each special event, to enable
ANSPs to optimally configure their airspace and to identify and develop, as far in
advance as possible, strategic ATFCM measures that could be implemented to
mitigate any problems. Initially identified measures are further developed,
coordinated via well developed CDM processes, validated and implemented during
the strategic, pre-tactical, and tactical ATFCM phases.
A number of ANSPs are implementing new or upgraded ATM systems and/or a
major airspace reorganisation. Temporary reductions in capacity are planned for and
managed accordingly, with the Network Management function in a coordinating role
to ensure full awareness and facilitate a coherent preparation by the States
concerned, their neighbours, the airspace users and the Network Manager.
Special events are shown in the Network Operations Portal calendar (Network
Events portlet). Detailed descriptions, including foreseen measures for each event
are published and updated in the portlet.
A number of special events (new ATM systems, ops rooms, airspace reorganisation
projects, new airports, etc.) are scheduled for the period 2018 until the end of 2022
(See Annex 4 for details). These will need careful planning and coordination by the
Network Manager to avoid severe network disruptions.
 Austria – Vienna ACC – Full FABCE cross-border SECSI FRA application (2018)
 Belgium – Brussels ACC – CANAC2 HW upgrade (2018)
 Bosnia and Herzegovina – BH ACC - Changes to the area of responsibility
between BH ACCs and Zagreb (2019/2020)
 Croatia – Zagreb ACC – Changes to the area of responsibility between Zagreb
and BH ACCs (2019/2020), Cross-border FRA (2018), ATM system upgrades
(2021), Full FRA implementation (2020)
 Cyprus – Nicosia ACC – Transition to new ACC building and migration to new
ATM system (2019/2020)
 Czech Republic – Prague ACC – Airspace reorganisation with three additional
sectors and training (2019/2020), Training and implementation of a new ATM
system (2020/2021), Full FRA training and implementation (2021/2022)
 France
o Bordeaux ACC – Training for 4Flight ATM system (2022)
o Brest ACC – Training for 4Flight ATM system (2022)
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o Marseille ACC – 4Flight ATM system training and implementation (2018-

2021)
o Paris ACC – 4Flight ATM system training (2021/2022)
o Reims ACC – 4Flight ATM system training and implementation (2018-
2021)
 FYROM – Skopje ACC – New ATM system implementation (2019)
 Georgia – Tbilisi ACC – Implementation of a new ATM system (2018/2019)
 Germany
o Bremen ACC – ACC airspace adaptations for the new Berlin airport
(2020); New airspace structure in the ACC’s AoR (2020); iCAS ATM
system (2021/2022)
o Karlsruhe ACC – ACC airspace adaptations for the new Berlin airport
(2020); New ATM system iCAS Phase II (2021)
o Langen ACC – New SF concept (2018-2021), PSS SF01 implementation
(2022), iCAS (2022)
o Munich ACC - iCAS Phase II (2020/21)
 Greece – Athinai and Makedonia ACCs – ATM system upgrades and new
system implementation (2018; 2021), VCS (2020), and DMAN for ATH
 Ireland - Dublin ACC –ATM system upgrade and new TWR (2020), Airspace
adaptation to the new runway (2021)
 Italy – Brindisi ACC – 4Flight system implementation (2019)
 Lithuania – Vilnius ACC – New ATM system and new ACC (2018/2019)
 Norway – Oslo and Stavanger ACCs – New ATM system (2019/2020)
 Poland – Warszawa ACC – Additional layer (2019/2020)
 Portugal – Lisbon ACC – new ATM system (2020/2021)
 Romania – Bucharest ACC – New ATM system (2018)
 Spain – Madrid ACC – Training and implementation of BAMBI interface (2018)
 Switzerland – Geneva and Zurich ACCs – Virtual center implementation (2018-
2022), FRA CH in LSAG (2021)
 Turkey - Ankara ACC – Airspace adaptations to the phased implementation of
new Istanbul airport (2018-2022)
 Ukraine – Odesa ACC – New ATM system implementation (2018/2019)
 UK
o London ACC – Implementation iTEC (2020), transition to new CWPs
(2020/2021)
o London TC – EXCDS (2018), Introduction of iTEC and transition to new
CWPs (2020/2021)
o Prestwick ACC – Implementation of FRA in the upper airspace (2019), PC
lower airspace, phases 1 to 4 (2018/2020).
New airports 2018-2022

 New Istanbul International airport – expected in October 2018
 New Berlin International airport – expected in 2020
 New Lisbon airport (MONTIJO) – expected in 2020
 Scandinavian Mountains Airport (Sälen Trysil) – expected in 2019.
New runways 2018-2022

 Istanbul Sabiha Gökcen - of independent parallel RWY and new ground
infrastructure planned in 2019
 Dublin airport – new parallel runway planned for 2021
 Krakow Airport – new RWY planned in 2021.
A detailed plan for the mentioned projects with a distinctive transition to operation
phase will be described in the Transition Plan for major projects in Europe for
autumn/winter/spring 2018/2019 and subsequent editions for the following seasons.
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The map below presents ACCs scheduled to undertake major projects for the
forthcoming 2018/2019 season. Projects planned for the first half of 2018 are not
presented on the map.
The following maps present planned major projects across ECAC for the period
between 2018 and 2022. The planning process is continuous, and more projects are
expected to be scheduled especially during the second half of the NOP reference
period (2019-2022).
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14/02/2018 185
7.3. Major Military Exercises

Military exercises/activities requiring a special reservation/segregation of airspace
may have significant impact on the available routes and capacity within the European
ATM network. However, by early notification of such events, advanced assessment
of the likely impact, and collaborative planning to define the appropriate ATFCM
measures, such events can be accommodated while minimising the effects on other
airspace users.
As they are a major actor in the ATM environment, Military Authorities are requested
to participate in the NOP by providing information on military exercises or major flight
activities having an impact on the route network structure and its best use. By this,
the Military community will further contribute to the overall ATM progress and at the
same time benefit from the increased visibility given to the need of airspace for
Military operations.
National Military representatives at the MILHAG (Military Harmonisation Group)
meeting held on 5th October 2006 agreed to support the Military participation in the
NOP. Participating States nominated their point of contact responsible for the
provision of required data. MILO has been nominated within
EUROCONTROL/NMOC as central point of contact, responsible for the
establishment and the management of data collection procedures and the
coordination with the NOP management.
A procedure to collect information on Military activities requiring airspace
reservation/segregation affecting the route network structure was established in
order to obtain and update relevant data.
14/02/2018 186
More specifically, a two-phase data collection process was agreed:

• Initial notification of the yearly plan for Military exercises/activities.
• Notification of official publication (AIP/NOTAM), including any additional
information (e.g restrictions implemented, traffic analysis, ect)
Details on all information received to date concerning major military exercises,
covering the period for the current year, are published, updated, and accessible on
the EUROCONTROL Network Manager Operations Portal (NOP) through Network
Events Portlet.
(https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html)
CMC Point of Contact:
MILO (Military Liaison Officer) Cell

Phone: +32 2 7299844
Fax: +32 2 7293008
E-mail: nm.milo@eurocontrol.int
14/02/2018 187
8. Military Airspace Requirements

Military needs have to be safeguarded, and the airspace design process shall take
into account the requirement to conduct military operations and exercises. To
optimise mission effectiveness, the reserved airspace should ideally be situated in
close vicinity to the respective airbases.
Similar to the development of multiple route options within the ATS route network,
there is also an equivalent military requirement to develop a set of pre-defined
multiple airspace options for temporary use. The modularity of restricted/reserved
areas in combination with an appropriate CDR network and or dynamic sector
configurations, more relevant in free route environment, allows for military needs to
be met, while at the same time accommodating civil operations.
In order to achieve this goal, the design solutions should be supported by adequate
process and procedures promoting an enhanced CDM process among different
partners able to balance civil and military demands, exploiting the airspace
availability as well as ATM capacity for all airspace users.
This combination of design and process/procedures should ensure the satisfaction of
military requirements, specifically:
• Freedom to operate in all weather conditions in all areas of the European
airspace;
• Special handling, in particular for priority flights and for time-critical missions,
but also for military aircraft not fully equipped to the civil standard;
• The possibility of operating uncontrolled VFR flights;
• Temporary airspace reservations (TRA/TSA), situated as close as practicable
to the appropriate operating airfield;
• Airspace restrictions for non-flight-related activities;
• A more dynamic airspace allocation system with enhanced FUA application.
The implementation of a transparent process, supported by commonly agreed
performance targets and monitoring scheme, is a key enabler. Therefore it is
essential to ensure military involvement from the beginning. This is particularly
relevant for the activities of the Network Manager, namely in the definition of the
Network Strategy Plan, the Network Operations Plan (NOP) and the more specific
European Route Network Improvement Plan (ERNIP).
Civil/military coordination and cooperation shall be based on a seamless CDM
process, starting from the capture of military airspace requirements for the definition
and management of Airspace Configurations, supported by a continuous sharing of
information among all ATM partners.
The introduction of the “rolling NOP” will allow for changes to airspace to be
uploaded and shared with users in real-time. It provides the processes and
procedures required to improve the dynamicity of the current process in order to
achieve a continuous updating of the airspace status. Interfaces to local systems
have already been developed and validated to support rolling NOP functionalities.
Support will be given to the civil and military stakeholders in deploying and
implementation of interoperable support systems.
The rolling NOP should be based on clear agreed performance of flexible use of
airspace application in order to increase capacity and flight efficiency with due regard
to military mission effectiveness.
A systematic and organised collection of military airspace requirements will
significantly contribute to improved airspace utilisation by both civil and military
users. Default days/times of availability, ad hoc requests for unplanned use of
14/02/2018 188
reserved airspace and release of such reserved airspace when not used are among
the data that needs to be provided.
To reflect the rolling nature of the NOP, data needs to be provided on an annual as
well as monthly/weekly and daily basis. On an annual basis, military airspace
requirements refers to expected use of the different parts of reserved airspaces
under their jurisdiction, plus any major activities that may require additional reserved
airspaces.
It is expected that the annual plan will be updated on a monthly/weekly basis,
providing a much more stable picture of greater granularity for the pre-tactical
planning of the network.
On a daily basis, data concerning actual use of reserved airspace needs to be
shared, as well as any ad hoc requests for unplanned use of reserved airspace. This
information of airspace status is currently provided according to defined regular
snapshots. A gradual evolution towards a continuous exchange of information
whenever required is foreseen; validation activities are planned.
8.1. Airspace Availability

8.1.1 Strategic Activities
Focusing on strategic activities, the major areas where the CDM process is expected
to enhance civil/military coordination are:
 Revision of existing areas
 Large scale exercises
 New areas.
New aircraft generation, new weapon systems, the introduction of new concepts (e.g.
free routes) are all elements which should be considered for a revision of current
airspace structures. This revision should also consider major traffic flows in order to
balance civil/military requirements.
Quantification of the amount of airspace in volume and time required to satisfy
training requirements is also relevant to weight the impact of areas vs traffic demand.
Where civil/military interests coincide, the recommendation is to exploit the
introduction of modularity of the areas with adequate associated CDR network or
way points for free route in order to improve the options available for coordination at
pre-tactical and tactical level. It is also highly recommended to investigate the
possibility to establish CBAs, wherever feasible, in order to enhance the variety of
options for coordination.
This process involves national authorities, at local and/or FAB level. The NM
provides information regarding the major traffic flows, including major axis,
quantification of traffic involved and peak hours. All this information is used to
support the design as well as to establish at strategic level major priority rules, even
across States, to be used at pre-tactical and tactical level (e.g. consider peak hours
avoiding the contemporary allocation of certain areas, etc).
Based on the above mentioned principles, the establishment of areas for large scale
exercises/special events considers a CDM process to coordinate with adjacent
centres, ideally at FAB level, as well as with NM in order to verify the impact on the
major traffic flows; again, this coordination should provide indication for the design as
well as for the rules to be used for the utilisation. The application of FUA principles is
highly recommended in order to improve the flexibility and to achieve a more efficient
use of the airspace.
14/02/2018 189
The establishment of new areas considers the same principles promoting

international coordination, whenever impact on major traffic flows is foreseen.
The involvement of international working arrangements, at FAB or network level is
highly recommended to support the final decision that remains a national
responsibility.
All the decisions resulting from the CDM process are used to populate the Network
Operations Plan, in the different phases of the process.
To ensure this, the military authorities from each of the member states are requested
to provide the following information:
 Areas description, including large scale exercises
 Foreseen time occupancy on yearly/monthly/weekly or ad hoc basis
 Wherever possible the above mentioned information should consider the
modularity of the areas
 Whether FUA process is applied.
8.1.2 Pre-tactical and Tactical Activities
The pre-tactical process starts at D-6, providing a fine tuning of military plans in
terms of foreseen occupancy of the areas (Time and volume), finalised at D-1 with
the EAUP publication.
The application of coordinated priority rules as well as the provision of acceptable

options from the military authorities is strongly recommended in order to promote the
CDM process at pre-tactical level. More specifically, the identification of time and/or
vertical buffers, different modularity and/or alternate areas considered feasible to
satisfy the mission requirements will facilitate the coordination among the different
partners to accommodate the military requests with solutions minimising the impact
on civil traffic flows.
After the EAUP publication, a dynamic pre-tactical process is ensured through the
rolling UUPs that will support the fine tuning of the plans during the D-OPS, granting
the full utilisation of airspace in case of release as well as to satisfy ad hoc requests.
In specific, procedure 3 enables the military to ask for additional booking of airspace
as part of UUP process to provide a minimum of 3 hour notice of activation of
airspace. Procedure 3 enables a more accurate prediction of the weather, aircraft
serviceability, crew availability, and the training requirement that would previously
have required airspace to have been booked at D-1 in case it was needed; moreover
it will contribute to avoiding overbooking therefore will provide increased availability
of CDRs as well as airspace volumes in FRA. The sharing of information among all
interested partners is essential to support coordination for a most efficient airspace
utilisation. The involvement of the network manager is required to provide feedback
to local/FAB units in order to support them for the final decisions. It’s enhanced
implementation with rolling UUP snapshots every 30 minutes provide high degree of
flexibility to manage any ad hoc request.
Coordination with ATFCM components is required to exploit capacity resources and

to evaluate properly the impact of new requests.
The rolling UUPs provides up to date information to the NOP, allowing the users to
update their flight plans accordingly.
All changes are uploaded in the NOP via appropriate tools, in order to provide real
time information to the users.
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Different means of notification (e.g. NOP portal, B2B, data-link, etc) are utilised to
ensure adequate information to all relevant stakeholders.
The UUP process supports a more dynamic pre-tactical management, closer to the
time of operation. Nevertheless, the tactical management remains still relevant to
accommodate the last minute changes, able to improve ATC operations.
Tactical ASM Level 3 consists of the real-time activation, deactivation or reallocation

of the airspace allocated at ASM Level 2 and the resolution of specific airspace
problems and/or traffic situations between civil and military ATS units, controllers
and/or controlling military units as appropriate.
The real time access to all necessary flight data, including controller’s intentions, with
or without system support, permits the optimised use of airspace and reduces the
need to segregate airspace.
Adequate real time coordination facilities and procedures are required to fully exploit
the FUA Concept at ASM Levels 1 and 2. Flexibility in the use of airspace is
enhanced by real-time civil/military coordination capability. This flexibility depends on
the potential offered by the joint use of airspace by civil and military traffic. Most
available Local ASM tools already offer functionalities to manage real-time airspace
status and coordinate airspace activations and deactivations in a highly flexible
manner. Implementation options range from supervisor-supervisor coordination to
system interfaces between ASM Tool and ATC System, making the availability of
airspace accessible directly on the controller working position.
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9. Forecast of Network Operational Performance

In 2017, the daily traffic increased by 4.4% at European level, and up to 10% in
many ACCs. The crisis situation persisting and further evolving led to significant
shifts of flows among the ACCs and may further develop during the next summer
seasons. Different routing options have been considered for future capacity
requirements, and it is recommended to take into account the most demanding
routing scenario for planning.
The high demand on busy sectors during peak hours is maintaining high pressure on
all parts of the ATM system. This confirms the need by all ANSPs to fully realise
existing capacity plans, upgraded if necessary, and to ensure that sufficient
controllers will be available to open optimum configurations. The current NOP
indicates that slowing recruitment of controllers and the postponement of major
projects are likely to persist having an adverse effect on network performance for the
major part of the current planning cycle.
The following paragraphs give an outlook of the expected performance of the
European en-route ATM network for the period 2018-2022. This prognosis is based
on current capacity plans and the February 2018 EUROCONTROL Network
Manager Seven-Year Forecast of traffic demand. It is the result of simulations
performed with the tools used in the capacity planning process, combined with
operational analysis made by the Network Manager Operations Planning Unit.
Different routing scenarios have been taken into account.
The outlook is based on the responses received from DFS, MUAC, NAV Portugal,
ANS Czech Republic, Cyprus DCA and DSNA to the letters sent by Director Network
Manager on 30 April 2018.
The network and local environment/flight efficiency performance targets and forecast
and their analysis are addressed in ERNIP Part 2-ARN Version 2018-2019/22.
9.1. 2018-2022 Delay Forecast

9.1.1 Delay Forecast at Network level
The following table and graph present the delay forecast and targets for the period
2018-2019/22. The delay forecast is based on capacity plans agreed with all ANSPs
during the period November 2017 – July 2018, on the February 2018
EUROCONTROL Network Manager Seven-Year Forecast of traffic demand and on
the responses received from DFS, MUAC, NAV Portugal, ANS Czech Republic,
Cyprus DCA and DSNA to the letters sent by Director Network Manager on 30 April
2018.
Note: The delay forecast below has been updated compared to the previous
version of the Network Operations Plan to include statistical weather data at
local level based on the updated situation for the year 2018. It therefore covers
statistical three-years data for 2016-2017-2018. It excludes delays for
disruptions such as industrial actions and technical failures.
03/07/2018 192
Delay Target Delay Forecast

Full Year Full Year
(min/flight) (min/flight)
2018 0.5 1.10
2019 0.5 0.94
2020 N/A 0.98
2021 N/A 0.84
2022 N/A 0.76
Note: The delay forecast excludes delays for disruptions such as industrial
actions and technical failures.
Delay Forecast
Full Year with estimations of
Delay Target
industrial actions and technical
Full Year
failures included at a statistical
(min/flight)
level of 0.25 minutes per flight
(min/flight)
2018 0.5 1.35
2019 0.5 1.19
2020 N/A 1.23
2021 N/A 1.09
2022 N/A 1.01
Yearly en-route delay forecast

1,60
Industrial actions and technical failures at a
statistical level of 0.1 min/flight
1,40 Delay forecast
Delay target
1,20
1,00
0,80
0,60
0,40
0,20
0,00
2018 2019 2020 2021 2022
The delay forecast for the period 2018-2019 shows that the target is not expected to
be met any year of the RP2.
03/07/2018 193
9.1.2 Delay Forecast at FAB level

The following table is presenting the delay forecast and the delay reference values
for all the FABs, based on the capacity plans agreed with all ANSPs during the
period November 2017 – July 2018, on the February 2018 EUROCONTROL Network
Manager Seven-Year Forecast of traffic demand and on the responses received from
DFS, MUAC, NAV Portugal, ANS Czech Republic, Cyprus DCA and DSNA to the
letters sent by Director Network Manager on 30 April 2018.
 FABs expected to meet the reference values:

- Baltic – 2018 and 2019
- Denmark/Sweden – 2018 and 2019
- Danube – 2018 and 2019
- FABCE – 2018 and 2019 (additional weather effects included due to 2018
situation)
- NEFAB – 2018 and 2019
- Southwest – 2018 and 2019
- UK/Ireland – 2018 and 2019
 FABs expected to be close to the reference values:
- Bluemed – 2018 and 2019
 FABs not expected to meet the reference values:
- FABEC – 2018 and 2019
03/07/2018 194
Delays in min/flight 2018 2019 2020 2021 2022
BALTIC
Reference value
Full Year 0.22 0.22 N/A N/A N/A
Delay Forecast
Full Year 0.15 0.13 0.14 0.18 0.24
BLUEMED
Reference value
Delay Forecast
Full Year 0.24 0.25 0.26 0.25 0.20
DENMARK / SWEDEN
Reference value
Delay Forecast
Full Year 0.03 0.04 0.04 0.06 0.07
DANUBE
Reference value
Delay Forecast
Full Year 0.02 0.01 0.01 0.01 0.01
FABCE
Reference value
0.32 0.32 0.33 0.35 0.35
Delay Forecast
Full Year (weather (weather (weather (weather (weather
effects) effects) effects) effects) effects)
FABEC
Reference value
Delay Forecast
Full Year 1.51 1.25 1.31 1.06 0.95
NEFAB
Reference value
Delay Forecast
Full Year 0.02 0.02 0.03 0.02 0.02
SOUTHWEST
Reference value
0.33 0.30
Delay Forecast
Full Year (weather (weather
effects) effects) 0.30 0.30 0.24
UK / IRELAND
Reference value
Delay Forecast
Full Year 0.21 0.18 0.17 0.14 0.13
03/07/2018 195
9.1.3 Delay Forecast at ANSP level

The following table is presenting the delay forecast and the delay reference values
for all the ANSPs, based on the capacity plans agreed with all ANSPs during the
period November 2017 – July 2018, on the February 2018 EUROCONTROL Network
Manager Seven-Year Forecast of traffic demand and on the responses received from
DFS, MUAC, NAV Portugal, ANS Czech Republic, Cyprus DCA and DSNA to the
letters sent by Director Network Manager on 30 April 2018.
2018 2019 2020 2021 2022
Reference value 0,08 0,10 N/A N/A N/A
BELGOCONTROL
Delay forecast 0,19 0,17 0,16 0,18 0,20
DFS
Delay forecast 1,25 1,21 1,22 0,85 0,73
EUROCONTROL
Delay forecast 1,23 1,08 0,97 0,68 0,59
EANS
Delay forecast 0,02 0,02 0,02 0,02 0,02
FINAVIA
Delay forecast 0,01 0,01 0,01 0,01 0,01
NATS
Delay forecast 0,21 0,18 0,17 0,14 0,14
LVNL
Delay forecast 0,13 0,13 0,14 0,16 0,17
IAA
Delay forecast 0,01 0,01 0,01 0,01 0,01
NAVIAIR
Delay forecast 0,01 0,01 0,01 0,01 0,01
AVINOR
Delay forecast 0,02 0,02 0,04 0,02 0,02
PANSA
Delay forecast 0,17 0,14 0,15 0,20 0,26
LFV
Delay forecast 0,04 0,05 0,06 0,08 0,09
LGS
Delay forecast 0,01 0,01 0,01 0,01 0,01
ORO NAVIGACIJA
Delay forecast 0,01 0,02 0,01 0,01 0,01
ALBCONTROL
Delay forecast 0,01 0,01 0,01 0,02 0,02
BULATSA
Delay forecast 0,01 0,01 0,01 0,01 0,01
CYPRUS DCA
Delay forecast 1,02 1,17 1,30 1,16 0,95
CROATIA CONTROL
Delay forecast 0,25 0,25 0,28 0,27 0,25
ENAIRE
Delay forecast 0,31 0,28 0,28 0,28 0,28
DSNA
Delay forecast 0,78 0,39 0,53 0,54 0,43
HCAA
Delay forecast 0,28 0,22 0,18 0,18 0,15
HUNGAROCONTROL
Delay forecast 0,07 0,07 0,07 0,07 0,07
ENAV
Delay forecast 0,01 0,01 0,01 0,01 0,01
03/07/2018 196
2018 2019 2020 2021 2022

SLOVENIA CONTROL
Delay forecast 0,02 0,03 0,03 0,03 0,03
ANS CZECH REPUBLIC
Delay forecast 0,16 0,16 0,16 0,18 0,16
MATS
Delay forecast 0,01 0,01 0,01 0,01 0,01
AUSTRO CONTROL
Delay forecast 0,32 0,32 0,31 0,31 0,30
NAV PORTUGAL
Delay forecast 0,12 0,12 0,10 0,10 0,10
BHANSA
Delay forecast 0,01 0,01 0,01 0,01 0,01
ROMATSA
Delay forecast 0,01 0,01 0,01 0,01 0,01
SKYGUIDE
Delay forecast 0,33 0,35 0,44 0,57 0,73
DHMI
Delay forecast 0,01 0,01 0,01 0,01 0,01
MOLDATSA
Delay forecast 0,01 0,01 0,01 0,01 0,01
M-NAV
Delay forecast 0,04 0,03 0,01 0,01 0,01
SMATSA
Delay forecast 0,08 0,08 0,08 0,08 0,08
LPS SR
Delay forecast 0,06 0,06 0,07 0,13 0,20
AZANS
Delay forecast 0,01 0,01 0,01 0,01 0,01
ARMATS
Delay forecast 0,01 0,01 0,01 0,01 0,01
SAKAERONAVIGATSIA
Delay forecast 0,01 0,01 0,01 0,01 0,01
UKSATSE
Delay forecast 0,01 0,01 0,01 0,01 0,01
Note: For the ANSPs shown in light blue shade the delay forecast has
increased due to very high weather delay in 2018. They are still considered as
meeting the network requirements.
03/07/2018 197
9.1.4 Delay Forecast at ACC level

The following maps show the annual delay forecast per ACC for the years 2018 to 2022,
based on the capacity plans agreed with all ANSPs during the period November 2017 –
July 2018, on the February 2018 EUROCONTROL Network Manager Seven-Year
Forecast of traffic demand and on the responses received from DFS, MUAC, NAV
Portugal, ANS Czech Republic, Cyprus DCA and DSNA to the letters sent by Director
Network Manager on 30 April 2018.
version of the Network Operations Plan to include statistical weather data at local
level based on the updated situation for the year 2018. It therefore covers
statistical three-years data for 2016-2017-2018. It excludes delays for disruptions
such as industrial actions and technical failures.
03/07/2018 198
03/07/2018 199
All details of the delay forecast and reference values per ACC are presented in Annex 5,
for the full year and for the Summer season.
03/07/2018 200
9.2. Expected Performance of the European ATM Network

9.2.1 Overall Network Performance
According to the current ANSP capacity plans, it is expected that the network
capacity target will not be met any year of the RP2.
This prognosis is based on current capacity plans and the February 2018
EUROCONTROL Network Manager Seven-Year Forecast of traffic demand.
Given the current variability in the traffic demand, from a network perspective, it is
important that, in areas where performance looks good, all efforts are maintained to
continue the capacity delivery to ensure that the network remains prepared for a sudden
increase in traffic. In areas where performance needs to significantly improve, a serious
effort needs to be envisaged as delays could grow exponentially if there were to be a
higher traffic increases.
recommendation concerning the capacity profiles scenarios to be followed for the
planning of capacity:
 Plan according to the most demanding capacity profile routing scenario
(current/shortest): All ACCs
Romania, Serbia & Montenegro, Slovakia, Slovenia, Spain, Switzerland, Turkey,
Ukraine
Norway, Sweden, UK
9.2.2 Network capacity enhancement proposed measures

The main actions foreseen at network level to improve performance are:
 A coordinated approach between the Network Manager and the ANSPs to propose
network solutions to minimise the impact of the bottleneck areas on the network
 A partnership approach between the Network Manager and the operational
stakeholders, and especially the ANSPs, to ensure the evaluation and revision of the
individual local plans based on the suggestions made by the Network Manager
 Reinforcement of the capacity planning processes, airspace design and utilisation,
coordination of airport operations improvements, actions and activities at local and
network level
 Daily monitoring of operational performance indicators resulting in the identification of
required local and network actions and measures (at pre-tactical and tactical level) to
further enhance operational performance
 Post operations reporting and analysis for feedback
 Development and full implementation of the European Route Network Improvement
Plan over the period 2018-2022
 Integrating airports into the network
 Preparation of special events to mitigate impact on the network performance
 Preparation of system changes to ensure minimum impact on the network
 Preparation of procedures to address adverse weather impact
 Identification of actions, including a repository of procedures, to mitigate industrial
action impact
 Development and implementation of new ATFCM procedures at network level aiming
at increasing capacity delivery
03/07/2018 201
 Development and implementation of new ATS procedures at network level aiming at

increasing operational performance
 The development of enhanced airspace management/flexible use of airspace
processes and procedures must continue and must be applied both at local and
network levels. These processes must then be fully exploited in airspace design,
airspace utilisation and ATFCM actions
 Identification and evaluation of additional local measures aiming at increasing
operational performance:
– Route network and sectorisation changes
– Evaluation of sector capacities, configurations and opening schemes
– Evaluation of human resources
9.2.3 En-route: ACC Performance

Current capacity plans show a moderate improvement compared to the previous cycle in
many ACCs, and deterioration in some ACCs. Despite the large number of operational
improvements that will be deployed, staffing issues continue to be a problem for many
European ACCs. Staff availability, flexible deployment of staff and flexible sector opening
schemes are key to the full exploitation of the benefits expected from all other operational
improvements and to respond to the operational performance targets.
If current plans are maintained:

 50 ACCs out of the 65 ACCs covered by the NOP are expected to bring a positive
contribution to the network delay target every year of the RP2.
 8 ACCs are expected to have a performance close to the reference values:
 Langen ACC (Additional traffic to balance demand and capacity with Karlsruhe
UAC)
 Athens ACC (High increase in traffic)
 Makedonia ACC (High increase in traffic)
 Vienna ACC (Additional traffic to balance demand and capacity with Karlsruhe
UAC)
 Geneva ACC (Capacity plan just aligned with requirements)
 Zurich ACC (Capacity plan just aligned with requirements)
 Spain - Barcelona and Palma ACCs (overall ENAIRE performance should
respond to Network requirements)
 7 ACCs could continue to generate delays at higher levels than the network capacity
requirements agreed as part of the local capacity plan, at least some of the years of
the RP2:
 Cyprus - Nicosia ACC: 2018 and 2019
 Eurocontrol – Maastricht UAC: 2018 and 2019
 France - Bordeaux ACC: 2018 and 2019
 France - Brest ACC: 2018 and 2019
 France - Reims ACC: 2018
 France – Marseille ACC: 2018
 Germany – Karlsruhe ACC: 2018 and 2019
03/07/2018 202
Compared to the edition of the NOP 2017-2019/2021, the following differences are
highlighted:
 Germany – Karlsruhe ACC

o Number of sectors available significantly lower than what is needed for
meeting the network requirements; 6 sectors less for Summer 2018
compared to the previous NOP plan for Summer 2017, high traffic demand
 France – Marseille ACC
o Planned staff availability for Summer 2018 lower than in the previous NOP
edition for 2018
 Eurocontrol – Maastricht UAC
o Elementary sectors saturation and high traffic demand
 France - Brest ACC
o High traffic demand and opening scheme adaptation to traffic pattern
 France - Bordeaux ACC
o Planned staff availability for Summer 2018 lower than in the previous NOP
edition for 2018
9.2.4 Special Events

A number of special events (major ATM system upgrades, airspace structure
reorganisation etc.) are scheduled for the period 2018-2022. Due to these events, some
ACCs could generate delays at higher levels than the network capacity requirements for
some of the years of the planning period. In those ACCs, temporary reductions of
capacity are planned during the training and implementation phases, but the
improvements will bring significant medium/long term capacity benefits (for details see
Annex 4). For those ACCs, the Network Manager will develop a Transition Plan for Major
Projects in Europe detailing all implementation steps and the local and network measures
aimed at reducing the overall network operational performance impact. This Transition
Plan and its application will contribute to the reduction of the expected delay in the
concerned areas.
03/07/2018 203
10.Bottleneck Areas and Mitigation Solutions

10.1. Mitigation Solutions at Local and Network Level
For each of the potential bottleneck areas identified in chapter 9, mitigation solutions are
required at local or network level.
ATM bottlenecks can be connected to:
 Inefficient ATS route network and sectorisation
 Unnecessary restrictions (e.g. RAD)
 Less than optimum ATC sectors configurations and opening schemes caused by:
– Lack of ATC staff
– Inflexible use of ATC staff
– Limitations of ATM system and/or infrastructure
 Inadequate sector capacity/traffic volume monitoring values.
The network and local environment/flight efficiency performance targets and forecast and
the analysis of the bottlenecks are addressed in ERNIP Part 2-ARN Version 2018-
2019/22.
10.2. NM/4 ACCs initiative
Following the high traffic growth and the operational performance during the Summer
2017, as well as the operational performance outlook for the Summer 2018, four ANSPs
(DFS, DSNA, MUAC and NATS) and the Network Manager agreed to join forces to
engage into a common preparation of the Summer 2018.
This initiative addresses one of the most complex area in Europe that experienced a high
traffic growth over the past years and that cannot be handled anymore in a partial
approach. The solutions required for this area had to be looked into a more cross-border
and network approach to ensure an appropriate capacity evolution and coordinated
operational measures to enable a better use of the existing capacity.
The complexity in managing the increasing traffic demand effectively and most efficiently
at individual centre level, required the Network Manager and 4 en-route centres (London
ACC, Reims ACC, Maastricht UAC and Karlsruhe UAC) to build a common strategy on
how to prepare, manage and deliver a better service along the most critical areas of the
European network.
This joint initiative focused on optimising the en-route flows through the centres to
increase the overall capacity and throughput. As a result, some mitigation measures were
agreed by all ACCs (including other impacted ACCs), allowing to plan for an improved
Summer 2018 situation at network level. In view of the capacity plans for the next years,
some of the measures will probably need to be prolonged in the future.
This initiative helped in reducing the expected European network en-route delay by
more than 0.5 minutes/flight.
03/07/2018 204
10.3. En-route: ACC capacity enhancement confirmed measures

For the period 2018-2019, the following ACCs have confirmed the proposed NM
measures included in the previous edition of the NOP and highlighted in the letters
sent by Director Network Manager on 30 April 2018 with a deadline for answering
by 15 May 2018. Responses to these letters were received by 5 June 2018 from
DFS, MUAC, NAV Portugal, ANS Czech Republic, Cyprus DCA and DSNA.
This section describes the main contributors to the capacity inbalance, the additional
measures proposed by the Network Manager to further enhance operational performance
or to mitigate capacity demand inbalance at local level and the ANSPs confirmed actions
included in the NOP.
version of the Network Operations Plan to include statistical weather data at local
level based on the updated situation for the year 2018. It therefore covers
statistical three-years data for 2016-2017-2018. It excludes delays for disruptions
such as industrial actions and technical failures.
Eurocontrol – Maastricht UAC
 Delay forecast vs Reference values

Years 2018 2019 2020 2021 2022
Reference values 0.17 0.17 N/A N/A N/A
Delay forecast 1.12 1.08 0.97 0.68 0.59
 Reasons for lack of capacity

o High level of demand particularly in the Brussels sector group
o Structural issues – in spite of high productivity the gap between high demand and
elementary sector capacities cannot be closed in the current capacity context
o Staffing
o Traffic unpredictability and volatility
 Proposed NM measures
The following measures have been already agreed by MUAC and they will be
implemented by MUAC over the period covered by this edition of the NOP:
o Continued effort to increase staffing levels
o Continued alignment of traffic demand and sector opening times at sector group
level
o Development and implementation of re-sectorisation proposals (for 2018 DECO 3rd
layer) 
The following measures will be common network measures that will contribute to a
better utilisation of the available capacity at MUAC:
o Implementation of the 4ACCs / NM proposed measures
o Improved and harmonise ASM
o Reduced complexity by the exclusion of short duration high workload flights
 MUAC confirmed measures

o Continued effort to increase staffing levels and availability
o Alignment of traffic demand and sector opening times at sector group level
o Development and implementation of re-sectorisation proposals (for 2018 DECO 3rd
layer) 
o Improved and harmonised ASM in cooperation with NM
o Reduced complexity by the exclusion of short duration high workload flights
03/07/2018 205
 NM assessment
The implementation of the proposed measures, which already started, will possibly
mitigate some delays in MUAC. Howeever, the situation will remain challenging with
the high traffic demand expected in some elementary sectors. Further quanitifcations
of those measures will be in place as soon as the measurement of their benefits will
become clearer.
Germany - Karlsruhe ACC:

Years 2018 2019 2020 2021 2022
Delay forecast 1.68 1.72 1.66 0.94 0.78

o Staffing situation in Karlsruhe
o Limited number of sectors available (up to 10 less than required and 6 less than in
2017)
o Sector openings do not meet traffic demand
o High traffic growth
o Improved ATFCM techniques
o Continuous monitoring of the traffic evolution in Karlsruhe ACCs and realignment
of the traffic flows in Germany
o Development of mitigation measures for the staffing issues in Karlsruhe
o Recruitment and availability of ATCOs to ensure optimised sector opening
schemes aligned to the traffic demand
 DFS confirmed measures

o Pre-tactical ATFCM measures at D-1
o ATCO briefings on FPL adherence
o ATFCM scenarios (CAP tool) 
o Sectorisation configuration tool (PROSECCO) 
o Cherry picking (STAR tool) 
o New FMP tool (IACM as from 2019) 
o Continuous monitoring of the traffic evolution in Karlsruhe ACCs and realignment
of the traffic flows in Germany
o PREDICT process
o NM/4ACCs RAD measures
o Development of mitigation measures for the staffing issues in Karlsruhe
o Validations and staff meets traffic initiative
o 11 OJT ATCOs + 2 ATCOs Cross-training
o Ready entry process has been implemented
 1 ATCO planned for 1 st of June 2018
 4 - 8 ATCOs planned for 1 st of August 2018, start date depends on
final positive result of German Security Check which is in progress
 4 - 8 ATCOs planned for 1st of March 2019, start date depends on
final positive result of German Security Check which is in progress
o RAD restrictions will be implemented AIRAC May 24
o FL-Adherence campaign (ATCO briefings) completed
03/07/2018 206
o Delay optimization; no dedicated trial in 2018, as the setup agreed with NM

will be different than 2017 (RAD instead of scenarios). Delay mechanism
agreed between NM and on-loaded ACC in case of regulations due to
network support
o Negotiations ongoing between alpine ANSP to improve coordination during
adverse weather
 NM assessment
The implementation of the proposed measures, which already started, will possibly
further mitigate some delays at Karlsruhe UAC. Howeever, the situation will remain
challenging with the high traffic demand expected. Small improvements brought to
the capacity plan with a further reduction of the delay forecast
Czech Republic - Prague ACC:

Years 2018 2019 2020 2021 2022

0.16 0.16
Delay forecast (weather (weather 0.16 0.18 0.16
effects) effects)

o High traffic increase
o No capacity increase planned in 2018 and 2019
o Continuous monitoring of the traffic evolution between NM and Prague ACC
o Evaluation of possible ATFM scenarios
o Optimised sector opening times
o Adaptation of the ATCO recruitment levels
 Confirmed ANS Czech Republic measures

o Continuous monitoring of the traffic evolution between NM and Prague ACC
o Optimised sector opening times
o Adaptation of the ATCO recruitment levels
 NM assessment
The implementation of the proposed measures will bring the performance of Prague
ACC in line with the network requirements.
Cyprus - Nicosia ACC:

Years 2018 2019 2020 2021 2022
Delay forecast 1.02 1.17 1.30 1.16 0.95
03/07/2018 207

o Inflexible use of staff
o Delayed implementation of new ATM system
o Low sector capacities
o Lack of flexibility in sector configurations
o Lack of flexibility in opening scheme
o Implementation of the new ANSP organisation
o Implementation of re-sectorisation proposals
o Sector capacities re-evaluations
o Flexible rostering allowing better alignment between traffic demand and sector
opening times, including for week-ends and peak days
o Flexible configurations opening, according to the traffic flows
o Implementation of a new ATM system. 
 Confirmed Cyprus DCA measures

o Implementation of the new ANSP organisation
o Sector capacities re-evaluations
opening times, including for week-ends and peak days
o Implementation of a new ATM system. 
 NM assessment
While the quantification of the expected capacity increase did not change compared
to the previuous edition 2.0 of the NOP 2018-2019/2022, thus not allowing a change
of the delay forecast, NM’s view is that, based on the measures already agreed with
Cyprus DCA and that are in process of being implemented this year and over the
years to come, the capacity performance that Nicosia ACC will achieve will be better
than the one indicated in this edition of the NOP.
Portugal - Lisbon ACC

Years 2018 2019 2020 2020 2021
Delay forecast 0.12 0.12 0.10 0.10 0.10

o Limited number of sectors available and sector openings not adapted to traffic
demand after June 2018 due to limited overtime
o Need for a new ATM system
o Continuous monitoring of the traffic evolution
o Re-sectorisation actions, including vertical split of sectors
03/07/2018 208
o Availability of the new ATM system

o Evaluation of possible solutions for overtime for 2018-2019
 NAV Portugal confirmed measures
o NAV Portugal confirmed all topics listed above and reviewed the capacity plan
 NM assessment
The implementation of the proposed measures became feasible as the Portuguese
Performance Plan is now under revision. The operating conditions under which the
Portuguese Performance Plan was drafted in 2014 have fundamentally changed,
especially in terms of traffic demand. Until 2018, NAV Portugal responded well to the
high pressure arising from the very high traffic increase.
France – Bordeaux ACC:

Years 2018 2019 2020 2021 2022
Delay forecast 0.33 0.17 0.17 0.17 0.19

o Sectorisation and sector opening schemes could be better adapted to traffic
demand
opening times
 DSNA confirmed measures
o DSNA confirmed all topics listed above and reviewed the capacity plan
 NM assessment
The implementation of the proposed NM measures was confirmed by DSNA. The
delay forecast has improved considerably for Bordeuax ACC.
France – Brest ACC:

Years 2018 2019 2020 2021 2022
Delay forecast 0.50 0.39 0.46 0.39 0.45

demand
03/07/2018 209
opening times

 NM assessment
delay forecast did not considerably change mainly due to the weather effects.
France – Reims ACC:

Years 2018 2019 2020 2021 2022
Delay forecast 0.45 0.37 0.54 0.62 0.38

o High traffic levels in some elementary sectors
opening times
 NM assessment
delay forecast did worsen mainly due to weather effects.
France – Marseille ACC:

Years 2018 2019 2020 2021 2022
Delay forecast 0.88 0.13 0.28 0.30 0.11

demand
03/07/2018 210
opening times
o Flexible configurations opening, according to the traffic flows
opening times
o Flexible configurations opening, according to the traffic flows
o NM assessment
DSNA put in place a new rostering that led to recurring industrial actions during some
summer week-ends. DSNA is trying to find ways to bring back a normal situation
while keeping the performance level of the new roster.
10.4. Proposed Actions at Network Level

As a result of the above, the following Action Plan is proposed:
ACTION 1
 Investigate the additional actions identified by the Network Manager, including
solutions for staffing issues and the full availability of the opening schemes
included in the NOP for Summer 2018
 Concerned ANSPs to address the aspects identified in the paragraph 10.4 of
the NOP, possibly at FAB level
 All concerned ANSPs to identify further actions, possibly at FAB level, to
address staffing issues
 NM to monitor the availability of the opening schemes included in the NOP for
Summer 2018
ACTION 2
 Concerned ANSPs to work in partnership with the Network Manager to plan at
an early stage transition for major projects
 All ANSPs must initiate, as from May 2018, in close partnership with the
Network Manager, a detailed planning of the transition for major projects
planned for the Autumn/Winter/Spring season 2018/2019
 The Network Manager to ensure appropriate synchronisation and measures at
network level
 A detailed plan at local and network level for all the special events to be
available by the end of September 2018.
ACTION 3
 All ANSPs to implement the agreed plans and actions as identified in the
Network Operations Plan and in the European Route Network Improvement Plan
 The Network Manager and the NDOP to ensure the close monitoring of the
implementation of all agreed actions.
03/07/2018 211
11.Conclusion
Further actions are required to ensure the achievement of the capacity targets for RP2
over the remaining 2 years period. The implementation of the proposed NM
measures is of paramount importance.
This requires cooperative processes at both local and network level, ensuring a rolling
and consolidated development of the network operations plans. These processes will
need to start from strategic structural planning and continue through to the tactical
phases.
The Network Manager will offer direct, open and consolidated support through a smooth
partnership approach from planning into operations. A direct link will be ensured between
network capacity planning, airspace improvements, updated airport planning, integrated
data and tool availability for all planning phases, enhanced ATFCM, as well as for the
planning and coordination of significant events.
08/06/2018 212
ANNEX 1 – ACC Capacity Requirement Profiles
Profiles
2017
State ACC / APP Traffic (hourly movements and % increase over 2017)
baseline
2018 2019
High 65 0% 65 0%
Reference 65 0% 65 0%
Tirana
Albania 65 Low 65 0% 65 0%
LAAA ACC
Open 65 0% 65 0%
Current 65 0% 65 0%
High 40 0% 40 0%
Yerevan
Armenia 40 Low 40 0% 40 0%
UDDD ACC
Open 40 0% 40 0%
Current 40 0% 40 0%
High 219 12% 231 18%
Reference 215 10% 221 13%
Vienna
Austria 196 Low 212 8% 216 10%
LOVV ACC
Open 212 8% 218 11%
Current 197 1% 200 2%
High 65 0% 65 0%
Baku
Azerbaijan 65 Low 65 0% 65 0%
UBBA ACC
Open 65 0% 65 0%
Current 65 0% 65 0%
High 138 4% 144 8%
Reference 136 2% 138 4%
Brussels
Belgium 133 Low 133 0% 134 1%
EBBU ACC
Open 136 2% 138 4%
Current 134 1% 136 2%
High 27 0% 27 0%
Bosnia & BH ACC
27 Low 27 0% 27 0%
Herzegovina LQSB ACC
Open 27 0% 27 0%
Current 27 0% 27 0%
High 191 1% 195 3%
Reference 189 0% 189 0%
Sofia
Bulgaria 189 Low 189 0% 189 0%
LBSR ACC
Open 189 0% 189 0%
Current 191 1% 195 3%
High 168 8% 178 15%
Reference 164 6% 169 9%
Zagreb
Croatia 155 Low 160 3% 162 5%
LDZO ACC
Open 163 5% 167 8%
Current 157 1% 161 4%
14/02/2018 213
Profiles
2017
baseline
2018 2019
High 80 31% 85 39%
Reference 78 28% 81 33%
Nicosia
Cyprus 61 Low 76 25% 78 28%
LCCC ACC
Open 78 28% 81 33%
Current 77 26% 80 31%
High 187 0% 187 0%
Reference 187 0% 187 0%
Prague
Czech Rep. 187 Low 187 0% 187 0%
LKAA ACC
Open 187 0% 187 0%
Current 193 3% 197 5%
High 128 1% 130 2%
Reference 127 0% 128 1%
Copenhagen
Denmark 127 Low 127 0% 127 0%
EKDK ACC
Open 127 0% 128 1%
Current 127 0% 127 0%
High 67 0% 67 0%
Tallinn
Estonia 67 Low 67 0% 67 0%
EETT ACC
Open 67 0% 67 0%
Current 67 0% 67 0%
High 371 12% 384 16%
Reference 367 11% 375 14%
Maastricht
Eurocontrol 330 Low 357 8% 361 9%
EDYY UAC
Open 369 12% 376 14%
Current 360 9% 368 12%
High 58 0% 58 0%
Tampere
Finland 58 Low 58 0% 58 0%
EFIN ACC
Open 58 0% 58 0%
Current 58 0% 58 0%
23/03/2018 214
Profiles
2017
baseline
2018 2019
High 236 14% 246 19%
Reference 230 11% 236 14%
Bordeaux
207 Low 225 9% 228 10%
LFBB ACC
Open 230 11% 236 14%
Current 226 9% 232 12%
High 276 23% 286 28%
Reference 268 20% 273 22%
Brest
224 Low 253 13% 256 14%
LFRRACC
Open 268 20% 273 22%
Current 262 17% 267 19%
High 285 19% 296 24%
Reference 278 16% 283 18%
Marseille
France 239 Low 270 13% 273 14%
LFMM ACC
Open 278 16% 283 18%
Current 282 18% 287 20%
High 284 0% 287 1%
Reference 283 0% 285 1%
Paris
283 Low 283 0% 283 0%
LFFF ACC
Open 283 0% 285 1%
Current 283 0% 285 1%
High 234 9% 245 14%
Reference 229 7% 234 9%
Reims
215 Low 224 4% 227 6%
LFEE ACC
Open 229 7% 234 9%
Current 226 5% 230 7%
High 77 26% 82 34%
Reference 75 23% 78 28%
Skopje
FYROM 61 Low 73 20% 75 23%
LWSS ACC
Open 75 23% 78 28%
Current 61 0% 61 0%
High 50 0% 50 0%
Tbilisi
Georgia 50 Low 50 0% 50 0%
UGGG ACC
Open 50 0% 50 0%
Current 50 0% 50 0%
14/02/2018 215
Profiles
2017
baseline
2018 2019
High 151 0% 151 0%
Reference 151 0% 151 0%
Bremen
151 Low 151 0% 151 0%
EDWW ACC
Open 151 0% 151 0%
Current 151 0% 151 0%
High 269 5% 278 9%
Reference 266 4% 269 5%
Langen
256 Low 260 2% 262 2%
EDGG ACC
Open 266 4% 269 5%
Current 264 3% 267 4%
Germany
High 403 18% 419 23%
Reference 392 15% 400 17%
Karlsruhe
341 Low 381 12% 385 13%
EDUU UAC
Open 393 15% 403 18%
Current 373 9% 380 11%
High 255 0% 255 0%
Reference 255 0% 255 0%
Munich
255 Low 255 0% 255 0%
EDMM ACC
Open 255 0% 255 0%
Current 255 0% 255 0%
High 147 10% 154 15%
Reference 142 6% 147 10%
Athens
134 Low 139 4% 142 6%
LGGG ACC
Open 138 3% 143 7%
Current 140 4% 145 8%
Greece
High 114 5% 122 12%
Reference 111 2% 115 6%
Makedonia
109 Low 109 0% 110 1%
LGMD ACC
Open 111 2% 115 6%
Current 114 5% 118 8%
High 211 0% 211 0%
Reference 211 0% 211 0%
Budapest
Hungary 211 Low 211 0% 211 0%
LHCC ACC
Open 211 0% 211 0%
Current 213 1% 217 3%
High 128 0% 128 0%
Reference 128 0% 128 0%
Shannon
128 Low 128 0% 128 0%
EISN ACC
Open 128 0% 128 0%
Current 128 0% 128 0%
Ireland
High 73 14% 75 17%
Dublin
64 Low 67 5% 68 6%
EIDW ACC
Open 70 9% 71 11%
Current 70 9% 71 11%
14/02/2018 216
Profiles
2017
baseline
2018 2019
High 99 3% 104 8%
Brindisi
96 Low 96 0% 96 0%
LIBB ACC
Open 96 0% 99 3%
Current 96 0% 96 0%
High 203 3% 214 9%
Reference 200 2% 204 4%
Milano
197 Low 197 0% 198 1%
LIMM ACC
Open 201 2% 205 4%
Current 202 3% 207 5%
Italy
High 201 1% 207 4%
Reference 199 0% 200 1%
Padova
199 Low 199 0% 199 0%
LIPP ACC
Open 199 0% 200 1%
Current 199 0% 200 1%
High 223 4% 234 9%
Reference 220 3% 224 5%
Rome
214 Low 215 0% 216 1%
LIRR ACC
Open 220 3% 224 5%
Current 218 2% 222 4%
High 90 0% 90 0%
Riga
Latvia 90 Low 90 0% 90 0%
EVRR ACC
Open 90 0% 90 0%
Current 90 0% 90 0%
High 77 0% 77 0%
Vilnius
Lithuania 77 Low 77 0% 77 0%
EYVC ACC
Open 77 0% 77 0%
Current 77 0% 77 0%
High 42 0% 42 0%
Malta
Malta 42 Low 42 0% 42 0%
LMMM ACC
Open 42 0% 42 0%
Current 42 0% 42 0%
High 40 0% 40 0%
Chisinau
Moldova 40 Low 40 0% 40 0%
LUUU ACC
Open 40 0% 40 0%
Current 40 0% 40 0%
High 149 1% 150 1%
Reference 148 0% 149 1%
Amsterdam
Netherlands 148 Low 148 0% 148 0%
EHAA ACC
Open 148 0% 149 1%
Current 148 0% 149 1%
14/02/2018 217
Profiles
2017
baseline
2018 2019
High 57 0% 57 0%
Bodo
57 Low 57 0% 57 0%
ENBD ACC
Open 57 0% 57 0%
Current 57 0% 57 0%
High 88 0% 88 0%
Oslo
Norway 88 Low 88 0% 88 0%
ENOSE ACC
Open 88 0% 88 0%
Current 88 0% 88 0%
High 64 0% 64 0%
Stavanger
64 Low 64 0% 64 0%
ENOSW ACC
Open 64 0% 64 0%
Current 64 0% 64 0%
High 171 2% 176 5%
Reference 168 0% 169 1%
Warsaw
Poland 168 Low 168 0% 168 0%
EPWW ACC
Open 169 1% 174 4%
Current 177 5% 183 9%
High 123 3% 131 10%
Reference 120 1% 123 3%
Lisbon
Portugal 119 Low 119 0% 120 1%
LPPC ACC
Open 120 1% 123 3%
Current 123 3% 126 6%
High 183 0% 183 0%
Reference 183 0% 183 0%
Bucharest
Romania 183 Low 183 0% 183 0%
LRBB ACC
Open 183 0% 183 0%
Current 183 0% 183 0%
High 181 0% 181 0%
Reference 181 0% 181 0%
Serbia & Belgrade
181 Low 181 0% 181 0%
Montenegro LYBA ACC
Open 181 0% 181 0%
Current 181 0% 181 0%
High 136 0% 136 0%
Reference 136 0% 136 0%
Bratislava
Slovakia 136 Low 136 0% 136 0%
LZBB ACC
Open 136 0% 136 0%
Current 137 1% 141 4%
High 94 8% 98 13%
Ljubljana
Slovenia 87 Low 89 2% 91 5%
LJLA ACC
Open 91 5% 93 7%
Current 87 0% 87 0%
14/02/2018 218
Profiles
2017
baseline
2018 2019
High 178 9% 189 15%
Reference 175 7% 180 10%
Barcelona
164 Low 170 4% 175 7%
LECB ACC
Open 175 7% 180 10%
Current 178 9% 184 12%
High 232 2% 243 7%
Reference 230 1% 234 3%
Madrid
228 Low 228 0% 228 0%
LECM ACC
Open 230 1% 234 3%
Current 229 0% 232 2%
High 110 6% 117 13%
Reference 108 4% 111 7%
Palma
Spain 104 Low 106 2% 107 3%
LECP ACC
Open 108 4% 111 7%
Current 109 5% 112 8%
High 100 4% 105 9%
Sevilla
96 Low 96 0% 97 1%
LECS ACC
Open 98 2% 101 5%
Current 97 1% 100 4%
High 78 0% 79 1%
Canarias
78 Low 78 0% 78 0%
GCCC ACC
Open 78 0% 78 0%
Current 78 0% 78 0%
High 131 1% 134 3%
Reference 130 0% 131 1%
Malmo
130 Low 130 0% 130 0%
ESMM ACC
Open 130 0% 131 1%
Current 130 0% 132 2%
Sweden
High 112 0% 112 0%
Reference 112 0% 112 0%
Stockholm
112 Low 112 0% 112 0%
ESOS ACC
Open 112 0% 112 0%
Current 112 0% 112 0%
High 166 6% 171 9%
Reference 161 3% 163 4%
Geneva
157 Low 157 0% 157 0%
LSAG ACC
Open 161 3% 163 4%
Current 159 1% 161 3%
Switzerland
High 200 8% 206 11%
Reference 193 4% 197 6%
Zurich
185 Low 185 0% 188 2%
LSAZ ACC
Open 193 4% 197 6%
Current 185 0% 188 2%
High 250 13% 267 21%
Reference 245 11% 256 16%
Ankara
Turkey 221 Low 240 9% 245 11%
LTAA ACC
Open 235 6% 246 11%
Current 242 10% 253 14%
14/02/2018 219
Profiles
2017
baseline
2018 2019
High 54 0% 54 0%
Dnipropetrovsk
54 Low 54 0% 54 0%
UKDV ACC
Open 54 0% 54 0%
Current 54 0% 54 0%
High 73 0% 73 0%
Kyiv
73 Low 73 0% 73 0%
UKBV ACC
Open 73 0% 73 0%
Current 73 0% 73 0%
Ukraine
High 72 0% 72 0%
L'viv
72 Low 72 0% 72 0%
UKLV ACC
Open 72 0% 72 0%
Current 72 0% 72 0%
High 61 0% 61 0%
Odesa
61 Low 61 0% 61 0%
UKOV ACC
Open 74 21% 75 23%
Current 61 0% 61 0%
High 239 1% 242 2%
Reference 237 0% 238 0%
Prestwick
237 Low 237 0% 237 0%
EGPX ACC
Open 237 0% 238 0%
Current 237 0% 238 0%
High 470 2% 477 4%
Reference 466 1% 471 2%
London
UK 460 Low 462 0% 466 1%
EGTT ACC
Open 466 1% 471 2%
Current 469 2% 474 3%
High 305 0% 307 1%
Reference 304 0% 305 0%
London Terminal
304 Low 304 0% 304 0%
EGTTT TC
Open 304 0% 305 0%
Current 304 0% 305 0%
14/02/2018 220
ANNEX 2 – Traffic Forecast per ACC

