SW FAB operational projects implementation plan

SW FAB Operational Projects Implementation Plan

Annex N

21 June 2012

Document drafted by the SW FAB Operational Task Force (OTF)

Edition 1.2

June 2012

South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

SW Portugal/Spain FAB Initiative Operational Task Force

SW FAB OPERATIONAL PROJECTS

IMPLEMENTATION PLAN

Edition 1.2

June 2012

South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

REPORT DOCUMENTATION PAGE TITLE OF THE DOCUMENT: SW Portugal/Spain FAB Initiative Operational Task Force SW FAB Operational Projects Implementation Plan AUTHOR(S):

ORIGINATOR:

OTF.- Operational Task Force EDITION:

Aena/NAV Steering Committee DATE:

1.2 SCOPE:

04/06/2012 KEY WORDS:

South West Portugal/Spain

Operational Projects /

FAB Initiative

Implementation Plan/ Risk / Human Factor

ABSTRACT: This document, the SW FAB Operational Projects Implementation Plan, describes the activities to be done, required resources, facilities, technical requirements, operational requirements, a detailed plan as well as expected improvements to be accomplished by each operational project defined in SW FAB. At the same time, a deep description of each project has been included in order to define its scope and affectations with the current operation. Besides, it has been analysed the possible issues, risks and opportunities during the implementation process defined in each implementation schedule. Nevertheless, a tentative implementation day has been included based on a decision date (OTF SW FAB Approval). A close civil military coordination is established to accomplish all these projects. Therefore military dimension is included in each project.

Although, the approach of improvement was made by OTF to take a 10-years perspective in the identification of the relevant parts of the Airspace Structures, consolidating current mature proposal, and ensuring the new ones, especially free route operations, the Implementation Plan has been focused in the first set of operational projects. In this way, the included operational projects in this plan will be implemented before 2013.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

DOCUMENT CHANGE RECORD EDITION

DATE

REASON FOR CHANGE

SECTIONS AND PAGES AFFECTED

0.1

22/12/11

Draft Version Edition

All

0.2

29/12/11

Final Draft Version Edition

All

0.3

09/01/12

Dates and description.

Pagination, Air policing flights, schedules, figures and implementation days.

Pages i, 5, 6, 7, 27 and 36.

Pages 27, 28,36,37,46,49,50,56 and 58.

1.0

06/03/12

1.1

21/05/12

Date and schedule associated with Free Route.

Pages 54,55,56,58 and 59.

1.2

04/06/12

Footnote on introduction

Pages 6 and 7.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF TABLE OF CONTENTS Page 1.INTRODUCTION................................................................................................ 6 1.1.CONTEXT / BACKGROUND .......................................................................... 6 2.IMPLEMENTATION PLAN ................................................................................. 8 2.1.PROJECT I: RESTRUCTURING OF AIRWAY UN-733/A-33 .......................... 9 2.1.1.- OBJECTIVE............................................................................................. 9 2.1.2.- SCOPE .................................................................................................. 10 2.1.3.- DESCRIPTION ...................................................................................... 10 2.1.4.- RESOURCES – HUMAN FACTORS ..................................................... 15 2.1.5.- RISKS, ISSUES AND/OR OPPORTUNITIES ........................................ 16 2.1.6.- IMPROVEMENTS ................................................................................. 16 2.1.7.- IMPLEMENTATION SCHEDULE........................................................... 18 2.2.PROJECT II: NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO LEMG 22 2.2.1.- OBJECTIVE........................................................................................... 22 2.2.2.- SCOPE .................................................................................................. 22 2.2.3.- DESCRIPTION ...................................................................................... 23 2.2.4.- RESOURCES – HUMAN FACTORS ..................................................... 24 2.2.5.- RISKS, ISSUES AND/OR OPPORTUNITIES ........................................ 24 2.2.6.- IMPROVEMENTS ................................................................................. 25 2.2.7.- IMPLEMENTATION SCHEDULE........................................................... 27 2.3.PROJECT III: NEW CROSS BORDER BOUNDARY LIMIT DEFINITION ..... 30 2.3.1.- OBJECTIVE........................................................................................... 30 2.3.2.- SCOPE .................................................................................................. 30 2.3.3.- DESCRIPTION ...................................................................................... 31 2.3.4.- CIVIL-MILITARY COORDINATION PROCEDURES .............................. 36 2.3.5.- TECHNICAL REQUIREMENTS ............................................................. 39 2.3.6.- RESOURCES – HUMAN FACTORS ..................................................... 41 2.3.7.- RISKS, ISSUES AND/OR OPPORTUNITIES ........................................ 41 2.3.8.- IMPROVEMENTS ................................................................................. 41 2.3.9.- IMPLEMENTATION SCHEDULE........................................................... 41 2.4.PROJECT IV: NIGHT DIRECT ATS ROUTE NETWORK ............................. 42 2.4.1.- OBJECTIVE........................................................................................... 42 2.4.2.- SCOPE .................................................................................................. 42 2.4.3.- DESCRIPTION ...................................................................................... 42 2.4.4.- RESOURCES – HUMAN FACTORS ..................................................... 48 2.4.5.- RISKS, ISSUES AND/OR OPPORTUNITIES ........................................ 48 2.4.6.- IMPROVEMENTS ................................................................................. 48 2.4.7.- IMPLEMENTATION SCHEDULE........................................................... 49 2.5.PROJECT V: SANTIAGO/ASTURIAS FREE ROUTE AIRSPACE ................ 52 2.5.1.- OBJECTIVE........................................................................................... 52 2.5.2.- SCOPE .................................................................................................. 52 2.5.3.- DESCRIPTION ...................................................................................... 53 2.5.4.- RESOURCES – HUMAN FACTORS ..................................................... 53 2.5.5.- RISKS, ISSUES AND/OR OPPORTUNITIES ........................................ 54 2.5.6.- IMPROVEMENTS ................................................................................. 54 2.5.7.- IMPLEMENTATION SCHEDULE........................................................... 55 3.CONCLUSIONS ............................................................................................... 58 4.ACRONYMS AND TERMINOLOGY ................................................................. 60

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TABLE OF FIGURES Page Figure 1 : Figure 2 : Figure 3 : Figure 4 : Figure 5 : Figure 6 : Figure 7 :

