Local Single Sky ImPlementation LSSIP 2017 - ROMANIA · 2019. 2. 18. · LSSIP Year 2017 Romania Released Issue Document Title LSSIP Year 2017 for Romania Infocentre Reference 18/02/26/36

Level 1 - Implementation Overview

Local Single Sky ImPlementation LSSIP 2017 - ROMANIA

EUROCONTROL

LSSIP Year 2017 Romania Released Issue

Document Title LSSIP Year 2017 for Romania

Infocentre Reference 18/02/26/36

Date of Edition 03/07/2018

LSSIP Focal Point Anca Irimie ‐ [email protected]

LSSIP Contact Person Ana Paula FRANGOLHO‐ ana‐[email protected]

Status Released

Intended for Agency Stakeholders

Available in http://www.eurocontrol.int/articles/lssip

Reference Documents

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

LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip

Master Plan Level 3 – Plan Edition 2017

http://www.eurocontrol.int/articles/european‐atm‐master‐plan‐level‐3‐implementation‐plan

Master Plan Level 3 – Report Year 2016

http://www.eurocontrol.int/articles/european‐atm‐master‐plan‐level‐3‐implementation‐report

European ATM Portal https://www.eatmportal.eu and https://www.atmmasterplan.eu/

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

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

National AIP www.aisro.ro

FAB Performance Plan http://www.danubefab.eu/uploads/media/f59_danube‐fab_rp2_performance_plan_body_and_annexes_signed.pdf


APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2017 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European ATM Master Plan Level 3 Implementation Plan – Edition 2017 (also known as the ESSIP Plan).


CONTENTS

1. National ATM Environment ............................................................. 9 1.1. Geographical Scope .............................................................................................9 1.2. National Stakeholders ...................................................................................... 16

2. Traffic and Capacity ....................................................................... 28 2.1. Evolution of traffic in Romania......................................................................... 28 2.2. ACC BUCHAREST ............................................................................................... 29

3. Master Plan Level 3 Implementation Report conclusions ............. 33 4. Implementation Projects ............................................................... 34 4.1. National projects .............................................................................................. 34 4.2. FAB projects ..................................................................................................... 44 4.3. Regional projects .............................................................................................. 48

5. Cooperation activities .................................................................... 52 5.1. FAB Co‐ordination ............................................................................................ 52 5.2. Regional cooperation ....................................................................................... 56

6. Implementation Objectives Progress ............................................. 58 6.1. State View......................................................................................................... 58 6.2. Detailed Objectives Implementation progress ................................................ 63

Annexes

LSSIP Year 2017 Romania 1 Released Issue

Executive Summary

National ATM Context

Romania is an EU Member State since the 1st January 2007 and a NATO Member State since the 29th March 2004.

The Romanian airspace plays a significant role in the European transportation network of the South‐East. Is the European region which acts as a bridge between North, South, East and West Europe. While air traffic has been steadily increasing, forecasts predict further higher traffic demand driven by the economic growth in the region, by the on‐going political changes (the EU political enlargement process, the emergence of new areas of cooperation and commitment – ECAA, the European Common Aviation Area Multilateral Agreement, ratified by Romania through Law no.328/22.11.2007 published in the Official Journal of Romania Part 1 no.48/22.01.2008) as well as by the traditional European tourism and business travellers.

The separation between the regulatory and the ATM service provider functions is effectively in place in Romania since many years now.

The target operational concept established by the Government Decree no. 536/2000, aiming at further reducing the number of en‐route ATC centres to a single one in Bucharest, has been finalised in 2012. As a consequence, starting 18th October 2012, ROMATSA operates the Bucharest ACC as well as Bucharest APP from the ATC centre located in Bucharest. Two more APP units are operated by ROMATSA in the Arad and Constanta ATC centres.

In the context of the constant effort of the Romanian Air Traffic Services Administration (ROMATSA) for achieving the aim to provide safest, most efficient and environmental friendly air navigation services in South‐Eastern Europe, as from the 14th of November 2013 the Night Free Route Airspace (FRA) Concept has been successfully implemented within Bucuresti FIR.

In accordance with the provisions of Order of the Minister of Transport no. 1547/2013, since 1st January 2014 the NSA responsibility for security matters from MoT was transferred to RCAA. Also, the full responsibilities for the provision of Aeronautical Information Services were transferred from RCAA in the administration of ROMATSA at the same date, through Government Decision 645/2013.

The implementation of cross‐border activities within Danube FAB was completed on 11th December 2014 and is expected to further enhance optimization of the available route network structure. This will bring significant benefits of fuel savings and emission reduction and will support achievement of the EU‐wide capacity and environmental targets.

As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR (N‐FRAB) has been implemented starting from the 20th of August 2015. The aircraft operators are no longer bound to follow the fixed route network, being now able to plan their flights freely between the entry and the exit points of the airspace of the two countries, based on their needs.

Following the coordination process between ROMATSA, BULATSA and HUNGAROCONTROL, in order to extend the Night FRA operations between Romania, Bulgaria and Hungary, SEEN‐FRA – (South East European Night Free Route) was implemented on 30th of March 2017. The aircraft operators are able to file the route containing as a minimum the SEEN FRA Entry point, at least one FRA Intermediate point in Bucharest FIR and the SEEN FRA Exit point.


10; 20%

16; 32%

3; 6%

11; 22%

6; 12%

4; 8%

0; 0% 0; 0%Completed Ongoing

Planned Late

No Plan Not Applicable

Missing Data Undefined

Traffic and Capacity

2017

Traffic in Romania increased by 11.0% during Summer 2017 (May to October), when compared to Summer 2016.

2018‐2022

The EUROCONTROL Seven‐Year forecast predicts an average annual traffic growth between 0.9% and 5.1% throughout the planning cycle, with a baseline growth of 2.8%.

Performance summer 2017

Average en‐route ATFM delay per flight increased from zero minutes per flight in Summer 2016 to 0.02 minutes per flight in Summer 2017.

95% of the delays were due to the reason Industrial action (ATC).

The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2016. During the measured period, the peak 1 hour demand was 144 flights and the peak 3 hour demand was 134.

Planning Period 2018‐2022

No problems are foreseen for Bucharest ACC in the current planning cycle.

Implementation Objectives Overview Progress distribution for applicable Implementation Objectives

Note: There are no missing data or undefined Implementation Objectives.

The Implementation of Ground‐based Safety Nets (ATC02.8) is late: ground systems have been upgraded to support the DAIW and MSAW functions that are ready for operational use. Ground‐based safety tool systems and associated procedures supporting the APM function are planned to be implemented in the future version of the Romanian ATM System (ROMATSA ATM 2015+).