% growth per ACC v. 2017, based on the EUROCONTROL Seven-Year Forecast (February 2018)
State ACC / APP Growth 2018 2019 2020 2021 2022
High 8.0% 13.4% 19.8% 25.8% 32.8%

Tirana Baseline 6.7% 10.7% 14.1% 18.1% 21.9%
Albania
LAAA ACC Low 4.8% 8.0% 9.1% 10.9% 12.7%
Shortest Routes: -6%
High 7.5% 12.4% 18.5% 24.8% 31.3%
Yerevan Baseline 6.0% 10.0% 13.5% 18.0% 22.1%
Armenia
UDDD ACC Low 4.7% 8.0% 9.9% 12.5% 15.6%
Shortest Routes: +11%
High 6.3% 10.8% 16.1% 20.7% 25.2%
Vienna Baseline 5.0% 8.2% 11.0% 13.4% 16.1%
Austria
LOVV ACC Low 3.5% 5.8% 6.1% 6.9% 8.0%
High 10.3% 16.9% 26.4% 36.1% 46.4%
Baku Baseline 8.6% 13.9% 19.0% 25.1% 31.7%
Azerbaijan
UBBA ACC Low 7.1% 11.1% 13.8% 16.6% 20.2%
Shortest Routes: No significant Impact
High 3.4% 6.9% 11.3% 14.6% 18.3%
Brussels Baseline 2.1% 4.8% 6.8% 8.5% 10.9%
Belgium
EBBU ACC Low 0.9% 2.3% 2.1% 2.4% 3.3%
High 7.9% 14.5% 22.2% 28.7% 36.9%
Bosnia & BHACC Baseline 6.2% 10.9% 15.2% 19.3% 23.4%
Herzegovina LQSB ACC Low 4.8% 7.5% 9.3% 10.9% 13.0%
High 9.0% 15.8% 22.9% 29.3% 36.2%
Sofia Baseline 7.4% 12.6% 17.1% 21.0% 25.0%
Bulgaria
LBSR ACC Low 5.8% 9.7% 11.6% 13.7% 15.8%
High 6.0% 11.5% 17.9% 22.9% 28.3%
Zagreb Baseline 4.6% 8.4% 12.1% 15.2% 18.3%
Croatia
LDZO ACC Low 3.0% 5.7% 6.5% 7.9% 9.4%
High 12.2% 20.1% 30.5% 40.5% 51.4%
Nicosia Baseline 10.0% 16.2% 22.6% 29.1% 35.2%
Cyprus
LCCC ACC Low 8.0% 12.8% 16.0% 19.9% 23.5%
High 5.2% 9.9% 15.9% 21.3% 26.8%
Prague Baseline 3.9% 7.2% 10.2% 13.3% 16.4%
Czech Rep.
LKAA ACC Low 2.5% 4.4% 4.8% 5.9% 7.5%
High 2.6% 5.3% 10.0% 12.8% 15.7%
Copenhagen Baseline 1.6% 3.3% 5.1% 7.0% 8.4%
Denmark
EKDK ACC Low 0.6% 1.4% 1.4% 1.8% 2.1%
High 6.3% 11.1% 18.5% 22.9% 28.8%
Tallinn Baseline 5.0% 7.5% 10.7% 14.3% 17.2%
Estonia
EETT ACC Low 3.8% 5.2% 5.7% 6.5% 8.0%
High 3.6% 6.9% 11.5% 15.0% 18.8%
Maastricht Baseline 2.6% 5.1% 7.1% 9.0% 11.3%
Eurocontrol
EDYY UAC Low 1.6% 3.0% 3.0% 3.4% 4.3%
High 7.0% 9.0% 13.1% 15.8% 18.8%
Tampere Baseline 6.1% 7.5% 8.8% 10.4% 11.8%
Finland
EFIN CTA Low 5.0% 5.5% 5.4% 5.6% 5.7%
06/03/2018 221
High 5.1% 8.9% 13.6% 16.8% 20.2%

Bordeaux Baseline 3.8% 6.5% 8.8% 11.0% 13.1%
LFBB ACC Low 2.5% 3.9% 4.1% 4.6% 5.1%
High 3.8% 7.7% 12.5% 16.2% 19.9%
Brest Baseline 2.5% 5.3% 7.7% 9.8% 12.0%
LFRR ACC Low 1.2% 2.8% 3.1% 3.6% 4.3%
High 5.6% 9.5% 14.3% 18.1% 22.1%
Marseille Baseline 4.2% 7.0% 9.2% 11.4% 13.3%
France
LFMM ACC Low 2.8% 4.5% 4.6% 5.0% 5.3%
High 2.8% 4.4% 9.6% 10.8% 11.8%
Paris Baseline 1.8% 3.1% 5.5% 7.3% 8.7%
LFFF ACC Low 0.8% 1.5% 1.4% 1.5% 1.7%
High 3.9% 7.2% 12.0% 14.9% 18.1%
Reims Baseline 2.9% 5.1% 7.2% 9.0% 11.1%
LFEE ACC Low 1.8% 3.0% 2.7% 2.7% 3.2%
High 7.1% 13.3% 20.1% 26.6% 32.9%
Skopje Baseline 5.4% 10.1% 13.9% 17.9% 21.9%
FYROM
LWSS ACC Low 3.7% 7.0% 8.4% 10.3% 12.4%
High 8.5% 15.7% 26.1% 36.6% 46.4%
Tbilisi Baseline 7.3% 12.7% 18.0% 24.1% 31.3%
Georgia
UGGG ACC Low 5.8% 9.7% 12.8% 15.6% 19.0%
High -1.1% 1.0% 3.9% 8.5% 12.7%
Bremen Baseline -2.2% -0.8% 0.5% 4.0% 6.4%
EDWW ACC Low -3.2% -2.5% -2.5% -2.1% 1.1%
High 4.6% 8.5% 13.5% 17.7% 22.0%
Karlsruhe Baseline 3.3% 6.2% 8.6% 11.0% 13.6%
EDUU UAC Low 2.0% 3.9% 4.1% 4.8% 6.0%
Germany
High 4.2% 7.2% 11.3% 14.5% 17.5%
Munich Baseline 2.9% 5.1% 6.8% 9.0% 11.1%
EDMM ACC Low 1.7% 3.0% 3.0% 3.4% 4.5%
High 4.2% 7.1% 10.4% 13.3% 15.9%
Langen Baseline 2.9% 5.0% 6.5% 8.2% 9.7%
EDGG ACC Low 1.7% 3.1% 3.0% 3.3% 3.9%
High 7.5% 13.1% 20.0% 26.6% 33.7%
Athens Baseline 6.1% 10.3% 14.3% 18.3% 22.5%
LGGG ACC Low 4.7% 7.9% 9.3% 11.4% 13.5%
Greece
High 8.0% 14.6% 20.8% 26.9% 33.5%
Makedonia Baseline 6.4% 11.6% 15.4% 19.2% 23.0%
LGMD ACC Low 4.8% 8.6% 10.0% 12.0% 14.1%
High 7.3% 13.0% 19.4% 25.1% 31.3%
Budapest Baseline 5.8% 10.1% 13.7% 16.8% 20.1%
Hungary
LHCC ACC Low 4.2% 7.4% 8.4% 9.9% 11.6%
06/03/2018 222
High 4.4% 8.6% 9.3% 19.7% 25.1%

Dublin Baseline 3.2% 5.8% 8.4% 12.3% 14.9%
EIDW ACC Low 1.8% 3.6% 4.2% 5.3% 6.5%
Ireland
High 2.8% 6.1% 10.8% 16.3% 20.9%
Shannon Baseline 1.8% 4.3% 6.7% 9.6% 11.9%
EISN ACC Low 0.6% 2.3% 3.0% 4.0% 5.0%
High 6.3% 11.8% 18.6% 24.7% 30.9%
Brindisi Baseline 4.9% 8.9% 12.3% 15.7% 19.0%
LIBB ACC Low 3.3% 6.2% 7.1% 8.4% 9.6%
High 4.5% 8.3% 13.9% 17.7% 21.9%
Milano Baseline 3.1% 5.6% 7.9% 10.1% 12.2%
LIMM ACC Low 1.8% 3.1% 2.8% 3.0% 3.3%
Italy
High 4.6% 8.4% 13.3% 17.2% 21.6%
Padova Baseline 3.3% 5.9% 8.1% 10.2% 12.3%
LIPP ACC Low 2.0% 3.4% 3.5% 3.9% 4.4%
High 3.8% 7.9% 13.1% 17.5% 22.1%
Roma Baseline 2.5% 5.2% 7.7% 10.2% 12.3%
LIRR ACC Low 1.1% 2.5% 2.6% 2.9% 3.4%
High 7.4% 12.3% 19.1% 23.5% 29.0%
Riga Baseline 5.7% 8.2% 10.7% 13.5% 15.3%
Latvia
EVRR ACC Low 4.4% 5.2% 4.9% 5.2% 5.7%
High 8.0% 13.1% 19.6% 24.6% 30.0%
Vilnius Baseline 6.2% 9.1% 11.7% 14.6% 16.8%
Lithuania
EYVC ACC Low 4.8% 6.1% 6.2% 6.9% 7.3%
High 6.9% 15.4% 26.2% 35.4% 44.3%
Malta Baseline 5.0% 11.2% 17.4% 23.2% 28.2%
Malta
LMMM ACC Low 3.1% 7.0% 9.1% 11.6% 14.5%
High 5.9% 13.2% 22.4% 31.3% 38.7%
Chisinau Baseline 4.8% 8.4% 13.4% 17.5% 24.2%
Moldova
LUUU ACC Low 3.1% 5.8% 7.4% 9.0% 11.0%
High 1.6% 4.1% 7.2% 9.1% 12.4%
Amsterdam Baseline 1.3% 3.2% 4.9% 6.3% 9.1%
Netherlands
EHAA ACC Low 0.3% 0.8% 0.1% -0.2% 0.8%
High 3.6% 6.6% 10.0% 13.2% 16.4%
Oslo Baseline 2.3% 4.2% 5.6% 7.0% 8.0%
ENOSE CTA Low 1.1% 1.8% 1.6% 1.6% 1.8%
High 2.7% 5.0% 8.0% 11.0% 14.3%
Stavanger Baseline 1.9% 3.1% 4.4% 5.5% 6.6%
Norway
ENOSW CTA Low 0.9% 1.2% 1.1% 1.2% 0.9%
High 1.8% 3.1% 5.1% 6.8% 8.1%
Bodo Baseline 1.0% 1.6% 1.9% 2.2% 2.3%
ENBD ACC Low 0.4% 0.3% -0.4% -2.0% -2.7%
High 8.2% 13.9% 20.3% 24.8% 29.5%
Warsaw Baseline 6.5% 10.3% 13.6% 17.1% 20.1%
Poland
EPWW ACC Low 4.9% 7.3% 7.7% 8.7% 10.0%
06/03/2018 223
High 5.8% 10.9% 16.1% 20.6% 25.2%

Lisbon Baseline 4.3% 7.8% 10.3% 12.7% 14.7%
Portugal
LPPC ACC Low 3.1% 4.8% 4.9% 5.3% 5.6%
High 7.5% 14.1% 21.4% 27.7% 34.7%
Bucharest Baseline 6.0% 10.8% 15.0% 18.8% 22.6%
Romania
LRBB ACC Low 4.3% 8.0% 9.4% 11.3% 13.2%
High 7.1% 12.8% 19.2% 24.3% 30.1%
Serbia & Belgrade Baseline 5.6% 9.7% 13.6% 17.0% 20.3%
Montenegro LYBA ACC Low 3.9% 6.9% 8.0% 9.6% 11.3%
High 7.3% 13.0% 19.7% 25.8% 32.5%
Bratislava Baseline 5.8% 10.2% 13.5% 17.0% 20.6%
Slovakia
LZBB ACC Low 4.2% 7.2% 8.2% 9.7% 11.4%
High 6.5% 11.4% 17.1% 22.2% 27.1%
Ljubljana Baseline 5.3% 8.4% 11.9% 14.8% 17.9%
Slovenia
LJLA ACC Low 3.6% 6.0% 6.4% 7.6% 8.9%
High 7.0% 12.8% 19.8% 25.5% 31.4%
Barcelona Baseline 5.5% 9.8% 13.4% 16.9% 20.1%
LECB ACC Low 4.1% 6.8% 7.8% 9.1% 10.4%
High 4.9% 10.3% 16.1% 21.5% 27.2%
Canaries Baseline 3.5% 7.5% 10.5% 12.9% 15.8%
GCCC ACC Low 2.4% 4.4% 5.0% 6.1% 6.7%
High 6.4% 11.0% 16.2% 20.4% 24.7%
Madrid Baseline 5.1% 8.2% 10.7% 13.2% 15.4%
Spain
LECM ACC Low 3.7% 5.4% 5.5% 6.2% 6.7%
High 3.3% 8.4% 14.7% 19.3% 24.0%
Palma Baseline 2.0% 5.5% 8.7% 11.9% 14.6%
LECP ACC Low 0.7% 2.9% 3.9% 5.1% 6.1%
High 7.0% 12.6% 19.1% 24.6% 30.5%
Sevilla Baseline 5.4% 9.7% 13.1% 16.1% 19.4%
LECS ACC Low 4.0% 6.4% 7.4% 8.7% 9.8%
High 4.1% 7.0% 11.6% 15.1% 18.7%
Malmo Baseline 3.1% 5.2% 7.2% 9.9% 12.0%
ESMM ACC Low 2.0% 3.2% 3.5% 4.4% 5.6%
Sweden
High 1.9% 3.6% 5.4% 7.3% 9.2%
Stockholm Baseline 1.3% 2.6% 3.3% 4.5% 5.8%
ESOS ACC Low 0.6% 1.3% 1.3% 1.4% 1.6%
High 3.2% 6.6% 11.4% 14.6% 18.0%
Geneva Baseline 2.0% 4.2% 6.2% 8.2% 10.0%
LSAG ACC Low 0.7% 1.9% 1.7% 1.9% 2.1%
Switzerland
High 3.9% 7.0% 11.7% 14.7% 18.1%
Zurich Baseline 2.6% 4.9% 6.9% 8.6% 10.4%
LSAZ ACC Low 1.1% 2.5% 2.3% 2.4% 2.6%
06/03/2018 224
High 8.8% 16.6% 24.9% 32.7% 41.1%

Ankara Baseline 7.1% 13.6% 18.7% 23.6% 28.9%
Turkey
LTAA ACC Low 5.5% 10.5% 13.3% 16.2% 19.5%
High 8.3% 19.2% 29.6% 41.7% 50.4%
Dnipropetrovsk Baseline 6.4% 16.2% 22.0% 27.5% 36.1%
UKDV ACC Low 4.5% 9.6% 14.4% 18.2% 22.0%
High 10.9% 21.2% 33.3% 44.1% 55.9%
Odesa Baseline 8.5% 16.2% 23.5% 30.6% 37.9%
UKOV ACC Low 6.5% 12.0% 15.4% 19.5% 23.5%
Ukraine
High 9.9% 18.4% 28.6% 37.6% 46.7%
Kyiv Baseline 8.0% 13.1% 19.5% 25.3% 30.8%
UKBV ACC Low 6.2% 9.5% 11.0% 13.9% 16.6%
High 10.5% 18.7% 27.2% 34.4% 42.0%
L'viv Baseline 8.9% 13.6% 19.0% 23.5% 28.1%
UKLV ACC Low 7.3% 9.9% 11.2% 12.9% 14.5%
High 2.7% 5.4% 9.6% 13.3% 16.3%
London Baseline 1.8% 3.6% 5.4% 7.2% 8.6%
EGTT ACC Low 0.8% 1.8% 1.9% 2.5% 2.9%
High 2.3% 4.3% 8.2% 11.2% 13.6%
London Terminal Baseline 1.5% 2.7% 4.1% 5.4% 6.3%
UK
EGTT TC Low 0.7% 1.3% 1.2% 1.6% 1.9%
High 2.3% 4.9% 7.8% 11.6% 14.3%
Prestwick Baseline 1.5% 3.1% 4.4% 5.8% 6.9%
EGPX ACC Low 0.3% 1.4% 1.2% 1.3% 1.4%
06/03/2018 225
ANNEX 3 – European Route Network Development
This Annex provides an overview of the major airspace improvement projects implemented or
planned for implementation summer 2018 until 2019/22.
SUMMARY OF ERNIP PART 2 - ARN VERSION 2018 - 2019/22 PROPOSALS

This Annex provides an overview of the major improvement projects implemented or planned for
implementation Winter 2017/18 until 2022:
Winter 2017/2018: Projects implemented until (including on) 26 April 2018
 Albania
- FRALB - Free Route Airspace Albania - Phase 2. (H24 - FL195)
 Armenia
- ARMFRA Free Route Airspace Yerevan ACC. (Night - FL285)
 Austria / Slovenia / Croatia / Bosnia and Herzegovina / Montengro / Serbia
- SECSI - South East Common Sky Initiative
 Bulgaria
- DANUBE FAB - Phase 3a. (Sofia CTA FRA: Seasonal - H24 - FL175)
 Cyprus
- Night DCTs - Phase 1C
 Estonia
- Sector changes Tallinn FIR
 Finland
- Connect RNAV SIDs Helsinki TMA
 Finland / Estonia
- DOBAN dualisation.
 France / Spain
- ESSO - Espace Superieur du Sud Ouest;
- Barcelona, Madrid, Interface part / BAMBI.
 France
- S-WAFLE - South West Adaptation Flight Level Evolution - Phase 2;
- IAM Interface Aix Marseille re-organisation;
- Reims ACC sector YB creation.
 Greece
- DCTs Greece H24 - Phase 3a
 Germany
- Munich ACC - OASE Phase 1
- FRA Germany Solution 1a and 1b
 Ireland
- Borealis FRA Shannon CTA - Step 1 (FL075)
 Lithuania / Belarus
- ATS route improvement between Vilnius FIR/ Minsk FIR.
 Maastricht UAC
- FRAM 2 Free Route Airspace Maastricht - Phase 1. (Night - FL245);
- DECO Airspace Re-design Project (3rd layer Delta Sectors).
 Malta
- Removal U prefix Malta FIR.
 Moldova
08/06/2018 226
- Free Route Airspace Moldova - Phase 3. (H24 - FL095)

 Morocco
- New Agadir ACC;
- Radar approach Marrakech (GMMX) and Tanger (GMTT).
 Norway
- HOPE - Harmonisation of Oslo Procedures and Environment - Phase 2.
- Low level - RNP1 helicopter routes
 Portugal / UK
- New Oceanic routes T13/T25 and re-alignment of T16
 Slovenia
- RNAV 1 procedures Ljubljana TMA
 Switzerland
- Cross-border night DCTs;
- ACC Zurich - Sector West Re-Organization - Step 1.
 Spain
- Night DCTs: Convert "Q" ATS routes into DCTs;
- Barcelona TMA - Phase 1a and 1b.
 Turkey
- RNP 1 SIDs, STARs and RNP APCH procedures (LTAL and LTAY) airports;
- PBN SIDs/STARs Ankara/Esenboga (LTAC) airport.
 Poland / Slovakia
- ATS Route Improvement between Warszawa FIR - Bratislava FIR
 Serbia
- Lower airspace re-organisation Beograd FIR - Step 2b
 United Kingdom
- Prestwick Lower Airspace (PLAS) - Part 1;
- Swanwick Airspace Improvement Programme (SAIP) - AD1.
08/06/2018 227
Summer 2018: Projects planned or proposed for implementation
 Bulgaria
- PBN SIDs/STARs and IAP, TMA and CTR adaptation for Plovdiv (LBPD)
airport.
 Switzerland
- Zurich ACC - Sector West Re-Organization.
- Swiss Low Flight Network (LFN).
 Belgium
- Additional DCT options Brussels FIR.
 Cyprus
- H24 DCTs - Phase 2B;
- Vertical split of South Sector 2 and East Sector into Lower / Upper sectors
with DFL285.
 Greece
- PBN Implementation Plan (LGMK, LGSR).
 Italy
- FRA-IT Free Route Airspace Italy, Phase 4. (H24 - FL 305+);
- Airspace structure improvement Brindisi FIR, Milano FIR and Roma FIR.
 Malta
- Free Route Airspace Malta - Phase 3b (H24 - FL 305+);
- INTRAC - New Terminal Routing Airspace Concept Malta airport.
 Portugal
- Expantion of horizontal boundaries of Porto TMA
 Turkey
- SMART- Systematic Modernization of ATM Resources in Turkey, Phase 4a
 UK
- Swanwick Airspace Improvement Programme (SAIP) - (AD2)
08/06/2018 228
 Armenia
- Free Route Airspace/ ARM FRA Yerevan FIR. (H24 - FL135+)
 Armenia / Georgia
- FRASC Project (cross-border South Caucasus FRA H24 - FL255+)
 Belarus
- BELFRA Project - Phase 1 (Night - FL305+).
 Bulgaria
- DANUBE FAB - Phase 3c (FRA Sofia CTA - H24 FL175+)
 Bulgaria / Hungary / Romania / Slovakia
- SEEN FRA Phase 2 (Cross-border FRA at Night)
 Croatia/
- Central sector Zagreb Phase 2b
 France
- ELIXIR Phases 1;
- Brest ACC re-organisation - Steps 1 - 2;
- Paris ACC re-organisation - Phase 2.
 France/ Spain
- Barcelona, Bordeaux Interface part, BAMBI.
 Georgia
- 3rd / 4th sector Tbilisi ACC;
- Tbilisi TMA;
- Batumi and Kutaisi TMAs Optimization.
 Greece
- Direct Route Airspace Greece H24 (additional DCTs) - Phase 3b;
- PBN/SBAS procedures (LGKO, LGMT, LGIO, LGTS) airports;
- Greek Airspace reorganization - Phase 1;
- PBN SIDs/STARs Athens TMA.
 Latvia
- Point Merge arrival systems for Riga (EVRA) airport
 Maastricht UAC
- FRAM2 - Phase 2. (Weekend H24 FL245+)
 Maastricht UAC / DK-SE FAB / Karlsruhe UAC
- Cross-border FRA
 Morocco
- ATS Route Improvement Casablanca FIR/UIR;
- Free Route Airspace Casablanca, Phases 1 and 2;
- New radar approach Fes (GMFF);
- New TMAs (GMFF / GMTN / GMTA and GMMW) Airports.
 Norway / Iceland
- Borealis FRA - Step 5, BI - EN cross-border FRA.
 Poland
- RNAV procedures for EPPO;
- Free Route Airspace Warsaw FIR, Phase 4. (H24);
 Portugal
- Removal U prefix Lisbon FIR.
08/06/2018 229
 Serbia / The Former Yugoslav Republic of Macedonia

- RAXAD and MAKED dualisation.
 Slovakia
- Free Route Airspace Bratislava FIR - BRAFRA.
 Spain
- Madrid TMA - Phases 1 and 2;
- Malaga TMA re-organisation;
- Palma TMA Reorganisation - Phase 1;
- Sector reorganisation Barcelona ACC - Madrid ACC.
 Turkey
- Istanbul International Airport - Phase 1a;
- PBN SIDs/STARs for Izmir/Adnan Menderes (LTBJ).
 Ukraine
- Free Route Airspace Ukraine, Step 1 (Sc 1b) - Phase 2.
 United Kingdom
- Newcastle STAR & RNAV Approach Project.
- SID Truncation;
- Swanwick Airspace Improvement Programme (SAIP) - Airspace Deployments
4 and 5.
08/06/2018 230
 Bosnia and Herzegovina

- BH ATM, Phase 2
 Bulgaria / Hungary / Romania
- SEE FRA Phase (H24 - Cross-Border)
 Czech Republic
- Sectorisation Praha FIR
 France
- ELIXIR Phases 2;
- Brest ACC re-organisation - Step 3;
- Paris Point Merge TE;
- LFKJ interface within Marseille ACC;
- Bordeaux ACC lower airspace re-organisation.
 Germany
- FRA Germany - Solution 2 (H24 - FL245+);
- Langen 2.0 Step - UBENO inbound.
 Greece
- Hellas FRA - Free Route Airspace Greece - Phase 4a (Night - FL355+);
- Greek Airspace reorganization, Phase 2.
 Ireland
- AIRLA - RNAV approaches.
 Maastricht UAC
- FRAM 2 - Phase 3 (H24).
 Malta
- INTRAC, Phase 2;
- Free Route Airspace Malta - Phase 3c.
 Morocco
- Free Route Airspace Casablanca, Phase 2;.
- Free Route Airspace Casablanca, Phase 3.
 Poland
- Polish Airspace Project 2010+, Phase 3b
 Serbia / Montenegro
- Lower airspace re-organisation Beograd FIR - Step 4.
 Spain
- Split of Canarias ACC NE sector (FL125 - UNL);
- Barcelona TMA - Phase 2;
- Palma TMA reorganisation Phase 2;
- Canarias TMA.
 Spain / Marocco / Portugal
- Lisboa / Casablanca / Canarias Axis.
 Turkey
- DCT SMART, Phase 5;
- Free Route Airspace Turkey - Phase 1 (Night FL285+).
- Istanbul International Airport - Phase 1b.
 Ukraine
- Free Route Airspace Ukraine, Step 1 (Sc 1b) - Phase 3.
 Ukraine / Belarus
- ATS Route Improvement L'viv FIR/ Minsk FIR.
08/06/2018 231
 Finnland / Estonia / Latvia

- NEFAB Cross-border sectorisation.
 France
- Paris ACC re-organisation - Phase 3.
- Free Route Airspace Brest ACC (H24 - FL195).
 Germany
- Berlin Brandenburg International (BER) airport;
- Langen 2.0 Step - BAM Opt.
 Greece
- Greek Airspace reorganization, Phase 3;
- Hellas FRA - Free Route Airspace Greece - Phase 4b (H24 - FL355+).
 Ireland
- New runway Dublin Airport (EIDW).
 Norway
- Norway FAS (Future ATM System) - Phase 1.
 Spain / France
- LUMAS, Phase 2 Marseille FIR - Barcelona FIR.
 Switzerland
- FRA Switzerland H24.
 Turkey
- Free Route Airspace Turkey - Phase 2 (H24 - FL285+);
 Ukraine
- Free Route Airspace Ukraine, Step 2 (Sc 2a).
 United Kingdom
- Prestwick Lower Airspace/ PLAS - Part 2b.
- Borealis FRA - Step 4 (Scottish FRA).
08/06/2018 232
End 2022: Projects planned or proposed for implementation
 Cyprus
- Free Route Airspace Cyprus - FRANIC Phase 1
 Czech Republic
- Free Route Airspace Praha / FRAPRA, Step 4
 France
- Free Route Airspace Bordeaux ACC;
- Free Route Airspace Paris ACC;
- Free Route Airspace Reims ACC.
 Germany
- 3rd RWY Munich airport
 Greece
- Hellas FRA - Free Route Airspace Greece - gradual lower change of vertical
limit.
 Norway
- Norway FAS (Future ATM System) - Phase 2
 Spain
- Split of existing Canbarias APP AAC sector (GND - FL125)
 Ukraine
- Free Route Airspace Ukraine, Step 2 (Sc 2b)
 United Kingdom
- Borealis FRA - Step 6 (Prestwick ACC AoR and parts of London ACC AoR);
- Borealis FRA - Step 7 (whole London ACC AoR).
08/06/2018 233
ANNEX 4 – ATS System Changes, Special Events and Major Projects
ATM System (new); ATM System (upgrade); Event; ATM Ops Procedures; TMA and/or Airport Airspace & Proc; Major European Project
Major Projects & Special Events 2018 2019 2020 2021 2022
Austria - Vienna ACC
Full FABCE x-border application of SECSI FRA
Belgium / Luxembourg - Brussels ACC
CANAC2 hardware upgrade
Bosnia & Herzegovina - B&H ACC
Changes of areas of responsibility between Zagreb, Beograd and BH ACCs
Croatia - Zagreb ACC
Changes of AoRs between Zagreb and BH ACCs (Phase 2 BHANSA)
COOPANS FRA package upgrade
FRA cross border evolutions
Full FRA at FABCE
Cyprus - Nikosia ACC
New ATM system & ACC
Czech Republic - Prague ACC
Airspace reorg.
New ATM system impl.
Reconstruction of the OPS room
Training for the airspace reorg.
Training for the new ATM system
Full FRA
Training for FRA
France - Bordeaux ACC
ESSO project including new Madrid-Bordeaux interface (BAMBI)
Training 4Flight
FRA implementation
France - Brest ACC
FRA implementation
Training 4Flight
Reorganisation of airspace below FL145
France - Marseille ACC
Training 4Flight
Implementation 4 Flight
FRA implementation
France - Paris ACC
FRA implementation
Training 4Flight
France - Reims ACC
Training 4Flight
Implementation 4 Flight
FRA implementation
FYROM - Skopje ACC
New ATM System
Georgia - Tbilisi ACC
Technical implementation of new ATS system
Transfer to new ATM system
Germany - Bremen ACC
New airspace structure for new airport Berlin BER
Development of new airspace structure ACC Bremen
iCAS-System Bremen ACC
Germany - Langen ACC
iCAS Langen
Implementation PSS SF01
New SF concept
Germany - Karlsruhe ACC
New airspace structure for new airport Berlin BER
iCAS Phase II SW
Germany- Munich ACC
iCAS Phase II
Greece - Athens ACC
ATM system software upgrade
DMAN for Athens Airport
VCS
Greece - Makedonia ACC
ATM system software upgrade
VCS
Italy- Brindisi ACC
4Flight ATM System
Ireland - Dublin ACC
New airspace structure (parallel RWY operations)
Lithuania - Vilnius ACC
New ATM System implementation
New ACC building
14/02/2018 234
ATM System (new); ATM System (upgrade); Event; ATM Ops Procedures; TMA and/or Airport Airspace & Proc; Major European Project
Norway - Oslo ACC
Future ATM System
Norway - Stavanger ACC
Future ATM System
Poland - Warsaw ACC
Additional layer
Portugal - Lisbon ACC
New ATM system
Romania- Bucharest ACC
New ATM System 2015+ implementation
Spain - Barcelona ACC
SACTA 4.0 including TTM
Spain - Canarias ACC
Spain - Madrid ACC
New Madrid-Bordeaux interface (BAMBI)
Spain - Palma ACC
Spain - Sevilla ACC
Switzerland - Geneva ACC
Virtual Centre
FRA CH
PAGE1 (e-strips at TWR)
Switzerland - Zurich ACC
Virtual Centre
ARSI (Advanced Runway Safety Improvement LSZH)
Turkey - Ankara ACC
New airport in Istanbul - different phases
Ukraine - Odesa ACC
New ATM System implementation
UK- London ACC
iTEC introduction
New controller working positions
New VCS
UK- London TC
iTEC introduction
New controller working positions
UK- Prestwick ACC
PLAS 3
PLAS 4
14/02/2018 235
ANNEX 5 – ACC TRAFFIC FORECAST & CAPACITY PLANS

Coordination with ACCs – NOP Process
The Network Operations Plan is developed through a collaborative process established between the
Network Manager and all operational stakeholders. The NOP is a consolidation of all network and local
capacity plans and provides an outlook of the expected network performance.
In accordance with the requirements set forth in the Regulation on the implementation of ATM network
functions, the Network Manager produces capacity requirement profiles for each ACC and provides
support to ANSPs to work them into the local capacity plans (currently detailed in the Local Single Sky
Implementation Plan). These are consolidated annually into this European Network Operations Plan in a
dynamic, interactive and collaborative process. During winter 2017/2018, the Network Management
Operations Planning unit had meetings with a large number of ANSPs, during which the ACC capacity
plans were finalised and agreed with all ANSPs.
By comparing plans with capacity profile requirements, it can be identified where capacity will be sufficient
to accommodate future demand, where there are likely to be problems, and whether European Network
capacity and flight efficiency will respond to the SES Performance targets over the period 2018-2019.
Each individual ACC annex includes:

1. Traffic forecast table
The 2018-2022 traffic forecast per ACC is derived using NEST from the EUROCONTROL Seven -Year
Forecast – February 2018. The impact of realignment of traffic according to the shortest available routes
with generally unconstrained vertical profiles is determined using NEST.
2. Planned Capacity Enhancement Measures

The table comprises a number of different elements as follows:
 Measures Planned
The table summarises the planned capacity enhancement measures identified in the local capacity plan.
Some capacity enhancement actions are shown over several years as their potential is not limited to one
year - the starting year shown is the year the measure is expected to be implemented. The table of
measures planned focuses on the Summer season as it is the most demanding period of a year. The
measures appearing for each year are the ones that will be put in place before the Summer season.
 Significant Events
Significant events are events which may impact capacity during their lifecycle. These events could be of
ATM related nature or external to ATM, but impacting ATM network performance.
 Max Sectors
This figure indicates the expected evolution of the number of operational sectors in the maximum
configuration, i.e. the maximum number of operational sectors that can be opened simultaneously. This
figure must take into account not only the ATM system capability, but also the expected availability of air
traffic controllers.
 Planned Annual Capacity Increase %
The percentage capacity increases provide an assessment of the impact of the individual ACC capacity
enhancement measures that are mentioned in the table. The value for each year is the ANSP own
assessment of the expected capacity increase compared to the previous year.
 Reference Profile Annual % increase
This line shows, for each year, the capacity increase required for the ACC, again compared to the
previous year. The reference capacity profile assumes a baseline or medium traffic growth, and
distribution of demand over the shortest routes available on the current airspace structure.
For a few ACCs, where there is a significant difference in the level of demand for shortest and current
routes, both the Reference and Current Routes Profile are provided, to facilitate flexible local planning. A
complete list of ACC capacity profiles is shown at Annex 1.
03/07/2018
 Difference Capacity Plan v. Reference Profile

This line shows, for each year, the difference between the plan and the reference capacity profile. A
negative value indicates a capacity gap.
The cell for each year is colour coded as follows:
Green no capacity gap,
Yellow gap of between 0% and 3%,
Orange gap of between 3% and 5%,
Red gap of more than 5%.
For the ACCs with a significant difference in the level of demand for shortest and current routes, the
comparison has been made between the Plan and the Current Routes Profile.
 En-route Delay Target Breakdown (Annual and Summer)
The period 2018 to 2019 presents the remainder of the second Single European Sky reference period
(RP2) of the SESII Performance Regulation.
The annual E.U. en-route network target of 0.5 minutes per flight is translated into seasonal network
targets as follows:
 0.5 min per flight between 2015-2019 (0.7 min/flight Summer season – 0.3 min/flight Winter season)
From the annual and seasonal Network targets, ACC delay reference values have been calculated, as
requested by the Network Air Traffic Management Functions IR and the Performance Scheme IR.
No delay target breakdown has been provided from 2020 to 2022 as no decision has been taken yet on
key performance indicators and targets for RP3.
 En-route Delay Forecast (Annual & Summer)
The en-route delay forecast is derived at European Network level and also for individual ACCs with the
support of the tools used in the capacity planning process. The delay forecast is based on the capacity
plans agreed with all ANSPs during the period November 2017 – July 2018, and on the base scenario of
the February 2018 EUROCONTROL Network Manager Seven-Year Forecast of traffic demand. This
delay forecast includes statistical weather data at local level based on the years 2016-2017-2018,
but excludes delays for disruptions such as industrial actions and technical failures.
 Additional Information
Any additional factors that could influence capacity delivery, including details if available of special events
or major project transition plans.
3. Capacity Baseline and Capacity Profile Requirements

This chart shows the agreed ACC capacity baseline for 2016 and 2017, and the following:
o The 2018-2022 current capacity plan
o The reference 2018-2019 capacity profile - assuming STATFOR baseline traffic forecast on
shortest routes available on the network, with part of Ukraine, Libya, Iraq, and Syria airspaces
closed or not used by the airspace users
o The capacity profile assuming STATFOR high traffic forecast on shortest routes available on the
network, with part of Ukraine, Libya, Iraq, and Syria airspaces closed or not used by the airspace
users
o The capacity profile assuming STATFOR low traffic forecast on shortest routes available on the
network, with part of Ukraine, Libya, Iraq, and Syria airspaces closed or not used by the airspace
users
o The capacity profile assuming STATFOR baseline traffic forecast on shortest routes available on
the network, with all airspace available.
o The capacity profile assuming STATFOR baseline traffic forecast on current routes
4. Sectors available – Summer

Presents a commitment on sector availability / opening scheme throughout a typical day (weekday and
weekend) for the next summer season.
5. Expected Performance
A brief qualitative assessment, made by the Network Manager, of the expected performance of the ACC
over the period, including any foreseen problems.
03/07/2018
ALBANIA TIRANA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 8.0% 13.4% 19.8% 25.8% 32.8%
B 6.7% 10.7% 14.1% 18.1% 21.9%
Tirana
L 4.8% 8.0% 9.1% 10.9% 12.7%
Shortest routes: With part of Ukraine, Libya, Iraq and Syria airspaces closed or not used by the airspace users
Planned capacity enhancement measures
Summer Capacity Plan
2018 2019 2020 2021 2022

Free Route Airspace H24 FRA
Improved civil
Airspace Management
military
Advanced FUA
coordination
Airport & TMA Network Integration
Cooperative Traffic Management
Airspace
ILS procedures
R35;
Procedures VOR procedures
R35;
RVA
Staffing Maintain sufficient level of staffing to open 3 ENR + 1 APP sectors
Implementation of
Technical
MLAT
Capacity
Significant Events
3 ENR 3 ENR 3 ENR 3 ENR 3 ENR
Max sectors
+ 1 APP + 1 APP + 1 APP + 1 APP + 1 APP
Planned Annual Capacity Increase 5% 3% 3% 3% 2%
Reference profile Annual %
0% 0% N/A N/A N/A
Increase
Difference Capacity Plan v.
4.6% 7.7% N/A N/A N/A
Reference Profile
Annual Reference Value (min) 0.10 0.09 N/A N/A N/A
Annual en-route delay forecast
0.01 0.01 0.01 0.02 0.02
(min)
Summer reference value (min) 0.15 0.14 N/A N/A N/A
Summer en-route delay forecast
0.01 0.01 0.01 0.03 0.03
(min)
Additional information
The delay forecast excludes delays for disruptions such as industrial actions and technical failures.
03/07/2018
Sectors available - Summer 2018
Sectors available - Summer 2018 - WD Sectors available - Summer 2018 - WE

6 6
5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
Capacity Baseline and Requirements
LAAACTA - Reference capacity profile and alternative scenarios
80
70
60
Capacity profile (movements per hour)
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018-2019 Reference Capacity Profile 65 65
Capacity Profile - Shortest Routes (Open) 65 65
Capacity Profile - Current Routes 65 65
Capacity Profile - High 65 65
Capacity Profile - Low 65 65
Capacity Baseline 65 65
2018 - 2022 Plan 68 70 72 74 75
Expected Performance
No capacity issues are foreseen for Tirana ACC in the coming planning cycle.
03/07/2018
ARMENIA YEREVAN ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.5% 12.4% 18.5% 24.8% 31.3%
B 6.0% 10.0% 13.5% 18.0% 22.1%
Yerevan
L 4.7% 8.0% 9.9% 12.5% 15.6%
2018 2019 2020 2021 2022

Free Route Airspace 24H FRA
Airspace Management
Advanced FUA
Airspace
Procedures
Staffing
Technical
Capacity
Significant Events
Max sectors 1 1 1 1 1
Planned Annual Capacity Increase Sufficient capacity to meet expected demand
Reference Profile Annual % Increase 0% 0% N/A N/A N/A

Sufficient capacity to meet expected demand
Reference Profile
Annual en-route delay forecast (min) 0.01 0.01 0.01 0.01 0.01

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018

2
0
06:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
UDDDCTA - Reference capacity profile and alternative scenarios
45
40
35
30
25
20
15
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 40 40 40 40 40
No problems are foreseen for Yerevan ACC in the coming planning cycle.
03/07/2018
AUSTRIA VIENNA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022

H 6.3% 10.8% 16.1% 20.7% 25.2%
B 5.0% 8.2% 11.0% 13.4% 16.1%
Vienna
L 3.5% 5.8% 6.1% 6.9% 8.0%
2018 2019 2020 2021 2022

Stepwise increase
of FAB CE wide
cross border FRA
Free Route Airspace
applications
SECSI FRA
February 2018
Airspace Management FABCE Study
Advanced FUA ongoing
Airport & TMA Network Integration AMAN LOWW
Cooperative Traffic Management Improved ATFCM techniques, including STAM
Enhanced sectorisation according to the FAB CE Airspace Plan

Airspace
Stepped improved sectorisation according to on-going projects
Procedures Improved operational procedures including FMP/AMC

Staffing Recruitment to increase staff levels
Technical Continuous system improvements
Capacity Additional sectors as required, depending on traffic demand levels
Significant Events
Max sectors
(Sufficient to cope with demand during 13 13 14 14 15
normal operations)
Current Routes Profile % Increase 1% 2% N/A N/A N/A

-5.1% -5.0% N/A N/A N/A
Reference Profile
Difference Capacity Plan v. Current
3.6 % 5.0% N/A N/A N/A
Routes Profile

0.50 0.50 0.49 0.49 0.47
(min)
03/07/2018
Sectors available - Summer 2018 - Sectors available - Summer 2018 -

Monday/Tuesday/Thursday Wednesday/Friday/Sunday
14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
06:00
20:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
22:00
Sectors available - Summer 2018 - Saturday
14
12
10
0
02:00
12:00
22:00
00:00
04:00
06:00
08:00
10:00
14:00
16:00
18:00
20:00
03/07/2018

LOVVCTA - Reference capacity profile and alternative scenarios
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 204 210 216 220 229
Vienna ACC will have sufficient capacity to cope with the expected traffic growth during the planning period, during
normal current route operations.
03/07/2018
AZERBAIJAN BAKU ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 10.3% 16.9% 26.4% 36.1% 46.4%
B 8.6% 13.9% 19.0% 25.1% 31.7%
Baku
L 7.1% 11.1% 13.8% 16.6% 20.2%
Shortest Routes: No significant impact
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA

Airspace ATS route network optimisation - an on-going process in co-operation with neighboring States
Procedures
Staffing
Technical
Capacity
Significant Events
Max sectors 5 + 3APP 5 + 3APP 5 + 3APP 5 + 3APP 5 + 3APP
Reference profile Annual % Increase 0% 0% 0% N/A N/A
Sufficient capacity to meet expected demand
Reference Profile
Annual Reference Value (min) 0.01 0.01 0.01 N/A N/A
Summer reference value (min) 0.01 0.01 0.01 N/A N/A

0.01 0.01 0.01 0.01 0.01
(min)
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8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
UBBACTA - Reference capacity profile and alternative scenarios
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 65 65 65 65 65
No problems are foreseen for Azerbaijan during the current planning cycle.
03/07/2018
BELGIUM BRUSSELS ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.4% 6.9% 11.3% 14.6% 18.3%
B 2.1% 4.8% 6.8% 8.5% 10.9%
Brussels
L 0.9% 2.3% 2.1% 2.4% 3.3%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management Enhanced Civ/Mil ASM procedures

Advanced FUA Improved use of the route network as a result of FUA enhancement
Airport & TMA Network Integration Enhanced AMAN
Enhancement of ATFCM procedures, including STAM
Cooperative Traffic Management ATFCM 2.0 Project
(use of complexity assessment tools)
Segregation of
Airspace EBCI and EBBR
flows
Segregation of
Procedures EBCI and EBBR
flows
Recruitment of new ATCOs to maintain level of staffing
New ATCOs available
Staffing New rostering
tool
Dynamic
rostering
CANAC2
Technical hardware
upgrade
Reassessment of sector capacities
Capacity
following CAPAN
Runway works at
Significant Events
EBBR (25R)
Max sectors 6 6/7 6/7 6/7 6/7
Reference profile Annual % Increase 2% 1% N/A N/A N/A

1.5% 2.2% N/A N/A N/A
Reference Profile

0.30 0.29 0.28 0.31 0.35
(min)
03/07/2018
Sectors available – Summer 2018

Sectors available - Summer 2018 - WD
7
0
08:00
22:00
00:00
02:00
04:00
06:00
10:00
12:00
14:00
16:00
18:00
20:00
Sectors available - Summer 2018 - Saturday Sectors available - Summer 2018 - Sunday
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
10:00
20:00
02:00
04:00
06:00
08:00
12:00
14:00
16:00
18:00
22:00
EBBUCTA - Reference capacity profile and alternative scenarios
170
150
130
110
90
70
50
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 138 141 144 145 146
The performance is expected to remain close to the requirements for the planning period.
03/07/2018
BOSNIA & HERZEGOVINA BHACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.9% 14.5% 22.2% 28.7% 36.9%
B 6.2% 10.9% 15.2% 19.3% 23.4%
BH
L 4.8% 7.5% 9.3% 10.9% 13.0%
2018 2019 2020 2021 2022

Further cross-border FRA evolutions
Free Route Airspace SECSI FRA
FAB CE FRA
(From FL205)
Establishment of
Airspace Management
AMC/LARA
Advanced FUA
implementation
Cooperative Traffic Management Enhanced ATFM techniques, including STAM
Changes of areas of responsibility
between Zagreb, Beograd and BH
Airspace ACCs
(Phase 2 BHANSA). New ATCC
sectorization.
New procedures shall be developed
Procedures
after FRA RTS and System upgrade
Staffing NEW ATCOs
New VCS
New VCS
procurement
Technical implementation
DPS SW
New DPS
Upgrade
Capacity CAPAN study
BH ACC
For the airspace above FL325, a detailed transition plan
Significant Events
will be developed with CCL and SMATSA with cooperation
of NM
Planned Annual Capacity Increase Sufficient capacity to meet demand N/A N/A N/A

Sufficient capacity to meet demand N/A N/A N/A
Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018

3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
LQSBCTA - Reference capacity profile and alternative scenarios
30
25
20
15
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 27 27 27 27 27
No capacity problems are foreseen for the ACC during the planning cycle.
03/07/2018
BULGARIA SOFIA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022

H 9.0% 15.8% 22.9% 29.3% 36.2%
B 7.4% 12.6% 17.1% 21.0% 25.0%
Sofia
L 5.8% 9.7% 11.6% 13.7% 15.8%
2018 2019 2020 2021 2022

Free Route Airspace Stepped implementation of full FRA
Airspace Management
Gradual implementation of AFUA functionalities
Advanced FUA
Improved ATFCM, including use of occupancy counts and STAM
Implementation of Traffic Complexity Tool
ATS route network development
Airspace Airspace changes at the interface with Turkey resulting from the implementation of the Istanbul new
airport and of the second runway at Sabiha Gökçen airport.
Procedures
Cross sector training
Staffing
Additional ATCOs
WAM in east part of FIR
WAM in west part of FIR
Technical
New EN-route Radar on the Black Sea Coast
Gradual increase of maximum sector configurations
Capacity
available up to 18 sectors
Significant Events New airport in Istanbul
Max sectors 18* 18* 18* 18* 18*

4.2% 8.5% N/A N/A N/A
Reference Profile
3.1% 5.1% N/A N/A N/A
routes Profile

0.02 0.02 0.02 0.02 0.02
(min)
Additional information * According to the traffic demand and ATCO availability.
03/07/2018

14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
02:00
12:00
22:00
00:00
04:00
06:00
08:00
10:00
14:00
16:00
18:00
20:00
The opening scheme will be flexibly adapted to the traffic demand and might go up to 14 sectors if needed in Summer
2018.

