Local Single Sky ImPlementation (LSSIP) BELGIUM · 2019. 2. 18. · Chapter 1 - National ATM Environment ... 16 2.2 BRUSSELS ACC ... Belgian airport is EBBR, operated by The Brussels

EUROCONTROL

Year 2015 - Level 1

Local Single Sky ImPlementation (LSSIP) BELGIUM

LSSIP Year 2015 Belgium Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Belgium

Infocentre Reference: 16/01/29-57

Document Identifier Edition: Year 2015

LSSIP Year 2015 Belgium Edition Date: 08 March 2016

LSSIP Focal Point - Isabelle Prat E-mail: [email protected]

Head of BSA-ANS

LSSIP Contact Person – Valerie Oblin E-mail: [email protected]

Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Belgium (BE) - VO\Year 2015\Released Issue\LSSIP Year 2015_Belgium_ReleasedIssue.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip 2 ESSIP Plan Edition 2015 http://www.eurocontrol.int/pepr 3 European ATM Master

Plan - Portal Public: https://www.atmmasterplan.eu/ Working: https://www.eatmportal.eu/working

4 ESSIP Report 2014 http://www.eurocontrol.int/pepr 5 STATFOR Forecasts http://www.eurocontrol.int/statfor 6 Acronyms and

abbreviations http://www.eurocontrol.int/articles/glossaries

8 LSSIP Documents http://www.eurocontrol.int/articles/lssip 9 AIP Belgium & G.D.

Luxembourg http://www.belgocontrol.be/opersite/eaip/eAIP_Main/html/index-en-GB.html

10 FABEC Performance Plan RP2/2015-2019

http://www.fabec.eu/fabec_homepage/en/Performance/Performance%20Plan/


APPROVAL SHEET

No signature received from The Brussels Airport Company for the 2015 Belgium LSSIP document.


TABLE OF CONTENTS

Executive Summary ................................................................................................................................. 1 Introduction .............................................................................................................................................. 5

National ATM Environment ................................................................................................... 6 Chapter 1 -1.1 Geographical Scope ................................................................................................................ 6

1.1.1 International Membership ......................................................................................................... 6 1.1.2 Geographical description of the FIR(s) ..................................................................................... 6 1.1.3 Airspace Classification and Organisation ................................................................................. 7

1.2 National Stakeholders .............................................................................................................. 8 1.2.1 Civil Regulator(s) .................................................................................................................... 10 1.2.2 Belgocontrol ............................................................................................................................ 11 1.2.3 Airports .................................................................................................................................... 13 1.2.4 Military Authorities ................................................................................................................... 13

Traffic and Capacity ............................................................................................................ 16 Chapter 2 -2.1 Evolution of traffic in Belgium-Luxembourg ........................................................................... 16 2.2 BRUSSELS ACC ................................................................................................................... 17

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

ESSIP Report recommendations ........................................................................................ 20 Chapter 3 - National Projects ................................................................................................................. 21 Chapter 4 - Regional Co-ordination ....................................................................................................... 26 Chapter 5 -

5.1 FAB Co-ordination ................................................................................................................. 26 5.2 FAB Projects .......................................................................................................................... 26 5.3 Regional cooperation ............................................................................................................. 36

ESSIP Objective Implementation ....................................................................................... 38 Chapter 6 -6.1 Conventions ........................................................................................................................... 38 6.2 ESSIP Objectives Implementation progress .......................................................................... 39 6.3 Alignment of PCP with ESSIP Objectives and related progress ........................................... 64

ANNEXES

Annex A – Specialists involved in the LSSIP Process

Annex B – National Stakeholders Organisation Charts

Annex C – Glossary of Abbreviations

LSSIP Year 2015 Belgium 1 Released Issue

Executive Summary

National ATM Context The main national stakeholders involved in Air Traffic Management (ATM) in Belgium are the Federal Public Service (FPS) Mobility and Transport, Belgocontrol, the Ministry of Defence and The Brussels Airport Company. The Maastricht Upper Area Control Centre is providing ANS in the upper airspace of Belgium above FL 245 and is subject to a dedicated LSSIP document. FPS Mobility and Transport is responsible for civil aviation in Belgium through the (Belgian) Civil Aviation Authority (BCAA), which is the Belgian Regulatory Authority. The National Supervisory Authority (NSA), as per Single European Sky (SES) Service Provision Regulation, is the Belgian Supervisory Authority – Air Navigation Service (BSA-ANS), a directorate within the BCAA. Belgocontrol is the Air Navigation Service (ANS) Provider in the Brussels Flight Information Region / Upper Flight Information Region (FIR/UIR) below FL 245. There is a full separation between Belgocontrol and the BCAA. Since March 2005, a 5 year management contract between Belgocontrol and the Belgian State lays down the obligations of Belgocontrol. The 3rd management contract is enforced by the Royal decree of 25 April 2014. The Ministry of Defence (MoD) is responsible for the military aviation in Belgium. The MoD plays a major role in managing and controlling parts of the airspace and acts as a Regulatory Authority as well as an airspace user and an Air Navigation Service (ANS) Provider. The separation of Regulatory Authority Service Provision is assured within the separate functions in the organization. Airspace matters, in particular, are dealt with in the Belgian Airspace and Navigation Committee (BELANC). Co-ordination between the MoD (Air Component), Belgocontrol and BCAA is mainly dealt within the BELANC and the Committee of Directors (DIRCOM). The principal Airports in Belgium, besides Brussels Airport (EBBR), are Antwerp (EBAW), Liège (EBLG), Charleroi (EBCI), Oostende (EBOS) and Kortrijk (EBKT). The main Belgian airport is EBBR, operated by The Brussels Airport Company.

Traffic and Capacity Traffic in Belgium increased by 4.7% during Summer 2015 (May to October), when compared to the same period during 2014.

For the period 2016-2020, the EUROCONTROL Seven-Year Forecast predicts an average annual increase between 1.0% and 3.5%, with a baseline growth of 2.4% during the planning cycle.

No capacity problems are foreseen for Brussels ACC throughout the current planning cycle.


ESSIP Objective Implementation The introduction of a new Voice Communication System was a major project, which was finalised by end of 2014 and contributed to the completion of objectives COM09, COM10 and COM11.

The objectives ATC02.5, ATC02.6 and ATC02.7 will be fully completed with the new ATM system upgrade which is foreseen in 2016.

The objective SAF11 is currently in the planning stage and is envisaged to be completed by 2018.

The objective ENV01 is currently delayed for regional airports. Full Implementation including publication of CDOs in the AIP is currently planned for end 2016 for Liege and Charleroi, and for end 2019 for Oostende and Antwerp.

The objective AOP03 is marked as late due to some limited remaining actions assigned to the Ministry of Defence, which are to be closed by the end of 2016. Actions on the civil side are completed.