Objective ATC07.1 (Basic AMAN tools and procedures) is planned to be implemented in phase II of the development of “ROMATSA ATM 2015+” project. The extension of the FOC of the objective ATC07.1 for 31st of December 2019 allows for an implementation in due time of this objective.


The necessary ATC procedures to support the use of AMAN information (ATC15.1) will be further defined, validated and implemented in the context of the ROMATSA ATM system 2015+ project (phase II), in line with the identified solution for AMAN implementation. However, it is expected that FOC for ATC07.1 and ATC15.1 be further harmonized in the future version of the European ATM Master Plan Level 3 – Implementation Plan (2018) for a synchronized implementation of the two objectives.

Implementation of Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (ATC17) is ongoing ‐ partly implemented, in operational use. Electronic Dialogue as Automated Assistance to Controller during Coordination is implemented and not yet in operational use. Operational use of Coordination dialogue is pending and depends on the agreement with neighbouring ACCs and availability of the functions in their ATC systems.

Romania developed the eTOD national implementation framework (INF07) in order to identify the responsibilities regarding the collection, maintenance and provision of eTOD according to the ICAO Annex 15 requirements. However, taking into account the differences sent to ICAO, Romania is not able to ensure the availability of eTOD until November 2020.

Lines of action associated to the objective ITY‐ADQ (Ensure quality of aeronautical data and aeronautical information) will be implemented in accordance with the provisions of Regulation 73/2010, in the context of the implementation of an Integrated AIM System.

Ground communication systems are installed to comply with A/G data communication requirements, tested, validated and ready to be put in operation. Plans are in place to put into operation the communication infrastructure to handle AGDL services. Detailed requirements for AGDL services have been included in the new ATM system Functional Specifications. Budgeted plans are in place to implement AGDL services in compliance to the Commission Implementing Regulation (EU) No 310/2015 amending Regulation (EU) No 29/2009.

The lines of action for the implementation of APV procedures (NAV10) are under way at ASP and REG level. EGNOS full coverage expected to be provided in 2020. APV procedures are already developed and published for Cluj airport , with plans in place for other airports. Due to limited EGNOS coverage (in terms of continuity) the airports located in the eastern and south‐eastern part of Romania are not subject to the objective's applicability.

The status of both AOP04.1 and AOP04.2 is late because Romania joined later the applicability area for these objectives (in 2011). The A‐SMGCS Level 2 is currently under implementation at LROP. A‐SMGCS control equipment installation was finalised, the system being authorized by CAA in November 2015 and accepted for operational use in December 2016. The surveillance component (SMR) of the A‐SMGCS system has been operational since March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic strips component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra) system, the operational implementation date being correlated with the implementation date of the new ATM 2015+ system.

CDO (ENV01 ‐ Continuous Descent Operations) is late but is applied to the tactical phase; further study on publishing CDA procedures is under development. CDA approach is authorized on pilots' request.

The applicable measures contained in the European Action Plan for the Prevention of Runway Excursion (SAF11) are partially implemented. Related actions are in progress to implement the appropriate parts of the European Action Plan for the Prevention of Runway Excursions that have not been yet implemented.


Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of the pre‐SESAR and PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1. ‐ PCP objectives are marked as such, the rest except AOP14, ATC02.9, ATC18 and NAV12 are considered pre‐SESAR. The four aforementioned objectives are neither pre‐SESAR nor PCP and will be part of an overall future indicator covering the SESAR 1 phase.

Note that two objectives – AOM19.1 and FCM05 – are considered as both part of the pre‐SESAR and PCP so their progress contributes to the percentage of both phases.

The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011‐2015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State.

Pre‐SESAR Implementation

2010 201971%

PCP Implementation

2015 2023 24%

Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the pre‐SESAR and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph.

0%

76%

Pre‐SESA

R

68% 50%

75%

72%

12%

Pre‐SESA

R

Pre‐SESA

R

Pre‐SESA

R

PCP

PCP

PCP

PCP

Optimised ATM Network Services

Advanced Air Traffic Services High Performing

Airport Operations

19%

Enabling Aviation Infrastructure


ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs both for Block 0 and Block 1. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter 6.1.

Block 0 2010 2018

70%

Block 1 2015 2022

33%

ATM Deployment Outlook ● State objec ves

Deployed in 2016‐2017: ‐ AMHS [COM10] 100% progress

‐ Mandatory Coordination & Transfer [ITY‐COTR] 93% progress ‐ MTCD & CORA [ATC12.1] 87% progress ‐ Coordination and transfer [ATC17] 85% progress ‐ Aircraft Identification [ITY‐ACID] 83% progress ‐ ASM Tools [AOM19.1] 78% progress ‐ Ground‐Based Safety Nets [ATC02.8] 75% progress ‐ Runway excursions [SAF11] 73% progress ‐ Data Link [ITY‐AGDL] 64% progress ‐ 8,33 kHz below FL195 [ITY‐AGVCS2] 53% progress

‐ Surveillance Performance & Interoperability [ITY‐SPI] 84% progress ‐ APV Procedures [NAV10] 55% progress ‐ AMAN to en‐route [ATC15.1] 3% progress

‐ eTOD [INF07] 70% progress ‐ Voice over IP [COM11] 61% progress ‐ Aeronautical Information [ITY‐ADQ] 54% progress ‐ Integrated Briefing [INF04] 10% progress

‐ ASM/ATFCM process [AOM19.3] 55% progress ‐ Real‐Time Airspace Data [AOM19.2] 0% progress ‐ Interactive Rolling NOP [FCM05] 0% progress

By 12/2018 By 12/2019 By 12/2020 2021+


● Airport objec ves ‐ LROP ‐ Bucharest Airport

Deployed in 2016‐2017:

‐ A‐SMGCS RMCA (former Level 2) [AOP04.2] 79% progress ‐ A‐SMGCS Surveillance (former Level 1) [AOP04.1] 74% progress ‐ CDOs [ENV01] 45% progress

‐ AMAN [ATC07.1] 0% progress

‐ CCOs [ENV03] 75% progress

● Airport objec ves ‐ LRTR ‐ TIMISOARA/TRAIAN VUIA



● Airport objec ves ‐ LRAR ‐ ARAD/ARAD



● Airport objec ves ‐ LRBS ‐ BUCURESTI/BANEASA‐AUREL VLAICU



By 12/2018 By 12/2019 By 12/2020 2021+

By 12/2018 By 12/2019 By 12/2020 2021+

By 12/2018 By 12/2019 By 12/2020 2021+

By 12/2018 By 12/2019 By 12/2020 2021+


● Airport objec ves ‐ LRCL ‐ CLUJ NAPOCA/CLUJ NAPOCA



● Airport objec ves ‐ LRSB ‐ SIBIU/SIBIU



● Airport objec ves ‐ LRTM ‐ TARGU MURES/VIDRASAU



By 12/2018 By 12/2019 By 12/2020 2021+

By 12/2018 By 12/2019 By 12/2020 2021+

By 12/2018 By 12/2019 By 12/2020 2021+


Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2017, together with plans for the next years.