Main traffic flows via UN-733....................................................................................... 9 MODIFICATION IN A-33/UN-733 (LOWER AIRSPACE) ......................................... 12 MODIFICATION IN A-33/UN-733 (UPPER AIRSPACE) .......................................... 13 EXAMPLE OF CHARTS PROVIDED IN THIS PROJECT ........................................ 14 IMPLEMENTATION SCHEDULE - RESTRUCTURING OF AIRWAY UN-733/A-33 20 NW traffic from/to LEMG ........................................................................................... 22 IMPLEMENTATION SCHEDULE - NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO LEMG ....................................................................................................... 28 Figure 8 : Boundary limit definition Central & West Airspace Blocks. ....................................... 30 Figure 9 : AREA A - Delegation from Lisbon ACC To Madrid ACC .......................................... 32 Figure 10 : AREA B - Delegation from Madrid ACC To Lisbon ACC .......................................... 33 Figure 11 : AREA C -Delegation from Lisbon ACC to Sevilla ACC ........................................... 34 Figure 12 : AREA D -Delegation from Sevilla ACC to Lisbon ACC ............................................ 35 Figure 13 : Civil – Military Coordination procedures in new delegated areas to Lisbon ACC (Air Policing flights) .......................................................................................................... 36 Figure 14 : Civil – Military Coordination procedures in new delegated areas to Madrid/Sevilla ACC (Air Policing flights) ........................................................................................... 37 Figure 15 : Civil – Military Coordination procedures in new delegated areas to Lisbon ACC (OAT flights) ........................................................................................................................ 38 Figure 16 : Civil – Military Coordination procedures in new delegated areas to Madrid/Sevilla ACC (OAT flights) ...................................................................................................... 38 Figure 17 : Initial Phase - Night direct route ................................................................................ 43 Figure 18 : Example of extended ATS routes in accordance with new border ........................... 43 Figure 19 : Example of shortened ATS routes in accordance with new border .......................... 44 Figure 20 : FINAL DESIGN OF NIGHT DIRECT ATS ROUTES AND BOUNDARY LIMIT ....... 46 Figure 21 : IMPLEMENTATION SCHEDULE - NIGHT DIRECT ATS ROUTE NETWORK & NEW CROSS BORDER BOUNDARY LIMIT DEFINITION ................................................ 50 Figure 22 : Free route Lisbon FIR airspace extension ................................................................ 52 Figure 23 : Santiago / Asturias Free Routes Airspace – Draft Version ...................................... 53 Figure 24 : IMPLEMENTATION SCHEDULE - SANTIAGO/ASTURIAS Free Route Airspace .. 56

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1.- INTRODUCTION1 This document, the SW FAB Operational Projects Implementation Plan, describes the activities to be done, required resources, facilities, technical requirements, operational requirements, a detailed plan as well as expected improvements to be accomplished by each operational project defined in SW FAB. At the same time, a deep description of each project has been included in order to define its scope and affectations with the current operation. Besides, it has been analysed the possible issues, risks and opportunities during the implementation process defined in each implementation schedule. Nevertheless, a tentative implementation day has been included based on a decision date (OTF SW FAB Approval).

A close civil military coordination is established to accomplish all these projects. Civil military coordination is a key element to enhance the airspace structure. Therefore military dimension is included during the entire document being part of each project.

Although, the approach of improvement was made by OTF to take a 10-years perspective in the identification of the relevant parts of the Airspace Structures, consolidating current mature proposal, and ensuring the new ones, especially free route operations, the Implementation Plan has been focused in the first set of operational projects. In this way, the included operational projects in this plan will be implemented before 2013.

1.1.- CONTEXT / BACKGROUND The establishment of Functional Airspace Blocks (FABs) is a key element of Single European Sky and need to be developed based on operational needs bearing in mind safety, airspace capacity, cost efficiency improvement objectives and environmental improvements through increased flight efficiency.

The Regulations (EC) No 550/2004 and (EC) No 1070/2009 state that: “The functional airspace blocks are key enablers for enhancing cooperation between air navigation service providers in order to improve performance and create synergies. Member States should establish functional airspace blocks within a reasonable time-frame.

For that purpose and in order to optimise the interface of functional airspace blocks in the single European sky, the Member States concerned should cooperate with each other and where appropriate they should also cooperate with third countries�.

1

The Republic of Portugal will decide on Santa Maria Oceanic FIR inclusion in the SW FAB Airspace by 31st December, 2014. Even though the SW FAB initiative comprises currently four flight information regions (FIR/UIR) (Madrid, Barcelona, Lisbon and Canarias), this technical document was prepared and completed considering Santa Maria Oceanic FIR. A new document edition would be released after December 2014 if Santa Maria Oceanic FIR exclusion is decided.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF “By 4 December 2012, Member States shall take all necessary measures in order to ensure the implementation of functional airspace blocks with a view to achieving the required capacity and efficiency of the air traffic management network within the single European sky and maintaining a high level of safety and contributing to the overall performance of the air transport system and a reduced environmental impact. Member States shall cooperate to the fullest extent possible with each other, in particular Member States establishing neighbouring functional airspace blocks, in order to ensure compliance with this provision. Where relevant, cooperation may also include third countries taking part in functional airspace blocks”.

Aena and NAV Portugal, based on their traditional collaboration in areas of common interest, signed on the 29th February 2008 a revised Letter of Intent (LoI) to set up a strengthened collaboration framework.

Aena and NAV Portugal established a framework of collaboration to produce a common feasibility study, taking into account military requirements and enhancing civil military coordination, for the creation of common cross-border SW Portugal Spain FAB based on the guidance material provided by Eurocontrol and the supporting material provided by the European Commission.

In this way, and according to the Memorandum of Understanding (MoU) defining the formal framework for cooperation in the SW Portugal Spain FAB initiative, signed on March 17th 2009 by Spanish and Portuguese civil aviation authorities and service providers (Instituto Nacional de Aviação Civil, Dirección General de Aviación Civil, Agencia Estatal para la Seguridad Aérea, Aena and NAV Portugal), it was established an Operational Task Force (OTF) to deal with airspace issues in the framework of the SW FAB. Firstly a document, “Airspace Organization and Classification”, was delivered to get a deep knowledge of the Portuguese and Spanish airspace, airspace management (civil and military) and a full up characterisation of current and forecasted traffic.

Secondly, SW FAB Operational Requirements were defined to describe the expected operational scenario from the users’ perspective and the proposed operational improvements in the main ATM areas: demand/capacity balancing, safety, flight efficiency, environment and airspace organisation & management, national security & defence.

Finally, a SW FAB Operational Plan was made to take a 10-years perspective in the identification of the relevant parts of the Airspace Structures, consolidating current mature proposal, and ensuring the new ones, especially free route operations, its alignment with new strategies and compatibility with their future evolutions. This plan was divided in the phase timeframe: short (until 2012), medium (until 2015) and long term (until 2020).

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.- IMPLEMENTATION PLAN Accomplishing with the roadmap of activities on the framework of the SW FAB initiative, the Operational Task Force (OTF) identified several operational proposals which could improve the performance of the SW FAB area of responsibility.

The approach of the Operational Plan has been made to take a 10-years perspective in the identification of the relevant parts of the Airspace Structures, consolidating current mature proposal, and ensuring the new ones, especially free route operations, its alignment with new strategies and compatibility with their future evolutions.

