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SW FAB_EC Compliance Summary Document_v1.0.docx
Compliance Summary Document
Demonstration of Compliance
With
Commission Regulation (EU) No 176/2011
21 June 2012
Document prepared by:
In collaboration with:
Released Issue
Edition: 1.0
Date: 21.06.2012
Released Issue / Date: 21.06.2012
SW FAB_EC Compliance Summary Document_v1.0.docx
DOCUMENT IDENTIFICATION SHEET
DOCUMENT DESCRIPTION
Document Title Compliance Summary Document
Objective This document provides the information required by the European Commission to demonstrate compliance of the SW FAB with Regulation (EU) No 176/2011 (“FAB Implementing Rule”).
Organization SW FAB Civil Aviation Authorities Supervisory WG
Audience European Commission, Single Sky Committee, EASA, other Member States, interested parties
Document reference SW FAB_EC Compliance Summary Document_v1.0.docx
Edition 1.0
Edition date 21.06.2012
DOCUMENT CHANGE RECORD
EDITION DATE REASON FOR CHANGES
0.1 22.05.2012 First draft not complete
0.2 07.06.2012 Second draft with complete sections
0.3 12.06.2012 Changes introduced from SW FAB parties
0.4 15.06.2012 Final version for reviewing
0.5 18.06.2012 Draft version including changes from Spanish stakeholders
1.0 21.06.2012 Released document for submission to EC
STATUS, AUDIENCE AND ACCESSIBILITY
STATUS INTENDED FOR ACCESIBLE VIA
Working Draft Restricted Intranet
Final Draft Internal Internet
Proposed Issue Public E-mail
Released Issue Confidential
POINTS OF CONTACT
NAME ORGANIZATION TELEPHONE E-MAIL
Luis Castillo DGAC +34 915 97 83 58 [email protected]
Paulo de Andrade INAC I.P. +351 218 42 35 68 (Ext: 1412) [email protected]
For more information about the SW FAB, please visit our website: www.swfab.eu
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TABLE OF CONTENTS
1 INTRODUCTION ....................................................................................................... 6
2 PURPOSE ............................................................................................................... 7
3 STRUCTURE OF THE DOCUMENT .............................................................................. 8
4 THE SW FAB FRAMEWORK .................................................................................... 9
4.1 SW FAB BACKGROUND ............................................................................................ 9
4.2 SCOPE AND OBJECTIVES ..........................................................................................10
4.3 SW FAB POINTS OF CONTACT .................................................................................11
4.4 SW FAB SPATIAL DESCRIPTION ...............................................................................12
4.5 LEGAL FRAMEWORK ................................................................................................13
4.5.1 State Level .............................................................................................................. 14
4.5.2 National Supervisory Authorities (NSA) Level ........................................................ 15
4.5.3 Air Navigation Service Provider (ANSP) Level ....................................................... 16
4.6 SW FAB GOVERNANCE ...........................................................................................17
4.6.1 At State Level: SW FAB Governance Board .......................................................... 17
4.6.2 At NSA Level: Supervisory Authorities Committee ................................................. 19
4.6.3 At ANSP Level: Operational Board ......................................................................... 19
4.6.4 Other Committees and Working Groups ................................................................ 20
4.7 DESIGNATION OF ANSPS IN SW FAB .......................................................................20
4.7.1 Joint Designation of ATS and MET Service Providers ........................................... 20
4.7.2 ATSPs without Certification i.a.w. Article 7(5) of Regulation (EC) 550/2004 ......... 20
4.8 CONCEPT OF OPERATIONS .......................................................................................21
4.8.1 Operational Requirements ...................................................................................... 22
4.8.2 SW FAB Operational Plan ...................................................................................... 23
4.8.3 Optimum Airspace Utilisation ................................................................................. 23
4.8.4 Operational Projects Implementation Plan ............................................................. 26
4.8.5 Consistency with The European Route Network (ERN) ......................................... 27
4.8.6 Smooth and Flexible Transfer of Responsibility for ATC ........................................ 29
4.8.7 SW FAB Airspace Configuration and Organisation ................................................ 32
4.9 SUPERVISION IN SW FAB .........................................................................................32
4.10 STAKEHOLDER CONSULTATION AND COMMUNICATION ...............................................33
4.11 SW FAB REGIONAL AGREEMENTS ...........................................................................34
4.11.1 Regional agreements concluded within the ICAO .................................................. 35
4.11.2 Regional agreements in existence ......................................................................... 35
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5 SW FAB PERFORMANCE EXPECTATIONS .............................................................. 37
5.1 SAFETY ...................................................................................................................37
5.1.1 SW FAB Safety Case (SC) ..................................................................................... 37
5.2 OVERALL ADDED VALUE ..........................................................................................44
5.2.1 CBA Working Methodology .................................................................................... 44
5.2.2 CBA Scenarios ....................................................................................................... 45
5.2.3 Evaluation of Benefits ............................................................................................. 46
5.2.4 CBA Results ........................................................................................................... 48
5.3 ATM/CNS SYSTEMS COOPERATION .........................................................................49
5.4 CONSISTENCY WITH EU-WIDE PERFORMANCE TARGETS ............................................51
6 COMPLIANCE TABLES WITH EC FAB INFORMATION REQUIREMENTS ........................ 52
6.1 ANNEX PART I: GENERAL INFORMATION ....................................................................52
6.2 ANNEX PART II: REQUIREMENTS OF ART. 9(A) OF REGULATION (EC) NO 550/2004 .....54
7 ANNEXES ............................................................................................................. 61
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1 INTRODUCTION
The establishment of a Functional Airspace Block (FAB) should be considered as the legal
process through which the participating Member States enhance air navigation operational
performance within the airspace under their responsibility regardless of national boundaries.
Member States must take the necessary measures to comply with the European
Commission (EC) requirements at the latest by December 4th, 2012 in accordance with the
service provision Regulation (EC) No 550/2004 as amended.
The Single European Sky (SES) introduced the legal obligation for EU Member States to
establish FABs based on operational requirements and on a more integrated management of
airspace regardless of national boundaries. Member States were required to reconfigure their
upper airspace into functional blocks, with a view to achieve maximum capacity and
efficiency of the Air Traffic Management (ATM) network whilst maintaining high levels of
safety.
“A functional airspace block means an airspace block based on operational requirements
and established regardless of States boundaries where the provision of air navigations
services and related functions are performance-driven and optimised with a view to
introducing, in each functional airspace block, enhanced cooperation among air navigation
service providers, or, where appropriate, an integrated provider.”
In accordance with Regulation (EC) No 550/2004 Article 9a, a FAB has to be established by
mutual agreement between the Member States concerned. In this regard, the civil aviation
authorities of Portugal and Spain signed on May 17th, 2012 a Joint Declaration on the SW
FAB Portugal-Spain initiative whereby agreement is reached in the text of the SW FAB State
Agreement titled “AGREEMENT ON THE ESTABLISHMENT OF THE SOUTH WEST
FUNCTIONAL AIRSPACE BLOCK (SW FAB) BETWEEN THE REPUBLIC OF PORTUGAL
AND THE KINGDOM OF SPAIN” (see Annex C) and action is initiated to deal with the
respective national procedures for its approval before of December 4th, 2012.
Before notifying the Commission of the establishment of the SW FAB, the SW FAB Member
States shall provide the Commission, the other Member States and other interested parties
with adequate information and provide them an opportunity to submit their observations.
The Annex to Commission Regulation (EU) No 176/2011 (FAB IR) sets out the information
that the SW FAB Member States have to jointly provide to the Commission by June 24th,
2012 to demonstrate compliance with the requirements of Article 9a of Regulation (EC) No
550/2004.