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players ‐ civil and military ‐ and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;

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 conclusions extracted from the MP L3 Implementation Report 2016 which are relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and the actions taken during the year to address the concerns expressed by those conclusions;

Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in Level 2 document;

Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation and also all other regional initiatives 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 aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high‐level information on progress and plans of each Implementation Objective is presented. The information for each Implementation 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.

Level 1 document 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 Implementation 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 European ATM Master Plan L3 Implementation Plan Edition 2017. In addition it covers detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.

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.


1. National ATM Environment

1.1. Geographical Scope

International Membership

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

Organisation Since

ECAC 1991

EUROCONTROL 1996

European Union 2007

EASA 2007

ICAO 1965

NATO 2004

ITU

Geographical description of the FIR(s)

The geographical scope of this document addresses the Bucuresti FIR.

The following Tables list the CTA and TMA in the Romanian airspace, which are of concern to this LSSIP 2016 edition.

Note that the number of sectors, as indicated in the Table below, is the actual number of civil control sectors that are operated simultaneously by the units.


BUCURESTI FIR

ATC centre

Number of sectors

En‐Route sectors during

2009

En‐Route sectors

during 2010

En‐Route sectors

during 2011

En‐Route sectors during 2012 ‐ 2014

En‐Route sectors during 2016 ‐ 2017

APP sectors 1 ACC in 3

physical locations

1 ACC in 2 physical locations

1 ACC in 2 physical locations

1 ACC in 1 physical location

1 ACC in 1 physical location

ARAD 4 4 2 NIL

NIL 1 ARAD TMA

BUCURESTI 9 12 7 9

9 2 BUCURESTI TMA

NAPOC TMA

CONSTANTA 4 (1 sector –

DANUB – also providing APP

control)

NIL

NIL

NIL

NIL 1 CONSTANTA TMA

TERMINAL AIRSPACE / CONTROLLED BY

AIRPORT

Bucuresti TMA/APP LROP ‐ Henri Coanda International ‐ Bucuresti

LRBS ‐ Aurel Vlaicu International ‐ Bucuresti

Constanta TMA/APP LRCK ‐ Mihail Kogalniceanu International ‐ Constanta

Arad TMA/APP LRAR ‐ Arad International ‐ Arad LRTR ‐Traian Vuia International ‐ Timisoara

Napoc TMA/APP LRCL ‐ Avram Iancu International – Cluj Napoca LRSB ‐ Sibiu International – Sibiu

LRTM ‐ Transilvania International – Targu Mures

The following Airport is concerned by this LSSIP edition: • LROP‐ Henri Coanda International ‐ Bucuresti. The map in the paragraph below shows the geographical situation of the Bucuresti FIR. The geographical scope of this document addresses the Bucuresti FIR. Bucuresti FIR is surrounded by FIRs of 5 States, namely, Ukraine (L’viv, Odesa, Simferopol FIR’s), Moldova (Chisinau FIR), Bulgaria (Sofia FIR), Serbia (Beograd FIR) and Hungary (Budapest FIR).


Bucuresti FIR (09 November 2017)

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

SECTOR DF1 (ENR 6‐1, 11 December 2014)


SECTOR DF2 (ENR 6‐1, 11 December 2014)

Cross Border Sectors within DANUBE FAB (ENR 2.2, 11 December 2014)


Airspace Classification and Organisation

ICAO airspace classification is applied within Bucuresti FIR. To be mentioned that starting with 1st of January 2007 since Romania became full EU Member, the EU Regulations concerning airspace classification are applicable. Airspace in BUCURESTI FIR is classified according to the provisions of ICAO Annex 11 and in compliance with the EUROCONTROL Airspace Strategy for ECAC States (OI 1A), as follows: 1. Class C airspace, that comprises:

‐ All ATS routes in BUCURESTI FIR ‐ All Aerodrome Control Zones (CTR): Arad, Bacău, Baia Mare, Băneasa, Otopeni, Cluj, Constanţa,

Craiova, Iaşi, Oradea, Satu Mare, Sibiu, Suceava, Târgu Mureş, Timişoara, Tulcea; ‐ CONSTANŢA TMA, ARAD TMA, NAPOC TMA. ‐ Airspace in BUCURESTI FIR above FL105.

The ICAO airspace classification of Class C airspace above FL 105 is applicable since Nov. 2003 through joint MoT‐ MoD order no 693 – M173/ 2003, published in the Official Journal of Romania no. 165/ 2004.The ICAO airspace classification of Class C airspace below FL 105 is implemented in Romania by joint MoT – MoD Order 53/ 22.01.07 and M20/ 30.01.07, published in the Official Journal of Romania no. 107/13.02.2007. 2. Class A airspace, that comprises: TMA BUCURESTI. 3. Class G airspace, that comprises: all airspace in BUCURESTI FIR not designated with another class and

Restricted Areas; usually is used for general aviation and aerial work operations, Airfields of Sports Activity.

Free Route Airspace In the context of the constant effort of the Romanian Air Traffic Services Administration (ROMATSA) for achieving the aim to provide safest, most efficient and environmental friendly air navigation services in South‐Eastern Europe, as from the 14th of November 2013 within Bucuresti FIR has been implemented the Night Free Route Airspace (FRA) Concept. A consultation coordinated by ICAO EUR/NAT Office has been also successfully made at States level, in accordance with the provisions of Annex 11, paragraph 2.2.2 and the established procedure for the amendment of the European Air Navigation Plan. As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR (N‐FRAB) has been implemented starting from the 20th of August 2015. The aircraft operators are no longer bound to follow the fixed route network, being now able to plan their flights freely between the entry and the exit points of the airspace of the two countries, based on their needs. Following the coordination process between ROMASTA, BULATSA and HUNGAROCONTROL, in order to extend the Night FRA operations between Hungary, Romania and Bulgaria SEEN‐FRA – (South East European Night Free Route) was implemented on 30th of March 2017. The SEEN FRA implementation was supported by NM. AOs are able to file the route containing as a minimum the SEEN FRA Entry point, at least one FRA Intermediate point in Bucharest FIR and the SEEN FRA Exit point.


General principles of Free Route Airspace operations:

a. Horizontal and vertical limits of the implementation area:

‐ The lateral limits of SEEN‐FRA are defined as the airspace encompassed by the lateral limits of Budapest CTA, Bucuresti CTA and Sofia CTA.