This approach to be considered by the Operational Task Force it is summarized in the SW FAB Operational Plan according to a three phases timeframe: PHASE I - Short term: until 2012; o o o o o

Restructuring of airway UN-733/A-33; New Route option for NW traffic from/to LEMG (UM-30); New cross border boundary limit definition; Night Direct ATS route network; SANTIAGO/ASTURIAS Free Route Airspace.

PHASE II - Medium term: until 2015; o o

FIR/UIR Casablanca dualisation project; Restructuring of main interface between SW FAB/Marseille;

PHASE III - Long term: until 2020. o o

SW FAB free route airspace concept phase II. SW FAB free route airspace concept phase III.

Accomplishing with SES legislation, the entire proposal will be built on operational requirements without regard to State boundaries.

Hence SW FAB Operational Plan contains several initiatives and proposals to be implemented in the time-frame mentioned above and it will be updated with new proposals and projects on annual basis thereafter. Nevertheless, according with the scope of document, this document is focused on the PHASE I. To this purpose the content of this chapter it will be divided in three different parts: A deep description of the operational project.

Identification of the operational improvements to be achieved by each project according with the SW FAB Operational Requirements Finally, a full implementation plan which includes the main tasks, milestones and the tentative implementation day.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.1.- PROJECT I: RESTRUCTURING OF AIRWAY UN-733/A-33 2.1.1.-

OBJECTIVE

This project represents an ambitious plan to redesign one of the main axes used by domestic traffic in SW FAB: the connection between Balearic Islands with air traffic from / to centre-south the Iberian Peninsula.

This project is very complex and extensive due to it involves numerous changes of airways as well as instrumental procedures of several airports. Its main objective is to split this axis in order to improve the ATS service provided in this area. In this way, increase of safety levels, capacity and efficiency for airspace users will be guaranteed.

In other words, the modifications to be dealt with in this operational project will allow reducing the number of conflicts between aircrafts and will offer a better airspace organization.

Next figure shows broadly speaking the affected area for this operational project.

Figure 1 : Main traffic flows via UN-733

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.1.2.-

SCOPE

In order to achieve the objective of this operational project defined before, several solutions were analyzed according with the restrictions, operation in this area and military agreements.

Based on the operational requirements to be obtained, a final design was agreed by the different affected ATS Units: Barcelona ACC, Palma TMA, Valencia TACC as well as several airports.

2.1.3.-

DESCRIPTION

A final design has been already agreed by the different affected ATS Units according with military agreements. The main keys in this operational project have been the following: o

Modification of A-33 jointed with B-46 and G-30 ones in the lower airspace;

o

Change of UN-733 as well as alterations of UM-134 and UN-851 in upper airspace.

In accordance with this new airways network, SIDs and STARs of following airports have been modified: Alicante (LEAL), Palma Mallorca (LEPA), Ibiza (LEIB), Menorca (LEMH) and Valencia (LEVC).

After all manoeuvres were checked in flight to guarantee the operation, a safety assessment has been planned to agree operational procedures among ATS Units involved. In order to disseminate these modifications, airspace users will be informed by means of an information inquiry.

Next figures show the final design for lower and upper airspace.

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Figure 2 : MODIFICATION IN A-33/UN-733 (LOWER AIRSPACE)

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Figure 3 : MODIFICATION IN A-33/UN-733 (UPPER AIRSPACE) SW FAB Operational Projects Implementation Plan

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

An example of the modified instrumental chart is shown below:

Figure 4 : EXAMPLE OF CHARTS PROVIDED IN THIS PROJECT

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Besides, this operational project has associated other tasks equally relevant: According with new airspace network, a new airspace design has been analyzed, which involve new traffic volumes, configurations of sectors and new capacities associated to sectors.

Rewords the operational procedures, handbook controller and contingency plan in each affected ATS Unit.

To reword the current operational Letters of Agreement of affected ATS Units (Barcelona ACC, Madrid ACC, Palma TMA and Valencia TACC).

To modify the ATC’s Data base as well as to implement new technical specifications.

To prepare new publications for the AIP (the foreseen date to publish is on 23/02/2012).

A part of the last operational improvements described before, this project requires the following approvals: AESA approval (Agencia Estatal de Seguridad Aérea).

Military Agreement reached in Spain (Interministerial Commission DefenceDevelopment -CIDEFO). It is being coordinated through the Spanish Permanent Organization for Airspace Management (OPGEA, Organismo Permanente para la Gestión del Espacio Aéreo) A SW FAB / OTF approval.

2.1.4.-

RESOURCES – HUMAN FACTORS

ATC Controller Training has been planned in order to implement the final design. This training affects mainly the following ATS Units: Barcelona ACC; Palma TMA; Valencia TACC; Madrid ACC. In this line, more that 500 ATC controllers will be informed and prepared to manage the traffic according with the new scenario. This training has required of specific exercises, adaptation of databases and technical staff to prepare it.

The ECAO controllers are also affected by this project. In line with the current ACC included in the sections, Madrid and Barcelona ECAOs controllers need to be trained.

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2.1.5.-

RISKS, ISSUES AND/OR OPPORTUNITIES RISK The operational change affects to several ATS Units which has required a lot of co-ordinations. Although all activities have been planned, the delay of one of them will involve a modification of implementation day.

The impact of this risk is very low.

OPPORTUNITY During the process of civil-military co-ordinations the scope of this project was reduced caused by some operational restrictions. Nevertheless, currently the OPGEA is working to eliminate these constrictions. Therefore, this project has established the basis to change the axis Madrid – Palma.

2.1.6.-

IMPROVEMENTS

The estimated improvements for this project are qualitative in accordance with the KPIs developed in “SW FAB Operational Requirements” document. Nevertheless, a Cost Benefit Analysis has been just planned in SW FAB where the main key performance indicators will be evaluated quantitatively.

The criteria used to evaluate the potential improvements have been the following: N/A: Initially this KPI will not be addressed by this project.

Low: Once analyzed the affected foreseen traffic as well as the global impact of the project in SW FAB, it is considered like a slightly improvement.

Medium: Once analyzed the affected foreseen traffic as well as the global impact of the project in SW FAB, it is considered like a strong improvement.

High: This KPI is the main key to be addressed by the project due to scope, objective and impact.

In order to respond to the challenges and to ensure a continued performance driven planning process, the improvements associated to “RESTRUCTURING OF AIRWAY UN-733/A-33” should be the following:

Safety: Undoubtedly air transport is one of the safest means of transport and the top priority of air navigation service providers (ANSP’s) is to prevent any collisions between aircraft. In this way, safety is considered a prerequisite of implementing any South West FAB project.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF In this case, several ATS routes have been split as well as SIDs and STARs adapted to new flows.

The impact in this key performance indicator would be high,

Capacity: The impact in this key performance indicator would be low.

Flight efficiency: The impact of this key performance indicator is foreseen medium. Although this modification affects to numerous flight everyday, the scope is limited.

Environment: The impact in environment would be low.

National Security & Defence requirements: N/A.