LSSIP 2015 - Belgium

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

State-related ESSIP Objectives

20

22

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

AOM19 Implement Advanced Airspace Management *

AOM21.1 Implementation of Direct Routing [PCP]

[E] *

AOM21.2 Implement Free Route Airspace [PCP]

[E] *

AOP03 Improve runway safety by preventing runway incursions *

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

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

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

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

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

*

ATC16 Implement ACAS II compliant with TCAS II change 7.1 *

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

COM10 Migrate from AFTN to AMHS *

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

FCM01 Implement enhanced tactical flow management services *

FCM03 Implement collaborative flight planning *

FCM04 Implementation of Short Term ATFCM Measures - phase 1


LSSIP 2015 - Belgium

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

FCM05 Implementation of interactive rolling NOP [PCP]

[E] *

FCM06 Traffic Complexity Assessment [PCP]

[E] *

INF04 Implement integrated briefing *

INF07 Electronic Terrain and Obstacle Data (TOD) *

ITY-ACID Aircraft identification

ITY-ADQ Ensure quality of aeronautical data and aeronautical information *

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

ITY-AGVCS2 Implement air-ground voice channel spacing requirements below FL195 *

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

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

ITY-SPI Surveillance performance and interoperability *

NAV03 Implementation of P-RNAV

NAV10 Implement APV procedures *

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

SAF11 Improve runway safety by preventing runway excursions *

Airport-related ESSIP Objectives


ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

EBCI-Charleroi Airport AOP11 Initial Airport Operations Plan

[PCP] [E] *

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

EBLG-Liege Airport AOP11 Initial Airport Operations Plan

[PCP] [E] *


EBOS-Oostende Airport AOP11 Initial Airport Operations Plan

[PCP] [E] *


Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

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

Late

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

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


Introduction

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

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

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

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

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

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

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

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

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

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


National ATM Environment Chapter 1 -

1.1 Geographical Scope

1.1.1 International Membership

Organisation Since

ECAC 1955

EUROCONTROL 1960

European Union 1957

EASA 2003

ICAO 1947

JAA 1970

NATO 1949

ITU 1945

1.1.2 Geographical description of the FIR(s)

On the civil side, the geographical scope of this LSSIP document addresses the Brussels FIR/UIR at and below FL 245, excluding the G.D. of Luxembourg airspace below FL 165 in the Southern Part and FL145 in the Northern Part.

On the military side, the geographical scope of this LSSIP document addresses the entire Brussels FIR/UIR

The Division Flight Level (DFL) separating upper from lower ATS airspace is FL 195. The responsibility for the provision of civil ATS in the Airspace above FL 245 has been delegated to MUAC, for which a separate LSSIP is developed.

Brussels ACC also controls the airspace over the G.D. of Luxemburg between FL 165 and FL 245 in the Southern Part and between FL145 and FL 245 in the Northern Part.

The military ANSP provides ATS services in the entire Brussels FIR/UIR to OAT.

Brussels FIR/UIR is surrounded by FIRs of 4 States, namely France, United Kingdom, The Netherlands and Germany.


1.1.3 Airspace Classification and Organisation The airspace above FL 195 (until FL 660) is designated as Brussels Upper Control Area (UTA). Controlled airspace below FL 195 is divided into CTRs, TMAs, Control Areas (CTAs) Airways (AWYs) and Prohibited, Restricted and Danger areas (PDR’s). The airspace outside these permanent structures below FL 195 is called the Lower CTA (LCTA). The airspace at and below 4500 ft AMSL outside controlled airspace and outside Prohibited, Restricted and Danger areas, is uncontrolled airspace. A number of Temporary Restricted Areas (TRAs) (TRA South, TRA North and TRA West) and other AMC manageable areas (e.g. Helicopter Training Areas, Low Flying Areas, Danger and Restricted areas…) can be reserved by Belgian Defence for military activities. Transition altitude in Brussels FIR is 4500 ft AMSL. In April 2015, a RMZ was created around the AD of Kortrijk/Wevelgem and FIR Brussels, outside regulated airspace, did get a RMZ and TMZ status during night.


The airspace within Brussels FIR/UIR is subdivided into 4 classifications (C, D, E and G) according to ICAO specifications.

1.2 National Stakeholders The main National Stakeholders involved in ATM in Belgium are the following:

- The Federal Public Service (FPS) Mobility and Transport, through the Belgian Civil Aviation Authority (BCAA)

- Belgocontrol

- MUAC

- The Ministry of Defence (MoD), through the Air Component

- The Brussels Airport Company.

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

Class Airspace type Remarks

C CTR Maastricht CTR (within the Brussels FIR)

TMA Military and Civil (except Luxemburg TMA below FL 95)

AWY Except AWY within the Luxemburg TMA below FL 95

CTA All CTA’s

LCTA

UTA In line with the objectives for airspace simplification throughout ECAC airspace

D CTR All CTR’s (except portion of Maastricht CTR within Belgian FIR)

TMA Luxemburg TMA One A and One B below FL95

Lille TMA 2 Part 1

Maastricht TMA 1

E TMA Luxembourg TMA Two A, Two B, Two D and Two F below FL100 and TMA Two C and Two E, TMA Three; TMA Four and TMA Five

Lille TMA 9 Part 1

G Uncontrolled airspace

Unclassified Above Brussels UTA (i.e. above FL660)


Civil aviation in Belgium is the responsibility of the Federal Public Service (FPS) Mobility and Transport through the Belgian Civil Aviation Authority (BCAA), which is the Belgian GAT Regulatory Authority. The National Supervisory Authority (NSA), as per Single European Sky (SES) Service Provision Regulation is the Belgian Supervising Authority - Air Navigation Services (BSA-ANS), a department within the BCAA.

Belgocontrol is the Civil Air Navigation Service (ANS) Provider in the Brussels Flight Information Region / Upper Flight Information Region (FIR/UIR) at and below FL 245. There is a full separation between Belgocontrol and BCAA. Since April 2014 a third 5-year management contract between Belgocontrol and the Belgian State lays down the obligations of Belgocontrol. The responsibility for the provision of civil ATS in the Airspace above FL 245 has been delegated to Maastricht UAC (MUAC1).

Military aviation in Belgium is the responsibility of the Ministry of Defence (MoD). The MoD plays a major role in managing and controlling parts of the airspace and acts as a Regulatory Authority for OAT as well as an airspace user and an OAT Air Traffic Service (ATS) provider. The separation of Regulatory Authority and Service Provision is assured within the separate functions in the organization. Airspace matters, in particular, are dealt within the Belgian Air Navigation Committee (BELANC), recognized as the Belgian HLAPB.

Co-ordination between the MoD (Air Component), Belgocontrol and BCAA is mainly dealt with in the BELANC and the Committee of Directors (DIRCOM). The main Belgian airport is EBBR, operated by The Brussels Airport Company. The other principal Airports in Belgium are Antwerp (EBAW), Charleroi (EBCI), Liège (EBLG), Oostende (EBOS) and Kortrijk (EBKT).

1 Outside the scope of this LSSIP. a separate LSSIP is developed for MUAC.

Ministery of Defence Federal Public Service Mobility and Transport

AAIU

Eurocontrol

Airport Operating Licencegranted to The

Brussels Airport Company

ManagementContract with Belgocontrol

Belgian Air Component

(HQ Comopsair)

Belgian CivilAir Navigation Service Provider

(Belgocontrol)

Belgian Civil Aviation Authority (BCAA)

Maastricht Upper Area Control Centre

(MUAC)

Committee of Directors (DIRCOM)

Belgian Air Navigation Committee (BELANC)Airliners

A.C.R.B./K.B.A.C

The Brussels Airport

Company

State of Belgium


1.2.1 Civil Regulator(s)

1.2.1.1 General information

Civil aviation in Belgium is the responsibility of the FPS Mobility and Transport through the BCAA, which is the Belgian Civil Aviation Authority. The various national entities having regulatory or supervisory responsibilities in ATM are summarized in the table below. BCAA is further detailed in the following sections.

Activity in ATM: Organisation responsible

Legal Basis

Rule-making BCAA (Airspace department)

Royal Decree of 15 March 1954 Royal Decree of 19 December 2014 COMMISSION IR (EU) No 923/2012 of 26 SEP 2012 (SERA)

Safety Oversight BCAA (BSA-ANS) Royal Decree of 14 February 2006

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

BCAA Law of 20 July 2005

Airspace BCAA (Airspace department and BSA-ANS) *

Law of 27 June 1937

Economic BCAA Law of 27 June 1937

Environment BCAA (Airspace Department)

Law of 27 June 1937

Security BCAA (Aviation Inspectorate)

Law of 27 June 1937

Accident investigation Air Accident Investigation Unit –AAIU(be)- (1) Belgian Civil Aviation Authority (BCAA) Aviation Inspectorate (AI) (2)

For the issues not covered by new REG (EU) No. 996/2010, Royal decree of 09 December 1998 (1) and Royal decree of 22 April 2005 (2), both available in French and Dutch, are enforced.

