Local Single Sky ImPlementation (LSSIP) BULGARIA · Bulgaria made an outstanding effort to provide...

Year 2014 - Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) BULGARIA

LSSIP Year 2014 Bulgaria Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Bulgaria

Infocentre Reference: 15/01/12-07

Document Identifier Edition: Year 2014

LSSIP Year 2014 Bulgaria Edition Date: 14/04/2015

LSSIP Focal Point – Ivan ILIEV E-mail: [email protected] Acting head of S&P department

LSSIP Contact Person – Ana Paula FRANGOLHO

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\Bulgaria (BG) - APF\Year 2014\Released\LSSIP Year 2014 BG Released.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/guidance-material

2 ESSIP Plan Edition 2013 www.eurocontrol.int/pepr

3 ESSIP Report 2012 www.eurocontrol.int/pepr

4 STATFOR Forecasts http://www.eurocontrol.int/statfor

5 Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries

6 European ATM Master Plan https://www.atmmasterplan.eu/

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

8 National AIP http://www.bulatsa.com/en/services/aeronautical-information-publication-aip

9 FAB Performance Plan http://www.danubefab.eu/


APPROVAL SHEET

The following authorities have approved all parts of LSSIP Year 2014 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European Single Sky ImPlementation (ESSIP) Plan – Edition 2014.


TABLE OF CONTENTS

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

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

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

1.1.1 International Membership .......................................................................................................... 5 1.1.2 Geographical description of the FIR(s) ..................................................................................... 5 1.1.3 Airspace Classification and Organisation ................................................................................. 8

1.2 National Stakeholders ................................................................................................................... 9 1.2.1 Civil Regulator(s) ....................................................................................................................... 9 1.2.2 BULATSA ................................................................................................................................ 11 1.2.3 Airports .................................................................................................................................... 12 1.2.4 Military Authorities ................................................................................................................... 13

Traffic and Capacity ................................................................................................................. 16 Chapter 2 -2.1 Evolution of traffic in Bulgaria ...................................................................................................... 16 2.2 SOFIA ACC ................................................................................................................................. 17

2.2.1 Traffic and en-route ATFM delays 2010-2019 ........................................................................ 17 2.2.2 Summer 2014 performance .................................................................................................... 17 2.2.3 Planning Period 2015-2019 ..................................................................................................... 17

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

National Projects ...................................................................................................................... 22 Chapter 4 -

Regional Co-ordination ............................................................................................................ 27 Chapter 5 -5.1 FAB Co-ordination ....................................................................................................................... 27 5.2 FAB Projects ............................................................................................................................... 30 5.3 Regional cooperation .................................................................................................................. 36

5.3.1 Radar Data Sharing ................................................................................................................ 36 5.3.2 OLDI Links ............................................................................................................................... 37 5.3.3 Voice communication – MFC links .......................................................................................... 37 5.3.4 Regional Route Network Developments ................................................................................. 37 5.3.5 Regional Communication Network .......................................................................................... 37 5.3.6 Regional Projects .................................................................................................................... 38

ESSIP Objective Implementation ............................................................................................. 41 Chapter 6 -

ANNEXES

LSSIP Year 2014 Bulgaria 1 Released Issue

Executive Summary

National ATM Context

Pursuant to the Agreement on the establishment of DANUBE FAB, two cross borders sectors were introduced within the FAB airspace in December 2014.

The free route (FRA) phase 1 on state level was implemented and performance data is being assessed towards the next phase implementation.

The inter-FAB cooperation with BLUE MED FAB was reinforced by signing a ‘Letter on ANSP level cooperation in FAB matters’ developing relations of strategic importance to DANUBE FAB. The purpose is to establish regular cooperation in the areas of safety, operations, technical, training and performance to create benefits for the stakeholders.

The DANUBE FAB activity financed by TEN-T (support to the implementation of the IDP within DANUBE FAB 2012-EU-40003-S TEN-T) regarding the prototyping and validating of CPDLC functionalities, procedures and related HMI was completed in 2014. The work under the same call related to free route operations on DANUBE FAB level continues as scheduled.

Traffic and Capacity

The 2014 was influenced by an unplanned substantial air traffic growth in result of the traffic flow distortion as a consequence from the situation in Ukraine (since March 2014) which was further accelerated in July. The peak of traffic growth was measured in August, resulting in increase of overflying traffic up to 27.6%. Traffic avoiding the Ukraine airspace continues to influence Sofia ACC. Republic Bulgaria made an outstanding effort to provide ANS without delay despite the traffic growth using its all operational and technical resources and all available tools for optimisation.

ESSIP Objective Implementation

In 2014 the following objectives were completed according their schedule:

1. COM09 – Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP);

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

Good progress was achieved towards the completion of objectives AOP04.1 and AOP04.2. The A-SMGCS was installed and tested at Sofia Airport and the concerned personnel received the appropriate training. The completion of both objectives will be achieved simultaneously by the end of February 2015.

Close to completion is the objective FCM05 (Implementation of interactive rolling NOP). Currently LARA operates in numerous locations in trial mode, operational use on national level is planned in January 2015.

Elements of the ATM System - SATCAS are pending upgrade. These upgrades are related to ITY-SPI (operation with enhanced surveillance capability – Mode S, ADS-B and WAM) and ITY-AGDL (Initial ATC air ground data link services above FL285) objectives.

With regard to objectives due for 2014, COM10 – Migrate from AFTN to AMHS is late in implementing objective(s) ASP03 and ASP04 – which are planned to be completed in 2015 due to a delay related to the elaboration of the enhanced AMHS capabilities (Extended ATSMHS).

The introduction of a new Voice Communication System was a major project, which will be finalised by mid-2015 and contributed to the completion of objective COM09, and towards the progress of objectives COM10 and COM11.


LSSIP 2014 - Bulgaria * FOC Date █ Planned implementation date (see legend at the bottom of the table)

State-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

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

[IDP] [E] *

AOM19 Implement Advanced Airspace Management [IDP] [E] *

AOM21 Implementation of Free Route Airspace [IDP] [E] *

AOP03 Improve runway safety by preventing runway incursions [IDP] * ATC02.2 Implement ground based safety nets - Short Term Conflict

Alert (STCA) - level 2 [E] *

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

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

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

ATC07.1 Implement arrival management tools [E] ATC12 Implement automated support for conflict detection and

conformance monitoring [E] *

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

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 Electronic Dialogue as Automated Assistance to Controller

during Coordination and Transfer [IDP]

[E] *

COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

[IDP] * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in

ATM *FCM01 Implement enhanced tactical flow management services [E] * FCM03 Implement collaborative flight planning [IDP]

[E] *

FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E]

FCM05 Implementation of interactive rolling NOP [IDP] [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 [E] *

ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E] *

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

ITY-COTR Implementation of ground-ground automated co-ordination processes [E] *

ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability *NAV03 Implementation of P-RNAV [E] * NAV10 Implement APV procedures [IDP]

[E] *

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

SAF11 Improve runway safety by preventing runway excursions *SRC-RLMK Implement the EUROCONTROL Safety Regulatory

Requirements (ESARRs) SRC-SLRD Safety Levels and Resolution of Deficiencies


Airport-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

LBSF-Sofia

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

[E] * AOP04.2 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level 2 *AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP]

[E] * ENV01 Implement Continuous Descent Operations (CDO)

techniques for environmental improvements [IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (Bulgaria/Sofia Airport does not participate in this obj.)

Late

E= Essential – Master Plan Reference IDP = Interim Deployment Programme

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 2014 describes the situation in the State at the end of December 2014.

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

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

Organisation Since

ECAC 1991

EUROCONTROL 1997

European Union 2007

EASA 2007

ICAO 1967

NATO 1991

ECAA 2006

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document addresses the Sofia FIR.

The Sofia ACC sector configuration is organised in the Sofia family sector group and the Varna family sector group. The Sofia family sectors encompass 4 elementary sector groups (Sofia-Alpha upper/lower, Sofia-Bravo upper/lower, Sofia-Charlie upper/lower, Sofia-Delta upper/lower). In 2014, these elementary sectors were grouped in 4 en-route sectors. During the 2014 summer season, the Sofia family sectors group most frequently accommodated the following sector configurations:

Alpha+ Charlie Upper

Bravo+Delta Upper

Alpha+ Charlie Lower Bravo+Delta Lower

The Varna family sectors encompass 2 elementary sector groups (Varna Alpha upper/lower, Varna Bravo upper/lower). During the 2014 summer season, the Varna family sectors group most frequently accommodated the following sector configurations:

Alpha + Bravo Upper

Bravo

Alpha + Bravo Middle

Alpha + Bravo Lower

Division flight level FL 355/365

Division flight level FL 355/365

Division flight level FL 325


Following CNATCC implementation, the CNATCC sector configuration consists of 10 elementary sectors (6-Sofia family sectors and 4-Varna family sectors) and these elementary sectors are grouped in 6 en-route sectors.

The Division Flight Level (DFL), between upper and lower airspace, is FL 245.

The following map shows the geographical situation of the Bulgarian airspace above FL245 in 2014.

The following map shows the geographical situation of the Bulgarian night free route airspace above FL245 since 11 December 2014.

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


Sector DF1:

Sector DF2:

Horizontal limits Vertical limits Airspace

classification (ICAO) 43 44 08N 028 30 04E – 43 38 55N 028 25 35E – Upper limit -

FL 660

C

44 08 26N 027 01 01E – National border with Romania –

43 44 08N 028 30 04E Lower limit -

FL 245

Horizontal limits Vertical limits Airspace

classification (ICAO)

Upper limit - FL 660

C

43 52 13N 025 58 33E – 43 56 47N 025 44 32E – 43 58 46N 025 28 18E – 43 58 24N 025 00 09E – 43 41 53N 024 41 48E –

National border with Romania – Lower limit - FL 245 43 52 13N 025 58 33E


1.1.3 Airspace Classification and Organisation

With effect from 27 November 2003, the airspace classification has been changed. Airspace ICAO class A from FL 245 till FL 660 was replaced by ICAO Class C. No modifications have been stipulated for airspace classification below FL 125.

With effect from 20 December 2007 the airspace classification ICAO class E from minimum FL defined for each sector up to FL 125 has been changed.

1. Airspace class C is applied:

Within the lateral and vertical limits of all CTRs; Within the lateral limits of Bulgarian TMAs, from 600m height up to the upper limits of the

terminal control areas; To ATS routes within Sofia FIR (from minimum FL defined for each ATS route up to FL

660); Within Sofia FIR airspace outside CTRs, TMAs and ATS routes from FL 95 to FL 660.

2. Airspace class E was replaced by ICAO Class C and Class G.

3. Airspace class G is applied:

Within the lateral limits of Sofia FIR with the exemption of CTRs/TMAs/ATS routes and CTAs from GND/sea level up to FL 95;

Within TMAs lateral limits, except CTRs from ground/sea level up to 600 m height.

When the military zones/areas (CTRs/TMAs of military bases and TSAs) are activated, the airspace within those zones and areas is not classified.

In accordance with Regulation No.5 of the Bulgarian Ministry of Transport, Information Technology and Communications, both metric and imperial systems are implemented within the Bulgarian airspace with effect from 27 November 2003.

FL 660 ACC ’s

AIRSPACE CLASSIFICATIONIN BULGARIA

6 00 m AGL CLASS G600 m AGL

CLASS C

TMA ’s

CLASS C

GROUND/SEA LEVEL

TWR ’s

CLASS C

CLASS C

CLASS C

ATS Route

RNAV Route

FL 95 FL 95


1.2 National Stakeholders

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

Directorate General Civil Aviation Administration (DGCAA);

Bulgarian Air Traffic Services Authority (BULATSA);

Military Authorities;

Airport Operators.