The Commission shall assess the fulfilment by the SW FAB of the requirements set out in
paragraph 2 of Article 9a of Regulation (EC) No 550/2004.
Further to this, the SW FAB Member States further have to take all necessary measures in
order to establish the SW FAB by December 4th, 2012.
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2 PURPOSE
The purpose of this document is to provide information on the establishment of the SW FAB
and:
demonstrate compliance of the SW FAB with Article 9a of Regulation (EC) No
550/2004 and more specifically with the Annex to Commission Regulation (EU) No
176/2011;
to have a framework for the information provided by the SW FAB; and
to facilitate the assessment of the available SW FAB Information by the different
institutions and interested parties.
It must be highlighted that all the documentation provided is addressed to demonstrate
compliance with the EC requirements and, more importantly, the ability to “establish” the SW
FAB from a legal and organisational perspective by December 4th, 2012.
As far as “SW FAB implementation” is concerned the documentation supplied identifies the
necessary processes and arrangements, either already in progress or planned, as enablers
to put into operation the SW FAB as required by the SES legislation and the SW FAB
Agreements.
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3 STRUCTURE OF THE DOCUMENT
The document uses a clear structure to facilitate review and assessment.
Section 4 provides the legal, organisational and operational framework where the SW FAB
has to evolve in order to meet the SES requirements for FABs.
Section 5 explains the SW FAB expectations in terms of performance improvements and
their consistency with the EU-wide performance targets.
Section 6 depicts how the SW FAB l information delivered to the EC is in compliance with the
specific requirements of Regulation (UE) No 176/2011.
Section 7 is completed by the list of Annexes, which provide evidence of the information
referenced in this "Compliance Summary Document".
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4 THE SW FAB FRAMEWORK
4.1 SW FAB BACKGROUND
The joint collaboration towards the establishment of a FAB in the South West region of
Europe was initially promoted by the Portuguese and Spanish air navigation services
providers (ANSPs), respectively NAV Portugal and Aena. The initiative was launched
building upon historical collaboration between both organisations (e.g. Memorandum of
Understanding signed on May 16th, 2001 by NAV Portugal and Aena1) and with the main aim
of achieving an optimised air navigation service (ANS) provision in the South West of
Europe, in accordance with the requirements established in Regulations (EC) No 549/2004
(the Framework Regulation), No 550/2004 (the service provision Regulation) and No
551/2004 (the airspace Regulation).
In the light of the requirements of the Single European Sky legislation, a Letter of Intent (LoI)
(Annex G) was agreed and signed between Aena and NAV Portugal on February 29th, 2008
for a closer and more formal cooperation between the two organizations aiming to carrying
out the assessment of different options as for the establishment of a functional airspace
block in terms of benefits and efficiencies for the air navigation service performance.
During the year 2008 the main objective was to develop an assessment, from the Air
Navigation Service Provider’s (ANSP’s) point of view on the different possibilities for the
establishment of a FAB in the airspace of responsibility of Portugal and Spain.
In November 2008, NAV Portugal and Aena produced an initial report (SW Portugal/Spain
FAB Initiative Steering Committee Report v1.0; 17/Nov/08). The report summed up the
results from the work conducted and provided a high level picture in a possible Case for
Change regarding Portuguese and Spanish air navigation services. It was presented to
Portuguese and Spanish Aviation Authorities in order to facilitate the decision making
processes at State level, regarding the strategic direction and the identification of the key
areas that should provide additional value, and it was the main driver for the signature of the
Memorandum of Understanding (MoU) in March 2009.
On March 17th, 2009 Portuguese and Spanish civil aviation authorities (CAAs), national
supervisory authorities (NSAs) and ANSPs signed a Memorandum of Understanding (MoU)
establishing the strategic rationales, the primary arguments for establishing a closer
cooperation between NAV Portugal and Aena and defining how the organisations should
cooperate, what functional areas and business processes should be included in the
cooperation, and finally how the airspace should be improved to serve our customer needs.
The military authorities of both SW FAB Member States were involved in this process
through the creation of a Civil-Military Coordination Group with participation in the
development of the FAB technical and operational proposals.
1 See Annex F
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On February 2010, INAC I.P. and AESA signed the Portuguese-Spanish Civil National
Supervisory Authorities (NSAs) Cooperation Agreement, for the carrying out of joint civil NSA
functions in the framework of the SES.
Since 2009 until now the work to progress in the establishment of the SW FAB following the
requirements laid down on the SES regulations has continued.
A report identifying potential operational projects was produced in May 2010 (“SW
Portugal/Spain FAB Initiative Operational Potential Projects 2012-2015”). This report
contained a coherent evaluation of the projects which could provide operational benefits
inside the whole airspace controlled by Portugal and Spain, their target implementation and
the impact in terms of flight efficiency and cost benefit analysis (CBA).
On October 18th, 2010 high level military representatives from the two SW FAB Member
States attended the 3rd meeting of the Joint Supervisory Board2 (JSB) held in Madrid where
the inclusion of military representatives within the top level FAB structure arrangements was
agreed.
The coordination with the respective Portuguese and Spanish Military was ensured through
an established Civil-Military Coordination Group during the definition and development phase
of the SW FAB project. The cooperation was constructive and gave the opportunity for the
parties to achieve a mutual understanding of the key issues and main principles of the
Flexible Use of Airspace (FUA) concept in particular regarding the military training and
operational requirements on the development of the “SW FAB Initiative”, knowing that the Air
Forces are both users and service providers.
Finally, on May 17th, 2012 a Joint Declaration has been signed by the Heads of the
Portuguese and Spanish Civil Aviation Authorities (CAAs). This Statement declares that both
CAAs have agreed on a State Agreement Draft and it allows starting the national
administrative processes to formalize the State Agreement for the establishment of the SW
FAB to be signed by the corresponding ministers of both countries before December 4th,
2012.
On the same date the NSA Cooperation Agreement to carry out the supervisory tasks in a
collaborative way within the SW FAB was signed by the Heads of the civil aviation NSA,
INAC I.P. and AESA.
4.2 SCOPE AND OBJECTIVES
The objectives of the SW FAB are to achieve:
a) increased cooperation at State level and among relevant aviation stakeholders, namely
the civil and military aviation authorities, NSAs and en-route ANSPs;
2 The Joint Supervisory Committee (JSB) was the high level Committee established under the MoU between
INAC I.P., DGAC, AESA, NAV Portugal and Aena of March 17th 2009 for managing and monitoring the tasks to
be developed during the definition and development phases for the establishment of the SW FAB Portugal-Spain.
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b) optimised and more performance driven use of airspace and provision of air navigation
services, in terms of safety, capacity, operational efficiency, cost-efficiency and
reduced environmental impact aiming the consistency with the Community-wide
performance targets;
c) increased consistency with the European route network through a close collaboration
with the Network Manager (NM);
d) increased interoperability, supporting the timely sharing and exchange of information;
e) increased interoperability and harmonisation in technology, systems and their
associated support processes; and
f) improved mission effectiveness and training efficiency for the military aviation.
To achieve the objectives of the SW FAB, the SW FAB Member States commit to cooperate
and to take the appropriate measures, in accordance with their national procedures,
including but not limited to the following domains:
airspace;
harmonisation of rules, standards and procedures;
provision of air navigation services;
certification and oversight;
performance; and
civil-military cooperation.
4.3 SW FAB POINTS OF CONTACT
The point of contact will be appointed by the SW FAB Governance Board in the declaration
of the formal establishment of the SW FAB.