Airspace organisation & management: Civil – military coordination will add flexibility, ATC sectorisation as well as the modification of current airways network will allow ATS routes to be more direct and unidirectional. Therefore, three of five target areas defined in this KPI will be achieved (free route and new airspace classification will not be addressed in this project).

The impact in airspace organisation & management would be high.

Performance management; In accordance with the impact in environment and capacity, the impact in performance management would be low.

Interaction with other FAB’s: N/A.

Next table resumes the KPIs should be accomplished by this operational project:

SAF H

CAP L

EF M

ENV L

NS&D -

SW FAB Operational Projects Implementation Plan

ASM H

PM L

INT -

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.1.7.-

IMPLEMENTATION SCHEDULE

Based on the SW FAB approval dated on 16th January of 2012, the tentative implementation day for this operational project is 03rd May of 2012. Next image shows a detailed implementation plan with tasks and dates.

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Figure 5 : IMPLEMENTATION SCHEDULE - RESTRUCTURING OF AIRWAY UN-733/A-33

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2.2.- PROJECT II: NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO LEMG 2.2.1.-

OBJECTIVE

Due to the significant relevance of Malaga airport (LEMG) in terms of traffic demand a huge ground restructuring is being in place with the creation of a new parallel runway which will increase largely its current ATC capacity.

As a consequence, air side will have to catch up with ground developments offering better solutions to increase ATC capacity and flight efficiency with the creation of new arrivals and departure routes, as well as new connection routes in the Upper Air Space.

2.2.2.-

SCOPE

This project will design a new route option to fly direct from/to Malaga Airport (LEMG) to/from ZMR VOR/DME with a significant distance reduction, as presented in next figure:

Figure 6 : NW traffic from/to LEMG

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.2.3.-

DESCRIPTION

At the beginning, this project was focused on to design a new route to fly direct to Malaga Airport to ZMR VOR/DME. This design was based on a parallel ATS Route of UW-990. Thus, inbound/outbound traffic to/from Malaga Airport should be separated.

Nevertheless, this solution is incompatible with other operational project defined in SW FAB (New Boundary Limit Definition) which has greater relevance. Besides, it could generate an undesirable operational situation over ZMR. In order to resolve this operational problem, the design was addressed to re categorize the UW-990. This ATS route, based on the last resolution of RNDSG, will be denominated UM-30. The utilization of this ATS Route is affected by the Restricted Area LER86 (sector C). This area is used for training flights from FL245 to FL 450. It is requested clearance from Badajoz TWR to overfly it. Thus, all air activity within the area is prohibited to all types of aircraft not carrying radio communication equipment to establish radio contact with Badajoz TWR. In addition, the schedule of activity is all time on Friday, Saturday and Sunday between sunrise and sunset time. Last period is extended three hours more after of sunset time for the rest of the weekday. Night activity is announced by NOTAM. See Spanish AIP, the section 5.1-7, for more accurate information.

Next figure shows the affectation described above:

Relationship between UM-30 and LER86 (Sector C)

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF In this way, SW FAB Operational Plan is fully compliant with main guidelines arisen from ARN v7 concept of operations. Through the solutions proposed in ARN Version-7, the military should be able to have a more dynamic airspace allocation system with enhanced FUA application. Therefore, according with the principles of SW FAB and the FUA concept, UM-30 will be implemented like Conditional Route (Level 2). In this way, the UM-30 could be plannable and could be included in FPL according to the conditions daily published, the day before operations, through the Conditional Route Availability Message (CRAM). This improvement has been the stemmed from agreement reached in the OPGEA (Airspace Management Permanent Organism). This agreement states that UM-30 could be plannable in the following schedule: From 1300Z Friday until 0500Z Monday. The pre-tactical level will be performed by the Spanish Civil/Military Airspace Management Cell (AMC). Anyway, this route will be CDR2 only when the segregated area is activated (period to be established and published in AIP).

In addition, to extend the operational improvement of this project, the UM-30 will be become in bidirectional ATS Route. Thus, outbound/inbound traffic from/to Malaga Airport either overflights from/to Casablanca FIR by ZMR/HIJ could be beneficed.

Note that, although it was agreed in OPGEA, it is pending of the final approval from CIDEFO (see the implementation schedule).

2.2.4.-

RESOURCES – HUMAN FACTORS

ATC Controller Training has not been planned in the ATS Units affected (Madrid ACC, Sevilla ACC and Malaga APP). However, AIP’s publications, handbook controller, Contingency Plan and Letter of agreement will require to be modified.

2.2.5.-

RISKS, ISSUES AND/OR OPPORTUNITIES

ISSUE Currently, the SIDs and STARs associated to Malaga Airport have been modified in accordance with the new runway. However a specific SID and STAR, to use directly UM-30, has not been included.

The action to resolve this issue will be to disseminate this operational information by means of operational circular.

RISK It is necessary a close civil-military coordination to fulfil the airspace requirements of both, civil and military.

Lack of SID and STAR will be operationally resolved by means of tactical ATC clearances. On some circumstances, it could imply an increase of workload and then it will be not allowed by ATC restrictions.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.2.6.-

IMPROVEMENTS

See in the section 2.1.6.- the criteria used to define the below described improvements.

According with the objectives of SW FAB ATM, the improvements associated to “NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO LEMG” should be the following: Safety: N/A. Capacity: Traffic from/to Malaga Airport to/from United Kingdom could avoid ATC delays by rerouting. The impact in this key performance indicator would be medium.

Flight efficiency: This key performance indicator is accomplished in two ways: o

Shorter distance between LEMG AD and ZMR VOR/DME.

o

More flight level enabled due to it will generate a new alternative that connects Malaga Airport with KORUL / LOTEE.

The impact of this key performance indicator is foreseen high. Nevertheless, the impact caused by it will depend of the new demand. Note that, this demand should be generated by the implementation of new runway in Malaga Airport.

Environment: In this sense, environmental performance is directly linked to efficiency defined before. Inefficient air traffic management results in increases of unneeded CO 2 emissions. In other words, more flight efficiency involves less fuel consumption and CO2/NOx emissions.

The impact in environment would be low.

National Security & Defence requirements: N/A. Airspace organisation & management: Civil – military coordination will add flexibility as well as the modification of current airways network will allow ATS routes to be more direct. Therefore, two of four target areas defined in this KPI will be achieved.

The impact in airspace organisation & management would be low caused by the scope is limited.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Performance management; In this sense, performance management is directly linked to environmental performance, flight efficiency and capacity defined above. Consequently, this project will contribute to obtain the EU-wide performance targets adopted by the European Commission (EC).

Therefore, the impact in performance management would be medium.

Interaction with other FAB’s: N/A.