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

The Airspace management board is not a stakeholder itself but a strategic level body of the unified system for civil and military airspace management in Bulgaria. It includes stakeholders’ representatives from the Ministry of Transport, IT and Communications, Ministry of Defence, Directorate of the Civil Aviation Administration, Staff of the Bulgarian Army, Air Force HQ, Bulgarian Air Traffic Services Authority (BULATSA) and the Military ATM Section. It acts as executive interagency body of the Ministry of Transport and the Ministry of Defence. The main tasks of the Air Space Management Board are:

Unification of civil and military operations relating to the airspace management; State policy management on the strategic planning and distribution of the airspace; Co-ordination between the civil and military authorities.

1.2.1 Civil Regulator(s)

1.2.1.1 General information

The Minister of Transport, IT and Communications is responsible for the management and supervision of civil aviation, civil aircraft and aeronautical facilities within the Republic of Bulgaria. The Minister exercises his/her functions through the Directorate General Civil Aviation Administration (DGCAA).

Activity in ATM: Organisation responsible

Legal Basis

Rule-making Directorate General Civil Aviation Administration

(DGCAA)

The legal basis and power to undertake ATM safety regulation in Bulgaria are defined in the Civil Aviation Act. The rules and regulations, as a second level of the safety regulatory framework, are in place and effectively applied by the DGCAA. The Minister of Transport is entrusted with the promulgation of ATM safety

Airspace ManagementBoard

Ministry of Defence

Air Traffic

Services AuthorityAirport Operators

Ministry of Transport, IT and Communications

Directorate General

Civil Aviation Administration

Air Force Command

Military Air Traffic Services Authority


Activity in ATM: Organisation responsible

Legal Basis

regulations/ordinances proposed by DGCAA. The third level of regulation is DGCAA instructions and decrees as dynamic/temporary measures.

Safety Oversight DGCAA, “ANS” Dept. Civil Aviation Act and DGCAA Structural regulation

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

DGCAA Civil Aviation Act, DGCAA Structural regulation

Airspace Ministry of Transport, Information Technology and Communications and Ministry of Defence

Civil Aviation Act

Airspace management - National Regulation No.19, National Instruction 24 and National Instruction 25

Economic Ministry of Transport, Information Technology and Communications / DGCAA

Charges Regulation applicable for the usage of public airports and for the provision of air navigation services in the Republic of Bulgaria

Environment DGCAA National Regulation No.16, National Regulation No.30

Security DGCAA Civil Aviation Act

Accident investigation AAIU Civil Aviation Act (Article 16 and Article 142), National Regulation No. 13

1.2.1.2 DGCCA

The Directorate General Civil Aviation Administration (DGCAA) is the Bulgarian Regulatory Authority and it is a legal entity within the Ministry of Transport, Information Technology and Communications (MTITC) responsible for the supervision of the safety of aviation in the national airspace, certification of civil aircraft and equipment, certification and licensing of aircraft operators, the relevant staff involved in civil aviation and the licensing of aviation training centres. DGCAA carries out the assigned functions in accordance with the European regulations in the field of Air Transport, the Civil Aviation Act, the related regulations and Ministerial decrees. The DGCAA Structural Regulation (Official Gazette 37/1999, last amended 29/2010) sets out the state administration responsibilities and functions. DGCAA is managed and represented by the Director General, who is authorized to promulgate the administrative acts and mandatory directives in accordance with the applicable legislation.

Art.16 c of the Civil Aviation Act states that the Directorate General Civil Aviation Administration is a national supervisory authority with regard to the safe and effective operation of air navigation services providers. In performing its functions, the national authority is independent functionally, organisationally and institutionally from the air navigation services providers. Website: Civil Aviation Administration - http://caa.gateway.bg/

The DG CAA organisation chart is given in annex B.

Annual Report published: Y The Annual Report for 2014 is in preparation. For the older versions and more information see: http://caa.bg/


1.2.2 BULATSA

Name of the ANSP: BULgarian Air Traffic Services Authority (BULATSA)

Governance: State Enterprise Ownership : 100% state-owned

Services provided Y/N Comment

ATC en-route Y Common National Air Traffic Control Centre in Sofia was operationally deployed in February 2008.

ATC approach Y Sofia, Varna, Burgas.

ATC Aerodrome(s) Y Sofia, Varna, Burgas, Plovdiv, Gorna Oryahovitsa.

AIS Y 5 airports plus en-route services.

CNS Y All CNS infrastructure is BULATSA’s property.

MET Y 5 airports plus en-route services.

ATCO training Y BULATSA training centre.

Others N Runway and Approach Lighting Systems together with the Power Supply Systems for airport management were submitted to the remaining 2 civil airports Plovdiv and Gorna Oryahovitsa according to the amended Civil Aviation Act.

Additional information:

Provision of services in other State(s):

Y BULATSA provides air traffic services (ATS), communication service (COM) and surveillance service (SUR) within the cross-border sector (Sector DF 1) as an integral part of the adjacent sectors within SOFIA FIR, having the lateral and vertical limits as described in Section 1.1.2 – Geographical description of the FIR(s).

The navigation service (NAV), meteorological service (MET) and aeronautical information service (AIS) below FL 245 is provided within the same volume of airspace (Sector DF 1), by the ANSP of the host State, using the available resources.

Annual Report published:

Y The annual reports covering the yearly activities of the ANSP are available at: http://www.bulatsa.com/en/finance-and-accounting

Website: http://www.bulatsa.com/

The BULATSA organisation chart is given in annex B.


1.2.2.1 ATC system in use

Specify the manufacturer of the ATC system currently in use:

SELEX ES

Upgrade1 of the ATC system is performed or planned? Planned: 2015 - Mode S 2015 - 2016 CPDLC, MTCD v.2, VERA tool, HMI

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

Planned: 2022 - Procurement and deployment of a new automated ATC system to implement the Common projects and the SESAR deployment programme and replace the existing one, which lifecycle expires. The system will be required to ensure interoperability with the other neighbouring systems, enabling synergy at regional level and with the NM systems.

1.2.2.2 ATC units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

Sofia ACC/APP 10 1 Sofia FIR

SATCAS V2 was implemented in February 2008, which facilitated the hand-over of Varna en-route sectors to the CNATCC.

Varna APP - 1 Sofia FIR The en-route sectors of Varna ACC were transferred to Sofia ACC in February 2008.

Burgas APP - 1 Sofia FIR

The provision of aerodrome services within the Bulgarian CTRs is performed by the following TWR units:

Sofia TWR; Varna TWR; Burgas TWR; Plovdiv TWR; Gorna Oryahovitsa TWR.

1.2.3 Airports

1.2.3.1 General information

There are 5 international state-owed airports in Bulgaria.

Sofia

http://www.sofia-airport.bg

Plovdiv

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


http://www.plovdivairport.com

Gorna Oryahovitsa

http://www.gornaoryahovitsa-airport.bg

Varna

http://www.varna-airport.bg

Burgas

http://www.burgas-airport.bg

Sofia, Plovdiv and Gorna Oryahovitsa airports are state owned and operated. Varna and Burgas airports are operated by German-Bulgarian consortium “Fraport Twin Star Airport Management” (http://www.fraport-bulgaria.com) since 2006.

1.2.3.2 Airport(s) covered by the LSSIP

APO SloAs are contained in the following objectives: ENV, AOP, FCM05, ITY-ADQ, ITY-AGVCS2, SAF11 and INF07. The airport covered in this LSSIP is Sofia International Airport. Varna, Burgas, Plovdiv and Gorna Oryahovitsa airports are also covered by the LSSIP but only within the scope of the APO part of the following objectives:

ITY-ADQ; ITY-AGVCS2; SAF11.

1.2.4 Military Authorities

The Military Authorities involved in ATM in Bulgaria are composed of:

Ministry of Defence (MoD); Staff of Defence (SoD); Air Force Headquarters (AFHQ); Military ATM Section; Air Operations Centre (AOC); Air Bases;

The military authorities in Bulgaria have no responsibility for the provision of ATS to GAT traffic.

They report to the Ministry of Defence.

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

1.2.4.1 Regulatory role

Regulatory framework and rule-making

OAT GAT

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

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

N

Level of such legal provision: Ministerial Decrees and Instructions

Level of such legal provision: N/A

Authority signing such legal provision: Minister of Defence and Commander of the BGR Air Force

Authority signing such legal provision: N/A

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

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

OAT/GAT Co-ordination Y OAT/GAT Co-ordination N/A


Oversight

1.2.4.2 Service Provision role

ATCO Training Y ATCO Training N/A

ATCO Licensing N ATCO Licensing N/A

ANSP Certification N ANSP Certification N/A

ANSP Supervision Y ANSP Supervision N/A

Aircrew Training Y ESARR applicability N/A

Aircrew Licensing N

Additional Information: ANSP for the military aircraft is the Air Force. The Chief of Air Force licenses the MATCO/aircrew personnel.

Additional Information: N/A

Additional Information: The administrative supervision is exercised by the AFHQ. Specifically the operational one is done by the MATSA section within AFHQ Operations Division.

Additional Information: N/A

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 N/A National AIP N/A

National Military AIP Y National Military AIP N/A

EUROCONTROL eAIP N/A EUROCONTROL eAIP N/A

Other: N/A Other: N/A

OAT GAT

National oversight body for OAT: AFHQ NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A separated from the civil NSA (In this case, please explain in ‘Additional information whether it is separated from service provision’, - a Joint Civil-military NSA;

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

OAT GAT

Services Provided: Services Provided:

En-Route Air Operation Centre En-Route N/A

Approach/TMA Air Bases Approach/TMA N/A

Airfield/TWR/GND Air Bases Airfield/TWR/GND N/A

AIS Command, Control and Surveillance Base

AIS N/A

MET Separate unit within AOC MET N/A

SAR A transport aircraft and/or helicopter are assigned 24/7 for SAR duty for the entire territory. Additionally, SAR Teams are assigned by the Air Bases Commanders for a designated area of

SAR N/A


Military ANSP providing GAT services SES certified?

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

N/A

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

Additional Information:

1.2.4.3 User role

1.2.4.4 Flexible Use of Airspace (FUA)

responsibility.

TSA/TRA monitoring Airspace Use and Coordination Centre within AOC

FIS

Other: CNS services Other: N/A

Additional Information: Additional Information:

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT

Y

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

Free Routing N/A Within specific corridors only Y

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

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

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

No special arrangements N/A Exemption from Route Charges Y

Exemption from flow and capacity (ATFCM) measures

N Provision of ATC in UHF Y

CNS exemptions: Y 8.33 Y Mode S N/A ACAS Y

Others: N/A

Military in Bulgaria apply FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




Traffic and Capacity Chapter 2 -

2.1 Evolution of traffic in Bulgaria

2014

Traffic in Bulgaria increased by 25.3% during Summer 2014 (May to October), when compared to the same period during 2013.

2015-2019

The EUROCONTROL Seven-Year Forecast predicts an average annual increase between 2.6% and 5.5%, with a baseline growth of 4.2% during the planning cycle.

A = ActualF = Forecast

0

100.000

200.000

300.000

400.000

500.000

600.000

700.000

800.000

900.000

1.000.000

2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

IFR

flig

hts

Bulgaria - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast

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

H 22.8% 6.6% 5.4% 5.5% 4.3% 5.9% 6.8%

B 7.1% 0.2% 1.9% 22.5% 4.7% 4.1% 4.2% 2.8% 5.0% 5.8%

L 22.1% 2.8% 2.2% 2.5% 2.6% 2.9% 2.7%

ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1%

EUROCONTROL Seven-Year Forecast (September 2014)IFR flights yearly growth

Bulgaria


2.2 SOFIA ACC

2.2.1 Traffic and en-route ATFM delays 2010-2019

2.2.2 Summer 2014 performance

Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

+25.9 % 172 (+15%) 0.18 0.00 No

The en-route delay per flight remained at zero during Summer 2014.

Planned capacity increase: sufficient capacity Achieved Comments

ATS route network development and increase of maximum sector configurations available Yes

Maximum configuration: 12 sectors Yes Maximum configuration: 10 sectors was sufficient

Summer 2014 performance assessment

The ACC capacity baseline was measured with ACCESS and was assessed to be at 172. During the period June/July, the average peak 1 hour demand was 163 flights and the average peak 3 hour demand was 150 flights.