LBSRACC - Reference capacity profile and alternative scenarios
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 197 205 213 222 231
No problems are foreseen for Sofia ACC during the planning cycle.
03/07/2018
CROATIA ZAGREB ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 6.0% 11.5% 17.9% 22.9% 28.3%
B 4.6% 8.4% 12.1% 15.2% 18.3%
Zagreb
L 3.0% 5.7% 6.5% 7.9% 9.4%
2018 2019 2020 2021 2022

Further cross-border
Free Route Airspace Full FRA at FABCE
FRA evolutions
Partial Implementation Upgrade and
Airspace Management
of A-FUA through AMC extension of AMC
Advanced FUA
Portal Portal
Integration of TMAs in the network through the
implementation of the FABCE concept of
seamless operations for the TMAs within Zagreb
Airport & TMA Network Integration FIR
Implementation of PBN
procedures in TMA
airspace
Cooperative Traffic Management Enhanced ATFM techniques (STAM Phase II)
Enhanced sectorisation according to the FAB CE Airspace Plan
Further optimisation of
ATS route network
Airspace
Changes of areas of responsibility between Zagreb and
BH ACCs (Phase 2 BHANSA)
Evolution of cross-
Procedures border FRA
procedures
Optimization of manpower planning
Staffing
Additional ATCOs as required (~6 per year)
COOPANS FRA
Technical package
upgrade
Re-assessment of sector capacities according to
Capacity new CAPAN study
Improved sector opening times
BH ACC
Significant Events For the airspace above FL325, a detailed transition plan will be developed with
CCL and SMATSA with cooperation of NM
Max sectors 11 11 12 12 12

-4.3% -4.1% N/A N/A N/A
Reference Profile
0% 0.6% N/A N/A N/A
routes Profile

0.36 0.36 0.39 0.36 0.35
(min)
03/07/2018

12 12
10 10
8 8
6 6
4 4
2 2
0 0
02:00
06:00
10:00
14:00
18:00
22:00
02:00
06:00
10:00
14:00
18:00
22:00
00:00
04:00
08:00
12:00
16:00
20:00
00:00
04:00
08:00
12:00
16:00
20:00
LDZOCTA - Reference capacity profile and alternative scenarios

200
180
160
140
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 157 162 167 172 177
Though continuous improvements are planned (3% average capacity increase per year based on local capacity plan
2015-2022), a potential capacity gap could be expected during the planning period depending on the actual evolution
of the traffic distribution.
03/07/2018
CYPRUS NICOSIA ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 12.2% 20.1% 30.5% 40.5% 51.4%
B 10.0% 16.2% 22.6% 29.1% 35.2%
Nicosia
L 8.0% 12.8% 16.0% 19.9% 23.5%

2018 2019 2020 2021 2022
Additional
Free Route
DCTs as from 1
implementation
Free Route Airspace February 2018
according to
– Details in
PCP
ERNIP Part 2
Airspace Management
Stepped implementation of A-FUA
Advanced FUA
New low sector
in Nicosia ACC
Cooperative Traffic Management* Improved ATFCM, including STAM
Continuous improvement of route network
Airspace Redesign of Stepped re-sectorisation of Nicosia
lower airspace ACC
Reduce Nicosia
FIR separation
Procedures
standard from 10
to 5 NM
1 additional net 7 additional 7 additional
ATCO ATCOs ATCOs
Staffing Continuation of staff performance
scheme until the creation of the new
ANSP
Implementation of
Approach Radar
function at LCLK
Technical and LCPH airports
Datalink
ATM system upgrades (dependent on
move to new ACC)
More flexibility in sector configuration openings
Improve Civil-Military cooperation in the South-East part of the FIR
Operation of a
6th en-route
Capacity sector during
peaks (linked to
move to new
ACC)
Revision of sector capacities
Transition to the new ACC (pending
Significant Events
approvals)

Difference Capacity Plan v. Reference
-14.1% -13.6% N/A N/A N/A
Profile
Summer en-route delay forecast (min) 1.56 1.81 2.01 1.81 1.51
Additional information Possible slight reduction of ATCOs in 2020
03/07/2018
Sectors available - Summer 2018 - Sectors available - Summer 2018 -

Monday,Tuesday and Friday Wednesday and Thursday
6 6
5 5
4 4
3 3
2 2
1 1
0 0
10:00
12:00
00:00
02:00
04:00
06:00
08:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
14:00
16:00
18:00
20:00
22:00
Sectors available - Summer 2018 - WE
6
0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
03/07/2018

LCCCCTA - Reference capacity profile and alternative scenarios
90
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 64 67 70 74 78
Improvements are planned which are expected to provide capacity gains. However there will be a capacity gap in
Cyprus for the full planning period. This is linked to the uncertainty on the outcome of the implementation of the plan in
the initial part of the planning period. Moreover the plan is heavily sensitive to the crisis situation in the region around
Cyprus.
03/07/2018
CZECH REPUBLIC PRAGUE ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 5.2% 9.9% 15.9% 21.3% 26.8%
B 3.9% 7.2% 10.2% 13.3% 16.4%
Prague
L 2.5% 4.4% 4.8% 5.9% 7.5%
2018 2019 2020 2021 2022

Full FRA
Free Route Airspace
Impl. in Dec 2021
Airspace Management ASM tool (equiv.
Advanced FUA to LARA)
Improved flow and capacity management techniques,
including STAM
Improved ATS route network
Airspace New
sectorisation
Procedures
Additional
Staffing Additional controllers
controllers
Implementation
Technical
of a new system
Capacity Adaptation of sector opening times depending on available staff
Reconstruction of the OPS room and
implementation of the new ATM
Significant Events system
Training for the Training for the Training for the
new sectorisation new system FRA
Max sectors 10 10 13 13 15

1.1% 3.2% N/A N/A N/A
Reference Profile
-2.1% -2.0% N/A N/A N/A
Routes Profile

0.27 0.27 0.27 0.27 0.27
(min)
The training for the new sectorisation and the implementation will be subject of the transition
planning process in 2019/20.
From 2020 the OPS room will be split into two parts with the maximum number of 10 sectors
Additional information available for the current ATM system. However, the new sectorisation will deliver three additional
sectors in 2020 in a lower airspace (3 terminal sectors up to FL 285 served from regional ATC Units).
The migration to the new system is planned for winter season 2020/21. The capacity availability
throughout the project lifecycle will be subject the transition planning process.
03/07/2018 258
Sectors available - Summer 2018 Sectors available - Summer 2018

Mon. - Wed. Thu. - Fri.
12 12
10 10
8 8
6 6
4 4
2 2
0 0
20:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
22:00
06:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Sectors available - Summer 2018 - WE
12
10
0
06:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00

LKAAACC - Reference capacity profile and alternative scenarios
220
200
180
160
140
120
100
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 189 193 197 199 203
No major issues are expected at Prague ACC over the planned period.
03/07/2018 259
DENMARK COPENHAGEN ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 2.6% 5.3% 10.0% 12.8% 15.7%
B 1.6% 3.3% 5.1% 7.0% 8.4%
Copenhagen
L 0.6% 1.4% 1.4% 1.8% 2.1%
2018 2019 2020 2021 2022

Cross Border
FRA with
Free Route Airspace
Karlsruhe and
Maastricht
Airspace Management
Optimizing the use of FRA when military areas are active
Advanced FUA
LPV (Localiser
Performance
with Vertical
guidance)
Procedures at
EKCH
New arrival concept for EKCH including PBN procedures, Extended AMAN, TBS (Time Based
Separation)
Operational capacity expansion at EKDK ACC to increase ATM capacity at EKCH
Cooperative Traffic Management Improved ATFCM, working with occupancy counts
Airspace Continuous improvements on the ATS route network and FRA sectorisation
Procedures
Staffing Maintain appropriate level of staffing to open up to 8 sectors
Technical Minor updates of COOPANS
Capacity Sector configurations adapted to traffic demand
EURO 2020
Significant Events Football
Competition
Max sectors 4/5 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W)
Planned Annual Capacity increase 1% 1% 1% 1% 1%

0,8% 0,8% N/A N/A N/A
Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 260

6 6
5 5
4 4
3 3
2 2
1 1
0 0
06:00
16:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
18:00
20:00
22:00
Based on the expected traffic evolution in summer 2018, a maximum of 5 sectors should be sufficient to handle traffic
demand. However, as stated in the above plan, up to 8 sectors can be opened if required.

EKDKCTA - Reference capacity profile and alternative scenarios
140
130
120
110
100
90
80
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 128 129 130 131 132
Copenhagen ACC will have sufficient capacity to cope with the expected traffic growth during the planning period.
03/07/2018 261
ESTONIA TALLINN ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022

H 6.3% 11.1% 18.5% 22.9% 28.8%
B 5.0% 7.5% 10.7% 14.3% 17.2%
Tallinn
L 3.8% 5.2% 5.7% 6.5% 8.0%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
Cooperative Traffic Management Cross-border
3rd sector sectorisation
Airspace Estonia, Finland
implementation
Enhanced OLDI
with Latvia,
Procedures Sweden
DLK/CPDLC
Additional staff
Staffing and controller
rating
Technical
Adaptation of sector opening times
Capacity 3rd sector
deployment
Significant Events
3 3 3 3 3
Max sectors
(+1 FEEDER) (+1 FEEDER) (+1 FEEDER) (+1 FEEDER) (+1 FEEDER)
Planned Annual Capacity Increase Sufficient capacity to meet demand

Reference Profile

0.03 0.03 0.03 0.03 0.03
(min)
03/07/2018 262

3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
2017.

EETTCTA - Reference capacity profile and alternative scenarios
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 67 67 67 67 67
To ensure the required delivery of capacity in the medium-term, Estonian ANS is planning: creation and deployment of
an additional sector in April 2018; implementation of enhanced OLDI with adjacent FIRs; organising cross-border
sectorisation within Finland airspace in 2020; implementation of the DLK/CPDLC in April 2018.
03/07/2018 263
EUROCONTROL MAASTRICHT UAC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.6% 6.9% 11.5% 15.0% 18.8%
B 2.6% 5.1% 7.1% 9.0% 11.3%
Maastricht
L 1.6% 3.0% 3.0% 3.4% 4.3%
2018 2019 2020 2021 2022

FRAM2 Step 2:
FRAM2 Step 3:
Free Route Airspace FRA during night
FRA H24
and weekend
Dynamic FUA
Airspace Management
Implementation
Advanced FUA
above FL365
Improved ATFCM including STAM
Cooperative Traffic Management 4 ACCs / NM
AAPF
initiative
Resectorisation UK interface
Airspace in the DECO improvements
sector group (AD4)
Procedures Advanced tactical ATFCM measures
Cross training of ATCOs
Staffing New ATCOs to compensate departures
MUSE (Optimised training)
Technical Increased usage in operations of CPDLC
Stepped implementation of XMAN (possible negative impact on capacity)
Capacity unit
Capacity Post ops & BI
ATM Portal
RDF
Traffic prediction
improvements on
iFMP
Significant Events
BRU 5/6 BRU 5/6 BRU 5/6 BRU 6 BRU 6
Max open sectors DECO 5/6 DECO 5/6 DECO 5/6 DECO 6 DECO 6
HANN 6/7 HANN 6/7 HANN 6/7 HANN 7 HANN 7

-8.2% -7.5% N/A N/A N/A
Reference Profile

2.04 1.79 1.64 1.12 0.96
(min)
The potential benefit of several airspace studies for the HANNOVER and BRUSSELS sector groups
is being evaluated. If found feasible and beneficial to the network, the actual implementation should
Additional information take place as from 2019.
Furthermore a study is undergoing to reduce the number of sectors open during night. A result of the
study is expected in 2018.
03/07/2018 264
0
1
2
3
4
5
6
7
0
1
2
3
4
5
6
0
1
2
3
4
5
6
00:00 00:00 00:00
02:00 02:00 02:00
03/07/2018
04:00 04:00 04:00
05:00 05:00
05:00
07:00 07:00
07:00
09:00 09:00
09:00
11:00 11:00
11:00
13:00
13:00
13:00
15:00
15:00
15:00
17:00
17:00
19:00 17:00
19:00
20:30 19:00
21:00
BRU sectors available - Summer 2018 - WD
DECO sectors available - Summer 2018 - WD
HANN sectors available - Summer 2018 - WD

21:30 21:00
22:00
23:00 23:00
0
1
2
3
4
5
6
0
1
2
3
4
5
6
7
0
1
2
3
4
5
6
265
00:00 00:00 00:00
02:00 02:00 02:00

04:00 04:00 04:00
05:00 05:00 05:00
07:00 07:00
07:00
09:00 09:00
09:00
11:00 11:00
11:00
13:00
13:00
13:00
15:00
15:00
15:00
17:00
17:00
17:00
19:00
19:00
20:30 19:00
21:00
BRU sectors available - Summer 2018 - WE
DECO sectors available - Summer 2018 - WE
HANN sectors available - Summer 2018 - WE
21:30 21:00
22:00
23:00 23:00
EDYYUAC - Reference capacity profile and alternative scenarios

410
390
370
350
330
310
290
270
250
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 337 347 357 368 379
There will be a capacity gap in Maastricht UAC for the planning period. Various measures are planned to reduce that
capacity gap in the next years.
03/07/2018 266
FINLAND TAMPERE ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.0% 9.0% 13.1% 15.8% 18.8%
B 6.1% 7.5% 8.8% 10.4% 11.8%
Tampere
L 5.0% 5.5% 5.4% 5.6% 5.7%
2018 2019 2020 2021 2022
Free Route Airspace
Airspace Management
Advanced FUA
Airspace
Start CPDLC
Procedures
Project
Maintain number of
Staffing
controllers
Technical
MVs of most TFVs
to be raised by
Capacity
appr. 10% in
January
Possible complete
move of ACC to
EFHK to be
Significant Events
decided in 2018,
either way no
operational impact
Max sectors 13 13 13 13 13
Max Conf 6 6 6 6 6

Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 267

6 6
5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
2018.

EFINCTA - Reference capacity profile and alternative scenarios
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 58 58 58 58 58
No problems are foreseen for the ACC during the planning cycle.
03/07/2018 268
FRANCE BORDEAUX ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 5.1% 8.9% 13.6% 16.8% 20.2%
B 3.8% 6.5% 8.8% 11.0% 13.1%
Bordeaux
L 2.5% 3.9% 4.1% 4.6% 5.1%
2018 2019 2020 2021 2022

FRA
Free Route Airspace
implementation
Airspace Management Improved Airspace Management / FUA
Advanced FUA FUA TSA 34
Improved ATFCM Procedures and STAM

Cooperative Traffic Management CDM processes and procedures
MAC (Collaborative ATFCM Measures)
ESSO project
Change of DFL
including new
between upper
Madrid-Bordeaux
and lower
Airspace interface
airspace
(BAMBI)
5th layer in R&L
sectors
Procedures
Staffing Flexible rostering
Enhanced Mode
Technical
S
Re-evaluation of
Capacity
sector capacities
Significant Events Training 4Flight
Max sectors 21 UCESO 21 UCESO 21 UCESO 21 UCESO 20 UCESO
Planned Annual Capacity Increase 8%* 5% 2% 2% 1%

-2.6% -0.4% N/A N/A N/A
Reference Profile

0.50 0.27 0.28 0.28 0.31
(min)
* The capacity increase is mainly coming from the implementation of ERATO and the
flexible rostering.
03/07/2018 269

20 20
18 18
16 16
14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
04:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
The charts show the average opening of sectors planned for Summer 2018.
On busy days, up to 21 sectors could be open if necessary.

LFBBCTA - Reference capacity profile and alternative scenarios
300
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 224 235 240 245 247
A small capacity gap is expected for 2018 and 2019.
03/07/2018 270
FRANCE BREST ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.8% 7.7% 12.5% 16.2% 19.9%
B 2.5% 5.3% 7.7% 9.8% 12.0%
Brest
L 1.2% 2.8% 3.1% 3.6% 4.3%
2018 2019 2020 2021 2022

Free route
Lisboa/Madrid/
Free Route Airspace Brest
FRA
implementation
Airspace Management
Improved airspace management / FUA
Advanced FUA
Improved ATFCM Procedures and STAM
Cooperative Traffic Management CDM processes and procedures
Reorganisation
of airspace
below FL145
Airspace Reorganisation
of airspace
Brest, Jersey,
London
Procedures
Enhanced Mode
Technical
S
Capacity
Significant Events Training 4Flight

-5% -1.8% N/A N/A N/A
Reference Profile

0.81 0.63 0.75 0.64 0.74
(min)
* The capacity increase is mainly coming from the implementation of the flexible
rostering.
03/07/2018 271

18 18
16 16
14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
04:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00

LFRRACC - Reference capacity profile and alternative scenarios
350
300
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 255 268 271 276 279
There will be a capacity gap in Brest ACC in 2018 and 2019.
The traffic increase in Brest ACC was high in 2017 (+7.6%), and the high capacity increase of 10% was not sufficient
to close the capacity gap. For 2018, a high traffic increase is expected, and the planned capacity increase of +14% will
not be sufficient to close the capacity gap.
03/07/2018 272
FRANCE MARSEILLE ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 5.6% 9.5% 14.3% 18.1% 22.1%
B 4.2% 7.0% 9.2% 11.4% 13.3%
Marseille
L 2.8% 4.5% 4.6% 5.0% 5.3%
2018 2019 2020 2021 2022

Implementation
Free Route Airspace
of FRA
Airspace Management Improved airspace management / FUA
Advanced FUA Airspace management procedures for D54 during Summer season
Improved ATFM procedures and STAM
Cooperative Traffic Management CDM Processes and procedures
Reorganisation
of lower airspace
and delegation
LFKJ interface
of ATS to APP
units below
FL145
Airspace
DFL changes in
IAM project
WW and MM
(Interface LFML)
sectors
IAG project
(Interface
Geneva)
Procedures SMART SKI
4flight (new ATM
Enhanced Mode
Technical system)
S
implementation
Capacity
Training for 4Flight (Autumn 2018 to
Significant Events
end 2020)
25 UCESO
28 UCESO 28 UCESO 28 UCESO 28 UCESO
Max sectors (tbd in transition
(15+13) (15+13) (15+13) (15+13)
plan)
Planned Annual Capacity Increase 15%* 12%* 0% 1% 6%

-1.1% 8.8% N/A N/A N/A
Reference Profile

1.36 0.20 0.32 0.36 0.17
(min)
* The capacity increases are mainly coming from the flexible rostering. The national
agreement is already validated, and the local agreement is under negotiation.
03/07/2018 273

The sector opening scheme for 2018 for Marseille ACC was not communicated by DSNA.

LFMMACC - Reference capacity profile and alternative scenarios
350
300
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 275 308 308 311 330
The capacity gap should be closed in 2019. The capacity increases in 2018 and 2019 are mainly coming from the
flexible rostering. The national agreement is already validated, and the local agreement is still under negotiation.
03/07/2018 274
FRANCE PARIS ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 2.8% 4.4% 9.6% 10.8% 11.8%
B 1.8% 3.1% 5.5% 7.3% 8.7%
Paris
L 0.8% 1.5% 1.4% 1.5% 1.7%
2018 2019 2020 2021 2022

LMH project
FRA
Free Route Airspace FRA above
Implementation
FL345
Airspace Management
Advanced FUA
Improved ATFCM procedures and STAM / GF project
Cooperative Traffic Management xStream
CDM Processes and procedures
Reorganisation Reorganisation Reorganisation
of lower airspace of lower airspace of lower airspace
and delegation of and delegation of and delegation
Airspace ATS to APP ATS to APP of ATS to APP
units below units below units below
FL115 (South of FL115 (North FL115 (North
FIR) West of FIR) East of FIR)
Procedures SMART SKI
Enhanced Mode
Technical
S
Capacity
Training for
4Flight (autumn
Significant Events
2021 to end
2022)
20 UCESO 20 UCESO 20 UCESO 20 UCESO 18 UCESO
Max sectors
(10+10) (10+10) (10+10) (10+10) (9+9)

1.1% 1.4% N/A N/A N/A
Reference Profile

0.18 0.19 0.20 0.20 0.21
(min)
03/07/2018 275

10 10
9 9
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
04:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00

LFFFACC - Reference capacity profile and alternative scenarios
350
300
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 286 289 292 295 295
There will be no capacity gap in Paris ACC for the planning period.
03/07/2018 276
FRANCE REIMS ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.9% 7.2% 12.0% 14.9% 18.1%
B 2.9% 5.1% 7.2% 9.0% 11.1%
Reims
L 1.8% 3.0% 2.7% 2.7% 3.2%
2018 2019 2020 2021 2022

FRA
Free Route Airspace
implementation
Airspace Management
Advanced FUA
Airport & TMA Network Integration FABEC XMAN
Improved ATFCM procedures and STAM
Cooperative Traffic Management CDM Processes and procedures
Airspace YB sector
Procedures
4flight (new ATM
Enhanced Mode
Technical system)
S
implementation
Capacity
Training for 4Flight (Autumn 2018 to
Significant Events
end 2020)

-1.3% +1.3% N/A N/A N/A
Reference Profile

0.76 0.64 0.79 0.91 0.65
(min)
03/07/2018 277

16 16
14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
04:00
06:00
08:00
12:00
14:00
16:00
18:00
20:00
22:00
10:00
02:00
18:00
00:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
20:00
22:00
LFEEACC - Reference capacity profile and alternative scenarios

300
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 226 237 237 239 253
There will be a capacity gap in Reims in 2018 and 2019.
03/07/2018 278
FYROM SKOPJE ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.1% 13.3% 20.1% 26.6% 32.9%
B 5.4% 10.1% 13.9% 17.9% 21.9%
Skopje
L 3.7% 7.0% 8.4% 10.3% 12.4%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA

Airspace
Procedures
Staffing
Technical New ATM system
Capacity Dynamic DFL
Significant Events

-14.7% -10.3% N/A N/A N/A
Reference Profile
4.9% 14.8% N/A N/A N/A
Routes Profile

0.05 0.02 0.01 0.01 0.01
(min)
New system:
Additional information The implementation of the new ATM system is planned for 2019, before the Summer. Additional
capacity increase of at least 10% is planned.
03/07/2018 279

4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
LWSSCTA - Reference capacity profile and alternative scenarios
90
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 64 70 74 78 82
A capacity gap could be expected at the beginning of the planning period if traffic continues to grow in line with the
reference scenario hypothesis. However the likelihood of this scenario is linked to the impact of fuel prices and ATC
service costs on airspace user’s route choices. The actual traffic evolution for 2018 may be closer to the current routes
scenario.
Procurement of automated rostering software is planned for 2018, which will enable stricter management of human
resources, allowing further extension of the utilisation periods of the maximum 3-sector configuration.
In relation to the dynamic changing of DFL between sectors, the current system capabilities are very limited as they
allow selecting the DFL between Lower/Upper from two predefined values only. However, even the current
implementation with switching the DFL between FL345 and FL365 is beneficial for the optimization of the
sectorisation.
The combined effects of human resources planning and selectable DFL between Lower/Upper sectors will allow an
increase of the capacity in 2018 of approximately 5%.
The implementation of the new system (planned for 2019, before the Summer) will allow fully dynamic changing of
DFL. The new functionalities provided by the new system will allow an increase of the overall capacity of
approximately 10%.
03/07/2018 280
GEORGIA TBILISI ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 8.5% 15.7% 26.1% 36.6% 46.4%
B 7.3% 12.7% 18.0% 24.1% 31.3%
Tbilisi
L 5.8% 9.7% 12.8% 15.6% 19.0%
2018 2019 2020 2021 2022

Free Route Airspace FRAG implementation of the Step Two
Enhanced ATFM techniques through
cooperative traffic management
Further optimisation and implementation of ATS route network
Airspace Implementation
of two upper
ACC sectors
Implementation of RNAV1 (GNSS) for

SID/STAR’s
Procedures Implementation of APV LNAV/VNAV
(including LNAV-only minima) at all
instrument runway ends as a backup for
ILS precision approaches
Staffing
Technical implementation of new ATM
Technical system.
Transfer to new ATM system
Capacity Traffic Management Improvements
Significant Events

Difference Capacity Plan v. Sufficient capacity to meet expected
N/A N/A N/A
Reference Profile demand

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 281

3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
UGGGCTA - Reference capacity profile and alternative scenarios
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 50 50 50 50 50
No problems are foreseen for Tbilisi ACC in the coming planning cycle.
03/07/2018 282
GERMANY BREMEN ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H -1.1% 1.0% 3.9% 8.5% 12.7%
B -2.2% -0.8% 0.5% 4.0% 6.4%
Bremen
L -3.2% -2.5% -2.5% -2.1% 1.1%

2018 2019 2020 2021 2022
Free Route
Airspace: FRA
Free Route
Cell EDWW East
Airspace: FRA Cell
From FL245,
Free Route Airspace EDWW East
H24 (DCT
From FL245,
routings
23:30-05:00 (local)
published in
RAD)
XMAN BER XMAN BER
XMAN BER
Link AMAN Link AMAN
Link AMAN
EDDB – EDMM EDDB – EPWW
EDDB – EDYY
Airport & TMA Network Integration and EDUU and LKAA
XMAN DUS
Link AMAN
EDDL – EDWW
AirMagic
(ATFM Tool)
New airspace
structure for new
Airspace
airport Berlin
BER
iCAS-System Bremen ACC
Technical
(11/2021-03/2022)
Training and
Training and
Transition for
Capacity Transition for
opening of
iCAS
Berlin Airport
New Berlin
Airport BER
(October 2020)
ILA Berlin
ILA Berlin ILA Berlin
Significant Events (25-29 April)
Military exercises
“Frisian Flag”(April)
and “Balt-Ops”
(June)
Potentially available sectors 12 ENR + 7 APP 12 ENR + 7 APP 12 ENR + 7 APP 12 ENR + 7 APP 12 ENR + 7 APP
Sectors at max. configuration 11 ENR + 6 APP 11 ENR + 6 APP 11 ENR + 7 APP 11 ENR + 7 APP 11 ENR + 7 APP
Planned Annual Capacity 0% 0% 0% 0% 0%
0.0% 0.0% N/A N/A N/A
Profile
Planned Capacity baseline 2018: 151 entries/hour (0%)

11 en-route sectors, 3 en-route/APP- sectors and 3 APP sectors will be opened.
Additional information The sectors Eider East and Eider West are always combined except in case of military exercises. The
sectors Berlin Departure North and South will be combined until the opening of the new Berlin airport.
Depending on the traffic development, only three sectors are planned to open simultaneously in SF
South; this has been taken into account in section “Sectors available – Summer 2018”.
03/07/2018 283
03/07/2018 284
EDWWACC - Reference capacity profile and alternative scenarios

160
150
140
130
120
110
100
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 151 151 151 151 151
The planned capacity for 2018 corresponds to the reference capacity profile, which is above the expected traffic peak
(according to current and shortest routes).
For this reason, no capacity bottlenecks are expected in Bremen ACC in 2018.
Due to the implementation of projects (opening of Berlin Airport and implementation of iCAS system), ATFM delays
may occur in the time frame 2018-2022 in the respective training and transition periods.
03/07/2018 285
GERMANY LANGEN ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.2% 7.1% 10.4% 13.3% 15.9%
B 2.9% 5.0% 6.5% 8.2% 9.7%
Langen
L 1.7% 3.1% 3.0% 3.3% 3.9%
2018 2019 2020 2021 2022
XMAN DUS
AMAN EDDF-EDYY AMAN EDDL-EDYY AMAN EDDL- Link AMAN EDDL
XMAN Düsseldorf AMAN EDDL-EDUU EDWW – EBBU and
EHAA
Cooperative Traffic Management AirMagic
Langen 2.0:
Langen 2.0: Langen 2.0: Langen 2.0:
SF01, SF03
SF06 SF05 and SF10 SF02 and SF04
Airspace and SF05
Night Transitions
Cologne
iCAS Langen
(11/2022-03/2023)
Technical
Implementation
PSS SF01
Rehabilitation EDDK
Significant Events
RWY14L/32R
Planned Annual Capacity 1.2% 0.8% 0.0% 0.0% 1.2%

3.9% 1.1% N/A N/A N/A
Increase
-2.6% -3.0% N/A N/A N/A
Reference Profile
0.31 0.30 0.37 0.53 0.45
(min)
0.54 0.53 0.66 0.93 0.79
(min)
Planned Capacity baseline 2018: 259 entries/hour (1.2%)
Additional traffic can be expected in Langen ACC as a result of the staffing situation in Karlsruhe UAC in
2018.
21 en-route sectors and 11 approach sectors will be opened in 2018.
The sectors Neckar High + Neckar Low are always combined; the sectors Hamm Low and Hamm Medium
will be merged in March 2018.
03/07/2018 286
03/07/2018 287

EDGGACC - Reference capacity profile and alternative scenarios
290
270
250
230
210
190
170
150
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 259 261 261 261 264
The planned capacity for 2018 (259) is below the reference capacity profile (266) but above the expected traffic peaks
3 (according to current and shortest routes: 253 and 255, respectively).
Average Delay per Movement in Langen ACC is expected to exceed the EU breakdown ADM en-route reference
value in 2018 (0.23 min/flight).
Due to the planned implementation of airspace projects (Langen 2.0) in 2018-2021, ATFM delays may occur during
the respective training and transition phases.
03/07/2018 288
GERMANY KARLSRUHE UAC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.6% 8.5% 13.5% 17.7% 22.0%
B 3.3% 6.2% 8.6% 11.0% 13.6%
Karlsruhe
L 2.0% 3.9% 4.1% 4.8% 6.0%
2018 2019 2020 2021 2022
Free Route Airspace: Free Route

Cells EDUU West Airspace: Cells
Sectorless ATM
(FL245+) and South EDUU
Step I (Robusto)
(FL315+) Central/West/South
23:30-05:00 (local) (FL245+), H24
Free Route Airspace
Free Route Airspace:
Cells EDUU North
(FL285+) and EDUU
East (FL315+), H24
AMAN EDDM-EDUU AMAN EDDB-

Airport & TMA Network Integration AMAN EDDL-EDUU
(12/2017) EDUU
Delay Optimization
Cooperative Traffic Management Trial / AirMagic
4 ACC Initiative
Airspace structure
Reduction of sector Erlangen: vertical
Airspace for new airport
complexity split into 3 sectors
Berlin BER
CPDLC Increased
Procedures Operational Usage
campaign
Staff shortages in the SF South

Staffing
Long-term recruitment plan
iCAS Phase II
Technical
Software
Training and
Transition for
Capacity
Implementation
airport BER
Potentially available sectors 43 ENR 44 ENR 44 ENR 44 ENR 44 ENR
Sectors at max. configuration 27 ENR 27 ENR 30 ENR 34 ENR 37 ENR
Planned Annual Capacity -1% +1.2% +6.8% +9.7% +4.3%
Reference profile Annual % Increase 15.0% 2.0% N/A N/A N/A
-13.8% -14.5%
Reference Profile

2.89 2.79 2.69 1.54 1.34
(min)
03/07/2018 289
Planned Capacity baseline 2018: 334 entries/hour (-2.1%)

The planned maximum opened configuration for 2018 consists of 27 en-route sectors, distributed as
Additional information follows: 9 in Central SF, 7 in Eastern SF, 6 in Western SF and 5 in Southern SF (2 in South-North and 3 in
South-South). According to the current planning, the maximum number of opened sectors will not occur
simultaneously in all sector families for an entire hour; this is why the maximum sum of sectors shown in
the graphs on the next page is 26 sectors.
More sectors might be opened depending on staff availability.

A typical profile of the opening times at a weekday / weekend during the summer period in Karlsruhe UAC is shown in
the following figures. The opening time profile is based on the full hour. It is adjusted dynamically along the day
according to the expected traffic demand.
Slightly different opening time profiles are expected at weekdays as follows:
 Weekdays in May, July and September:
 Weekdays in June, August and October:
03/07/2018 290
 Following profiles are expected at Saturdays and Sundays during the entire summer period:
03/07/2018 291
EDUUUAC - Reference capacity profile and alternative scenarios

450
400
350
300
250
200
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 338 342 365 400 417
Due to the staffing situation, capacity bottlenecks are expected in the years 2018 and 2019.
From 2020 onwards, new licensed ATCOs shall allow for a gradually increasing capacity.
03/07/2018 292
GERMANY MUNICH ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.2% 7.2% 11.3% 14.5% 17.5%
B 2.9% 5.1% 6.8% 9.0% 11.1%
Munich
L 1.7% 3.0% 3.0% 3.4% 4.5%
2018 2019 2020 2021 2022

FRA Cell EDMM South
FRA Cell EDMM South
From FL245, H24
From FL245, 23:30-
(DCT routings
05:00 (local)
published in RAD)
Free Route Airspace
FRA Cell EDMM East
From FL245, H24
(DCT routings
published in RAD)
AMAN EDDM-
Airport & TMA Network
EDUU/EDGG/ AMAN EDDM-LIPP AMAN BER-EDMM
Integration
LOVV/LKAA (12/2017)
Cooperative Traffic
AirMagic
Management
OASE 1 (02/2018)
"Enlarged Sector
OASE 2 (12/2018)
Groups" (3 SFs)
(Eastern SF)
Airspace
Bodensee Sector Bodensee Sector
(Step 1) (Step 2)
Technical iCAS Phase II (11/2020-03/2021)
Capacity increase p.a. % 1.2% 0.8% 0.0% 1.2% 1.9%
Reference profile p.a. % 0% 0% N/A N/A N/A

+1.2% +2.0% N/A N/A N/A
Reference Profile

0.15 0.15 0.16 0.16 0.15
(min)
Summer en-route delay

0.28 0.28 0.29 0.28 0.28
forecast (min)
Planned Capacity baseline 2018: 258 entries/hour (1.2%)

Additional information Some additional traffic is expected in Munich ACC as a result of the staffing situation in Karlsruhe UAC.
A maximum opened configuration of 18 sectors will be available in 2018 (14 en-route sectors and 4 APP/TMA-
sectors (Munich)). The sector Lech (LCH) (SF Approach) mainly operates military traffic. Additional sectors can
be opened for a short daily period as overflow sectors.
03/07/2018 293
03/07/2018 294

EDMMACC - Reference capacity profile and alternative scenarios
280
270
260
250
240
230
220
210
200
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 258 260 260 263 268
The planned capacity for the period 2018-2022 lies above the reference capacity profile, which is above the expected
traffic peak (according to current and shortest routes).
For this reason, no capacity bottlenecks are expected in Munich ACC within this time frame.
03/07/2018 295
GREECE ATHENS ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.5% 13.1% 20.0% 26.6% 33.7%
B 6.1% 10.3% 14.3% 18.3% 22.5%
Athens
L 4.7% 7.9% 9.3% 11.4% 13.5%

2018 2019 2020 2021 2022

Free Route Airspace Stepped implementation of FRA as described in the ERNIP Part 2
Improved civil/military coordination

Airspace Management
Advanced FUA
Stepped Implementation of LARA
PBN/SBAS procedures
(Thessaloniki, Kos, Ioannina, Mytilini, Santorini, Mikonos)
Airport & TMA Network Integration DMAN
Integration
Athens Airport
Cooperative Traffic Management Improved ATFCM, including STAM
Improved ATS route network and airspace management
Full airspace
Lower Airspace
reorganisation/re
reorganisation/re
sectorisation
sectorisation
Airspace project (new
project (project
elementary
finalised awaiting
sectors allowing
final authorities
for flexible sector
approval)
configurations)
Procedures
Staffing 33 additional ATCOs (25 en-route+8 airport) + subsequent recruitment
ATM system
upgrade (end of New ATM
March/beginning System
of April)
7 additional OLDI
Technical
messages for
New VCS
silent radar
transfers
Mode S (NE part
of Greece)
Sector Capacity
Capacity
Assessment
Significant Events
Max sectors 7/8 8/9 8/9 8/9 8/9

6% 4% N/A N/A N/A
Increase
-0.7% 0.7% N/A N/A N/A
Reference Profile
0.20 0.16 0.13 0.13 0.10
(min)
0.29 0.22 0.18 0.16 0.14
(min)
The above number of sectors, is feasible on conditions that:
1. A recruitment policy will be in place as a permanent solution
2. An incentive mechanism will be implemented, in order for the existing ATCOs to offer extra
working hours in the near future – 2018
3. The new ATM system will be in place on time
4. The 25 additional en-route ATCOs will be available on time
03/07/2018 296

8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
LGGGCTA - Reference capacity profile and alternative scenarios
180
160
140
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 141 148 155 163 171
The main reasons for shortfalls in the Greek ANS system are the economic and social problems prevailing in Greece
in the recent years. That has resulted in lack of investments in ANS infrastructure and lack of personnel. The new
approaches to allow timely developments and implementation of operational plans including staff
availability/recruitment started in 2016 are expected to be finalized in due time to deliver the foreseen benefits.
Average yearly delays for Athens ACC are foreseen to remain close to the reference values depending on the actual
implementation of the planned measures.
03/07/2018 297
GREECE MAKEDONIA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 8.0% 14.6% 20.8% 26.9% 33.5%
B 6.4% 11.6% 15.4% 19.2% 23.0%
Makedonia
L 4.8% 8.6% 10.0% 12.0% 14.1%
2018 2019 2020 2021 2022

Free Route Airspace Stepped implementation of FRA as described in the ERNIP Part 2
Airspace Management Improved civil/military coordination
Advanced FUA Stepped Implementation of LARA
PBN/SBAS procedures
(Thessaloniki, Kos, Ioannina, Mytilini, Santorini, Mikonos
DMAN
Integration
Athens Airport
Improved ATS route network and airspace management
Full airspace
Lower Airspace reorganisation/
reorganisation/re re-sectorisation
sectorisation project (new
Airspace
project (project elementary
finalised awaiting sectors allowing
final authorities for flexible
approval) sector
configurations)
Procedures
Staffing 33 additional ATCOs (25 en-route+8 airport) + subsequent recruitment
ATM system
upgrade (end of New ATM
March/beginning System
of April)
7 additional OLDI
Technical messages for
New VCS
silent radar
transfers
Mode S (NE part
of Greece)
Sector Capacity
Capacity
Assessment
Significant Events
Max sectors 3/4 4/5 5/6 5/6 5/6
Planned Annual Capacity increase 3% 5% 5% 5% 5%
Current routes Annual % increase 5% 4% N/A N/A N/A

0.9% 2.6% N/A N/A N/A
Profile
-1.8% 0.0% N/A N/A N/A
Current routes Profile
03/07/2018 298
The above number of sectors, is feasible on conditions that:

1. A recruitment policy will be in place as a permanent solution
2. An incentive mechanism will be implemented, in order for the existing ATCOs to offer
extra working hours in the near future – 2018
3. The new ATM system will be in place on time
4. The 25 additional en-route ATCOs will be available on time

5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
LGMDCTA - Reference capacity profile and alternative scenarios
160
140
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 112 118 124 130 137
The main reasons for shortfalls in the Greek ANS system are the economic and social problems prevailing in Greece
in the recent years. That has resulted in lack of investments in ANS infrastructure and lack of personnel. The new
approaches to allow timely developments and implementation of operational plans including staff
availability/recruitment started in 2016 are expected to be finalized in due time to deliver the foreseen benefits.
Average yearly delays for Makedonia ACC are foreseen to remain close to the reference values depending on the
actual implementation of the planned measures.
03/07/2018 299
HUNGARY BUDAPEST ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.3% 13.0% 19.4% 25.1% 31.3%
B 5.8% 10.1% 13.7% 16.8% 20.1%
Budapest
L 4.2% 7.4% 8.4% 9.9% 11.6%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
Optimization of airspace structure
Airspace 4 geographical
ACC sectors
Procedures
Staffing Recruitment and training of controllers and possible extra work

Technical
Capacity
Significant Events

2.8% 6.2% N/A N/A N/A
Reference Profile
1.9% 3.2% N/A N/A N/A
routes Profile

0.11 0.11 0.11 0.11 0.11
(min)
03/07/2018 300

9 9
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
It always must be considered that the Budapest ACC has to ensure staff for the KFOR sector as well as the traffic
demand. It is important when determining backbone vs. sectors. Max. Configuration will be 8+1. From 2017 KFOR
sector can be manned by one controller, when traffic allows it.

LHCCCTA - Reference capacity profile and alternative scenarios
260
240
220
200
180
160
140
120
100
80
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 217 224 231 238 245
No problems are foreseen for Budapest ACC in the coming planning cycle.
03/07/2018 301
IRELAND DUBLIN ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.4% 8.6% 9.3% 19.7% 25.1%
B 3.2% 5.8% 8.4% 12.3% 14.9%
Dublin
L 1.8% 3.6% 4.2% 5.3% 6.5%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
New parallel
A-CDM
Airport & TMA Network Integration runway Extended AMAN
Dublin airport
28R/10L
Airspace UK / Ireland FAB initiatives
New airspace
structure
Procedures
On-going recruitment to maintain staff levels
Staffing
Cross rating training
EFS stripless sytem Upgrade of the
Technical
in the tower ATM system
Capacity
Significant Events New tower

9% 1% N/A N/A N/A
Increase
0% 0% N/A N/A N/A
Reference Profile
0.01 0.01 0.01 0.01 0.01
(min)
0.01 0.01 0.01 0.01 0.01
(min)
*Up to 9% extra capacity for Dublin airspace could be provided if necessary.
Additional information IAA expects traffic increase for Dublin in its forecast for 2018 to be 3% and will provide
extra capacity for Dublin airspace where necessary.
03/07/2018 302

5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
EIDWCTA - Reference capacity profile and alternative scenarios
80
75
70
65
60
55
50
45
40
35
30
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 70 71 72 73 74
No capacity issues are foreseen for Dublin ACC during the planning period due to the continuous improvements.
However a capacity gap could be experienced throughout the planning period if the traffic continues to grow close to
the high traffic forecast.
Dublin utilises one runway for most of its operations while an alternative runway is available when specific wind
directions prevail. Continued traffic growth in the “High” growth hypothesis will increase the possibility of ATFM
restrictions due to “Aerodrome Capacity” at Dublin Airport as the airport infrastructure tries to cope with the increased
level of operations.
03/07/2018 303
IRELAND SHANNON ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 2.8% 6.1% 10.8% 16.3% 20.9%
B 1.8% 4.3% 6.7% 9.6% 11.9%
Shannon
L 0.6% 2.3% 3.0% 4.0% 5.0%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management LARA
Advanced FUA implementation
UK / Ireland FAB initiatives
Airspace
CPDLC (FANS and ATN)

Procedures
Developing Queue Management programme (London Heathrow XMAN)
Staffing On-going recruitment to maintain staff levels
ATM system EU ADS-B
upgrade Mandate
R-LAT Phase 2
Technical
Space-based Terrestrial
ADS-B ADS-B
Extra sectors as required – Dynamic sectorisation available
New
Significant Events Contingency
Centre
Max sectors 12 12 12 12 12

2.3% 4.7% N/A N/A N/A
Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 304

14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
02:00
00:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
EISNCTA - Reference capacity profile and alternative scenarios
150
140
130
120
110
100
90
80
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 131 134 137 140 143
Shannon is a complex airspace due to the variable North Atlantic traffic flow, but the dynamic sectorisation scheme in
the upper airspace and the sufficient number of ATM staff will ensure that the ACC continues to meet the forecast
traffic growth.
No capacity issues are foreseen for Shannon ACC during the planning period.
03/07/2018 305
ITALY BRINDISI ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 6.3% 11.8% 18.6% 24.7% 30.9%
B 4.9% 8.9% 12.3% 15.7% 19.0%
Brindisi
L 3.3% 6.2% 7.1% 8.4% 9.6%
2018 2019 2020 2021 2022

Free Route Airspace Free-route implementation program
FRA Lowered to
FL305
Airspace Management
Improved airspace management
Advanced FUA
Airport & TMA Network Integration PBN Program
Airspace management and ATS route assessment and/or improvements according to network
Airspace needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and BLUEMED FAB
implementation
New area of
responsibility for
ACC
New DFL and extra
layer
Four geographical
sectors instead of
three
4Flight ATM system
Procedures
training
Staffing Recruitment of ATCOs if necessary
4Flight ATM
system
Technical implementation
ADSB
Capacity Flexible opening scheme according to traffic demand and system enablers implementation
More sector
configurations
available
Improved flexibility
for sector openings
Significant Events

5.2% 7.1% N/A N/A N/A
Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 306

7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
06:00
00:00
12:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
02:00
04:00
06:00
08:00
10:00
14:00
16:00
18:00
20:00
22:00
LIBBCTA - Reference capacity profile and alternative scenarios
140
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 101 106 109 112 115
No problems are foreseen for Brindisi during the planning cycle. Capacity enhancement measures planned are in the
order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.
03/07/2018 307
ITALY MILAN ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.5% 8.3% 13.9% 17.7% 21.9%
B 3.1% 5.6% 7.9% 10.1% 12.2%
Milano
L 1.8% 3.1% 2.8% 3.0% 3.3%
2018 2019 2020 2021 2022

FRA Lowered to
FL305
Airspace Management
Advanced FUA
PBN Program
Trombone Implementation
Airport & TMA Network Integration LIMC/LIML/LIME
Evaluation and implementation of
AMAN//Extended AMAN
Airspace needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and BLUEMED FAB
implementation
New area of
responsibility for
ACC
New DFL s
Procedures
Technical ADSB
Capacity Flexible opening scheme according to traffic demand and system enablers implementation
More sector
configurations
available
Improved
flexibility for
sector openings
Max sectors 21 22 22 22 22

1.5% 4.4% N/A N/A N/A
Reference Profile

0.02 0.02 0.02 0.02 0.02
(min)
03/07/2018 308

25 25
20 20
15 15
10 10
5 5
0 0
12:00
10:00
00:00
02:00
04:00
06:00
08:00
10:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
12:00
14:00
16:00
18:00
20:00
22:00
LIMMACC - Reference capacity profile and alternative scenarios
260
240
220
200
180
160
140
120
100
80
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 203 213 219 226 233
No problems are foreseen for Milano during the planning cycle. Capacity enhancement measures planned are in the
order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.
03/07/2018 309
ITALY PADOVA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.6% 8.4% 13.3% 17.2% 21.6%
B 3.3% 5.9% 8.1% 10.2% 12.3%
Padova
L 2.0% 3.4% 3.5% 3.9% 4.4%
2018 2019 2020 2021 2022

FRA Lowered to
FL305
Airspace Management
Advanced FUA
Airport & TMA Network Integration PBN Program
needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and BLUEMED FAB
implementation
Airspace
New area of
responsibility for
ACC
New DFLs
Procedures
Technical ADSB
Flexible opening scheme according to traffic demand and system enablers implementation
More sector
Capacity configurations
available
for sector openings
Significant Events
Max sectors 14 14 14 14 14

2.0% 4.5% N/A N/A N/A
Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 310

16 16
14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
12:00
10:00
00:00
02:00
04:00
06:00
08:00
10:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
12:00
14:00
16:00
18:00
20:00
22:00
LIPPCTA - Reference capacity profile and alternative scenarios
240
220
200
180
160
140
120
100
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 203 209 213 217 221
No problems are foreseen for Padova ACC during the planning cycle. Capacity enhancement measures planned are
in the order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.
03/07/2018 311
ITALY ROME ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.8% 7.9% 13.1% 17.5% 22.1%
B 2.5% 5.2% 7.7% 10.2% 12.3%
Roma
L 1.1% 2.5% 2.6% 2.9% 3.4%
2018 2019 2020 2021 2022

FRA Lowered to
FL305
Airspace Management
Advanced FUA
PBN Program
Airport & TMA Network Integration Evaluation and implementation of
AMAN/Extended AMAN
needs, Airspace Users expectations, ENAV’s Flight Efficiency Plan and BLUEMED FAB
implementation
Airspace
New area of
responsibility for
ACC
New DFLs
Procedures
ADSB
Technical LINK IT
(Data Link
implementation)
Flexible opening scheme according to traffic demand and system enablers implementation
More sector
Capacity configurations
available
for sector openings
Significant Events
Max sectors 21 21 22 22 22

0% 1,3% N/A N/A N/A
Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 312

25 25
20 20
15 15
10 10
5 5
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LIRRACC - Reference capacity profile and alternative scenarios
260
240
220
200
180
160
140
120
100
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 220 227 232 237 242
No problems are foreseen for Roma ACC during the planning cycle. Capacity enhancement measures planned are in
the order of fine tuning the capacity already existing and to support any possible improvement in Flight Efficiency.
03/07/2018 313
LATVIA RIGA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.4% 12.3% 19.1% 23.5% 29.0%
B 5.7% 8.2% 10.7% 13.5% 15.3%
Riga
L 4.4% 5.2% 4.9% 5.2% 5.7%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
Airspace
Procedures
Staffing
Various ATM system improvements:
1. OLDI with Tallinn ATCC including FRA aspects in
ADEXP format.
Technical
2. OLDI with Malmo ATCC including FRA aspects in
ADEXP format.
3. OLDI with Stockholm ATCC in ADEXP format.
Capacity
Significant Events
Max sectors 3 + 2 APP 3 + 2 APP 3 + 2 APP 3 + 2 APP 3 + 2 APP

Difference Capacity Plan v. Sufficient capacity to meet
N/A N/A N/A
Reference Profile demand

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 314

6 6
5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
EVRRCTA - Reference capacity profile and alternative scenarios
100
90
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 90 90 90 90 90
No problems are foreseen for Riga ACC during the planning period.
03/07/2018 315
LITHUANIA VILNIUS ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 8.0% 13.1% 19.6% 24.6% 30.0%
B 6.2% 9.1% 11.7% 14.6% 16.8%
Vilnius
L 4.8% 6.1% 6.2% 6.9% 7.3%
2018 2019 2020 2021 2022

Gradual Full Implementation of FRA
Free Route Airspace
within Baltic FAB
Airspace Management
Advanced FUA
Airspace
Procedures
Staffing
New ATM
System
Technical
implementation
in Vilnius ACC
Capacity
New ACC
Significant Events
building

Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 316

4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
EYVCCTA - Reference capacity profile and alternative scenarios

90
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 77 77 77 77 77
No problems are foreseen for Vilnius ACC during the current planning cycle – the measures planned will ensure that
the ACC will have sufficient capacity to cope with traffic growth.
03/07/2018 317
MALTA MALTA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 6.9% 15.4% 26.2% 35.4% 44.3%
B 5.0% 11.2% 17.4% 23.2% 28.2%
Malta
L 3.1% 7.0% 9.1% 11.6% 14.5%
2018 2019 2020 2021 2022

Free route
Free route
airspace
Free Route Airspace airspace
Phase III –
Phase II – FL305+
FL195+
Airspace Management
Advanced FUA
RNAV
RNAV APCHs at
Airport & TMA Network Integration SID/STARs in
LMML
the TMA
Airspace
Procedures
Staffing
Technical
Capacity
Significant Events

Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 318

3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
LMMMCTA - Reference capacity profile and alternative scenarios
45
40
35
30
25
20
15
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 42 42 42 42 42
Malta ACC has sufficient capacity to cope with expected demand during the current planning cycle.
03/07/2018 319
MOLDOVA CHISINAU ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 5.9% 13.2% 22.4% 31.3% 38.7%
B 4.8% 8.4% 13.4% 17.5% 24.2%
Chisinau
L 3.1% 5.8% 7.4% 9.0% 11.0%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA

Airspace
Procedures
Staffing
Technical
Capacity
Significant Events
Max sectors 3* 3* 3* 3* 3*

Reference Profile

0.01 0.01 0.01 0.01 0.01
(min)
Additional information *Up to 3 sectors can be open depending on the traffic demand.
03/07/2018 320

3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
Sectors 2 and 3 are collapsed (H24) due to lack of traffic. Up to 3 sectors could be open if needed.

LUUUCTA - Reference capacity profile and alternative scenarios
45
40
35
30
25
20
15
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 40 40 40 40 40
Chisinau ACC has sufficient capacity to cope with expected demand during the current planning cycle
03/07/2018 321
THE NETHERLANDS AMSTERDAM ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 1.6% 4.1% 7.2% 9.1% 12.4%
B 1.3% 3.2% 4.9% 6.3% 9.1%
Amsterdam
L 0.3% 0.8% 0.1% -0.2% 0.8%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA

Airspace Redesign sector 3
Implement call
sign only check-
Procedures
in to reduce
workload
Staffing
Technical
Increased
capacity sector
3, based on
updated
Capacity
workload
assessment of
inbound peak
modes
Significant Events

0.7% 0.7% N/A N/A N/A
Reference Profile

0.24 0.24 0.25 0.28 0.30
(min)
Lelystad (EHLE) is now a general aviation airport, but is being converted to accommodate a part of
the (commercial) traffic growth foreseen in the Netherlands. LVNL is assessing options to
Additional information incorporate this traffic growth and develop new routes for the connection of EHLE to the main route
network. The effects are still unknown, hence these plans are not included in the table above.
Currently Lelystad operations are planned to start on 1 April 2019.
03/07/2018 322

6 6
5 5
4 4
3 3
2 2
1 1
0 0
02:00
06:00
10:00
16:00
20:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
00:00
04:00
08:00
12:00
14:00
18:00
22:00
00:00
02:00
20:00
22:00
These figures are the maximum that can be delivered, if required. The actual planned opening schemes will be based
on the expected traffic demand.