* The BCAA Airspace department and the BSA-ANS are the two organizations in charge of the Belgian airspace, the first on rulemaking and the second on supervision.

In Belgium, the Parliament is competent with respect to the making of laws. In 1937, it gave authority to the King to regulate on certain matters, including air transport. In some well-defined cases, the King has given authority to the Minister. For some rules, the Director General of the BCAA is competent by virtue of a delegation by the Minister. This applies to the regulation aspect, so the general rule for air transport is that it is a competence of the King.

The King bestows ranks within the army. He appoints individuals to general administrative functions and to foreign affairs, but for those exceptions established by law. He appoints individuals to other functions only by virtue of specific provisions of a law.

As regards to the management of air transport and the functioning of the department, the Minister is competent on the basis of the Royal Decree on government composition and portfolio allocation. The BCAA is a functional division of his administration. It does not have its own powers as administration.

1.2.1.2 BCAA The BCAA is the civil aviation authority depending from the FPS Mobility and Transport under the jurisdiction of the Minister of Mobility. It is responsible for the certification of civil aircraft and equipment, supervises the safety of aviation in the national airspace, and acts as economic regulator.

Since 2 March 2005, a 5-year management contract between Belgocontrol and the Belgian State lays down the obligations of the national ANSP and clearly identifies the organisational, functional and institutional separation. The 3rd management contract is actually enforced by the Royal decree of 25 April 2014.


Annual Report published: Y The Belgian Safety Plan 2010-2014, updated in 2014, is available on the following links: https://issuu.com/mobilit.belgium/docs/basp_2014_update_eng_signed_tcm466-/1 and http://mobilit.belgium.be/fr/transport_aerien/programme_belge_de_securite/politique_et_programme

See also http://mobilit.belgium.be/fr/transport_aerien/ and http://mobilit.belgium.be/nl/luchtvaart/.

The organisational chart of BCAA is available in Annex B.

1.2.2 Belgocontrol

Name of the ANSP: Belgocontrol Governance: Autonomous governmental company

(corporatized since October 1998) (Public Business Entity)

Ownership: 100% state-owned

Services provided Y/N Comment ATC en-route Y At and below FL 245. The responsibility for the provision of civil ATS in the

Airspace above FL 245 has been delegated to Maastricht UAC (MUAC) ATC approach Y ATC Airport(s) Y ATC provided in EBAW, EBBR, EBCI, EBLG and EBOS AIS Y CNS and Data Processing

Y

MET Y Training Y The Belgocontrol training centre offers training, especially for ATCOs,

meteorological and technical staff. Others Y Belgocontrol also provides radio trunking services at EBBR. Additional information: Since April 2014 a third management contract between the Belgian State and

Belgocontrol lays down the obligations of Belgocontrol for the 5 coming years. Provision of services in other State(s):

Y ATC between FL 165 and FL 245 in the Southern Part and between FL145 and FL 245 in the Northern Part in the G.D. of Luxemburg

Annual Report published: Y https://www.belgocontrol.be/documents/10180/11113/annual-report-2014_EN.pdf/f5955fc1-561d-4c92-987e-1c2d3d0e4624 This is the annual report covering yearly activities of the ANSP.

See also www.belgocontrol.be.

The organisational chart of Belgocontrol is available in Annex B.


1.2.2.1 ATC system in use

FDPS

Specify the manufacturer of the ATC system currently in use: THALES Upgrade2 of the ATC system is performed or planned? Upgrade 2015 (severe weather) Replacement of the ATC system by the new one is planned? Under study ATC Unit EBBU ACC/APP, Towers

SDPS

Specify the manufacturer of the ATC system currently in use: EUROCONTROL Upgrade1 of the ATC system is performed or planned? No Replacement of the ATC system by the new one is planned? Planned 2018 (HW replacement) ATC Unit EBBU ACC/APP, Towers

1.2.2.2 ATC units The only ACC of concern to this LSSIP is Brussels ACC, operating a maximum of 7 elementary en-route sectors (ES) which can be combined in a flexible and dynamic way. 16 different sector configurations are defined and can be easily changed pending to traffic demand, traffic complexity and available staffing.

The en-route sectors are responsible for the provision of ATS in the route structure of the Brussels FIR/UIR from 4500 ft to FL 245, which includes parts of the G.D. of Luxemburg airspace in the southern part between FL 165 and FL 245, in the Northern part between FL145 and FL245.

In addition to the en-route sectors the CANAC 2 operations room also houses 3 APP sectors, which are responsible for the provision of ATS within the Brussels Terminal Area.

The handling of OAT (and some GAT) in Brussels FIR/UIR (at all Flight Levels), including delegated airspace, is the responsibility of the military area ATS unit Military ATC Centre (ATCC) Semmerzake.

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

ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA

EBBUACC 7 0 EBBU FIR Limited to the en-route part EBBUAPP 0 3 EBBUFIR Limited to the EBBR TMA & CTA EBCIAPP 0 1 EBBUFIR Limited to EBCI TMA EBLGAPP 0 1 EBBUFIR Limited to EBLG TMA EBOS APP 0 1 EBBUFIR Limited to EBOS TMA

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


1.2.3 Airports

1.2.3.1 General information Brussels Airport Company is the limited company to which the Belgian State has granted the license to operate Brussels Airport. 75% of the company's shares are held by a consortium of private investors. The Belgian State has an interest of 25% of the shares.

The SOWAER (“Société wallonne des aéroports”) was incorporated in July 2001, at the initiative of the Walloon Region, sole shareholder of the company.It carries out on the airports of Charleroi/Gosselies and Liège/Bierset the following activities:

1. management of financial participations on behalf of the Walloon Region;

2. infrastructure - in terms of operational capability of the sites, provide services for the benefit of management companies;

3. development of economic zones around airports;

4. management of environmental programs on behalf of the Walloon Region;

5. financing security missions;

6. legal support.

The S.P.W. ("Service Public de Wallonie") carries out on the airports Charleroi/Gosselies and Liège/Bierset the oversight of safety activities and delivers access badges.

The S.P.W. is also responsible for:

1. the development of the safety management system;

2. the airport certification (Annex 14 of ICAO - S.P.W. is the certificate holder).

B.S.C.A. s.a. and B.S.C.A. security s.a. (Brussels South Charleroi Airport) / L.A. s.a. and L.A. security s.a.(Liège Airport) are in charge of all operational and commercial activities.

1.2.3.2 Airport(s) covered by the LSSIP APO SloAs are contained in the following objectives: ENV, APO, INF07, ITY-ADQ and SAF11.

In addition to the Annex B of the ESSIP Plan edition 2014, it is up to the individual State to decide which

additional airports will be reported through LSSIP for those objectives.

So the following airports are covered in this LSSIP: EBBR (Brussels Airport), EBAW (Antwerp), EBCI

(Charleroi), EBLG (Liège) and EBOS (Oostende).

1.2.4 Military Authorities Military aviation in Belgium is the responsibility of the MoD. The Military Authorities play a major role in managing and controlling parts of the airspace and act as an OAT Regulatory Authority as well as an airspace user and an OAT ATS provider. The separation of Regulatory Authority and Service Provision is assured within the separate functions in the organisation. Airspace matters, in particular, are dealt with in the BELANC.

Co-ordination between the MoD (Air Component), Belgocontrol and BCAA is mainly dealt with in the BELANC and the DIRCOM.

The Air Component Commander has responsibilities for Operational Air Traffic (OAT) as Regulatory Authority, ATS Provider, Airspace User and Aircraft and Airbase Operator and reports to the Chief of Defence (CHOD) and MoD via Commander Operations and Training.