2.2.3 Planning Period 2015-2019

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.

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 2150 2337 2253 2316 2875

Summer Traffic 1677 1802 1807 1871 2355

Yearly Traffic 1322 1418 1422 1460 1822

Summer Traffic Forecast 2444 2546 2659 2740 2875

High Traffic Forecast - Summer 2488 2631 2787 2902 3071

Low Traffic Forecast - Summer 2402 2449 2509 2579 2652

Summer enroute delay (all causes) 0.00 0.10 0.00 0.00 0.00

Yearly enroute delay (all causes) * 0.00 0.06 0.00 0.00 0.00

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

3000

3500

En

rou

te D

ela

y (m

inu

tes

pe

r fli

gh

t)

IFR

flig

hts

(D

aily

Ave

rag

e)

LBSRACC - Traffic and en-route ATFM delays

2015 2016 2017 2018 20190.05 0.05 0.05 0.06 0.070.07 0.07 0.07 0.08 0.09

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLBSRCTA


Capacity Plan

2015 2016 2017 2018 2019

Free Route Airspace

Lower level limit of FRA with Danube

FAB

Stepped implementation of full FRA

Airspace Management Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management

Improved ATFCM, including use of occupancy counts and STAM

Airspace

ATS route network development New sector

boundaries for Varna and

Sofia

Airspace changes at the interface with Turkey resulting from the implementation of the Istanbul

new airport Airspace

changes at interface with

Turkey

Cross border sectorisation

within Danube FAB (Dec 14)

Procedures Updated LoAs with Istanbul

ACC

Staffing Cross sector training

Additional ATCOs

Technical

Upgrade of SATCAS system

Additional

control working positions

Capacity Increase of maximum sector configurations available

Significant Events New airport in Istanbul

Max sectors 12* 12* 12* 12* 12*

Capacity increase p.a. 5% 3% 3% 3% 3%

Reference profile 1% 1% 3% 3% 5%

Additional information * According to the traffic demand, up to 12 sectors can be opened

H 173 1% 179 3% 188 5% 198 5% 210 6%

Ref. 173 1% 175 1% 181 3% 187 3% 197 5%

L 172 0% 173 1% 173 0% 175 1% 179 2%

Open 172 0% 172 0% 172 0% 172 0% 173 1%

C/R 177 3% 183 3% 191 4% 198 4% 206 4%

LBSR 172

Capacity Profiles

ACC2014

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

2015 2016 2017 2018 2019


2015-2019 Planning Period Outlook

No problems are foreseen for Sofia ACC during the planning cycle.

2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 173 175 181 187 197

Capacity Profile ‐ Shortest Routes (Open) 172 172 172 172 173

Capacity Profile ‐ Current Routes 177 183 191 198 206

Capacity Profile ‐ High 173 179 188 198 210

Capacity Profile ‐ Low 172 173 173 175 179

Capacity Baseline 149 172

2015 ‐ 2019 Plan 181 186 192 198 204

100

120

140

160

180

200

220Cap

acity profile (movements per hour)

LBSRACC - Reference capacity profile and alternative scenarios


ESSIP Report recommendations Chapter 3 -

Recommendations issued from the ESSIP Report for 2013 applicable to Bulgaria for all items that require corrective actions and improvements.

Reference number

Recommendation Ownership

REC-2013-1 (4) Local Stakeholders that declared delays in implementation of AOP04.1 to take corrective measures to reduce the implementation delays.

BG (LBSF)

State feedback: In 2014 BULATSA joined the applicability area of AOP04.1. The objective was initially planned outside the objective implementation timeframe according the local needs. Nevertheless the A-SMGCS was installed and tested at Sofia Airport and the concerned personnel received the appropriate training. The completion of both objectives (AOP04.1 and AOP04.2) will be achieved simultaneously by the end of February 2015.

REC-2013-1 (5) Local Stakeholders that declared delays in implementation of SAF10 to take corrective measures to reduce the implementation delays.

BG

State feedback: The European Action Plan will be reviewed by DGCAA for adaptation in Bulgaria. BULATSA implemented most appropriate parts of the European Action Plan for Airspace Infringement Risk Reduction.

REC-2013-1 (6) Local Stakeholders that declared delays in implementation of INF04 to take corrective measures to reduce the implementation delays.

BG

State feedback: MET self-briefing system is implemented at Sofia/Plovdiv/Burgas and Varna airports. Terminal integration of ARO/MET briefing application is planned to be completed in 2015.

REC-2013-1 (7) Local Stakeholders that declared delays in implementation of NAV03 to take corrective measures to reduce the implementation delays.

BG

State feedback: BULATSA plans the PBN implementation for Varna and Burgas TMAs and Gorna Oriyahovitsa CTR by the end of 2015. Plans are in place for PBN implementation in Sofia TMA and Plovdiv CTR by the end of 2016. All plans are compliant to the local needs.

REC-2013-4 Ensure better planning reliability at local level. All States State feedback: The recommendation is taken under consideration. To improve reliability the planning/monitoring processes of the objective implementation progress will also take into account project-related risks at all phases of the objective activities.

REC-2013-5 The ANSPs should ensure synchronised system evolution between neighbouring States.

All ECAC ANSPs

State feedback: The recommendation is taken under consideration. In response to REC-2013-5, in 2013 trilateral interoperability testing between Bucharest, Sofia and Belgrade ACCs was executed. The final pre-operational system configuration for AMHS, together with the pre-operational AMHS test between Bucharest and Sofia ACCs were undertaken in 2013. Additionally the technical parameters and testing procedure for FMTP connection between Bucharest and Sofia were established in 2013, including bilateral interoperability testing between the two ACCs. Towards compliance with the AMHS Community Specification (CS), the DANUBE FAB ANSPs are establishing new AMHS connections in a coordinated manner. In regard to the migration from AFTN to the AMHS, the DANUBE FAB ANSPs agreed to implement basic and enhanced AMHS capability, and to establish new AMHS connections in a harmonised and coordinated way. The enhanced AMHS has been implemented and migration from AFTN to AMHS is to be completed by March 2015.

REC-2013-15 The ANSPs within a FAB should coordinate their FAB ANSPs


Reference number

Recommendation Ownership

system renewal and capability evolution more closely in order to deliver larger scale performance improvements to customers.

State feedback:

Due to different system lifecycles, the ANSPs considered unfeasible a unitary system renewal within DANUBE FAB and jointly planned its activities, in order to implement essential parameters with a view on harmonisation for a better efficiency and fully interoperability between ROMATSA and BULATSA systems. The evolution of DANUBE FAB’s technical infrastructure and system development is carried out in line with the DANUBE FAB Concept of Operations, European Regulations and with the Interim Deployment Programme, the European Single Sky Implementation (ESSIP) and the respective Local Single Sky Implementations (LSSIPs). The harmonisation of the objectives for the European ATM Network (EATMN) systems and services supporting the future DANUBE FAB environment is achieved through “Transfer Activities and Required System Changes for Implementation within DANUBE FAB” document which was created based on “DANUBE FAB Refined Target Architecture 2016”. The BULATSA System renewal is envisioned in 2022. The system specifications and functionalities will be in line with the Common projects and the SESAR deployment programme. The system will be required to ensure interoperability with the other neighbouring systems, enabling synergy at FAB, at regional level and with the NM systems.


National Projects Chapter 4 -

Project Name: A-SMGCS Project Code: - Organisation(s) BULATSA (BG) Description/Scope/Objectives Replacing the old ground surveillance radar with the implementation of A-SMGCS Level 1 and elements of A-SMGCS Level 2 - the Control Function and Runway incursion monitoring.

Schedule/Implementation planning Scheduled for completion: 2015

Status Implementation of the project is in near completion and is proceeding according to the established schedule.

Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references ESSIP: AOP04.1, AOP04.2

OI Steps: - Other References: ESSIP/LSSIP: * Bulgaria joined the applicability area of the objectives above at a later date.ATM Master Plan: OIs - AO-0102 AO-0201 Expected Performance Contribution (specific to the participating organisation(s)) * Capacity Improves ground capacity during low visibility.

Safety Improving safety of operations in Sofia airport with surface conflict detection and alerting on runways and the whole manoeuvring area. The runway incursion probability is expected to decrease two fold.

Environment (including flight efficiency)

Less exhausted gases emissions and noise pollution due to optimized taxi and holding points time and weather delay.

Cost efficiency Two times greater economic benefits to costs due to less delays on ground and final approach, flight efficiency. The ASMGCS web-based application will prove a valuable tool for providing statistics regarding airport movements correlated to runway, taxiway, and apron pavement strength (gross weight vs PCN and its deterioration from usage).

Project Name: Communication infrastructure for A/G Data Link Services

Project Code: -

Organisation(s) BULATSA (BG)

Description/Scope/Objectives

Building communications infrastructure and contracting the communication providers to ensure the A/G Data Link Services as per Regulation (EC) 29/2009.

Schedule/Implementation planning

05.02.2015

Status

The implementation is ongoing.

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

ESSIP: ITY-AGDL

OI Steps: AUO-0301

Other References: AGDL is prerequisite to AF 6 Initial Trajectory Information Sharing (i4D).

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

Capacity Increased capacity through both reduction of voice congestion and increase in controller efficiency.


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


-

Cost efficiency (1) Data link is a cost-effective capacity increase enabler through sector productivity increase and delay cost savings. Staff cost avoidance expected. (2) En-route cost savings and reduction of delays of the AUs.

Project Name: Modernisation of the A/G radio communication equipment

Project Code: -



Modernisation of radio VHF air-ground radio equipment to allow 8,33 KHz channel spacing. Gradual replacement of FM radio "air-ground' with 8,33 kHz channel spacing and installation of new frequencies in compliance with Regulation (EC) 1265/2007, Regulation (EU) 1079/2012.


01.01.2016

Status



ESSIP: ITY-AGVCS2

OI Steps:

Other References: En - CTE-C5


Capacity Additional sectors availability for optimal sector configuration.

Safety Redundancy and avoidance of frequency interference.


-

Cost efficiency -

Project Name: New ATM system Project Code: -



Procurement and deployment of a new automated ATC system to implement the Common projects and the SESAR deployment programme and replace the existing one, which lifecycle expires. The system will be required to ensure interoperability with the other neighbouring systems, enabling synergy at regional level and with the NM systems.


01.01.2022

Status

Pre-definition phase.


ESSIP: AOM19, AOM21, ATC02.2, ATC02.5, ATC02.6, ATC12, ATC15, ATC17, FCM03, ITY-AGDL

OI Steps: -

Other References: PCP: AF1 - Arrival Management extended to en-route Airspace, AF3 - Flexible Airspace Management And Free Route, AF4 - Network Collaborative Management, AF6 Initial Trajectory Information Sharing



Capacity According the SESAR Deployment program and Common projects functionalities.

E-AMAN: Improved airport/TMA capacity of Istanbul. Optimum capacity of Sofia ACC to support Istanbul operations.

Safety According the SESAR Deployment program and Common projects functionalities.


According the SESAR Deployment programme and Common projects functionalities.

E-AMAN - Reduced holding and low level vectoring has a positive environmental effect in terms of noise and fuel usage at Istanbul airport.

Cost efficiency According the SESAR Deployment program and Common projects functionalities.

E-AMAN - Reduced costs through reduction in delays at Istanbul airport and the adjacent Sofia ACC.

Project Name: New PSRs and SSRs (en-route and TMA)

Project Code: -



New en-route Varbitza and Cherni Vrah PSRs and SSRs and new TMA PSR and SSR at Sofia airport.


01.01.2017

Status



ESSIP: ITY-SPI

OI Steps: -

Other References: En - CTE-S5


Capacity Providing the necessary radar coverage to provide reduced separation in the ACC /Sofia TMA.