Next table resumes the KPIs should be accomplished by this operational project:

SAF

-

CAP M

EF H

ENV L

NS&D -

SW FAB Operational Projects Implementation Plan

ASM L

PM M

INT -

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.2.7.-

IMPLEMENTATION SCHEDULE

Based on the SW FAB approval dated on 16th January of 2012, the tentative implementation day for this operational project is 18th October of 2012. Next image shows a detailed implementation plan with tasks and dates.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Figure 7 : IMPLEMENTATION SCHEDULE - NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO LEMG

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2.3.- PROJECT III: NEW CROSS BORDER BOUNDARY LIMIT DEFINITION 2.3.1.-

OBJECTIVE

On the basis of the Single European Sky (SES) legislation FAB’s should be based on operational requirements, established regardless of State boundaries and the provision of air navigation services should be optimised with a view to enhance the cooperation among the air navigation service providers involved. In order to permit a flexible improving and the operational efficiency of airspace users, SW FAB will realign current State boundary limit, for ATS purposes.

2.3.2.-

SCOPE

SW FAB will realign current State boundary limit, for ATS purposes and, between Central and West Operational Airspace Block (See Figure 8 :). The scope of this realignment is from FL245 to unlimited and is affecting the military operations in LER86 A and C (LER 86A GND-FL460 and LER 86C FL245-460), LED (m) 124 (FL245FL460) and LPR 51B (1000ft-FL250) activated according to AIP. In order to guarantee the military operations, where the military areas are crossed by the new boundary, it will be necessary to implement appropriate civil-military coordination procedures.

In this line, the final boundary limit definition has responded to operational expert expectation and can be considered of a great value to overcome current limitations due to national borders.

Next figure identifies the idea of the new boundary limit definition, for ATS purposes, that has been co-ordinated between the air navigation service providers and the military authorities of both States:

Figure 8 : Boundary limit definition Central & West Airspace Blocks.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.3.3.-

DESCRIPTION

The new boundary limit between Central and West Operational Airspace Block has responded to operational expert expectations, already manifested in previous OTF reports, and can be considered of a great value to overcome current limitations due to national borders which will permit to obtain a flexible network in order to improve the operational efficiency.

The final proposal will be alignment with new strategies and compatibility with others operational projects. Currently, the new limits should be defined as following: Vertical Limits: From FL 245 to UNL. Lateral Limits: 415222N 0085536W (AGADO); 414854N 0080452W (ASPOR); 414105N 0063738W (New Point); 412859N 0061648W (ADORO); 411827N 0061640W (NETOS); 403501N 0061809W (BARDI); 393128N 0062605W (CCS); 391946N 0062731W (New Point); 390632N 0070142W (New Point); 370744N 0072300W (MINTA); 370212N 0072300 W (PESAS); 355000N 0072500W (KORNO).

To accomplish the implementation of this operational project, several delegated areas have been defined.

AREA A Delegation from Lisbon ACC to Madrid ACC. By agreement between Madrid ACC and Lisbon ACC, the air traffic service is provided by Madrid ACC within the airspace defined by: o

Vertical Limits: From FL 245 to UNL.

o

Lateral Limits: 415222N 0085536W (AGADO); 414854N 0080452W (ASPOR); 414105N 0063738W (New Point); 412859N 0061648W (ADORO); following the Spanish-Portuguese border up to; 415222N 0085536W (AGADO).

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF Next image shows the lateral limits described above,

Figure 9 : AREA A - Delegation from Lisbon ACC To Madrid ACC

AREA B Delegation from Madrid ACC to Lisbon ACC. By agreement between Madrid ACC and Lisbon ACC, the air traffic service is provided by Lisbon ACC within the airspace defined by: o

Vertical Limits: From FL 245 to UNL.

o

Lateral Limits: 412859N 0061648W (ADORO); 411827N 0061640W (NETOS); 403501N 0061809W (BARDI); 393128N 0062605W (CCS); 391946N 0062731W (New Point); 390632N 0070142W (New Point); following the Spanish-Portuguese border up to; 412859N 0061648W (ADORO).

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Next image shows the lateral limits described above,

Figure 10 :

AREA B - Delegation from Madrid ACC To Lisbon ACC

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

AREA C Delegation from Lisbon ACC to Sevilla ACC. By agreement between Lisbon ACC and Sevilla ACC, the air traffic service is provided by Sevilla ACC within the airspace defined by: o

Vertical Limits: From FL 245 to UNL.

o

Lateral Limits: Portuguese airspace located at east side of the line defined by the following co-ordinates: 390632N 070142W (New Point) and 370744N 072300W (MINTA)

Figure 11 :

AREA C -Delegation from Lisbon ACC to Sevilla ACC

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

AREA D Delegation from Sevilla ACC to Lisbon ACC. By agreement between Lisbon ACC and Sevilla ACC, the air traffic service is provided by Lisbon ACC within the airspace defined by: o

Vertical Limits: From FL 245 to UNL.

o

Lateral Limits: Spanish airspace located at west side of the line defined by the following co-ordinates: 390632N 0070142W (New Point) and 370744N 0072300W (MINTA)

Figure 12 :

AREA D -Delegation from Sevilla ACC to Lisbon ACC

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.3.4.-

CIVIL-MILITARY COORDINATION PROCEDURES

The application of the new boundary limit and the inherent delegation of airspace for ATS purposes raised the need to implement appropriate civil-military coordination procedures in order to guarantee the operation of Air Policing and OAT (Operational Air Traffic) flights within the above mentioned delegated airspace. These procedures involve the civil and military ATS units and also the Air Defence units from Portugal and Spain as described in the following subparagraphs.

2.3.4.1.- AIR POLICING FLIGHTS The coordination procedures related with Air Policing missions within the new delegated airspace to Lisbon ACC are based on the following principles: a. The Scramble order is given by the Spanish CRC (Control Reporting Centre) (GRUCEMAC or GRUNOMAC) to the ECAO (Esquadrilla de CirculaciĂłn Operativa) unit (Madrid or Sevilla) which coordinates as convenient with the appropriate ACC (Madrid or Sevilla). Subsequently the Spanish ACC coordinates this flight with Lisbon ACC. b. Further coordination (e.g. deviations to initial vector/altitude) is done directly between the Spanish CRC and ACC being Lisbon ACC informed by the latter. c. Once the Air Defence Flight enters Lisbon ACC responsibility area the coordination stated in the previous paragraph will be done directly between Spanish Air Defence Control Centre and ACC Lisbon. d.

At the same time ECAO unit monitors the Air Policing flights and if necessary helps to coordinate as considered appropriate.

Figure 13 :

Civil – Military Coordination procedures in new delegated areas to Lisbon ACC (Air Policing flights)

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

The coordination procedures related with Air Policing missions within the new delegated airspace to Madrid/Sevilla ACC are based on the following principles: e. The Scramble order is given by the Portuguese CRC to the EITA (Esquadra Independente de Tráfego Aéreo) unit which coordinates as convenient with Lisbon ACC. Subsequently Lisbon ACC coordinates this flight with the Spanish ACC (Madrid or Sevilla). f.