The Aviation Safety Directorate (ASD) ensures all the safety related functions, and is settled as an independent body within the Air Component. It has been put under the direct authority of the Air Component Commander. In case of major accident ASD reports directly to the CHOD instead of the Air Component Commander. Their regulatory, service provision and user role in ATM are detailed below.

See the organisation chart in Annex B.

1.2.4.1 Regulatory role Regulatory framework and rulemaking BCAA is taking into account that the EC SES regulation is directly binding. However when needed for clarification purposes, BCAA takes additional implementation actions by Royal Decrees and/or Ministerial Decrees and/or (BCAA) Circulars.

Oversight

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

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

Y

Level of such legal provision: Air Force Regulation (Mil AIP (Aeronautical Information Publication), ATM Instructions)

Level of such legal provision: EC Regulations, Royal Decrees, AIP, LoAs (Letters of Agreement)

Authority signing such legal provision: Air Component Commander

Authority signing such legal provision: Minister/Secretary of State for Mobility, King of Belgium

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

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

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

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification Y ANSP Certification Y

ANSP Supervision Y ANSP Supervision Y

Aircrew Training Y ESARR applicability Y

Aircrew Licensing Y

Additional Information: - Additional Information:

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

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

National AIP Y National AIP Y

National Military AIP Y National Military AIP Y

EUROCONTROL eAIP Y EUROCONTROL eAIP Y

Other: LoAs Y Other: LoAs Y

OAT GAT National oversight body for OAT: ComOpsAir NSA (as per SES reg. 550/2004) for GAT services

provided by the military: BSA-ANS (Joint civil-military NSA)

Additional information: --


1.2.4.2 Service Provision role

Military ANSP providing GAT services SES certified?

N If YES, since: - Duration of the Certificate:

-

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

Y

1.2.4.3 User role

1.2.4.4 Flexible Use of Airspace (FUA)

OAT GAT Services Provided: Services Provided:

En-Route Y En-Route -

Approach/TMA Y Approach/TMA Y

Airfield/TWR/GND Y Airfield/TWR/GND Y

AIS Y AIS -

MET Y MET -

SAR Y SAR Y

TSA/TRA monitoring Y FIS Y

Other: - Other: -

Additional Information: Additional Information:

Military aircraft fly IFR inside controlled airspace as:

OAT only - GAT only - Both OAT and GAT Y

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

Free Routing Y Within specific corridors only N

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

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

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

No special arrangements Exemption from Route Charges Y

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

CNS exemptions: RVSM 8.33 Mode S ACAS

Others: -

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

FUA Level 1 implemented: Y BELANC activity

FUA Level 2 implemented: Y The AMC is manned 24/7 by military personnel and becomes CIV/MIL as from 1 January 2016

FUA Level 3 implemented: Y For some areas an Improved Level 3 is applied


Traffic and Capacity Chapter 2 -

2.1 Evolution of traffic in Belgium-Luxembourg

2015 Traffic in Belgium increased by 4.7% during Summer 2015 (May to October), when compared to the same period during 2014.

2016-2020

The EUROCONTROL Seven-Year Forecast predicts an average annual increase between 1.0% and 3.5%, with a baseline growth of 2.4% during the planning cycle.

0

200.000

400.000

600.000

800.000

1.000.000

1.200.000

1.400.000

1.600.000

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

IFR

flig

hts

Belgium-Luxembourg - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 FH 3.5% 5.0% 3.5% 3.1% 2.4% 3.2% 2.0%B -0.2% 1.0% 2.9% 3.2% 3.6% 2.1% 2.1% 2.1% 2.4% 1.4%L 2.8% 1.8% 0.3% 0.8% 0.9% 1.1% 0.5%

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

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

Belgium-Luxembourg


2.2 BRUSSELS ACC

2.2.1 Traffic and en-route ATFM delays 2011-2020

2.2.2 Summer 2015 performance

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

gap Ref value Actual +4.6 % 134 (+2%) 0.04 0.22 No

The average en-route delay per flight increased from 0.03 minutes per flight in Summer 2014 to 0.22 minutes per flight in 2015. 73% of the delays were due to ATC equipment and 26% due to ATC staffing.

Capacity Plan +1% Achieved Comments Implementation of occupancy counts No Postponed to 2017

Minor upgrades of CANAC2 system Yes

Dynamic use of sector configurations Yes

Maximum configuration: 7 sectors Yes 6 sectors were sufficient

Summer 2015 performance assessment The ACC capacity baseline was estimated to be at 134 in summer 2015. During the measured period, the average peak 1 hour demand was 128 and the average peak 3 hour demand was 114.

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020Peak Day Traffic 1997 1926 1916 1964 2039Summer Traffic 1673 1644 1634 1691 1769Yearly Traffic 1547 1503 1483 1525 1588Summer Traffic Forecast 1789 1824 1869 1908 1954High Traffic Forecast - Summer 1815 1876 1935 1965 2010Low Traffic Forecast - Summer 1760 1765 1771 1786 1807Summer enroute delay (all causes) 0.06 0.05 0.13 0.03 0.22Yearly enroute delay (all causes) * 0.04 0.03 0.08 0.02 0.15

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

500

1000

1500

2000

2500

Enr

oute

Del

ay (m

inut

es p

er fl

ight

)

IFR

flig

hts

(Dai

ly A

vera

ge)

EBBUACC - Traffic and en-route ATFM delays

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


2.2.3 Planning Period 2016-2020 - Summer The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.

Capacity Plan

2016 2017 2018 2019 2020

Free Route Airspace

Airspace Management Advanced FUA

Civ/Mil AMC Cell Enhanced Civ/Mil ASM procedures

Improved use of the route network as a result of FUA enhancement Airport & TMA Network

Integration FABEC XMAN

Step 1 FABEC XMAN Step 2

Cooperative Traffic Management Enhancement of ATFCM procedures, including STAM

Use of

occupancy counts

Airspace

Procedures Implementation of DCTs below

FL245

Staffing New ATCOs to maintain level of staffing

Technical Minor upgrades

of CANAC2 system

Capacity Reassessment of sector capacities following CAPAN

Significant Events

Max sectors 6/7 6/7 6/7 6/7 6/7

Capacity increase p.a. 1% 2% 1% 0% 0%

Reference profile 1% 1% 1% 1% N/A

Additional information

2016 2017 2018 20190.05 0.06 0.08 0.100.05 0.05 0.08 0.10

En-route ATFM delay breakdown - Reference ValuesEBBUCTA

AnnualSummer

H 136 1% 137 1% 139 1% 142 2%Ref. 135 1% 136 1% 137 1% 138 1%

L 134 0% 134 0% 135 1% 136 1%Open 135 1% 136 1% 137 1% 138 1%C/R 135 1% 137 1% 138 1% 139 1%

ACC2015

baseline 2016 2017 2018 2019

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

EBBU 134


2016-2020 Planning Period Outlook No capacity problems are foreseen for Brussels ACC throughout the current planning cycle.

2014 2015 2016 2017 2018 2019 20202016‐2019 Reference Capacity Profile 135 136 137 138Capacity Profile ‐ Shortest Routes (Open) 135 136 137 138Capacity Profile ‐ Current Routes 135 137 138 139Capacity Profile ‐ High 136 137 139 142Capacity Profile ‐ Low 134 134 135 136Capacity Baseline 131 1342016 ‐ 2020 Plan 135 138 139 139 139

100

105

110

115

120

125

130

135

140

145Ca

pacity profile (m

ovem

ents per hou

r)EBBUCTA - Reference capacity profile and alternative scenarios


ESSIP Report recommendations Chapter 3 -

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

REC-2014-2

Local Stakeholders that declared delays in implementation of AOP03, AOP04.1, ENV01, FCM01, NAV03, ITY-ADQ, ITY-FMTP, ITY-COTR and SAF10 to take corrective measures to reduce the implementation delays.