‐ The vertical limits of SEEN‐FRA are defined as follows: ‐ FL105 – FL660 in Bucuresti CTA, excluding TMAs, FL 105 – FL245 within sector

DF1, FL245 – FL660 within sector DF2 ‐ Ground – FL660 in Budapest CTA ‐ FL175 – FL660 in Sofia CTA

Note: ‐ for lateral limits of Bucuresti CTA, see AIP Romania ENR 2.1, ‐ for lateral limits of DF1 and DF2, see AIP Romania ENR 2.2.2

b. Class of airspace:

‐ SEEN‐FRA has been implemented in Class C airspace, with the exception of TMAs and CTRs.

c. FRA Operating hours: ‐ SEEN‐FRA is available from 2300 to 0500 UTC during the winter time period and from 2200 to 0400 UTC during the summer time period.

d. Planning aspects:

‐ During SEEN‐FRA, users will be able to plan user‐preferred trajectories through the use of published FRA relevant waypoints included in ENR 4.4, and relevant Radio Navigation Aids (ENR 4.1) with or without reference to the published ATS route network, which remains available during FRA operating hours.

‐ The access from/ to TMA/ CTR areas are effected using the fixed ATS route network, using dedicated connection points published in AIP Romania.

‐ Segments between waypoints will be indicated by means of “DCT” instruction. Within SEEN‐FRA there will be no limitations on the length of “DCT” neither on the number of intermediate points.


‐ Cross‐Border DCTs are NOT allowed, except over the Romanian‐Hungarian border where FRA Operation is permitted according to the RAD published by EUROCONTROL (see ENR 1.10 for details).

‐ During the availability of SEEN‐FRA significant points established on the common FIR border shall be considered as intermediate points.

The planning of DCT segments closer than 3 NM to the SEEN‐FRA border is not allowed.

‐ During the availability of SEEN‐FRA, the rules concerning the use of mandatory intermediate points for traffic inbound LROP prescribed in ENR 3.5.2 shall be applied for the final phase of flight.

‐ All Night Free Route operation within SEEN‐FRA constraints, exceptions and restrictions, if any, are published via the RAD and promulgated in accordance with ENR 1.10

e. Reference materials within the national Aeronautical Information Publication: ‐ IFR significant points and en‐route radio navigation aids are published in AIP Romania, subsections ENR 4.4 and ENR 4.1.

Free Route Airspace Chart (9 November 2017)


1.2. National Stakeholders

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

1. Ministry of Transport –Air Transport Directorate (ATD)

2. Civil Aviation Safety Investigation and Analysis Centre (CIAS)

3. Romanian Civil Aeronautical Authority (RCAA as NSA for all matters, including security)

4. Ministry of National Defence

- Air Force Staff

- National Military Command Centre

- Air Operations Centre

5. Romanian Air Traffic Services Administration (ROMATSA)

6. Romanian Airports

7. Airspace Users (National and International Air Carriers, other operators)

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

In accordance with the provisions of Order of the Minister of Transport no. 1547/2013, since 1st January 2014 the NSA responsible for security matters from MoT was transferred to RCAA. Also the AIS department from RCAA, responsible for providing the IAIP except PIB, was transferred from RCAA to ROMATSA, through Government Decision 645/2013, at the same date.


Civil Regulator(s)

General Information

According to the basic civil aviation act (the Civil Air Code of Romania, issued in 1997 by Government Ordinance and approved by Parliament Law no. 130/2000, further modified by Law 399/2005), the regulatory responsibility for civil ATM (ATFM included) and ANS belongs to the state civil aeronautical authority, the Ministry of Transport (subsequently referred to as ‘MoT’). Art. 10 of the same law establishes the joint regulatory responsibility of MoT and MoD (the Ministry of National Defence) for all airspace organisation and management (ASM) matters. It should be noted in this context that all GAT is serviced exclusively by civil ANS Provider.

The different national entities having regulatory responsibilities in ATM are summarized in the table below. The Romanian CAA is further detailed in the following sections.

Activity in ATM: Organisation responsible Legal Basis

Rule‐making MoT – ATD

Air Code Art. 4 Government Decree 24/2013 Art. 2

Certification of ANSPs RCAA Air Code Art. 5, Art. 12 and Art. 62, MoT Order no. 1185/ 2006 and MoT Order 11/2008 approving RACR‐SSNA ed. 02/2008 Since 1 January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through the Order of the Minister of Transport no. 1547/2013.

Safety Oversight RCAA Designated by MoT Order no. 1185/ 2006 also as SES‐NSA including security matters. Since 1 January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through Order of the Minister of Transport no. 1547/2013.

Airspace MoT/ RCAA, ANSP and MoD

Air Code, Art. 9, 10

Economic MoT & Ministry of Public Finance / RCAA as NSA

Government Ordinance 46/1998(r1) Art. 4 MoT Order 1102/2009 TANC approval MoT Order 313/2010 RANC approval MoT Order 1560/2012 TANC application

Environment MoT & Ministry of Environment and Climate Change

Air Code, Art. 55, 57.


Security RCAA Regulation (EC) no. 300/2008, Regulation (EU) no. 185/2010, Decision (UE) No. 774/2010, Regulation (EC) no. 2096/2005, Chapter 4, Security Government Ordinance no. 17 from 2011 concerning quality control in the field of civil aviation security, approved by the Law no. 149 from 2012, Government Decision no. 1193 from 2012 for approval of the National Civil Aviation Security Programme ‐ NCASP, Order of the Minister of Transport and Infrastructure no. 326 from 2012, for approval of the National Civil Aviation Security Training Programme (NCASTP), , Order of the Minister of Transport no. 1613/2014 for approval of the National Civil Aviation Security Quality Control Programme. Since 1 January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through Order of the Minister of Transport no. 1547/2013.

Accident investigation

State Safety Programme was released. Specific procedures will be issued and afterwards the state safety levels will be set up taking into consideration the safety levels already established by the ANSP, taking into account the ECAC level overall safety minima of 1,55 x 810 accidents per flight/hour, set in RACR‐ESARR 4. Safety performance monitoring was performed during 2015 according to the applicable SES requirements (Regulation (UE) no. 1034/2011), and national regulation RACR‐REAC transposing (EC) Directive 2003/42.

At national level, the Civil Aviation Safety Investigation and Analysis Centre shall publish each year a report containing the civil aviation occurrence information collected through the mandatory/voluntary reporting system with a view to informing the general public about the level of safety in civil aviation.

Twice per year, ROMATSA Safety Committee has to assess safety performance of ROMATSA based on reports issued by Safety and Quality Directorate.

The safety data have been collated and reported to EUROCONTROL in terms of yearly high level safety indicators, as provided in the Annual Safety Template (AST).

The main strategic action is to improve regular safety performance monitoring and analysis of incidents trends by:

Implementation of an Automated Safety Reporting System. The system will facilitate the process of reporting, investigation and dissemination by means of an intranet network using ECCAIRS software. The project (SMART Project) started in 2005 and it is still under development. ECCAIRS is also being used at the moment accordingly.