Safety (1) Monitoring of independent non-cooperative targets and aircrafts with technical problems. (2) Reservation if frequency 1090 blocked (ADS-B, WAM, Mode-S). (3) Unambiguous radar identification. (4) Improved integrity of radar data, avoiding the deficiency of codes.


Providing the necessary radar coverage to enable DCT, FRA and shorter routes.

Cost efficiency Lower maintenance costs, distant control and better serviceability.

Project Name: SATCAS upgrade Project Code: -



Upgrade of the automated ATC system SATCAS to enable CPDLC in compliance with Regulation (EC) 29/2009.


As per provision of Regulation (EC) 29/2009.

Status



ESSIP: ITY-AGDL

OI Steps: -


Other References: AGDL is prerequisite to AF 6 Initial Trajectory Information Sharing (i4D).


Capacity Increased capacity through both reduction of voice congestion and increase in controller efficiency.

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


-

Cost efficiency Data link is a cost-effective capacity increase enabler through sector productivity increase and delay cost savings. Staff cost avoidance expected. En-route cost savings and reduction of delays of the AUs.

Project Name: VOR – DME upgrade Project Code: -



Modernisation of the VOR / DME navigation system aligned with the EUROCONTROL's Navigation Application & Navaid Infrastructure Strategy for the ECAC area up to 2020 and the 2015 Airspace Concept & Strategy for the ECAC Area & Key Enablers.


01.01.2016

Status



ESSIP: NAV03

OI Steps: -

Other References: -


Capacity -

Safety The new system will enable safe operations after expiry of the useful life of the old equipment.


-

Cost efficiency Optimisation of the expenses due to unification of the VOR infrastructure.

Project Name: WAM and ADS-B Project Code: -



Procurement and deployment of Wide area multilateration (WAM) and automatic dependent surveillance (ADS-B).


01.07.2015

Status



ESSIP: ITY-SPI

OI Steps: -

Other References: En -CTE-S1b, En-CTE-S5



Capacity Optimised capacity in the TMAs to ensure redundant coverage.

Safety Unambiguous radar identification. Improved integrity of the radar data using parameters from the aircraft. Improving the systems ensuring safety.


-

Cost efficiency -


Regional Co-ordination Chapter 5 -

5.1 FAB Co-ordination

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

DANUBE FAB project phases

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

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

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

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

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

Figure 1: DANUBE FAB Governance Structure

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

SAPSC Administrative Cell

OSC SQSESC

DANUBE FAB Governing

ANSP Board NSA Board

Approved structure, enabled by State Agreement

Airspace Policy

Body

Enabled by ANSP Cooperation Agreement


In turn the ANSP Board is supported by the Strategy and Planning Standing Committee (SAPSC) for all DANUBE FAB cooperation domains, and is composed of ANSP experts. It is supported by the Operations Standing Committee (OSC) which carries out work in the areas of operations, technical and training, and by the Safety, Quality, Environment and Security Standing Committee (SQSESC) which performs the necessary tasks in its domain areas.

Figure 2: DANUBE FAB ANSP Working Structure

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

Realising the importance of implementing a number of initiatives, and in the spirit of collaboration and cooperation and bearing in mind the positive experience gained through the TEN-T financing of the DANUBE FAB activities in the period 2008-2012, in 2013 the DANUBE FAB ANSPs also successfully applied for TEN-T funds to assist the execution of studies and simulations. Elements of FRA and Air-Ground Data Link (AGDL) implementation are financially supported by the European Commission, and the activities have been designed to determine the most cost efficient ways to implement these concepts, whilst optimising the benefits for all ATM stakeholders. The TEN-T Action is seen as an important enabler for next phases of the FRA initiative implementation.

DANUBE FAB’s application was one of the few successful proposals in the field of ATM, and the only successful FAB proposal approved for financial support from the TEN-T programme under the Multi-Annual Work Programme for grants in the period 2007-2013.

In order to meet its ambitions and goals, DANUBE FAB has developed a comprehensive Strategic Program, which provides a high level overview of how and when the strategic objectives are to be achieved. The Strategic Program identified a number of priority projects, representing the most urgent and important issues for DANBUE FAB. These priority projects reflect the elements specified in the EU legislation and activities subject to TEN-T funding, among other activities.

The referred high priority initiatives are:

- Implementation of the Free Routes Airspace: An intermediate expansion step will take place in 2015, with night-time FRA at DANUBE FAB level planned for introduction in Q1 2016. Depending on the outcome of the TEN-T studies, phase 3 (extension to up to 24/7 operations) is planned for 2019.

- Inter-FAB cooperation: DANUBE FAB is committed to cooperating and coordinating with other FABs. The cooperation is mainly focused on neighbouring FABs and third countries with a view to exchanging information on plans and activities and maximizing the benefits of operational improvements. In support of these initiatives DANUBE FAB will host the next European level inter-FAB coordination workshop in 2015.

- Technical rationalization and infrastructure: DANUBE FAB will continue to identify opportunities to coordinate, rationalise and share technical infrastructure to generate cost savings and to further evolve the FAB. DANUBE FAB firmly believes that common procurement is an area for cooperation that will further improve the capacity and efficiency of ANS provision.

- Data Link Services: A harmonised FAB approach towards DLS implementation has been established through the TEN-T activities. The studies have developed efficient procedures and

ANSP Board

SAPSC

Administrative Cell

OSC SQSESC


provide an early insight into how the DLS will affect ATCO workload and how this translates into available airspace capacity. The execution of a real time simulation and the preparation of a supporting safety case are currently in progress, and will be used during the implementation of air-ground data link in DANUBE FAB.

The DANUBE FAB Annual Plan 2014 consists of the adopted Activities and Tasks for 2014 and is based upon an extraction of the appropriate tasks identified in the DANUBE FAB Strategic Program 2014 – 2019. In accordance with the State Agreement, the Annual Plan details the features of the Strategic Program, including the identification of responsibilities and timescales, and describes any modifications to the Strategic Program.

In addition, a number of priority projects have been identified, representing the most urgent issues for DANBUE FAB in 2014. These priority projects therefore reflect, inter alia, the elements specified in the EU Pilot and activities subject to TEN-T funding. The aim of identifying such projects is to ensure focus is placed on the significant and vital tasks within DANUBE FAB and to assist in the planning, execution and monitoring of the associated activities.

The development of the Annual Plan 2015 is scheduled to be completed by the end of the year.

In order to meet its ambitions and goals, DANUBE FAB has developed a comprehensive Strategic Program, which provides a high level overview of how and when the strategic objectives are to be achieved. The Strategic Program identified a number of priority projects, representing the most urgent and important issues for DANBUE FAB. These priority projects reflect the elements specified in the EU legislation and activities subject to TEN-T funding, among other activities.

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


5.2 FAB Projects

Project Name: Activities to support the implementation of the IDP within DANUBE FAB 2012- EU-40003-S TEN-T

Project Code: DANUBE FAB 2012- EU-40003-S TEN-T

Organisation(s) BULATSA (BG), ROMATSA (RO)


The project concerns the DANUBE FAB requirements to improve air traffic management performance and the deployment of SESAR. The project is mainly focused on completion of a number of studies with the aim at the completion of the Interim Deployment Programme (IDP) established by the SES in the deployment of the initial set of SESAR solutions at the DANUBE FAB level.

The project consists of development of a number of studies for the introduction of Free Route Airspace (up to 24/7 operations) and Data Link Services using Air Ground Data Link (AGDL) at FAB level. These preparatory activities ensure the most cost efficient and beneficial implementation of the concepts.


01.01.2012 / 31.12.2015

Status

The status of the project can be indicated through the status of its milestones as reflected in the financing decision for the project, as follows: 1. Approval of DLS operational concept at FAB level [31/05/2013] - Status: Completed; 2. Completion of procurement procedure for contracting project management services [31/07/2013] - Status: Completed; 3. Completion of procurement procedures for the contracting of CPDLC Simulation [31/07/2014] - Status: Completed; 4. Completion of procurement procedures for the contracting of CPDLC safety case [31/07/2014] - Status: Completed; 5. Completion of procurement procedures for contracting of FRA RTS [31/12/2014] - Status: Completed; 6. Preparation and conducting of procurement procedure for contracting external support for FRA safety case [31/12/2014] - Status: On-going public procurement procedure; 7. Delivery of DLS RTS Project Management Plan, completion of data preparation and completion of DLS RTS [31/12/2014] - Status: Completed; 8. Completion of DLS safety case [31/12/2014] - Status: Completed; 9. Delivery of FRA RTS Project Management Plan, completion of data preparation and completion of FRA RTS [31/12/2015] - Status: On-going; 10. Completion of FRA safety case [31/12/2015] - Status: Pending (waiting the awarding of the contract – point 6 above).


ESSIP: AOM21, ITY-AGDL

OI Steps: -

Other References: ATM Master Plan: OI – AOM-0401 OI – AOM-0402


Capacity DLS preparatory activities - The introduction of AGDL in Europe is estimated to have a 10% net benefit on en-route capacity and is therefore a key enabler of the EU wide capacity target of en-route ATFM delay of lower than 0.5 minutes per flight. Given the low level of delay in the DANUBE FAB, this investment is not necessary for the achievement of the local target, but the nature of AGDL is that the benefit will be accrued in the core- European airspace where delays are in excess of the national targets.

FRA preparatory activities - The effect on capacity will be determined after the completion of the DANUBE FAB FRA real time simulation.


Safety DLS preparatory activities -–The implementation of DLS at FAB level hasis expected to contribute to safety by providing a second communication channel between controllers and pilots and by reducing the probability of misunderstandings.

FRA preparatory activities -–The effect on safety will be determined after the completion of the DANUBE FAB FRA real time simulation.


FRA preparatory activities - The introduction of FRA will enable the DANUBE FAB to deliver direct routes for the en-route segment and hence contribute fully to the EU-wide target of en-route horizontal flight efficiency.

DLS preparatory activities - N/A

Cost efficiency DLS preparatory activities - Optimised operating costs associated with more efficient sectorisation -due to the enabled by the DLS sector capacity increase.

FRA preparatory activities - FRA will contribute towards the achievement of EU-wide cost-efficiency target, through maintaining the workload levels and high throughput. This will make a further contribution towards the optimised use of airspace.

Cooperation Activities

On-going FRA RTS and procurement procedure for FRA Safety Case.

Project Name: Identify, coordinate and develop new opportunities for the FAB

Project Code: DANUBE FAB Activity A12



The objective of the project is to cooperate at inter-FAB level with neighbouring FABs and third States with a view to exchanging information on plans and activities and to maximize the benefits of operational improvements.


2013 - 2017

Status

The DANUBE FAB ANSPs are signatories parties of the GateOne cooperation agreement on the creation of the regional ANSP platform of Central and Eastern Europe which was signed by 11 ANSPs from FAB CE, DANUBE FAB and Baltic FAB, with the aim to promote the efficiency of European ATM through an enhanced cooperation among the participating service providers and to ensure a more powerful and coordinated role of the countries of the region in the European decision-making processes.

In October 2014 DANUBE FAB ANSPs agreed with BLUE MED FAB a ‘Letter on ANSP level cooperation in FAB matters’ with the purpose to establish regular cooperation with a view to exchanging information on plans and activities carried out within the FAB framework, especially in the areas of operations, technical, training, performance and safety.

It is envisaged that an agreement with FAB CE on the matter can be concluded in 2015. DANUBE FAB will has begun an operational trial with FAB CE on 6th October 2014 to implement control of transfer procedures to enable a reduced horizontal separation at the interface between the two FABs at all FLs. This is expected to enable increased capacity for both parties.

DANUBE FAB will has also attended an inter-FAB coordination workshop in Amsterdam on 18th and 19th November 2014.

Several DANUBE FAB initiatives to cooperate with Serbia, Moldova and FYROM have been undertaken. It is a long-term strategy of DANUBE FAB to extend its geographical scope; for this purpose the DANUBE FAB has developed an Observers policy to enable other States and FABs to participate in order to ease the transition towards full partnership. DANUBE FAB would appreciate the Commission’s support in achieving this.