Local Stakeholders

Corrective actions taken: YES Description: AOP03: SLA AIS has been signed between Belgian Defense and Belgocontrol. Completion and implementation should result in connecting Belgian Defense to EAD in 2016. ITY-ADQ: - SLA AIS Area 1 finalized and signed between BCAA and Belgocontrol. - Development of Royal Decree for aerodromes in order to implement their part of the ADQ Regulation. ITY-FMTP: MIL: Objective was achieved in 2015.

REC-2014-06

(equal to REC-2013-15)

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

FAB ANSPs

The “FABEC ANSP Strategic Agenda”, contains, amongst others, all agreed planned and ongoing FABEC activities. Based on this Strategic Agenda the FABEC 5-Year-Work-Plan (5YWP) detailing all the activities, the time schedule and the required budget is developed. Both the Strategic Agenda and the 5YWP are revised twice a year. Besides, the OPS and TECH domains have jointly developed the FABEC roadmap containing the FABEC projects/activities and the ANSP local studies/projects that have a direct/indirect impact on the FABEC project implementation timeframe. This roadmap is also revised twice a year. In this way, it is made sure that an agreed ANSP work plan and roadmap is available, including the main system renewals. Within FABEC, dedicated Standing Committees address all operational, technical and SESAR matters and make sure that proper coordination is done among FABEC ANSPs to ensure proper interoperability between stakeholders. Even if common procurement is investigated, ANSPs should not be constrained on the “how” to implement functionalities and reach the performance objectives.


National Projects Chapter 4 -

The main projects currently ongoing in Belgium are depicted below.

Project Name: CDO EBCI Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives Implement Continuous Descent Operations (CDO) techniques at EBCI for environmental improvements.

Schedule/Implementation planning 2016

Status The CDO concept is integrated in the initial training for ATCOs. Even if some CDOs are already flown on EBCI, no formal procedure has been published in the AIP. A new project has been started in 2015 in order to publish CDO procedures on EBCI (project being supported by SPW and SOWAER).

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: ENV01

OI Steps: AOM-0701

Other References: -

Expected Performance Contribution (specific to the participating organisation(s)) *

Capacity -

Safety -

Environment (including flight efficiency)

Gains in fuel burn.

Cost efficiency Less fuel costs for airlines.


Project Name: CDO EBLG Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives Implement Continuous Descent Operations (CDO) techniques at EBLG for environmental improvements.


Status The project is being performed in a cooperation between the ANSP, the airport, aircraft operators and other partners. The CDO concept is integrated in the initial training for ATCOs. Even if some CDOs are already flown on EBLG, no formal procedure has been published in the AIP. A new project has been started in 2015 in order to publish CDO procedures on EBLG (project being supported by SPW and SOWAER).

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: ENV01

OI Steps: AOM-0701

Other References: -


Capacity -

Safety -


Gains in fuel burn.

Cost efficiency Less fuel costs for airlines.

Project Name: PBN EBBR 07L Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives The project PBN EBBR 07L aims at the development and publication of an RNP-Approach procedure for runway 07L at EBBR – In line with ICAO resolution A37-11 and ESSIP objective NAV10 (Implement APV Procedures).


Status Ongoing

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: NAV10

OI Steps: AOM-0602, AOM-0604

Other References: -


Capacity Provides a procedure with potential to enhance capacity due to lower minima than can be achieved through current VOR procedure.

Safety Reduction in Controlled Flight Into Terrain (CFIT) occurrences. Improved pilot situation awareness and reduced crew workload.


Emissions and noise nuisance reduced by use of optimal flight procedures and routings and the elimination of stepdown approach procedures.

Cost efficiency -


Project Name: PBN EBBR01 Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives The project PBN EBBR 01 aims at the development and publication of an RNP-Approach procedure for runway 01 at EBBR – In line with ICAO resolution A37-11 and ESSIP objective NAV10 (Implement APV Procedures).


Status Ongoing



Other References: -


Capacity -

Safety -


-

Cost efficiency Improved operation for runway 01 during ILS outages.

Project Name: PBN EBCI 07 Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives The project PBN EBCI 07 aims at the development and publication of an RNP-Approach procedure for runway 07 at EBCI – In line with ICAO resolution A37-11 and ESSIP objective NAV10 (Implement APV Procedures).


Status Ongoing.



Other References: -


Capacity Provides a procedure with potential to enhance capacity due to lower minima than can be achieved through current VOR procedure.

Safety Reduction in CFIT occurrences. Improved pilot situation awareness and reduced crew workload.


Emissions and noise nuisance reduced by use of optimal flight procedures and routings and the elimination of stepdown approach procedures.

Cost efficiency -


Project Name: PBN EBCI 25 Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives The project PBN EBCI 25 aims at the development and publication of an RNP-Approach procedure for runway 25 at EBCI – In line with ICAO resolution A37-11 and ESSIP objective NAV10 (Implement APV Procedures).


Status Ongoing.



Other References: -


Capacity -

Safety -


-

Cost efficiency Improved operation for runway 25 during ILS outages.

Project Name: PBN EBLG23L Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives The project PBN EBLG 23L aims at the development and publication of an RNP-Approach procedure for runway 23L at EBLG – In line with ICAO resolution A37-11 and ESSIP objective NAV10 (Implement APV Procedures).


Status Ongoing



Other References: -


Capacity -

Safety -


-

Cost efficiency Improved operation for runway 23L during ILS outages.


Project Name: PBN EBLG23R Project Code: - Organisation(s) Belgocontrol (BE) Description/Scope/Objectives The project PBN EBLG 23R aims at the development and publication of an RNP-Approach procedure for runway 23R at EBLG – In line with ICAO resolution A37-11 and ESSIP objective NAV10 (Implement APV Procedures)


Status Ongoing.



Other References: -


Capacity -

Safety -


-

Cost efficiency Improved operation for runway 23R during ILS outages


Regional Co-ordination Chapter 5 -

5.1 FAB Co-ordination FAB Europe Central (FABEC) consists of the following states: Belgium, France, Germany, Luxemburg, the Netherlands and Switzerland.

The FABEC Feasibility Phase (2006-2008) led to the conclusion that FABEC is feasible. The Implementation Phase (2008-2013) demonstrated that the FABEC structure was compliant with SES regulations.

After the ratification of the FABEC Treaty by all FABEC States, FABEC formally entered into force on the 1st of June 2013. This means that FABEC is now operational. FABEC will deliver on the goals set by SES II and as laid down in the FABEC Performance Plan – to provide capacity, avoid bottlenecks, reduce costs and emissions, make flying more efficient and ensure military mission effectiveness, while maintaining the high safety standards that exist over Europe. It will do so by developing a set of projects which are described in the next section.

5.2 FAB Projects On the following pages, tables detail for each ongoing main FABEC project:

which ANSPs and military partners are participating

a description, the scope and objectives

the schedule and implementation planning

the status end 2015

the link to the ESSIP, if any

the expected performance contribution to the SES KPAs capacity, safety, environment and cost-efficiency


Project Name: Airspace Design South-East Project Code: AD SE

Organisation(s) ANA LUX Belgocontrol DFS DSNA MUAC Skyguide Military partners of: B, CH, D, F and NL

Description/Scope/Objectives The scope of the South East airspace project consists of 2 main airspace changes:

1. EUC22 Establish a new Cross Border Area (CBA) EUC22 for use by the French, German and United States Air Forces. This EUC 22 will increase the amount of airspace available for civilian use in the LUX area. This additional airspace will allow for optimisation of the civil route network (SWAP) and will assist the various Airspace Projects around the LUX area to achieve their performance targets. A stepwise approach was chosen for the implementation of the EUC22.