Implementation of an Automated Safety Monitoring Tool as a complementary system to the actual human reporting system.


MoT – ATD/RCAA

The Air Transport Directorate (DTA), manages the regulatory responsibilities, including drawing up high level policies for air transport. Economic regulation is performed with participation of MoT’s Economic & Administrative Directorate.

By Law No.55/2010 for approval and modification of the Government Ordinance No.26/2009, the Department of Air Transport Investigation, part of the General Directorate of Control and Accident Transport Investigation (GDoCATI) from MoT has been transformed into the Civil Aviation Safety Investigation and Analysis Centre (CIAS), public institution with legal personality, subordinated to MoT. CIAS is the independent body responsible for technical investigations of the civil aviation accidents and serious incidents, having its own budget. CIAS has become functional with the promulgation of the Government Decision No.1013/2010 which approved the Regulation of organization and functioning of the CIAS. The main activity of CIAS is based on Regulation (EU) 996/2010 (for the Civil Aviation Safety Investigation) and Directive 2003/42/EC (for civil aviation occurrence reporting).

According to Art. 5 of the Aviation Act, Government Decision 405/1993 as modified by Government Decision 645/2013 (establishing the Romanian Civil Aeronautical Authority (RCAA) as an autonomous, independent from ATM service provision and self‐financed organisation) and to some other specific regulations promulgated by MoT after 1998, most of MoT’s safety and security regulatory responsibilities were delegated in the remit of the RCAA, such as drafting national regulations (up to the approval of the national specific regulations, which is undertaken by MoT), issuing specific procedures and instructions to apply the national regulations and the day‐to‐day safety supervisory tasks pertaining to ANS provided to GAT.

It should also be noted that economic regulation of ANS is retained by MoT. However, the amendment by Law 399/2005 of the Civil Air Code has introduced the supervisory function in the national regulatory framework, as required by (EC) Regulation No. 549/2004 laying down the framework for the creation of the Single European Sky. This enables that the RCAA is designated by MoT as the NSA for Romania for all specific tasks laid down by SES legislation. Since 1st January 2014, the NSA responsible for security matters was transferred from MoT to RCAA, through Order of the Minister of Transport no. 1547/2013. The Law 399/ 2005 amending the Air Code of Romania entered into force since 1st of July 2006 and, starting with July 2006, RCAA has been designated as NSA for Romania by MoT Order no. 1185/2006, published in the Official Journal of Romania Part I no. 602/12.07.2006. According to this MoT Order, RCAA is designated to perform the roles and responsibilities of a NSA in compliance with SES legislation. Starting August 2005 several organisational changes have been implemented within the RCAA, including the full separation (at functional level) of RCAA’s AIS Department (that used to provide aeronautical information services falling under the SARPs of ICAO Annex 15 ‐ the whole integrated package of aeronautical information except for the PIBs) from the RCAA departments which fulfill the role and tasks of the NSA. Since 1st January 2014, the AIS department from RCAA, responsible for providing the IAIP except PIB was transferred from RCAA to ROMATSA, through Government Decision 645/2013. In Romania, as EU Member State, all EC Regulations are entirely binding and directly applicable, including SES legislation which is in force for the time being.

The Romanian Civil Air Code (established by law) provides the general requirements concerning the safety regulatory approval and oversight of all ATM systems and organisations, and for personnel licensing. The RCAA covers a wide area of activities, including certification, such as:

Certification of the ANS service providers in compliance with the SES certification processes required by the EC regulations. During 2006, RCAA developed an audit programme consistent with the ANSP certification process within SES as required by the SES (EC) Regulations (No. 549‐552/2004) and the Commission’s Regulation (EC) No. 2096/2005 laying down the Common Requirements for the provision of air navigation services. At the end of 2006 RCAA issued for ROMATSA the Certificate no 01/ 2006 for air navigation services provision, with revision number 1 applicable from 1 st January 2007. Further, revision number 2 applicable from 1 st January 2010, and revision number 3 applicable from 5th of November 2011 were issued. A second certificate no. CN 07/2012, with Revision No. 1 applicable from 18th of February


2014, was issued with validity until 15.12.2018 and which includes the provision of Aeronautical Information Services transferred from the RCAA in the administration of ROMATSA starting 1st of January 2014. Until January 2014, the AIS Dept. within RCAA provided AIS according to following certificates issued: in June 2007 the Certificate no. 02/ 2007, in June 2008 the Certificate no. 03/2008, in June 2009 the Certificate no. 04/2009, in June 2011 the Certificate no. 05/2011, in June 2012 the Certificate no. 06/2012, and in July 2013 the Certificate no. 08/2013. Since January 2007, RCAA has started to annually monitor the ongoing compliance of the air navigation service providers with all the applicable requirements and conditions attached to their certificates.

for procedures (acceptance by RCAA as NSA of all safety arguments associated with procedures related to either new functional systems or changes to existing functional systems is necessary before actual implementation),

for the ANS personnel (licensing of air traffic controllers and of some safety significant categories of ATM technical and engineering personnel, licensing of MET and AIS personnel), and

for ATM systems/constituents (acceptance by RCAA as NSA of all safety arguments related to either a new functional system or changes to existing functional systems is necessary before actual implementation).

Information on the RCAA as NSA can be accessed on site www.caa.ro

The MoT website: www.mt.ro

ROMATSA

Services provided

Civil Air Navigation Services are provided by the Romanian Air Traffic Services Administration to all

GAT‐IFR flights. ROMATSA is an autonomous, self‐financing state owned enterprise under the authority of the Ministry of Transport. The activities and tasks of ROMATSA are based on Government Decrees No.74 ‐ dated 1991, No. 731 ‐ dated 1993, No. 75 ‐ dated 2005, No.1090 ‐ dated 2006, No.1251 ‐ dated 2007 and No.741 ‐ dated 2008.

Flight Information Service within Bucuresti FIR is provided in controlled airspaces by Bucuresti ACC, APP and TWR units in their area of responsibility. In class G airspace, Flight information service is provided by the dedicated operational positions located in ACC Bucuresti.

Air traffic services are provided within Bucuresti FIR by ACC Bucuresti, APP Bucuresti, APP Arad, APP Constanta and the civil Aerodrome Control Towers. ROMATSA provides Aeronautical Information Services and Meteorological Services for civil aviation. ROMATSA also provides the technical services for the Air Traffic Services equipment at the airports and at the en‐route facilities.

Up to 31st of December 2013 the AIS Unit within RCAA used to provide aeronautical information services falling under the SARPs of ICAO Annex 15 (the whole integrated package of aeronautical information except for the PIBs that were provided by ROMATSA).