Further coordination (e.g. deviations to initial vector/altitude) is done directly between the Portuguese CRC and ACC being Madrid ACC informed by the latter.

g. Once the Air Defence Flight enters Madrid/Sevilla ACC responsibility area the coordination stated in the previous paragraph will be done directly between Portuguese Air Defence Control Centre and ACC Madrid/Sevilla h. At the same time EITA unit monitors the Air Policing flight and if necessary helps to coordinate as considered appropriate.

Figure 14 :

Civil – Military Coordination procedures in new delegated areas to Madrid/Sevilla ACC (Air Policing flights)

2.3.4.2.- OAT FLIGHTS The coordination procedures related with OAT flights within the new delegated airspace to Lisbon ACC are based on the following principles: As appropriate the ECAO unit coordinates the OAT flight with the Spanish ACC unit and subsequently the Spanish ACC coordinates this flight with Lisbon ACC.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF At the same time EITA unit being informed by ECAO unit monitors OAT flight and if necessary helps to coordinate as considered appropriate.

Figure 15 :

Civil – Military Coordination procedures in new delegated areas to Lisbon ACC (OAT flights)

The coordination procedures related with OAT flights within the new delegated airspace to Madrid ACC are based on the following principles: As appropriate EITA unit coordinates OAT flight with Lisbon ACC unit and subsequently Lisbon ACC coordinates this flight with the Spanish ACC. At the same time the ECAO unit being informed by EITA unit monitors OAT flight and if necessary helps to coordinate as considered appropriate.

Figure 16 :

Civil – Military Coordination procedures in new delegated areas to Madrid/Sevilla ACC (OAT flights)

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.3.5.-

TECHNICAL REQUIREMENTS

The delegation of airspace related with the new boundary limits demands the implementation of several technical requirements which have been agreed and planned to achieve the final implementations as described in the following subparagraphs.

On the other hand, several technical requirements have been agreed and planned to achieve the final implementations: New dedicated phone lines should be implemented.

A- CRC Portugal-ACC Lisbon (to be implemented as soon as the new military Voice Communication System enters in force, scheduled for the first quarter of 2012); B- CRC Portugal -ACC Madrid; C- CRC Portugal -ACC Sevilla; D- CRC Spain (GRUCEMAC )-ACC Lisbon; E- CRC Spain (GRUNOMAC)-ACC Lisbon; F- EITA-ECAO Madrid.

Initially and prior to the definitive and necessary coordination between Aena and NAV, the implementation of A, B and C phone lines will be carried out by NAV Portugal and the rest of phone lines by AENA. However, both countries should collaborate in the phone lines they are involved.

Awareness of Flight data or Flight Data Exchange Regarding FPL information, both air forces (Spanish and Portuguese) need to receive the data for identification purposes in their respective sovereignty airspace with enough time in advance. The military requirement for Air Defence purpose is to have the information of the flight plan of any aircraft coming from Spain/Portugal and entering in the area of responsibility of the other nation with enough time in advance and never less than 3 minutes in the operator display before to cross the border, independently of the service provider for this airspace. Additional military requirement is established in order to assure the proper Air Defence in relation with the correlation of FPL when aircraft is flying over Spanish territory under the responsibility of the Portuguese civilian service provider all the time. This data is obtained primary from the respective civilian air control systems and secondarily via AMHS. It has to be assured that both air defence systems receive all the necessary information by both means and with enough time in advance to accomplish their duties. This capability must be assured before the implementation of the new air boundary definition.

To accomplish this essential requirement, the ATC System will be informed by OLDI. The data transfer applicable for the notification and co-ordination of flights between ATSUs and between ATSUs and air defence units where the information is being provided to make the receiving unit aware of the flights

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF concerned but not for an intended later transfer of control. The messages are defined, in particular, for the following purposes: o

Notification of flights to military agencies including military ATSUs and air defence units providing service within the same airspace as the ATSU providing the data;

o

Notification of flights which are to operate adjacent to the boundary of the airspace under the jurisdiction of the ATSU to the ATSU having jurisdiction of the airspace on the other side of the boundary.

The flight data exchange consists of the exchange of a basic set of information when a flight is about to enter the area of interest of the concerned unit. The Basic Flight Data (BFD) message provides more detailed data, supplemented with updates and additions to that information (Change of Flight Data (CFD) message) as the flight progresses through the concerned airspace. The additions may include, when agreed nationally, the controller’s intention. The availability of this information will reduce the need for controller-to-controller verbal coordination.

Although in principle the data exchange should be automatic, in certain cases it may be desirable to initiate the exchange by a specific controller input.

Therefore, all flight data exchange and airspace crossing functions are acknowledged automatically if they can be correctly received and processed in the addressed unit.

The purpose is based on Basic Flight Data Message (BFD): o

to forward basic flight data from civil units to military units and, if bilaterally agreed, from military units to civil units;

o

to forward basic flight data to an ATSU which requires information on the flight but whose airspace is not planned to be penetrated by the flight, e.g. where the route takes the flight close to the boundary and a LoA exists requiring such flights to be notified of coordinated;

o

To identify the controller/console having the flight under control, particularly where it may not be apparent from the current position of the flight as is the case at a number of military units;

o

to activate the system flight plan in the receiving unit, if necessary;

o

to allow correlation of radar data with flight plan data.

This modification of OLDI is associated with an European implementation rules.

In line, others parameters of OLDI defined in each Co-ordination Points (COP) will be revised and changed if required.

Additionally, regarding AMHS, the AIP Spain (ENR 1.11-1), note that All IFR/VFR fight plans with origin, destination and/or overflying Spanish airspace,

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF shall compulsory include the following addresses: GCGAYXYX, LEGNYXYX and LEPGYXYX. 2.3.6.-

RESOURCES – HUMAN FACTORS

See the operational project: “Night Direct ATS Route Network”.

2.3.7.-

RISKS, ISSUES AND/OR OPPORTUNITIES

In order to bring forward the implementation day of new borders definition, the Operational Task Force has analysed the opportunity to implement it with “Night Direct ATS Route Network”.

2.3.8.-

IMPROVEMENTS

See improvements associated to the operational project: “Night Direct ATS Route Network”.

2.3.9.-

IMPLEMENTATION SCHEDULE

See implementation plan defined in the operational project: “Night Direct ATS Route Network”.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.4.- PROJECT IV: NIGHT DIRECT ATS ROUTE NETWORK 2.4.1.-

OBJECTIVE

Last August 2009 was implemented the first version of the new night route direct ATS route structure in Barcelona, Madrid and Sevilla ACC. The direct routes have been available to aircraft operators for a longer period.

Taking advantage of the experience gained from this first version, it has been developed a second version with the aim to implement a new night-time Air Space different from the daytime one.

It is estimated that by adding these new ATS routes, which cover main night flows, aircraft will now be able to benefit from shorter routes.

The savings expected from this project are estimated at a huge NM a year, resulting in economies of tonnes of kerosene, tonnes of CO2 and tonnes of NOX when compared with the fixed route network.