ESSIP: -

OI Steps: -

Other References: DANUBE FAB Strategic Program 2015-2019


Capacity -

Safety -


In terms of the EU wide performance targets, cooperation at inter-FAB level with neighbouring FABs and third States will enable full benefit and contribution to the EU-wide environment target, and will make a further contribution towards the optimised use of airspace.

Cost efficiency -


The ANSPs will cooperate on activities carried out within the FAB framework, especially in the areas of operations, technical, training, performance and safety.

Project Name: Implementation of Data Link Services Project Code: DANUBE FAB Activity A42



The DANUBE FAB partners are committed to implementing air-ground data link in a coordinated manner, and agreed to find a common operational concept for the services, including the conformity of communications, flight data and initial flight planning processing systems, and ensuring that ground communication systems comply with the air-ground communication requirements.


As per provision of Regulation (EC) 29/2009. This activity remains in progress.

Status

In 2014, the DANUBE FAB ANSPs negotiated a contract with communication service providers (SITA and/or ARINC) to ensure the ground communication systems, and their constituents apply air-ground communications for CM and CPDLC data exchanges in compliance with Article 9 of Regulation (EC) No 29/2009, allowing ATN/VDL2. This activity remains in progress.

To support the DLS activity, the DANUBE FAB ANSPs successfully applied for TEN-T funds, with the aim of optimising the air-ground data link implementing to reduce costs and to maximise network benefits. Through this approach, the DANUBE FAB ANSPs will ensure that implementation will achieve maximum cost efficiency and value for money.

Through the TEN-T activity, a harmonised FAB approach towards DLS implementation has been established. The studies will develop efficient procedures and provide an early understanding of how the DLS implementation will affect ATCO workload and how this would eventually translate into available airspace capacity.

Under the co-financed activity the DANUBE FAB ANSPs have defined a common operational concept, including the development of a common operating and training procedures for DLS operations within the FAB. This was completed in May 2013.

In November 2014, the DANUBE FAB ANSPs performed an RTS, with the clear objective to study the implementation of the DLS and associated procedures. Through this RTS the DANUBE FAB ANSPs validated the operational concept and aspects of CPDLC (such as functionalities, HMI and the related procedures).

During the same period, a Safety Case study for DLS was conducted.


ESSIP: ITY-AGDL

OI Steps: -

Other References: OI AUO 0301


DANUBE FAB Strategic Program 2015-2019


Capacity The introduction of AGDL in Europe is estimated to have a 10% net benefit on en-route capacity and is therefore a key enabler of the EU-wide capacity target of en route ATFM delay of lower than 0.5 minutes per flight. Given the low level of delay in DANUBE FAB, this investment is not necessary for the achievement of the local target, but the nature of AGDL is that the benefit will be accrued in the core-European airspace where delays are in excess of the national targets.

Safety The implementation of DLS at FAB level has to contribute to safety by providing a second communication channel between controllers and pilots and by reducing the probability of misunderstandings.


-

Cost efficiency DLS will contribute towards the achievement of EU-wide cost-efficiency target, through maintaining the workload levels and high throughput. This will make a further contribution towards the optimised use of airspace.


Cooperation activities for the development of the safety case in support of the implementation of the data link within the DANUBE FAB airspace.

Project Name: Implementation of Voice Over Internet Protocol (VOIP) in ATM (air-ground)




Procurement and deployment of a new common system for operational voice communications (VCS) for both ANSPs.


01.07.2015

Status

The new VCS system is installed by ROMATSA and it is currently undergoing installation in the premises of BULATSA (envisaged for Q3 2015).


ESSIP: COM11

OI Steps: -

Other References: En - CTE-C8 DANUBE FAB Strategic Program 2015-2019


Capacity The VCS will allow is an enabler towards improved capacity as it a prerequisite for dynamic sectorisation through enhanced allocation of voice.

Safety The new VCS will provide enhanced communication channels allowing for improved capacity, flexibility and availability of the communication system.


N/A

Cost efficiency Optimised cost-efficiency due to common procurement and large scale implementation at FAB level).


Cooperation activities for the development of the safety assessment for the changes, common procurement and synchronised deployment of equipment to support VoIP in ATM, testing activities, etc.


Project Name: Route Implementation and Improvement Free Routing




FRA Operations Implementation in DANUBE FAB as a “Project” includes, inter alia, actions for the definition of a common operational concept, common operating and training procedures and development of a safety case for FRA Operations within DANUBE FAB, to give assurance that provision of ATS in DANUBE FAB, after implementation of FRA Operations, will remain at least as safe as today or will improve safety. This Project includes a large scale Real Time Simulation (RTS) to prove the most applicable extension of FRA operation hours during day and night. The aim of this activity is to focus on the extension of DANUBE FAB FRA Operations during night towards full (24 hour) free route operations implementation.

Project’s phases: - Phase I – Implementation of night Free Route operations within national boundaries – COMPLETED on 14th November 2013, six months ahead of schedule; - Phase II – Implementation of night DANUBE FAB common FRA will be introduced in Q1 2016; - Phase III – Extension of Free Route operations outside the night period (up to 24/7 operations) is planned to be achieved in 2019.


10.07.2012 - 2019

Status

The DANUBE FAB stakeholders invested significant effort in order to successfully implement phase 1 of the DANUBE FAB FRA project (i.e. FRA at national level at night time) by 14th November 2013 – six months ahead of schedule and earlier than the expectations of the NSP (planned for 2014). This marks the successful implementation of the first phase of FRA within DANUBE FAB, with two further phases to follow, unlocking increased benefits for airspace users.

The inception of FRA project in DANUBE FAB has started to fully open the airspace, providing virtually unrestricted flight planning freedom without a pre-defined set of Direct Routing (DCT) options. Initial FRA project set-up, combined with other network improvements provides an unmatched performance in terms of flight trajectory efficiency.

In December 2014, DANUBE FAB concluded an agreement with EUROCONTROL to provide a Real Time Simulation to determine the most applicable extension of Free Routes Airspace up to 24/7 operations within DANUBE FAB airspace.


ESSIP: AOM21, ITY-AGDL

OI Steps: -

Other References: ATM Master Plan: OI – AOM-0401 OI – AOM-0402 DANUBE FAB Strategic Program 2015-2019


Capacity -

Safety -



In terms of the EU wide performance targets, FRA will enable full benefit and contribution to the EU-wide environment target, and will make a further contribution towards the optimised use of airspace.

For the first six months of 2014 the average en-route extension (as measured by the Performance Scheme’s actual horizontal flight efficiency Key Performance Indicator (KPI) (KEA KPI) for DANUBE FAB has been significantly reduced compared to the same period in 2013 (according to the data provided by the PRB).

Extension of Free Route operations outside the night period (daytime FRA) by 2019, will enable full benefit and contribution to the EU-wide environmental target.

Cost efficiency FRA will contribute towards the achievement of EU-wide cost-efficiency target, through maintaining the workload levels and high throughput. This will make a further contribution towards the optimised use of airspace.


Ongoing activities for FRA Real Time Simulation (RTS) and FRA Safety Case.


5.3 Regional cooperation

In order to achieve some of the ESSIP objectives, the Bulgarian DGCAA and BULATSA have to co-ordinate some of their actions with a number of adjacent ATS units. The LSSIP document would also help to foster regional co-ordination with neighbouring states by identifying mutually dependent actions. Bulgaria constantly promotes and boosts the co-operation in the region through their active participation in several regional initiatives and agreements. In 2011 BULATSA and SMATSA (Serbia and Montenegro ANSP) concluded an Agreement on SMATSA/BULATSA Operational-Technical Cooperation. The Agreement establishes a framework for operational-technical cooperation between both ANSPs with the purpose of improving safety and efficiency of ANS provision in their areas of responsibility. This enables coordination in a number of areas of common interest, such as ATM, Communication Navigation and Surveillance (CNS), harmonization of ATCO staff, Civil-Military aspects, regional Contingency Plans, flights checks and calibration of NAVAIDs, safety and quality, and performance. A number of expert and managerial meetings have taken place so as to coordinate common actions.

In 2012 BULATSA and DHMI (Turkish ANSP) signed a Memorandum of Cooperation on technical and operational issues. Collaboration between BULATSA and DHMI is focused on radar data exchange, harmonisation of flight rules, development of a regional emergency plan, as well as other operational and technical activities and procedures aimed at the provision of quality air navigation services in the region. In the reporting period a number of meetings were organised related to the air traffic situation in the region.

The DANUBE FAB ANSPs are signatories of the GateOne cooperation agreement on the creation of the regional ANSP platform (GateOne) of Central and Eastern Europe which was signed on 6th November 2013 by 10 ANSPs (an 11th joined in January 2014) in Sofia.

GateOne aims to promote the efficiency of European ATM through an enhanced cooperation among the participating service providers, to ensure a more powerful and coordinated role of the countries of the region in the European decision-making processes.

The platform is intended to explore areas of mutual interest, common goals, objectives and synergies between the partners, as well as to initiate cooperation in different fields related to Single European Sky (SES). It is also envisaged to carry out lobbying activities for the benefit of GateOne partners. GateOne encompasses three FABs (FAB CE, DANUBE FAB and Baltic FAB) and serves as a framework for exchange of best practices and elaboration of consolidated positions on ATM related matters.

In October 2014 DANUBE FAB ANSPs agreed with BLUE MED FAB a ‘Letter on ANSP level cooperation in FAB matters’ with the purpose to establish regular cooperation with a view to exchanging information on plans and activities carried out within the FAB framework, especially in the areas of operations, technical, training, performance and safety.

It is envisaged that an agreement with FAB CE on the matter can be concluded in 2015. DANUBE FAB has begun an operational trial with FAB CE on 6th October 2014 to implement control of transfer procedures to enable a reduced horizontal separation at the interface between the two FABs at all FLs. This is expected to enable increased capacity for both parties.

The DANUBE FAB has also attended an inter-FAB coordination workshop in Amsterdam on 18th and 19th November 2014.

Several DANUBE FAB initiatives to cooperate with Serbia, Moldova and FYROM have been undertaken. It is a long-term strategy of DANUBE FAB to extend its geographical scope; for this purpose the DANUBE FAB has developed an Observers policy to enable other States and FABs to participate in order to ease the transition towards full partnership. DANUBE FAB would appreciate the Commission’s support in achieving this.

5.3.1 Radar Data Sharing

Bilateral agreements for sharing of radar data were signed with Macedonia and Romania. BULATSA sends to Skopje ACC the Vitosha MSSR data and receives Banjski Rid’s MSSR data. BULATSA sends to Bucharest ACC the Vitosha and Varbica MSSR data and receives the Bucuresti and Constanca MSSR data. The radar data sharing with Greece has been implemented in 2009. BULATSA sends to HCAA the Vitosha/Varbica MSSR data and receives the Thesalloniki/Pillion MSSR data. In 2011 BULATSA signed a bilateral agreement with the Serbia and Montenegro Air Traffic Services Agency (SMATSA). According to that agreement BULATSA receives radar data from Murtenica and Koviona radars and sends radar data to ATC Belgrade from Vitosha and Sofia radars.


5.3.2 OLDI Links

BULATSA established the following OLDI links with the external/internal ATS units:

SOFIA ACC - ATH/MAC ACCs; SOFIA ACC - SKOPJE ACC; SOFIA ACC - BEOGRADE ACC; SOFIA ACC - BUCHAREST ACC; SOFIA ACC - SIMFEROPOL ACC; SOFIA ACC - IST/ANK ACCs.

5.3.3 Voice communication – MFC links

MFC/R2 connections have been established with the following external/internal ATS units:

SOFIA ACC - ATH/MAC ACC; SOFIA ACC - MAKEDONIA APP; SOFIA ACC - BEOGRAD ACC; SOFIA ACC - SKOPJE ACC; SOFIA ACC - BUCHAREST ACC; SOFIA ACC - VARNA APP; SOFIA ACC - BURGAS APP; VARNA APP - BURGAS APP; SOFIA ACC - ISTANBUL ACC; SOFIA ACC - ANKARA ACC.