According to the Government Decision no. 645/2013 amending Government Decision no. 405/1993 for the creation of the Romanian CAA, the full responsibilities for the provision of Aeronautical Information Services were transferred in the administration of ROMATSA starting 1st of January 2014.

To be mentioned that ROMATSA is certified by the Romanian CAA/ NSA as Air Navigation Provider in compliance with SES Regulations.

Alerting service is provided by all ROMATSA ATS units.


SAR coordination is provided by the Aeronautical Search and Rescue Coordination Centre located at ROMATSA headquarters – Bucharest.

An Administrative Council performs the high level management roles and tasks of ROMATSA and also approves strategic decisions. Current management decisions within the frame of ROMATSA responsibilities remain at the Board of Directors of ROMATSA.

The Air Force Staff, through the Air Operations Centre and the military aerodrome units, provides air traffic services for military OAT within national airspace and within aerodrome control zones and approach control zones of the civil/military airports and military airports. The Air Force Staff does not provide ATS to GAT.

The Air Force Staff provides aeronautical information services and meteorological services for military aviation. The Air Force Staff also provides the technical support for the military air traffic services.

Governance: Regia Autonoma Self financed autonomous administration under the authority of MoT

Ownership: Regia Autonoma According to the Romanian Law a “Regia Autonoma” is the owner of all its assets

Services provided Y/N Comment

ATC en‐route Y ‐

ATC approach Y ‐

ATC Aerodrome(s) Y ‐

AIS Y starting 1st of January 2014 ROMATSA provides AIS in full

CNS Y ‐

MET Y ‐

ATCO training Y ‐

SAR Y aeronautical SAR missions coordination

Others

Additional information: ‐

Provision of services in other State(s):

Y ROMATSA provides air traffic services (ATS), communication service (COM) and surveillance service (SUR) within the cross‐border sector (Sector DF 2) as an integral part of the adjacent sectors within BUCUREȘTI FIR, having the lateral and vertical limits as described in Section 1.1. – 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 2), by the ANSP of the host State, using the available resources.


Annual Report published: Y Annual Report 2016 ‐ ROMATSA

The website address of ROMATSA is www.romatsa.ro.

A reference to organisation chart is depicted in annex B.

ATC systems in use Main ANSP part of any technology alliance1 N

FDPS Specify the manufacturer of the ATC system currently in use: SELEX Sistemi Integrati

Upgrade2 of the ATC system is performed or planned? ‐

Replacement of the ATC system by the new one is planned? 2018

ATC Unit See para. ATC Units bellow

SDPS Specify the manufacturer of the ATC system currently in use: SELEX Sistemi Integrati

Upgrade of the ATC system is performed or planned? ‐

Replacement of the ATC system by the new one is planned? 2018

ATC Unit See para. ATC Units bellow

ROMATSA contracted a new ATM system during 2013 and is now in the process of undergoing a major Air Traffic Management (ATM) development project with the objective to replace the current ATM system with a new one, fully compliant with the SESAR standards and European Commission Regulations. The “ATM2015+ System” project addresses the flight data processing systems, surveillance data processing systems, human‐machine interface systems and the introduction of CPDLC capability.

1Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))


ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En‐route TMA

ACC Bucharest

9 ‐ Bucuresti 9 geographical sectors which may be split & collapsed into more than 100 possible sector configurations according to traffic demand and complexity

one physical location in Bucharest (reduced from two locations, in 2012)

APP Bucharest

‐ 2 Bucuresti

APP Constanta ‐ 1 Bucuresti

APP Arad ‐ 1 Bucuresti

16 TWR units ‐ ‐ Bucuresti Including Henri Coanda airport

Airports

General information

Romania’s airport network consists of 16 controlled civil aerodromes – published in AIP Romania, ensuring a good coverage of all the territory.

From administrative point of view, 4 airports (Bucuresti Henri Coanda Intl. Airport, Bucuresti Baneasa‐Aurel Vlaicu Intl. Airport, Timişoara – Traian Vuia Intl. Airport and Constanta – Mihail Kogalniceanu Intl. Airport) are considered airports of national interest and are owned by the State, represented by MoT. The other 12 airports are of local interest and are owned by the local county authorities. All Romanian aerodromes are placed under RCAA’s safety oversight.

All Romanian civil airports are certified in accordance with (EU) Regulation no.139/2014 requirements.

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2017 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives. The airport covered in this LSSIP edition is Bucharest “Henri Coanda“ International Airport (AIHCB).


Military Authorithies

The Ministry of National Defence (MoD) represents the State authority for the Air Forces and, in

co‐operation with the MoT, ensures the air traffic and the national airspace management at levels 1, 2 and 3. Starting from July 2002 after approval of the new Civil / Military Regulation (Aeronautical Civil / Military Romanian Regulation – Airspace Management / Flexible Use of Airspace), concerning the Airspace Management (ASM) implementation of the Flexible Use of Airspace concept (FUA) in Romania, the Airspace Management Council (Romanian acronym: CMSA) was set up, having the responsibility of policy establishment and airspace management at national strategic level.

The Romanian Air Force Staff (ROU AF) represents the main regulatory body (National Military Aeronautical Authority).The AOC (Air Operations Centre) is the military air traffic services provider for military OAT flights and is responsible for the provision of separation between OAT and GAT flights. There is a continuous level 2 (pre‐tactical) coordination between Airspace Management Cell of AOC and ROMATSA regarding the air traffic and the management of the national airspace.

Tactical coordination is provided through the Military Coordination Offices collocated within the civil ACC facilities. The AOC includes the Air Defence (AD) and military ATC/ATM entities. The AOC provides ATS only for the operational air traffic and coordinates the military SAR participation. Foreign military aircraft may operate within the Romanian Airspace but not on a regular basis and only for training purposes, based upon bi‐lateral agreements.

The military ATC units provide control only to the military OAT and coordination between military OAT and GAT flights and do not provide air traffic control to the GAT flights.

The Civil/Military Coordination is organized at:

• Strategic Level – by the Airspace Management Council (CMSA);

• Pre‐Tactical Level – by the Airspace Management Cell;

• Tactical Level – through the Military Coordination Offices collocated with the civil ACC/APP units.

The Military Authorities in Romania consist in the Air Force Staff (ROU AF), which was designated as National Military Aeronautical Authority. ROU AF reports to the Ministry of National Defence. Their regulatory, service provision and user role in ATM are detailed below.

A reference to organisation chart is depicted in annex B.