For the consultation period the contact persons are:
Mr Luis CASTILLO
Ministry of Public Works
Secretary of State for Infrastructure, Transport and Housing
General Secretariat of Transport
Directorate General of Civil Aviation
Paseo de la Castellana, 67
28071 Madrid - Spain
Phone: +34 91 597 83 58
e-mail: [email protected]
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Mr Paulo de ANDRADE
Instituto Nacional de Aviação Civil, I.P.
Rua B, Edifício 4 - Aeroporto da Portela, 4
1749-034 Lisboa
Portugal
Phone: +351 21 842 35 68 (Ext: 1412)
e-mail: [email protected]
4.4 SW FAB SPATIAL DESCRIPTION
The SW FAB covers the airspace which is under Portugal and Spain’s responsibility within
the ICAO EUR region and in addition for Spain, the particularity of the airspace under its
responsibility within ICAO AFI region (Canary Islands).
Thus, the applicable airspace of each State to be included within the SW FAB (the “SW FAB
airspace”) is composed of the following FIRs/UIRs as depicted in Figure 1:
a) FIR Lisboa (FL245/UNL);
b) UIR Madrid (FL245/UNL);
c) UIR Barcelona (FL245/UNL); and
d) UIR Canary Islands (FL245/UNL).
The SW FAB has to be considered as one of the strategic FABs due to its geographical
situation, being one of the most important interconnection nodes for the American
transatlantic flights and the European northern-southern corridor.
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Figure 1- Delineation of SW FAB airspace
With reference to the Santa Maria Oceanic FIR, belonging to the ICAO NAT Region, Portugal
will decide on its inclusion in the SW FAB Airspace before December 31st, 2014. The reason
for it is that the Santa Maria Oceanic FIR covers oceanic airspace out of the ICAO EUR
region and Portugal needs to analyse the implications of the integration of this FIR in the SW
FAB.
Notwithstanding the above, the ANSPs are encouraged to optimize capacity and efficiency
also with this FIR and all the flight levels of the SW FAB in the operational and technical
initiatives and also from an Air Traffic Management (ATM) point of view.
Taking in consideration the paragraph above, the referenced technical documents contained
in the Annexes were prepared and finalised considering Santa Maria Oceanic FIR as part of
the SW FAB. They will be amended after December 31st, 2014 if the decision of excluding
the FIR Santa Maria keeps in force.
4.5 LEGAL FRAMEWORK
Member States are under the obligations to establish FABs and are also subject to their
rights and obligations under the 1944 Chicago Convention on International Civil Aviation (the
Chicago Convention), as recognised by the framework Regulation.
In accordance with the Chicago Convention, Member States will remain ultimately
responsible for the services provided within the airspace over their territory.
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4.5.1 STATE LEVEL
4.5.1.1 The State Agreement
With a view to achieving compliance with the SES regulations and in line with Article 9a of
Regulation (EC) No 550/2004 as amended, a SW FAB Joint Declaration (see Annex B)
was signed by the President of INAC I.P. and the Director General of the Spanish
DGAC on May 17th, 2012. This Declaration is the formal step for opening the national
legislative procedures which will culminate with the official signature of the State Agreement
(see Annex C) by the corresponding ministers of Portugal and Spain and will allow its
provisional entry into force before the established deadline of December 4th, 2012.
With the signature of the Joint Declaration both CAAs confirm the mutual agreement on the
State Agreement.
The aim of the State Agreement is to create an adequate high level FAB legal framework
enabling the necessary agreements and arrangements for implementation and day-to-day
operations in the SW FAB and to be used by the SW FAB partners for achieving the agreed
SW FAB objectives and expected benefits. The State Agreement covers inter alia, the legal
and institutional arrangements as well as the delineation of the airspace that makes up the
SW FAB airspace, the governance and organisational aspects and others arrangements
concerning harmonisation, safety oversight and air navigation service provision. This
Agreement takes into account in particular the need for continued coordination between the
SW FAB Member States and potential on-going development of the SW FAB further to its
establishment.
A SW FAB Governance Board is established to ensure the implementation and progress of
the State Agreement.
4.5.1.2 Civil-Military arrangements
Security and defence interest are preserved in Article 6 of the State Agreement and the SW
FAB Member States shall be entitled to safeguard its military operations and trainings
whenever this is required for efficient and safe performance.
The involvement of military authorities is essential to ensure civil-military cooperation with
respect to airspace management, airspace design policy and air traffic flow and capacity
management (ATFCM) processes. Taking this into account, military aviation representatives
are entitled to participate as members and express their positions at the sessions of the SW
FAB Governance Board as the high level body to facilitate civil-military interface therein.
Military authorities are also integrated as members in the Supervisory Authorities Committee
and the Operational Board.
Civil-military cooperation is assured by the application of articles 20 and 21 of the State
Agreement.
To further deepen, a Letter of Agreement (see Annex D) has been drafted to be signed in
due time by the military authorities of Portugal and Spain and NAV Portugal and Aena as en-
route Air Traffic Service Providers (ATSPs).
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The Letter of Agreement (LoA) defines the coordination procedures to be applied between
civil air traffic services (ATS) Agencies and/or national Air Forces when providing services
(ATS and air defence/policing) to Operational Air Traffic (OAT) within airspace of sovereignty
in which the responsibility of provision of ATS has been delegated. Moreover, it defines how
to exchange flight plan data for ATS and military identification purposes in each sovereign
airspace.
4.5.2 NATIONAL SUPERVISORY AUTHORITIES (NSA) LEVEL
The SES regulations require that NSAs conclude appropriate cooperation arrangements,
including mutual recognition with regard to the cross-border provision of ANS.
As stated in article 11 of the SW FAB State Agreement, the Supervisory Authority Committee
is formally established. The Supervisory Authorities Committee shall be composed by one
representative of each NSA, including the military authorities if not established as NSA, and
the aeronautical meteorological supervisory authorities of the Contracting States.
In addition, civil NSAs of SW FAB Member States signed the NSA Cooperation Agreement
on May 17th, 2012 (see Annex E). The purpose of this Agreement is to set out the principles
and provisions governing the cooperation between the NSAs participating in the SW FAB.
This Agreement shall, in particular:
a) establish the cooperation of the NSAs;
b) identify the rights and obligations of the NSAs under the State Agreement and
develop related coordination procedures;
c) establish harmonised procedures for reporting, exchange and dissemination of
information, including safety-related information; and
d) establish coordination to support the development of harmonised rules and
procedures as provided in article 14 of the State Agreement.
The areas of NSA cooperation are:
supervision of the ongoing compliance with the common requirements for air
navigation services (ANS) of the ANSPs providing services in the SW FAB;
coordination of the NSAs annual inspection and audit programmes;
safety oversight of the ANSPs providing services in the SW FAB;
coordination of the notifications of SW FAB safety-related changes, their review and
acceptance;
supervision with regard to interoperability of systems and the capabilities of the
ANSPs to conduct the conformity assessment;
elaboration of national performance plans (NPPs) or, if so decided, of a SW FAB
performance plan and ongoing monitoring and supervision of the implementation of
the national plans or of the SW FAB plan, as the case may be; and
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production of an annual report about the implementation of the SES legislation,
including annual safety reports.
4.5.3 AIR NAVIGATION SERVICE PROVIDER (ANSP) LEVEL
As stated in article 16 of the State Agreement, the SW FAB Member States shall encourage
close cooperation among ANSPs and entry into written agreements regarding operational
and technical arrangements of relevance for the provision of air navigation services within
the SW FAB.
To manage the technical and operational functioning of the SW FAB an Operational Board is
formally established (article 12 of the State Agreement).