EHAACTA - Reference capacity profile and alternative scenarios
160
150
140
130
120
110
100
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 149 150 150 150 150
No capacity problems are foreseen in the current planning cycle.
03/07/2018 323
NORWAY BODO ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 1.8% 3.1% 5.1% 6.8% 8.1%
B 1.0% 1.6% 1.9% 2.2% 2.3%
Bodo
L 0.4% 0.3% -0.4% -2.0% -2.7%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
Airspace
Procedures
Flexible rostering of ATC staff
Staffing
Recruitment and training to maintain number of air traffic controllers
Technical
Capacity
Significant Events
Max sectors 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic 7 + 1 oceanic

N/A N/A N/A
Reference Profile expected demand

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 324

9 9
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
06:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
ENBDCTA - Reference capacity profile and alternative scenarios
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 57 57 57 57 57
No problems are foreseen in the current planning cycle, provided that sufficient staff is available during peak periods.
03/07/2018 325
NORWAY OSLO ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.6% 6.6% 10.0% 13.2% 16.4%
B 2.3% 4.2% 5.6% 7.0% 8.0%
Oslo
L 1.1% 1.8% 1.6% 1.6% 1.8%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
Airspace
Procedures
Recruitment and training of air traffic controllers
Staffing
Future ATM
Technical
System
Capacity
Significant Events

N/A N/A N/A

0.03 0.03 0.03 0.03 0.03
(min)
03/07/2018 326

7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
18:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
ENOSECTA - Reference capacity profile and alternative scenarios
100
90
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 88 88 88 88 88
03/07/2018 327
NORWAY STAVANGER ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 2.7% 5.0% 8.0% 11.0% 14.3%
B 1.9% 3.1% 4.4% 5.5% 6.6%
Stavanger
L 0.9% 1.2% 1.1% 1.2% 0.9%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
Airspace
Procedures
Recruitment and training of air traffic controllers
Staffing
Future ATM
Technical
System
Capacity
Significant Events
Max sectors 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter 4 + 2 helicopter

N/A N/A N/A

0.03 0.03 0.03 0.03 0.03
(min)
03/07/2018 328

7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
06:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
ENOSWCTA - Reference capacity profile and alternative scenarios
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 64 64 64 64 64
03/07/2018 329
POLAND WARSAW ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 8.2% 13.9% 20.3% 24.8% 29.5%
B 6.5% 10.3% 13.6% 17.1% 20.1%
Warsaw
L 4.9% 7.3% 7.7% 8.7% 10.0%

2018 2019 2020 2021 2022
Full implementation of FRA in Baltic

Free Route Airspace Possible Cross-Border FRA Implementation
FAB
Airspace Management Initial ASM Tool to support Advanced

Advanced FUA FUA
Implementation of A-CDM at
Warsaw Chopin airport
Advanced ATFCM techniques, including STAM, workload
and complexity estimation, and improved predictability
Polish 2010+ airspace project
Airspace Optimised two
Additional layer
layers operations
Introduce 5 NM
Procedures longitudinal
separation
Additional controllers
Staffing OJT Training of
16 controllers
ATC air-ground data link services
above FL-285
Implementation
of air-ground
Technical
8,33 kHz ch.
spacing
requirements
below FL195
New
configurations
responding to
flow demand
Capacity Traffic
TCT training and
Complexity Tool
implementation
(TCT) design
Continuous development of sector configurations and management

FIFA World Cup
in Russia
UEFA
Significant Events Champions
League Final in
Kiev (26-27May
2018)
Max sectors 11 11/12 11/12 11/12 11/12

4.2% 7.7% N/A N/A N/A
Reference Profile
-1.1% -0.5% N/A N/A N/A
routes Profile
03/07/2018 330
2018 2019 2020 2021 2022

0.27 0.22 0.24 0.32 0.43
(min)
Sectors available - Summer 2018 - WD Sectors available - Summer 2018 - WE+FRI

12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
EPWWCTA - Reference capacity profile and alternative scenarios
200
180
160
140
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 175 182 189 189 189
No capacity gap is expected over the planning period.
03/07/2018 331
PORTUGAL LISBON ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 5.8% 10.9% 16.1% 20.6% 25.2%
B 4.3% 7.8% 10.3% 12.7% 14.7%
Lisbon
L 3.1% 4.8% 4.9% 5.3% 5.6%

2018 2019 2020 2021 2022

Free route
Lisboa/Madrid/
Brest
Free Route Airspace
Free route
extension to
Santa Maria FIR
Enhanced
Airspace Management
ASM/AFUA
Advanced FUA
System Support
Airport & TMA Network Integration New Lisbon TMA
Enhanced ATFCM procedures, including STAM

Airspace New TMA sector New ENR sector
Procedures
Flexible rostering
Availability of
Staffing Availability of ATCOs to open up to ATCOs to open
Availability of ATCOs to open up to
9/10 sectors up to 11/14
11/13 sectors (8/9 ENR, 3/4 TMA)
(6/7 ENR, 2/3 TMA) sectors (8/10
ENR, 3/4 TMA)
New ATC
Technical Datalink
system
Dynamic split of
South and Upper
Capacity sectors (2)
Flexible sector opening schemes
Training for the
new system
Significant Events
New airport in
Lisbon
12 (9 ENR + 3 12/13 (9 12/13 (9 12/13 (9 13/14 (10
Max sectors
TMA) ENR+3/4 TMA) ENR+3/4 TMA) ENR+3/4 TMA) ENR+3/4 TMA)
9/10 (6/7 ENR+3 9/10 (6/7 ENR+3 12/13 (9 12/13 (9 13/14 (10
Max configuration to be opened (1)
TMA) TMA) ENR+3/4 TMA) ENR+3/4 TMA) ENR+3/4 TMA)
Planned Annual Capacity Increase +3% +3% 17% 3% 3%

Current routes profile Annual %
3% 2% N/A N/A N/A
increase
+2.5% +3.3% N/A N/A N/A
Reference Profile
0% +0.8% N/A N/A N/A

0.13 0.13 0.11 0.11 0.11
(min)
Nav Portugal is expected to be close to the network requirements.
03/07/2018 332

Sectors available Sectors available
14 WD (except TH/FR) 14 WD (TH & FR)
12 12
10 10
8 8
6 6
4 4
2 2
UTC Summer Time UTC Summer Time
0 0
02:00
08:00
14:00
00:00
04:00
06:00
10:00
12:00
16:00
18:00
20:00
22:00
00:00
06:00
12:00
18:00
02:00
04:00
08:00
10:00
14:00
16:00
20:00
22:00
Sectors available - WE
14
12
10
8
6
4
2
UTC Summer Time
0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LPPCCTA - Reference capacity profile and alternative scenarios
180
160
140
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 123 127 149 153 158
NAV Portugal aligns capacity plan and maximum configuration to be open to the NOP capacity requirements.
03/07/2018 333
ROMANIA BUCHAREST ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.5% 14.1% 21.4% 27.7% 34.7%
B 6.0% 10.8% 15.0% 18.8% 22.6%
Bucharest
L 4.3% 8.0% 9.4% 11.3% 13.2%
2018 2019 2020 2021 2022
Free Route Airspace Stepped Implementation of FRA in accordance with Danube FAB plans
Airspace Management
Advanced FUA
Improved ATFCM, including use of occupancy counts
Airspace
ATS route network and sectorisation improvements
Procedures
LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis
Staffing
Staff increased in line with capacity requirements
New ATM
System 2015+
implementation
Technical
Automated Support for Traffic Load (Density) Management (FCM06)
Automated Support for Traffic Complexity Assessment (FCM06)
Capacity
New ATM
Significant events System 2015+
implementation
Max sectors
14 14 14 14 14
Planned Annual Capacity Increase
0% 0% 0% 0% 0%

Reference Profile 0% 0% N/A N/A N/A

0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 334

16 16
14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LRBBCTA - Reference capacity profile and alternative scenarios

190
180
170
160
150
140
130
120
110
100
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 183 183 183 183 183
No problems are foreseen for Bucharest ACC in the current planning cycle.
03/07/2018 335
SERBIA & MONTENEGRO BEOGRAD ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.1% 12.8% 19.2% 24.3% 30.1%
B 5.6% 9.7% 13.6% 17.0% 20.3%
Belgrade
L 3.9% 6.9% 8.0% 9.6% 11.3%
2018 2019 2020 2021 2022

Extension of
H24 Cross
Expansion of
Border FRA Consolidation of
Free Route Airspace Free Route
application with Operations
Airspace
Slovenia/Austria
FRA
Airspace Management
LARA
Advanced FUA
TMA Beograd
and TMA
Podgorica
Redesign
STAM with
ZAGREB ATCC
Airspace
Procedures
Staffing
New Radar
DPS SW/HW Stations at
DPS HW DPS Java HMI
upgrade - locations Vrsuta
upgrade functionality
Improved OLDI and Besna
Technical Kobila
DPS SW/HW
Enhanced Upgrade Step 1-
Mode S Phase 2 –
Improved OLDI
Capacity
Max sectors 14 14 14 14 14

1.1% 2.2% N/A N/A N/A
Profile
03/07/2018 336

12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LYBACTA - Reference capacity profile and alternative scenarios
200
190
180
170
160
150
140
130
120
110
100
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 183 185 187 189 191
No capacity issues are expected in Beograd ACC for the next planning period.
03/07/2018 337
SLOVAK REPUBLIC BRATISLAVA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.3% 13.0% 19.7% 25.8% 32.5%
B 5.8% 10.2% 13.5% 17.0% 20.6%
Bratislava
L 4.2% 7.2% 8.2% 9.7% 11.4%

2018 2019 2020 2021 2022

Free Route
Concept gradual SEENFRA
Free Route Airspace
implementation Implementation
for FAB CE
Airspace Management FABCE
Advanced FUA Study ongoing
Cooperative Traffic Management Improved ATFCM techniques, including STAM
Continuous improvements of the route network and sectorisation
Enhanced sectorisation according to FABCE airspace plan
Airspace
East/West sector
configuration
Procedures
Staffing Continuous recruitment to increase staff level

HW/SW Upgrade
Technical
AGDL
Capacity Optimisation of sector opening times

FRA
Significant Events H/W upgrade
implementation
Planned Annual Capacity increase. 1% 3% 2% 0% 0%

0.7% 3.7% N/A N/A N/A
Reference Profile
0.0% 0.0% N/A N/A N/A
Routes Profile

0.09 0.09 0.11 0.20 0.30
(min)
03/07/2018 338

6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00

LZBBCTA - Reference capacity profile and alternative scenarios
150
140
130
120
110
100
90
80
70
60
50
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 137 141 144 144 144
No structural lack of capacity is foreseen for Bratislava ACC for the period 2018-2022. Continual increase of capacity
is covered mainly by improving of flow and capacity management techniques, optimizing sector configuration and
sector opening times, increasing available sectors and introducing system changes that decrease workload of ATCOs.
Continuous recruitment of additional controllers is in progress, in order to maintain sufficient level of operational staff.
03/07/2018 339
SLOVENIA LJUBLJANA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 6.5% 11.4% 17.1% 22.2% 27.1%
B 5.3% 8.4% 11.9% 14.8% 17.9%
Ljubljana
L 3.6% 6.0% 6.4% 7.6% 8.9%
2018 2019 2020 2021 2022

Stepped implementation of FRA according to the FAB CE Airspace Plan, SAXFRA project, SECSI
Free Route Airspace
FRA project and new FRA related initiatives, if any, will be reflected in FAB CE Airspace Plan
Airspace Management
Advanced FUA
Cooperative Traffic Management Enhanced ATFCM techniques, including STAM
ATS route network deleted, traffic organisation changes will depend on the changes in flows resulting
Airspace from FRA projects in the region (SECSI FRA, FRAIT, SEENFRA…)
Enhanced sectorization according to the FAB CE Airspace Plan
Procedures CPDLC
Staffing Additional ATCOs will be recruited as necessary
Technical Minors system upgrades as necessary
Capacity
Flexible sector configurations
Significant Events

-2.2% -1.1% N/A N/A N/A
Reference Profile
3.4% 6.9% N/A N/A N/A

0.03 0.04 0.04 0.04 0.04
(min)
03/07/2018 340
Sectors available - Summer 2018 Sectors available - Summer 2018

WD / Sundays Saturdays
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
06:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LJLACTA - Reference capacity profile and alternative scenarios
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 90 93 97 101 103
Sufficient capacity will be available to cope with the traffic demand in Ljubljana ACC for the planning period. The
measures planned for the Summer 2018 will be flexibly adapted depending on the traffic growth.
03/07/2018 341
SPAIN BARCELONA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.0% 12.8% 19.8% 25.5% 31.4%
B 5.5% 9.8% 13.4% 16.9% 20.1%
Barcelona
L 4.1% 6.8% 7.8% 9.1% 10.4%
2018 2019 2020 2021 2022

Partial
implementation
Free Route Airspace
of FRA based on
DCT
Airspace Management
LARA/PRISMIL
Advanced FUA
RNAV-1
RNP APCH in
Airport & TMA Network Integration transition in RNAV-1 TMA
LEBL
LEBL
SWFAB/FABEC
Marseille
interface,
Airspace
including LUMAS
Splitting Axis
LECL-LF
Improved interface LFBB-LECB
SOPS for en-
Procedures
route
coordination
Staffing Staff increase
SACTA 4.0
including TTM
Technical SACTA version
3.Z5.60
(AGDL)
Optimised sector configurations & sector capacities
Capacity Splitting of
LECBBAS
TLP – European military activity (every 2 months)

Significant Events SIRIO – European military activity (once per year)
FLOTEX/NOBLE MARINER – European military activity (once per year)
Max sectors 13 14 14 14 14

-1.7% -0.6% N/A N/A N/A
Reference Profile

0.62 0.56 0.54 0.49 0.34
(min)
03/07/2018 342

14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
02:00
00:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LECBACC - Reference capacity profile and alternative scenarios
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 172 179 184 191 202
A small capacity gap will remain in 2018 and 2019.
03/07/2018 343
SPAIN CANARIAS ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.9% 10.3% 16.1% 21.5% 27.2%
B 3.5% 7.5% 10.5% 12.9% 15.8%
Canaries
L 2.4% 4.4% 5.0% 6.1% 6.7%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
LARA/PRISMIL
Advanced FUA
Improved
Advanced TWR RNAV1 structure
Airport & TMA Network Integration manoeuvres in
in GCLP in GCTS
GCXO
Improve capacity
TMA redesign
in GCLP Improvement of Improvement of Split of AAC
Airspace with Morocco
Redesign of NE sectors NW sectors sector
interface
MAP
Procedures
Staffing
SACTA 4.0
AGDL ATN
Technical including TTM

Capacity
Significant Events DACT military event (Once per year)

9/10 (5 10/11 (5 10/11 (5 11/12 (5 11/12 (5
Max sectors (Summer)
APP/4+1ENR) APP/5+1ENR) APP/5+1ENR) APP/6+1ENR) APP/6+1ENR)
10 (5 11 (5 11 (5 12 (5 12 (5
Max sectors (Winter)
APP/4+1ENR) APP/5+1ENR) APP/5+1ENR) APP/6+1ENR) APP/6+1ENR)

1.3% 3.8% N/A N/A N/A
Reference Profile

0.09 0.09 0.09 0.09 0.07
(min)
Additional information The maximum configuration for Canarias is 10 sectors in the Winter, and 9 sectors in the Summer.
03/07/2018 344

10 10
9 9
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
02:00
00:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
GCCCCTA - Reference capacity profile and alternative scenarios
100
90
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 79 81 83 85 89
The performance in Canarias ACC is expected to meet RP2 requirements.
03/07/2018 345
SPAIN MADRID ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 6.4% 11.0% 16.2% 20.4% 24.7%
B 5.1% 8.2% 10.7% 13.2% 15.4%
Madrid
L 3.7% 5.4% 5.5% 6.2% 6.7%
2018 2019 2020 2021 2022

Partial
Free route
implementation
Free Route Airspace Lisboa/Madrid/
of FRA based on
Brest
DCT
Airspace Management
LARA / PRISMIL
Advanced FUA
Independent
approaches to
parallel runways
(LEMD)
New Madrid-
Bordeaux Cantabrico
Airspace
interface Sectorization
(BAMBI)
Procedures
Staffing
SACTA version SACTA 4.0
Technical
3.Z5.60 (AGDL) including TTM
Capacity Optimised sector configurations & sector capacities
Significant Events
SIRIO – European military activity (once per year)
Max sectors 17 17 18 18 18

1.3% 0.4% N/A N/A N/A
Reference Profile

0.16 0.18 0.18 0.17 0.12
(min)
03/07/2018 346

18 18
16 16
14 14
12 12
10 10
8 8
6 6
4 4
2 2
0 0
02:00
00:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LECMACC - Reference capacity profile and alternative scenarios
270
250
230
210
190
170
150
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 233 235 240 247 254
Madrid ACC is expected to meet the RP2 requirements.
03/07/2018 347
SPAIN PALMA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.3% 8.4% 14.7% 19.3% 24.0%
B 2.0% 5.5% 8.7% 11.9% 14.6%
Palma
L 0.7% 2.9% 3.9% 5.1% 6.1%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
LARA / PRISMIL
Advanced FUA
New RNP New ground
Airport & TMA Network Integration approach in control position
LEPA in LEPA
New RNAV1
Airspace
(Palma TMA)
New procedures
Procedures
in final in LEPA
Staffing Increase in staff
SACTA 4.0
including TTM
Technical
SACTA version
3.Z5.60
Capacity

8/9
8 8 9 9
Max sectors (4/5 APP + 4
(4 APP + 4 ENR) (4 APP + 4 ENR) (5 APP + 4 ENR) (5 APP + 4 ENR)
ENR)

-1.9% -1.8% N/A N/A N/A
Reference Profile

0.31 0.31 0.32 0.38 0.38
(min)
03/07/2018 348

9 9
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LECPCTA - Reference capacity profile and alternative scenarios
140
120
100
80
60
40
20
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 106 109 111 114 116
A slight capacity gap is expected in Palma ACC for 2018 and 2019.
03/07/2018 349
SPAIN SEVILLA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 7.0% 12.6% 19.1% 24.6% 30.5%
B 5.4% 9.7% 13.1% 16.1% 19.4%
Sevilla
L 4.0% 6.4% 7.4% 8.7% 9.8%
2018 2019 2020 2021 2022

Partial
implementation
Free Route Airspace
of FRA based
on DCT
Airspace Management
LARA / PRISMIL
Advanced FUA
AMAN in Point Merge in
LEMG LEMG
Advanced
TWR in LEMG
Airspace
Procedures
Staff increase in
Staffing
LEMG
SACTA version
SACTA 4.0
3.Z5.60
Technical including TTM
(AGDL)

Capacity Splitting of
LECSSEV
FLOTEX/NOBLE MARINER – European military activity (once per year)
8 (6 ACC+2 9 (7 ACC+2 9 (7 ACC+2 9 (7 ACC+2 9 (7 ACC+2
Max sectors
APP) APP) APP) APP) APP)

0.0% 0.0% N/A N/A N/A
Profile
03/07/2018 350

9 9
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
04:00
14:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
06:00
08:00
10:00
12:00
16:00
18:00
20:00
22:00
LECSCTA - Reference capacity profile and alternative scenarios
120
110
100
90
80
70
60
50
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 98 101 103 106 109
Sevilla ACC is expected to meet the RP2 requirements.
03/07/2018 351
SWEDEN MALMO ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 4.1% 7.0% 11.6% 15.1% 18.7%
B 3.1% 5.2% 7.2% 9.9% 12.0%
Malmo
L 2.0% 3.2% 3.5% 4.4% 5.6%
2018 2019 2020 2021 2022

Cross Border
Free Route Airspace FRA with
Karlsruhe
Airspace Management
Optimising the use of FRA when military areas are active
Advanced FUA
Continuous improvements on the ATS route network and FRA sectorisation
Airspace Re-design of
sector 4
Procedures
Significant Events
12 (2 sector 12 (2 sector 12 (2 sector 12 (2 sector 12 (2 sector
Max sectors
groups) groups) groups) groups) groups)

0.8% 0.8% N/A N/A N/A
Reference Profile

0.05 0.08 0.10 0.15 0.18
(min)
Additional information Slight capacity issues are expected in some elementary sectors in Malmo ACC.
03/07/2018 352
Sectors available – Summer 2018

12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
A maximum of 10 sectors are planned to be regularly operated during summer 2018, though up to 12 sectors can be
opened if required.

ESMMACC - Reference capacity profile and alternative scenarios
140
130
120
110
100
90
80
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 131 132 133 134 135
In the short term Malmo ACC will have sufficient capacity to cope with the expected traffic growth. In the medium term,
following review, capacity may need to be increased in Sector K and Y.
03/07/2018 353
SWEDEN STOCKHOLM ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 1.9% 3.6% 5.4% 7.3% 9.2%
B 1.3% 2.6% 3.3% 4.5% 5.8%
Stockholm
L 0.6% 1.3% 1.3% 1.4% 1.6%
2018 2019 2020 2021 2022

Possible
alignment with
Free Route Airspace
FRA within
NEFAB
Airspace Management
Optimizing the use of FRA when military areas are active
Advanced FUA
Airspace Continuous improvements on the ATS route network and FRA sectorisation
Procedures
Significant Events
Max sectors 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S) 6 (N) + 5 (S)

0.9% 1.8% N/A N/A N/A
Reference Profile
Summer reference Value (min) 0.03 0.03 N/A N/A N/A

0.02 0.02 0.03 0.02 0.03
(min)
Sector 2 might reach its capacity limits during peak periods depending on the actual evolution of
traffic demand and its complexity.
03/07/2018 354

10 10
9 9
8 8
7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
Based on the expected traffic evolution in summer 2018, a maximum of 9 sectors should be sufficient to handle traffic
demand. However, as stated in the above plan, up to 11 sectors can be opened if required.

ESOSACC - Reference capacity profile and alternative scenarios
120
115
110
105
100
95
90
85
80
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 113 114 115 116 117
In the short term Stockholm ACC will have sufficient capacity to cope with the expected traffic growth. In the medium
term, following review, capacity may need to be increased in Sector 2.
03/07/2018 355
SWITZERLAND GENEVA ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.2% 6.6% 11.4% 14.6% 18.0%
B 2.0% 4.2% 6.2% 8.2% 10.0%
Geneva
L 0.7% 1.9% 1.7% 1.9% 2.1%
2018 2019 2020 2021 2022
Free Route Airspace FRA CH
Airspace Management FABEC ATFCM/ASM Step 2 : CDM procedures for Airspace

Advanced FUA Request Levels 2 and 3
LSGG Increase
capacity from
40/h to 42/h
(electronic strips
and AMAN)
Airport capacity
Crystal
TWR/APP –
Traffic and
complexity
prediction tool
Improved ATFCM Procedures and
STAM
Crystal – Traffic and complexity
prediction tool
Airspace
Procedures
Cross qualification of ATCOs
Staffing (Upper/Lower)
Recruitment as necessary to maintain the required staffing levels
Technical
Virtual centre
Reassessment
of sector
Capacity capacities
following
CAPAN study
Significant Events
Max sectors 9 (6 + 3) 9 9 10 10

-1.2% -1.2% N/A N/A N/A
Reference Profile
0% 0% N/A N/A N/A
Routes Profile

0.42 0.45 0.58 0.76 0.99
(min)
03/07/2018 356
Max sectors:
“9 (6+3)” refers to the fact that there are 6 Upper airspace sectors and 3 Lower airspace sectors.
Until the end of cross-qualification in 2019, these are still separate licences and are therefore a
constraint on rostering.
From 2021 onwards, copflex is expected to enable the Swiss-wide LM6 and LM7 sectors during
specific periods, so a configuration of 10 sectors would be possible (either 3 lower sectors + 7 upper
sectors, or 3 lower sectors + 5 upper sectors + LM6/LM7 operated from ZRH ACC).
Additional information The capacity gained by the above measures might be cancelled out by the decrease in capacity
linked to the cost reduction measures (which affect ATCOs, as much as technical and operational
support staff).
Trainee classes commenced in 2017, new fully qualified ATCOs are expected by 2020.
Nevertheless, the staffing situation is expected to remain tense throughout the entire period.
Traffic forecasts from graphs above are relevant to the ACC but the traffic evolution in 2017 shows a
very contrasted picture in the lower and upper sectors: very high increase in the lower sectors in
winter, and very high increase in the upper sectors in summer 2017.
Sectors available - Summer 2018 - most loaded days

10
9
8
7
6
5
4
3
2
1
0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
The above graph shows an outline of available sector configurations for the most loaded traffic days of summer 2018. This graph
should be considered as an indication only, given that sector configurations at Geneva ACC are planned for each day of the year,
based on the traffic forecast for each specific day provided by NM through DDR2. Therefore, the planned sector configurations are
fully flexible from one day to another, but are fully dependent on the DDR2 forecast quality, which is itself based on the information
delivered by aircraft operators, hence having a direct impact on operational performance.
03/07/2018 357

The profiles shown in the graph below correspond to the capacity increases shown in the above "Capacity Plan" table, and only
reflect ATFM en-route delays that are under skyguide managerial control (i.e. excluding weather, industrial action, etc.) contrarily to
the EU-wide target that includes all regulation causes.
Provided that traffic evolution remains at reasonable levels in the upper sectors in Summer and in the lower sectors in
Winter, Geneva ACC should continue to work at optimum delay level.
In summer 2017, RAD constraints and scenarios were put in place in order to offload Karlsruhe, Reims and MUAC,
which resulted in an increase of traffic and delays in Geneva ACC. In the 4EC – 4ACCs/NM Initiative meeting of 16th
January 2018 (London as the 4th ACC), it was proposed to add many other scenarios to those of 2017, for the
summer 2018. Unless Network Delay Sharing is implemented, this would result in a further deterioration of the
performance in Geneva ACC.
03/07/2018 358
SWITZERLAND ZURICH ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 3.9% 7.0% 11.7% 14.7% 18.1%
B 2.6% 4.9% 6.9% 8.6% 10.4%
Zurich
L 1.1% 2.5% 2.3% 2.4% 2.6%
2018 2019 2020 2021 2022
Free Route Airspace FRA CH
Airspace Management FABEC ATFCM/ASM Step 2 : CDM procedures for

Advanced FUA Airspace Request Levels 2 and 3
LSZH RECAT /
Airport capacity LSZH ADW LSZH BR2014
ARSI

Improved ATFCM Procedures and
STAM
Crystal – Traffic and complexity
prediction tool
Airspace
Procedures
Staffing Recruitment as necessary to maintain the required staffing levels
Technical Virtual centre
Reassessment
of sector
Capacity capacities
following CAPAN
study
Significant Events
Max sectors 10 10 10 11 11

-2.1% -3.0% N/A N/A N/A
Reference Profile
2.2% 1.6% N/A N/A N/A
Routes Profile

0.49 0.53 0.66 0.82 0.99
(min)
CAPAN 2017
To assess impacts of both SLCH Step 4 and UHO. Capacity increases will apply in 2018 and 2019.
Max sectors:
From 2021 onwards, copflex may enable the Swiss-wide LM6 and LM7 sectors at some periods, so
either 4 lower sectors + 7 upper sectors, or 4 lower sectors + 5 upper sectors + LM6/LM7 operated
from GVA ACC.
The capacity gained by the above measures might be cancelled out by the decrease in capacity
Additional information linked to the cost reduction measures (which affect ATCOs, as much as technical and operational
support staff).
Trainee classes commenced in 2017, new fully qualified ATCOs are expected by 2020.
Nevertheless, the staffing situation is expected to remain tense throughout the entire period.
Traffic forecasts from graphs above are relevant to the ACC but the traffic evolution in 2017 shows a
very contrasted picture in the lower and upper sectors: very high increase in the upper sectors in
summer 2017.
03/07/2018 359
LSZH capacity enhancing measures:

- MITRE's ADW (Arrival-Departure Window) tool: to be determined
- RECAT: optimisation of wake turbulence categorisation. The RECAT studies done for
LSZH indicate +1 movement at LDG RWY 14 being achieved at hours of high demand.
- ARSI (Advanced Runway Safety Improvement): s+ 15 departures per hour in
configuration South (arrivals rwy 34, departures rwy 28/32)
- BR2014 (Betriebsreglement 2014): rapid rwy exits, separation minima, SID/STAR
modifications, +5 arrivals per hour in configurations East (arrivals rwy 28, departures rwy
32), +5 departures per hour in configuration South and South

12 12
10 10
8 8
6 6
4 4
2 2
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
The above graphs show an outline of available sector configurations for a typical weekday and a weekend day for summer 2018,
based on the opened configurations of Fridays, respectively Saturdays, in July 2017. These graphs should be considered as an
indication only, given that sector configurations at Zurich ACC are planned for each day of the year, based on the traffic forecast for
each specific day provided by NM through DDR2. Therefore, the planned sector configurations are fully flexible from one day to
another, but are fully dependent on the DDR2 forecast quality, which is itself based on the information delivered by aircraft operators,
hence having a direct impact on operational performance.

The profiles shown in the graph below correspond to the capacity increases shown in the above "Capacity Plan" table, and only
reflect ATFM en-route delays that are under skyguide managerial control (i.e. excluding weather, industrial action, etc.) contrarily to
the EU-wide target that includes all regulation causes.
03/07/2018 360
Zurich ACC should continue to work close to optimum delay level, provided that the traffic demand in M4, M5 and
West sectors remains at manageable levels. The situation in these sectors will remain demanding.
In summer 2017, RAD constraints and scenarios were put in place in order to offload Karlsruhe, Reims and MUAC,
which resulted in an increase of traffic and delays in Zurich ACC. In the 4EC – 4ACCs/NM Initiative meeting of 16th
th
January 2018 (London as the 4 ACC), it was proposed to add many other scenarios to those of 2017, for the summer
2018. Unless Network Delay Sharing is implemented, this would result in a further deterioration of the performance in
Zurich ACC.
03/07/2018 361
TURKEY ANKARA ACC

Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 8.8% 16.6% 24.9% 32.7% 41.1%
B 7.1% 13.6% 18.7% 23.6% 28.9%
Ankara
L 5.5% 10.5% 13.3% 16.2% 19.5%
2018 2019 2020 2021 2022

Stepped implementation of
Free Route Airspace direct/free route operations above
FL290
Airspace Management
Improved civil/military coordination
Advanced FUA
Istanbul area
Airport & TMA Network Integration ATC/TMA
Center
ATS route structure development
Gradual upper
airspace re-
sectorisation (20
to 25 sectors +
Airspace FL235)
New interface
with
neighbouring
states for new
Istanbul airport
New
SIDs/STARs for
Procedures
Istanbul TMA
airports
Staffing Additional controllers (45 per year for en-route)
MINI project for
interface within
Technical
Turkey –
additional CWPs
RTS of Turkish
airspace and
Interface with
neighbouring
Capacity states
Capacity
Assessment
through a
CAPAN study
New airport in New airport in
Istanbul Istanbul
from Q3 2018 from beginning
phase 1A 2019 phase 1B New airport in Istanbul
Significant Events Independent 3 additional phases
parallel runway (depending on capacity triggers)
New APP control
and new ground
office for LTFJ
infrastructure at
LTFJ
Max sectors 30 30 30 30 30

8.2% 9.8% N/A N/A N/A
Profile
03/07/2018 362
2018 2019 2020 2021 2022

25 25
20 20
15 15
10 10
5 5
0 0
08:00
00:00
02:00
04:00
06:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LTAAACC - Reference capacity profile and alternative scenarios
400
350
300
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 265 281 298 316 335
DHMI is planning sufficient capacity to cope with expected demand. However, some delays and restrictions might be
necessary due to the crisis situation in neighbouring states, shifting and concentrating traffic flows in some sectors of
Ankara ACC.
03/07/2018 363
UKRAINE DNIPROPETROVS’K ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 8.3% 19.2% 29.6% 41.7% 50.4%
B 6.4% 16.2% 22.0% 27.5% 36.1%
Dnipropetrovsk
L 4.5% 9.6% 14.4% 18.2% 22.0%
2018 2019 2020 2021 2022

FRAU Step 1
Scenario 1.b –FRA
within Kyiv ACC +
FRAU Step 2 -within Ukrainian FIRs
Dnipro ACC (excl.
Free Route Airspace and UIR (controlled ATS airspace
sector DVB) H24/7
class “C”, excl. TMA and CTR)
FL275-660.
Implementation –
spring 2019
The deployment
of the second
generation of
Local ASM
Support System
Airspace Management
to provide the
Advanced FUA
implementation
of A-FUA
Implementation of ASM Management of Real-Time Airspace Data.
Implementation of Full rolling ASM/ATFCM process and ASM information
sharing.
Airspace
Procedures
Staffing
Technical
Capacity Sector configurations and capacities may be reassessed following FRAU
Significant Events

0% 0% N/A N/A N/A
Increase
Reference Profile
0.01 0.01 0.01 0.01 0.01
(min)
0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 364

5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
22:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
UKDVACC - Reference capacity profile and alternative scenarios

60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 54 54 54 54 54
No capacity problems are foreseen for Dnipropetrovs’k ACC during the current planning cycle
03/07/2018 365
UKRAINE KYIV ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 9.9% 18.4% 28.6% 37.6% 46.7%
B 8.0% 13.1% 19.5% 25.3% 30.8%
Kyiv
L 6.2% 9.5% 11.0% 13.9% 16.6%
2018 2019 2020 2021 2022

FRAU Step 1
Scenario 1.b FRA
within Kyiv ACC +
FRAU Step 2 within Ukrainian FIRs and
Dnipro ACC (excl.
Free Route Airspace UIR (controlled ATS airspace class “C”,
sector DVB) H24/7
excl. TMA and CTR)
FL275-660.
Implementation –
spring 2019
The deployment
of the second
generation of
Local ASM
Airspace Management Support System
Advanced FUA to provide the
implementation
of A-FUA
Implementation of Full rolling ASM/ATFCM process and ASM information sharing.
Airspace
Procedures
Staffing
Technical
Significant Events

0% 0% N/A N/A N/A
Increase
Reference Profile
0.01 0.01 0.01 0.01 0.01
(min)
0.01 0.01 0.01 0.01 0.01
(min)
03/07/2018 366

7 7
6 6
5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
UKBVCTA - Reference capacity profile and alternative scenarios
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 73 73 73 73 73
No capacity problems are foreseen for Kyiv ACC during the current planning cycle.
03/07/2018 367
UKRAINE L’VIV ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 10.5% 18.7% 27.2% 34.4% 42.0%
B 8.9% 13.6% 19.0% 23.5% 28.1%
L'viv
L 7.3% 9.9% 11.2% 12.9% 14.5%
2018 2019 2020 2021 2022

FRAU Step 1
Scenario 1.b –
FRA within L`viv Step 2 FRAU within Ukrainian FIRs
Free Route Airspace ACC H24/7 and UIR (controlled ATS airspace
FL275-660 class “C”, excl. TMA and CTR)
Implementation
– autumn 2018
The deployment of
the second
generation of
Local ASM
Support System to
Airspace Management
provide the
Advanced FUA
implementation of
A-FUA
sharing.
Improved STAM
with Warsaw ACC
Airspace
Procedures
Staffing
Technical
Capacity Sector configurations management, ATFCM measures development
Significant Events

Profile
03/07/2018 368

4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
UKLVCTA - Reference capacity profile and alternative scenarios
80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 72 72 72 72 72
No capacity problems are foreseen for Lviv ACC during the current planning cycle.
03/07/2018 369
UKRAINE ODESA ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 10.9% 21.2% 33.3% 44.1% 55.9%
B 8.5% 16.2% 23.5% 30.6% 37.9%
Odesa
L 6.5% 12.0% 15.4% 19.5% 23.5%
2018 2019 2020 2021 2022

FRAU Step 1
Scenario 1.b –
FRA within
Odesa ACC Step 2 FRAU within Ukrainian FIRs
Free Route Airspace and UIR (controlled ATS airspace
(UTA Odesa- class “C”, excl. TMA and CTR)
North only)
H24/7 FL275-
660
The deployment of
the second
generation of
Local ASM
Support System to
Airspace Management
provide the
Advanced FUA
implementation of
A-FUA
sharing.
Airspace
Procedures
Staffing
New ATC
Technical system
implementation
Significant Events

Profile
03/07/2018 370

5 5
4 4
3 3
2 2
1 1
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
UKOVACC - Reference capacity profile and alternative scenarios

80
70
60
50
40
30
20
10
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 74 75 75 75 75
No capacity problems are foreseen for Odesa ACC during the current planning cycle.
03/07/2018 371
UNITED KINGDOM LONDON ACC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 2.7% 5.4% 9.6% 13.3% 16.3%
B 1.8% 3.6% 5.4% 7.2% 8.6%
London ACC
L 0.8% 1.8% 1.9% 2.5% 2.9%
2018 2019 2020 2021 2022

FRA for upper
Free Route Airspace
airspace
Airspace Management
Advanced FUA
Airspace RP2/RP3 Airspace Development Programme
CPDLC
Procedures
Developing Queue Management programme
Flexible use of existing staff (including cross-sector training) more closely related to sector demand
Staffing
On-going recruitment to maintain agreed business service levels
Transition to new controller working
R-LAT Phase 2
positions
Technical
iTEC introduction
(Q1 2020)
New VCS
(VOIP)
Complexity reduction and improved traffic presentation between sectors / ANSPs
Adaptation of sector configurations to demand
Training for new
controller
Significant Events
working
positions
Max sectors 23 23 23 23 23
Planned Annual Capacity Increase 1% 1.5% 1.5% 2% 1%

0% 0.4% N/A N/A N/A
Profile
Swanwick RP2/RP3 airspace programme will deliver various modules throughout the period,
Additional information capacity increase values will be confirmed in project definition.
03/07/2018 372

25 25
20 20
15 15
10 10
5 5
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
EGTTACC - Reference capacity profile and alternative scenarios
510
490
470
450
430
410
390
370
350
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 466 473 480 490 495
No capacity issues are expected over the planning period at London ACC.
03/07/2018 373
UNITED KINGDOM LONDON TC
Traffic forecast
ACC Growth 2018 2019 2020 2021 2022
H 2.3% 4.3% 8.2% 11.2% 13.6%
B 1.5% 2.7% 4.1% 5.4% 6.3%
London TC
L 0.7% 1.3% 1.2% 1.6% 1.9%
2018 2019 2020 2021 2022

Free Route Airspace
Airspace Management
Advanced FUA
Airspace RP2/RP3 Airspace Development Programme
Procedures Developing Queue Management programme

Flexible use of existing staff
Staffing
Transition to
EXCDS new controller
Implementation working
Technical positions
iTEC
introduction
(Winter 20/21)
TC Training for
new controller
Significant Events working position
TC training for
EXCDS
44 44 44 44
44
Max sectors 27 ENR +17 27 ENR +17 27 ENR +17 27 ENR +17
27 ENR +17 APP
APP APP APP APP

2.0% 2.6% N/A N/A N/A
Profile
Swanwick RP2/RP3 airspace programme will deliver various modules throughout the period,
capacity increase values will be confirmed in project definition.
Additional information Major Project Transition to Electronic Platform in TC 2017/2018.
Up to 23 ENR sectors are planned to be open in Summer 2018 with a maximum of 27 possible if
required.
03/07/2018 374

25 25
20 20
15 15
10 10
5 5
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
EGTTTCTA - Reference capacity profile and alternative scenarios
340
320
300
280
260
240
220
200
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 310 313 316 322 325
No capacity issues are expected over the planning period in London TC.
03/07/2018 375
UNITED KINGDOM PRESTWICK ACC
Traffic forecast Prestwick ACC

ACC Growth 2018 2019 2020 2021 2022
H 2.3% 4.9% 7.8% 11.6% 14.3%
B 1.5% 3.1% 4.4% 5.8% 6.9%
Prestwick
L 0.3% 1.4% 1.2% 1.3% 1.4%
2018 2019 2020 2021 2022

FRA for Upper
Free Route Airspace
Airspace
Airspace Management
Advanced FUA
Airspace PLAS 1 & 2 PLAS 3 PLAS 4

CPDLC
Procedures
Developing Queue Management programme
Flexible use of existing staff
Staffing
Technical STAMPER
R-LAT Phase 2
Significant Events
Max sectors 27 27 27 27 27

2.1% 3.7% N/A N/A N/A
Profile
Estimated Capacity Benefits for PC Lower Airspace are included in the period.
STAMPER: Potential to reduce separation minima on the North Atlantic. No capacity benefits have
Additional information been determined.
Up to 24 sectors are planned to be open in Summer 2018 with a maximum of 27 possible if
required.
03/07/2018 376

30 30
25 25
20 20
15 15
10 10
5 5
0 0
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
EGPXACC - Reference capacity profile and alternative scenarios
300
250
200
150
100
50
0
2016 2017 2018 2019 2020 2021 2022
2018 - 2022 Plan 242 247 252 255 258
No capacity issues are expected over the planning period at Prestwick ACC.
03/07/2018 377
ANNEX 6 – AIRPORTS
This section presents detailed information about 61 individual airports. Each of these airports fit in at
least one of the following categories:
1. Top 20 airports for average daily traffic in 2017;
2. Top 20 airports for average daily delay and top 20 airports for delay per flight in 2017;
3. Fully implemented A-CDM airports or where implementation is ongoing;
4. EUROCONTROL Member State’s main airport that regularly provides information to the
Network Manager via the Airport Corner process.
Airports are requested to provide information for the NOP process twice a year, in March/April –
before summer season and October/November – before winter season, but updates can be provided
anytime. The reporting process enables coordinated input between the local ANSP and the Airport
Operator.
This ensures that local airport improvement plans and special events which may potentially impact
operations are taken into account in the Network Capacity Planning. The reported information also
enables the Network Manager to take the necessary operational measures in due time and ensure
that the existing and future airport operations plans are fully considered as the network is developed.
Finally, the airports are informed about the relevancy of their information to the NOP process and
explained why and how the Network Manager uses their input.
This airport reporting process is managed by the Network Manager/Airport Unit and includes a phase
of information quality validation in which airports are requested to provide any missing critical
information or more details relevant to the NOP (e.g. the capacity impact of any local plans).
The information items covered by this reporting/coordination process are labelled below with
“source: Airport Unit - Airport Corner database – information provided by airports during Q4
2017”.
Based on the information provided by airports, the regular operational performance monitoring (e.g.
delay levels, ATFM or airport slot adherence, traffic grow) and the collaborative work with individual
airports, the Network Manager provides recommendation(s) to the airports which may, after close
coordination with local authorities, be translated into concrete action plan(s). Refer to “Network
Manager Recommendations / Planned Actions”.
Scope of information
The following information is reported in the NOP. The airports are sorted in ascending order of
Country name and Airport IATA/ICAO code.
1. Traffic Evolution
Actual: Actual traffic development from 2013 – 2017. Unit: IFR movements per year.
(Source: EUROCONTROL PRISME database)
Base / High / Low STATFOR forecast: Traffic forecast for departures and arrivals 2018 – 2022
(Source: EUROCONTROL STATFOR Seven - Year Forecast February 2018 – Flight Movements and
Service Units 2018 – 2024)
Reporting Local - Traffic forecast reported by airports (if a range is provided, the maximum value is
considered)
(Source: Airport Unit - Airport Corner database – information provided by the airports in Q4 2017)
2. Coordination Level (Summer / Winter / Local Restrictions)
(Source: EUACA website information – Jan 2018)
3. Current Airport Capacity
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Capacities for different runways configurations: Current maximum runway capacities for both,
arrivals and departures, as well as the global capacity.
Terminal Capacity: Maximum number of passengers per year that the airport can accommodate.
Current capacity constraint(s): Constraining factors which affect airport capacity.
4. Input from Airports to Capacity Planning Process
Forecast Capacity: 2018-2022 (movements/year and movements/hour)
Traffic Forecast: 2018-2022 (movements/year)
(Source: Airport Unit - Airport Corner database – information used for the calculations has been
provided by the airports in Q4 2017)
5. Ongoing and Planned Activities
Airport Activities Impacting Operations: local airport plans which may have an impact on
operational efficiency, capacity or demand.
Local airport plans where the “NM Ops” flag is marked as “X” are local plans already identified by the
Network Manager as requiring close follow-up. These plans will likely have a relevant impact in
operations. NM mitigation actions may be required to reduce network impact.
Special Events Impacting Operations: Special events leading usually to a significant over-demand,
with negative impact on regular traffic (e.g. major sport events).
Advanced ATC Tower and Airport Collaborative Decision Making (CDM) Implementation:
Describes the status of the project at each individual airport.
Other future plans: Tower and Approach system implementations or improvements reported by the
airport.
6. TMA / Approach and Changes foreseen in TMA
7. Traffic mix
8. Network Manager Recommendations / Planned Actions
Based on the assessment of the operational performance and specific requirements of each airport,
the Network Manager / Airport Unit may recommend improvement actions. Those actions are planned
in the period 2018-2022 or later in coordination with local airport stakeholders.
(Source: Network Manager – Airport unit – January 2018)
9. Local Contacts (Airport Operator / ANSP)
(Source: Airport Unit - Airport Corner database – information has been provided by the airports in Q4
2017)
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List of airports:
1. ALBANIA - TIA/LATI - Tirana Airport ............................................................................................................... 381
2. AUSTRIA - VIE/LOWW - Vienna Airport .......................................................................................................... 384
3. AZERBAIJAN - GYD/UBBB – Baku Heydar Aliyev Airport ............................................................................ 388
4. BELGIUM - BRU/EBBR - Brussels Airport ...................................................................................................... 391
5. BOSNIA AND HERZEGOVINA - SJJ/LQSA - Sarajevo Airport ...................................................................... 394
6. BULGARIA - SOF/LBSF - Sofia Airport ........................................................................................................... 397
7. CYPRUS - LCA/LCLK - Larnaca Airport .......................................................................................................... 400
8. CZECH REPUBLIC - PRG/LKPR - Prague Airport .......................................................................................... 403
9. DENMARK - CPH/EKCH - Copenhagen Airport .............................................................................................. 407
10. ESTONIA - TLL/EETN - Tallinn Airport .......................................................................................................... 410
11. FINLAND - HEL/EFHK - Helsinki Airport ....................................................................................................... 413
12. FRANCE - LYS/LFLL - Lyon Saint Exupery Airport ...................................................................................... 416
13. FRANCE - NCE/LFMN - Nice Airport.............................................................................................................. 418
14. FRANCE - LBG/LFPB - Paris Le Bourget Airport ......................................................................................... 421
15. FRANCE - CDG/LFPG – Paris Charles De Gaulle Airport ............................................................................ 423
16. FRANCE - ORY/LFPO – Paris Orly Airport .................................................................................................... 428
17. GEORGIA - TBS/UGTB - Tbilisi Airport ......................................................................................................... 430
18. GERMANY - SXF/EDDB - Berlin Schönefeld Airport .................................................................................... 433
19. GERMANY - DUS/EDDL - Düsseldorf Airport ............................................................................................... 436
20. GERMANY - FRA/EDDF - Frankfurt Airport .................................................................................................. 439
21. GERMANY - HAM/EDDH - Hamburg Airport ................................................................................................. 443
22. GERMANY - MUC/EDDM - Munich Airport .................................................................................................... 446
23. GERMANY - STR/EDDS - Stuttgart Airport ................................................................................................... 449
24. GREECE - ATH/LGAV - Athens Airport ......................................................................................................... 452
25. GREECE - HER/LGIR – Iraklion Airport ......................................................................................................... 455
26. HUNGARY - BUD/LHBP - Budapest Airport .................................................................................................. 458
27. IRELAND - DUB/EIDW - Dublin Airport ......................................................................................................... 463
28. ISRAEL - TLV/LLBG - Tel Aviv Ben Gurion Airport ...................................................................................... 467
29. ITALY - LIN/LIML - Milano Linate Airport ...................................................................................................... 469
30. ITALY - MXP/LIMC - Milano Malpensa Airport .............................................................................................. 472
31. ITALY - NAP/LIRN - Napoli Capodichino Airport .......................................................................................... 476
32. ITALY - FCO/LIRF - Rome Fiumicino Airport ................................................................................................ 479
33. ITALY - VCE/LIPZ - Venice Airport................................................................................................................. 483
34. LATVIA - RIX/EVRA - Riga Airport ................................................................................................................. 488
35. LITHUANIA - VNO/EYVI - Vilnius Airport ....................................................................................................... 491
36. LUXEMBOURG - LUX/ELLX - Luxembourg Airport ...................................................................................... 494
37. FORMER YUGOSLAV REPUBLIC OF MACEDONIA - SKP/LWSK - Skopje Airport ................................... 497
38. MALTA - MLA/LMML - Malta Airport .............................................................................................................. 500
39. REPUBLIC OF MOLDOVA - KIV/LUKK - Kishinev Airport ........................................................................... 504
40. MONTENEGRO - TGD/LYPG - Podgorica Airport ......................................................................................... 507
41. THE NETHERLANDS - AMS/EHAM – Amsterdam Schiphol Airport ........................................................... 510
42. NORWAY - BGO/ENBR - Bergen Airport ....................................................................................................... 514
43. NORWAY - OSL/ENGM – Oslo Gardermoen Airport .................................................................................... 516
44. NORWAY - SVG/ENZV - Stavanger Airport ................................................................................................... 520
45. NORWAY - TRD/ENVA - Trondheim Airport.................................................................................................. 522
46. POLAND - WAW/EPWA - Warsaw Chopin Airport........................................................................................ 524
47. PORTUGAL - LIS/LPPT - Lisbon Airport ....................................................................................................... 528
48. SERBIA - BEG/LYBE - Belgrade Nikola Tesla Airport .................................................................................. 532
49. SLOVENIA - LJU/LJLJ - Ljubljana Airport .................................................................................................... 536
50. SPAIN - BCN/LEBL - Barcelona Airport ........................................................................................................ 539
51. SPAIN - MAD/LEMD – Madrid Barajas Airport .............................................................................................. 543
52. SPAIN - PMI/LEPA - Palma de Mallorca Airport............................................................................................ 547
53. SWEDEN - ARN/ESSA – Stockholm Arlanda Airport ................................................................................... 551
54. SWITZERLAND - GVA/LSGG - Geneva Airport ............................................................................................. 554
55. SWITZERLAND - ZRH/LSZH - Zurich Airport ................................................................................................ 558
56. TURKEY - IST/LTBA – Istanbul Ataturk Airport ............................................................................................ 562
57. TURKEY - SAW/LTFJ – Istanbul Sabiha Gökcen Airport ............................................................................. 566
58. UNITED KINGDOM - LHR/EGLL - London Heathrow Airport ....................................................................... 570
59. UNITED KINGDOM - LGW/EGKK – London Gatwick Airport ....................................................................... 573
60. UNITED KINGDOM - STN/EGSS – London Stansted Airport ....................................................................... 577
61. UNITED KINGDOM - MAN/EGCC - Manchester Airport ................................................................................ 580
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1. ALBANIA - TIA/LATI - Tirana Airport

1. TRAFFIC EVOLUTION
Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -3.04% -9.35% 15.82% 6.73% 10.04%
[NMOC]
Base 9.05% 6.03% 6.33% 5.32% 5.30%
[STATFOR]
High 11.15% 7.94% 9.41% 7.28% 7.42%
[STATFOR]
Low 7.07% 4.20% 3.25% 3.32% 3.52%
[STATFOR]
2. COORDINATION LEVEL
Summer Winter Local Restrictions
Data not available. Data not available. Data not available.
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3. CURRENT AIRPORT CAPACITY

Capacities for different runway configurations
Runway Configuration Max Arrivals Max Departures Global Optimum
17/35 13 mvts/hour No
Additional Information: The Approach has declared a capacity of 13 movements per hour, but is not an absolute one, because in very rare
occasions this number is surpassed.
Terminal Capacity (passengers/year): Airport did not provide the information so far.
Current capacity constraint(s): No constraints at all.
4. INPUT FROM AIRPORTS TO CAPACITY PLANNING PROCESS

Year 2018 2019 2020 2021 2022
Forecast Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour Mvts/Year Mvts/Hour
Capacity
113,880 N/A Confidential N/A Confidential N/A Confidential N/A Confidential N/A
Traffic Mvts/Year Mvts/Year Mvts/Year Mvts/Year Mvts/Year
Forecast
N/A N/A N/A N/A N/A
N/A: Airport did not report the information

5. ONGOING AND PLANNED ACTIVITIES
5.1. Airport Events
Nothing reported by the airport so far.
5.2. Advanced ATC Tower Implementation
No Advanced ATC Tower plans.
5.3. Airport CDM Implementation
No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: No.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No changes foreseen.
A380 status: N/A.
382
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8. NETWORK MANAGER RECOMMENDATIONS / PLANNED ACTIONS

Strategic Information Reporting and Enhanced Information Exchange: Tirana airport is actively contributing in the regular strategic information
reporting process. The Network Manager will continue the efforts to establish a process of information exchange between the airport and the Network
Manager in the pre-tactical and tactical phase. The contacts for tactical diversion capabilities information exchange are already established.
Airport Capacity and Performance (ACAP): No actions foreseen so far.
Airport Collaborative Decision Making (A-CDM): No actions foreseen so far. The Network Manager is ready to provide support towards A-CDM
implementation if/when requested.
9. LOCAL CONTACTS
Airport Operator ANSP
Ermir Kaci Alban Kallulli
Director - Airport Operation Department Chief of TWR
Tirana International Airport SHPK Air Navigation Service of Albania
+ 355 4 2381 700 +355 69 60 92 530
ekaci@tirana-airport.com akallulli@albcontrol.al
383
06/03/2018
2. AUSTRIA - VIE/LOWW - Vienna Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -5.34% -0.18% -1.91% -0.28% -0.70%
[NMOC]
Base 1.02% 2.04% 1.74% 1.35% 1.45%
[STATFOR]
High 2.30% 2.99% 3.89% 2.78% 2.89%
[STATFOR]
Low -0.23% 1.09% -0.14% -0.38% 0.50%
[STATFOR]
Reporting Confidential Confidential
Local
Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season Yes
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ARR RWY34 DEP RWY29 48 50 68 No
ARR RWY 11/16 DEP RWY 16 48 50 68 No
ARR RWY16 DEP RWY29 48 50 68 Yes
ARR RWY 11 DEP RWY 16 48 50 68 No
ARR RWY 16 DEP RWY 29/16 48 50 68 No
ARR RWY 34 DEP RWY 29/34 48 50 68 No
Additional Information: Single RWY: 36/36/48 – in case of simultaneous use of RWY 11 and RWY 16 for ARR (appropriate weather conditions
required), ARR capacity is higher, tactical regulations will be initiated whenever simultaneous use is possible.
These values are reflecting the airport capacity coordination parameters.
The ATC values reported to NMOC may be more restrictive than the airport capacity values. Still, depending on weather and other circumstances
higher capacity values may be reported to NMOC on daily base.
Terminal Capacity (passengers/year): 30-32 million.
Current capacity constraint(s): Runway Throughput - Number and geometric layout of the runways, Runway Throughput - Wind direction and
strength, Runway Throughput - Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
270,000 68 Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential
Forecast
Confidential Confidential N/A N/A N/A
385
06/03/2018

5.1. Airport Events
NM End
Event Description Start Date/Time Type Additional Information
Follow-up Date/Time
Implementation of AMAN (LOWW) 01/10/2017 2019 Q1 Infrastructure Change

 Local Airport CDM Implementation
Memorandum of Understanding: No. Local Implementation Finalised: Yes.
 Integration of Airports into the network (DPI,FUM)
FUMs used by your airport: Yes. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: Ongoing
implementation. Planned for end 2018.
6. TMA / APPROACH
Changes foreseen in TMA:
- TMA structure dependant on the very close vicinity to the FIR border and to adjacent units;
- Capacity constraints due to environmental obligations with regard to RWY usage plan and SID routeings; Enhanced DEP spacing.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No major changes took place, but currently there is a slight growth by wide body aircraft.
A380 current status: RWY 16/34, taxiways, apron stands and one pier stand ready for A380 operations.
A380 number of movements per day and per hour: Two operations/ day of A380.

Strategic Information Reporting and Enhanced Information Exchange: Vienna airport is actively contributing in the regular strategic information
Airport Capacity and Performance (ACAP): Vienna airport has partnered in the CEF2017 call for AOP/NOP implementation.
Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation - planned
for end 2018.
386
06/03/2018
9. LOCAL CONTACTS
Anton Pfeffer- Capacity Management and Optimisation - Vienna Airport Haris Usanovic - Austrocontrol GmbH Air Traffic Management / Expert
a.pfeffer@viennaairport.com Terminal Coordination
haris.usanovic@austrocontrol.at
Dariusz Graniczkowski- Capacity Management and Optimisation - Vienna
Airport Thomas Kihr - Austrocontrol GmbH Air Traffic Management / Business
d.graniczkowski@viennaairport.com Manager Performance
thomas.kihr@austrocontrol.at
387
06/03/2018
3. AZERBAIJAN - GYD/UBBB – Baku Heydar Aliyev Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 2.22% 3.00% -6.35% 6.31% 12.15%
[NMOC]
Base 6.18% 5.45% 5.97% 5.42% 5.68%
[STATFOR]
High 8.10% 7.35% 9.35% 7.65% 8.06%
[STATFOR]
Low 4.40% 3.69% 2.97% 3.41% 3.84%
[STATFOR]
388
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16 and 17 20 20 40 No
34 and 35 20 20 40 No
Additional Information: Configuration 16 and 17 both RWYs are used in a mix mode. Configuration 34 and 35 both RWYs are used in a mix mode.
Terminal Capacity (passengers/year): Total - 9 million passengers/year. Terminal 1 - 6 million passengers/year. Terminal 2 - 3 million
passengers/year.

Year 2018 2019 2020 2021 2022
Capacity
120,000 40 120,000 40 120,000 40 120,000 40 120,000 40
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: Two years ago we implemented segregated SIDs and STARs and seriously reduced workload of APP position. Now we
are planning further TMA structure improvements and implementation of DEP sector.
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06/03/2018
7. TRAFFIC MIX
Changes foreseen in traffic mix: No.
A380 status: N/A.