The direct routes will therefore substantially contribute to reducing flight and engine running time, fuel burn, gas emissions and costs in high-density SW FAB airspace.

2.4.2.-

SCOPE

In this night-time scenario, with different traffic demand, the direct routes are a good solution. Nevertheless, EUROCONTROL recommends avoiding the utilization of DCT. In this way, the new improvements version will be in the same night-time and flight level, but the designs is based of definitions of new ATS Routes.

Due to the high complexity of traffic demand in Central and East Operational Airspace Blocks night direct ATS routes will only be implemented during night times. In line, the new direct ATS Routes will be applicable only between 2300-0400 on summer and 0000-0500 on winter. The flight level in operation will be from FL 285 until UNL. 2.4.3.-

DESCRIPTION

Taking advantage of the experience gained from the first version mentioned above, a second version has been developed. It will offer more alternative routings and more direct route alignments closer to the user preferred routes whilst keeping the internal operational consistency of the SW FAB airspace organisation.

In an initial phase, direct routes were designed without considerations such as segregated areas with nigh activity announced by NOTAM in order to define the main flows. The philosophy of this criterion is shown below.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Figure 17 :

Initial Phase - Night direct route

In addition, several aspects have been considered to keep the internal operational consistency of the SW FAB airspace organisation: A new cross border boundary limit has been defined between Spain and Portugal (see Project III). Current Spanish airways network in upper airspace as well as new night direct ATS route will be extended in some areas. Next figure shows an example of this peculiarity.

Figure 18 :

Example of extended ATS routes in accordance with new border

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

On the other hand, the Portuguese airspace is considered “Free Route� and then ATS Routes are not defined. Therefore, current Spanish airways network as well as new night direct ATS route will be shortened in some areas. In this line, new waypoints will be defined to apply the free route. Next figure shows an example of this special characteristic.

Figure 19 :

Example of shortened ATS routes in accordance with new border

Finally, a set of ATS Routes have been defined in accordance with the new border definition, new delegated areas and the existing free route area. It will be based on publications in the ENR (AIP). This set will be applicable only between 2300-0400 on summer and 0000-0500 on winter. The flight level in operation will be from FL 285 until UNL. Therefore, the current Spanish airways network in lower airspace will be kept.

Next figure shows the final design defined until now.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Figure 20 :

FINAL DESIGN OF NIGHT DIRECT ATS ROUTES AND BOUNDARY LIMIT

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2.4.4.-

RESOURCES – HUMAN FACTORS

ATC Controller Training has not been planned in the ATS Units affected (Madrid ACC, Sevilla ACC and Lisbon ACC). However, AIP’s publications, handbook controller, Contingency Plan and Letter of agreement will require to be modified.

2.4.5.-

RISKS, ISSUES AND/OR OPPORTUNITIES

In order to respond to the challenges and to ensure a continued performance driven planning process, the improvements associated to “NIGHT DIRECT ATS ROUTE NETWORK & NEW CROSS BORDER BOUNDARY LIMIT DEFINITION” could be the following: RISK Apart from several publications and approvals of different organizations, there are technical requirements that must be implemented before. This could be hold up and therefore the implementation day also.

OPPORTUNITY / ISSUE In accordance with the risk detected before, it could be a possibility the change of scope in the project. Thus, the new ATS routes localized in Santiago and Asturias sectors could be not implemented. This trimming is due to Free Route Santiago / Asturias project will replace it.

Enhance civil-military coordination at tactical and pre-tactical level will be needed to see what training areas are not activated.

2.4.6.-

IMPROVEMENTS

See in the section 2.1.6.- the criteria used to define the below described improvements.

In order to respond to the challenges and to ensure a continued performance driven planning process, the improvements associated to “NIGHT DIRECT ATS ROUTE NETWORK & NEW CROSS BORDER BOUNDARY LIMIT DEFINITION” should be the following:

Safety: N/A Capacity: N/A Flight efficiency: The impact of this key performance indicator is foreseen medium.

Environment:

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF The impact in environment is medium.

National Security & Defence requirements: N/A. Airspace organisation & management: The impact in airspace organisation & management would be high.

Performance management; The impact in performance management would be medium.

Interaction with other FAB’s: N/A.

Next table resumes the KPIs should be accomplished by this operational project:

SAF

-

2.4.7.-

CAP -

EF M

ENV M

NS&D -

ASM H

PM M

INT -

IMPLEMENTATION SCHEDULE

Based on the SW FAB approval dated on 16th January of 2012, the tentative implementation day for this operational project is 18th October of 2012. Next image shows a detailed implementation plan with tasks and dates.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Figure 21 :

IMPLEMENTATION SCHEDULE - NIGHT DIRECT ATS ROUTE NETWORK & NEW CROSS BORDER BOUNDARY LIMIT DEFINITION

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2.5.- PROJECT V: SANTIAGO/ASTURIAS FREE ROUTE AIRSPACE 2.5.1.-

OBJECTIVE

Since the implementation of the Lisbon FIR free route airspace concept the ECAC airspace has promoted the increasing use of free routes and user-preferred trajectories, enabling flights to operate outside a pre-defined route structure.

Free-routes and user preferred trajectories will significantly enhance flight efficiency and will be an alternative to current structuring traffic.

Taking advantage of last mentioned ATC practise and the particularities of traffic demand inside the SW FAB, it is possible to announce diverse potential operational initiatives to implement full free route operations in Santiago / Asturias airspace (NW of Spain).

2.5.2.-

SCOPE

Main traffic flows analysis has demonstrated the stronger relationship between West Operational Airspace Block and Central Operational Airspace Block, being that the majority of this traffic is accommodated in Brest FIR (FABEC).

The nature of the main northbound/southbound flows, across Santiago and Asturias sectors of Madrid ACC, needs to have continuity in the Portuguese Air Space. This project will be focused to develop the establishment of a Free Route airspace concept in this area connecting main traffic flows via Lisbon FIR to the Brest FIR border.

Figure 22 :

Free route Lisbon FIR airspace extension

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

2.5.3.-

DESCRIPTION

In the ACC Madrid, part of Santiago / Asturias area will be defined Free Route. Next figure identifies the draft version of this area still subject to further detailed analysis and co-ordination.

Figure 23 :

Santiago / Asturias Free Routes Airspace – Draft Version

Considering that only some portion of the airspace will be free route, it will be necessary evaluate the coexistence between this new way of flying and the conventional one in the same ACC (Madrid). Thus, real time simulations have been planned to validate the final design.

Besides, a set of new waypoint will be defined to guarantee the On-Line Data Interchange (OLDI).

Although Free Route is implemented in Portugal since 2009, the maturity of this operational project is low. It is due to the day in operation of this one has been brought forward. In this way, it was agreed to reactivate the Aena / NAV Operational Working Group (OWG) to reinforce the implementation.

2.5.4.-

RESOURCES – HUMAN FACTORS

ATC Controller Training have been planned in order to implement the final design.