As already mentioned in this document NAV Portugal and Aena first signed a MoU on May
16th, 2001 and then a revised Letter of Intent (LoI) for a closer and more formal cooperation
between the two companies on February 29th, 2008 with the purpose to enhance benefits
and efficiencies to the air navigation services and promote the assessment of options for the
establishment of a FAB.
Following the previous agreement, both parties have concluded a Framework Agreement
for the establishment of the SW FAB (see Annex H), signed on June 18th, 2012.
The purpose of this Agreement is to both establish and outline a collaboration and
programmatic framework and the associated working and funding arrangements which,
based upon the principle of fairness, reciprocal compensation and mutual benefit, enable the
cooperation between the ANSPs in the area of the air navigation services for the
establishment of a FAB facilitating the undertaking of joint collaborative programmes and
activities as well as the interchanging of knowledge and expertise, thus improving Europe-
wide ATM network operations within the SES and contributing to the achievement of
European Union-wide performance targets.
This is why NAV Portugal and Aena agree to jointly collaborate in the establishment,
implementation and operation of the SW FAB, regardless of existing boundaries and aiming
to achieve the required capacity and efficiency of the air traffic management network within
the SES while maintaining a high level of safety and a reduced environmental impact, in
fulfilment of the requirements stemming from Commission Regulations (EC) No 549/2004 to
551/2004 and particularly according to Article 9a of Regulation (EC) No 550/2004, as
amended and Commission Regulation (EU) No 176/2011.
The main areas of cooperation between NAV Portugal and Aena are fully described in the
article 3 of the ANSP Framework Agreement, including:
airspace activities;
Air Traffic Management/Communications, Navigation and Surveillance (ATM/CNS)
system activities;
planning activities; and
safety activities
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Moreover as result of the deepening of the cooperation between Aena and NAV Portugal
within the working structure set towards the SW FAB establishment and after the SESAR
Joint Undertaking (SJU) Administrative Board decision on July 12th, 2010 about the
participation of NAV Portugal as an associate partner to Aena in the SESAR Project. NAV
Portugal signed with Aena a subcontract on November 18th, 2010 (see Annex I) to become
an associated partner to Aena, already a member and contributor in as many as 95 projects
of the whole programme of the SJU. According to that proposal NAV Portugal would
contribute in part to those projects.
4.6 SW FAB GOVERNANCE
As agreed in the article 8 of the State Agreement, Figure 2 shows the organisational
structure for governance and management established.
In parallel to the legal framework a three-level structure has been established.
Figure 2- SW FAB organisational structure
4.6.1 AT STATE LEVEL: SW FAB GOVERNANCE BOARD
The SW FAB Governance Board is established as a joint decision-making body for the
purposes of the implementation, operation and further development of the SW FAB. It is
composed by one representative from the authority responsible for civil aviation and one
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representative from the authority responsible for military aviation from each State. Upon
invitation by the SW FAB Governance Board, representatives of the Supervisory Authorities
Committee and the Operational Board as well as other participants may attend the
Governance Board meetings as observers.
As included in article 10 of the State Agreement, the SW FAB Governance Board shall take
decisions, inter alia, to:
a) define the policy and strategic objectives for the development of the SW FAB, assess
the results achieved in terms of performance and take appropriate measures if
required;
b) ensure the implementation of the State Agreement and review the progress on the
fulfilment of the objectives of the SW FAB;
c) ensure that the SW FAB is established, developed and governed in accordance with
all applicable requirements laid down in the SES legislation and each State’s national
legislation;
d) define the development of the civil and military coordination;
e) define the modalities of the cooperation on the application of the concept of flexible
use of airspace (FUA);
f) support the harmonisation of relevant rules and procedures;
g) approve the SW FAB common safety policy proposed by the Supervisory Authorities
Committee;
h) agree on the common airspace management policy for the SW FAB airspace;
i) facilitate the joint designation process of the ANSPs setting the foundations for the
establishment of the joint designation mechanisms;
j) ensure the development and coordination of contingency plans within the SW FAB
airspace;
k) adopt its own rules of procedure and terms of reference and approve the rules of
procedure and terms of reference of the Supervisory Authorities Committee, the
Operational Board and the Stakeholders Consultation Forum;
l) ensure the coordination of the SW FAB with adjacent FABs;
m) coordinate the positions of the SW FAB Member States with regard to the application
of international agreements concerning the work of ICAO, Eurocontrol, the European
Commission, the European Aviation Safety Agency (EASA) and any other
international organisation in the field of air navigation services;
n) ensure the consultation with the SW FAB stakeholders where appropriate, through
the Stakeholders Consultation Forum;
o) propose amendments to the State Agreement;
p) approve the creation of Working Groups or any other body as set forth in articles 8,
11 and 12 of the State Agreement;
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q) approve the proposals of the Committees and Working Groups established under the
State Agreement; and
r) approve the SW FAB annual report prepared by the Operational Board taking also
into consideration the views expressed by the Supervisory Authorities Committee in
relation to that draft annual report.
4.6.2 AT NSA LEVEL: SUPERVISORY AUTHORITIES COMMITTEE
In accordance with article 11 of the State Agreement, the Supervisory Authorities Committee
address all matters related to the supervision, performance and harmonisation of the SW
FAB and other tasks entrusted to it by the SW FAB Governance Board. It is composed by
one representative of each NSA, including the military authorities if not established as NSA,
and the aeronautical meteorological supervisory authorities of the SW FAB Member States.
Article 4 of the NSA Agreement defines the main tasks to be carried out by the Supervisory
Authorities Committee.
4.6.3 AT ANSP LEVEL: OPERATIONAL BOARD
The Operational Board is established to manage the technical and operational functioning of
the SW FAB. It is composed by the en-route designated ATSPs (NAV Portugal and Aena),
the appointed military representatives and the aeronautical meteorological service providers.
Upon approval by the Governance Board, other participants may also attend as observers.
The main responsibilities of the Operational Board are to:
a) ensure the implementation of the policies and objectives defined by the SW FAB
Governance Board;
b) ensure the cooperation between en-route ATSPs aiming at obtaining an improved
and increased cross border provision of air navigation services;
c) support the Network Manager in the development and on-going activities of the
Network Strategic Plan (NSP) and Network Operations Plan (NOP);
d) ensure the development of the civil and military coordination;
e) propose to the SW FAB Governance Board the modalities of the cooperation on
airspace management, including the application of the concept of FUA;
f) ensure the operational coordination of the SW FAB with adjacent FABs;
g) propose, develop and implement a Common Plan for Projects Development within
the scope of the SW FAB to be approved by the SW FAB Governance Board;
h) prepare and coordinate the SW FAB annual report;
i) propose and define a common management airspace policy to be further approved
by the SW FAB Governance Board;
j) assist the Governance Board on the implementation of the State Agreement and in
particular of its articles 15, 16, 17, 20 and 21; and
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k) report to the SW FAB Governance Board about relevant issues for development,
management and operation of the SW FAB.
4.6.4 OTHER COMMITTEES AND WORKING GROUPS
Other Committees and Working Groups may be established by the SW FAB Governance
Board. On the basis of the proposal of the Supervisory Authorities Committee and the
Operational Board, the SW FAB Governance Board may also permit the creation of their
working groups and committees (see Figure 2).
4.7 DESIGNATION OF ANSPS IN SW FAB
In accordance with the article 8 of the Regulation (EC) No 1070/2009 amending Regulation
(EC) No 550/2004, and the article 19 of the State Agreement, the SW FAB Member States
shall:
specify the jointly designated ATSPs and Meteorological (MET) Service Providers, if
applicable, and their respective areas of responsibility; and
specify the providers of ATS providing services without certification and their
respective areas of responsibility.