5.3.4 Regional Route Network Developments

Further improvements of the ATS network in South-East Europe have been addressed during the RNDSG meetings. The main objectives are to review the route network improvement proposals raised by States, IATA, IACA and EUROCONTROL. The proposals that affect Bulgaria are related to the interfaces with Serbia and Romania.

In the night of 13/14 November 2013 BULATSA implemented the Free Route Airspace Concept into the airspace of the Republic of Bulgaria. This concept allows the airspace users to freely plan a route via published way points and radio navigation aids without complying with the existing system of air routes. Initially the concept will be applied at night (from 1:00 a.m. to 7:00 a.m. local time) for all aircraft performing flights above flight level 245 (7450 m). In the long-term the application of the concept will result in reduced emissions from aviation activities and will contribute to achieving a faster, more efficient and more affordable air transport at the same or higher levels of safety.

5.3.5 Regional Communication Network

Until 2010 the regional network used to cover Sofia, Skopje, Athens, Bucharest, Simferopol, Istanbul and Ankara ACCs. The Beograd ACC joined the network in 2011.


5.3.6 Regional Projects

Project Name: OLDI links Project Code: -



BULATSA established the following OLDI links with the external/internal ATS units: - SOFIA ACC - ATH/MAC ACCs; - SOFIA ACC - SKOPJE ACC; - SOFIA ACC - BEOGRADE ACC; - SOFIA ACC - BUCHAREST ACC; - SOFIA ACC- SIMFEROPOL ACC; - SOFIA ACC – IST/ANK ACCs.


-

Status

-


ESSIP: -

OI Steps: -

Other References: -


Capacity -

Safety -


-

Cost efficiency -


-

Project Name: Radar Data Sharing Project Code: -



Bilateral agreements for sharing of radar data were signed with Macedonia and Romania. BULATSA sends to Skopje ACC the Vitosha MSSR data and receives Banjski Rid’s MSSR data. BULATSA sends to Bucharest ACC the Vitosha and Varbica MSSR data and receives the Bucuresti and Constanca MSSR data. The radar data sharing with Greece has been implemented in 2009. BULATSA sends to HCAA the Vitosha/Varbica MSSR data and receives the Thesalloniki/Pillion MSSR data. In 2011 BULATSA signed a bilateral agreement with the Serbia and Montenegro Air Traffic Services Agency (SMATSA). According to that agreement BULATSA receives radar data from Murtenica and Koviona radars and sends radar data to ATC Belgrade from Vitosha and Sofia radars.


-

Status

-


ESSIP: -

OI Steps: -

Other References: -



Capacity -

Safety -


-

Cost efficiency -


-

Project Name: Regional Communication Network Project Code: -



Until 2010 the regional network used to cover Sofia, Skopje, Athens, Bucharest, Simferopol, Istanbul and Ankara ACCs. The Beograd ACC joined the network in 2011.


-

Status

-


ESSIP: -

OI Steps: -

Other References: -


Capacity -

Safety -


-

Cost efficiency -


-

Project Name: Regional Route Network Developments

Project Code: -



Further improvements of the ATS network in South-East Europe have been addressed during the RNDSG meetings. The main objectives are to review the route network improvement proposals raised by States, IATA, IACA and EUROCONTROL. The proposals that affect Bulgaria are related to the interfaces with Serbia and Romania.

In the night of 13/14 November 2013 BULATSA implemented the Free Route Airspace Concept into the airspace of the Republic of Bulgaria. This concept allows the airspace users to freely plan a route via published way points and radio navigation aids without complying with the existing system of air routes. Initially the concept will be applied at night (from 1:00 a.m. to 7:00 a.m. local time) for all aircraft performing flights above flight level 245 (7450 m). In the long-term the application of the concept will result in reduced emissions from aviation activities and will contribute to achieving a faster, more efficient and more affordable air transport at the same or higher levels of safety.


-


Status

-


ESSIP: -

OI Steps: -

Other References: -


Capacity -

Safety -


-

Cost efficiency -


-

Project Name: Voice communication – MFC links Project Code: -



MFC/R2 connections have been established with the following external/internal ATS units: - SOFIA ACC - ATH/MAC ACC; - SOFIA ACC - MAKEDONIA APP; - SOFIA ACC - BEOGRAD ACC; - SOFIA ACC - SKOPJE ACC; - SOFIA ACC - BUCHAREST ACC; - SOFIA ACC - VARNA APP; - SOFIA ACC - BURGAS APP; - VARNA APP- BURGAS APP; - SOFIA ACC – ISTANBUL ACC; - SOFIA ACC – ANKARA ACC.


-

Status

-


ESSIP: -

OI Steps: -

Other References: -


Capacity -

Safety -


-

Cost efficiency -


-


ESSIP Objective Implementation Chapter 6 -

Conventions

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

o one 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

APO. Progress (**)

APO Impl. Date

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

ASP. Progress (**)

ASP Impl. Date

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

MIL. Progress (**)

MIL Impl. Date

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

APO. Progress (**)

APO Impl. Date

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

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late


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

[IDP] Planned

BULATSA and the Bulgarian military authority plan to apply the same rules, principles and procedures concerning the OAT/GAT interface. The planned actions are in progress and will continue in 2015. Revision of the national legislation and recognition of the respective military authorities as military ANSP is in progress. The applicability of EUROAT is considered to be further analysed for implementation. The harmonised OAT flight planning is planned for 2015.

31/12/2015

REG (By:12/2018)

The national Regulation No.19 and Instruction No.24 has been amended. Instruction No.25 is in process of amendment.

Planned

31/12/2015

ASP (By:12/2018)

The national Regulation No.19 and Instruction No.24 has been amended. Instruction No.25 is in process of amendment.

Planned

31/12/2015

MIL (By:12/2018)

The Bulgarian military authority plans to apply the same rules, principles and procedures concerning the OAT/GAT interface. Revision of the national legislation and recognition of the respective military authorities as military ANSP is in progress. There are no plans for EAD migration. The harmonised OAT flight planning is planned for 2015. The applicability of EUROAT is considered to be further analised for implementation.

Planned

31/12/2015

AOM19

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

[IDP]

Partly Completed

The improved ASM/ATFCM process has been implemented. The rolling ASM/ATFCM was implemented in 2012. BULATSA plans to exchange data with ADR by 2015. The implementation of LARA tool is planned for 2015.

31/12/2015

ASP (By:12/2016)

The improved ASM/ATFCM process has been implemented. The rolling ASM/ATFCM process was implemented in 2012. The data exchange with ADR is planned for 2015. The implementation of LARA tool is planned for 2015. BULATSA has obtained a certificate from the NSA for the use of LARA.

For the military, the improved ASM/ATFCM process has been implemented. The rolling ASM/ATFCM process was completed in 2012. The military authority will take into consideration the deployment of LARA tool by 2015.

New ATM system

Partly Completed

31/12/2015

AOM21

Implementation of Free Route Airspace Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2017

[IDP] Completed

Night FRA was implemented in Bulgaria in 2013. 30/11/2013

ASP (By:12/2017) Night FRA was implemented in Bulgaria in 2013.

Activities to

support the

implementation

of the IDP within

DANUBE FAB

2012‐ EU‐40003‐S

TEN‐T / New ATM

system / Route

Implementation

and Improvement

Free Routing

Completed

30/11/2013


AOP03

Improve runway safety by preventing runway incursions Timescales: Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013

[IDP] Completed

The Safety Runways Teams for all 5 international airports in Bulgaria were established in 2004. They have been tasked to assess the existing aerodrome practices and procedures and identify the area of improvements. The EAPPRI recommendations which were deemed appropriate have been included in the relevant regulations, instructions and operator manuals. The preparation of the Airport operator Safety Management System (SMS) was completed in 2006.

‐

REG (By:12/2013)

The Safety Runways Teams for all 5 international airports in Bulgaria were established in 2004. They have been tasked to assess the existing aerodrome practices and procedures and identify areas of improvements.

Completed

‐

ASP (By:12/2013)

The EAPPRI recommendations which deemed appropriate have been included in relevant regulations, instructions and operator manuals. The preparation of the Airport operator Safety Management System (SMS) has been completed in 2006.

At the jointly used civil/military airports (Sofia/Plovdiv), military authorities comply with civilian practices and procedures. They do not have a role of ATC, Airport operator or regulator. The Local Safety runway teams at both airports involve military representatives in respect of the military operations.

Completed

‐

APO (By:12/2013)

The EAPPRI recommendations which deemed appropriate have been included in relevant regulations, instructions and operator manuals.

Completed

‐

AOP04.1

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2011

Late

LBSF - SofiaThe A‐SMGCS is planned outside the objective implementation timeframe according the local needs. The procurement of a new A‐SMGCS system comprising a Surface Movement radar, Multi‐lateration sensors, data fusion and situation awareness displays started in 2012. These technical upgrades, accompanied by ATCO training /licensing in ground movement control are the main pre‐requisites for the implementation of the Sofia Airport ground control operations. The A‐SMGCS is planned to be fully operational by the end of February 2015.

28/02/2015

REG (By:12/2010)

The mandatory carriage of required equipment which would enable location/identification of the aircraft/vehicles on the manoeuvring area to be enacted for the Sofia Airport operation. National regulation in respect of the Sofia Airport A‐SMGSC implementation to be enacted by the end of February 2015

Late

28/02/2015

ASP (By:12/2011)

The A‐SMGCS is planned outside the objective implementation timeframe according the local needs. The procurement of a new A‐SMGCS system comprising a Surface Movement radar, Multi‐lateration sensors, data fusion and situation awareness displays started In 2012. These technical upgrades, accompanied by ATCO training /licensing in ground movement control are the main pre‐requisites for the implementation of the Sofia Airport ground control operations. The A‐SMGCS operations are planned to start beginning of 2015.

A‐SMGCS

Late

28/02/2015

APO (By:12/2010)

Equipage of Sofia airport concerned ground vehicles with transponders is planned to be completed in the beginning of 2015.The necessary equipment is delivered but not installed in the service vehicles yet.

Late

28/02/2015


AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2 Timescales: Initial operational capability: 01/01/2007 Full operational capability: 31/12/2017

Partly Completed

LBSF - SofiaThe implementation of A‐SMGCS level 2 ‐Elements of the Control Function and Runway incursion monitoring is completed and their deployment will coincide with the A‐SMGCS level 1 (AOP04.1) entry into operations. BULATSA does not intend to implement A‐SMGCS Routing and Guidance functions.

28/02/2015

ASP (By:12/2017)

Procured and installed were a new Surface Movement radar, Multi‐lateration sensors, data fusion and situation awareness displays. The controllers are trained for the use of A‐SMGCS. The A‐SMGCS level 2 ‐Elements full deployment will coincide with the A‐SMGCS level 1 entry into operations.

A‐SMGCS

Partly Completed

28/02/2015

APO (By:12/2017)

The surface movement surveillance equipment would be property of BULATSA, therefore this action is not applicable for the Sofia Airport operator.

Not Applicable

‐

AOP05 Implement Airport Collaborative Decision Making (CDM) Timescales: ‐ not applicable ‐

[IDP] Not Applicable

LBSF - Sofia(Outside Applicability Area)

Bulgaria is not within the objective applicability area. ‐ ASP (By:01/2016) ‐

Not Applicable

‐

APO (By:01/2016) ‐

Not Applicable

‐

ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013

Completed

BULATSA has implemented a state of the art STCA function within the CNATCC project (SATCAS system) for Sofia ACC/APP. Further adaptation of the STCA parameters and working methods was made in 2009. In the context of the 'Tight Tower Project', considered as an extension of SATCAS system, the STCA implementation at the Burgas APP unit was completed in 2009. STCA was implemented also at the Varna APP.