Regulatory role

Regulatory framework and rule‐making

Oversight

OAT GAT

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

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

N

Level of such legal provision: State Law, Ministerial Decree, Air Force Regulation

Level of such legal provision: N/A

Authority signing such legal provision: Prime Minister, Minister of National Defence, Chief of Air Force Staff

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

OAT/GAT Co‐ordination Y OAT/GAT Co‐ordination Y

ATCO Training Y ATCO Training N

ATCO Licensing Y ATCO Licensing N

ANSP Certification Y ANSP Certification N

ANSP Supervision Y ANSP Supervision N

Aircrew Training Y ESARR applicability N

Aircrew Licensing Y

Additional Information: Additional Information:

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

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

National AIP Y National AIP N

National Military AIP Y National Military AIP N

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other: N Other:

OAT GAT

National oversight body for OAT: Ministry of National Defence Air Force Staff – Military NSA

NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A

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


Service Provision role

Military ANSP providing GAT services SES certified?

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

N/A

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

Y

Additional Information:

User role

OAT GAT

Services Provided: Services Provided:

En‐Route Y It is provided by MIL En‐Route N

Approach/TMA Y It is provided by MIL Approach/TMA N

Airfield/TWR/GND Y It is provided by MIL Airfield/TWR/GND N

AIS Y It is provided by MIL AIS N

MET Y It is provided by MIL MET N

SAR Y It is provided by MIL SAR N

TSA/TRA monitoring Y It is provided by MIL FIS N

Other: N/A 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 Y Within specific corridors only Y

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

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

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

No special arrangements N Exemption from Route Charges Y

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

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

Others:


Flexible Use of Airspace (FUA)

FUA requirements as specified in the Regulation No 2150/2005 are already implemented in Romania, except for the specific requirements related to the cooperation between Member States that are in progress to be implemented in the context of Danube FAB implementation and military agreements (Art 4.1 h and Art 4.1 k ‐ for Strategic Airspace Management Level 1, Art 5.2 ‐ for Pre‐tactical Airspace Management Level 2, and Art 6.5 ‐ for Tactical Airspace Management Level 3). ASM Handbook was transposed into national legislation through the MoT Order no. 1328/2013 published into the Official Journal in February 2014.

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

FUA Level 1 implemented: Y




2. Traffic and Capacity

2.1. Evolution of traffic in Romania

2017 Traffic in Romania increased by 11.0% during Summer 2017 (May to October), when compared to Summer 2016.

2018‐2022 The EUROCONTROL Seven‐Year forecast predicts an average annual traffic growth between 0.9% and 5.1% throughout the planning cycle, with a baseline growth of 2.8%.

0

100.000

200.000

300.000

400.000

500.000

600.000

700.000

800.000

900.000

1.000.000

2013 A 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F

IFR

flig

hts

Romania - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 FH 8.0% 5.4% 5.6% 5.4% 4.5% 4.4% 4.3%B 16.6% 6.1% -2.2% 7.6% 3.3% 3.0% 2.8% 2.4% 2.6% 2.6%L 7.1% 1.3% 0.6% 1.3% 0.7% 0.9% 0.9%

ECAC B 1.7% 1.6% 2.8% 4.5% 2.8% 2.1% 1.9% 1.5% 1.7% 1.7%

EUROCONTROL Seven-Year Forecast (September 2017)IFR flights yearly growth

Romania


2.2. ACC BUCHAREST

Traffic and en‐route ATFM delays 2013‐2022

Performance summer 2017

Traffic Evolution 2017 Capacity Baseline En‐route Delay (min/flight) ‐ Summer

Capacity gap Ref value Actual

+11% 183 (0%) 0.01 0.02 No

Average enroute ATFM delay per flight increased from zero minutes per flight in Summer 2016 to 0.02 minutes per flight in Summer 2017. 95% of the delays were due to the reason Industrial action (ATC).

Capacity Plan: 0% Achieved Comments

Stepped Implementation of FRA in accordance with Danube FAB plans Yes

Full Implementation of LARA Yes A process of planning and allocation is in place.

PBN Procedures implementation at Romanian airports No Planned

Improved ATFCM, including use of occupancy counts

Yes Preliminary assessments ongoing, including participation to CPSG trial for capacity base definition using occupancy counts

ATS route network and sectorisation improvements Yes New sectorisation planned following the new ATM System implementation

LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis

Yes

Staff increased in line with capacity requirements Yes

Automated Support for Traffic Load (Density) Management (FCM06) Yes Preliminary assessments ongoing

2013 2014 2015 2016 2017 2018 2019 2020 2021 2022Peak Day Traffic 2057 2362 2403 2307 2486Summer Traffic 1676 1975 2021 1915 2125Yearly Traffic* 1383 1617 1717 1671 1868Summer Traffic Forecast 2225 2300 2356 2413 2470High Traffic Forecast - Summer 2276 2399 2515 2634 2756Low Traffic Forecast - Summer 2181 2194 2213 2232 2245Summer enroute delay (all causes) 0.00 0.00 0.05 0.00 0.02Yearly enroute delay (all causes) * 0.00 0.00 0.03 0.00 0.01

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LRBBACC - Traffic and en-route ATFM delays

*From 01/01/2017 to 31/10/2017


Automated Support for Traffic Complexity Assessment (FCM06) Yes Preliminary assessments ongoing

Improved sectors’ configurations Yes

DINAR (LRBBDNR) collapsed sector implemented Sectors’ configurations codification improved New sector configurations implemented

Maximum configuration: 14 sectors Yes 14 sectors were opened

Summer 2017 performance assessment

The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2016. During the measured period, the peak 1 hour demand was 144 flights and the peak 3 hour demand was 134.

Planning Period 2018‐2022

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.

Summer Capacity Plan

2018 2019 2020 2021 2022

Free Route Airspace Stepped Implementation of FRA in accordance with Danube FAB plans

Airspace Management Advanced FUA

Airport & TMA Network Integration

Cooperative Traffic Management Improved ATFCM, including use of occupancy counts

Airspace ATS route network and sectorisation improvements

Procedures LoAs and ATS Instructions for Bucharest ACC Sectors review on regular basis

Staffing Staff increased in line with capacity requirements

Technical

New ATM System 2015+

implementation

Automated Support for Traffic Load (Density) Management (FCM06) Automated Support for Traffic Complexity Assessment (FCM06)

Capacity

Significant events New ATM System

2015+ implementation

Max sectors 14 14 14 14 14

Planned Annual Capacity Increase 0% 0% 0% 0% 0%

Reference profile Annual % Increase 0% 0% N/A N/A N/A

Difference Capacity Plan v. Reference Profile

0% 0% N/A N/A N/A

Annual Reference Value (min) 0.01 0.01 N/A N/A N/A Summer reference value (min) 0.01 0.01 N/A N/A N/A

H 183 0% 183 0%Ref. 183 0% 183 0%

L 183 0% 183 0%Open 183 0% 183 0%C/R 183 0% 183 0%

2019

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

2018ACC 2017 baseline

LRBB 183


The following graphs have been updated based on the plans for Summer 2018

45

89

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109

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9 9

6 67 7

6 6

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Sectors available ‐ Summer 2018 ‐WD

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Sectors available ‐ Summer 2018 ‐WE


2018‐2022 Planning Period Outlook

No problems are foreseen for Bucharest ACC in the current planning cycle.