4.7.1 JOINT DESIGNATION OF ATS AND MET SERVICE PROVIDERS
As stipulated in article 8 of the State Agreement, the SW FAB Member States will establish a
common mechanism for the joint designation of the ATSPs to provide services on an
exclusive basis within the airspace falling under their responsibility.
For the time being, the two en-route ATSPs in Portugal and Spain, i.e. NAV Portugal and
Aena, are to be jointly designated as ANSPs by the SW FAB Member States.
The processes for both ANSPs, namely certification and designation, are well established
within the SW FAB Member States and reported in the yearly report on SES Legislation
Implementation.
Concerning meteorological services the MET providers are currently designated at national
level. There is no intention for now to jointly designate MET services within the SW FAB.
4.7.2 ATSPS WITHOUT CERTIFICATION I.A.W. ARTICLE 7(5) OF REGULATION (EC) 550/2004
The Air Forces of Portugal and Spain are the only ATS providers without certification as it is
not required pursuant article 7.5 of Regulation (EC) No 550/2004 as amended.
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4.8 CONCEPT OF OPERATIONS
The establishment of FABs is a key element of SES and it needs to be developed based on
operational requirements bearing in mind safety, airspace capacity, cost-efficiency
improvement objectives and environmental improvements through increased flight efficiency.
NAV Portugal and Aena established a framework of collaboration to produce a common
feasibility study, taking into account military requirements and enhancing civil-military
coordination, for the creation of a common cross-border SW FAB based on the guidance
material provided by Eurocontrol and the supporting material provided by the European
Commission.
During the year 2008 the main objective was to develop an assessment from an ANSP’s
point of view on the different possibilities for the establishment of a FAB in the airspace
under responsibility of Portugal and Spain. The main options subject to evaluation were:
increased cooperation on CNS services and other supporting services;
redesign of airspace boundaries in the Portuguese-Spanish border; and
redesign of upper airspace by studying a set of routes in order to better achieve
increased capacity, better flight efficiency and environmental improvements.
In this way, and according to the MoU defining the formal framework for cooperation in the
SW Portugal Spain FAB initiative, signed on March 17th, 2009 by the Portuguese and
Spanish CAAs, NSAs and ANSPs, an Operational Task Force (OTF) was established under
the SW FAB Steering Committee between NAV Portugal and Aena to deal with airspace
issues in the framework of the SW FAB. The military representatives also participate in this
Task Force.
The OTF recognises and supports the responsibilities and requirements of military airspace
users. In order that all airspace users gain benefit from the SW FAB, military airspace
planners were part of the planning process. An organised collection of military airspace
requirements was one of the specific elements that the concept of operations took into
consideration.
Firstly a document, “Airspace Organization and Classification” (see Annex O), was produced
to gain a deep knowledge of the Portuguese and Spanish airspace, airspace management
(civil and military) and a complete characterisation of current and forecasted traffic. The
document “Airspace Organization and Classification” presents the necessary information
about its organization and classification, the number of area control centres (ACCs) and
airspace sectors, their capacity, the number of configurations of every ACC, the airspace
management (civil and military coordination) and an overall characterisation of current traffic
demand and forecasted traffic in the next years managed to fulfil civil and military needs and
future traffic demand including general air traffic (GAT) and operational air traffic (OAT) by
ATS providers. The know-how experience of the airspace structure under consideration,
along with the full detailed information of the airspace, have permitted to make a high level
description of changes in the airspace configuration that could be introduced in the SW FAB,
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demonstrating that the SW FAB airspace configuration is compatible with the network
configuration and taking into account the airspace configuration of all adjacent airspace.
Secondly, the SW FAB Operational Requirements (see Annex L) were defined.
Additionally, a SW FAB Operational Plan included in the SW FAB Optimum Airspace
Utilisation document (see Annex M) was created to allow a 10-year perspective in the
identification of the relevant parts of the airspace structures, consolidating current mature
proposals, and ensuring the new ones, especially free route operations, its alignment with
new strategies and compatibility with their future evolutions. This plan was divided by
timeframe in the following phases: short, medium (until 2015) and long term (until 2020).
4.8.1 OPERATIONAL REQUIREMENTS
The SW FAB Operational Requirements document describes the expected operational
scenario from the users’ perspective and the proposed operational improvements in the main
ATM areas: demand/capacity balancing (DCB), safety, flight efficiency, environment and
airspace organisation and management and national security and defence.
The methodological process for the SW FAB Operational Requirements (ORs) is a
collaborative process between civil and military partners by which the major traffic flows,
combined with major airspace elements (sectors, ATS routes, military areas etc.), constitute
the basic references for the creation of a new airspace structure independent of FIR
boundaries.
In line with the guidance material for FABs, and according to Article 9a of the Regulation
(EC) No 550/2004, this document presents a complete characterisation of traffic demand
accommodated in the airspace under the responsibility of NAV Portugal and Aena with
painstaking attention to numerous details of traffic demand impact in the airspace physical
structure (e.g. ATC delay, main interrelationship with boundary airspace, etc.).
As a second step, the main ORs of the SW FAB are identified with the main goal to point out
the airspace structure as a basis for extending the knowledge far downward to traffic demand
expectations/requirements.
The identification of the ORs and its operational proposals allows enhancing the performance
of the current SW FAB ATM system to achieve the European wide performance targets set
under the frame of the Regulation (EC) No 691/2010 on the performance scheme and the
European ATM strategies towards the creation of SES.
The SW FAB ORs are in line with a number of important Eurocontrol/EU initiatives regarding
airspace design, collaborative decision-making (CDM), FUA, and ATFCM.
The implementation of the defined ORs will increase the effective use of airspace and
provide the maximum freedom of movement for all airspace users for delivering significant
operational benefits. With this information the SW FAB Operational Plan has been
elaborated to satisfy the user’s expectations and to achieve the European wide performance
targets.
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The SW FAB ORs document is expected to be a Master Plan from which successive SW
FAB ORs versions will be derived as soon as operational, technical or political requirements
are put in place.
The SW FAB ORs for airspace development will be compatible with future developments in
airspace management (ASM), ATFCM and SESAR.
4.8.2 SW FAB OPERATIONAL PLAN
To achieve the ORs the Operational Task Force developed the SW FAB Operational Plan
(see section 2 of Annex M) where it is possible to identify a complete characterisation of the
main traffic flows, along with the operational measures to overcome current inefficiencies of
the SW FAB ATM system.
The main objectives of the SW FAB Operational Plan are:
1. to increase airspace capacity;
2. to increase airspace efficiency, by offering route options that are closer to their
preferred trajectories;
3. to optimise the en route/Terminal airspace interface;
4. to enhance flexibility through the creation of new route options;
5. to optimise Air Traffic Control (ATC) sectorisation;
6. to develop an airspace structure independent of State boundaries; and
7. to optimise the creation and extension of military training areas.
The SW FAB Operational Plan contains the initiatives and proposals to be implemented in
the agreed timeframe and it will be updated with new proposals and projects on an annual
basis thereafter.
4.8.3 OPTIMUM AIRSPACE UTILISATION
The establishment of a FAB shall enable optimum use of airspace taking into account air
traffic flows. The new ATM network functions are in line with Article 6 of Regulation (EC) No
551/2004 in order to allow optimum use of airspace in the SES and ensure that airspace
users can operate preferred trajectories while allowing maximum access to airspace and air
navigation services.
Article 15 of the State Agreement provides the commitments and arrangements concerning
the design and management of the SW FAB airspace.