Strategic Information Reporting and Enhanced Information Exchange: Baku airport is actively contributing in the regular strategic information
Manager in the pre-tactical and tactical phase.
9. LOCAL CONTACTS
Khagani Hasanov Farhan Guliyev
X.hasanov@airport.az Azeraeronavigation
farhan.guliyev@azans.az
390
06/03/2018
4. BELGIUM - BRU/EBBR - Brussels Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -3.16% 6.75% 3.53% -6.52% 6.69%
[NMOC]
Base 0.66% 2.33% 2.07% 1.63% 1.75%
[STATFOR]
High 2.04% 3.43% 4.55% 3.39% 3.45%
[STATFOR]
Low -0.68% 1.29% -0.08% -0.16% 0.48%
[STATFOR]
Reporting Confidential Confidential Confidential Confidential
Local
391
06/03/2018

06:00 - 06:59 (LT) 45 No
07:00 - 22:59 (LT) 48 44 74 Yes
23:00 - 05:59 (LT) Noise Driven No
Terminal Capacity (passengers/year): Our terminal, in its current size/layout, can process up to 28 million passengers per year. With planned
optimization/expansion options implemented we expect to accommodate terminal capacity of up to 40 million passengers per year (2040 design
year).
Current capacity constraint(s): Passenger Terminal, Parking Positions, Runway Throughput - Wind direction and strength, Runway Throughput -
Other meteorological conditions, Other – Wide-body gates capacity (during peak hours). Most constraining factor: Runway Throughput - Wind
direction and strength.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
Confidential Confidential Confidential Confidential N/A

5.1. Airport Events
Memorandum of Understanding: Yes. Local Implementation Finalised: Yes.
FUMs used by your airport: Yes. DPI Operational Evaluation (testing): Yes. DPIs fully operational: Yes. Current Status: Completed.
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6. TMA / APPROACH
Changes foreseen in TMA: The working methods will be adapted as we do all the time to improve our service to AO's and other parties. New project
running to reorganise the sectorisation in the lower airspace.
7. TRAFFIC MIX
Changes foreseen in traffic mix: The traffic mix is studied as soon as the parameters are communicated by the new schedules (summer or winter).
This is still standard procedure.
A380 current status: Capable only for exceptionally authorised flights.
A380 next steps: New terminal and taxiways are planned.

Strategic Information Reporting and Enhanced Information Exchange: Brussels airport is actively contributing in the regular strategic information
Airport Capacity and Performance (ACAP): Brussels airport has partnered in the CEF2016 call for AOP/NOP implementation.
Airport Collaborative Decision Making (A-CDM): A-CDM fully implemented. The Network Manager will provide further support as required.
9. LOCAL CONTACTS
Korijn Defever - Operations Improvement Manager D’Heuvaert Guy
+32 2 753 75 02 +32 2 2062502
korijn.defever@brusselsairport.be guy_dheuvaert@belgocontrol.be
393
06/03/2018
5. BOSNIA AND HERZEGOVINA - SJJ/LQSA - Sarajevo Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 4.67% 8.31% -8.48% 2.29% 11.66%
[NMOC]
Base 9.65% 4.29% 5.12% 4.22% 4.15%
[STATFOR]
High 12.23% 6.12% 7.20% 6.04% 6.34%
[STATFOR]
Low 7.34% 2.47% 2.65% 2.32% 2.48%
[STATFOR]
Reporting Confidential Confidential Confidential Confidential Confidential
Local
394
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12/30 7 7 12 No
Terminal Capacity (passengers/year): 1 million.
Current capacity constraint(s): TMA - Terrain, Passenger Terminal, Parking Positions, Runway Throughput - Noise-abatement and other
environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
Confidential Confidential Confidential Confidential Confidential

5.1. Airport Events
No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: Airport did not provide the information so far.
7. TRAFFIC MIX
Changes foreseen in traffic mix: Airport did not provide the information so far.
A380 status: No capable to land.
395
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Sarajevo airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Vahidin Zukanovic Emina Turulja
Safety Manager Emina.Turulja@bhansa.gov.ba
+ 387 33 289 126
vahidin.zukanovic@sarajevo-airport.ba
396
06/03/2018
6. BULGARIA - SOF/LBSF - Sofia Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -7.59% 3.70% 5.53% 16.52% 12.20%
[NMOC]
Base 4.18% 3.91% 3.48% 2.66% 2.91%
[STATFOR]
High 6.11% 5.60% 7.18% 4.88% 5.17%
[STATFOR]
Low 2.36% 2.39% 0.31% 0.57% 0.92%
[STATFOR]
Reporting 3.00% 2.50% 2.50% 2.50% 3.00%
Local
Schedules Facilitated (Level 2) Whole season Schedules Facilitated (Level 2) Whole season Yes
397
06/03/2018

27/9 11 11 22 Yes
Terminal Capacity (passengers/year): Terminal 1 - 1.8 million passengers per year. Terminal 2 - 2.8 million passengers per year. Total - 4.6 million
passengers per year.

Year 2018 2019 2020 2021 2022
Capacity
192,720 22 N/A N/A N/A N/A N/A N/A N/A N/A
Forecast
58,477 59,939 61,438 62,974 64,863

Additional Information: Sofia Airport does not possess Capacity forecast data for the period 2018-2036. The information cannot be provided by
anticipation until the new Master Plan for Sofia Airport infrastructure development is worked out and approved by Bulgarian Ministry of Transport.
The approval of new Master Plan depends on BG Government action plan. Until this moment there is no official decision on this matter.

5.1. Airport Events
No A-CDM plans.
6. TMA / APPROACH
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7. TRAFFIC MIX
A380 current status: Currently, no operations of A380 flights.

Strategic Information Reporting and Enhanced Information Exchange: Sofia Airport Operator is actively contributing in the regular strategic
information reporting process. The Network Manager will appreciate the participation of the local ANSP in this process.
The Network Manager will continue the efforts to establish a process of information exchange between the airport and the Network Manager in the
pre-tactical and tactical phase.
9. LOCAL CONTACTS
Stefan Likov
Senior Expert – Safety Management Department
+359 2 937 2003; 937 2004
399
06/03/2018
7. CYPRUS - LCA/LCLK - Larnaca Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -12.75% 7.48% -0.65% 25.48% 14.07%
[NMOC]
Base 4.93% 5.43% 5.26% 4.55% 4.57%
[STATFOR]
High 7.06% 7.78% 10.13% 8.18% 8.30%
[STATFOR]
Low 2.98% 3.48% 1.52% 1.79% 1.87%
[STATFOR]
Reporting 1.40% 1.20% 1.70% 1.70% 1.70%
Local
Schedules Facilitated (Level 2) Whole season Schedules Facilitated (Level 2) Whole season Data not available.
400
06/03/2018

RWY 22/04 12/Hrs 12/Hrs 18/Hrs No
Terminal Capacity (passengers/year): 7.5 million.
Current capacity constraint(s): TMA - Airspace.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
62,880 63,635 64,717 65,817 66,936
Additional Information: The Capacity Movements per year is based on the hourly capacity of 16 movements X 24 hours X 365 days. This equals
the yearly capacity for aircraft movements.

5.1. Airport Events
No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: Yes. Inclusion of Paphos aerodrome, holding patterns at higher levels, PBN implementation roadmap.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No foreseen changes in traffic mix.
A380 current status: Larnaca airport has been approved to be used by A380, as a planned alternate on an individual airline basis.
401
06/03/2018
Modifications were made to Taxiway system to allow CODE F clearances. Only one code F aircraft is permitted moving on the manoeuvring area at
any given time.

Strategic Information Reporting and Enhanced Information Exchange: Larnaca airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Mr Andys Frangos Nicolas Mytides
Senior Manager Operations SATCO - Head LCA ATC
Larnaca International Airport Air Traffic Control Tower
+35724742030 PO Box 43054, Larnaca Airport
andys.frangos@hermesairports.com Department of Civil Aviation, Cyprus
+ 357-24802909 (Office)
+ 357-24802900 (Control Tower)
n.mytides@cytanet.com.cy
402
06/03/2018
8. CZECH REPUBLIC - PRG/LKPR - Prague Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -2.53% -2.87% 2.06% 6.73% 9.08%
[NMOC]
Base 4.57% 4.51% 4.20% 4.34% 3.64%
[STATFOR]
High 6.44% 6.52% 8.32% 7.07% 5.72%
[STATFOR]
Low 2.81% 2.77% 0.87% 1.36% 1.87%
[STATFOR]
Local
403
06/03/2018

RWY 06/24 33 33 46 No
RWY 12/30 28 33 38 No
Additional Information:
Movements on RWY from 04:00 to 19:55 UTC: 0400 - 1955UTC = 6 ARR or 6 DEP/10min; 33 ARR/60 min; 46 MVT total/60min.
Movements on RWY from 20:00 to 03:55 UTC - night noise curfew; stipulated noise limit of 48 movements during the night period; take-offs and
landings solely for the aircraft types stated in the Bonus List.
04:00 - 19:55UTC - 6 ARR or 6 DEP/10 min;
20:00 - 21:55UTC - 26 movements/120 min;
02:00 - 03:55UTC - 11 movements/120 min.
RWY 12/30 and RWY 06/24 are not operated in parallel. RWY 12/30 is used only if RWY 06/24 is not available. Optimum capacity would be operated
RWY 06/24 ARR and DEP and RWY 30 for selected DEP. Used as reserve capacity.
Current capacity constraint(s): Passenger Terminal, Parking Positions.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
404
06/03/2018

5.1. Airport Events
NM End
Follow-up Date/Time
Infrastructure Change
One additional Rapid Exit Taxiways for RWY
X 2019 2019 Operational Procedure Preliminary date
06/24
Change
NM End
Follow-up Date/Time
Capacity Enabler RWY 12/30 closed during

Efficiency Enabler construction or restricted operations.
X Parallel RWY 06R/24L 2023 2025
Infrastructure Change Several TWYs closed during
TMA Change construction.
End
Benefit Description Start Date/Time Additional Information
Date/Time
Declared capacity 60 MVT/h 2025

FUMs used by your airport: No. DPI Operational Evaluation (testing): Yes. DPIs fully operational: Yes. Current Status: Completed.
6. TMA / APPROACH
7. TRAFFIC MIX
Changes foreseen in traffic mix: Without significant changes.
A380 current status: Airport certified by CAA CR for A380 operations since 2013.
Triple bridge for A380 - realization of the project. In operation since the summer season 2015.
A380 number of movements per day and per hour: From 1 May 2016 one daily operation of Emirates A380.
405
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Prague airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Miroslav Spak - Airport Engineer - Operations Strategy Management Vaclav Voracek - Deputy Division Director ANS Planning and
miroslav.spak@prg.aero Development
voracek@ans.cz
Vladimir Bohac – Operational Division
bohac@ans.cz
Ladislav Cermak - ANS expert-ANS Planning and Development
ladislav.cermak@ans.cz
406
06/03/2018
9. DENMARK - CPH/EKCH - Copenhagen Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 0.79% 2.78% 1.21% 4.31% -2.43%
[NMOC]
Base 0.95% 1.74% 1.94% 1.28% 1.40%
[STATFOR]
High 2.17% 2.71% 4.12% 2.76% 2.88%
[STATFOR]
Low -0.25% 0.81% 0.06% -0.29% 0.16%
[STATFOR]
Local
Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season No
407
06/03/2018

22L/R 48 48 83 Yes
04L/R 48 48 83 Yes
12/30 + 22R/04L 48 48 83 No
12/30 20 20 36 No
Additional Information: The capacity is determined tactically based on the weather conditions and runway configurations on the given day. Usually
it is only changed when operating single runway or in bad weather. There is an option to use a crossing RWY 12/30 when the crosswind is too hard
for the optimal configuration of either 04L/R or 22L/R as RWY 12/30 intersects with RWY 04R/22L.
Terminal Capacity (passengers/year): Overall capacity of Terminal facilities, including current capacity expansion projects, is approximately 32
million/year with options to further expand to 40 million/year.
Current capacity constraint(s): Not constrained.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
408
06/03/2018
6. TMA / APPROACH
7. TRAFFIC MIX
Changes foreseen in traffic mix: Only a slight increase in aircraft size.
A380 status: In operation. One arrival/departure a day for the time being.

Strategic Information Reporting and Enhanced Information Exchange: Copenhagen airport is actively contributing in the regular strategic
information reporting process. The Network Manager will continue the efforts to establish a process of information exchange between the airport and
the Network Manager in the pre-tactical and tactical phase.
9. LOCAL CONTACTS
Simon Thoustrup Dorte Friis
Head of Airside Operations FMP Manager – Naviair
+45 3231 3302 +45 3247 8224
simon.thoustrup@cph.dk dof@dk.nuac.eu
Thomas Arndt Petersen

+45 32312328
Thomas.a.petersen@cph.dk
409
06/03/2018
10. ESTONIA - TLL/EETN - Tallinn Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -23.83% -0.02% 7.93% -0.11% 12.25%
[NMOC]
Base 3.26% 3.94% 4.66% 3.85% 3.68%
[STATFOR]
High 5.53% 6.41% 9.29% 6.94% 6.91%
[STATFOR]
Low 1.20% 1.93% 1.04% 1.22% 1.00%
[STATFOR]
Reporting 7.00% 5.00% 3.00% 3.00% 3.00%
Local
Data collection (Level 1) Whole season Data collection (Level 1) Whole season Data not available.
410
06/03/2018

26 10 10 20 No
08 10 10 20 No
Current capacity constraint(s): Passenger Terminal, Parking Positions. Most constraining factor: Passenger Terminal.

Year 2018 2019 2020 2021 2022
Capacity
175,200 20 175,200 20 175,200 20 175,200 20 175,200 20
Forecast
44,607 46,838 48,243 49,690 51,181
Additional Information: Hourly capacity: 20 mvts/hour; Daily ATC Capacity calculation: 20 mvts x 24 hours = 480 mvts/day; Yearly ATC Capacity
calculation: 480 mvts/day x 365 days = 175.200 mvts/year.

5.1. Airport Events
No A-CDM plans.
6. TMA / APPROACH
411
06/03/2018
7. TRAFFIC MIX
A380 status: N/A.

Strategic Information Reporting and Enhanced Information Exchange: Tallinn airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Tallinn Airport Ltd. Estonian Air Navigation Services
Lennujaama tee 12, 11101 Tallinn, Estonia Kanali tee poik 3, 10112 Rae kula, Rae vald, Harjumaa, Estonia
Phone: +372 605 8701 Phone: +372 625 8230
Fax: +372 605 8433 Fax: +372 625 8200
E-mail: administration@tll.aero E-mail: eans@eans.ee
SITA: TLLXT8X URL: www.eans.ee/en/
AFS: EETNZXZX
URL: www.tallinn-airport.ee/en/
412
06/03/2018
11. FINLAND - HEL/EFHK - Helsinki Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -2.27% -0.09% 0.74% -0.36% 4.99%
[NMOC]
Base 6.72% 1.29% 1.33% 1.21% 1.10%
[STATFOR]
High 7.98% 2.41% 3.49% 2.71% 2.57%
[STATFOR]
Low 5.47% 0.25% -0.45% -0.64% 0.25%
[STATFOR]
Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season Data not available.
413
06/03/2018

0700-2000 Parallel 22 or 04 48 42 80 Yes
0530-0700 Parallel 22 / 04 36 40 76 No
2000-0030 Parallel 22 / 04 36 40 76 No
0030-0530 All runways 10 10 10 No
Arr 15, Dep 22R and 22L 36 40 76 No
Single runway 22R, 22L, 15, 04R 36 40 40 No
Additional Information: Capacity is based on the operating hours. Times above are local times. Independent parallel operations are currently
approved by the environmental officials only during the afternoon peak 1400-1900 local time. Full capacity is needed for 2-3 hours a day. The rest of
the time figures are only theoretical.

Year 2018 2019 2020 2021 2022
Capacity
592,030 80 592,030 80 592,030 80 592,030 80 592,030 80
Forecast
N/A N/A N/A N/A N/A

Additional Information: No foreseen need to increase yearly or hourly global capacity. The yearly and daily capacity exceeds the demand. The
bottlenecks are couple of departure and arrival peak hours.

5.1. Airport Events
414
06/03/2018

6. TMA / APPROACH
Changes foreseen in TMA: N/A.
7. TRAFFIC MIX
Changes foreseen in traffic mix: More class H aircrafts expected in coming years. Finnair A359 deliveries started Q4 2015. Number of smaller
regional planes will also decrease as main carriers are moving to a larger short haul fleet.
A380 current status: Ready to accept 380 (two at the time). No gate (bridge) positions available. Two outer parking stands available with the bus
transport for the passengers.
A380 next steps: No plans.
A380 number of movements per day and per hour: 0.

Strategic Information Reporting and Enhanced Information Exchange: Helsinki airport is actively contributing in the regular strategic and
information reporting process. In addition, the Network Manager appreciates their contribution in the pre-tactical and tactical information exchange
process.
9. LOCAL CONTACTS
Mika Järvinen Tomi Hannuksela
mika.jarvinen@finavia.fi tomi.hannuksela@ansfinland.fi
+358 20 708 3306 +358 20 708 3328
Helsinki Airport Head of Production Management,
Head of Apron Control ATCC Finland - Helsinki APP/TWR
415
06/03/2018
12. FRANCE - LYS/LFLL - Lyon Saint Exupery Airport

Limited information available – Airport is not yet participating in the regular EUROCONTROL reporting process.
Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -2.84% -6.93% 0.39% 2.00% 1.53%
[NMOC]
Base 0.98% 1.53% 1.49% 0.76% 0.88%
[STATFOR]
High 2.19% 2.54% 3.59% 2.19% 2.36%
[STATFOR]
Low -0.23% 0.53% -0.41% -0.64% -0.48%
[STATFOR]
416
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Lyon airport is not participating in the regular information reporting
process. The Network Manager will reiterate the invitation to join this process.
Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Lyon airport related to
non-compliance with airport slot.
Airport Collaborative Decision Making (A-CDM): On 14 November 2017 Lyon became a fully implemented A-CDM airport. The Network Manager
will provide further support as required.
417
06/03/2018
13. FRANCE - NCE/LFMN - Nice Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -1.54% -2.56% -0.53% 2.65% 2.20%
[NMOC]
Base 1.94% 1.55% 1.76% 0.97% 0.97%
[STATFOR]
High 3.02% 2.42% 3.30% 1.79% 1.88%
[STATFOR]
Low 0.84% 0.69% 0.19% -0.19% 0.00%
[STATFOR]
418
06/03/2018

Two dependant parallel RWYs: 04R/22L - 04L/22R 30 (Scheduled) 30 (Scheduled) 50 (Scheduled) No
Terminal Capacity (passengers/year): Terminal 1 = 5 million. Terminal 2 = 8 million. Total = 13 million.

Year 2018 2019 2020 2021 2022
Capacity
N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
NM End
Follow-up Date/Time
Runway 04 L / 22 R closed to allow airplane 08/01/2018 23/03/2018

X Infrastructure Change
rolling due to parallel taxiway closed for works 05:00 17:00

Memorandum of Understanding: No. Local Implementation Finalised: No.
419
06/03/2018
FUMs used by your airport: Yes. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: Ongoing.
Planned for 2018. Comments: As Nice is Advanced ATC Tower, A-DPI and C-DPI are sent to Eurocontrol since the 19th of December 2016.
With A-CDM Nice will send more DPI.
5.4. Other Future Plans
Electronic Strips expected in the coming years.
DMAN implementation is planned for 2018.
6. TMA / APPROACH
Changes foreseen in TMA: Not available.
7. TRAFFIC MIX
A380 status: Airport did not provide the information so far.

Strategic Information Reporting and Enhanced Information Exchange: Nice Airport Operator is actively contributing in the regular strategic
information reporting process. The Network Manager will appreciate the participation of the local ANSP in this process.
Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Nice airport related to
non-compliance with airport slot.
Airport Collaborative Decision Making (A-CDM): Nice airport is connected with the Network as Advanced ATC Tower. The Network Manager will
continue to provide support towards A-CDM implementation - planned for 2018.
9. LOCAL CONTACTS
Magali Boetti
Responsable Domaine Exploitation Études Opérationnelles et CDM
Département Ressources et Operations Piste
BBU Operations et Développement Compagnies
BP 3331 – 06206 Nice cedex 3
+33 4 93 21 59 36
Magali.boetti@cote-azur.aeroport.fr
420
06/03/2018
14. FRANCE - LBG/LFPB - Paris Le Bourget Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -3.69% 1.39% -1.86% -1.07% 2.41%
[NMOC]
Base 1.18% 1.16% 1.50% 0.68% 0.85%
[STATFOR]
High 2.29% 2.13% 2.27% 1.25% 1.33%
[STATFOR]
Low 0.10% 0.20% 0.71% 0.05% 0.33%
[STATFOR]
421
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Paris Le Bourget airport is not participating in the regular information
reporting process. The Network Manager will reiterate the invitation to join this process.
422
06/03/2018
15. FRANCE - CDG/LFPG – Paris Charles De Gaulle Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -3.91% -1.47% 0.94% 0.74% 0.73%
[NMOC]
Base 1.38% 0.56% 3.36% 1.57% 1.76%
[STATFOR]
High 1.95% 0.00% 7.72% 0.00% 0.00%
[STATFOR]
Low 0.23% 0.68% 0.09% -0.11% 0.33%
[STATFOR]
423
06/03/2018

2 pairs of parallel RWYs: -09R/27L-7L-09L/27R 64 (scheduled) 70 (scheduled) 120 (scheduled) No
and 08L/26R-08R/26L
Additional Information: Normal ATFCM arrival declared capacity: 71 to 73; Current achieved arrival peak: 79; Current achieved departure peak: 81;
Current achieved global peak: 141; Each basic 4 runways configuration (landings on outer RWYs, departures on inner RWYs) has the same capacity
figures.

Year 2018 2019 2020 2021 2022
Capacity
Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential Confidential
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
Change of the ILSs on RWY 08R/26L, due to ILSs not available on RWY 08R/26L for
maintenance reasons; It is part of the plan to about 3 summer months.
X 5/2018 10/2018 Maintenance
change all ILSs of CDG/Le-Bourget complex in RNAV procedures applied to serve this
the 2016-2022 period. RWY
NM End
Follow-up Date/Time
Works related to the train tunnel underneath

RWY 08R/26L; this train will be the quick link Infrastructure RWY 08R/26L closed during particular
X between Paris and CDG airport. 7/2018 10/2018
Change period
424
06/03/2018
NM End
Follow-up Date/Time
With appropriate studies and validation,

new antenna will allow implementation
Capacity Enabler of a landing Clearance line, reducing
Replacement of LOC antenna, with 32
2018 Q3 2020 Q4 Efficiency Enabler taxi times out of CAT3 critical zone.
elements
System Change Departures and arrival throughput in
LVP conditions will be increased by 10
to 25%.
NM End
Follow-up Date/Time
Extension of TWY D to the east.

This extension will connect current D TWY to Efficiency Enabler
B TWY allowing RWY 27L/R arrivals going to Temporary negative impact during
2019 2020 Infrastructure
terminals 2/3/4 to shorten their taxiing and works
Change
allowing RWY 09 R/L departures coming from
the above terminals to directly join D TWY.
NM End
Follow-up Date/Time
Efficiency Enabler
AGEN area: Construction of 6 new long haul
2019 2021 Infrastructure
aircraft stands (5E + 1F)
Change
NM End
Follow-up Date/Time
Availability of this TWY will improve

North-East End-Around (perimeter) taxiway
Capacity Enabler safety (less RWY incursions because
construction. It will connect the K central
Efficiency Enabler far less crossings of RWY 09R/27L by
X taxiway to Q taxiway, allowing RWY 09L 2020 2022
Infrastructure arrivals after landing on RWY 09L/27R)
arrivals not to cross RWY 09R and many RWY
Change and will significantly increase RWY
27R arrivals not to cross RWY 27L.
09R/27L throughput.
End
Temporary Negative Impact Description Start Date/Time Additional Information
Date/Time
Temporary negative impact, for short periods,
during connection between this taxiway and 2020 2022
K/Q TWYs.
425
06/03/2018
End
Date/Time
Safety improvement. Capacity increase. TBD TBD
NM End
Follow-up Date/Time
Capacity Enabler
SYSAT project. New A-SMGCS - New ATCOs Possible temporary negative impact
2020 2024 Efficiency Enabler
radar display. during transition to new system.
System Change
NM End
Follow-up Date/Time
Change of the ILSs on RWY 09L/27R, due to

maintenance reasons, It's part of the plan to
5/2020 10/2020 Maintenance
change all ILSs of CDG/Le-Bourget complex in
the 2016-2022 period
NM End
Follow-up Date/Time
RWY 09L/27R Closed - ILS

X Resurfacing RWY 09L/27R 8/2020 10/2020 Maintenance
replacement in the meanwhile
NM End
Follow-up Date/Time
Change of the ILSs on RWY 09R/27L, due to

maintenance reasons. It's part of the plan to
5/2022 10/2022 Maintenance
change all ILSs of CDG/Le-Bourget complex in
the 2016-2022 period.
NM End
Follow-up Date/Time
South-West End Around (perimeter) TWY

Capacity Enabler
constriction. It will connect the central S TWY
TBD TBD Efficiency Enabler Safety and capacity improvement.
to C TWY, allowing RWY 26L arrivals not to
cross RWY 26R.
426
06/03/2018

6. TMA / APPROACH
Changes foreseen in TMA: Improvement (de-confliction) of NE arrivals for LFPG, LFOB, and LFPB is under study. Redesign airspace project
starting date in 2021. Redesign of downwind, with higher altitude de-confliction flow management is under study (SESAR project). PBN to ILS
intermediate approach is under study (SESAR project).
7. TRAFFIC MIX
Changes foreseen in traffic mix: No major changes.
A380 current status: A380 operated by AFR, UAE, SIA, KAL, THA, QTR, ETD (since July 2017).
A380 next steps: Increased number of flights operated by the above airlines. Other airlines might start A380 operations in the coming years. Three
additional A380 stands planned due to Terminal 1 junction project.

Strategic Information Reporting and Enhanced Information Exchange: Paris CDG airport is actively contributing in the regular strategic
information reporting process. In addition, the Network Manager appreciates their continued contribution in the pre-tactical and tactical information
exchange process.
Airport Capacity and Performance (ACAP): Paris Charles De Gaulle airport has partnered in the CEF2015 call for AOP/NOP implementation.
9. LOCAL CONTACTS
Regis LACOTE (regis.lacote@adp.fr) Didier LUCAS (didier.lucas@aviation-civile.gouv.fr)
Laurent PARRIAUD (laurent.parriaud@adp.fr) Magali KINTZLER (magali.kintzler@aviation-civile.gouv.fr)
Kamal AMRI (kamal.amri@adp.fr) Jaufre PLANCHONS(jaufre.planchons@aviation-civile.gouv.fr)
Emmanuel LEFEVRE (emmanuel.lefevre@adp.fr)
Jérôme LAUFERON (jerome.lauferon@adp.fr)
427
06/03/2018
16. FRANCE - ORY/LFPO – Paris Orly Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -0.18% -1.09% 1.40% 1.44% -2.34%
[NMOC]
Base 1.75% 1.54% 2.23% 1.52% 0.44%
[STATFOR]
High 2.89% 2.70% 1.94% 0.00% 0.00%
[STATFOR]
Low 0.68% 0.49% 0.17% -0.10% 0.08%
[STATFOR]
428
06/03/2018

3.1. Airport Events
NM End
Follow-up Date/Time
Closure of TWY W2 between TWY LJN The end date of the TWY works (ref:
included and LG excluded closure of TWY LJS AIP SUP 181/17) will be announced
X 12/10/2017 31/07/2018 Maintenance
and LGN and creation of a temporary parking by NOTAM, the date of 31 JUL 2018 is
stand G99. for information only.
NM End
Follow-up Date/Time
Renovation/refurbishment of the whole

tower cab (floors, ceilings, lights, air
conditioning, lift etc.) and ATC equipment to To avoid any additional burden on
modernise and include future systems. activity (works on the RWY by
A temporary tower cab will be in place, fitted ADP ongoing for several years) no
X below the current one in the control tower, in 14/11/2017 20/03/2018 Infrastructure Change cuts in flight programs have been
order requested from operators, and the
to maintain the airport activity during the 4 period of Winter lower activity has
months been chosen for the works.
of the works.
Regulations applied from 0600 to 0900 daily.
Expected Capacity End
Start Date/Time Additional Information
Arrival Departure Global Date/Time
30 mvts/h 30 mvts/h 29/01/2018 20/03/2018 After the reopening of W2 - L3

Strategic Information Reporting and Enhanced Information Exchange: Paris Orly airport is not participating in the regular information reporting
Airport Capacity and Performance (ACAP): Paris Orly airport has committed to AOP/NOP implementation.
429
06/03/2018
17. GEORGIA - TBS/UGTB - Tbilisi Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 7.58% 3.15% 6.61% 7.88% 35.21%
[NMOC]
Base 8.29% 7.04% 7.57% 6.66% 6.45%
[STATFOR]
High 10.63% 9.38% 11.83% 9.58% 9.54%
[STATFOR]
Low 6.24% 5.03% 4.19% 4.32% 4.30%
[STATFOR]
430
06/03/2018

Airport did not provide the information so far.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
NM End
Follow-up Date/Time
Widening of the existing turn pad is planned

2018 Q2 2018 Q2 Infrastructure Change
on RWY 31R

No A-CDM plans.
431
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: TMA design is going to be reviewed and modified to make operations more effective (developing of SID/STARs and
considering of the CDO implementation in some of them, terrain permitting).
7. TRAFFIC MIX

Strategic Information Reporting and Enhanced Information Exchange: Tbilisi airport is contributing in the regular strategic information reporting
process. The Network Manager will continue the efforts to establish a process of information exchange between the airport and the Network Manager
in the pre-tactical and tactical phase.
9. LOCAL CONTACTS
Akaki BARKAIA - Ground Handling Manager David Kadzanaia
TAV Georgia - Tbilisi International Airport d.kadzanaia@airnav.ge
Tel: +995 322 310-316; + 995 322 310-450;
E-mail: Akaki.Barkaia@tav.aero
432
06/03/2018
18. GERMANY - SXF/EDDB - Berlin Schönefeld Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -8.71% 6.18% 11.20% 27.42% 5.29%
[NMOC]
Base -4.42% 1.84% 18.13% 123.55% 9.60%
[STATFOR]
High -3.14% 2.69% 20.96% 125.46% 10.65%
[STATFOR]
Low -5.66% 0.98% 0.58% 81.43% 52.33%
[STATFOR]
Local
433
06/03/2018

single runway (07L/25R) 20 20 26 No
Terminal Capacity: 1,250 passengers/hour.


Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
Airport Traffic Switch

Extension of the complete airport facilities Capacity Enabler
with new runway layout, apron, terminals, etc. Efficiency Enabler
X 01/06/2006 10/2020 Capacity values are not agreed yet
System Change
Berlin Schönefeld will be the new German Operational Procedure
capitol airport. Change
TMA Change

434
06/03/2018

6. TMA / APPROACH
Changes foreseen in TMA: The responsibility of operational and procedural changes with regard to the TMA is executed by the en-route unit at the
DFS. The measures are published in the CEP.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No significant changes expected.

Strategic Information Reporting and Enhanced Information Exchange: Berlin airport is actively contributing in the regular strategic information
reporting process. The Network Manager will support DFS in establishing a process on enhanced information exchange between the German airports,
FMP and the Network Manager at pre-tactical and tactical level. Ongoing actions with DFS.
9. LOCAL CONTACTS
Boris Breug Michael Schwaderer
boris.breug@berlin-airport.de michael.schwaderer@dfs.de
+49 30 6091 10100; +49 170 783 97 03 +49 (0) 6103 707 1574
435
06/03/2018
19. GERMANY - DUS/EDDL - Düsseldorf Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -2.95% -0.12% -0.26% 3.55% 1.86%
[NMOC]
Base -6.83% 1.31% 1.50% 0.60% 0.53%
[STATFOR]
High -5.67% 2.15% 3.46% 1.75% 1.65%
[STATFOR]
Low -7.98% 0.46% -0.28% -0.56% -0.59%
[STATFOR]
Local
436
06/03/2018

2 parallel runways 33 36 43 - 47 No
Additional Information: Due to legal restrictions the capacity in a general manner and the usability of RWY23L/R is limited.

Current capacity constraint(s): Runway Throughput - Number and geometric layout of the runways, Runway Throughput - Mix of movements on
each runway (arrivals only, departures only, or mixed) and sequencing of movements, Runway Throughput - Noise-abatement and other
environmental parameters. Most constraining factor: Runway Throughput - Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
A-SMGCS level 2 implementation is planned for 2018.
437
06/03/2018
6. TMA / APPROACH
7. TRAFFIC MIX
A380 current status: One A380 terminal position is available.
A380 number of movements per day and per hour: Two movements per day.

Strategic Information Reporting and Enhanced Information Exchange: Dusseldorf airport is actively contributing in the regular strategic
information reporting process. The Network Manager will support DFS in establishing a process on enhanced information exchange between the
German airports, FMP and the Network Manager at pre-tactical and tactical level. Ongoing actions with DFS.
Airport Capacity and Performance (ACAP): Dusseldorf airport has partnered in the CEF2017 call for AOP/NOP implementation.
9. LOCAL CONTACTS
Dirk Lienenkämper - Duty Traffic Manager Michael Schwaderer
dirk.lienenkaemper@dus.com michael.schwaderer@dfs.de
+49 (0) 211 421 2220 +49 (0) 6103 707 1574
438
06/03/2018
20. GERMANY - FRA/EDDF - Frankfurt Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -1.96% -0.79% -0.20% -1.10% 2.73%
[NMOC]
Base 6.19% 1.89% 1.67% 1.03% 1.11%
[STATFOR]
High 7.25% 2.58% 3.29% 2.11% 2.18%
[STATFOR]
Low 5.13% 1.19% 0.25% 0.00% 0.12%
[STATFOR]
Local
439
06/03/2018

Independent parallel (northwest, southern rwy) for 60 53-60 104-106 No
ARR; Center rwy and rwy18 for DEP
Terminal Capacity (passengers/year): At least 65 million pax/year.
Current capacity constraint(s): Runway Throughput - Number and geometric layout of the runways, Runway Throughput - Wind direction and
strength, Runway Throughput - Mix of movements on each runway (arrivals only, departures only, or mixed) and sequencing of movements, Runway
Throughput - Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
Aprons G (S4 and S5) and parts of

aprons H (S7) and J (S8 and S10)
built and in operation
Construction of Terminal 3 apron 01/06/2012 2021 Infrastructure Change
additional parts may follow in 2015
No impact on operations or capacity
expected.
NM End
Follow-up Date/Time
No impact on operations or capacity

Construction of Terminal 3 08/10/2015 2021 Infrastructure Change
expected.
440
06/03/2018

FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): Yes. DPIs fully
operational: Yes. Current Status: Completed.
A-SMGCS level 2 implementation is ongoing.
6. TMA / APPROACH
7. TRAFFIC MIX
Changes foreseen in traffic mix: No, minor changes (more heavies) only.
A380 current status: A380 can be accommodated.
A380 next steps: Airport did not provide the information so far.
A380 number of movements per day and per hour: 24 movements/day (average). Maximum 4 per hour.

Strategic Information Reporting and Enhanced Information Exchange: Frankfurt airport is actively contributing in the regular strategic information
Airport Capacity and Performance (ACAP): FRAPORT has partnered in the CEF2015 call for AOP/NOP implementation.
9. LOCAL CONTACTS
Patrick Spijkers - Deputy Chief Airport Operations Michael Schwaderer
+49 (0) 69 690 78612 Michael.Schwaderer@dfs.de
441
06/03/2018
p.spijkers@fraport.de +49 (0) 6103 707 1574
442
06/03/2018
22. GERMANY - HAM/EDDH - Hamburg Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -5.39% 7.18% 2.60% 1.29% 1.42%
[NMOC]
Base 1.25% 2.27% 1.40% 0.67% 0.81%
[STATFOR]
High 2.37% 2.94% 2.93% 1.47% 1.64%
[STATFOR]
Low 0.12% 1.58% 0.07% -0.28% -0.06%
[STATFOR]
Local
443
06/03/2018

31 31 48 No

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
01/02/2018 30/06/2018 Infrastructure Change

Phase 5 of the Apron 1 reconstruction. No negative impact expected.
05:00 22:00 Maintenance

Memorandum of Understanding: Yes. Local Implementation Finalised: No.
FUMs used by your airport: No. DPI Operational Evaluation (testing): No. DPIs fully operational: No. Current Status: Completed.
Electronic Strips – APP HAM will be integrated into iCAS during implementation of the iCAS System Bremen (cutover 2021/2022). There will be no
particular action for the airport EDDH.
444
08/06/2018
6. TMA / APPROACH
7. TRAFFIC MIX

Strategic Information Reporting and Enhanced Information Exchange: Hamburg airport is actively contributing in the regular strategic information
Airport Collaborative Decision Making (A-CDM): On 16 August 2017 Hamburg became a fully implemented A-CDM airport. The Network Manager
will provide further support as required.
9. LOCAL CONTACTS
Peter Arthen Michael Schwaderer
parthen@ham.airport.de Michael.Schwaderer@dfs.de
+49 (0) 40 5075 2568 +49 (0) 6103 707 1574
445
06/03/2018
23. GERMANY - MUC/EDDM - Munich Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -4.07% -1.32% 0.79% 3.86% 2.58%
[NMOC]
Base 3.25% 1.13% 1.28% 0.51% 0.57%
[STATFOR]
High 4.36% 1.92% 2.97% 0.00% 0.00%
[STATFOR]
Low 2.16% 0.36% -0.31% -0.55% -0.49%
[STATFOR]
Local
446
06/03/2018

08L and 08R, mixed mode ops 58 58 90 Yes
26L and 26R, mixed mode ops 58 58 90 Yes
Additional Information: For arriving aircraft via ROKIL/LANDU, RWY 26R/08L will basically be assigned. For arriving aircraft via NAPSA/BETOS,
RWY 26L/08R will basically be assigned.
Departing aircraft into N and NE directions have to expect RWY 26R/08L. Departing aircraft into NW directions have to expect RWY 26L/08L.
Departing aircraft into SW, S and SE directions have to expect RWY 26L/08R.
Current capacity constraint(s): TMA - Environment, Runway Throughput - Other meteorological conditions, Runway Throughput - Noise-abatement
and other environmental parameters. Most constraining factor: Runway Throughput - Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
Memorandum of Understanding: Airport did not provide the information so far. Local Implementation Finalised: Yes.
FUMs used by your airport: Yes. DPIs fully operational: Yes. Current Status: Completed.
447
06/03/2018
6. TMA / APPROACH
7. TRAFFIC MIX
Changes foreseen in traffic mix: No significant changes
A380 current status: A380 can be accommodated.
A380 next steps: Higher demand for A380 expected, but still no increase in capability.
A380 number of movements per day and per hour: Average 10 per day.

Strategic Information Reporting and Enhanced Information Exchange: Munich airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Peter Kanzler Michael Schwaderer
Peter.kanzler@munich-aiorport.de Michael.Schwaderer@dfs.de
+49 89 97521160 +49 (0) 6103 707 1574
448
06/03/2018
24. GERMANY - STR/EDDS - Stuttgart Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -4.89% -0.19% 4.49% -0.05% -0.87%
[NMOC]
Base 4.53% 1.87% 1.40% 1.02% 1.65%
[STATFOR]
High 5.71% 2.53% 2.72% 1.78% 2.46%
[STATFOR]
Low 3.33% 1.11% 0.16% -0.20% 1.22%
[STATFOR]
Local
449
06/03/2018

07/25 35 35 48 No

Current capacity constraint(s): Passenger Terminal. Most constraining factor: Passenger Terminal.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
6. TMA / APPROACH
450
06/03/2018
7. TRAFFIC MIX
A380 current status: Airport available as an alternate aerodrome for A380. An A380 handling procedure is currently being established.

Strategic Information Reporting and Enhanced Information Exchange: Stuttgart airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Nico Ruwe Michael Schwaderer
ruwe@stuttgart-airport.com michael.schwaderer@dfs.de
+49 (0) 711 948 3028 +49 (0) 6103 707 1574
451
06/03/2018
25. GREECE - ATH/LGAV - Athens Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -9.35% 9.87% 13.90% 7.51% 4.08%
[NMOC]
Base 4.12% 4.32% 3.19% 2.79% 3.17%
[STATFOR]
High 5.64% 5.29% 5.79% 4.63% 5.07%
[STATFOR]
Low 2.65% 3.43% 1.02% 1.19% 1.57%
[STATFOR]
Data collection (Level 1) Whole season Data collection (Level 1) Whole season NULL
452
06/03/2018

Segregated parallel operations 22 22 44 No
Single runway operation 32 Yes
Additional Information: Two parallel runways 03L/21R and 03R/21L.
1. Segregated parallel operations: 03L/21R arrivals, 03R/21L departures.
2. Semi-mixed parallel operations:
a) One runway is used exclusively for approaches while the other for approaches and departures,
b) One runway is used exclusively for departures while the other for approaches and departures.
Declared ATH TMA capacity is 48 (22 arrivals, 22 departures, 4 others). Single runway operations capacity: 32 global.

Current capacity constraint(s): TMA - Airspace. Maximum global airport capacity (in movements/hour) without TMA constraints, if the
constraint is "Airspace": No relevant studies have been elaborated so far that would increase the number of movements/hour.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
453
06/03/2018

FUMs used by your airport: Planned for 2020. DPI Operational Evaluation (testing): Not started. Working on development of Basic Local
Processes. DPIs fully operational: No. Current Status: Ongoing. Planned for Q1 2019.
6. TMA / APPROACH
Changes foreseen in TMA: No significant changes are foreseen.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No significant changes are foreseen.
A380 status: Approved by HCAA to be used by A380 aircraft as alternate for a limited number of flights, under the conditions as described in AIP
LGAV 2.22.10 -A380-800 Operations.

Strategic Information Reporting and Enhanced Information Exchange: Athens airport is actively contributing in the regular strategic information
reporting process. In addition, the Network Manager appreciates their continued contribution in the pre-tactical and tactical information exchange
process.
Airport Capacity and Performance (ACAP): A capacity study is ongoing and several actions have been mutually identified to improve the airport
throughput.
for Q1 2019.
9. LOCAL CONTACTS
Miltos Stamatopoulos - Head Airport Planning - Corporate planning Effie Papadopoulou - Head of Control Tower
Department Tel: +30 210 3539 222, 252
Tel: +30 210 3536 286 Fax: +30 210 3539 831
Fax:+30 210 3537 993 e-mail: hcaa-twr@athensairport.gr
Athina Papadaki - Head of ATH Approach

Tel: +30 210 9972 488
Fax : +30 210 9972483
Email: daaekb@hcaa.gr
454
06/03/2018
26. GREECE - HER/LGIR – Iraklion Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 8.19% 0.28% -0.19% 8.82% 6.15%
[NMOC]
Base 5.97% 3.84% 3.14% 2.71% 3.11%
[STATFOR]
High 7.41% 4.93% 5.57% 4.30% 4.84%
[STATFOR]
Low 4.59% 2.86% 0.98% 1.17% 1.58%
[STATFOR]
Reporting Confidential
Local
Coordinated (Level 3) Whole season Data collection (Level 1) Whole season NULL
455
06/03/2018

09/27 10 12 22 Yes
Additional Information: In Coordination with ATH/MAK FMP depending on personnel availability on each shift and on days with high demand
maximum arrivals capacity can be increased up to 12 per hour.
Terminal Capacity (passengers/year): The N.A.C capacity of the airport is 1,920 passengers per hour which is equal to 16,819,200 passengers per
year.
Current capacity constraint(s): TMA - Terrain, Runway Throughput - Type and location of taxiway exits from the runway(s) / runway occupancy
time. Most constraining factor: Runway Throughput - Type and location of taxiway exits from the runway(s) / runway occupancy time.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
Confidential N/A N/A N/A N/A

5.1. Airport Events
The project is awaiting the CAA headquarters approval in order to move forward.
456
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: A new RNAV (RNP 0.3) approach-AR for RWY 09 has been designed and it is expected to be implemented in the future.
This is expected to decrease the need for circling approaches on this RWY. Implementation date will be programmed by HCAA/HNSA HQ in Athens.
An RNAV approach is now available for RWY 27.
7. TRAFFIC MIX
A380 status: No A380 traffic.

Strategic Information Reporting and Enhanced Information Exchange: Iraklion airport is actively contributing in the regular strategic information
Airport Capacity and Performance (ACAP): Greek action plan (refer to section 6.2.2.1.1)
9. LOCAL CONTACTS
George Pliakas Evangelos Grigorakis - vaggrig@hol.gr (HCAA contact)
kahktl@otenet.gr
Airport manager Heraklion d18c@hcaa.gr
iramanager@hcaa.gr
457
06/03/2018
27. HUNGARY - BUD/LHBP - Budapest Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -4.35% 3.40% 6.36% 4.19% 6.81%
[NMOC]
Base 8.03% 4.51% 4.53% 4.14% 4.31%
[STATFOR]
High 10.03% 6.49% 8.43% 6.86% 7.02%
[STATFOR]
Low 6.15% 2.79% 1.33% 1.53% 2.29%
[STATFOR]
Reporting 14.00% 6.00% 6.00% 6.00% 6.00%
Local
Schedules Facilitated (Level 2) Whole season Schedules Facilitated (Level 2) Whole season No
458
06/03/2018

13L take off - 31R landing n/a n/a 6 No
13R take off - 31L landing n/a n/a 6 No
13L mixed mode 22 22 30 No
13R mixed mode 22 22 30 No
13L/13R parallel operations 30 30 60 No
31L/31R parallel operations 30 30 60 Yes
Additional Information: For noise protection reasons, from 00:00 to 05:00 LT, runway 13L is to be used for take-offs and runway 31R is to be used
for landings. In case runway 13L/31R is closed in this period, runway 13R is to be used for take-offs and runway 31L is to be used for landings.
During this noise-protected period altogether 6 scheduled and non-scheduled commercial landings and take-offs may be planned.

Current capacity constraint(s): TMA - Environment, Passenger Terminal, Runway Throughput - Separation requirements between aircraft imposed
by the local operating procedures, Runway Throughput - Other meteorological conditions, Runway Throughput - Type and location of taxiway exits
from the runway(s) / runway occupancy time, Runway Throughput - State and performance of the ATM systems and personnel, Runway Throughput -
Noise-abatement and other environmental parameters. Most constraining factor: Passenger Terminal.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
116,583 123,578 130,993 138,853 147,184
459
06/03/2018

5.1. Airport Events
NM End
Follow-up Date/Time
The Construction is ongoing. The

Capacity Enabler
To increase the capacity of terminal 2 a new fence of the isolated zone is
Efficiency Enabler
pier will be connected to the Terminal 2B with completed and marked and lighted!
15/01/2017 2018 Q3 Infrastructure Change
new passenger loading bridges to On the next phase three (3) crane will
Operational Procedure
accommodate EASA Code E traffic also. be erected with proper obstacle
Change
markings and lightning’s.
End
Date/Time
During construction period the traffic next to When the schedule of construction will be finalized, more
15/01/2017 2018 Q3
Terminal 2B will be restricted and relocated. detailed information will be provided by the Airport operator!
End
Date/Time
The capacity of NON-SCHENGEN terminal will
be increased and the service level also,
providing contact gates for wide body
2018 Q3 TBD
operations. The walking distance and access
time for low cost passengers will be also
reduced.
NM End
Follow-up Date/Time
ON HOLD.
Capacity Enabler With the new RET the ROT of 13R will
New RET for RWY 13R 2017 Q4 2018 Q4 be reduced, increasing the arrival
capacity and harmonizing the arrival
capacity of both directions!
During the period of construction the capacity of runway

TBD TBD TBD 2018 Q2 2018 Q3 system will be reduced!
460
06/03/2018
End
Date/Time
The arrival capacity for 13R will be increased 2018 Q4
NM End
Follow-up Date/Time
During the replacement of the ILS 13L

the runway 13L/31R will be closed
The ILS systems on RWY 13L and 31L will be
06/05/2018 03/06/2018 Infrastructure Change resulting increased taxi times. Single
renewed.
runway operations may cause a
minor delay in the peak period.
End
Date/Time
Due to closure of runway 13L/31R the taxi
times will be increased is between Terminal 2 06/05/2018 03/06/2018
and the active runway 13R/31L
NM End
Follow-up Date/Time
ON HOLD.
The Pier B will increase the number
Construction of Pier A connecting to terminal of Passenger loading bridge
2022 Q1 2023 Q1 Infrastructure Change
building A equipped parking positions reducing
the delays due to Ground handling
reasons
End
Date/Time
Expected delay reduction 2023 Q1

The project is ongoing. A-CDM data processing is currently being tested.

A-SMGCS level 2 implementation is ongoing. Additional MLAT sensors will be installed in the system. Fine-tuning of the Safety NET is ongoing.
461
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: PBN implementation done as a part of SESAR Large Scale Demonstration Project. RNAV arrivals and approaches have
been published. STARs Transition and final APP procedures are PBN compatible. Re-design of SIDs by PBN concept are ongoing. Operations
planned to start in Q4 2018.
7. TRAFFIC MIX
Changes foreseen in traffic mix: Due to restructuring of traffic nature, more than 90% of the traffic is operated by an ICAO Code C aircraft (B737,
A320). The number of wide-body traffic is less than 5%.
A380 current status: A380 operations not planned.
A380 next steps: For A380 operations (medical emergency, technical landings) an SOP was implemented for parking and handling the A380.

Strategic Information Reporting and Enhanced Information Exchange: Budapest airport is actively contributing in the regular strategic information
Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support towards A-CDM implementation when the
project is re-started.
9. LOCAL CONTACTS
Zoltan Ormandi - Budapest Airport Pte. Ltd. Mr. Peter Szaloky - HungaroControl Pte. Ltd. Co. ATM Directorate
Head of division Airside Operations Aerodrome ATM Consultant
zoltan.ormandi@bud.hu peter.szaloky@hungarocontrol.hu
+361 296 5535 +3630 2807991
462
06/03/2018
28. IRELAND - DUB/EIDW - Dublin Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 4.32% 5.85% 9.79% 8.80% 3.87%
[NMOC]
Base 2.95% 2.86% 1.97% 3.53% 2.65%
[STATFOR]
High 4.20% 3.63% 0.00% 10.61% 4.48%
[STATFOR]
Low 1.70% 1.74% 0.84% 0.85% 1.09%
[STATFOR]
Reporting 2.30% 1.70% 1.50% 1.60% 1.70%
Local
463
06/03/2018

10/28 30 per hour 36 per hour Total mvts 48 per hour Yes
Additional Information: The capacity of 16/34 is neither calculated or declared as it is a secondary runway used only: when maintenance is required
on 10/28; when 10/28 is operationally unavailable (e.g. aircraft disabled on 10/28); when weather conditions require crosswind operations; to tactically
reduce delay during first wave operations (0630-0800 local time) by facilitating departures on both runway 28 and runway 34 when wind conditions
are favourable.

Current capacity constraint(s): When 10/28 cannot be used, capacity is limited due to runway infrastructure including runway increased
separations, exit locations, line up points and navigational aids - runway 16 is a CAT I runway; runway 34 is a simple/non-precision approach runway.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
227,440 231,306 234,776 238,532 242,587

5.1. Airport Events
NM End
Follow-up Date/Time
Phase 1 completed and was handed

back to NATS in September 2014.
Environmental Some institutional and technical
UK/Ireland FAB project for flow management 31/03/2012 TBD Operational Procedure issues to be resolved before Phase 2
Change can be introduced. No dates yet.
464
06/03/2018
NM End
Follow-up Date/Time
Works will include a structural

overlay of the runway pavement,
replacement of runway lighting, and
Runway 10/28 will undergo a pavement
associated ducting and site works. In
overlay upgrade for approximately 18 months.
addition, pavement upgrade works
will take place on Taxiways B7, E3
14/11/2016 04/2018 Other
and E6, and lighting upgrades on
Taxiways B2, B3 and E3.
The work will be carried out on a
phased basis and the overall project
will last for approximately eighteen
months.
NM End
Follow-up Date/Time
DUB is planning to construct a parallel runway

X 12/2017 2021 Infrastructure Change
(10L/28R) in the coming years.
End
Date/Time
Yields significant extra runway capacity
moving from a single runway operation to
TBD
parallel runway system (i.e.) from 50 to 80
mvts per hour

Memorandum of Understanding: Yes. Local Implementation Finalised: Airport did not provide the information so far.
FUMs used by your airport: Airport did not provide the information so far. DPI Operational Evaluation (testing): No. DPIs fully
operational: No. Current Status: Ongoing implementation. Planned for May 2018.
6. TMA / APPROACH
Changes foreseen in TMA: Information not available.
465
06/03/2018
7. TRAFFIC MIX
Changes foreseen in traffic mix: No significant changes expected in the next few years.
A380 status: The airfield component of the airport has been assessed to determine its capability of supporting A380 operations, in the context of the
airport being declared as an alternate and destination. This assessment has yet to receive acceptance by our licensing authority. An Operational Plan
is being prepared for inclusion in the airport's Aerodrome Manual and pertinent information is required to be promulgated in the AIP. A Task Resource
Analysis for the Airport Fire Rescue Service is required if the airport is to be used as a destination.