2. SWAP In the current situation, the flows of traffic on UN852 and UN853 cross twice, once in Brussels UIR at the DIK waypoint, and again to the north of Geneva. The SWAP concept intends to remove this dual crossing to improve safety and increase the capacity of the network by:

De-conflicting upper air routes UN852 and UN853 by swapping the direction of the traffic flows

Creating duplicate parallel routes to allow for segregation of over flights from climbing and descending flights

The boundaries of the EUC 25 (French-Swiss Cross Border Area) were redefined in March 2015 to ensure sufficient civil airspace for the new Geneva SIDs & STARs that will be implemented to join the SWAP network.

Schedule/Implementation planning To facilitate the implementation, the project has been divided into three phases:

Phase 1 EUC25

Phase 2 SWAP and new EUC22 step 1

Phase 3 FULL EUC22 As the project is now “suspended” the implementation planning is TBD.

Status Phase 1 was successfully implemented in March 2015. Phase 2: Significant operational and technical concerns were raised during training sessions using large scalesimulations; these concerns were considered as too important for an implementation in March 2016. As a result, in December 2015 the project has been “suspended”.

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM20: Implement ATS Route Network (ARN) – Version 7. (Objective set to “Achieved” and removed from ESSIP ed.2014) Expected Performance Contribution (specific to the participating organisation(s)) Capacity Project under re-evaluation.

Safety Project under re-evaluation. Environment (including flight efficiency)

Project under re-evaluation.

Cost efficiency Project under re-evaluation.


Project Name: Airspace Design CBA Land/Central West Project Code: AD CBALCW

Organisation(s) DFS LVNL MUAC Military partners of: D and NL

Description/Scope/Objectives The objective of the CBA Land/Central West project is to design and implement an optimised ATS structure of the FABEC Central West area and of the North area which also includes a CBA Land.

Based on known constraints in current airspace design, the objectives of the project are to:

Release military airspace in the south of the Netherlands, to create increased civil capacity and more direct civil routes for the hub airports London, Paris, Frankfurt and Amsterdam.

To compensate the military airspace users, to implement a larger consolidated Cross-border exercise area to accommodate legacy as well as fifth generation fighter training operations.

Schedule/Implementation planning In the original work planning two implementation steps were foreseen: Step 1 This step implements the new and changed sectorisation and ATS route structures related to the Northern area and the core area of CBA Land military cross-border area over Northern Netherlands and Germany. The implementation also requires improved ASM arrangements and initial GAT route network improvements in the southern part and it will also implement the required cross-border ATM legislation, rules and procedures.

Step 2

This step completes the full implementation of CBA Land/Central West project. It will implement the restructuring of the airspace structure in the southern part and allow full release of a MIL training area (TRA12) in the South-East of the Netherlands and the implementation of the 4th IAF for Amsterdam Airport Schiphol, resulting in direct routings in the lower and upper airspace. At the same time the end state of the CBA will be implemented. As the project is now “suspended” the implementation planning is TBD.

Status The airspace and route design has been developed and successfully validated. In October 2015 the project has been “suspended”. Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM20: Implement ATS Route Network (ARN) – Version 7. (Objective set to “Achieved” and removed from ESSIP ed.2014) Expected Performance Contribution (specific to the participating organisation(s)) Capacity To be re-evaluated if project is restarted.

Safety To be re-evaluated if project is restarted.


To be re-evaluated if project is restarted.

Cost efficiency To be re-evaluated if project is restarted.


Project Name: AIM Task Force Project Code: AIM Organisation(s) ANA LUX

Belgocontrol DFS DSNA LVNL MUAC Skyguide Military partners of BE and NL

Description/Scope/Objectives The AIM Task Force has three areas of activities:

Harmonisation of aeronautical information inside the FABEC area Creation of a consistent FABEC ATM Data Set Provisions for an efficient management of the FABEC ATM Data Set

Schedule/Implementation planning The AIM Task Force received revised priorities. The work plan 2015/2016 was changed accordingly.

Status The team started its new activities in June 2015. Two deliverables (AIM P-2 and AIM P-3) are completed and handed over to the FABEC AIM Steering Group. AIM TF plans to finalize the present deliverables by end 2016. Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - ITY-ADQ: Ensure quality of aeronautical data and aeronautical information. PCP: - AF5: Initial System Wide Information Management. Deployment Programme DP 2015: - FT 5.3.3: Interface to Network Management System (NMS) > Aeronautical Information Exchange Centralised Services: - CS5: European ATM Information Management Service (EAIMS) Expected Performance Contribution (specific to the participating organisation(s)) Capacity N/A

Safety Harmonised aeronautical information, avoiding duplications or ambiguities, significantly contributes to ATM safety.


FABEC wide harmonised data sets available from a single source will allow for improved flightplanning.

Cost efficiency Expected: A significant positive impact on the cost efficiency of e.g. Airspace Design Projects as cross-border data becomes readily and seamlessly available.


Project Name: FABEC ATFCM/ASM Project Project Code: FAAP Organisation(s) Belgocontrol

DFS DSNA LVNL MUAC Skyguide Military partners of: BE, CH, DE, FR and NL

Description/Scope/Objectives The aim of this project is to develop ASM solutions, addressing both civil and military airspace user’s needs. All AMC responsibilities are remaining as they currently are but AMCs should use interoperable tools to enhance data exchange/sharing and coordination between stakeholders. A stepped approach will give sufficient time to take advantage of future achievements of on-going FUA related activities (e.g. FUA harmonization, Booking Principles and Priority Rules (D7.1)) and to acquire the necessary confidence in and the appropriate knowledge of working methods between stakeholders.

Furthermore, DFS and DSNA joined in a bilateral initiative to support FAAP developments. Schedule/Implementation planning Step 1: Provide a FABEC airspace status overview (FASO) and enhance the cooperation between AMCs. FAAP started to further develop the FASO tool. This is done by taking into account requirements from airspacedesign projects and related initiatives. The task includes further the development of general requirements and thetechnical implementation of FASO.

Status In November 2014, Step 1 has been implemented successfully. Subsequent steps are currently under discussion at the level of the Standing Committee Operations. Until agreement on the future of the FABEC ATFCM/ASM Project (FAAP) has been reached, the Standing Committee Operations decided to limit the scope of FAAP to further develop the FABEC Airspace Status Overview (FASO) by taking into account requirements from airspace design projects. In the framework of the bilateral initiative DFS – DSNA a trial is executed from 12/11/2015 until 04/02/2016 to validate AMC coordination to optimize the availability of cross-border CDR routeing (City Pair Paris – Munich). Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM19 : Implement Advanced Airspace Management PCP: - AF3.1.1 & 3.2: Airspace Management and Advanced Flexible Use of Airspace Deployment Programme DP 2015: - Family 3.1.1: (Initial) ASM Tool to support AFUA Centralised Services: - CS4: Advanced Flexible Use of Airspace Expected Performance Contribution (specific to the participating organisation(s)) Step 1 The main objectives of Step 1 focussed on the preparation of further Steps: analysis and

description of local working methods, defining additional working methods, and set-up of an information sharing process. As such Step 1 did not deliver any performance benefits as far as it concerns the 5 KPAs contained in the FABEC Performance Plan.

Further Steps TBD


Project Name: Free Route Airspace Project Code: FRA Organisation(s) Belgocontrol

DFS DSNA LVNL MUAC Skyguide Military partners of: BE, DE, FR and NL

Description/Scope/Objectives The FRA programme aims at developing and implementing a Free Route Airspace FABEC wide. The objective of the FRA implementation is to give users opportunities to improve the horizontal flight efficiency through both plannable direct routes and at a later stage defined volume/s of Free Route Airspace within FABEC airspace. The FRA programme defines a stepped and gradual implementation approach where FABEC ACCs will develop and implement various iterations of Free Route Airspace.