The SW FAB airspace management is based on the principle of civil–military co-ordination
between all parts, implemented at strategic, pre-tactical and tactical levels, through
agreements and establishment of procedures in order to increase safety and airspace
capacity, and to improve the efficiency and flexibility of air traffic in the SW FAB airspace.
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The SW FAB airspace organisation is designed in a cooperative and iterative process aiming
at maximum utilisation, capable of greater flexibility and responsiveness. It will offer route
and level options closer to users’ preferred trajectories, support military use airspace
requirements and ensure efficient connectivity between the route network and terminal
airspace.
Annex M makes a brief description of the current airspace design and capacity planning
strategies which are taken into account by the SW FAB initiative to support its operational
concept.
Taking into account the appropriate drivers, the three main options for an enhanced airspace
management and design considered for the SW FAB Operational Plan are:
a) improvements of the route network: pre-determined direct route segments will be
added to the network compatible with the overall airspace structure. Long term
operational principles will permit to achieve a full free route airspace concept in a
significant area of the SW FAB;
b) new ATC sectorisation: to allow ATS routes to be more direct, SW FAB new
sectorisation will be established across national borders taking into consideration
main traffic flows. They will support the pre-defined direct routes. SW FAB proposals
will help to adapt the sectorisation to those main traffic flows.
c) efficient terminal/en-route interface: the terminal/en-route interface areas are
becoming the most critical factor for airspace capacity, as has been proven in the
South Airspace Block area. The SW FAB Operational Plan will invest in more efficient
structures to obtain operational efficiencies and ATC capacity increase.
According to the above, the airspace operational proposals to optimise the SW FAB airspace
utilisation are:
a) SW FAB New ATS Route Network Structure
The analysis of main traffic flows in the SW FAB airspace has served to identify some areas
of improvement. Potential projects to be implemented in the short-medium term to overcome
inefficiencies in the three main areas mentioned above are:
FIR/UIR Casablanca dualisation project;
Restructuration of the main interface between SW FAB/Marseille FIR;
New route option for NW traffic departing LEMG (UM-30); and
Restructuration of airway UN-733/A-33.
b) Free Route Airspace Concept
Reorganising the airspace of SW FAB putting in place operations under a full free route
concept can deliver significant benefits, but it will also be very time consuming initiative. The
projects to be carried out under this concept are:
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Night direct ATS route network;
Santiago/Asturias free route airspace;
SW FAB free route airspace concept phase II; and
SW FAB free route airspace concept phase III.
c) ATC Sectorisation
In order to overcome the limitations of the current airspace design process still based on
airspace volumes built following the state boundaries through which ATS routes are
channelled, the SW FAB operational plan will allow ATS routes to be more direct and sectors
will be established across national borders. Projects to be developed are:
New cross border boundary limit definition;
New cross border sectorisation West and Central airspace Block3;
New airspace sectorisation in South airspace Block; and
New airspace sectorisation West and Central airspace blocks.
It is expected that the SW FAB Operational Plan will satisfy user needs as well as ensure, or
even increase, the established safety levels, the airspace capacity and environmental
performance through the improved ATS route network, the proposed sectorisation and the
optimised airspace structures with the introduction of the full free route airspace concept.
In order that the SW FAB can be prepared for the requirements of the airspace users, both
civil and military, it is critical that there is a clear understanding of the potential traffic
demands upon the airspace as a whole to provide an adequate airspace structure and
airspace capacity. This leads to an integrated airspace management and planning.
A coordinated traffic demand forecast for the SW FAB with Eurocontrol will be essential to be
able to allocate flexible airspace structures, from pre-validated scenarios, in an optimum
DCB.
A 5-year capacity plan will be produced by Aena and NAV Portugal that will be subject to an
annual revision and update, if and when needed.
The SW FAB common information management and sharing is also essential for an
optimum planning of ATFFCM to enable all airspace users to operate safely and cost-
effectively for any pre-validated scenario.
T The SW FAB airspace under consideration has been split into four operational airspace blocks:
• Atlantic area: West Operational Airspace Block; (for the time being, Santa María Oceanic FIR is out of the SW FAB airspace);
• Peninsular area:
Central Operational Airspace Block;
East Operational Airspace Block; • Canary area: South Operational Airspace Block.
For more details, please refer to the SW FAB ORs document (section 2.3).
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The SW FAB Operational Plan provides solutions to identified demand/capacity imbalances
in an agreed collaborative process inside the SW FAB.
All these proposals are valid through the strategic planning phase and will be validated, after
their implementation, with a collaborative post-operations analysis. A post-operational
evaluation, with the involvement of all operational experts, will provide information of how
effective the Operational Plan measures are in meeting the demand. It will also be the basis
for a performance assessment of the SW FAB and an on-going driver for investments for
structural and functional improvements within the SW FAB. Any deviation from agreed KPIs
for safety, capacity, environment and cost-effectiveness will become visible in order to take
suitable action as early as possible.
A collaborative decision making process between the SW FAB civil and military partners
will permit to optimise the use of the airspace. System wide information management (SWIM)
will permit all partners inside the SW FAB, civil and military, to have a clear picture of the
past operations, current situation and forecast ATM scenarios which will facilitate the SW
FAB airspace design and capacity optimisation. For the investments, a CDM process
between the civil and military SW FAB partners will be also set up.
With regard to the SW FAB Real Time Coordination, it is necessary to harmonize real time
coordination between civil and military and military-military in both SW FAB Member States.
The civil-military coordination procedures and communication facilities shall allow real-time
activation, deactivation or reallocation of airspace allocated at FUA level 2 (pre-tactical level)
including potential cross-border areas to be established based on the arrangements
established between the military authorities. The military-military coordination procedures
and communication facilities shall allow the coordination of military operations and training
activities that require the segregation of specific areas of the SW FAB airspace covering both
Member States.
It is foreseen that the potential creation of cross-border areas and the increase demand of
cross-border operations will be a catalyst of this harmonization. At the same time the
adoption of common European rules such as Standardised European Rules of the Air
(SERA) and EUROAT4 on both SW FAB Member States will facilitate that harmonization.
The potential implementation of cross-border areas will be done in accordance with the
national legislations and the Eurocontrol Guidelines, “The ASM Handbook, Annex 9”.
The Letter of Agreement between Air Forces and ATS providers from Portugal and Spain
(Annex D) includes agreed coordination procedures in the SW FAB.
4.8.4 OPERATIONAL PROJECTS IMPLEMENTATION PLAN
The SW FAB Operational Projects Implementation Plan (see Annex N) describes the
activities to be carried out, the required resources, facilities, technical requirements,
operational requirements, a detailed plan as well as expected improvements to be achieved
by each operational project defined in the SW FAB.
4 Eurocontrol Specification for harmonised Rules for Operational Air Traffic (OAT) under Instrument Flight Rules
(IFR) inside controlled Airspace of the European Civil Aviation Conference (ECAC) Area – EUROAT.
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At the same time, a detailed description of each project has been included in order to define
its scope and affectations on the current operation. Besides, the possible issues, risks and
opportunities that might arise during the implementation process defined in each
implementation schedule have been analysed. Close civil-military coordination is established
to accomplish all these projects. Thus, the military dimension is included in each project.
The project schedule considered by the SW FAB Operational Plan5 has been established
following a three-phase approach based on timeframe:
PHASE I - Short term
Restructuration of airway UN-733/A-33;
New route option for NW traffic from/to LEMG (UM-30);
New cross-border boundary limit definition;
Night direct ATS route network; and
SANTIAGO/ASTURIAS Free Route Airspace.
PHASE II - Medium term: until 2015
FIR/UIR Casablanca dualisation project; and
Restructuration of the main interface between SW FAB/Marseille FIR.