Strategic Information Reporting and Enhanced Information Exchange: Dublin airport is actively contributing in the regular strategic information
Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support to A-CDM implementation - planned for
May 2018.
9. LOCAL CONTACTS
Leanne Croft Paul McCann - Operations Manager, IAA
Leanne.Croft@daa.ie paul.mccann@iaa.ie
466
06/03/2018
29. ISRAEL - TLV/LLBG - Tel Aviv Ben Gurion Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 8.20% 8.90% 6.94% 8.88% 16.71%
[NMOC]
Base 12.88% 7.91% 7.75% 6.78% 6.76%
[STATFOR]
High 15.03% 9.45% 11.40% 9.24% 9.43%
[STATFOR]
Low 10.90% 6.60% 5.01% 4.82% 4.94%
[STATFOR]
467
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: The Network Manager will invite Tel Aviv Ben Gurion airport to join the
regular information reporting process as well as the enhanced information exchange.
Airport Collaborative Decision Making (A-CDM): Tel Aviv/Ben Gurion airport is taking first steps towards A-CDM implementation. The Network
Manager will provide support.
468
06/03/2018
30. ITALY - LIN/LIML - Milano Linate Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -5.42% -0.11% 4.72% 0.14% -0.88%
[NMOC]
Base -0.88% 0.46% 0.96% 0.26% 0.74%
[STATFOR]
High 0.10% 1.51% 3.34% 1.62% 2.04%
[STATFOR]
Low -1.92% -0.62% -1.13% -1.29% -0.50%
[STATFOR]
Reporting Confidential Confidential Confidential Confidential
Local
469
06/03/2018

RWY 36 20 20 34 Yes
RWY 18 12 12 24 No
Additional Information: Best configuration RWY 36 for arrivals and departures followed by: RWY 18 for arrivals and departures which is the most
penalising configuration due to Non-Precision Approach.
Current capacity constraint(s): Runway Throughput - Noise-abatement and other environmental parameters. Most constraining factor: Runway
Throughput - Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
Confidential Confidential Confidential Confidential N/A

5.1. Airport Events
470
06/03/2018

A-SMGCS level 2, Mode-S link and Electronic Strips implementation is ongoing.
6. TMA / APPROACH
Changes foreseen in TMA: It has been foreseen a revision of approach sector and a revision of SIDs and STARs for an optimization of operations in
LIML.
7. TRAFFIC MIX
A380 current status: Due to airport category and RWY length A380 operations are not allowed.

Strategic Information Reporting and Enhanced Information Exchange: Milano Linate airport is actively contributing in the regular strategic
9. LOCAL CONTACTS
Stefano Zocco - AMS Manager MXP and LIN Mariano Longo - ENAV Spa - Linate Head of ATS
stefano.zocco@seamilano.eu mariano.longo@enav.it
Maria Naldi - Milano Linate OPS Office

maria.naldi@enav.it
Maurizio Salvestrini - ENAV SpA - Airport Operation Dept. Manager

maurizio.salvestrini@enav.it
471
06/03/2018
31. ITALY - MXP/LIMC - Milano Malpensa Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -5.77% 0.97% -3.66% 3.90% 7.23%
[NMOC]
Base 3.26% 2.53% 2.68% 1.55% 1.84%
[STATFOR]
High 4.59% 3.90% 5.69% 3.65% 3.87%
[STATFOR]
Low 1.92% 1.20% 0.01% -0.31% 0.04%
[STATFOR]
Local
472
06/03/2018

DEP 35L ARR 35R 40 30 70 Yes
ARR 35L Mix Mode 35R 40 30 70 Yes
DEP 35L Mix Mode 35R 30 40 70 Yes
DEP 17R ARR 17L 20 30 50 No
Additional Information: Best configurations are:
- RWY 35R mixed mode and RWY 35L for landing or
- RWY 35R for landing and RWY 35L for departures
In case of departure peak, departure hourly capacity may be exceeded.
According to noise abatement scheme from 6.30 to 23.30 LT the following scenario is applied:
- Day 1 DEP 35L ARR 35R 6.30 - 15.30 than DEP 35R ARR 35L 15.30 - 23.30;
- Day 2 DEP 35R ARR 35L 6.30 - 14.30 than DEP 35L ARR 35R 14.30 - 23.30;
- Day 3 as Day 1, Day 4 as Day 2, and so on.
During night hours, standard noise scenario is DEP 17R ARR 35L. No curfew.
Terminal Capacity (passengers/year): 30 million (Terminal1) + 8 million (Terminal2) passengers per year.
Current capacity constraint(s): Runway Throughput - Mix of movements on each runway (arrivals only, departures only, or mixed) and sequencing
of movements, Runway Throughput - Noise-abatement and other environmental parameters. Most constraining factor: Runway Throughput -
Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
473
06/03/2018
5.1. Airport Events

A-SMGCS and electronic strips implementation is ongoing.
6. TMA / APPROACH
Changes foreseen in TMA: Not available.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No major changes foreseen.
A380 current status: Airport is capable for Code F operations. Ground movement Code F chart and 9 stands are published in AIP for A380.
A380 next steps: Two stands are provided with 3 bridged infrastructures (2 for the lower deck and 1 for the upper deck connections)
A380 number of movements per day and per hour: Six movements/day.

Strategic Information Reporting and Enhanced Information Exchange: Milano Malpensa airport is actively contributing in the regular strategic
Airport Capacity and Performance (ACAP): Milano Malpensa airport has partnered in the CEF2017 call for AOP/NOP implementation.
9. LOCAL CONTACTS
Stefano Zocco - AMS Claudio Biagiola - Malpensa TWR Manager Matteo Ergotti - Malpensa Training Manager
Manager MXP and LIN claudio.biagiola@enav.it matteo.ergotti@enav.it
stefano.zocco@seamilano.eu
Gianluca Ianni - Deputy Malpensa TWR Manager - Head
474
06/03/2018
of TWR Operations Marco Comolli - Malpensa TWR Operations Unit

gianluca.ianni@enav.it marco.comolli@enav.it
Maurizio Salvestrini - Airport Operation Dept. Manager

475
06/03/2018
32. ITALY - NAP/LIRN - Napoli Capodichino Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -8.66% 4.13% 2.10% 6.01% 17.88%
[NMOC]
Base 1.47% 2.11% 2.45% 1.63% 1.88%
[STATFOR]
High 2.65% 3.36% 4.92% 3.15% 3.48%
[STATFOR]
Low 0.28% 0.88% 0.01% -0.08% 0.33%
[STATFOR]
Reporting 2.60% 2.40%
Local
476
06/03/2018

rwy 24 15 15 30 Yes
rwy 06 15 15 30 No
Terminal Capacity (passengers/year): Data are expressed in passengers/hour: Check-in - 3030 p/h; Security Control - 3645 p/h; Departure hall
(Schengen + Extra Schengen) - 3539 p/h; Departure hall Schengen - 3100 p/h; Departure hall Extra Schengen -1100 p/h; Passport Control on arrival
- 3840 p/h; Passport Control on departure - 3600 p/h; Baggage reclaim - 3200 p/h; Arrival hall - 3217 p/h.
Current capacity constraint(s): Runway Throughput - Mix of movements on each runway (arrivals only, departures only, or mixed) and sequencing
of movements, Other - Request to take off runway 06 while in in use runway 24, especially during summer season.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
76,040 77,865 N/A N/A N/A

5.1. Airport Events
Memorandum of Understanding: Airport did not provide the information so far. Local Implementation Finalised: No.
operational: No. Current Status: Ongoing implementation. Planned for Q2 2018.
477
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: No changes foreseen.
7. TRAFFIC MIX
Changes foreseen in traffic mix: Increase of low cost traffic.
A380 current status: The physical characteristics of the runway and taxiways allow accommodating only size D planes. A380 is size F.

Strategic Information Reporting and Enhanced Information Exchange: Napoli Capodichino airport is actively contributing in the regular strategic
Airport Collaborative Decision Making (A-CDM): The Network Manager will continue to provide support to A-CDM implementation - planned for Q2
2018.
9. LOCAL CONTACTS
Aniello Mattera - GESAC S.p.A. Aierfield Manager - Aeroporto Giuliano Nardini - ENAV Spa - Head of ATS
Internazionali di Napoli. giuliano.nardini@enav.it
Tel. +39.081.7896421
aniello_mattera@gesac.it Maurizio Salvestrini - ENAV SpA - Airport Operation Dept. Manager
478
06/03/2018
33. ITALY - FCO/LIRF - Rome Fiumicino Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -3.80% 3.34% 1.00% -0.41% -5.27%
[NMOC]
Base 2.23% 1.97% 2.19% 1.43% 1.78%
[STATFOR]
High 3.46% 3.29% 4.89% 3.28% 3.70%
[STATFOR]
Low 1.00% 0.69% -0.22% -0.36% 0.15%
[STATFOR]
479
06/03/2018

16L16R ARR, 25 DEP 54 60 90 Yes
34L34R ARR, 25 DEP 54 60 90 No
34L DEP/ARR, 34R ARR 54 50 80 No
25 22 22 40 No
Current capacity constraint(s): Runway Throughput - Number and geometric layout of the runways. Most constraining factor: Runway
Throughput - Number and geometric layout of the runways.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
NM End
Event Description Start Date/Time Date/Ti Type Additional Information
Follow-up me
Civil works related to drainage sys laid-down
beneath taxiway Z
02/10/2017 TBD
Maintenance
480
06/03/2018
End
Temporary Negative Impact Description Start Date/Time Date/Ti Additional Information
me
taxi-times for acft stands 822,823 may be
slightly increased during runways 02/10/2017 TBD Aircrafts stands 820,821 closed
configuration 16L16R ARR, 25 DEP
NM End
Follow-up me
Civil works for the upgrading of Apron Works have been divided in four
20/11/2017 31/03/20 Efficiency Enabler
taxiways H,M,R,S,T, which will also include the phases. Starting/ending dates of each
00:00 18 Infrastructure Change
closure of a portion of taxiway B phase will be announced by NOTAM
End
me
During phase 1, taxi-times for acft stands
20/11/2017 TBD
610,611,612,613,614 may be slightly increased.
End
me
During phase 2, taxi-times for acft stands
TBD TBD
605,604,603,602,601 may be slightly increased.
NM End
Follow-up me
X New RWY 2025 TBD Infrastructure Change Expected times

481
06/03/2018

A-SMGCS level 2 and Mode-S link implementation ongoing.
6. TMA / APPROACH
7. TRAFFIC MIX
A380 current status: Preferential runway for take-off and landing: RWY 16R/34L; otherwise RWY 16L/34R or RWY 25.
Stands available: 703, 821, 823, 103, 607, and 609.
A380 number of movements per day and per hour: 1 - 2 per day (Emirates)

Strategic Information Reporting and Enhanced Information Exchange: Rome Fiumicino airport is actively contributing in the regular strategic
9. LOCAL CONTACTS
Marco PELLEGRINO - Aeroporti di Roma S.p.A. - Head of Airside Marco Voli - ENAV Spa - Fiumicino Head of ATS
Operations and First Aid marco.voli@enav.it
+39 06659550369; +39 3358180568 mob.
pellegrino.m@adr.it Fabrizio Grottesi - Fiumicino Operational Office Dept. Manager
fabrizio.grottesi@enav.it
Fabrizio MAGLIOCCA - Aeroporti di Roma S.p.A. - Head of Planning and
Operational Studies Office Arianna Santacroce - Fiumicino NOP focal point
+39 3201991224 mob. arianna.santacroce@enav.it
magliocca.f@adr.it
482
06/03/2018
34. ITALY - VCE/LIPZ - Venice Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -3.68% -3.94% 4.95% 10.27% 2.42%
[NMOC]
Base 1.34% 1.99% 2.30% 1.39% 1.75%
[STATFOR]
High 2.54% 3.19% 4.85% 2.70% 3.18%
[STATFOR]
Low 0.08% 0.77% -0.14% -0.24% 0.25%
[STATFOR]
Reporting 4.18% 3.85% 3.98% 3.29%
Local
483
06/03/2018

04R mixed mode 19 22 32 Yes

Current capacity constraint(s): TMA - Airspace, Runway Throughput - Separation requirements between aircraft imposed by the local operating
procedures, Runway Throughput - Mix of aircraft using the airport, Runway Throughput - Mix of movements on each runway (arrivals only, departures
only, or mixed) and sequencing of movements, Runway Throughput - Type and location of taxiway exits from the runway(s) ¿ runway occupancy
time, Other - Apron layout. Most constraining factor: Runway Throughput - Separation requirements between aircraft imposed by the local
operating procedures.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
95,999 99,695 103,663 107,073 N/A

5.1. Airport Events
NM End
Follow-up Date/Time
NIGHT CLOSURES FROM TUESDAYS TO 10/01/2018 24/03/2018

Maintenance NIGHT PLANNED MAINTENANCE
SUNDAYS INCLUDED 23:30 03:50
484
06/03/2018
NM End
Follow-up Date/Time
Activation of Delivery positions by ATC.

01/06/2018 30/09/2018
Operational position for the provision of ATC Efficiency Enabler
08:00 16:00
Clearances to departing traffic
End
Date/Time
01/06/2018 30/09/2018
Reduced congestion on GND frequency More efficient ground traffic management
08:00 16:00
NM End
Follow-up Date/Time
TWYs and Rwy works. Preparatory activities

Capacity Enabler
X for the main reconstruction works of the year 09/2018 09/2018
2019

TBD TBD 30 mvts/h 09/2018 09/2018

NM End
Follow-up Date/Time
TWYs and Rwy works. Night closures for

Capacity Enabler no flights during night closures from
X preparatory activities for the main 10/2018 03/2019
Infrastructure Change 23.45UTC to 04.45UTC
reconstruction works of the year 2019
NM End
Follow-up Date/Time
RWY 04R/22L active - night closures due to Capacity Enabler LIPZ unable to be alternate airport for
X 10/2019 03/2020
works within TWYs strip pavement Efficiency Enabler non-scheduled flights
485
06/03/2018
Infrastructure Change No emergency procedures available

for flight not originally scheduled
to/from LIPZ
NM End
Follow-up Date/Time
LIPZ unable to be alternate airport for

RWY 04R/22L active - RWY 04L/22R used as a non-scheduled flights
Capacity Enabler
TWY partially available - reduced number of No emergency procedures available
X 04/2020 06/2020 Efficiency Enabler
rets - night closures due to works within TWYs for flight not originally scheduled
strip pavement to/from LIPZ
End
Date/Time
higher minima in case of reduced visibility due
04/2020 06/2020
to weather critical conditions
NM End
Follow-up Date/Time
Increased efficiency/capacity during

MLAT deployment TBD TBD System Change
reduced visibility conditions

6. TMA / APPROACH
Changes foreseen in TMA: No changes foreseen.
7. TRAFFIC MIX
Changes foreseen in traffic mix: An increase of D and E class aircraft is expected.
486
06/03/2018
A380 status: Venice airport has been approved for the use by A380 but limited to occasional diversions.

Strategic Information Reporting and Enhanced Information Exchange: Venice airport is actively contributing in the regular strategic information
Airport Capacity and Performance (ACAP): The Network Manager will continue supporting Flight Plan suspension process at Venice airport related
to non-compliance with airport slot.
9. LOCAL CONTACTS
Rocchetto Francesco - SAVE S.p.A. Vittorio Della Bitta - Venezia Head of ATS
frocchetto@veniceairport.it vittorio.dellabitta@enav.it
+390412606400.
487
06/03/2018
35. LATVIA - RIX/EVRA - Riga Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -1.64% -2.76% 3.68% 0.00% 9.93%
[NMOC]
Base 10.15% 2.09% 1.38% 0.52% 0.63%
[STATFOR]
High 12.87% 4.96% 6.41% 4.17% 4.33%
[STATFOR]
Low 7.71% -0.18% -2.29% -2.15% -2.03%
[STATFOR]
Local
488
06/03/2018

18 32 29 No
36 32 29 No
Terminal Capacity (passengers/year): From 2016 November - 5.5 - 6.0 million; in 2022 - 7 million.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
A-CDM planned for end 2019.
6. TMA / APPROACH
Changes foreseen in TMA: No changes.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No changes.
A380 current status: No A380 operations.
A380 next steps: No next steps.
489
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Riga airport is actively contributing in the regular strategic information
Airport Collaborative Decision Making (A-CDM): Riga airport is taking first steps towards A-CDM implementation. The Network Manager will
provide support.
9. LOCAL CONTACTS
Eligijus Jentkus - Deputy Director - Aviation services and business Janis Lapins - Deputy head of ATM - SJSC Latvijas gaisa satiksme
development - SJSC Riga International Airport P: +371 2 8 325 000
P: +371 670 604 60 e-mail: janis.lapins@lgs.lv
GSM:+371 286 580 86
F:+371 672 117 67
e.jentkus@riga-airport.com
490
06/03/2018
36. 35. LITHUANIA - VNO/EYVI - Vilnius Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 8.50% 13.93% 5.88% 5.47% -5.00%
[NMOC]
Base 4.91% 3.79% 3.68% 2.85% 2.98%
[STATFOR]
High 7.13% 6.04% 7.65% 5.25% 5.46%
[STATFOR]
Low 2.91% 1.94% 0.48% 0.61% 0.74%
[STATFOR]
Local
491
06/03/2018

01 RWY configuration 20 20 20 Yes
19 RWY configuration 20 20 20 No


Year 2018 2019 2020 2021 2022
Capacity
120,000 22 120,000 22 120,000 22 120,000 22 120,000 22
Forecast
Additional Information: 120000 ATMs/Year is maximum theoretical capacity for single RWY.

5.1. Airport Events
NM End
Follow-up Date/Time
Extension of a taxiway "F" and New taxiway

TBD TBD Infrastructure Change
"Z".

6. TMA / APPROACH
Changes foreseen in TMA: No changes planned in the nearest future.
492
06/03/2018
7. TRAFFIC MIX
A380 status: No operations foreseen.

Strategic Information Reporting and Enhanced Information Exchange: Vilnius airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Tautvydas Butkus - Head of Operations Divisions Kazimieras Jakas - Director Strategic Development
Phone +370 5 273 9315 Phone+3702194505
Fax +370 5 232 9122 Fax+3702194522
Mob. +370 616 53995 Email: jakas.k@ans.lt
E-mail t.butkus@vno.lt
493
06/03/2018
37. LUXEMBOURG - LUX/ELLX - Luxembourg Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 1.90% 2.63% 3.08% 7.68% 7.80%
[NMOC]
Base 5.52% 1.75% 1.85% 1.22% 1.17%
[STATFOR]
High 6.97% 2.63% 3.70% 2.29% 2.24%
[STATFOR]
Low 4.06% 0.81% 0.07% -0.02% -0.06%
[STATFOR]
Reporting 2.20% 2.20% 2.50% 1.60%
Local
494
06/03/2018

Single runway 20 not defined 30 No

Year 2018 2019 2020 2021 2022
Capacity
186,000 30 186,000 30 186,000 30 186,000 30 186,000 30
Forecast
72,222 73,811 75,656 76,866 N/A

5.1. Airport Events
NM End
Follow-up Date/Time
Capacity Enabler
Installation of an ASMGCS System Change
15/10/2012 TBD Capacity improvement during LVP
Change

No A-CDM plans.
A-SMGCS implementation is ongoing.
495
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: Project of cross border lateral increase in southern part of TMA within the FABEC AD project. Implementation of new
routes due to efficiency issues.
7. TRAFFIC MIX
A380 current status: A380 operations prohibited.

Strategic Information Reporting and Enhanced Information Exchange: Luxembourg ANSP is actively contributing in the regular strategic
information reporting process. The Network Manager will appreciate the participation of the Airport Operator in this process.
9. LOCAL CONTACTS
roland.reiser@airport.etat.lu
+352 621 323 568
Administration de la navigation aérienne

B.P. 273
L-2012 Luxembourg
496
06/03/2018
38. FORMER YUGOSLAV REPUBLIC OF MACEDONIA - SKP/LWSK - Skopje Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 7.70% 16.53% 9.49% 7.90% 7.78%
[NMOC]
Base 8.91% 5.81% 4.97% 3.91% 3.94%
[STATFOR]
High 11.64% 8.01% 8.17% 6.26% 6.47%
[STATFOR]
Low 6.35% 3.71% 1.79% 1.73% 1.97%
[STATFOR]
Reporting 5.00% 5.00% 5.00% 2.00% 2.00%
Local
497
06/03/2018

RWY 16 mixed mode No
RWY 34 mixed mode 20 30 25 Yes
Additional Information: Runway 16 is only for VMC.
Current capacity constraint(s): Runway Throughput - Other meteorological conditions. Most constraining factor: Runway Throughput -
Meteorological conditions.

Year 2018 2019 2020 2021 2022
Capacity
219,000 25 219,000 25 219,000 25 219,000 25 219,000 25
Forecast
17,224 18,085 18,990 19,369 19,757
Additional Information: No plan for runway extension or new runway construction. Terminal capacity of 3milion pax/year is satisfactory for current
and forecast passenger demand.

5.1. Airport Events
No A-CDM plans.
Electronic strips implementation in TWR is ongoing.
498
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: None.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No changes that can influence runway throughput.
A380 current status: Skopje is code 4D. No A380 flights.
A380 next steps: Not planned.

Strategic Information Reporting and Enhanced Information Exchange: Skopje airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Sasho Shterjov - Safety manager Jasmin Malinkov - M-NAV-Macedonian Air Navigation Service Provider
TAV Macedonia - Skopje Alexander the Great Airport Deputy Director ANS
1043 Petrovec, Macedonia +389(0)2 3148-100
Tel. +389 2 3148 314 +389(0)2 3148-239
Fax. +389 2 3148 360 Jasmin.Malinkov@mnavigation.mk
GSM: +389 72 313 956
e-mail: safetyskp@tav.aero
499
06/03/2018
39. MALTA - MLA/LMML - Malta Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 7.39% 8.04% 9.03% 6.23% 14.13%
[NMOC]
Base 8.93% 6.32% 5.36% 3.65% 3.86%
[STATFOR]
High 11.08% 8.49% 9.41% 6.50% 6.91%
[STATFOR]
Low 6.89% 4.39% 1.83% 1.11% 1.42%
[STATFOR]
Schedules Facilitated (Level 2) Whole season Schedules Facilitated (Level 2) Whole season Data not available.
500
06/03/2018

RWY 31-13 15 15 No
RWY 23-05 15 15 No

Current capacity constraint(s): TMA - Environment, Passenger Terminal, Parking Positions.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
NM End
Follow-up Date/Time
The terminal is undergoing a reconfiguration

which will facilitate the increasing passenger
traffic at our terminal. The reconfiguration
project involves many projects including:
- The relocation of our La Valletta Lounge to Capacity Enabler
the 3rd floor 01/09/2016 2018 Q2 Efficiency Enabler
- The refurbishment of our 3rd floor Infrastructure Change
observation deck
- The relocation of the security screening area
to a larger area
- The addition of check- in desks
501
06/03/2018
NM End
Follow-up Date/Time
RESAs shall be implemented on RWY 31/13.

Enhanced RWY safety with full
Plans are complete however implementation TBD TBD Infrastructure Change
implementation of RESAs.
should start late 2017 and finish end of 2017.

No A-CDM plans.
6. TMA / APPROACH
7. TRAFFIC MIX

Strategic Information Reporting and Enhanced Information Exchange: Malta airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
Malta International Airport Operations Asst Head ATC Operations: Naomi Galea
operations@maltairport.com naomi.galea@maltats.com
502
06/03/2018
+356 2235 5340
503
06/03/2018
40. REPUBLIC OF MOLDOVA - KIV/LUKK - Kishinev Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 8.57% 12.38% 16.58% -0.82% 21.80%
[NMOC]
Base 3.01% 4.88% 4.64% 3.78% 3.87%
[STATFOR]
High 4.88% 6.65% 7.76% 5.79% 5.87%
[STATFOR]
Low 1.28% 3.33% 1.77% 1.90% 2.16%
[STATFOR]
504
06/03/2018

RWY 26 15 No
RWY 08 19 Yes
Additional Information: Arrival and departure capacities information per each configuration are not available. Only global movements are calculated.
Terminal Capacity (passengers/year): Check in: 997 pax/hour; Immigration departure: 1309 pax/hour; Immigration arrival: 1792 pax/hour.
Current capacity constraint(s): Passenger Terminal, Parking Positions.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: Yes. Depending on the route network development. No capacity influence. SID, STARs and Lower level of TMA
changes.
505
06/03/2018
7. TRAFFIC MIX
Changes foreseen in traffic mix: Yes.
A380 current status: No A380 flights.

Strategic Information Reporting and Enhanced Information Exchange: Kishinev airport is contributing in the regular strategic information reporting
process. The Network Manager will continue the efforts to establish a process of information exchange between the airport and the Network Manager
in the pre-tactical and tactical phase.
9. LOCAL CONTACTS
Natalia Gojina - head OPS Division/LLc."AVIA INVEST" Serghei Fedoseev - Head of ATS/Head of Chisinau ACC
airport LUKK operator tel:+37322502830
tel: +373 22 81 15 12 mob: +37368221444
mob:+37379930402 fax:+37322525907
fax:+373 22 52 4972 e-mail: serghei.fedoseev@moldatsa.md
e-mail:gojina@airport.md
506
06/03/2018
41. MONTENEGRO - TGD/LYPG - Podgorica Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -1.42% -6.24% 6.03% 6.66% 13.13%
[NMOC]
Base 3.67% 3.17% 3.74% 2.95% 3.09%
[STATFOR]
High 5.28% 4.65% 6.03% 4.57% 4.80%
[STATFOR]
Low 2.15% 1.85% 1.35% 1.26% 1.53%
[STATFOR]
Local
507
06/03/2018

18/36 6 4 10 No
Additional Information: The capacity of the airport is determined by the RWY 36 (because RWY 36 is equipped for instrumental operations CAT 1
and it is frequently used). The capacity when RWY18 is used is 10 mvts/hours and the same when RWY 36 is used (but not at the same time).
Terminal Capacity (passengers/year): Approximately 1 million passengers. Terminal capacity is 600 passengers in peak hour for level of service C.
Current capacity constraint(s): Passenger Terminal. Most constraining factor: Passenger Terminal.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: Radar sharing with Tirana ACC and better radar coverage in future.
508
06/03/2018
7. TRAFFIC MIX
A380 current status: No A380 operations because of the RWY configuration.
A380 next steps: No plans for A380 because of the RWY configuration.

Strategic Information Reporting and Enhanced Information Exchange: Podgorica airport is actively contributing in the regular strategic
information reporting process. The contacts for the pre-tactical and tactical information exchange process are already established and the Network
Manager will encourage their contribution in this process.
9. LOCAL CONTACTS
Gorica Raicevic (gorica.raicevic@apm.co.me) Dragan Aligrudic (dragan.aligrudic@smatsa.rs)
Jelena Pavicevic (jelena.pavicevic@apm.co.me) Dino Redzepagic (dino.redzepagic@smatsa.rs)
509
06/03/2018
42. THE NETHERLANDS - AMS/EHAM – Amsterdam Schiphol Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 0.52% 2.97% 2.89% 6.20% 3.64%
[NMOC]
Base 1.36% 1.16% 1.19% -0.10% -0.26%
[STATFOR]
High 1.36% 1.55% 1.91% 0.00% 0.00%
[STATFOR]
Low 0.42% -0.30% -1.00% -1.62% -1.75%
[STATFOR]
Local
510
06/03/2018

Off peak 38 40 78 No
Inbound peak 68 40 108 No
Outbound peak 38 74 112 Yes
Night 24 25 49 No
Additional Information: Runway capacity depends on runway combination in use.
Terminal Capacity (passengers/year): Not available.
Current capacity constraint(s): TMA - Airspace, Passenger Terminal, Parking Positions, Runway Throughput - Number and geometric layout of the
runways, Runway Throughput - Wind direction and strength, Runway Throughput - Other meteorological conditions, Runway Throughput - Mix of
aircraft using the airport, Runway Throughput - Mix of movements on each runway (arrivals only, departures only, or mixed) and sequencing of
movements, Runway Throughput - Noise-abatement and other environmental parameters. Most constraining factor: Runway Throughput - Mix of
aircraft using the airport.

Year 2018 2019 2020 2021 2022
Capacity
482,000 112 Confidential Confidential Confidential Confidential N/A N/A N/A N/A
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
X Heavy Maintenance 2018 Q1 2018 Q2 Maintenance
511
06/03/2018

operational: No. Current Status: Ongoing implementation. Planned for Q2 2018.
Electronic strips implementation planned for spring 2019. DMAN implementation in TWR planned with A-CDM.
6. TMA / APPROACH
7. TRAFFIC MIX
Changes foreseen in traffic mix: No significant changes.
A380 current status: Two daily flights in winter and summer, restrictions see AIP.
A380 number of movements per day and per hour: Maximum three daily A380 flights, maximum 1 per hour.

Strategic Information Reporting and Enhanced Information Exchange: Amsterdam Schiphol airport is actively contributing in the regular strategic
exchange process.
Airport Capacity and Performance (ACAP): Amsterdam Schiphol airport has partnered in the CEF2016 call for AOP/NOP implementation.
for Q2 2018.
9. LOCAL CONTACTS
Suzan van Zutphen - Process owner inbound/outbound Alex Guijt - Manager Operations Support and Development
M: +31 6 53410323 P: +31 20 4062209
512
06/03/2018
E: zutphen_s@schiphol.nl E: a.guijt@lvnl.nl
513
06/03/2018
43. . NORWAY - BGO/ENBR - Bergen Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 3.02% -2.31% -5.70% -5.32% -4.01%
[NMOC]
Base 0.92% 0.62% 0.86% 0.15% 0.30%
[STATFOR]
High 1.69% 1.42% 2.41% 1.44% 1.70%
[STATFOR]
Low 0.17% -0.16% -0.54% -1.10% -0.91%
[STATFOR]
514
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Bergen airport is not participating in the regular information reporting
for 2018.
515
06/03/2018
44. NORWAY - OSL/ENGM – Oslo Gardermoen Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 2.34% 2.75% -2.49% 1.48% 2.49%
[NMOC]
Base 1.15% 1.28% 1.46% 0.72% 0.87%
[STATFOR]
High 2.07% 2.17% 3.22% 2.05% 2.30%
[STATFOR]
Low 0.26% 0.44% -0.05% -0.53% -0.35%
[STATFOR]
Local
516
06/03/2018

Mixed mode parallel operations 40 40 Yes
Segregated parallel operations 40 40 No
Single runway operations 20 20 No
Additional Information: These figures are estimates and not measured.
Current capacity constraint(s): Parking Positions, Other - Airside constraints with complex TWY layout and pushback into manoeuvring area. Most
constraining factor: Other - Airside constraints with complex TWY layout and pushback into manoeuvring area.

Year 2018 2019 2020 2021 2022
Capacity
260,000 76 267,000 77 283,000 80 283,000 82 283,000 82
Forecast
255,463 263,127 N/A N/A N/A

Additional Information: The airport foresees building of third RWY around 2033.

5.1. Airport Events
NM End
Follow-up Date/Time
New non-Schengen terminal.

Capacity Enabler
Eastern pier at OSL will get a terminal Infrastructure Change Access to acft parking stands 39-51
extension across current TWY Foxtrot. This 27/03/2017 2020 System Change and 180-186 and Lima 1 via TWY
will facilitate Non-Schengen traffic with 6 code Operational Procedure Foxtrot.
E stands and additional Space to handle Change
passengers inside the terminal.
517
06/03/2018
The airside will be impacted first when TWY

Lima will be closed for 9 months in 2017 at
intersection with TWY Sierra due to building of
new tunnel under TWY Lima. Phase 2 of the
development is postponed initially 1 year.
TWY F will therefor remain operational until
phase 2 of the development has been
approved.
End
Date/Time
Rebuilding parking stands 40 and 42 (code C)
27/03/2017 02/04/2018 Stands 40 and 42 will be closed.
into one code E parking stand.
End
Date/Time
TWY Tango closed between TWY B5 and TWY Extending TWY Lima Center and Lima Blue from TWY Sierra
03/04/2018 11/10/2018
B6. to TWY Tango.

6. TMA / APPROACH
Changes foreseen in TMA: RNP-AR is available to all 4 RWY ends for certified aircrafts/crew.
7. TRAFFIC MIX
Changes foreseen in traffic mix: A slight increase in wide body traffic due to long-haul route expansion.
A380 current status: No A380 operations, but airport is available in case of emergency or diversions.
A380 next steps: Plans for new parking stands that will accommodate A 380 in progress.
518
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Oslo Gardermoen airport is actively contributing in the regular strategic
Airport Capacity and Performance (ACAP): Oslo airport has committed to AOP/NOP implementation.
9. LOCAL CONTACTS
Han Ole Sagstuen Remi Willassen
Flight Operational Department - Oslo Airport, Gardermoen Head of ATC Gardermoen TWR
Hans.Ole.Sagstuen@avinor.no remi.willassen@avinor.no
+47-90934584 +4767030810
519
06/03/2018
45. NORWAY - SVG/ENZV - Stavanger Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 4.35% 4.00% -6.77% -11.52% -5.73%
[NMOC]
Base 1.15% 0.45% 0.71% -0.05% 0.13%
[STATFOR]
High 1.91% 1.25% 2.33% 1.28% 1.45%
[STATFOR]
Low 0.37% -0.35% -0.69% -1.16% -0.97%
[STATFOR]
520
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Stavanger airport is not participating in the regular information reporting
for 2018.
521
06/03/2018
46. NORWAY - TRD/ENVA - Trondheim Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -0.36% 1.28% -1.15% 1.62% -1.46%
[NMOC]
Base 0.67% 0.37% 0.51% -0.19% -0.04%
[STATFOR]
High 1.37% 1.13% 1.89% 1.09% 1.39%
[STATFOR]
Low -0.02% -0.36% -0.79% -1.36% -1.16%
[STATFOR]
Coordinated (Level 3) Whole season Coordinated (Level 3) Whole season NULL
522
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Trondheim airport is not participating in the regular information reporting
process due to local issues. The Network Manager will reiterate the invitation to join the process.
for 2018.
523
06/03/2018
47. POLAND - WAW/EPWA - Warsaw Chopin Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 2.79% -2.52% 1.25% 9.69% 11.22%
[NMOC]
Base 9.39% 4.70% 3.84% 3.49% 3.38%
[STATFOR]
High 11.47% 6.94% 7.47% 0.00% 0.00%
[STATFOR]
Low 7.52% 2.93% 0.33% 0.40% 1.01%
[STATFOR]
Local
524
06/03/2018

RWY 33 and RWY 29 26 28 40/42 (peak values) Yes
RWY 11 and RWY 15 26 28 40/42 (peak values) Yes
RWY 11 21 21 33/36 (peak values) Yes
RWY 33 21 21 33/36 (peak values) Yes

Current capacity constraint(s): TMA - Environment, Passenger Terminal, Parking Positions, Runway Throughput - Number and geometric layout of
the runways, Runway Throughput - Mix of aircraft using the airport, Runway Throughput - Type and location of taxiway exits from the runway(s) ¿
runway occupancy time, Runway Throughput - State and performance of the ATM systems and personnel, Runway Throughput - Noise-abatement
and other environmental parameters. Most constraining factor: Runway Throughput - Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
219,000 42 219,000 44 219,000 46 N/A 48 N/A 48
Forecast

Additional Information: Global Yearly Capacity derives from environmental cap (600mvts per day), which can be increased in the future as i.e.
aircraft will be less noisy. The manoeuvrings area modernization and reconstruction gave potential to increase Global Hourly Capacity up to 48
mvts/h; however the actual increase of capacity depends on traffic demand. Yearly aerodrome capacity calculation (maximum values) is 600
mov/day x 365 days = 219000 operations.
525
06/03/2018

5.1. Airport Events
NM End
Follow-up Date/Time
ILS CAT IIIA RWY 33 DOWNGRADED TO CAT

05/01/2018 05/04/2018 Maintenance
II.

implementation. Planned for 2018.
A-SMGCS implementation is planned for 2019. AMAN and DMAN implementation ongoing as well.
6. TMA / APPROACH
Changes foreseen in TMA: Further re-sectorisation is planned for 2018-2019 to divide EPWA and EPMO arrival sectors.
7. TRAFFIC MIX
Changes foreseen in traffic mix: Yes, expected raise in wide-body Code E equipment. Also higher use of full Code C aircraft (A320/321, B738/9).

Strategic Information Reporting and Enhanced Information Exchange: Warsaw Chopin airport is actively contributing in the regular strategic
for 2018.
526
06/03/2018
9. LOCAL CONTACTS
Slawomir LORENT - Analyses and Zuzanna Gorzenska, Air Traffic Services Office, PANSA Michal Jedrzejczyk - Head of Warsaw Tower,
Operational Implementations Specialist zuzanna.gorzenska@pansa.pl PANSA
s.lorent@polish-airports.com michal.jedrzejczyk@pansa.pl
Hanna Kalita - International Cooperation and Projects
Specialist, PANSA Wim Salwa - Capacity Manager, PANSA
hanna.kalita@pansa.pl wlodzimierz.salwa@pansa.pl
527
06/03/2018
48. PORTUGAL - LIS/LPPT - Lisbon Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 1.24% 7.32% 6.01% 9.95% 11.44%
[NMOC]
Base 7.20% 3.00% 2.13% 1.20% 1.30%
[STATFOR]
High 8.69% 4.49% 5.03% 3.07% 3.23%
[STATFOR]
Low 5.72% 1.59% -0.47% -0.58% -0.44%
[STATFOR]
Local
528
06/03/2018

03/21 23 23 38 / 39 / 40* Yes
Additional Information: Rwy configuration 03/21 is the only rwy configuration for LPPT. 39 mov/hr between 14h00 and 15h00; 40 mov/hr between
07h00 and 09h00 and between 19h00 and 21h00.
Terminal Capacity (passengers/year): Terminal 1 - Departures 5000 pax (from which: 2700 Schengen and 2300 Non Schengen); Arrivals 5000 pax
(from which up to 2300 may be Non Schengen).
Terminal 2 – Departures 1600 (from which up to 600 may be Non Schengen or 1250 may be Schengen).
The declared capacity shall be applied in such a way that will never overcome a maximum of 10 flights, in a period of 60 minutes, fixed or rolling,
distributed with 7 Schengen flights plus 3 Non-Schengen.
Total Capacity: 28 million pax / year.
constraint is "Airspace": 41.
Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
NM Start End
Event Description Type Additional Information
Follow-up Date/Time Date/Time
Major works for improvement of taxiway’s S2, S3

and S4. Capacity Enabler
Deep intervention and surface works along the 17/07/2017 07/05/2018 Infrastructure Change
X
taxiways edges 00:00 23:59 Operational Procedure
New extended paved surface towards North side of Change
the S4 (New design)
529
06/03/2018
Start End
Benefit Description Additional Information
Date/Time Date/Time
1) Improvement of infrastructure: pavements
2) Improve holding position design on S4 and allow
08/05/2018
better entrance radius for a/c types code E and
00:00
higher;
3) Relocation of stop-bar

implementation. Planned for Q1 2018.
6. TMA / APPROACH
Changes foreseen in TMA: Military Airspace around the airport is not foreseen to change.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No changes are foreseen.
A380 current status: A380 not expected for commercial operations but for exceptional operations studies are being carried.
Due to airport constraints it is not yet possible to accommodate in a regular basis.
A380 next steps: NA

Strategic Information Reporting and Enhanced Information Exchange: Lisbon airport is actively contributing in the regular strategic information
for Q2 2018.
530
06/03/2018
9. LOCAL CONTACTS
Francine Corte-Real Manuel Araujo
francinecr@ana.pt araujo@nav.pt
+351 968 084 282 +351 218 553 352
531
06/03/2018
49. SERBIA - BEG/LYBE - Belgrade Nikola Tesla Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 4.58% 24.32% 0.63% 1.38% 1.04%
[NMOC]
Base 3.69% 4.26% 4.34% 3.57% 3.75%
[STATFOR]
High 5.44% 5.93% 7.37% 5.58% 5.84%
[STATFOR]
Low 2.01% 2.74% 1.66% 1.69% 1.91%
[STATFOR]
532
06/03/2018

12 15 12 25 Yes
30 15 12 25 No
Additional Information: All capacities expressed as IFR/GAT.

Current capacity constraint(s): Passenger Terminal, Parking Positions, Runway Throughput - Separation requirements between aircraft imposed
by the local operating procedures, Runway Throughput - Other meteorological conditions. Most constraining factor: Parking Positions.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
NM End
Follow-up Date/Time
Capacity Enabler
Efficiency Enabler
Reduction of separation from 5NM to 3NM in
System Change
approach ATS sector (Air Traffic Control 01/09/2013 12/2018
Centre Beograd)
Change
TMA Change
End
NM Event Description Start Date/Time Type Additional Information
Date/Time
533
06/03/2018
Follow-up
Capacity Enabler
Efficiency Enabler ON HOLD.
Terminal finger C extension - construction of Infrastructure Change
2016 TBD Location: New remote stands C7-C10
the gates C7-C10 System Change
Operational Procedure built in 2013.
Change
TBD TBD TBD TBD TBD new boarding gates (4 PBBs)

NM End
Follow-up Date/Time
Capacity Enabler
Efficiency Enabler ON HOLD.
Construction of the new gate A8a TBD TBD New gate for outbound flights at the
System Change
Operational Procedure remote stands
Change
NM End
Follow-up Date/Time
Capacity Enabler ON HOLD.

Efficiency Enabler
Reconstruction and extension of the gates and Infrastructure Change Start date would be published in
TBD TBD according to the management's
terminal fingers A and C (phase IV) System Change
Operational Procedure decision to re-open this investment
Change subject.
NM End
Follow-up Date/Time
Bar on the roof of the terminal. The facility will

Special Event
be accessible from the landside and will 03/2018 TBD
provide attractive air spotting zones.
5.2. Advanced ATC Tower Implementation and Airport CDM Implementation

Currently, traffic level does not require implementation of Advanced ATC Tower Airport or Airport CDM. However, projects are monitored.
534
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: Implementation of flight director. Reduction of separation from 5NM to 3.5NM. PRNAV procedures. GNSS approach.
7. TRAFFIC MIX
Changes foreseen in traffic mix: Information not available.
A380 current status: Handling is possible, but needs special procedures. With implementation of the new apron N, a parking stand that could
accommodate a/c max WS 80 m is introduced. CAD has approved the exception - regarding the technology that is to be used in taxiing to/from this
position. This procedure is envisaged within the airport certification process, too. Now, BEG can accommodate F code aircrafts implementing special
terms and conditions.
A380 next steps: Waiting for the flight approval request.

Strategic Information Reporting and Enhanced Information Exchange: Belgrade Nikola Tesla airport is actively contributing in the regular
strategic information reporting process. The Network Manager will continue the efforts to establish a process of information exchange between the
airport and the Network Manager in the pre-tactical and tactical phase.
9. LOCAL CONTACTS
Petar Novakovic Zeljko Sokcic
Air Traffic Engineer SMATSA
Airport "Nikola Tesla" Trg Nikole Pasica 10
Investment and Development Department 11000 Beograd, Serbia
Beograd, Srbija +381 11 3218118
+381 11 2094336 zeljko.sokcic@smatsa.rs
petar.novakovic@beg.aero
535
06/03/2018
50. SLOVENIA - LJU/LJLJ - Ljubljana Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -5.53% -4.26% 5.48% -1.03% 10.91%
[NMOC]
Base 8.80% 4.38% 4.27% 3.20% 3.31%
[STATFOR]
High 11.00% 6.25% 2.91% 2.78% 2.94%
[STATFOR]
Low 6.69% 2.60% 1.02% 1.04% 1.24%
[STATFOR]
Local
536
06/03/2018

30 10 10 16 No
12 8 10 10 No
Current capacity constraint(s): TMA - Terrain, Passenger Terminal. Most constraining factor: Passenger Terminal.

Year 2018 2019 2020 2021 2022
Capacity
34,694 19 35,383 20 36,433 20 37,458 21 38,571 21
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
X Construction New Rapid exit taxiway (RET) 2024 Q1 2024 Q3 Infrastructure Change
NM End
Follow-up Date/Time
Capacity Enabler
Reduction of separation from 5NM to
Reduction of the separation in approach. 2024 Q3 2024 Q4 3NM is postponed due to
Change
implementation of RNAV procedures.
TMA Change
537
06/03/2018

No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: Implementation of RNAV based procedures.
7. TRAFFIC MIX
Changes foreseen in traffic mix: In the mid-to long term, it is expected that a new LCC will enter the market, positioning 3 additional aircraft at
Ljubljana airport, operating from LJU with 4 turns daily.

Strategic Information Reporting and Enhanced Information Exchange: Ljubljana airport is actively contributing in the regular strategic information
9. LOCAL CONTACTS
bostjan.kopac@fraport-slovenija.si iztok.matjasec@sloveniacontrol.si
+386/(0)4 20 61 376 +386/(0)51 691 566
Fraport Slovenija d.o.o. Kontrola zracnega prometa Slovenije, d.o.o.

Zgornji Brnik 130a Zgornji Brnik 130n
4210 Brnik Aerodrom 4210 Brnik Aerodrom
Slovenija Slovenija
538
06/03/2018
51. SPAIN - BCN/LEBL - Barcelona Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -4.65% 2.64% 1.78% 6.60% 5.09%
[NMOC]
Base 6.13% 4.03% 3.33% 2.38% 2.45%
[STATFOR]
High 7.53% 5.35% 5.78% 3.89% 3.97%
[STATFOR]
Low 4.74% 2.78% 1.10% 0.90% 1.05%
[STATFOR]
539
06/03/2018

ARR 25R, DEP 25L 38 40 76 No
DEP 07R, ARR 07L 38 40 76 No
ARR 02, DEP 07R 48 No
Declared RWY capacity, summer season (UTC) Declared RWY capacity, winter season (UTC)
00:00 - 03:59 -- 24 ARR 24 DEP 00:00 - 04:59 -- 24 ARR 24 DEP
04:00 - 04:59 -- 18 ARR 30 DEP 05:00 - 05:59 -- 18 ARR 30 DEP
05:00 - 20:59 -- 38 ARR 40 DEP 76 TOT 06:00 - 21:59 -- 38 ARR 40 DEP 76 TOT
23:00 - 23:59 -- 24 ARR 24 DEP 22:00 - 23:59 -- 26 ARR 22 DEP
21:00 - 22:59 -- 26 ARR 22 DEP

Current capacity constraint(s): TMA - Airspace, TMA - Environment, Runway Throughput - Mix of aircraft using the airport, Runway Throughput -
Noise-abatement and other environmental parameters. Most constraining factor: TMA - Airspace.

Year 2018 2019 2020 2021 2022
Capacity
560,640 64 560,640 64 560,640 64 560,640 64 560,640 64
Forecast
N/A N/A N/A N/A N/A

Additional Information: Global yearly capacity calculation: 72 mvts7h (07h to 23h); 48 mvts/h (23h to 07h); Total mvts / year: 8 x 48 x 365 + 16 x
72 x 365 = 560.640.
540
06/03/2018

5.1. Airport Events
NM End
Follow-up Date/Time
From 27th of January to 15th

February 2018, the runway 07L/25 of
Barcelona-El Prat Airport will remain
New train station on terminal T1andT2 and 30/10/2016 31/03/2018 closed due to the excavation works
X Operational Procedure
train tunnel between them 00:00 23:59 for the new railway tunnel that will
Change
connect in the future Terminal T1
with Terminal T2 by train. It will be
published a SUP and NOTAM.
End
Date/Time
Airport facilities reduction 30/10/2016 2018 Q1
27/01/2018 15/02/2018
24 mvts/h 24 mvts/h 48 mvts/h
00:00 23:59

6. TMA / APPROACH
7. TRAFFIC MIX
A380 current status: A380 is operating, including under CAT III.
541
06/03/2018
A380 number of movements per day and per hour: Two A380 movement per day since June 2016.

Strategic Information Reporting and Enhanced Information Exchange: Barcelona airport is actively contributing in the regular strategic
Airport Capacity and Performance (ACAP): Barcelona airport has partnered in the CEF2016 call for AOP/NOP implementation.
9. LOCAL CONTACTS
Begonya Carrion Ezquerra - Operations planning department gcat@enaire.es
mbcarrion@aena.es
542
06/03/2018
52. SPAIN - MAD/LEMD – Madrid Barajas Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -10.74% 2.85% 7.01% 3.15% 2.50%
[NMOC]
Base 6.26% 2.48% 2.32% 1.85% 1.92%
[STATFOR]
High 7.57% 3.97% 4.73% 2.98% 3.53%
[STATFOR]
Low 4.96% 1.31% 0.21% 0.42% 0.51%
[STATFOR]
543
06/03/2018

See additional information below 48 52 100 Yes
Additional Information:
North Configuration: 36R / 36L for take-offs, 32R / 32L for landings - Preferred configuration;
South Configuration: 14R / 14L for take-offs, 18R / 18L for landings.
In South Configuration, the sustainable ATC capacity is 46 arr/hour (optimum) instead of 48 arr/hour.
Declared RWY capacity, summer season (UTC) Declared RWY capacity, winter season (UTC)
04:00 - 04:59 -- 17 ARR 29 DEP 05:00 - 05:59 -- 17 ARR 29 DEP
05:00 - 20:59 -- 48 ARR 52 DEP 06:00 - 21:59 -- 48 ARR 52 DEP
21:00 - 21:59 -- 28 ARR 20 DEP 22:00 - 22:59 -- 28 ARR 20 DEP

Current capacity constraint(s): TMA - Airspace, TMA - Environment, Runway Throughput - Separation requirements between aircraft imposed by
the local operating procedures, Runway Throughput - Wind direction and strength, Other - Dependent parallel instrument approaches. Most
constraining factor: TMA - Airspace.
Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is "Airspace": 60 ARR.

Year 2018 2019 2020 2021 2022
Capacity
701,530 100 701,530 100 701,530 100 701,530 100 701,530 100
Forecast
N/A N/A N/A N/A N/A

Additional Information: The yearly capacity is calculated as: (100*16 +48*1+38*6+46*1)*365 = 701.530 mvts year.
544
06/03/2018

5.1. Airport Events
6. TMA / APPROACH
7. TRAFFIC MIX
A380 current status: Emirates (UAE) is operating 2 daily services as from 01.09.2017.

Strategic Information Reporting and Enhanced Information Exchange: Madrid Barajas airport is actively contributing in the regular strategic
Airport Capacity and Performance (ACAP): Madrid airport has partnered in the CEF2016 call for AOP/NOP implementation.
545
06/03/2018
9. LOCAL CONTACTS
Carolina Igal Oneca Carlos LOPEZ MUINA gcat@enaire.es
T: +34 913 937 144 T: +34 913 936 507
cigal@aena.es clmuina@aena.es
Laura Lopez Demichelis

T: +34 913 243 642
lmlopez@aena.es
546
06/03/2018
53. SPAIN - PMI/LEPA - Palma de Mallorca Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -2.25% 1.80% 3.33% 10.80% 5.71%
[NMOC]
Base 0.93% 3.35% 3.27% 2.23% 2.23%
[STATFOR]
High 2.33% 4.66% 5.73% 3.74% 3.76%
[STATFOR]
Low -0.43% 2.12% 0.97% 0.80% 0.82%
[STATFOR]
Local
547
06/03/2018

ARR 24L - DEP 24R 33 34 66 Yes
ARR 06L - DEP 06R 33 34 66 No

Current capacity constraint(s): TMA - Airspace, TMA - Environment. Most constraining factor: TMA - Airspace.

Year 2018 2019 2020 2021 2022
Capacity
578,160 66 578,160 66 578,160 66 578,160 66 578,160 66
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
New Sound Protective Barrier in the south Environmental

28/08/2017 28/02/2018
runway Infrastructure Change
End
Date/Time
No capacity reduction is foreseen since the landings by
Take offs from 24L runways and landings by runway 06R and take offs from runway 24L are restricted in
28/08/2017 28/02/2018
06R runways are restricted normal operations due to environments restrictions (noise).
Therefore, no impact on operations is expected.
NM Event Description Start Date/Time End Type Additional Information
548
06/03/2018
Follow-up Date/Time
X Apron B and C rebuilding works 16/10/2017 05/05/2018 Infrastructure Change
End
Date/Time
Despite of the stand capacity reduction, no operational
Stand capacity reduction due to several
16/10/2017 05/05/2018 impact is foreseen because the demand is still below the
stands will be closed (out of service)
remaining stand capacity.
NM End
Follow-up Date/Time
New Holding Point (H1-H2-H3) 24R RWY - Capacity Enabler

01/11/2017 31/03/2018
Phase 2 Infrastructure Change

AMAN implementation is ongoing in APP.
6. TMA / APPROACH
7. TRAFFIC MIX
Changes foreseen in traffic mix: In summer session low cost traffic should increase.
A380 current status: A380 operations are not expected. Nevertheless, LEPA is an alternative airport for Emirates routes from/to BCN. Stand
capacity is available at LEPA airport for A380. CAT F procedure is available for exceptional A380 operations.
A380 next steps: N/A.
549
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Palma de Mallorca airport is actively contributing in the regular strategic
Airport Capacity and Performance (ACAP): Palma de Mallorca airport has partnered in the CEF2016 call for AOP/NOP implementation.
Airport Collaborative Decision Making (A-CDM): On 4 May 2017 Palma de Mallorca airport became a fully implemented A-CDM airport. The
Network Manager will provide further support as required.
9. LOCAL CONTACTS
Elisa Callejo Tamayo - Jefa del Departamento de Borja Ciprian Tejero gcat@enaire.es
rea Terminal - Division de Operaciones Chief OPS Center
Direccion de Operaciones y Sistemas de Red - Palma de Mallorca Airport
Aena +34 971 789 579
+34 91 321 13 25 fdbciprian@aena.es
ecallejo@aena.es
550
06/03/2018
54. SWEDEN - ARN/ESSA – Stockholm Arlanda Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 4.66% 3.84% -0.96% 3.74% 6.11%
[NMOC]
Base -0.71% 0.81% 0.80% 0.80% 1.19%
[STATFOR]
High -0.71% 0.81% 0.80% 0.80% 1.19%
[STATFOR]
Low -0.71% 0.81% 0.80% -0.29% 0.48%
[STATFOR]
551
06/03/2018

01R/L, 19R/L, 08/26 42 42 84 No
Additional Information: According to current environmental permit, 22 different runway combinations are allowed to be used to handle
arriving/departing traffic to/from Stockholm Arlanda Airport. To handle 84 slots, segregated parallel runway combinations are used. This is not the
optimum since independent parallel runway usage would allow the airport to increase runway capacity beyond 84 slots/hour.
Terminal Capacity (passengers/year): 25+ million.

Year 2018 2019 2020 2021 2022
Capacity
247,000 84 249,000 84 251,000 86 253,000 86 256,000 86
Forecast
N/A N/A N/A N/A N/A

5.1. Airport Events
A-SMGCS and DMAN implementation is ongoing in TWR.
552
06/03/2018
6. TMA / APPROACH
Changes foreseen in TMA: Within the next coming years a continuation of a pre-study will result in a project with the aim of updating Stockholm
TMA.
7. TRAFFIC MIX
A380 current status: The airport can accommodate A380 arrivals on a one-by-one basis. Dedicated apron with specific dedicated stands is prepared
for the turnaround process. No adjustments are done on TWY.
A380 number of movements per day and per hour: No scheduled traffic.