This training should affect mainly the ATS Unit of Madrid. Thus, a lot of ATC controllers could be informed and prepared to manage the traffic according with the new scenario.

This training will require of specific exercises, adaptation of databases and technical staff to prepare it.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Nowadays, a fast time simulation is being prepared to obtain operational indicators.

The output of this fast time simulation will be evaluated by the operational staff to determine the final design. Nevertheless, previous of the implementation, a real time simulation will be carried out to validate the final procedures and co-ordinations as well as the adaptation of ATC system.

2.5.5.-

RISKS, ISSUES AND/OR OPPORTUNITIES

This project represents an opportunity to advance the implementation of the Free Route concept due to it was initially planned to second set of operational projects for 2015.

Moreover, during the process of design was detected an occasion to extend the initial scope due to a new interaction with FABEC. In this line, the current interface between both FABs could be modified. It could allow to have a more efficient and extent the free route area from Portugal-Spain to south of France. Although, this occasion has not yet defined and has meant a delay (to finish at half 2013), the associated gains with it could be considerable.

Currently, the Galicia TACC is being analysed in accordance to the relocation of ATS Units towards Air Control Centers. The final design could affect the scope defined above.

2.5.6.-

IMPROVEMENTS

See in the section 2.1.6.- the criteria used to define the below described improvements.

In order to respond to the challenges and to ensure a continued performance driven planning process, the improvements associated to “SANTIAGO / ASTURIAS FREE ROUTE AIRSPACE� should be the following: Safety: N/A Capacity: Low. Flight efficiency: The impact of this key performance indicator is foreseen high.

Environment: The impact in environment would be medium.

National Security & Defence requirements: N/A. Airspace organisation & management: The impact in airspace organisation & management would be high.

Performance management: The impact in performance management would be medium.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF Interaction with other FAB’s: The impact of this key performance indicator is foreseen medium.

Next table resumes the KPIs should be accomplished by this operational project:

SAF

-

2.5.7.-

CAP L

EF H

ENV M

NS&D -

ASM H

PM M

INT M

IMPLEMENTATION SCHEDULE

Based on the SW FAB approval dated on 16th January of 2012, the tentative implementation day for this operational project is 27th June of 2013. Next image shows a detailed implementation plan with tasks and dates.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Figure 24 :

IMPLEMENTATION SCHEDULE - SANTIAGO/ASTURIAS Free Route Airspace

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3.- CONCLUSIONS The status the four of five operational projects, described before, are very close to final design (agreed in OTF). Uniquely, the free route is in a status of insufficient maturity which is being resolved by the Operational Working Group.

The tentative days of implementation based on a decision date (OTF SW FAB Approval), that sum up the detailed implementation plan of each one, are the following:

OPERATIONAL PROJECT

IMPLEMENTATION DAY

RESTRUCTURING OF AIRWAY UN-733/A-33

3rd May of 2012

NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO LEMG

18th October of 2012

NEW CROSS BORDER BOUNDARY LIMIT DEFINITION & NIGHT DIRECT ATS ROUTE NETWORK

18th October of 2012

SANTIAGO/ASTURIAS FREE ROUTE AIRSPACE

27th June of 2013

The estimated improvements for these projects are qualitative in accordance with the KPIs developed in SW FAB Operational Requirements. Nevertheless, a Cost Benefit Analysis has been just planned in SW FAB where the main key performance indicators will be evaluated quantitatively.

The criteria used to evaluate the potential improvements have been the following: N/A: Initially this KPI will not be addressed by this project.

Low: Once analyzed the affected foreseen traffic as well as the global impact of the project in SW FAB, it is considered like a slightly improvement.

Medium: Once analyzed the affected foreseen traffic as well as the global impact of the project in SW FAB, it is considered like a strong improvement.

High: This KPI is the main key to be addressed by the project due to scope, objective and impact.

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

Next table resumes the KPIs that should be accomplished by each project: OPERATIONAL PROJECT

SAF

CAP

EF

ENV

NS&D

ASM

PM

INT

RESTRUCTURING OF AIRWAY UN733/A-33

H

L

M

L

-

H

L

-

-

M

H

L

-

L

M

-

-

-

M

M

-

H

M

-

-

L

H

M

-

H

M

M

NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO LEMG NEW CROSS BORDER BOUNDARY LIMIT DEFINITION & NIGHT DIRECT ATS ROUTE NETWORK SANTIAGO/ASTURIAS FREE ROUTE AIRSPACE

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4.- ACRONYMS AND TERMINOLOGY Term ACC AD AENA AESA AIP AMHS AU ASM ATC ATM ATS ATSU BFD CAP CRC CIDEFO COP DCT DME EC ECAO EF ENV EITA ENR EU FAB FABEC FIR FL FPL H KP I INT L LE LEAL LEIB L EM H L EM G L EP A LEVC

Definition Area Control Centre Airport Aeropuertos Españoles y NAvegación Aérea Agencia Estatal de Seguridad Aérea Aeronautical Information Publication Aeronautical Message Handling System Airspace User Airspace organization & Defence Requirements Air Traffic Controller Air Traffic Management Air Transit Service ATS Unit Basic Flight Data Capacity CRC (Control Reporting Centre) Interministerial Commission Defence-Development Co-ordination Point Direct Distance Measuring Equipment European Commission Escuadrilla de Circulación Operativa Flight Efficiency Environment Esquadra Independente de Tráfego Aéreo Enroute European Union Functional Air Block FAB Europe Central Flight Information Region Flight Level Flight Plan High Key performance Indicator Interaction with other FAB’s Low Spain Alicante Airport Ibiza Airport Menorca Airport Málaga Airport Palma Mallorca Airport Valencia Airport

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Term LP NS & D N/A NOTAM M OAT OAB OL D I OT F OPGEA PM SES SC SW SID STAR TEN-T TM A TACC UNL VOR

Definition Portugal National Security & Defence requirements Not Applicable Notice to Airmen Medium Operational Air Traffic Operational Airspace Block Online Data Interchange Operational Task Force the Spanish Permanent Organization for Airspace Performance Management Single European Sky Steering Committee South West Standard Instrumental Departure Standard Terminal Arrival Route Trans-European Transport Network Terminal Manoeuvring Area Terminal Area Control Centre Unlimited Very High Frequency Omni-Directional Radio

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South West Portugal/Spain FAB Initiative Operational Task Force.-OTF

South West Portugal/Spain FAB Initiative OTF .- Operational Task Force Gabriel Novelles Bau (AENA) Avda. de Aragón 402 - Edificio Lamela, 28022 Madrid Tel: 00 34 91 321 32 89 e-mail: gjnovelles@aena.es

Mário Neto (NAV Portugal) Rua C Edifício 118 Aeroporto de Lisboa, 1700-008 Lisboa Tel: 00 351 21 855 34 67 e-mail: Mario.Neto@nav.pt