PHASE III - Long term: until 2020
SW FAB free route airspace concept phase II; and
SW FAB free route airspace concept phase III.
4.8.5 CONSISTENCY WITH THE EUROPEAN ROUTE NETWORK (ERN)
The design of the European airspace and of the SW FAB in particular, will have a significant
contribution in the context of the SES II performance requirements. Moreover, it is essential
to guarantee the consistency of the SW FAB Operational Plan proposals with the ERN
developed in the context of the ATM network functions under the responsibility of the NM.
As mentioned before the SW FAB Operational Plan has followed diverse Eurocontrol
Operational Concepts and airspace documentation thus ensuring the consistency with the
ECAC airspace network. The main reference documentation serving as the harmonised
approach to be considered in the SW FAB Operational Plan is:
the Advance Airspace Scheme (AAS);
the ATS Route Network version 7 (ARN v7); and
the Dynamic Management of the European Airspace Network (DMEAN) concept of
operations.
5 Nevertheless, according to the scope of the document, the SW FAB Operational Projects Implementation Plan is
focused on the PHASE I.
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The SW FAB airspace design principles have been adopted from the airspace design
element of the AAS which proposes an airspace structure which includes direct routes and
sectorisation built on operational requirements without regard to FIR boundaries.
The airspace design projects related to the SW FAB contributions to the ARN v7 are related
to the overall development of new airspace projects within Spain. The implementation of
Free Route Operations within the entire Portuguese airspace completed the overall
improvements of the airspace structure in Portugal. Further developments in Portugal could
be expected in terms of sectorisation, depending on the evolution of the traffic demand.
Figure 3- Proposals of the SW FAB Operational Plan already included into the ARN v7
Besides, the SW FAB Operational Plan has considered the DMEAN as a valuable reference
due to its integrating and harmonizing vision of the strategies in the various domains, also
consistent with the SES mandates and with the overall SES framework.
According to the information contained in the DMEAN concept of operations it is expected
that SW FAB will be a keystone in the development of the DMEAN with the main goal of the
improvement of capacity planning, flexible airspace and sector design in accordance to the
definition of pre-determined scenarios.
In line with the operational requirements of the DMEAN concept of operations, the SW FAB
Operational Plan will offer:
sectors better adapted to meet traffic flows;
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harmonised procedures;
improved preparations to meet traffic demand;
flexible sectorisation;
sector configurations as part of the pre-determined scenarios of the SW FAB and
simulated and trained prior to adoption; and
for the military, an increased flexibility to manage short term requests for airspace.
Participation of military partners inside the SW FAB airspace design process is essential and
will give advantages to both civil and military airspace users.
Annex M briefly explains the way the SW FAB Operational Plan ensures the optimum
airspace utilisation for the SW FAB and guarantees the consistency of the SW FAB
Operational Plan proposals with the European Route Network (ERN) developed in the
context of the ATM network functions.
The SW FAB 5-year capacity plan will be further consolidated, and reviewed on an annual
basis, into a 5-year European Capacity Plan with the main goal to have an integrated
overview of the capacity situation throughout the pan-European network.
The NM will be involved with those aspects of the SW FAB Operational Plan for which a
close coordination between the network management functions (NMF) and the SW FAB will
be necessary.
The SW FAB also intends to ensure the relationship with the NMF through the participation in
the development and maintenance of the "Network Strategy Plan" (NSP) and the
collaboration with the Network Manager in the preparation of the "Network Operations Plan"
(NOP). (See also article 12 of the State Agreement).
The NM shall ensure coherent integration of the SW FAB Operational Plan in the European
Route Network Improvement Plan (ERNIP), the document resulting from the D, European
Route Network Design (ERND) function. To guarantee this, SW FAB operational experts will
be involved in its elaboration and the NM shall develop appropriate working arrangements
with the SW FAB Governance Board to monitor and improve the performance of the network.
From an airspace design and capacity planning perspective, the transition to the NMF is
ensured. SW FAB civil and military operational experts will participate at the Eurocontrol’s
Network Operations Team (NETOPS) and mainly in the Route Network Development Sub-
Group (RNDSG) and the Capacity Planning Sub-Group (CaPlan SG).
The SW FAB initiative will be aware of the network situation through the Network
Management Board (NMB), together with the improvements in demand planning, flight data
and CDM, all of them essential pre-requisites for the full application of the DMEAN
operations.
SW FAB is represented alternately in the NMB by the Aena Air Navigation Director and the
NAV Portugal Director, one as representative and the other as alternate member, on a yearly
rotation basis.
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4.8.6 SMOOTH AND FLEXIBLE TRANSFER OF RESPONSIBILITY FOR ATC
On the basis of the SES legislation FAB’s should be established with a view to ensure that
national airspace boundaries do not reduce the efficiency of air traffic flows.
The arrangements for cross-border provision of ATS involving Portugal and Spain are
included in the following table:
There are currently two projects going-on between the Portuguese and Spanish military
authorities related to the implementation of cross-border areas between Portugal and Spain.
These potential cross-border areas will take advantage of the possibility of using a larger
extension of airspace (continuum of airspace) for military operations and training though
these areas will not represent any additional airspace segregation. The management of
these potential cross-border areas needs a close civil-military cooperation and coordination.
The State Agreement (see article 17) includes the arrangements concerning cross-border
service provision and supervision to be established between the ANSPs and NSAs
respectively. Further to this the ANSP Agreement between NAV Portugal and Aena sets forth
the cross-border service provision arrangements.
With regard to the arrangements to enhance coordination, procedures between NAV
Portugal and Aena these may be found in the ANSP Framework Agreement.
Annex U includes the LoAs signed between NAV Portugal and Aena where the coordination
procedures to be applied by the involved ATS units have been defined.
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Concerning the initiatives planned to enhance the coordination, a list of selected projects is
included in the SW FAB Operational Plan. However, it can be stated that the long term focus
of airspace planning, at a FAB level as distinct from individual State, has to be made with
common standards and procedures and the collective agreement on airspace design
solutions which will only be achieved if requirements of all parts have been properly
considered. Solutions must be justified and practical.
In other sense the SW FAB airspace design will be made in a collaborative process involving
all relevant actors, civil and military. In the context of this concept of operations, airspace
design refers to both the ATS Route Network and the ATC sectorisation.
The impact of the establishment of the SW FAB on neighbouring airspace is expected to be
minimal. Nevertheless an airspace continuum was adopted in the development of the SW
FAB ORs which will force SW FAB to regionally collaborate with its main neighbours: Office
National Des Aéroports (ONDA) Morocco and FAB Europe Central (FABEC) partners. To
take into account all these issues, a new point in the Joint AEFMP Plan (see Annex R)
related to SW FAB implementation will be included.
Also, to ensure the appropriate connectivity of the ERNIP the NM and the SW FAB shall
include third countries in the CDM process, as it is the case in the Casablanca FIR/UIR
dualisation project with ONDA Morocco as the main interface between the Iberian Peninsula
and South Airspace Block.
4.8.6.1 Civil-Military Coordination
Enhanced civil–military coordination will add flexibility and responsiveness in future civil-
military arrangements including the upgrading of the FUA concept and more efficient
management of segregated airspace on a collaborative basis.
Route activation/military airspace allocation will be made in a highly dynamic manner through
a CDM process supporting the different stakeholders’ roles and responsibilities.
This process should take into account civil traffic flows and be coordinated with reserved
airspace requests adjusted to match the military training and operational profile as required.
In this context, routes will be plannable options taking into account that the military allocated
airspace will be segregated when activated through a dynamic process.