2016 2017 2018 2019 2020 2021 20222018‐2019 Reference Capacity Profile 183 183Capacity Profile ‐ Shortest Routes (Open) 183 183Capacity Profile ‐ Current Routes 183 183Capacity Profile ‐ High 183 183Capacity Profile ‐ Low 183 183Capacity Baseline 183 1832018 ‐ 2022 Plan 183 183 183 183 183

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LRBBCTA - Reference capacity profile and alternative scenarios


3. Master Plan Level 3 Implementation Report conclusions

Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2016 applicable to Romania for all items that require corrective actions and improvements.

Conclusion Applicable to ADQ IMPLEMENTATION ISSUES HAVE TO BE ADDRESSED AS SOON AS POSSIBLE AS THEY CAN IMPACT ON SWIM IMPLEMENTATION. (page 25 of the Report) All States + EC

State’s action planned for this conclusion: YES Description of the planned action: New integrated AIM system to be implemented by the end of 2020.


4. Implementation Projects

4.1. National projects

ADS‐B System

Organisation(s): ROMATSA (RO) Type of project: National

Schedule: From: Jan. 2011 To: End 2018

Status: Pilot Project under development.

Description: ADS‐B System will provide increased traffic capacity and improved flight safety for En‐Route traffic.

Link and references

ATM MP links: ‐

Other links: EC Regulation 1207/2011

Project included in RP2 Performance Plan:

Y Name/Code in RP2 Performance Plan:

Improvement of surveillance service using ADS‐B solutions

Project included in DP2016:

N Name/Code in DP2016: ‐

Performance contribution

Safety: Safety improvement by automated instruments of alert, prevention and quick intervention.

Environment: Reduction of block time and waiting time for departure.

Capacity: Improved planning, organizing and air traffic management coordination.

Cost‐efficiency: Improved flight efficiency due to delays reduction in maneuvering area and in departure/arrival planning sequence.

Operational efficiency: ‐


ATM System ROMATSA 2015+


Schedule: From: Aug 2010 To: Feb. 2018 (Phase 1); Feb. 2019 (Phase 2)

Status: In progress: development, delivery, installation, testing and the commissioning of ATM System ROMATSA 2015+ under contract with supplier company Indra. The system has already passed the FAT and SAT tests and now it is under supervision for operational and technical fine tuning. We estimate the system will be put into service this year.

Description: Modernization/replacement of flight data processing systems (FDPS), radar data processing systems (RDPS) and human‐machine interface (CWP/HMI).

Link and references

ATM MP links: L3: ATC07.1, ATC12.1, ATC15.1, ATC17, FCM03, ITY‐AGDL

Other links: ‐



ATM System ROMATSA 2015+


‐ Name/Code in DP2016: ‐


Safety: Improved flight safety for En‐Route and Terminal Traffic by including new functions.

Environment: New functions and modernization of existing ones allow route optimization and reduction of CO2 emissions.

Capacity: Increased traffic capacity for En‐Route and Terminal Traffic through improved interoperability.

Cost‐efficiency: Cost reductions through optimization of existing functions and inclusion of new functions.



Contingency Room 2


Schedule: From: July 2012 To: December 2018

Status: Under operational tests

Description: Contingency Room 2 by agreement with the Ministry of National Defence (outside Bucharest location)

Link and references

ATM MP links: ‐



N Name/Code in RP2 Performance Plan:

‐




Safety: Improved safety.

Environment: ‐

Capacity: Seamless operation

Cost‐efficiency: ‐



DATALINK CPDLC


Schedule: From: Jan. 2010 To: Feb. 2018

Status: In progress: Ground communication systems are installed to comply with A/G data communication requirements, tested, validated and ready to be put in operation. Plans are in place to put into operation the communication infrastructure to handle AGDL services.

Description: Data Link CPDLC will reduce the workload on the VHF Voice spectrum and will facilitate the work of pilots and controllers by reducing voice communications. Note: ATM system capabilities included in the “ATM System ROMATSA 2015+”. Data Link communication services are subject to separate procurement.

Link and references

ATM MP links: L3: ITY‐AGDL

Other links: ‐



Data Link Network




Safety: Enhanced safety through delivery of standard and unambiguous messages, communications back up.

Environment: ‐

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

Cost‐efficiency: Increased capacity and sector controlling efficiency.



Extension of WIDE AREA MULTILATERATION national coverage


Schedule: From: Jan. 2014 To: June 2016

Status: Completed: Basic WAM accomplished by end 2012. Subsequent upgrades for the enhancement of the coverage area completed in June 2016.

Description: WAM System in Bucharest TMA (WAM ROM SUD)

Link and references

ATM MP links: ‐




Improvement of surveillance service using ADS‐B solutions




Safety: Enhanced flight safety, provides anti‐spoofing.

Environment: ‐

Capacity: Contribution to increased fight capacity.




Implementation of level 2 A‐SMGCS


Schedule: From: Oct. 2010 To: Feb.2018

Status: Partly completed: A‐SMGCS control equipment installation was finalised, the system being authorized by CAA in November 2015 and accepted for operational use in December 2016. The surveillance component (SMR) of the A‐SMGCS system has been operational since March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic strips component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra) system, the operational implementation date being correlated with the implementation date of the new ATM 2015+ system.

Description: Implementation of A‐SMGCS at Otopeni TWR.

Link and references

ATM MP links: L3: AOP04.1, AOP04.2 * Romania joined the applicability area of the ESSIP objectives above at a later date.

Other links:



A‐SMGCS System TWR Otopeni




Safety: Increase the safety of aircraft operation on the airport movement area. Increase TWR controllers situational awareness.

Environment: ‐

Capacity: Increase the operational capacity of the airport.




Integrated AIM System


Schedule: From: Jan/2014 To: Dec/2020

Status: Feasibility study developed. Operational requirements and technical specifications developed. Call for tender under preparation.

Description: In progress: Implementation of the integrated Aeronautical Information Management System (ADQ compliant, including charts and procedures design, e‐AIP)

Link and references

ATM MP links: L3: INF07, ITY‐ADQ

Other links: ‐


N Name/Code in RP2 Performance Plan:

‐




Safety: High Data integrity, consistency and quality.

Environment: ‐

Capacity: Increased capacity and efficiency through data integration. Service improvement through digital AIM.

Cost‐efficiency: Reduced demand for resources.

Operational efficiency: Increased interoperability through timely standardized and interoperable digital data.


Mode S radar