Strategic Information Reporting and Enhanced Information Exchange: Stockholm Arlanda airport is actively contributing in the regular strategic
Airport Capacity and Performance (ACAP): Stockholm airport has partnered in the CEF2016 call for AOP/NOP implementation.
Airport Collaborative Decision Making (A-CDM): On 8 June 2017 Stockholm Arlanda became a fully implemented A-CDM airport. The Network
Manager will provide further support as required.
9. LOCAL CONTACTS
Karin Magnusson, Stockholm Arlanda Airport, Swedavia LFV - coats.arlanda@lfv.se
karin.magnusson@swedavia.se
+46 10-109 10 77
553
06/03/2018
55. SWITZERLAND - GVA/LSGG - Geneva Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -1.65% 1.96% 0.21% 0.87% 0.28%
[NMOC]
Base -0.37% 1.64% 2.07% 1.17% 1.49%
[STATFOR]
High 0.82% 2.61% 4.16% 2.44% 2.77%
[STATFOR]
Low -1.57% 0.61% 0.15% -0.19% 0.27%
[STATFOR]
Reporting 1.50% 1.50% 1.50% 1.50% 1.50%
Local
554
06/03/2018

05 25 40 40 Yes
23 25 40 40 No
Additional Information: Runway occupancy time is an important limiting factor, and of course wake turbulence and separation regulations.
Terminal Capacity (passengers/year): The terminal capacity is not determined using the passengers/year unit. The unit used is the
passengers/hour constraint: 3000 PAX/hour for arrivals; 2000 PAX/hour for departures; 500 PAX/hour Secteur France for departures.
Current capacity constraint(s): TMA - Airspace, TMA - Terrain, Passenger Terminal, Runway Throughput - Number and geometric layout of the
runways, Runway Throughput - Mix of aircraft using the airport, Runway Throughput - Type and location of taxiway exits from the runway(s) ¿ runway
occupancy time. Most constraining factor: Passenger Terminal.

Year 2018 2019 2020 2021 2022
Capacity
Forecast
186,345 189,140 191,977 194,857 197,780

5.1. Airport Events
NM End
Follow-up Date/Time
Capacity Enabler
X New Rapid Exit Taxiway for RWY 05 2019 TBD Efficiency Enabler Feasibility study done.
End
Date/Time
- Negative Impact to be studied according to The construction will be done during night without impact
2019 TBD
the construction method which will be used during daily OPS
555
06/03/2018
- In particular, this will be defined during the

safety assessment to be conducted
End
Date/Time
Runway Occupancy Time reduction, which will
TBD TBD
enable the Runway Capacity to be reassessed
5.2. Special Events

NM End
Follow-up Date/Time
Geneva Car Show. Two press days (6-7 march)

at the beginning of the show with the arrival 06/03/2018 18/03/2018
X Special Event
and departure of media and company 05:00 23:00
executives.
End
Date/Time
Heavy GA/BA traffic during press days (1-2 06/03/2018 07/03/2018
possible runway saturation - regulation possible
day) 05:00 23:00
NM End
Follow-up Date/Time
EBACE - Business Aviation Convention held

26/05/2018 01/06/2018
X in the Geneva Convention Center near the Special Event no notam published
05:00 23:00
airport with a "Static Display" on the apron.
End
Date/Time
Major increase in GA/BA traffic. Possible
26/05/2018 01/06/2018
densification of GA/BA aircraft parking runway saturation with flow rate possible
05:00 23:00
position
556
06/03/2018

6. TMA / APPROACH
Changes foreseen in TMA: Discussions between stakeholders are ongoing. Lack of space and terrain constraint and the vicinity of Chambéry airport
with close or crossing routes. Traffic mix in the TMA: VFR activities, including gliders and parachute jumping.
7. TRAFFIC MIX
Changes foreseen in traffic mix: To be noted an important mix of traffic in Geneva airport: IFR / VFR flights scheduled / charters flights and private /
executive operating different sizes and performances of aircraft. General and business aviation represents approximately 25% of the traffic
movements. It is likely that the % of scheduled and charter (public) flights will increase. Limitations to VFR activities are implemented via an internal
slot system for Grass RWY operations.
A380 current status: Geneva International Airport may neither be planned as a destination nor as an alternate for A380 due to insufficient space on
apron. Ref. AIP LSGG. The approaches are certified for class DL (including A380).
A380 next steps: New EASA TWY limitations (reduced separations) may allow for certain Code F operations to be allowed. Limitations still exist in
terms of terminal infrastructures (PAX Flow). No further plans at this point in time.

Strategic Information Reporting and Enhanced Information Exchange: Geneva airport is actively contributing in the regular strategic information
process.
9. LOCAL CONTACTS
François DURET Pascal Hochstrasser
francois.duret@gva.ch pascal.hochstrasser@skyguide.ch
557
06/03/2018
56. SWITZERLAND - ZRH/LSZH - Zurich Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -2.45% 0.82% 0.28% 1.78% 0.36%
[NMOC]
Base 0.29% 1.56% 2.12% 1.05% 1.52%
[STATFOR]
High 1.48% 2.59% 4.33% 2.73% 3.10%
[STATFOR]
Low -0.93% 0.51% 0.11% -0.39% 0.13%
[STATFOR]
Local
558
06/03/2018

TKOF RWY28/16 LDG RWY14 40 41 66 Yes
TKOF RWY10 LDG RWY14 32 30 62 No
TKOF RWY32/34 LDG RWY28 30 30 60 No
TKOF RWY32 LDG RWY34 32 30 60 No
Additional Information: Capacities stated above are operational capacities. All concepts outside the best configuration decrease the capacity.
Current capacity constraint(s): TMA - Environment, Runway Throughput - Number and geometric layout of the runways, Runway Throughput -
Separation requirements between aircraft imposed by the local operating procedures, Runway Throughput - Wind direction and strength, Runway
Throughput - Other meteorological conditions, Runway Throughput - Type and location of taxiway exits from the runway(s) ¿ runway occupancy time,
Runway Throughput - Noise-abatement and other environmental parameters.

Year 2018 2019 2020 2021 2022
Capacity
293,400 72 293,400 72 309,500 72 309,500 72 309,500 72
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
RECAT - Implementation of the Eurocontrol

concept in regard to optimized separation System Change
X minima in regard to wake vortex for LSZH. 01/12/2016 2019 Q3 Operational Procedure
The implementation is dependent on the new Change
AMAN tool.
559
06/03/2018
End
Date/Time
Increased capacity during various RWY
2019 Q3
concepts of up to 2 movements per hour.
NM End
Follow-up Date/Time
BR2014 - New Airport Operating Regulations

A request for the revision of the airport
operating regulations has been submitted to Capacity Enabler
the state. This includes improvements to some Efficiency Enabler
operating concepts, especially LDG RWY28, Infrastructure Change
X which results in separated traffic flows and a 2021 2021 Training
significant reduction of the overall complexity Operational Procedure
of the concept. Change
This new airport operating regulation needs to TMA Change
be endorsed prior to implementation, which
results in the expected late implementation.
End
Date/Time
Improvement to the capacity while LDG
2021 2021
RWY28 and DEP 32.

6. TMA / APPROACH
Changes foreseen in TMA: Traffic monitoring of traffic passing through the TMA respectively Aor started on 2014-04-14, as the complexity is
significantly increased if too much of this traffic is present.
560
06/03/2018
7. TRAFFIC MIX
A380 current status: LSZH is authorized by the regulator (FOCA) for operations of the A380.
A380 next steps: No changes foreseen in this regard.
A380 number of movements per day and per hour: Currently three operations per day. The available gates/stands available for the A380 are
limited.

Strategic Information Reporting and Enhanced Information Exchange: Zurich airport is actively contributing in the regular strategic information
process.
Airport Capacity and Performance (ACAP): The Network Manager will continue to support cooperative actions to identify and mitigate ATFCM
delays. An operational trial will be conducted, in collaboration with Swiss, Skyguide and Zurich Airport
9. LOCAL CONTACTS
Andreas Gammel - andreas.gammel@zurich-airport.com Jonas Wobmann, FMP Manager Skyguide Zurich
jonas.wobmann@skyguide.ch
Mattes Kettner - mattes.kettner@zurich-airport.com
Fabian Hummel, OLZ-P, Domain Manager TWR/APP Zurich
fabian.hummel@skyguide.ch
561
06/03/2018
57. TURKEY - IST/LTBA – Istanbul Ataturk Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 11.98% 8.59% 5.70% 0.29% -0.84%
[NMOC]
Local
562
06/03/2018

All Configurations 35 35 70 Yes
Additional Information: The distance between the centrelines of runways 35L-R and 17 L-R is 210 meters. For this reason simultaneous parallel
runway operations are not available for these runways. When 23 landing 17L/R take off runway configurations are executed in Istanbul Ataturk
Airport, in order to execute simultaneous independent RWY operations, only if prevailing visibility is minimum 5Km and Ceiling is minimum 2000feet
between SR-SS, Balked Landing Missed Approach Procedure will be executed.
In order simultaneous independent RWY operations to be executed; only AD-2 LTBA ILS/DME B RWY 23 or AD-2 LTBA ILS/DME B RWY 23 Gp
Inop (Loc Only) procedures will be used for landing to RWY 23. Aircraft using the RWY 17L/R for take-off may execute all related SID procedures
published in Turkish AIP (for details see AD2 LTBA -IAC-20A, 20 JUL 17).
In addition to this, the declared distances of RWY 05 and the dimension of strip areas of RWY 17R/35L are changed (see AIP AD2 LTBA-6, 20 JUL
17).
Terminal Capacity (passengers/year): No specific terminal capacity is declared by TAV.

Current capacity constraint(s): Runway Throughput - Number and geometric layout of the runways, Runway Throughput - Separation requirements
between aircraft imposed by the local operating procedures, Runway Throughput - Wind direction and strength, Runway Throughput - Other
meteorological conditions, Runway Throughput - Mix of aircraft using the airport, Runway Throughput - Mix of movements on each runway (arrivals
only, departures only, or mixed) and sequencing of movements. Most constraining factor: Runway Throughput - Number and geometric layout of
the runways.

Year 2018 2019 2020 2021 2022
Capacity
600,839 N/A N/A N/A N/A N/A N/A N/A N/A N/A
Forecast
563
06/03/2018

5.1. Airport Events
NM End
Follow-up Date/Time
All necessary formalities and

Environmental
Bird detection radar instalment. Bird hazard procedures are expected to be
14/09/2016 2018 Q2 Capacity Enabler
assessment in the vicinity of the airport. completed by the second quarter of
Efficiency Enabler
2018.

operational: No. Current Status: Ongoing implementation. Planned for 2018.
6. TMA / APPROACH
Changes foreseen in TMA: Yes.
7. TRAFFIC MIX
A380 current status: Aircraft types AN124, AN225, C5, A380, B747-800, B747-500, B747-600 and A340-600 are not allowed to land at the
aerodrome (Except presidential aircrafts and special permitted aircrafts) See AIP AD2 LTBA-12, 20 JUL 17.
A380 next steps: No plans for the near future.

Strategic Information Reporting and Enhanced Information Exchange: Istanbul Ataturk airport is actively contributing in the regular strategic
information reporting process.
for 2018.
564
06/03/2018
9. LOCAL CONTACTS
Kemal UNLU Kemal Alatas Sitki Kagan Ertas
General Manager, TAV Istanbul Deputy Head Manager/ Istanbul Ataturk Airport Air Traffic Controller\ Environmental Coordinator
E-mail: Kemal.Unlu@tav.aero E-Mail: kemal.alatas@dhmi.gov.tr Phone: +90 312 204 2592
Phone: 0212-463 30 00 ext. 4000 Phone: +90212 463 77 77ext 4020 E-mail: Kagan.ertas@dhmi.gov.tr
Fax: +90 0212 465 74 17 Fax: + 90 312 222 09 76
Hülya OZ AYTEKIN
a/ ATC Division Manager/Istanbul Ataturk Airport
E-mail: hulya.oz@dhmi.gov.tr
Phone: +90 212 463 77 77 / ext. 4250
Fax: + 90 212 465 32 90
565
06/03/2018
58. TURKEY - SAW/LTFJ – Istanbul Sabiha Gökcen Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 19.02% 23.94% 18.45% 5.90% -4.97%
[NMOC]
Base 8.12% 7.67% 0.33% 0.00% 0.00%
[STATFOR]
High 9.78% 6.39% 0.00% 0.00% 0.00%
[STATFOR]
Low 6.64% 6.03% 2.83% 0.44% 0.00%
[STATFOR]
Local
566
06/03/2018

N/A N/A N/A N/A
Additional Information: Capacity may increase but due to lack of rapid exit taxi ways it seems impossible.
constraint is "Airspace": 20+20=34.

Year 2018 2019 2020 2021 2022
Capacity
Forecast

5.1. Airport Events
NM End
Follow-up Date/Time
Second runway construction is on-going and Infrastructure Change

X 01/01/2016 2019
is planned to be operational in 2019. Maintenance
NM End
Follow-up Date/Time
Pilots of departing aircraft shall

RWY 06/24 will be closed to departure and
29/10/2017 25/03/2018 request start-up and push-back
X arrival traffic temporarily for runway Maintenance
23:00 03:30 clearance before 30 minutes from
maintenance and repairs on following days
runway closure time not regarding
and times:
slot time. Otherwise they shall not be
567
06/03/2018
allowed to start-up and push-back.

MON:0000-0200 UTC, 2200-2359 UTC
TUE:0000-0330 UTC, 2200-2359 UTC
WED:0000-0330 UTC, 2200-2359 UTC
THU:0000-0330 UTC, 2200-2359 UTC
FRI:0000-0330 UTC, 2300-2359 UTC
SAT:0000-0200 UTC, 2200-2359 UTC
SUN:0000-0330 UTC, 2300-2359 UTC
Note: The closures will not happen in the

period between 31 December 2017 2300 UTC
and 02 January 2018 0330 UTC.
NM End
Follow-up Date/Time
Due to runway maintenance and repairs,

runway 06/24 will be closed to take off /
landing traffic on the following night times:
Monday: 0000-0200, 2150-2359; Departure traffic shall request start-

Tuesday: 0000-0250, 2150-2359 ; up and push-back clearance
Wednesday: 0000-0250, 2150-2359; 25/03/2018 27/10/2018 regardless of slot time at the latest 25
X Maintenance
Thursday: 0000-0250, 2150-2359; 23:00 23:59 minutes before runway closure time.
Friday: 0000-0250, 2300-2359; Otherwise, start-up and push-back
Saturday: 0000-0200, 2150-2359; clearance shall not be allowed.
Sunday: 0000-0250, 2300-2359;
The closures will not happen in the period 13

to 19 June and 19 to 27 August.

No A-CDM plans.
6. TMA / APPROACH
Changes foreseen in TMA: Segregation of arrivals and departures and development of SID-STAR, parallel runway construction in LTFJ and new
568
06/03/2018
airport construction at north of Istanbul (2018).
7. TRAFFIC MIX
Changes foreseen in traffic mix: Low cost traffic, traffic increase more than 15 percent in general.

Strategic Information Reporting and Enhanced Information Exchange: Istanbul Sabiha Gökcen airport is actively contributing in the regular
strategic information reporting process. The Network Manager will continue the efforts to establish a process of information exchange between the
airport and the Network Manager in the pre-tactical and tactical phase.
9. LOCAL CONTACTS
HEAS İbrahim Bekliyen
+902165855302 DHMİ İstanbul Sabiha Gökcen Airport
nobetcimeydan@sgairport.com ANS Manager / Hava Seyrüsefer Müdürü
Tel: +90 (0216) 585 5613
Gsm: +90 505 717 7854
Email: ibrahim.bekliyen@dhmi.gov.tr
569
06/03/2018
59. UNITED KINGDOM - LHR/EGLL - London Heathrow Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual -0.74% 0.19% 0.28% 0.20% 0.19%
[NMOC]
Base 0.86% 0.00% 0.00% 0.00% 0.00%
[STATFOR]
High 0.86% 0.00% 5.63% 3.16% 2.05%
[STATFOR]
Low 0.86% 0.00% 0.00% 0.00% 0.00%
[STATFOR]
Local
570
06/03/2018

27L (dep) / 27R (arr) 45 46 88 No
27L (arr) / 27R (dep) 45 46 88 No
09L (arr) / 09R (dep) 45 46 88 No
Additional Information: All normal operating configurations have the same the declared capacity.
Terminal Capacity (passengers/year): T2: 20 million; T3: 22 million; T4: 14 million; T5: 37 million.
Current capacity constraint(s): TMA - Airspace, Runway Throughput - Number and geometric layout of the runways, Runway Throughput - Mix of
aircraft using the airport, Runway Throughput - Mix of movements on each runway (arrivals only, departures only, or mixed) and sequencing of
movements. Most constraining factor: TMA - Airspace.
Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is "Airspace": The airspace restricts the
operation at LHR in terms of resilience to disruption and the ability to handle the full capacity of the current two runways. The current structure
supports a maximum declared hourly capacity of 45 arrivals and 46 departures. However, an unconstrained TMA could allow approximately 105
movements per hour.

Year 2018 2019 2020 2021 2022
Capacity
480,000 88 480,000 88 480,000 88 480,000 88 480,000 88
Forecast
Additional Information: 480,000 refer to the ATM cap at Heathrow as opposed to all aircraft movements.

5.1. Airport Events
571
06/03/2018

Electronic strips implementation in APP is planned for 2018.
6. TMA / APPROACH
Changes foreseen in TMA: LAMP (London Airspace Management Programme) must be implemented to modernize airspace.
7. TRAFFIC MIX
Changes foreseen in traffic mix: Ongoing seasonal small increase in Super Heavies (A380) with a corresponding drop in Mediums.
A380 current status: BA, Emirates, Etihad, Korean, Malaysian, Qantas, Qatar, Singapore, Thai operate A380's at LHR.
A380 number of movements per day and per hour: Not available.

Strategic Information Reporting and Enhanced Information Exchange: London Heathrow airport is actively contributing in the regular strategic
exchange process.
Airport Capacity and Performance (ACAP): London Heathrow airport has partnered in the CEF2015 call for AOP/NOP implementation.
9. LOCAL CONTACTS
Mark Burgess - Head of Air Traffic Management Dale Reeson - Head of Air Traffic Services (NATS)
Phone: +44 7795 290989 Phone: +44 (0)208 750 2601
E-mail: mark_burgess@heathrow.com E-mail: Dale.Reeson@nats.co.uk
572
06/03/2018
60. UNITED KINGDOM - LGW/EGKK – London Gatwick Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 1.46% 3.75% 3.02% 4.60% 2.09%
[NMOC]
Base 1.89% 2.14% 2.40% 1.44% 0.00%
[STATFOR]
High 3.19% 3.12% 1.59% 0.00% 0.00%
[STATFOR]
Low 0.70% 1.15% 0.13% 0.01% 0.17%
[STATFOR]
Reporting Confidential Confidential Confidential
Local
573
06/03/2018

08R 36 39 55 No
26L 36 39 55 No
Terminal Capacity (passengers/year): The capacity of terminals is 50mppa. Gatwick handled over 45mppa in the last 12 months (July 2016 - June
2017).
Assuming utilisation of available runway capacity can be increased, together with increased aircraft sizes and load factors, it will be possible to handle
up to 50 mppa with existing terminals.
Current capacity constraint(s): TMA - Airspace, Runway Throughput - Number and geometric layout of the runways, Runway Throughput - Mix of
movements on each runway (arrivals only, departures only, or mixed) and sequencing of movements, Runway Throughput - Type and location of
taxiway exits from the runway(s) ¿ runway occupancy time. Most constraining factor: Runway Throughput - Number and geometric layout of the
runways.
Maximum global airport capacity (in movements/hour) without TMA constraints, if the constraint is "Airspace": Airspace is a constraint not
just from TMA point of view, but also from the point of view of CTOTs. In July 2017, 40% of departures were subject to CTOTs from NMOC, and in
other months it is often over 30%. This significantly limits any future growth in summer season, as even though runway capacity would allow some
limited growth, the fact that departures cannot take-off in line with estimated take-off time has a negative knock-on effect on departures in the
following hours, arrivals, arrival holding and stand capacity.

Year 2018 2019 2020 2021 2022
Capacity
337,000 55 337,000 55 337,000 55 337,000 55 337,000 55
Forecast
Confidential Confidential Confidential N/A N/A

Additional Information: Global yearly capacity calculation as follows:
- 891 ATMs /day * 214 days of summer season = 190674
- 874 ATMs / day * 151 days of winter season = 131974
- 14,450 night jet movements during the year (maximum allowed by UK Department for Transport)
574
06/03/2018
- Maximum yearly capacity = 1+2+3 = ~ 337,000 ATMs / year
Assuming that Gatwick remains a single runway airport, the theoretical daily 17hr capacity is 891 movements in summer and 874 movements in
winter plus 14,450 night jet movements spread over the year. This is higher than currently declared as additional capacity is not declared in hours of
low demand, including night period. Opportunities for increasing capacity beyond this over the above timeframe are currently under review.

5.1. Airport Events
FUMs used by your airport: No. DPI Operational Evaluation (testing): Yes. DPIs fully operational: Yes. Current Status: A-CDM fully
implemented. Due to local issues, the exchange of DPIs with the network was suspended in August 2016. Gatwick airport partners are working
to resolve the issues and to re-establish the connection with a network. Network Manager is providing support.
Assessment of AMAN/DMAN integration will start in 2016. This was recommended by Independent Gatwick Arrivals Review report (Feb 2016).
6. TMA / APPROACH
Changes foreseen in TMA: London Airspace Management Programme (LAMP) project.UK government decision from November 2016 to build third
runway at Heathrow by 2025 will result in significant airspace changes.
7. TRAFFIC MIX
Changes foreseen in traffic mix: No significant change in traffic mix foreseen.
A380 current status: Gatwick is A380 enabled. Currently, three stands can accommodate A380: 110M, 234M, and 235M.
The only A380 operator at the airport is Emirates.
A380 next steps: Assessment of changes required to the airfield to enable growth of A380 services is on-going. The constraining factor is availability
of pier-served A380 stands, as currently there is only one (110M).
A380 number of movements per day and per hour: 6 movements (3 arrivals and 3 departures) per day.
575
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: London Gatwick Airport Operator is actively contributing in the regular
strategic information reporting process. The Network Manager will appreciate the participation of the local ANSP in this process.
Airport Capacity and Performance (ACAP): APOC implementation is recommended.
Airport Collaborative Decision Making (A-CDM): A-CDM fully implemented. Due to local issues, the exchange of DPIs with the network was
suspended in August 2016. Gatwick airport partners are working to resolve the issues and to re-establish the connection with a network. Network
Manager is providing support.
9. LOCAL CONTACTS
Daniel Kominak, Airside Operations Dimitri Panagio
daniel.kominak@gatwickairport.com dimitri.panagio@airnavigationsolutions.co.uk
576
06/03/2018
61. UNITED KINGDOM - STN/EGSS – London Stansted Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 0.90% 8.93% 7.47% 6.82% 5.13%
[NMOC]
Base 2.83% 3.02% 3.11% 2.41% 2.56%
[STATFOR]
High 4.16% 4.01% 5.39% 4.31% 4.35%
[STATFOR]
Low 1.59% 1.96% 0.94% 0.91% 1.07%
[STATFOR]
Reporting Confidential
Local
577
06/03/2018

22 28 33 50 Yes
04 28 33 50 Yes
Terminal Capacity (passengers/year): Current planning permission restricts growth to 35 million passengers/year.
Current capacity constraint(s): Passenger Terminal, Runway Throughput - Number and geometric layout of the runways, Runway Throughput - Mix
of movements on each runway (arrivals only, departures only, or mixed) and sequencing of movements, Runway Throughput - Type and location of
taxiway exits from the runway(s) / runway occupancy time, Runway Throughput - Noise-abatement and other environmental parameters. Most
constraining factor: Passenger Terminal.

Year 2018 2019 2020 2021 2022
Capacity
264,000 50 264,000 50 264,000 50 264,000 50 264,000 50
Forecast
Confidential N/A N/A N/A N/A

5.1. Airport Events

6. TMA / APPROACH
578
06/03/2018
7. TRAFFIC MIX
A380 current status: Capable of accepting A380 operations.
A380 number of movements per day and per hour: None scheduled.

Strategic Information Reporting and Enhanced Information Exchange: London Stansted Airport Operator is actively contributing in the regular
strategic information reporting process. The Network Manager will appreciate the participation of the local ANSP in this process.
Airport Capacity and Performance (ACAP): London Stansted airport has partnered in the CEF2017 call for AOP/NOP implementation.
Airport Collaborative Decision Making (A-CDM): Stansted airport connected with the Network as Advanced ATC Tower airport. The Network
Manager will continue to provide support towards A-CDM implementation.
9. LOCAL CONTACTS
Andrew Wright
Airfield Performance Manager
+44 1279 66 2480
andy-ops_wright@stanstedairport.com
579
06/03/2018
62. UNITED KINGDOM - MAN/EGCC - Manchester Airport

Scenario 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Actual 0.25% 0.88% 1.53% 11.06% 5.97%
[NMOC]
Base 0.89% 2.18% 2.10% 1.40% 1.56%
[STATFOR]
High 2.17% 3.17% 4.24% 3.04% 3.04%
[STATFOR]
Low -0.41% 1.18% 0.18% 0.03% 0.23%
[STATFOR]
Local
580
06/03/2018

Dual Runway 33 37 61 No
Single Runway (05L/23R) 28 28 44 No
Additional Information: Runway 2 (05R/23L) is not available 2200 - 0600 local time due to local noise agreement.
Terminal Capacity (passengers/year): Terminal limits are published per hour and per two hours rolling. The one hour rate is 6500 Arrivals and 6800
Departures. Manchester is available 24/7 for all aircraft types and open 365 days per annum.
Total theoretical capacity is 116,508,000.
Current capacity constraint(s): TMA - Airspace, Passenger Terminal, Parking Positions, Runway Throughput - Number and geometric layout of the
runways, Runway Throughput - Type and location of taxiway exits from the runway(s) / runway occupancy time, Runway Throughput - Noise-
abatement and other environmental parameters. Most constraining factor: Parking Positions.

Year 2018 2019 2020 2021 2022
Capacity
206,007 61 213,199 61 N/A N/A N/A N/A N/A N/A
Forecast
208,712 219,356 N/A N/A N/A

Additional Information: Capacity increase achievable by Taxiway enhancements with addition crossing points according to demand. Runway two
opening hours are reviewed each season depending on demand.
Hourly capacity is driven by demand and opening hours of the second runway. Winter 2017 is 0630-1030 and 1600-2000 Mon thru Fri, 0630-1030
Sat and 1300-1700 Sunday.
Summer 2018 will see the use of the second runway throughout the day. Mon-Fri 0515-2000 / Sat 0515-1500 / Sun 0515-0830 and 1200-2000

5.1. Airport Events
NM End
Follow-up Date/Time
581
06/03/2018
Construction of new Pier 1 / Terminal 2 -

Closure of three remote stands and one
17/04/2017 TBD Infrastructure Change
contact stand. West Pier to be demolished and
stands 213-218 reduced in size.
01/05/2017
100 % 100 % 100 % TBD Reduction in available parking stands
00:01


implementation.
A-SMGCS implementation is planned for 2020. DMAN as part of the A-CDM project is expected in 2020.
6. TMA / APPROACH
Changes foreseen in TMA: FASI (North) airspace project will redesign airspace in vicinity of Manchester. Delivery expected in 2021.
7. TRAFFIC MIX
Changes foreseen in traffic mix: General increase in seating capacity with carriers using larger aircraft. Forecast growth within LCC sector - more
Code-C type aircraft. Addition B737/A320 based units S17 from Easyjet, Ryanair and Jet2.com. Additional long-haul capacity using B787 and A350.
A380 current status: Available 24/7. Fire category 10. Four Code-F A380/B748 stands (one contact / two remote)
A380 next steps: No current plans to extend A380 operations.
A380 number of movements per day and per hour: Six scheduled A380 movements per day.
582
06/03/2018

Strategic Information Reporting and Enhanced Information Exchange: Manchester airport is actively contributing in the regular strategic
information reporting process.
Airport Capacity and Performance (ACAP): Ask Matthis
Airport Collaborative Decision Making (A-CDM): Manchester airport is connected with the Network as Advanced ATC Tower. The Network
Manager will continue to provide support towards A-CDM implementation.
9. LOCAL CONTACTS
Rick Mernock John Mayhew
ATM Policy and Planning Manager General Manager - Manchester
Manchester Airports Group plc NATS (Services) Ltd
+44 1614892328 +44 1612092801
rick.mernock@manairport.co.uk john.mayhew@nats.co.uk
583
06/03/2018
New airports 2018-2022

 New Istanbul International airport – expected in October 2018.
 New Berlin International airport – expected in 2020.
 New Lisbon airport (Montijo) – expected in 2020.
 Scandinavian Mountains airport (Sälen Trysil) – expected in 2019.
New runways 2018-2022

 Istanbul Sabiha Gökcen - independent parallel RWY and new ground infrastructure planned in
2019.
 Dublin airport – new parallel runway planned in 2021.
 Krakow airport - new runway planned in 2021.
06/03/2018 584
ANNEX 7 – SSR CODE ALLOCATION LIST
08/06/2018 585
EUR DOC 023
Attachment
INTERNATIONAL CIVIL AVIATION ORGANIZATION
EUROPEAN SECONDARY SURVEILLANCE RADAR (SSR)

CODE MANAGEMENT PLAN
Attachment
SSR CODE ALLOCATION LIST FOR THE ICAO EUR REGION
CAL V4.5
PREPARED BY THE SSR CODE SECRETARIAT MARCH 2018

RECORD OF AMENDMENTS
Amendments to the SSR Code Management Plan (CMP) for the ICAO European Region will be
disseminated to States on a semi-annual basis. The space below is provided as a means of keeping
a record of such amendments.
No. Date Applicable Date Entered Entered by
V3.0 06/06/2007
V3.1 22/10/2007
V3.2 20/03/2008
V3.3 15/10/2008
V3.4 27/05/2009
V3.5 19/11/2009
V3.6 10/01/2012
V4.0 01/04/2013
V4.1 14/03/2014
V4.2 12/03/2015
V4.3 17/03/2016
V4.4 15/03/2017
V4.5 22/03/2018
-1-
NUMERICAL LISTING ORDER OF THE CURRENT

AND PLANNED USE OF SSR CODES IN THE EUR REGION
GENERAL ALLOCATION TABLE FOR SSR CODES

(numbers in parentheses refer to the explanatory notes shown overleaf)
Code Utilization Code Utilization

Series Series
00 LOCAL (1) 40 TRANSIT EUR-C & EUR-B (2a)
01 TRANSIT EUR-B (2a) 41 TRANSIT EUR-D (2a)
02 TRANSIT EUR-C, EUR-D, EUR-I & (2a) 42 TRANSIT EUR-A & EUR-E (2a)
EUR-J
03 TRANSIT EUR-B & EUR-D (2a) 43 TRANSIT EUR-C & EUR-D (2a)
04 TRANSIT EUR-C & EUR-D (2a) 44 TRANSIT EUR-A, EUR-D & EUR-E (2a)
05 TRANSIT EUR-B, EUR-H & EUR-I (2a) 45 TRANSIT EUR-A & EUR-E (2a)
06 TRANSIT EUR-B & EUR-H (2a) 46 TRANSIT EUR-A & EUR-E (2a)
07 TRANSIT EUR-B & EUR-F (2a) 47 TRANSIT EUR-A, EUR-E & EUR-I (2a)
10 TRANSIT EUR-B & EUR-F (3) 50 TRANSIT EUR-J (2a)
11 TRANSIT EUR-B & EUR-H (2a) 51 TRANSIT EUR-E & EUR-G (2a)
12 TRANSIT EUR-C & EUR-D (2a) 52 TRANSIT EUR-B, EUR-D & EUR-G
13 TRANSIT EUR-D & EUR-I (2b) 53 TRANSIT EUR-B, EUR-D & EUR-G (2a)
14 TRANSIT EUR-A, EUR-E & EUR-I (2a) 54 TRANSIT EUR-A, EUR-E & EUR-G (2a)
15 LOCAL (2c) 55 TRANSIT EUR-B, EUR-D & EUR-G (2a)
16 TRANSIT EUR-J (2d) 56 TRANSIT EUR-B, EUR-D & EUR-G (2a)
17 TRANSIT EUR-E, EUR-H & EUR-I (2b) 57 TRANSIT EUR-B & EUR-F (2a)
20 TRANSIT EUR-C, EUR-B, EUR-D (4) 60 TRANSIT EUR-C, EUR-D & EUR-G (2a)
& EUR-H
21 TRANSIT EUR-B & EUR-F (2a) 61 TRANSIT EUR-C,EUR-D, EUR-E & (2a)
EUR-G
22 TRANSIT EUR-B (2a) 62 TRANSIT EUR-A & EUR-E (2a)
23 TRANSIT EUR-B & EUR-D (2a) 63 LOCAL (2a)
24 LOCAL (2c) 64 TRANSIT EUR-A, EUR-E & EUR-G (2a)
25 TRANSIT EUR-B & EUR-H (2a) 65 TRANSIT EUR-C, EUR-D, EUR-G (2a)
& EUR-J
26 TRANSIT EUR-E (2a) 66 TRANSIT EUR-B & EUR-J (2a)
27 TRANSIT EUR-B & EUR-F (2a) 67 TRANSIT EUR-B, EUR-F & EUR-J (2a)
30 TRANSIT EUR-B (2a) 70 TRANSIT EUR-I (6)
31 TRANSIT EUR-B & EUR-F (2a) 71 TRANSIT EUR-B & EUR-J
32 TRANSIT EUR-I (2a) 72 TRANSIT EUR-D
33 TRANSIT EUR-I (2a) 73 TRANSIT EUR-C & EUR-D
34 TRANSIT EUR-E & EUR-D (2a) 74 LOCAL
35 TRANSIT EUR-B (2a) 75 TRANSIT EUR-B (4)
36 TRANSIT EUR-I (2a) 76 TRANSIT EUR-B (4)
37 TRANSIT EUR-C, EUR-D & EUR-I (2a) 77 TRANSIT EUR-B (4)
-2-
NOTES
1. Code 0000 available as a general purpose code for local use by any State.
2. Codes used at present for domestic military purposes other than ATC in Albania, Belgium,
Bulgaria, Croatia, Czech Republic, Denmark, Estonia, France, Germany, Greece, Hungary,
Italy, Latvia, Lithuania, Luxembourg, the Netherlands, Norway, Poland, Portugal, Romania,
Slovakia, Slovenia, Spain, Turkey and the United Kingdom are as follows.
2a) first code in the Series (XX00);

2b) first 24 codes in the Series (XX00-XX27);
2c) complete Code Series (XX00-XX77);
2d) complete Code Series excluding XX63-XX67.
3. Code 1000 reserved for assignment by ATC according to procedures defined for operations in
Mode S designated airspace, unless one of the Notes 4, 5 or 6 applies.
4. Code 2000 shall be is used by flight crew in the absence of any ATC instructions or regional
agreements unless the conditions for the use of codes: 7000, 7500, 7600 and 7700 apply.
5. Codes in these Series are used for transit purposes, with the exception of special purpose
codes 7500, 7600 and 7700.
6. Code 7000 to be used by aircraft not receiving ATC Service in order to improve the detection of
the suitably equipped aircraft, unless otherwise instructed.
7. In all the cases where in the table for a specific State, no input exist for a specific SSR code
series, the State shall not assign nor retain SSR codes from the respective SSR code series.
Should an aircraft enters the AoR of that State, displaying an SSR code from that series not
reflected in the table for the State, a discrete code from those to be assigned by that State shall
be assigned to the aircraft.
EXPLANATION OF CONVENTIONS USED

• ATC units assigning codes are shown in BOLD, RED COLOUR, unless the meaning of green or
blue applies
• ATC units which have a planned, but not implemented, use of codes are shown in Green.
• ATC units temporarily assigning or retaining codes in a manner not in conformance with the Plan
shown in Blue
• ENR indicates the use of a code by the specified unit for domestic en route purposes within the
designated area, used in the “Unit” column in conjunction with the appropriate ICAO designator.
• APP indicates the use of a code by the specified unit for local approach purposes, used in the
“Unit” column in conjunction with the appropriate ICAO designator.
• MIL indicates the use of a code by the specified unit for domestic military purposes.
• For the purposes of clarity, where shown in the following pages, the Former Yugoslav Republic of
Macedonia is abbreviated to FYROM.
-3-
• Meaning of the column headings:

Destination to or beyond: To reflect the “Transit” use of a code, the PA should be inserted,
with the interpretation that the code could either be retained or
assigned within that PA.
Insert destination(s) in case of directional assignment.
“All” should be used when a code may be used across one or
more PA boundaries.
Via/Exit Point: Specify specific rule as agreed between the States applying a
directional assignment.
Protection To: In addition to normal protection rules (See Part A), specify the
AoR/FIR/State or PA which must be protected by the unit(s)
using the code.
Remarks: Optional free text box used to clarify and amplify the code
usage.
Series From To PA Unit CIV/MIL APP Unit which assigned A/R Destination Via Protection Remarks Ver
00 00 17 EUR-D LW CIV ENR A LW V4.5
00 00 77 EUR-B LF MIL ENR A LF V4.5
00 01 05 EUR-F ULWW CIV ENR A All V4.5
00 01 17 EUR-E LR CIV ENR A LR V4.5
00 01 17 EUR-A GM CIV ENR A GM V4.5
00 01 17 EUR-F UB A UB V4.5
00 01 17 EUR-E EP CIV ENR A EP V4.5
00 01 17 EUR-D LD CIV ENR A LD V4.5
00 01 17 EUR-C EF CIV ENR A EF V4.5
00 01 17 EUR-D LOWK LOWS LOWW CIV APP A LOWW LOWK LOWS V4.5
00 01 17 EUR-D LT CIV ENR A LT V4.5
00 01 17 EUR-C EK CIV ENR A EK V4.5
00 01 37 EUR-D LI CIV ENR A LI V4.5
00 01 77 EUR-B EG CIV ENR A EG V4.5
00 06 07 EUR-F ULDD CIV ENR A ALL V4.5
00 10 13 EUR-F ULKK CIV ENR A ALL V4.5
00 14 17 EUR-F ULPB CIV ENR A ALL V4.5
00 20 23 EUR-F UUYW CIV ENR A ALL V4.5
00 20 37 EUR-E UMMV CIV ENR A UMMV V4.5
00 20 37 EUR-E LH CIV ENR A LH V4.5
00 20 37 EUR-E LU CIV ENR A LU V4.5
00 20 37 EUR-C EE CIV ENR A EE V4.5
00 20 37 EUR-B ED CIV ENR A ED V4.5
00 20 37 EUR-D LC CIV ENR A LC V4.5
00 20 37 EUR-E UMKK CIV ENR A UMKK V4.5
00 20 37 EUR-E LB CIV ENR A LB V4.5
00 20 57 EUR-E LK CIV ENR A LK 0020-37 for local use in
the eastern part of LK V4.5
00 24 27 EUR-F UUYP CIV ENR A ALL V4.5
00 30 37 EUR-F UWUU CIV ENR A ALL V4.5
00 30 37 EUR-D LY CIV ENR A LY V4.5
00 40 40 EUR-B EG EH EK CIV ENR A EG EH EK Civil North Sea
Helicopters (EG, EH, EK)
V4.5
00 40 43 EUR-F UWPP CIV ENR A ALL V4.5
00 40 57 EUR-D LG CIV ENR A LG V4.5
00 40 57 EUR-D LY CIV ENR A LY V4.5
00 40 57 EUR-F UD CIV ENR A UD V4.5
00 40 57 EUR-B LE CIV ENR A LE V4.5
00 40 57 EUR-E UK CIV ENR A UK V4.5
00 40 57 EUR-A LECM CIV ENR A LE V4.5
00 40 57 EUR-D LJ CIV ENR A LJ V4.5
00 40 57 EUR-D DT CIV ENR A DT V4.5
00 40 57 EUR-C ES CIV ENR A ES V4.5
00 41 57 EUR-B EB CIV ENR A EB V4.5
00 44 47 EUR-F US CIV ENR A ALL V4.5
00 44 47 EUR-F UL ULMM UR US UU UW CIV ENR US R ALL V4.5
00 44 47 EUR-F UW CIV ENR A ALL V4.5
00 44 47 EUR-F UL ULMM UR US UU UW CIV ENR UW R ALL V4.5
00 44 47 EUR-F UR CIV ENR A ALL V4.5
00 44 47 EUR-F UL ULMM UR US UU UW CIV ENR UR R ALL V4.5
00 44 47 EUR-F UU CIV ENR A ALL V4.5
00 44 47 EUR-F UL ULMM UR US UU UW CIV ENR UU R ALL V4.5
00 44 47 EUR-F UL CIV ENR A ALL V4.5
00 44 47 EUR-F UL ULMM UR US UU UW CIV ENR UL R ALL V4.5
00 50 57 EUR-F UWOO CIV ENR A ALL V4.5
00 60 67 EUR-A DA CIV ENR A DA V4.5
00 60 67 EUR-F ULAA CIV ENR A ALL V4.5
00 60 77 EUR-B EH CIV ENR A EH V4.5
00 60 77 EUR-E LZ CIV ENR A LZ V4.5
00 60 77 EUR-B EI CIV ENR A EI V4.5
00 60 77 EUR-B LS CIV ENR A LS V4.5
00 60 77 EUR-C EN CIV ENR A EN V4.5
00 60 77 EUR-C EV CIV ENR A EV V4.5
00 60 77 EUR-D LQ CIV ENR A LQ V4.5
00 60 77 EUR-B EDWW CIV ENR A EDWW V4.5
00 60 77 EUR-D LM CIV ENR A LM V4.5
00 60 77 EUR-D LOWG LOWI LOWL CIV APP A LOWG LOWI LOWL V4.5
00 60 77 EUR-D LA CIV ENR A LA V4.5
00 60 77 EUR-F UG CIV ENR A UG V4.5
00 70 77 EUR-F UL ULMM UR US UU UW CIV ENR UL R ALL V4.5
00 70 77 EUR-F US CIV ENR A ALL V4.5
00 70 77 EUR-F UL ULMM UR US UU UW CIV ENR US R ALL V4.5
00 70 77 EUR-F UU CIV ENR A ALL V4.5
00 70 77 EUR-F UL ULMM UR US UU UW CIV ENR UU R ALL V4.5
00 70 77 EUR-F UR CIV ENR A ALL V4.5
00 70 77 EUR-F UL ULMM UR US UU UW CIV ENR UR R ALL V4.5
00 70 77 EUR-F UL ULMM UR US UU UW CIV ENR UW R ALL V4.5
01 01 17 EUR-B EB CIV ENR A ALL V4.5
01 01 17 EUR-C EE EF EK EN ES EV CIV ENR EB R ALL V4.5
01 01 17 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EB R ALL V4.5
01 01 17 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR EB R ALL V4.5
01 01 17 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EB R ALL V4.5
01 01 17 EUR-A DA GC GM LE LP CIV ENR EB R ALL V4.5
01 01 77 EUR-H UTTT CIV ENR A UTTT V4.5
01 20 37 EUR-B ED CIV ENR A ALL V4.5
01 20 37 EUR-C EE EF EK EN ES EV CIV ENR ED R ALL V4.5
01 20 37 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR ED R ALL V4.5
01 20 37 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR ED R ALL V4.5
01 20 37 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR ED R ALL V4.5
01 20 37 EUR-A DA GC GM LE LP CIV ENR ED R ALL V4.5
01 40 77 EUR-B EH CIV ENR A ALL V4.5
01 40 77 EUR-C EE EF EK EN ES EV CIV ENR EH R ALL V4.5
01 40 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EH R ALL V4.5
01 40 77 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR EH R ALL V4.5
01 40 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EH R ALL V4.5
01 40 77 EUR-A DA GC GM LE LP CIV ENR EH R ALL V4.5
02 01 67 EUR-D LI CIV ENR A ALL V4.5
02 01 67 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LI R ALL V4.5
02 01 67 EUR-B CIV ENR LI R ALL EG EUR-C Protection of EG and EUR-
C to be ensured by
EB ED EDYY EH LF LS Germany V4.5
02 01 67 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY CIV ENR LI R ALL V4.5
02 01 77 EUR-B LEPA CIV APP A LEPA V4.5
02 01 77 EUR-J UH CIV ENR A ALL V4.5
02 01 77 CCAMS EE EF EK EN ES CIV ENR A ALL V4.5
02 01 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EK EN ES R ALL LI V4.5
02 01 77 EUR-B LE CIV_MIL APP A LE V4.5
02 01 77 EUR-A GC MIL APP A GC V4.5
02 01 77 EUR-B EG CIV_MIL ENR A EG V4.5
02 70 77 EUR-E CIV ENR LI R ALL Protection of EUR-C
EP EY LB LH LK LR LU LZ UK UMKK UMMV ensured by CCAMS V4.5
02 70 77 EUR-B LS CIV ENR LI R LS V4.5
03 01 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK CIV ENR A ALL V4.5
03 01 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
03 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
03 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
03 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
03 01 77 EUR-A DA GC GM LE LP CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
03 01 77 EUR-H UTA CIV ENR A UTA V4.5
04 01 77 EUR-B EDGG CIV APP A EDGG To be used within the
former EDFF FIR V4.5
04 01 77 EUR-E CIV ENR LI R ALL EUR-B Protection of EUR-B/C
04 01 77 EUR-B EH MIL ENR A EH EUR-C V4.5
04 01 77 EUR-A GC CIV APP A GC V4.5
04 01 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EK EN ES R ALL V4.5
04 01 77 EUR-H UTDD CIV ENR A UTDD V4.5
04 01 77 EUR-B LF CIV ENR A LF V4.5
05 01 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
05 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
05 01 77 EUR-B EB ED EDYY EG EH EI LECB LF LS CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
05 01 77 EUR-A DA GC GM LE LP CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
05 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
05 01 77 EUR-J UHBI CIV ENR A ALL V4.5
05 01 77 EUR-I UI CIV ENR A ALL V4.5
05 01 77 EUR-H UA CIV ENR A ALL V4.5
05 01 77 EUR-H UT CIV ENR UA R ALL V4.5
05 01 77 EUR-I UE CIV ENR A ALL V4.5
06 01 37 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR ED R ALL V4.5
06 40 77 EUR-B LF CIV ENR A ALL V4.5
06 40 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LF R ALL V4.5
06 40 77 EUR-A DA GC GM LE LP CIV ENR LF R ALL V4.5
06 40 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LF R ALL V4.5
06 40 77 EUR-C EE EF EK EN ES EV CIV ENR LF R ALL V4.5
06 40 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LF R ALL V4.5
07 01 27 EUR-B EDYY CIV ENR A ALL V4.5
07 01 27 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR EDYY R ALL V4.5
07 01 27 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR EDYY R ALL V4.5
07 01 27 EUR-A DA GC GM LE LP CIV ENR EDYY R ALL V4.5
07 01 27 EUR-C EE EF EK EN ES EV CIV ENR EDYY R ALL V4.5
07 01 77 EUR-E LH MIL ENR A LH V4.5
07 01 77 EUR-F ULLL CIV ENR A ALL V4.5
07 01 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR ULLL R ALL V4.5
07 30 67 CCAMS EE EF EG EI EK EN ES EY CIV ENR A ALL CCAMS - priority for
flights from EUR-C into
EDYY V4.5
07 30 67 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR EE EF EG EY EI EK EN ES R ALL V4.5
07 30 67 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR EE EF EG EY EI EK EN ES R ALL V4.5
07 30 67 EUR-A DA GC GM LE LP CIV ENR EE EF EG EY EI EK EN ES R ALL V4.5
07 30 67 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG EY EI EK EN ES R ALL V4.5
07 70 77 EUR-B EDYY CIV ENR A ALL V4.5
07 70 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR EDYY R ALL V4.5
07 70 77 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR EDYY R ALL V4.5
07 70 77 EUR-A DA GC GM LE LP CIV ENR EDYY R ALL V4.5
07 70 77 EUR-C EE EF EK EN ES EV CIV ENR EDYY R ALL V4.5
10 01 37 EUR-D LL CIV ENR A LL V4.5
10 01 67 EUR-B LE CIV ENR A ALL ULLL ULMM URRV UUWV Code series loaned by
France to Spain V4.5
10 01 67 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LE R ALL ULLL ULMM URRV UUWV V4.5
10 01 67 EUR-D LA LD LG LJ LO LQ LW LY CIV ENR LE R ALL V4.5
10 01 67 EUR-C EE EF EK EN ES EV CIV ENR LE R ALL V4.5
10 01 67 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LE R ALL V4.5
10 01 67 EUR-A DA GC GM LP CIV ENR LE R ALL ULLL ULMM URRV UUWV V4.5
10 01 77 EUR-D LIBN LIPA MIL APP A LIBN LIPA V4.5
10 01 77 EUR-F URRV CIV ENR A ALL V4.5
10 01 77 EUR-F UB UD UG UL US UU UW CIV ENR URRV R ALL V4.5
10 70 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK CIV ENR A ALL ULLL ULMM URRV LT UUWV LI V4.5
10 70 77 EUR-D LA LD LG LJ LO LQ LW LY CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
11 01 37 EUR-A DA GC GM LP CIV ENR ED R ALL V4.5
11 01 37 EUR-D DT LA LC LD LG LI LJ LM LO LT LQ LW LY CIV ENR ED R ALL V4.5
11 40 76 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
11 40 76 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
11 40 76 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
11 40 76 EUR-A DA GC GM LP CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
11 40 76 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK R ALL V4.5
12 01 37 EUR-A GC MIL ENR A GC V4.5
12 01 37 EUR-B LE MIL ENR A LE V4.5
12 01 77 EUR-B EH MIL ENR A EH V4.5
12 01 77 EUR-B LF CIV_MIL APP A LF V4.5
12 01 77 CCAMS EE EF EK EN ES CIV ENR A ALL EG V4.5
12 01 77 CCAMS EGJJ CIV ENR A EG EI EGJJ rep. all Channel
Islands V4.5
12 01 77 EUR-B EG EI CIV ENR EGJJ R ALL EGJJ rep. all Channel
Islands V4.5
12 01 77 EUR-B EDGG CIV ENR A EDMM EDWW EDGG EUR-C EUR-D V4.5
12 01 77 EUR-B ED EDYY CIV ENR EDGG R ALL Protection of EUR-C to be
assured by Germany V4.5
12 40 77 EUR-B
LEPA CIV APP A LEPA V4.5
13 00 27 EUR-A
EB ED EE EG EH EK EN EP EV EY LA LB LD LE LF LG LHMIL
LI LJ LK LP
ENRLR LT LZ A LP LR LT LZ EB ED EE EG EH EK EN EP EV EY LA LB LD LE LF LG LH LI LJ LK V4.5
13 01 27 EUR-F
UB CIV ENR A ALL V4.5
13 01 77 EUR-I
UI CIV ENR A ALL V4.5
13 01 77 EUR-J
UHBI CIV ENR A ALL V4.5
13 01 77 EUR-I
UE CIV ENR A ALL V4.5
13 30 57 CCAMS
EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL EG EH ED V4.5
13 30 57 EUR-E CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL Protection of EUR-C
13 30 57 EUR-C EE EF EK EN ES EV CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL V4.5
13 30 57 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL V4.5
13 30 77 EUR-B ED CIV ENR A ALL EG EH LF EB EDYY V4.5
13 30 77 EUR-B EB EDYY EG EH EI LF LS CIV ENR ED R ALL V4.5
13 30 77 EUR-A LP CIV ENR A LP V4.5
13 60 77 CCAMS EE EF EK EN EP ES EY LB LU UK CIV ENR A ALL EG EH EUR-D ED V4.5
13 60 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EY EK UK LB LU EN EP ES R ALL V4.5
13 60 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EY EK UK LB LU EN EP ES R ALL V4.5
13 60 77 EUR-D LA CIV ENR A ALL V4.5
13 60 77 EUR-D DT LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LA R ALL V4.5
14 00 77 EUR-B LF MIL APP A LF V4.5
14 00 77 EUR-D LI MIL APP A LI V4.5
14 01 77 EUR-B EB MIL ENR A EB V4.5
14 01 77 CCAMS EE EF EG EI EK EN ES CIV ENR A ALL EH LF EB EUR-E ED V4.5
14 01 77 EUR-B EG EI CIV ENR EE EF EG EI EK EN ES R ALL V4.5
14 01 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG EI EK EN ES R ALL V4.5
14 01 77 EUR-B LE CIV ENR A ALL V4.5
14 01 77 EUR-A DA GC GM LP CIV ENR LE R ALL V4.5
14 01 77 EUR-D LM CIV ENR A LM V4.5
14 01 77 EUR-E LK CIV ENR A ALL V4.5
14 01 77 EUR-D LO CIV ENR LK R LO V4.5
14 01 77 EUR-B ED CIV ENR LK R ED LS LI V4.5
14 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LK R ALL V4.5
15 00 77 EUR-A EB ED EE EG EH EK EN EP EV EY LA LB LD LE LF LG LHMIL
LI LJ LK LP
15 00 77 EUR-B LS MIL ENR A LS V4.5
15 00 77 EUR-D LO CIV ENR A LO V4.5
15 01 77 EUR-F UUWV CIV ENR A ALL V4.5
15 01 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UUWV R ALL V4.5
16 00 77 EUR-E UK CIV ENR A UK V4.5
LI LJ LK LP
16 01 77 EUR-A DA CIV APP A DA V4.5
LI LJ LK LP
17 00 27 EUR-D LO CIV ENR A LO Flight Information
Service V4.5
17 01 77 EUR-H UTA CIV ENR A ALL V4.5
17 01 77 EUR-H UA UTDD UTTT CIV ENR UTA R ALL V4.5
17 30 47 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL EG LI V4.5
17 30 47 EUR-D LA LC LD LG LJ LL LO LQ LT LW LY CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R LO V4.5
17 30 47 EUR-B ED LS CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL V4.5
17 30 47 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL V4.5
17 50 55 EUR-D LGMD CIV ENR A ALL Special arrangement with
Sofia V4.5
17 56 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL EG LI V4.5
17 56 77 EUR-D CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R LO Protection of LI ensured by
LA LC LD LG LJ LL LO LQ LT LW LY CCAMS V4.5
17 56 77 EUR-B CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL For flights exiting into EUR-
ED LS C or EUR-E V4.5
20 01 37 EUR-H UTA CIV ENR A ALL V4.5
20 01 37 EUR-H UA UT CIV ENR UTA R ALL V4.5
20 01 77 EUR-D LG CIV ENR A ALL V4.5
20 01 77 EUR-D DT LA LC LD LI LJ LL LM LO LQ LT LW LY CIV ENR LG R ALL V4.5
20 01 77 EUR-E LB LH LR LZ CIV ENR LG R ALL Codes may be retained in
EUR-E only if flight is
returning directly to EUR-D
V4.5
20 01 77 CCAMS EE EF EG EI EK EN EP ES EY LP LU UK CIV ENR A ALL EUR-D V4.5
20 01 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG EI EK EN EP ES EY LP LU UK R ALL V4.5
20 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EE EF EG EI EK EN EP ES EY LP LU UK R ALL V4.5
20 01 77 EUR-E EP EY LU UK UMKK UMMV CIV ENR EE EF EG EI EK EN EP ES EY LP LU UK R ALL V4.5
20 01 77 EUR-A DA GC GM LE LP CIV ENR EE EF EG EI EK EN EP ES EY LP LU UK R ALL V4.5
20 40 77 EUR-H UTTT CIV ENR A ALL V4.5
20 40 77 EUR-H UA UT CIV ENR UTTT R ALL V4.5
21 01 47 EUR-B ED CIV ENR A R U V W H Z EUR-D EUR-E O EUR-D EUR-E EH LI ES Code sharing with EH
flights not to enter EDYY V4.5
21 01 47 EUR-D LA LD LG LJ LO LQ LW LY CIV ENR ED R ALL LI V4.5
21 01 47 EUR-E LH LK LZ CIV ENR ED R ALL V4.5
21 01 47 EUR-B EH CIV ENR A EG B C EI LP G K M S T LE LF EB
EG EB EDYY V4.5
21 01 47 EUR-B EB EDYY EG EI LE LF LS CIV ENR EH R ALL V4.5
21 01 47 EUR-C EK EN CIV ENR EH R ALL ES V4.5
21 50 77 CCAMS EE EF EG EI EK EN EP EY LB LD LO LP LU LY UK CIV ENR A ALL LI ES V4.5
21 50 77 EUR-A DA GC GM LE LP CIV ENR EE EF EG EI EK EN EP EY LB LD LO LP LU LY UK R ALL V4.5
21 50 77 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY CIV ENR EE EF EG EI EK EN EP EY LB LD LO LP LU LY UK R ALL V4.5
21 50 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EE EF EG EI EK EN EP EY LB LD LO LP LU LY UK R ALL V4.5
21 50 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EG EI EK EN EP EY LB LD LO LP LU LY UK R ALL V4.5
21 50 77 EUR-C EE EF EK EN EV CIV ENR EE EF EG EI EK EN EP EY LB LD LO LP LU LY UK R ALL V4.5
22 01 77 EUR-D DT LA LC LD LJ LL LM LO LQ LT LW LY CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
23 01 53 EUR-D LT CIV ENR A ALL V4.5
23 01 53 EUR-D LO CIV ENR LT R ALL ED V4.5
23 01 53 EUR-E CIV ENR LT R ALL EUR-B EUR-C Protection of EUR-B and
EP EY LB LH LK LR LU LZ UK UMKK UMMV EUR-B by CCAMS V4.5
23 01 53 EUR-D DT LA LC LD LG LI LJ LL LM LQ LW LY CIV ENR LT R ALL V4.5
23 01 53 EUR-D LO CIV ENR LT R ALL V4.5
23 01 53 EUR-B LF CIV ENR A ALL LI V4.5
23 01 53 EUR-B EB ED EDYY EG EH EI LS CIV ENR LF R ALL V4.5
23 54 77 EUR-B EB ED EDYY EG EH EI LS CIV ENR LF R ALL V4.5
23 54 77 EUR-D LT CIV ENR A ALL LS LF LI V4.5
23 54 77 EUR-D LO CIV ENR LT R ALL ED V4.5
23 54 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LT R ALL EUR-B EUR-C V4.5
23 54 77 EUR-D DT LA LC LD LG LI LJ LL LM LQ LW LY CIV ENR LT R ALL V4.5
LI LJ LK LP
24 01 77 EUR-F URRV CIV ENR A ALL V4.5
24 01 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR URRV R ALL V4.5
24 40 77 EUR-D LO CIV ENR A LO LK V4.5
25 01 77 EUR-B ED CIV ENR A ALL LB EUR-C V4.5
25 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR ED R ALL V4.5
25 01 77 EUR-E EP EY LH LK LR LU LZ UK UMKK UMMV CIV ENR ED R ALL V4.5
25 01 77 EUR-B EB EDYY EG EH EI LE LF LS CIV ENR ED R ALL V4.5
25 01 77 CCAMS EE EF EK EN ES CIV ENR A EE EF EV EK EN ES EUR-B V4.5
25 01 77 EUR-H UTDD CIV ENR A ALL V4.5
25 01 77 EUR-H UA UTA UTTT CIV ENR UTDD R ALL V4.5
26 01 27 EUR-B EB MIL ENR A EH EB ED V4.5
26 01 27 EUR-B EB ED EDYY EH CIV ENR EB R EH EB ED V4.5
26 01 37 EUR-E LH CIV ENR A ALL V4.5
26 01 37 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LH R ALL V4.5
26 01 37 EUR-D LD LO LY CIV ENR LH R ALL LI V4.5
26 01 77 EUR-B EG CIV_MIL APP A EG V4.5
26 01 77 EUR-C EF MIL ENR A EF V4.5
26 30 37 EUR-B EH MIL ENR A EH EB ED V4.5
26 30 37 EUR-B EB ED EDYY EH CIV ENR EH R EH EB ED V4.5
26 40 77 EUR-E LR CIV ENR A ALL V4.5
26 40 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LR R ALL V4.5
26 40 77 EUR-D LO LY CIV ENR LR R ALL Only for flights proceeding
LO -> EUR-B or LY ->
EUR-E V4.5
26 40 77 EUR-B ED CIV ENR A EH EB ED V4.5
26 40 77 EUR-B EB ED EDYY EH CIV ENR ED R EH EB ED V4.5
27 01 37 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LP LU LY UK CIV ENR A ALL EUR-F V4.5
27 40 77 EUR-B LS CIV ENR A ALL V4.5
27 40 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LS R ALL V4.5
27 40 77 EUR-A DA GC GM LE LP CIV ENR LS R ALL V4.5
27 40 77 EUR-C EE EF EK EN ES EV CIV ENR LS R ALL V4.5
27 40 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LS R ALL V4.5
27 40 77 EUR-E LK CIV ENR LS R LK V4.5
30 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LS R ALL V4.5
30 01 77 EUR-A LP MIL ENR A LP V4.5
31 01 17 EUR-F ULMM CIV ENR A ALL V4.5
31 01 17 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR ULMM R ALL V4.5
31 01 27 EUR-D DT LA LD LG LI LJ LM LO LQ LW LY CIV ENR ED R ALL LH V4.5
31 01 27 EUR-E LK CIV ENR ED R LK EP V4.5
31 01 77 EUR-E EP MIL ENR A EP EUR-B EUR-C V4.5
31 01 77 EUR-E LH MIL ENR A LH V4.5
31 01 77 EUR-D LT MIL ENR A LTBB V4.5
31 20 31 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UL R ALL V4.5
31 30 77 EUR-B EH CIV ENR A ALL V4.5
31 30 77 EUR-D DT LA LD LG LI LJ LM LO LQ LW LY CIV ENR EH R ALL LH V4.5
31 30 77 EUR-A DA GC GM LE LP CIV ENR EH R ALL V4.5
31 30 77 EUR-C EE EF EK EN ES EV CIV ENR EH R ALL V4.5
31 30 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EH R ALL V4.5
31 30 77 EUR-E LK CIV ENR EH R LK EP V4.5
31 32 34 EUR-F UUYP CIV ENR A ALL V4.5
31 32 34 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UUYP R ALL V4.5
31 35 37 EUR-F ULKK CIV ENR A ALL V4.5
31 35 37 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR ULKK R ALL V4.5
31 40 77 EUR-F UD CIV ENR A ALL V4.5
31 40 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UD R ALL V4.5
32 01 77 EUR-A LP CIV ENR A LP V4.5
32 01 77 EUR-I UE UHBI UI CIV ENR A ALL V4.5
32 01 77 EUR-D LT CIV ENR A ALL EUR-D EUR-E V4.5
32 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LT R ALL V4.5
32 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LT R ALL V4.5
32 01 77 EUR-C EE EF EK EN ES EV CIV ENR LT R ALL V4.5
32 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LT R ALL V4.5
33 01 02 EUR-E LK CIV ENR A LZ LK V4.5
33 01 02 EUR-E LK LZ CIV ENR LK R LZ LK V4.5
33 01 77 EUR-B EDYY MIL ENR A EH EB ED V4.5
33 01 77 EUR-B EB ED EH CIV ENR EDYY R EH EB ED V4.5
33 01 77 EUR-D LJ MIL ENR A LJ V4.5
33 01 77 EUR-A LP CIV ENR A ALL EUR-B V4.5
33 01 77 EUR-A DA GC GM LE CIV ENR LP R ALL EUR-B V4.5
33 01 77 EUR-D DT MIL ENR A DT V4.5
33 01 77 EUR-B LF CIV ENR A LS LF V4.5
33 01 77 EUR-B LS CIV ENR LF R ALL V4.5
33 03 07 EUR-E LK CIV ENR A LK V4.5
33 10 77 EUR-E LK CIV ENR A LZ LK V4.5
33 10 77 EUR-E LK LZ CIV ENR LK R LZ LK V4.5
33 60 77 EUR-C EV CIV ENR A EV V4.5
34 00 37 EUR-D LI MIL ENR A LI V4.5
34 01 37 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL LS LF LI V4.5
34 01 37 EUR-B EB ED EDYY EG EH EI CIV ENR EE EF EG LO EI EK EN LU EP LY ES EY UK LB LD R ALL V4.5
34 01 37 EUR-D LA LC LD LG LJ LL LO LQ LT LW LY CIV ENR EE EF EG LO EI EK EN LU EP LY ES EY UK LB LD R ALL V4.5
34 01 37 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EG LO EI EK EN LU EP LY ES EY UK LB LD R ALL V4.5
34 01 37 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG LO EI EK EN LU EP LY ES EY UK LB LD R ALL V4.5
34 01 77 EUR-B LECM CIV ENR A LECM V4.5
34 40 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL LS LF V4.5
34 40 77 EUR-B EB ED EDYY EG EH EI CIV ENR EE EF EG LO EI EK EN LU EP LY ES EY UK LB LD R ALL V4.5
34 40 77 EUR-D LI CIV ENR EE EF EG LO EI EK EN LU EP LY ES EY UK LB LD R ALL V4.5
35 01 07 EUR-B ELLX CIV ENR A ALL V4.5
35 01 07 EUR-E LB CIV ENR ELLX R ALL V4.5
35 01 07 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR ELLX R ALL V4.5
35 01 07 EUR-A DA GC GM LE LP CIV ENR ELLX R ALL V4.5
35 01 07 EUR-E EP EY LH LK LR LU LZ UK UMKK UMMV CIV ENR ELLX R ALL V4.5
35 01 07 EUR-C EE EF EK EN ES EV CIV ENR ELLX R ALL V4.5
35 01 07 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR ELLX R ALL V4.5
35 01 77 EUR-H UA CIV ENR A UA V4.5
35 10 37 EUR-B LFMM CIV ENR A LFMM LI V4.5
35 10 37 EUR-D LI CIV ENR LFMM R LI V4.5
35 10 37 EUR-C EE EF EG EI EK EN ES LP CIV ENR A ALL EDYY LB LFMM LI V4.5
35 10 37 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EE EF EG EI LP EK EN ES R ALL V4.5
35 10 37 EUR-A DA GC GM LE LP CIV ENR EE EF EG EI LP EK EN ES R ALL V4.5
35 10 37 EUR-E EP EY LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EG EI LP EK EN ES R ALL V4.5
35 10 37 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG EI LP EK EN ES R ALL V4.5
35 10 37 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EE EF EG EI LP EK EN ES R ALL V4.5
35 40 77 EUR-E EP EY LH LK LR LU LZ UK UMKK UMMV CIV ENR ED R ALL V4.5
36 00 77 EUR-D LG CIV_MIL ENR A LG V4.5
36 01 37 EUR-D LY CIV ENR A LY For use by Montenegro V4.5
36 01 77 EUR-B EI CIV ENR A B C S EI K M EG V4.5
36 01 77 EUR-B LE CIV APP A LE V4.5
36 01 77 EUR-E LR MIL ENR A LR V4.5
36 01 77 EUR-B EH MIL ENR A EH For VFR traffic V4.5
36 01 77 EUR-B ED CIV ENR A EUR-E ED EH LF EUR-C V4.5
36 01 77 EUR-D LO CIV ENR ED R LO V4.5
36 01 77 EUR-E LK CIV ENR ED R LO ED LK V4.5
37 01 57 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LI R ALL V4.5
37 01 77 EUR-B EDGG CIV ENR A EDMM EDGG EUR-D EUR-E V4.5
37 01 77 EUR-B LF CIV ENR A LF EUR-D V4.5
37 30 57 EUR-B ED CIV ENR A EUR-C EH V4.5
37 60 77 EUR-D LM CIV ENR A ALL V4.5
37 60 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LM R ALL V4.5
37 60 77 EUR-E CIV ENR LM R ALL Protection of EUR-C
40 01 17 EUR-D LOAV CIV APP A LOAV V4.5
40 01 77 EUR-D LD CIV_MIL ENR A LD Training Academy Fligths
V4.5
40 01 77 EUR-C EF EK EN ES EV CIV ENR LF R ALL EE V4.5
40 01 77 EUR-E LK CIV ENR LF R LK LZ V4.5
40 01 77 EUR-E LK CIV ENR LF R LK V4.5
40 01 77 EUR-B EB ED EDYY EG EH EI LE LS CIV ENR LF R ALL V4.5
40 01 77 EUR-E LR CIV ENR A LR V4.5
40 40 77 EUR-C EE CIV ENR A EE V4.5
41 01 27 EUR-B ED CIV ENR A ALL EH LS LF EB EDYY V4.5
41 01 27 EUR-B LS CIV ENR ED R ALL V4.5
41 01 27 EUR-B EB EDYY EG EH EI LF CIV ENR ED R ALL V4.5
41 01 27 EUR-D DT CIV ENR A ALL V4.5
41 01 27 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY CIV ENR DT R ALL V4.5
41 01 27 EUR-E LH LK LZ CIV ENR DT R LH LZ LK V4.5
41 01 37 EUR-F UB CIV ENR A ALL V4.5
41 01 37 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UB R ALL V4.5
41 30 47 EUR-D LQ CIV ENR A ALL V4.5
41 30 47 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY CIV ENR LQ R ALL V4.5
41 30 47 EUR-D LI CIV ENR LQ R ALL V4.5
41 30 47 EUR-E LH LK LZ CIV ENR LQ R LH LZ LK V4.5
41 30 77 EUR-B ED CIV ENR A ALL EH LF EB EDYY LS V4.5
41 30 77 EUR-B EB EDYY EG EH EI LF CIV ENR ED R ALL V4.5
41 40 77 EUR-F UWWW CIV ENR A ALL V4.5
41 40 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UWWW R ALL V4.5
41 50 57 EUR-D LB LD LO LY CIV ENR A ALL V4.5
41 50 57 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY CIV ENR LO LB LD LY R ALL V4.5
41 50 57 EUR-D LI CIV ENR LO LB LD LY R ALL V4.5
41 50 57 EUR-E LH LK LZ CIV ENR LO LB LD LY R LH LZ LK V4.5
41 60 67 EUR-D LJ CIV ENR A ALL V4.5
41 60 67 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY CIV ENR LJ R ALL V4.5
41 60 67 EUR-D LI CIV ENR LJ R ALL V4.5
41 60 67 EUR-E LH LK LZ CIV ENR LJ R LH LZ LK V4.5
41 70 77 EUR-D LW CIV ENR A ALL V4.5
41 70 77 EUR-D DT LA LC LD LG LJ LL LM LO LQ LT LW LY CIV ENR LW R ALL V4.5
41 70 77 EUR-D LI CIV ENR LW R ALL V4.5
41 70 77 EUR-E LH LK LZ CIV ENR LW R LH LZ LK V4.5
42 00 77 EUR-B LF CIV_MIL ENR A LF V4.5
42 00 77 EUR-D LI CIV_MIL APP A LI V4.5
42 01 57 CCAMS EE EF EN ES CIV ENR A ALL EUR-B EK EUR-E V4.5
42 01 57 EUR-C EE EF ES EV CIV ENR EE EF EN ES R ALL V4.5
42 01 57 EUR-E LH CIV ENR A ALL V4.5
42 01 57 EUR-E EP EY LB LK LR LU LZ UK UMKK UMMV CIV ENR LH R ALL V4.5
42 01 57 EUR-D LO CIV ENR LH R ALL LI V4.5
42 01 77 EUR-B EB MIL APP A EB V4.5
42 01 77 EUR-B ED MIL APP A ED V4.5
42 01 77 EUR-A DA CIV ENR A ALL V4.5
42 01 77 EUR-A DA GC GM LE LP CIV ENR DA R ALL V4.5
42 01 77 EUR-D LQ CIV_MIL ENR A LQ V4.5
42 15 47 CCAMS EG EI EN ES CIV ENR A ALL EUR-B EK EUR-E V4.5
42 15 47 EUR-C EE EF EN ES EV CIV ENR EG EI EN ES R ALL V4.5
42 15 47 EUR-B EG EI CIV ENR EG EI EN ES R ALL V4.5
42 60 77 CCAMS EE EF EK EN EP ES EY LB LU UK CIV ENR A ALL EG V4.5
42 60 77 EUR-B ED CIV ENR EE EF EY EK UK LB LU EN EP ES R ALL EUR-C EUR-E V4.5
42 60 77 EUR-D LO CIV ENR EE EF EY EK UK LB LU EN EP ES R ALL LI V4.5
43 01 17 EUR-D LI CIV ENR A ALL LS V4.5
43 01 17 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR LI R ALL V4.5
43 01 17 EUR-D LT CIV ENR LI R ALL LTAA V4.5
43 01 67 EUR-B EH CIV ENR A EH Heli offshore operations
EH incl.Continental Shelf V4.5
43 01 77 EUR-C EV CIV ENR A ALL V4.5
43 01 77 EUR-C EE EF EK EN ES CIV ENR EV R ALL V4.5
43 01 77 EUR-D LTAA CIV ENR A LTAA V4.5
43 01 77 EUR-A GCTS CIV APP A GCTS V4.5
43 01 77 EUR-B LE MIL ENR A LE GC V4.5
43 20 37 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR LW R ALL V4.5
43 20 37 EUR-D LT CIV ENR LW R ALL LTAA V4.5
43 40 47 EUR-D LA CIV ENR A ALL V4.5
43 40 47 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR LA R ALL V4.5
43 40 47 EUR-D LT CIV ENR LA R ALL LTAA V4.5
43 50 77 EUR-B EDMM CIV ENR A ALL EUR-D LK Special SuperTransit use
from Munchen area into
EUR-D V4.5
43 50 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR EDMM R ALL V4.5
43 50 77 EUR-E LK CIV ENR EDMM R ALL For flights southeastbound V4.5
43 50 77 EUR-D LT CIV ENR EDMM R ALL LTAA V4.5
44 00 77 EUR-B LF CIV APP A LF V4.5
44 01 27 EUR-B EB CIV ENR A B EG C EH EI K EB LF V4.5
44 01 27 EUR-B EDYY EG EH EI CIV ENR EB R ALL V4.5
44 01 37 EUR-A DA CIV ENR A ALL V4.5
44 01 37 EUR-A DA GC GM LE CIV ENR DA R ALL V4.5
44 01 37 EUR-A LECB CIV ENR DA R LECB V4.5
44 01 77 EUR-B ED CIV APP A ED 44(10-47) NOT used in
Northern Germany V4.5
44 01 27 EUR-E LZ CIV ENR A ALL V4.5
44 01 77 EUR-D LO CIV ENR LZ R LO V4.5
44 01 77 EUR-E EP EY LB LH LK LR LU UK UMKK UMMV CIV ENR LZ R ALL V4.5
44 01 77 EUR-D LI CIV_MIL ENR A LI V4.5
44 30 77 CCAMS EE EF EG EI EN EP ES EY LB LD LO LU LY UK CIV ENR A B EG C EI K EUR-E EUR-D EK LC LI V4.5
44 30 77 EUR-B EG EI CIV ENR EE EF EG EI EN EP ES EY LB LD LO LU LY UK R ALL V4.5
44 30 77 EUR-C EE EF EN ES CIV ENR EE EF EG EI EN EP ES EY LB LD LO LU LY UK R ALL V4.5
44 30 77 EUR-D LA LD LG LJ LO LQ LW LY CIV ENR EE EF EG EI EN EP ES EY LB LD LO LU LY UK R ALL LI LC V4.5
44 30 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EG EI EN EP ES EY LB LD LO LU LY UK R ALL V4.5
44 40 77 EUR-A GC CIV ENR A ALL V4.5
44 40 77 EUR-A DA GC GM LE LP CIV ENR GC R ALL V4.5
44 60 77 EUR-B ELLX CIV APP A ELLX Delegated from EB to EL V4.5
45 00 77 EUR-B LF CIV_MIL ENR A LF EUR-A V4.5
45 01 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL EG LS LC LI V4.5
45 01 77 EUR-D LA LD LG LJ LM LO LQ LT LW LY CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL V4.5
45 01 77 EUR-B EDUU CIV ENR A EDUU EUR-E V4.5
46 00 77 EUR-B LF CIV_MIL ENR A LF V4.5
46 01 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL EG LC LI V4.5
46 01 77 EUR-D LA LD LG LJ LM LO LQ LT LW LY CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL LI V4.5
46 01 77 EUR-A LPLA MIL ENR A LPLA V4.5
46 01 77 EUR-B ED CIV APP A ED V4.5
47 01 77 EUR-A LP CIV ENR A ALL V4.5
47 01 77 EUR-A DA GC GM LE CIV ENR LP R ALL V4.5
47 01 77 CCAMS EE EF EG EI EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL LS LF LI V4.5
47 01 77 EUR-B EB ED EDYY EG EH EI LE CIV ENR EE EF EG LO EI EK EN LU EP LY ES EY UK LB LD R ALL V4.5
47 01 77 EUR-B LF CIV ENR A LF EUR-A V4.5
50 13 17 EUR-B EG EI CIV ENR A ALL V4.5
50 13 17 EUR-B EB EE EF EN ES CIV ENR EG EI R ALL V4.5
50 01 77 EUR-D LG MIL APP A LG V4.5
50 01 77 EUR-D LY CIV ENR A LY CCAMS yellow codes V4.5
50 01 77 EUR-D DT CIV ENR A DT V4.5
50 01 77 CCAMS EE EF EK EN ES CIV ENR A ALL EUR-B EUR-E V4.5
50 01 77 EUR-A GC CIV APP A GC V4.5
50 01 77 EUR-D LO MIL ENR A LO V4.5
50 01 77 EUR-B EDGG EDWW CIV ENR A ALL EH EUR-C EDYY LK V4.5
50 01 77 EUR-E LK CIV ENR EDWW EDGG R ED LK EUR-D V4.5
50 01 77 EUR-B EDYY EH CIV ENR EDWW EDGG R EH ED V4.5
51 01 37 EUR-E UMMV CIV ENR A ALL V4.5
51 01 37 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR UMMV R ALL V4.5
51 01 37 EUR-C EE EF EK ES EV CIV ENR UMMV R ALL V4.5
51 01 37 EUR-D LD LY CIV ENR UMMV R LD LY V4.5
51 01 77 EUR-B ED CIV ENR A ED EH LF EUR-C EB EUR-D
EUR-E V4.5
51 01 77 EUR-B EG MIL ENR A EG V4.5
51 01 77 EUR-G UN US CIV ENR A ALL V4.5
51 40 67 EUR-D LO CIV ENR A EUR-E LK Code loaned by LK for
special super transit use V4.5
51 40 67 EUR-C EE EF EK ES EV CIV ENR LO R ALL V4.5
51 40 67 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LO R ALL V4.5
51 70 77 EUR-E LK CIV ENR A ALL V4.5
51 70 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LK R ALL V4.5
51 70 77 EUR-C EE EF EK ES EV CIV ENR LK R ALL V4.5
51 70 77 EUR-D LD LY CIV ENR LK R LD LY V4.5
51 77 77 EUR-B EB CIV ENR A EB EH V4.5
52 01 70 EUR-D DT LA LC LD LG LI LJ LM LO LQ LT LW LY CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
52 20 53 EUR-D LL CIV ENR A LL LC V4.5
52 71 77 EUR-B EGJJ CIV ENR A ALL EGJJ rep. all Channel
Islands V4.5
52 71 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EGJJ R ALL V4.5
52 71 77 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR EGJJ R ALL V4.5
52 71 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EGJJ R ALL V4.5
52 71 77 EUR-A DA GC GM LE LP CIV ENR EGJJ R ALL V4.5
52 71 77 EUR-C EE EF EK EN ES EV CIV ENR EGJJ R ALL V4.5
52 71 77 EUR-C EE EF EK EN EP ES EY LB LD LO LP LU LY UK CIV ENR A ALL EUR-B V4.5
52 71 77 EUR-A DA GC GM LE LP CIV ENR EE EF LO LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
52 71 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF LO LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
52 71 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF LO LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
52 71 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EE EF LO LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
52 71 77 EUR-D DT LA LC LD LG LI LJ LM LO LQ LT LW LY CIV ENR EE EF LO LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
53 01 77 EUR-D LT CIV ENR A ALL V4.5
53 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LW LY CIV ENR LT R ALL V4.5
53 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LT R ALL V4.5
53 01 77 EUR-B LE CIV ENR A ALL EUR-B V4.5
53 01 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LE R ALL V4.5
53 01 77 CCAMS EE EF EN ES CIV ENR A EE EF EV EN ES EUR-B V4.5
53 01 77 EUR-C EE EF EN ES EV CIV ENR EE EF EN ES R ALL V4.5
54 01 77 EUR-E LR CIV ENR A ALL V4.5
54 01 77 EUR-E EP EY LB LH LK LU LZ UK UMKK UMMV CIV ENR LR R ALL V4.5
54 01 77 EUR-D LA LD LG LJ LO LQ LT LW LY CIV ENR LR R ALL LI Protection of LI ensured by
CCAMS V4.5
54 01 77 EUR-B EH MIL APP A EH V4.5
54 01 77 EUR-A LP CIV ENR A ALL V4.5
54 01 77 EUR-A DA GC GM LE CIV ENR LP R ALL V4.5
54 01 77 EUR-B EDGG MIL APP A EDGG V4.5
54 01 77 EUR-B EG EI EN ES CIV ENR A B EG C S EI EN K M EK V4.5
54 01 77 EUR-B EG EI CIV ENR EG EI EN ES R ALL V4.5
54 01 77 EUR-C EN ES CIV ENR EG EI EN ES R ALL V4.5
55 01 17 EUR-F USCC CIV ENR A ALL V4.5
55 01 17 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR USCC R ALL V4.5
55 01 17 EUR-C ENOB CIV ENR A ENOB V4.5
55 01 37 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LG R ALL V4.5
55 01 37 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LG R ALL EF EUR-F Protection by CCAMS V4.5
55 01 77 EUR-C EK EN ES CIV ENR LE R EK EN ES EF ENOB V4.5
55 01 77 EUR-B EB ED EDYY EG EH EI LF LS CIV ENR LE R ALL V4.5
55 20 57 EUR-F USSS CIV ENR A ALL V4.5
55 20 57 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR USSS R ALL V4.5
55 40 77 EUR-D LC CIV ENR A ALL V4.5
55 40 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LC R ALL V4.5
55 40 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LC R ALL EF EUR-F Protection by CCAMS V4.5
55 60 63 EUR-F USCC CIV ENR A ALL V4.5
55 60 63 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR USCC R ALL V4.5
55 64 67 EUR-F USDD CIV ENR A ALL V4.5
55 70 77 EUR-F USRR CIV ENR A ALL V4.5
56 01 07 EUR-F USUU CIV ENR A ALL V4.5
56 01 47 EUR-B LF CIV ENR A ALL EUR-D V4.5
56 01 47 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LF R ALL EUR-D V4.5
56 01 47 EUR-C EK ES CIV ENR LF R ALL EF V4.5
56 01 77 EUR-D LC CIV ENR A ALL V4.5
56 01 77 EUR-D DT LA LD LG LJ LM LO LQ LT LW LY CIV ENR LC R ALL V4.5
56 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LC R ALL EF EUR-F V4.5
56 10 17 EUR-F USPP CIV ENR A ALL V4.5
56 20 27 EUR-F USKK CIV ENR A ALL V4.5
56 30 33 EUR-F USDD CIV ENR A ALL V4.5
56 34 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UN US R ALL V4.5
56 50 57 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR ELLX R ALL EUR-D V4.5
56 50 57 EUR-C EK ES CIV ENR ELLX R ALL EF V4.5
56 60 76 EUR-B LFMM CIV ENR A ALL EUR-A LI V4.5
56 65 76 EUR-B EG EI EK CIV ENR A ALL LFMM EN EUR-D EUR-E V4.5
56 65 76 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EG EI EK R ALL EUR-D V4.5
56 65 76 EUR-C EK ES CIV ENR EG EI EK R ALL EF V4.5
56 77 77 EUR-B LF CIV ENR A LF Medical emergency V4.5
57 01 37 EUR-F ULLL CIV ENR A ALL V4.5
57 01 77 EUR-A DA GM LE LP CIV ENR LS R ALL GC V4.5
57 01 77 EUR-B EB ED EDYY EG EH EI LE LF CIV ENR LS R ALL V4.5
57 01 77 EUR-C EK EN CIV ENR LS R ALL ES V4.5
57 40 47 EUR-F ULOL CIV ENR A ALL V4.5
57 50 73 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UL R ALL V4.5
57 74 77 EUR-F UUYW CIV ENR A ALL V4.5
60 00 77 EUR-B LF MIL APP A LF V4.5
60 01 37 EUR-B EG CIV ENR A EG Special events activated
by NOTAM V4.5
60 01 77 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL EG LF EB V4.5
60 01 77 EUR-B ED LS CIV ENR EE EF LO EK EN LU EP LY ES EY UK LB LD R ALL V4.5
60 01 77 EUR-G UN US CIV ENR UN US R ALL V4.5
60 20 37 EUR-B ED CIV_MIL ENR A ED V4.5
61 01 07 EUR-E LHKR CIV ENR A ALL Temporarily delegated to
Hungarocontrol for
flights in Kosovo
airspace V4.5
61 01 07 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LHKR R ALL V4.5
61 01 77 EUR-B EG CIV_MIL ENR A EG EUR-C V4.5
61 01 77 EUR-B EDGG CIV ENR A EDGG To be used within former
EDLL FIR V4.5
61 10 27 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL LS V4.5
61 10 27 EUR-D MIL ENR A LM LG LIRR LIBB Special allocation for
LG LIBB LIRR LM EUNAVFOR-MED ops V4.5
61 30 77 CCAMS EE EF EK EN EP ES EY LB LU UK CIV ENR A ALL EUR-D V4.5
61 30 77 EUR-D DT CIV ENR A ALL V4.5
61 30 77 EUR-D LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR DT R ALL V4.5
62 00 77 EUR-D LI CIV_MIL APP A LI V4.5
62 01 47 EUR-B EH CIV_MIL ENR A EH V4.5
62 01 47 CCAMS EE EF EG EI EK EN ES CIV ENR A B EG C S T EI K EUR-C M LF V4.5
62 01 77 EUR-E UMMV CIV ENR A ALL V4.5
62 01 77 EUR-D CIV ENR UMMV R ALL Protection of LI ensured by
LA LC LD LG LJ LL LO LQ LT LW LY CCAMS V4.5
62 01 77 EUR-B ED CIV ENR UMMV R ED LS Protection of LI ensured by
CCAMS V4.5
62 01 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR UMMV R ALL V4.5
62 01 77 EUR-A GC CIV ENR A ALL V4.5
62 01 77 EUR-A DA GM LE LP CIV ENR GC R ALL V4.5
62 50 57 EUR-B EG EI CIV ENR A EH LF V4.5
62 50 57 EUR-B EDYY EG EH EI CIV ENR EG EI R ALL V4.5
62 60 77 EUR-B EH CIV ENR A EG EI K EG except Channel
Islands V4.5
62 60 77 EUR-B EDYY EG EH EI CIV ENR EH R ALL V4.5
63 01 57 EUR-D LT CIV ENR A UG UK LB LR LT LU UR V4.5
63 01 57 EUR-E LB LR LU UK CIV ENR LT R ALL V4.5
63 01 57 EUR-F UG URRV CIV ENR LT R ALL V4.5
63 01 57 EUR-D LT CIV ENR LT R ALL V4.5
63 01 67 EUR-B EG EI CIV ENR A ALL EB V4.5
63 01 67 EUR-B LF CIV ENR EG EI R ALL V4.5
63 01 67 EUR-B EH CIV ENR EG EI R EH V4.5
63 01 77 EUR-A GC CIV ENR A GC V4.5
63 01 77 EUR-D LG MIL APP A LG V4.5
63 10 77 EUR-E LH CIV ENR A LH V4.5
63 60 77 EUR-E LB LU UK CIV ENR A UG UK LB LR LT LU UR V4.5
63 60 77 EUR-E LB LR LU UK CIV ENR UK LB LU R ALL V4.5
63 60 77 EUR-F UG URRV CIV ENR UK LB LU R ALL V4.5
63 60 77 EUR-D LT CIV ENR UK LB LU R ALL V4.5
63 70 77 EUR-B EG EI CIV ENR A ALL EB V4.5
63 70 77 EUR-B LF CIV ENR EG EI R ALL V4.5
63 70 77 EUR-B EH CIV ENR EG EI R EH V4.5
63 70 77 EUR-B LS CIV ENR EG EI R LS LF V4.5
64 01 57 EUR-B ED CIV ENR A U V EUR-C EUR-D EUR-E O EUR-C EUR-D EUR-E LM EH D H LF LI EB V4.5
64 01 57 EUR-D LA LD LG LJ LO LQ LT LW LY CIV ENR ED R ALL V4.5
64 01 57 EUR-C EDYY EE EF EK EN ES EV CIV ENR ED R ALL V4.5
64 01 77 EUR-D LL CIV ENR A ALL OJ HE V4.5
64 01 77 EUR-B LF CIV ENR A LF EUR-A V4.5
64 01 77 EUR-B EH CIV_MIL APP A EH V4.5
64 01 77 EUR-A GM CIV ENR A ALL V4.5
64 01 77 EUR-A DA GC LE LP CIV ENR GM R ALL V4.5
64 01 77 CCAMS EE EF EK EN ES CIV ENR A EE EF EK EN ES EUR-B EUR-E V4.5
64 01 77 EUR-C EE EF EK EN ES EV CIV ENR EE EF EK EN ES R EE EF EK EN ES V4.5
64 40 77 EUR-B EDMM CIV ENR A U V EUR-C EUR-D EUR-E O EUR-C EUR-D EUR-E LM D H LI V4.5
64 40 77 EUR-B EDYY CIV ENR EDMM R ALL V4.5
64 40 77 EUR-E LH LK LZ CIV ENR EDMM R ALL V4.5
64 40 77 EUR-D LO CIV ENR EDMM R ALL V4.5
64 57 67 EUR-D LG CIV ENR A ALL EUR-E Temporarily delegation
by CCAMS V4.5
64 57 67 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LG R ALL V4.5
64 60 67 EUR-E UMKK CIV ENR A ALL V4.5
64 60 67 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR UMKK R ALL V4.5
64 60 67 EUR-C EE EF EV CIV_MIL ENR UMKK R ALL V4.5
65 01 17 CCAMS EE EF EK EN EP ES EY LU UK CIV ENR A ALL EG EUR-D V4.5
65 01 17 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR EE EF EY EK UK LU EN EP ES R ALL V4.5
65 01 17 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EY EK UK LU EN EP ES R ALL V4.5
65 01 17 EUR-C EE EF EK EN ES EV CIV ENR EE EF EY EK UK LU EN EP ES R ALL V4.5
65 01 17 EUR-D LJ CIV ENR A ALL V4.5
65 01 17 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LJ R ALL V4.5
65 01 17 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LJ R ALL V4.5
65 01 17 EUR-C EE EF EK EN ES EV CIV ENR LJ R ALL V4.5
65 01 77 EUR-B EDGG CIV ENR A EDGG To be used within former
EDLL FIR V4.5
65 01 77 EUR-B LECS CIV ENR A LECS V4.5
65 20 57 CCAMS EE EF EK EN EP ES EY LB LD LO LU LY UK CIV ENR A ALL EG V4.5
65 60 77 EUR-D LM CIV ENR A ALL V4.5
65 60 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LM R ALL V4.5
65 60 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LM R ALL V4.5
65 60 77 EUR-C EE EF EK EN ES EV CIV ENR LM R ALL V4.5
66 01 17 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR ED R ALL V4.5
66 01 77 EUR-B LE CIV_MIL ENR A LE V4.5
66 20 37 EUR-E LK CIV ENR A ALL ED V4.5
66 20 37 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LK R ALL V4.5
66 20 37 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LG R ALL V4.5
66 20 37 EUR-E UMKK CIV ENR A EUR-F LK Only to be used for
eastbound and
northbound flights V4.5
66 20 37 EUR-C EE EF EK EN ES EV CIV ENR UMKK R ALL V4.5
66 20 37 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UMKK R ALL V4.5
66 20 37 EUR-E EP EY LZ UK UMKK UMMV CIV ENR UMKK R ALL V4.5
66 40 77 EUR-B ED CIV ENR A ALL LB V4.5
66 40 77 EUR-F UB UD UG UL UR US UU UW CIV ENR ED R ALL V4.5
66 60 77 EUR-A LXGB CIV APP A LXGB V4.5
67 01 17 EUR-F UUYY CIV ENR A ALL V4.5
67 01 77 EUR-E LR CIV ENR A LR VFR flights V4.5
67 01 77 EUR-B EB ED EDYY EG EH EI LE LS CIV ENR LF R ALL V4.5
67 20 37 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UW R ALL V4.5
67 40 77 EUR-F UG CIV ENR A ALL V4.5
67 40 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR UG R ALL V4.5
70 01 17 EUR-E LU CIV ENR A LU V4.5
70 01 17 CCAMS EE EF EK EN ES CIV ENR A EUR-C EUR-B EUR-E V4.5
70 01 17 EUR-D LJ CIV ENR A LJ V4.5
70 01 77 EUR-E LH CIV ENR A LH VFR V4.5
70 01 77 EUR-B EH CIV ENR A EH V4.5
70 01 77 EUR-B LF CIV ENR A LF VFR V4.5
70 01 77 EUR-E LK MIL APP A LK V4.5
70 01 77 EUR-A GC CIV ENR A GC V4.5
70 01 77 EUR-E EY CIV ENR A EY V4.5
70 20 27 CCAMS EE EF EG EI EK EN ES CIV ENR A EG EI EUR-C EUR-B EUR-E V4.5
70 30 77 EUR-C EE EF EK EN ES CIV ENR A EUR-C EUR-B EUR-E V4.5
70 40 77 EUR-F UG CIV ENR A UG V4.5
71 00 00 EUR-B LS CIV ENR A LS Helicopter Emergency
Medical Services (HEMS)
flights V4.5
71 00 00 EUR-B EG CIV ENR A EG Swanwick saturation
code V4.5
71 01 67 EUR-B EB CIV ENR A ALL V4.5
71 01 67 EUR-C EE EF EK EN ES EV CIV ENR EB R ALL ES V4.5
71 01 67 EUR-A DA GC GM LE LP CIV ENR EB R ALL V4.5
71 01 67 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR EB R ALL ES V4.5
71 01 67 EUR-E EP EY UMKK UMMV CIV ENR EB R ALL V4.5
71 01 77 EUR-D LO CIV ENR A ALL EUR-D EUR-E EUR-B LK Only those codes will be
assigned that do not
enter LO from ED or LK. V4.5
71 01 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LO R ALL V4.5
71 01 77 EUR-E LB LH LR LU LZ UK CIV ENR LO R ALL V4.5
71 70 77 EUR-C EE EF EK EN ES EV CIV ENR ELLX R ALL ES V4.5
71 70 77 EUR-A DA GC GM LE LP CIV ENR ELLX R ALL V4.5
71 70 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR ELLX R ALL ES V4.5
71 70 77 EUR-E EP EY UMKK UMMV CIV ENR ELLX R ALL V4.5
72 00 00 EUR-B EG MIL ENR A EG Royal Navy Ship codes V4.5
72 01 07 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LW R ALL V4.5
72 01 07 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LW R ALL V4.5
72 01 67 EUR-B EG CIV ENR A EUR-B CCAMS yellow codes V4.5
72 01 67 EUR-B EB ED EDYY EH LF LS CIV ENR EG R ALL V4.5
72 10 27 EUR-D EP EY LB LD LO LU LY UK CIV ENR A ALL ES V4.5
72 10 27 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LO EY UK LB LD LU EP LY R ALL V4.5
72 10 27 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LO EY UK LB LD LU EP LY R ALL V4.5
72 30 77 EUR-D LL CIV ENR A ALL EUR-D V4.5
72 30 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LL R ALL V4.5
72 30 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LL R ALL V4.5
72 50 57 EUR-C EE MIL ENR A EE V4.5
72 60 77 EUR-B EDUU EDWW CIV ENR A EY EP EUR-C UMKK V4.5
72 60 77 EUR-C EE EF EK EN EP ES EV EY UMKK CIV ENR EDWW EDUU R ALL V4.5
72 60 77 EUR-B EDYY CIV ENR EDWW EDUU R ALL V4.5
72 70 77 EUR-B EG EI CIV ENR A EG EH EI LF EB V4.5
72 70 77 EUR-B EB EG EH EI LF LS CIV ENR EG EI R ALL V4.5
73 01 07 EUR-D LQ CIV ENR A ALL Temporary delegation by V4.5
CCAMS
73 01 07 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LQ R ALL V4.5
73 01 07 EUR-E LB LH LK LR LU LZ UK CIV ENR LQ R ALL V4.5
73 01 27 EUR-B EG EI CIV ENR A EG EH EI EB V4.5
73 01 27 EUR-B EB EG EH EI CIV ENR EG EI R EG EH EI EB V4.5
73 01 27 EUR-C EK MIL ENR A EK V4.5
73 10 77 EUR-D LO CIV ENR A ALL V4.5
73 10 77 EUR-E LB LH LK LR LU LZ UK CIV ENR LO R ALL V4.5
73 30 47 EUR-B EH CIV ENR A EG EH EI V4.5
73 30 47 EUR-B EG EH EI CIV ENR EH R EG EH EI V4.5
73 50 67 EUR-B ED CIV ENR A EUR-C V4.5
73 70 77 CCAMS EE EF EK EN ES CIV ENR A ALL EUR-B V4.5
74 01 37 EUR-B LF CIV ENR A LF Coordination OAT GAT
and in Flt refuel V4.5
74 01 57 CCAMS EE EF EK EN ES CIV ENR A EUR-C EUR-B V4.5
74 01 57 EUR-C EE EF EK EN ES EV CIV ENR EE EF EK EN ES R EUR-C V4.5
74 01 67 EUR-B EDYY CIV ENR ED R EDYY V4.5
74 01 77 EUR-E EP CIV ENR A EP ES V4.5
74 40 77 EUR-B LF CIV ENR A EG B C S T EI K M V4.5
74 40 77 EUR-B EG EI CIV ENR LF R ALL V4.5
74 40 77 EUR-D LY CIV ENR A LY CCAMS yellow codes V4.5
74 70 77 EUR-B EDMM CIV ENR A ALL LO LK V4.5
74 70 77 EUR-E LK CIV ENR EDMM R LO LK V4.5
74 70 77 EUR-D LO CIV ENR EDMM R LO LK V4.5
74 70 77 EUR-B EDWW CIV ENR A EDWW North Sea V4.5
74 70 77 EUR-B LF CIV ENR A EDGG V4.5
74 70 77 EUR-B EB ELLX EDGG CIV ENR LF R ALL V4.5
75 01 07 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
75 10 35 EUR-A DA GC GM LE LP CIV ENR LS R ALL V4.5
75 10 35 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LS R ALL V4.5
75 10 35 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR LS R ALL V4.5
75 36 37 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR EE EF EG LO EI LP EK EN LU EP LY ES EY UK LB LD R ALL V4.5
75 50 67 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR LF R ALL V4.5
75 50 67 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR LF R ALL V4.5
75 50 67 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR LF R ALL V4.5
75 50 67 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR LF R ALL V4.5
75 70 77 EUR-B ELLXTMA CIV ENR A ALL Temporary delegation by V4.5
CCAMS
75 70 77 EUR-D DT LA LC LD LG LI LJ LL LM LO LQ LT LW LY CIV ENR ELLXTMA R ALL V4.5
75 70 77 EUR-A DA GC GM LE LP CIV ENR ELLXTMA R ALL V4.5
75 70 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR ELLXTMA R ALL V4.5
75 70 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR ELLXTMA R ALL V4.5
75 70 77 EUR-C EE EF EK EN ES EV CIV ENR ELLXTMA R ALL V4.5
75 70 77 EUR-B EB ED EDYY EG EH EI LE LF LS CIV ENR ELLXTMA R ALL V4.5
76 01 17 EUR-B EG CIV ENR A EG Temporary delegation by V4.5
CCAMS
76 01 17 EUR-B ED CIV ENR A P R U V Y Z EUR-D EUR-E O EUR-D EUR-E LM EG D LS H LF LI V4.5
76 01 17 EUR-D LD LJ LO LT LY CIV ENR ED R ALL V4.5
76 01 17 EUR-B EB ED EDYY EH CIV ENR ED R ALL V4.5
76 01 77 EUR-B LF CIV ENR A LM D LP F G H LE LF LI EG ED V4.5
76 01 77 EUR-B LE LS CIV ENR LF R ALL V4.5
76 01 77 EUR-D DT LI LM CIV ENR LF R ALL V4.5
76 20 37 EUR-B EG EI CIV ENR A EG S EH T EI K EB M LF ED V4.5
76 20 37 EUR-B EB EG EH EI CIV ENR EG EI R ALL V4.5
76 20 67 EUR-B ED CIV ENR A P R U V Y Z EUR-C EUR-D EUR-EEUR-C
O EUR-D EUR-E LM EG D LS H LF LI V4.5
76 20 67 EUR-D LD LJ LO LT LY CIV ENR ED R ALL V4.5
76 20 67 EUR-B EB ED EDYY EH CIV ENR ED R ALL V4.5
76 40 77 CCAMS EG EI CIV ENR A EG S T EI K M LF ED V4.5
76 40 77 EUR-B EG EI CIV ENR EG EI R ALL V4.5
76 70 77 CCAMS EE EF EK EN ES CIV ENR A ALL ED LS LF LI V4.5
76 70 77 EUR-D LD LJ LO LT LY CIV ENR EE EF EK EN ES R ALL V4.5
76 70 77 EUR-B EB ED EDYY EH CIV ENR EE EF EK EN ES R ALL V4.5
76 70 77 EUR-E EP EY LB LH LK LR LU LZ UK UMKK UMMV CIV ENR EE EF EK EN ES R ALL V4.5
76 70 77 EUR-F UB UD UG UL ULMM UR US UU UW CIV ENR EE EF EK EN ES R ALL V4.5
77 01 17 EUR-B ED CIV ENR A EUR-D EUR-E V4.5
77 01 17 EUR-B EDYY CIV ENR ED R ALL V4.5
77 01 17 CCAMS EE EF EG EI EK EN ES LP CIV ENR A B EG C EH EI LP G K EUR-C M S T LE LF EB DA LS LI ED V4.5
77 01 17 EUR-A DA GC GM LE LP CIV ENR EE EF EG EI EK EN ES LP R ALL V4.5
77 01 17 EUR-B EG EI LF CIV ENR EE EF EG EI EK EN ES LP R ALL
77 01 17 EUR-C EE EF EK EN ES EV CIV ENR EE EF EG EI EK EN ES LP R ALL V4.5
77 20 27 EUR-B LF CIV ENR A LE LF LI V4.5
77 20 27 EUR-A LP CIV ENR A LP SAR V4.5
77 20 27 EUR-B ED CIV ENR A EUR-C V4.5
77 20 27 EUR-B EDYY CIV ENR ED R ALL V4.5
77 20 75 CCAMS EG EI CIV ENR A BCSTKM LF V4.5
77 20 75 EUR-B EG EI CIV ENR EG EI R ALL V4.5
77 20 75 EUR-C EE EF EK EN ES EV CIV ENR EG EI R ALL V4.5
77 30 75 EUR-D LO CIV ENR A ALL ED V4.5
77 30 67 EUR-C EV MIL ENR A EV V4.5
77 30 75 EUR-A GM CIV ENR A ALL LE LF V4.5
77 30 75 EUR-A DA GC LP CIV ENR GM R ALL V4.5
77 30 75 EUR-B ED CIV ENR A ED EUR-D V4.5
77 65 75 EUR-C ES CIV ENR A ES Ground Transponder
monitoring V4.5
77 70 75 EUR-C EE MIL ENR A EE V4.5
Contact details
NMD/NOM/OPL
razvan.bucuroiu@eurocontrol.int
NMD/NOM/OPL/PLA
stephanie.vincent@eurocontrol.int
NMD/NOM/OPL/PLA
vladimir.jevtic@eurocontrol.int
NMD/NOM/OPL/PLA
raffaele.russo@eurocontrol.int
NMD/NOM/APT
maria-christina.meyer@eurocontrol.int
EUROCONTROL
© June 2018 – European Organisation for the Safety of Air Navigation (EUROCONTROL)
This document is published by EUROCONTROL for information purposes. It may be copied in
whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used for
commercial purposes (i.e. for financial gain). The information in this document may not be
modified without prior written permission from EUROCONTROL.
www.eurocontrol.int

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Network Manager

European Network Operations Plan

Edition June 2018

European Network Operations Plan

STATUS, AUDIENCE AND ACCESSIBILITY

Draft  Operational Stakeholders  Extranet 

DOCUMENT CHANGE RECORD

EDITION EDITION SECTIONS

2.1 14/06/2018 Proposed issue for NMB/22 Sections 9 – 10

Tel: +32 (0)2 729 1152

3.3 14/02/2018 9.2 03/07/2018

4.2 06/03/2018 10.2 03/07/2018

4.3 06/03/2018 10.3 03/07/2018

4.5 14/02/2018 Chapter 11

4.4.7 Safety Requirements .................................................................................................................... 51

5.9.1.3 Main RFF Key Performance Indicators (KPIs) ............................................................................ 142

9.2. Expected Performance of the European ATM Network .............................................................. 201

1.1. Scope of the five-year Network Operations Plan

Overall, the Network Operations Plan 2018-2019/22 addresses the operational

This Network Operations Plan addresses a period of 5 years (2018-2019/22)

1.2. Geographical Area covered by NOP 2018-2019/22

1.3. Preparation of the Plan

2. Description of the Network Operations Plan, Operational Targets &

2.1. Strategic Objectives

 Strategic Objective 1 (SO1) : Manage performance through ‘Network-minded’

 Strategic Objective 2 (SO2) : Deploy interoperable and effective information

 Strategic Objective 3 (SO3) : Implement a seamless and flexible airspace enabling

 Strategic Objective 4 (SO4) : Plan optimum Capacity and Flight Efficiency

 Strategic Objective 5 (SO5) : Facilitate business trajectories and Cooperative

 Strategic Objective 6 (SO6) : Integrate Airport and Network operations

 Strategic Objective 7 (SO7) : Ensure network safety, security and robustness

 Strategic Objective 8 (SO8) : Optimise CNS resources allocation and costs

 Strategic Objective 10 (SO10) : Prepare for RP3 and beyond

2.2. A Collaborative Process

2.3. EU Performance Targets Application

2.4. Priorities and Resources

2.5. Impact on ATM and Other Areas

2.6. Strategic Evolution of the NOP

2.7. Preparations for the Network Operations Plan

 Capacity KPA – Development of the Network Operations Plan

Action Date Who

 Environment KPA – Development of the European Route Network Improvement

Action Date Who

3. Overall Network Operations Planning Processes

3.1.2 En-Route Planning Processes

3.1.3 Airport Planning Processes

3.1.4 Flight Planning Processes

To fully realise the benefits of improved integration of airspace design, airspace

3.1.5 Airspace Structure Developments

3.2. ATFCM Phases and Processes

3.3. Description of Data and Tools Used

The EUROCONTROL Network Manager Statistics and Forecasting (STATFOR) Unit

The flight forecast is built up in four stages:

We describe each of these in turn in the figure below:

Method for the Initial Annual Forecast

Summary of Monthly Trend Forecast method

Constrained airport-pair forecast method

For more information on the STATFOR methodology, please contact

3.3.2 Demand Data Repository (DDR)

Questions about DDR2 can be emailed to ddr2_support@eurocontrol.int

3.3.3 EUROCONTROL Network Manager Capacity Analyser (CAPAN)

CAPAN (CAPacity ANalysis) is a methodology which was developed by EUROCONTROL

For more information on the CAPAN methodology, please contact CAPAN@eurocontrol.int