Schedule/Implementation planning The FABEC FRA project was launched in 2011 with the objective of setting up a FABEC Free Route Airspace with A-FUA at FL 365 (and lower when and where possible) in a stepped approach by the end of RP2. In 2015, the project has been aligned with the requirements of Pilot Common Project requirements. This induced an implementation of FABEC Free Route Airspace FL310+ by 2022. Since the feasibility to achieve the implementation of Free Route at FL 310 in the whole FABEC airspace (and at all time), especially in high density airspace, is not yet proven, a stepwise approach will be chosen. The stepwise implementation may start at higher Flight Levels and/or in parts of FABEC airspace with lower traffic density and may be time and/or area restricted. The different situation at FABEC ANSP's such as system functionalities, system implementation plans as also the MME shall be taken into account. All Free Route initiatives conducted locally, bilaterally or within a FABEC framework are under the FABEC FRA umbrella. Free Route activities which are not directly conducted within FABEC working groups are managed at ACC or national level using local management processes and are monitored at FABEC level.

The Project focuses on the launch of FRA implementation whilst continuing the Direct Routing implementation, moving from three steps to three parallel work streams. Each work stream develops a specific concept:

Stream 1: National and cross border DCTs Stream 2: Long Range Direct Routing Mil OFF/Mil ON Stream 3: Initial Free Routing

Status For all ANSP’s, stream 1 and 2 implementations have begun and are on-going. For DFS and MUAC, initial implementations of Free Routing are planned by 2017. Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - AOM21.1: Implementation of Direct Routing - AOM 21.2: Implementation of Free Route Airspace PCP: - AF3.1.2, 3.2 & 3.3: Free Route Deployment Programme DP 2015: - Family 3.2.1: Upgrade of ATM systems (NM, ANSPs, AUs) to support Direct Routings (DCTs) and Free Routing Airspace (FRA) - Family 3.2.3: Implement Published Direct Routings (DCTs) - Family 3.2.4: Implement Free Route Airspace Expected Performance Contribution (specific to the participating organisation(s)) Capacity Capacity benefits could be foreseen since reduced average transit times may result in an

increase in capacity. Capacity benefits may also be possible if there is proven to be a reduced number of conflicts, fewer redirects, and the resulting impact on controller tools. However it is also possible that in some cases conflicts may become more complex and other or new choke points may emerge. Hence the overall impact of FRA on sector capacity cannot be determined without simulations.

Safety No impact.


FRA allows airspace users to fly direct routes, thus reducing flight distance flown, with consequent savings in fuel and direct and strategic operating costs. There are environmental benefits from savings in CO2-emissions.

Cost efficiency Investments at ANSP-level will deliver benefits in financial terms to users, but not to ANSPs.


Project Name: Extended Arrival Management Project Code: XMAN

Organisation(s) Belgocontrol DFS DSNA LVNL MUAC Skyguide NATS

Description/Scope/Objectives The XMAN/AMAN project will develop and implement a harmonised approach to arrival management in the core area of Europe because it has to rely on cross-centre and cross-border processes and procedures. Theimplementation of XMAN will improve and optimise arrival management operations for the major 5 airports/TMAsas well as for other selected intermediate airports as defined by the Commission Implementing Regulation (EU) No716/2014. One of the main characteristics of the XMAN project is the extension of the planning horizon of arrival managementsystems (AMAN) from the local TMA into the airspace of upstream control centres. The final extension of arrival management operations is expected to reach as far as 200 NM or even beyond, depending on the operational environment and the needs of the stakeholders. These extended planning horizons will cover almost the entire FABEC airspace and, as a consequence, most of the FABEC control centres will be affected by extended AMAN operations and some of them will need to feed several arrival streams for different airports/TMAs.

Schedule/Implementation planning The XMAN project envisages 3 development and implementation steps: Basic - from 2012 to 2017 The Basic Step uses the currently available systems and technologies in order to establish cross-centre arrival management in the airspace controlled by DFS, LVNL, MUAC, DSNA and NATS. Advanced - from 2013 to 2023 The Advanced Step will take into account validated SESAR results concerning Time Based Flow Management(TBFM) in order to improve the en-route part of cross-centre arrival management in the overall FABEC airspace. This step also requires enhanced data exchange between ACC/UAC in order to support a delay sharing strategy.Additional planning information related to departures and airborne flights will be used to be provided by Airport-CDM and/or Network Management. This step has potentially an impact on all FABEC ACCs. Optimised - from 2017 to 2023 The Optimised Step will take into account further validated SESAR results and will optimize the cooperation between arrival management and Airport-CDM, Aircraft Operators and Network Management in order to widely share Arrival Management (AM) information between all partners and to process and to apply Arrival Management information where needed.

Status The FABEC XMAN Basic Step definition has been finalized in September 2015. The concept development of the Advanced Step has been finalized in November 2014.

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: - ATC07.1: Implement arrival management tools. - ATC15: Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations. PCP: - AF1: Extended AMAN and PBN in high density TMA Deployment Programme DP 2015: - Family 1.1.1: Basic AMAN - Family 1.1.2: AMAN upgrade to include Extended Horizon function Expected Performance Contribution (specific to the participating organisation(s)) Capacity Improved average punctuality: small positive effect.

Better forecast for sector loads: small positive effect. Reduced controller workload: no significant effect.

Safety Improved situational awareness: small positive effect. Reduced tactical interventions: small positive effect.



Reduction of: Track miles and holdings: small positive effect; Fuel burn: large positive effect; CO2/NOX emissions: large positive effect.

Cost efficiency From ANSP point of view: large negative effect (investment cost without financial return for ANSP).


Project Name: Flow Optimisation Concept Scenario Project Code: FOCS

Organisation(s) Belgocontrol DFS DSNA MUAC NATS

Description/Scope/Objectives The overall objective of the FOCS Project is to develop, to validate (when applicable) and to implement the different tabled implementation packages defined during the FOCS Study, while taking the most recent changes of the FABEC airspace into account. For RP3, an updated problem statement will be developed in Q4 2016 which will be the basis for further work for this reference period.

Schedule/Implementation planning The Local Implementation Packages will be fully executed and managed locally (ASM and VFE improvements, CBA100, French corner). For these elements the FOCS Project only ensures FABEC monitoring. As such, their planning is done at local level and not in scope.

For the Implementation Packages (IPs) West (W) and East-South (ES), work is planned in two parallel streams (W and ES). Each stream has its own set of PLC milestones.

The phase up to MS2 will focus on achieving an agreement on the overall design (for West) or on a shortlist of acceptable overall designs (for ES).

The phase up to MS3 will use real-time simulations to select and validate the final design for ES. The W and ES designs will be further elaborated to a level of detail allowing actual implementation.

The safety and performance work up to MS2 will be limited to monitoring of progress. Furthermore, the technical domain is not involved at this stage. The bulk of the work up to MS2 will therefore be done by the PMT, which has a mixed attendance of civil and military operational experts. The PMT will handle both streams of work (W, ES).

Expected availability of PMT members drives the rate of progress in the current planning.

Status The FOCS project is in the launch phase and its scope may be revisited in 2016. Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: n/a Expected Performance Contribution (specific to the participating organisation(s)) Capacity Still to be determined. Safety Shall not deteriorate. Environment (including flight efficiency)

Still to be determined.

Cost efficiency Still to be determined.

FOCS area


Project Name: Implementation of Common Cost Management level II Project Code: CCM level II

Organisation(s) ANA LUX Belgocontrol DFS DSNA LVNL MUAC Skyguide

Description/Scope/Objectives The common planning of financial aspects (investments, cost savings, etc.) between ANSPs is considered the next step towards an aligned financial framework. The project will analyse which cost items can commonly be planned, which synergies can be derived and which consequences can be derived from the obtained information.

Schedule/Implementation planning 2015-2016

Status Ongoing; started in 2015.