31/12/2009

ASP (By:01/2013)

BULATSA has implemented a state of the art STCA function within the CNATCC project (SATCAS system) for Sofia ACC/APP. Further adaptation of STCA parameters and working methods was made in 2009. In the context of the 'Tight Tower Project', considered as an extension of SATCAS system, the STCA implementation at the Burgas APP unit was completed in 2009. STCA was implemented also at the Varna APP.

New ATM system

Completed

31/12/2009

ATC02.5

Implement ground based safety nets ‐ Area Proximity Warning ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Completed

This function was initially implemented at the Sofia ACC/APP units. The APW implementation at the Burgas/Varna APP units was completed in 2009.

28/02/2009

ASP (By:12/2016)

This function was initially implemented at the Sofia ACC/APP units. The APW implementation at the Burgas/Varna APP units was completed in 2009.

New ATM system

Completed

28/02/2009


ATC02.6

Implement ground based safety nets ‐Minimum Safe Altitude Warning ‐ level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Completed

This function was initially implemented at the Sofia ACC/APP units. The MSAW implementation at Burgas APP and Varna APP units was carried out in 2009. The adaptation of the MSAW parameters and working methods of the current MSAW implementation was performed in 2010.

31/12/2010

ASP (By:12/2016)

This function was initially implemented at the Sofia ACC/APP units. The MSAW implementation at Burgas APP and Varna APP units was carried out in 2009. The adaptation of the MSAW parameters and working methods of the current MSAW implementation was performed in 2010.

New ATM system

Completed

31/12/2010

ATC02.7

Implement ground based safety nets ‐ Approach Path Monitor ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

No Plan

The implementation of APM is not planned. ‐ ASP (By:12/2016) The implementation of APM is not planned.

No Plan

‐

ATC07.1

Implement arrival management tools (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

Bulgaria is outside the objective applicability area, therefore the overall objective progress is not applicable. Arrival sequencing and metering has been implemented by Sofia APP unit within the CNATCC. The implementation of Arrival sequencing was completed for Burgas and Varna APP units in 2009. No plans exist for the application of AMAN procedures and implementation of AMAN functions for any Bulgarian TMA.

‐

ASP (By:12/2015)

No plans exist for the application of AMAN procedures and implementation of AMAN functions for any Bulgarian TMA.

Not Applicable

‐

ATC12

Implement automated support for conflict detection and conformance monitoring Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/12/2016

Completed

MTCD/MONA functions have been implemented within the first version of SATCAS. Further MTCD upgrades and new MONA functions (potential level bust, potential co‐ordination failure, SSR code assignment) have been implemented within SATCAS v.2. ATCO training for operational use of these advanced functions was conducted in the first quarter of 2008.

30/09/2010

ASP (By:12/2016)

MTCD/MONA functions have been implemented within the first version of SATCAS . Further MTCD upgrades and new MONA functions (potential level bust, potential co‐ordination failure, SSR code assignment) have been implemented within SATCAS v.2.

New ATM system

Completed

‐

ATC15

Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2017

[IDP] No Plan

Bulgaria intends AMAN implementation in en‐route operations to enable smooth operations with Turkey. The actual implementation and planning dates are further to be discussed and aligned with the deployment of the AMAN in Istanbul airport.

‐

ASP (By:12/2017)

Bulgaria intends AMAN implementation in en‐route operations to enable smooth operations with Turkey. The actual implementation and planning dates are further to be discussed and aligned with the deployment of the AMAN in Istanbul airport. The integration of en‐route AMAN for operational use into the current ATM infrastructure is to be considered.

New ATM system

No Plan

‐


ATC16

Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015

Planned

NSA supervision tasks have been planned. The training plan and package has been developed by the ANSP, the ATCOs were trained in 2014 accordingly. A monitoring system of the performance of ACAS in the ATC environment has been established.

31/12/2015

REG (By:12/2015)

The supervision for compliance with regulatory provisions, airworthiness certification and operational approval are planned.

Planned

31/01/2015

ASP (By:03/2012)

The training plan and package has been developed by the ANSP. The concerned personnel were trained according to the training plan. A monitoring system of the performance of ACAS in the ATC environment has been established.

Completed

30/06/2014

MIL (By:12/2015)

Some of the transport‐type aircraft are equipped with ACAS II (TCAS II Version 7.0). Training plans for aircrews flying aircraft not equipped with ACAS II have not been developed. A monitoring system of the performance of ACAS in the military ATC systems has not been established.

Planned

31/01/2015

ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018

[IDP]

Partly Completed

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer was implemented in 2008 with SATCAS v.2 system. Operational use is pending and depends on an agreement with the neighbouring ACCs and availability of the functions in their ATC systems.

31/12/2018

ASP (By:12/2018)

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer was implemented in 2008 with SATCAS v.2 system. Operational use is pending and depends on an agreement with the neighbouring ACCs and availability of the functions in their ATC systems.

New ATM system

Partly Completed

31/12/2018

COM09

Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) Timescales: Initial operational capability: 01/01/2006 Full operational capability: 31/12/2014

[IDP] Completed

BULATSA data network is already IPv6 capable for international services. FMTP message exchange over IPv6 was completed at FAB level. Plans are in place with establishing IPv6 connections with the adjacent states depending on their IPv6 capabilities.

14/10/2014

ASP (By:12/2014) BULATSA data network is IPv6 capable for international services.

Completed

14/10/2014

COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014

Late

The new AFTN/AMHS system is operational from 2012. Enhanced AMHS capabilities will be further elaborated for implementation in 2015.

31/12/2015

ASP (By:12/2014)

The new AFTN/AMHS system is operational from 2012. In 2015 the AMHS will be operational on FAB level, coordinated implementation is pending.

Late

02/08/2015

COM11

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

Planned

Plans are in place for the implementation of ASP lines of action in due time. 31/12/2020

ASP (By:12/2020) Plans are in place for the implementation of ASP lines of action in due time.

Implementation

of Voice Over

Internet Protocol

(VOIP) in ATM

(air‐ground)

Planned

31/12/2020


ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements Timescales: ‐ not applicable ‐



Bulgaria is not within the objective applicability area. ‐ ASP (By:12/2013) ‐

Not Applicable

‐

APO (By:12/2013) ‐

Not Applicable

‐

ENV02

Implement Collaborative Environmental Management (CEM) at Airports Timescales: ‐ not applicable ‐

Completed


Bulgaria is not within the applicability area of this objective. Nevertheless CEM was established formally in 2013 by adopting and signing two documents as per EUROCONTROL CEM guidelines: ‐Shared Environmental Vision for Aircraft Operations, and ‐Terms of Reference of CEM Council. The following stakeholders have signed the above documents for establishments of CEM: A. operational stakeholders: A.1 ASP ‐ BULATSA A.2 APO ‐ Sofia Airport EAD, Fraport Twin Star Airport Management AD (Varna and Burgas airports), Plovdiv Airport EAD, Gorna Oryahovitsa Airport EAD A.3 USE ‐ Bulgaria Air, Air Via, Wizz Air B. other stakeholder: B.1 REG ‐ DG Civil Aviation Authority

31/07/2013

ASP (By:12/2016)

Bulgaria is not within the applicability area of this objective. Nevertheless, CEM was established formally in 2013 as per EUROCONTROL CEM Guidelines.

Completed

31/07/2013

APO (By:12/2016)

Bulgaria is not within the applicability area of this objective. Nevertheless, CEM was established formally in 2013 as per EUROCONTROL CEM Guidelines.

Completed

31/07/2013

FCM01

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

Completed

The SATCAS system in operation at the CNATCC provides an output which contains standard correlated position reports in ASTERIX cat.62. The dissemination of CPRs to the CFMU by the CNATCC was introduced in August 2009. The FSA message in respect of all departures from Bulgarian airports, as well as its availability for overflight traffic is transmitted to the ETFMS. FSA implementation in case of re‐routing and holding was performed in 2010, with the SATCAS v.2 LINUX.

01/10/2011

ASP (By:07/2014) See State comment.

Completed

01/10/2011

FCM03

Implement collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2015

[IDP] Completed

The current FDPS (SATCAS v.2) is able to receive and transmit FPL data in ADEXP format. BULATSA still reviews the institutional arrangements with IFPS for flight data exchange in ADEXP format. The current system supports the manual mode of AFP transmission. Automatic mode of AFP transmission and other events triggering the AFP transmission were implemented through the SATCAS v.2 LINUX.

30/09/2010

ASP (By:12/2015) See State comment. New ATM system

Completed

30/09/2010


FCM04

Implementation of Short Term ATFCM Measures ‐ phase 1 (Outside Applicability Area) Timescales: ‐ not applicable ‐


The objective is not applicable to Bulgaria. ‐ ASP (By:12/2015) The objective is not applicable to Bulgaria.

Not Applicable

‐

FCM05

Implementation of interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2016

[IDP] Planned

The Bulgarian AMC uses a CIAM terminal to send all AUP/UUP to NM. LARA operates in trial mode. LARA operational use is planned for January 2015.

31/01/2015

ASP (By:12/2016)

The Bulgarian AMC uses a CIAM terminal to send all AUP/UUP to NM. LARA operates in trial mode.

Planned

31/01/2015

APO (By:12/2016)

Sofia Airport sends the airport slots information in SSIM format to EUACA on daily basis.

Completed

31/01/2007

INF04

Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012

Late

ARO/MET integrated briefing (Level 5 according to the ICAO roadmap) will be completed in 2015. 31/12/2015

ASP (By:12/2012)

MET self‐briefing system is implemented at Sofia/Plovdiv/Burgas and Varna airports. Terminal integration of ARO/MET briefing application will be completed in 2015.

Late

31/12/2015

INF07

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

Planned

The national TOD policy and implementation programmes, setting up the necessary steps to enable the provision of electronic terrain and obstacle data will be established according to the objective.

31/05/2018

REG (By:05/2018)

The national TOD policy and implementation programmes, setting up the necessary steps to enable the provision of electronic terrain and obstacle data will be established according to the objective.

Planned

31/05/2018

ASP (By:05/2018)

Objective will be completed after the establishment of the national TOD policy implementation programmes.

Planned

31/05/2018

APO (By:05/2018)

Objective will be completed after the establishment of the national TOD policy implementation programmes.

Planned

31/05/2018

ITY‐ACID

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

Planned

Mode S surveillance contract is signed. In the next two years BULATSA will deploy three Mode S radar stations. Both ADS‐B and WAM systems will be deployed by the end of 2016.

31/12/2016

ASP (By:01/2020)

Mode S surveillance contract is signed. In the next two years BULATSA will deploy three Mode S radar stations. Both ADS‐B and WAM systems will be deployed by the end of 2016.

Planned

31/12/2016


ITY‐ADQ

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

Planned

The ITY‐ADQ implementation is in progress. 30/06/2017 REG (By:06/2017) ITY‐ADQ implementation is in progress.

Planned

30/06/2017

ASP (By:06/2017) ITY‐ADQ implementation is in progress.

Planned

30/06/2017

APO (By:06/2017) APO's implementation of ITY‐ADQ is in progress.

Planned

30/06/2017

ITY‐AGDL

Initial ATC air‐ground data link services above FL‐285 Timescales: Entry into force of regulation: 06/02/2009 New aircraft capability: 31/12/2010 ATS unit operational capability ‐ Regulation (EC) 29/2009, Annex I, Part B (except Croatia): 04/02/2015 Retrofit aircraft capability: 04/02/2015

[IDP] Planned

The execution of the AGDL implementation plan is in progress. 04/02/2015

REG (By:02/2016)

National regulation No.141 will be used for the certification of communication infrastructure and ATM system data‐link capabilities.

Planned

04/02/2015

ASP (By:02/2016) The execution of the AGDL implementation plan is in progress.