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: n/a Expected Performance Contribution (specific to the participating organisation(s)) Capacity N/A Safety N/A Environment (including flight efficiency)

N/A

Cost efficiency The project should be the baseline for future financial cooperation and hence an enabler for future benefits in Cost Efficiency without actually delivering own elements of cost saving.


5.3 Regional cooperation Where deemed necessary, Belgian Defence relies on identical co-ordination arrangements with adjacent ANSPs. In addition, when deemed necessary, joint BELANC - LVC meetings are organised in order to improve and to harmonise all airspace projects.

In order to avoid possible safety occurrences, the CAA of The Netherlands and the BCAA, Defence and the involved ANSPs (Belgocontrol, LVNL and the German authorities in a later stage) created a WG, called FABLIMAS (FAB Liège Maastricht)) with the objectives to make a proposal for a transparent cross-border Terminal Airspace System (TAS)3 that meets the operational requirements of traffic operating in and out of Liège airport and Maastricht/Aachen airport, as well as all other traffic operating in the airspace concerned or having an impact on such traffic.

The result of the study was submitted to BELANC in June 2010; it included a proposal for a cross-border TAS, taking into account the objectives of the Single European Sky (SES) and allowing optimised airspace utilisation for all civil/ military stakeholders involved.

The study took also due consideration of environmental, legal, institutional and cost effectiveness issues.

The finalized report including the BELANC remarks was presented in June 2011 to DIRCOM. The current situation being different from the starting point there is a need to open again the discussion and to analyze in 2013 the new situation in the light of the future developments. NL CAA launched an updated initiative called “LIMAS” that should first be analysed with BCAA begin 2014. Awaiting any further development from the NL side, BE did put the project on hold in 2015.

UK is developing a Concept of Operations developing a transition altitude of 18,000ft in the UK-IRELAND FAB for implementation in winter 2017/18. Multi-lateral discussions between UK and the involved ANSPs & CAAs are on-going in order to revise and update all existing Memoranda of Understanding and Letters of Agreement as necessary.

Coordination with the 4-States / EUROCONTROL BCAA, Belgocontrol and Belgian Defence have representatives within the Maastricht Coordination Group (MCG).

Belgocontrol participates in the 4-States WGs, the SURNET Board and the Common Network Group and participates in the RAPNET Network Management.

Certification and supervisory function on ANS provision in BENELUX and German airspace The DGCAs of Belgium, The Netherlands, Luxembourg and Germany (the 4 States) have agreed that the NSAs of the 4 States will co-operate in the certification and supervision of MUAC, which is providing ANS in the airspace falling under their responsibility.

To accomplish this cooperation, an NSA Committee of the 4 States has been established. The certification of MUAC took place in 2007 and ongoing supervision on behalf of the four NSAs is performed by audits and surveys on a regular basis.

Co-ordination with the EUROCONTROL/ 6-States Group The EUROCONTROL RNDSG created the 6-SRFG, which meets on a regular basis. Some actions were undertaken in order to enhance the co-operation between the members of the group. On regulatory level a group was created in 2006 between the concerned States: the Regulatory Information and Co-ordination Board Area North West (RICBAN) with the participation of the BSA-ANS and the Belgian civil and military Regulators.

3 Terminal Airspace System (TAS) – An amalgam of two or more terminal airspace structures aimed at improving the design and management of terminal routes and ATC sectorization servicing several airports in close proximity. A TAS could extend across national borders if necessitated by Operational requirements.


Co-operation between Defence, Belgocontrol and MUAC Defence, MUAC and Belgocontrol co-operate very closely in different operational and technical working arrangements. Of special importance is the co-operation between the MIL ATCC Semmerzake, MUAC and Belgocontrol since all provide ATS in Brussels FIR/UIR. Flight and radar data is exchanged between the units on GAT in Brussels FIR/UIR. The feasibility to provide OAT flight data to MUAC and Belgocontrol will be investigated.


ESSIP Objective Implementation Chapter 6 -

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

o a colour code is used to show the Objective Scope in the Objective ID cell, and o another colour code is used to show the Objective Progress in the State and for each

national stakeholder.

Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs) Obj. Progress (**) State’s high level progress statement State Impl. Date REG (By:mm-yyyy) REG high level progress statement

REG Progress (**) REG Impl. Date

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

ASP. Progress (**) ASP Impl. Date

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

MIL. Progress (**) MIL Impl. Date

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

APO. Progress (**) APO Impl. Date

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

ECAC Completed No Plan EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data APT Late


6.2 ESSIP Objectives Implementation progress

AOM13.1

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

Planned

-

Refer to REG, ASP and Mil Authority comments 30/04/2016 REG (By:12/2018)

BCAA The annual FUA report describes the status of the Belgian implementation. No additional actions are considered as necessary.

‐ Completed

31/12/2011

Mil. Authority ‐ ‐ Completed

31/12/2011

ASP (By:12/2018)

Mil. Authority ‐ ‐ Completed

31/12/2011

Belgocontrol Currently there is no requirement at Belgocontrol for OAT handling. The planning will depend on the completion of the actions of the regulator.

‐ Not Applicable

‐

MIL (By:12/2018)

Mil. Authority

The Belgian Air Force has implemented the EUROAT rules in 2011. The exceptions to these EUROAT rules are published via the "National Chapter". The SLA CIV/MIL AIS was signed in APR 2015, it is foreseen that the TA COMMON AIP will be signed early 2016 with as a goal the common AIP publication and the migration of military aeronautical data to SDO and PAMS.

‐

Planned

30/04/2016


AOM19

Implement Advanced Airspace Management Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016

Planned

-

Refer to ASP and Mil Authority comments 31/12/2016 ASP (By:12/2016)

Belgocontrol

From February 2016 on, a LARA‐Eurocat live trial will be conducted in Belgocontrol between Brussels ACC and Belgian Defence in order to test the presentation of airspace activation data directly on the ATCO’s CWPs. Only a limited number of areas will be selected for this trial in order to check the technical operability of the system. ASP05 is in status ‘late’ as it will be finalized in 2016 iso end 2015. However, the entire objective will be finalized in the requested period, so the overall status for this objective is ‘partly completed’.

FABEC ATFCM/ASM Project

Partly Completed

31/12/2016

Mil. Authority

The Belgian Air Force implemented LARA as client of the Belgian cluster in April 2012, LARA being an airspace management tool that allows visualisation of MIL airspace bookings between not only the military users and service providers, but also towards the civil ANSP's to enhance FUA level 2 and 3. The FUA LoA describing working arrangements between the military and civil ANSP's and the working procedures for FUA L2 and 3 was signed in June 2012, and has been applied since. On 1 December 2013 an update of this FUA LoA was signed by the Civil and Military ANSP's allowing an improvement for pre‐tactical FUA Level 2 by promulgating on a daily basis on working days a AUP and a UUP 1. On the days were a military night flight is planned, also a UUP 2 will be published on the day of operations at 1400 L. In 2015 a Software update Lara V 3.0 was planned but was not implemented. As a result following improvements are now planned for 2016: 1. Improvement of the housekeeping and administrative tools still planned 2. B2B services with the CFMU, 3. more functionalities for the drafting of the AUP and UUP's. The further development of the technical monitoring tool is planned for a later date in 2016 or beyond. In December 2015, the Stakeholders for the Belgian AMC signed an AMC manual that allows an improvement in the organization of the Belgian AMC, that will become applicable as from 1 January 2016. The LARA tool will as from that date be used by Level 2 and 3 in Belgium for ASM. Furthermore in May 2014, a second live trail for testing technical interface between the LARA tool and the NFDPS system of MUAC was organized. The results are being assessed. The implementation of the interface between the LARA tool and the NFDPS system of MUAC has a number of implications that need further analyses before a safe implementation of the automatic (de)activation off military training areas on the MUAC ATCO radar screen can be implemented.

FABEC ATFCM/ASM Project

Partly Completed

31/12/2016


AOM21.1

Implementation of Direct Rout