Activities to

support the

implementation

of the IDP within

DANUBE FAB

2012‐ EU‐40003‐S

TEN‐T /

Communication

infrastructure for

A/G Data Link

Services /

Implementation

of Data Link

Services / New

ATM system /

Route

Implementation

and Improvement

Free Routing /

SATCAS upgrade

Planned

31/01/2015

MIL (By:01/2014)

The existing military transport aircraft are not capable of flying above FL 285.

Not Applicable

‐


ITY‐AGVCS2

Implement air‐ground voice channel spacing requirements below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

Planned

The necessary actions are planned as per the objective description according Regulation (EU) 1079/2012 . 31/12/2018

REG (By:12/2018)

Local exemptions will be analysed and published accordingly. The 8,33 kHz channel spacing capability of the radios evidences will be ensured by the end of 2017.

Planned

31/12/2018

ASP (By:12/2018)

The 8,33 kHz channel spacing capability of the radios will be ensured by the end of 2017.

Modernisation of

the A/G radio

communication

equipment

Planned

31/12/2018

MIL (By:12/2020)

The necessary actions will be planned as per the objective description according Regulation (EU) 1079/2012 .

Planned

31/12/2018

APO (By:12/2018)

The necessary actions will be planned as per the objective description according Regulation (EU) 1079/2012 .

No Plan

‐

ITY‐COTR

Implementation of ground‐ground automated co‐ordination processes Timescales: Entry into force of regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012 : 31/12/2012 Systems serving ACCs providing services above FL 285 in the airspace in Annex I, Part B of Regulation (EC) 29/2009 (except Croatia): 04/02/2015

Partly Completed

Objective is partially implemented. Full implementation is planned. The current ATM system at Sofia ACC is capable of sending and receiving a complete set of basic OLDI messages (ACT, LAM, PAC, REV, MAC ABI, INF). The system supports the transfer of communication messages (ROF/MAS/COF/TIM/HOP/SDM) and co‐ordination dialogue messages (RAP, RRV, SBY, ACP, RJC, CDN). The implementation of LOF and NAN messages is planned for 2015.

04/02/2015

ASP (By:02/2016)

The current ATM system at Sofia ACC is capable of sending and receiving a complete set of basic OLDI messages (ACT, LAM, PAC, REV, MAC ABI, INF). The system supports the transfer of communication messages (ROF/MAS/COF/TIM/HOP/SDM) and co‐ordination dialogue messages (RAP, RRV, SBY, ACP, RJC, CDN). The implementation of LOF and NAN messages is planned for 2015.

Partly Completed

04/02/2015

MIL (By:12/2012)

The military unit integrated in the Common National Air Traffic Control Center (CNATCC) shares the complete FP data with Civilian ATS units. BULATSA and the military units (not located in CNATCC) exchange the FP data using CPL message. SATCAS is equipped with the internal system capabilities for XIN/XRQ data exchange. All requests for crossing the reserved military airspace will be handled within the SATCAS in CNATCC.

Not Applicable

‐


ITY‐FMTP

Apply a common flight message transfer protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014

[IDP] Completed

The current ATM system (SATCAS v.2) is capable of supporting information exchange via FMTP. FMTP exchange is implemented between Sofia, Constanta and Otopeni.The migration of the existing OLDI links to TCP/IP is dependent on the TCP/IP capabilities of the neighbouring States. Coordination with Belgrade is ongoing regarding FMTP testing and the operational implementation.

14/10/2014

ASP (By:12/2014)

The current ATM system (SATCAS) is capable of supporting the OLDI data exchange via TCP/IP.

Completed

01/10/2008

MIL (By:12/2014) The objective is not applicable for MIL.

Not Applicable

‐

ITY‐SPI

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

Planned

Interoperability of surveillance data is already ensured. Safety Assessment for the existing BULATSA surveillance infrastructure is planned by 2015.

31/01/2019

REG (By:02/2015)

Formal acceptance of the ANSPs safety assessment reports will be communicated to the ANSP after their submission for review.

Completed

31/12/2013

ASP (By:02/2015)

Interoperability of surveillance data is already ensured. Safety Assessment for the existing BULATSA surveillance infrastructure was completed.

New PSRs and

SSRs (en‐route

and TMA) / WAM

and ADS‐B

Completed

31/12/2013

MIL (By:06/2020)

Some of the military transport and training aircrafts are equipped with Mode S Elementary and Enhanced Surveillance equipment. There are no plans to retrofit those with missing equipment. All new aircrafts will be properly equipped.

Planned

31/12/2019

NAV03

Implementation of P‐RNAV Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2012

Late

BULATSA plans the PBN implementation for Varna and Burgas TMAs and Gorna Oriyahovitsa CTR by the end of 2015. Plans are in place for PBN implementation in Sofia TMA and Plovdiv CTR by the end of 2016.

31/12/2016

ASP (By:12/2012)

BULATSA plans the PBN implementation for Varna and Burgas TMAs and Gorna Oriyahovitsa CTR by the end of 2015. Plans are in place for PBN implementation in Sofia TMA and Plovdiv CTR by the end of 2016.

VOR – DME

upgrade

Late

31/12/2016

NAV10

Implement APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016

[IDP] Planned

BULATSA plans the APV/Baro implementation for Varna and Burgas TMAs in April 2015. The APV/Baro implementation for Sofia TMA, Gorna Oryahovitza and Plovdiv CTRs is planned by the end of 2016.

31/12/2016

REG (By:04/2016)

The national Regulation No.37 from 05.10.2007, on the terms and procedures for the issuance and control of air operator certificates for commercial air transportation refers to JAR OPS.

Completed

30/04/2011

ASP (By:12/2016)

BULATSA plans the APV/Baro implementation for, Varna and Burgas TMAs in April 2015. The APV/Baro implementation for Sofia TMA, Gorna Oryahovitza and Plovdiv CTRs is planned by the end of 2016.

Planned

31/12/2016


SAF10

Implement measures to reduce the risk to aircraft operations caused by airspace infringements Timescales: Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011

Late

The European Action Plan will be reviewed for adaptation in Bulgaria. BULATSA implemented most appropriate parts of the European Action Plan for Airspace Infringement Risk Reduction.

30/06/2015

REG (By:12/2011)

The European Action Plan will be reviewed for adaptation in Bulgaria. Many of the actions are already implemented.

Late

30/06/2015

ASP (By:12/2011)

BULATSA implemented most parts of the European Action Plan for Airspace Infringement Risk Reduction considered appropriate.

Completed

01/12/2011

MIL (By:12/2011) The objective is not applicable for MIL.

Not Applicable

‐

SAF11

Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

Planned

Most of the measures envisaged in the European Action Plan for the Prevention of Runway Excursions are implemented. The remaining measures are to be analised and implemented accordingly.

31/12/2015

REG (By:01/2018)

Most of the measures are implemented. Some are to be analised in 2015 for implementation.

Planned

31/12/2015

ASP (By:12/2014)

Most of the measures are already implemented. The remaining measures regarding the ATCOs training are to be implemented in 2015.

Late

31/12/2015

APO (By:12/2014)

All appropriate measures are implemented by the Bulgarian airports serving international flights.

Completed

‐

SRC‐RLMK

Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐

Not Applicable

‐

SRC‐SLRD

Safety Levels and Resolution of Deficiencies (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐

Not Applicable

‐


Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for Bulgaria BULATSA Ivan ILIEV

LSSIP Focal Point for DGCAA DGCAA Kalin RAYCHEV

LSSIP Focal Point for Military Authorities

Military Authorities Col. Kosyo KOEV

LSSIP Contact Person for Bulgaria EUROCONTROL Ana Paula FRANGOLHO

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI (E. REUBER till 02/2015)

A. DYBOWSKA B. Jelev

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA B. Jelev

AOM21 R. BUCUROIU A. DYBOWSKA M. Tsenkov

AOP03 T. LICU P. VRANJKOVIC V. Pejkov

AOP04.1 P. ADAMSON P. VRANJKOVIC Y. Pavlov

AOP04.2 P. ADAMSON P. VRANJKOVIC Y. Pavlov

AOP05 P. ADAMSON P. VRANJKOVIC N/A

ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT V. Vasilev



ATC02.7 B. BAKKER, S. DROZDOWSKI I. FEIJT N/A

ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO N/A

ATC12 P. TERZIOSKI L. DELL’ORTO V. Vasilev

ATC15 P. CONROY, P. TERZIOSKI L. DELL’ORTO V. Vasilev

ATC16 S. DROZDOWSKI L. DELL’ORTO I. Stefanov

ATC17 S. MORTON L. DELL’ORTO V. Vasilev

COM09 L. POPESCU O. ALFARO D. Stoyanov

COM10 Y. EYUBOGLU A. KOKONA D. Stoyanov

COM11 L. POPESCU A. KOKONA D. Stoyanov

ENV01 C. FABER B. HILL E. Lakova

ENV02 S. MAHONY, A. WATT B. HILL E. Lakova

FCM01 H. KOOLEN O. CIOARA R. Tashkov

FCM03 S. SMIDT O. CIOARA V. Vasilev

FCM04 M. RICHARD O. CIOARA N/A

FCM05 P. MATERN O. CIOARA B. Jelev

INF04 P. MATERN A-P. FRANGOLHO M. Stoyanova

INF07 A. PETROVSKY A-P. FRANGOLHO D.Kirchev

ITY-ACID A. DESMOND-KENNEDY O. CIOARA Y. Pavlov


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO D. Kirchev

ITY-AGDL S. DISSING A. KOKONA V. Vasilev

ITY-AGVCS2 J. POUZET O. ALFARO D. Stoyanov

ITY-COTR S. MORTON L. DELL’ORTO V. Vasilev

ITY-FMTP L. POPESCU O. ALFARO D. Stoyanov

ITY-SPI M. BORELY, R. STEWART O. CIOARA Y. Pavlov

NAV03 F. PAVLICEVIC A. KOKONA I. Tzonev

NAV10 R. FARNWORTH A. KOKONA I. Tzonev

SAF10 T. LICU I. FEIJT V. Markov

SAF11 S. LAWRENCE I. FEIJT V. Markov

SRC-RLMK M. DEBOECK A. DYBOWSKA N/A

SRC-SLRD M. DEBOECK A. DYBOWSKA N/A


Annex B – National Stakeholders Organisation Charts

DGCAA organisational chart


BULATSA organisational chart


Annex C – Glossary of Abbreviations

AFTN Aeronautical Fixed Telecommunication Network AIS Aeronautical Information Services AMAN Arrival Manager AMHS ATS Message Handling System ANS Air Navigation Service(s) ANSP Air Navigation Service Provider AOC Air Operations Centre APP Approach Control A-SMGCS Advanced Surface Movement Guidance and Control System ATC Air Traffic Control ATCO Air Traffic Controller

ATFCM Air Traffic Flow and Capacity Management ATM Air Traffic Management ATS Air Traffic Service(s) BULATSA Bulgarian Air Traffic Services Authority CBS Cross Border Sector CDM Collaborative Decision-Making CNATCC Common National Air Traffic Control Centre CNS Communication, Navigation, Surveillance CPDLC Controller-Pilot Data Link Communications FMTP Flight Message Transfer Protocol FUA Flexible Use of Airspace GAT General Air Traffic IDP Interim Deployment Programme IFR Instrument Flight Rules MATCO Military Air Traffic Controller MATSA Military Air Traffic Services Authority MoD Ministry of Defence

MTITC Ministry of Transport, Information Technology and Communications

NM Network Manager NOP Network Operations Plan OAT Operational Air Traffic OLDI On-Line Data Interchange SoD Staff of Defence TCAS Traffic Collision Avoidance System TMA Terminal Manoeuvring Area TRA Temporary Reserved Area TSA Temporary Segregated Area TWR Tower (Aerodrome Control Tower) VFR Visual Flight Rules

Local Single Sky ImPlementation (LSSIP) BULGARIA · Bulgaria made an outstanding effort to provide...

Documents

Transcript of Local Single Sky ImPlementation (LSSIP) BULGARIA · Bulgaria made an outstanding effort to provide...