Short notice requests for route activation and updates of military requests, significant
weather phenomena, unexpected ground or space infrastructure opportunities/limitations,
etc. will be also coordinated through these integrated functions allowing for quick decisions,
thus exploiting the airspace in a dynamic manner, minimizing the impact of any disruptions
and taking benefit of any opportunity. It also provides for improved ATM management
techniques in place to smooth traffic flows together with additional dissemination of
information flow between ATFM, ATC and airports.
Articles 20 and 21 of the State Agreement include the provisions concerning civil-military
coordination and FUA. Further to this the Letter of Agreement (LoA) between military
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authorities and the two ATSPs in Portugal and Spain describes the coordination procedures
and arrangements.
4.8.7 SW FAB AIRSPACE CONFIGURATION AND ORGANISATION
Airspace classification in Portugal and Spain is fully compliant with ICAO regulations and will
be in line with the concepts of safety, continuity of services, human factors, availability of
information and co-participation included in the Operational Concept approved by ICAO in
2003 with the aim of providing the required capacity, improving safety and assuring
cooperative information practices.
Portugal and Spain are also engaged in the future implementation of the Standardised
European Rules of Air (SERA) Regulation. Once the regulation has been implemented in the
SW FAB it will facilitate harmonised application of the Rules of the Air, including the rules
applicable to airspace classification.
In the Airspace Organization and Classification document (see Annex O) there is a
description on how to achieve harmonised organisation and classification of different
airspace configurations within the SW FAB, including the principles for airspace classification
and organisation for the SW FAB and the changes of airspace configuration resulting from
the harmonisation within the SW FAB.
The changes of airspace configurations addressing an agreed and harmonised airspace
configuration are being implemented through the development of the Phase I Operational
Projects.
4.9 SUPERVISION IN SW FAB
As mentioned in section 4.5.2 of this document the civil NSAs of the SW FAB have signed an
NSA Agreement on May 17th, 2012 (see Annex E). This NSA Agreement complements the
State Agreement on supervision (article 18) with the necessary technical and procedural
details.
Section 3 of the NSA Agreement details the cooperation activities and in particular the
harmonisation of rules and procedures, the certification mechanisms of ANSPs, the oversight
of ANSPs providing cross-border services, the declarations of verification (DoV) of systems
and the safety oversight of changes.
Section 5 of the NSA Agreement includes the information exchange approach and describes
the incident and occurrences reporting method.
The NSA Agreement ensures effective and consistent oversight within the areas of
responsibility of the NSAs concerned, in conditions of transparency and mutual recognition of
the supervisory tasks and their results.
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4.10 STAKEHOLDER CONSULTATION AND COMMUNICATION
Article 10 of Regulation (EC) No 549/2004 specifies that consultation mechanisms shall be
established for an appropriate involvement of stakeholders including professional staff
representative bodies, for the creation of the SES.
Following this legal pre-requisite the SW FAB Governance Board considers the stakeholder
consultation a contributing factor for a successfully implementation and operation of the SW
FAB.
During the SW FAB Development Phase a Stakeholder Consultation Forum (SCF) was
formally established as stated by the MoU signed in 2009. The SCF Terms of Reference
(ToRs) were agreed at the third Joint Supervisory Board (JSB/3). According to the ToRs the
SCF is a group for consultation and dissemination of information among the stakeholders of
the SW FAB, as well as with social agents.
To institutionalise the SCF, article 13 of the SW FAB State Agreement lays down provisions
on the SCF as consultative body of the SW FAB Governance Board.
Workshops and special meetings with the SW FAB stakeholders will be convened after the
establishment of the SW FAB as a way of informing and exchanging opinions about
progress, achievements, gaps, performance, social dialogue, etc.
The SW FAB is sensitive to the communication issues. A buy-in policy and active information
and reporting management of the SW FAB activities and progress is promoted.
SW FAB members are actively involved in many working groups and committees whose
remit includes FAB issues:
FAB Focal Point Group (FFPG);
Single Sky Committee (SSC);
Air Navigation Services Board (ANSB) of Eurocontrol;
Network Management Board (NMB)
SESAR Interim Deployment Steering Group (IDSG)
NSA Coordination Platform (NCP); and
other working groups and committees.
At institutional level SW FAB representatives have participated in different conferences and
meetings (FFPG, EU Conferences, bilateral meetings with EC and others) where the SW
FAB activities and developments have been presented (e.g. FFPG/6, EU High Level
Conference of Budapest).
As a means of communication stakeholders are informed by the SW FAB website at
www.swfab.eu. The website is updated on a regular basis and used as an information portal.
In addition, it is the technological platform for the written consultation processes.
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Also, key stakeholders will be actively informed through information workshops and other
existing mechanisms. General interest stakeholders will be informed through suitable means
of communication, e.g. the internet, public reports, press releases, etc.
With regard to SW FAB cooperation with adjacent States and other FABs (inter-FAB
cooperation) due to the SW FAB situation the collaboration with the neighbouring states
through the AEFMP (Algeria, España, France, Morocco and Portugal) Agreement (see
section 4.11 below) whereby they are fully involved in some SW FAB projects should be
highlighted.
Similarly, the inter-FAB cooperation is being promoted with other FAB initiatives such as
FABEC and UK-IR FAB at the institutional level. This cooperation will bring benefits in terms
of flight efficiency, better connectivity with terminal areas and a better airspace management.
Currently the FABEC-SW FAB operational interaction is addressed through the SW FAB
Operational Task Force representatives in the AEFMP OPS working sub-group where it was
decided by all parts to establish a new point in the AEFMP agenda related to FAB
implementation.
Figure 4- Geographical situation of SW FAB and surrounding airspace
4.11 SW FAB REGIONAL AGREEMENTS
The requirements of Art 9a(2) of Regulation (EC) No 550/2004 as stipulated in sections 7
and 8 of the Part II of the Annex to the Commission Regulation (EU) No 176/2011 in mention
the need to provide the specific information on:
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Regional agreements concluded within ICAO.
“The Member States concerned shall provide the list of existing regional agreements
concluded in compliance with the framework established by Annex 11 to the
Convention on International Civil Aviation which are of relevance with respect to the
establishment and operations of the functional airspace block.”
Regional agreements in existence.
“The Member States concerned shall provide a list of existing agreements concluded
by one or more of the Member States concerned, including those with third countries,
which are of relevance with respect to the establishment and operations of the
functional airspace block.”
A detailed assessment of the existing regional agreements within the ICAO and the existing
regional agreements in existence on December 4th, 2009 has been elaborated by INAC I.P.
and the Spanish DGAC. It can be concluded that the SW FAB agreements are not in conflict
with any of these other regional agreements.
4.11.1 REGIONAL AGREEMENTS CONCLUDED WITHIN THE ICAO
The SW FAB must comply with the conditions stemming from regional agreements
concluded within the ICAO. This covers regional air navigation agreements in accordance
with ICAO Annex 11 and approved by the ICAO Council. Therefore, the SW FAB State
Agreement will be registered with ICAO by virtue of Article 83 of the ICAO Chicago
Convention and in accordance with ICAO Doc 6685 - Rules for Registration with ICAO of
Aeronautical Agreements and Arrangements.
Both SW FAB Member States are signatories of the Convention of International Civil Aviation
(Chicago, December 1944) and members of the ICAO-EUR Region. They are also members
of the European Civil Aviation Conference (ECAC).
The SW FAB establishment is in accordance with the SES legislation and is currently not
subject to the process for amendment of the ICAO Regional Air Navigation Plans concerned.
4.11.2 REGIONAL AGREEMENTS IN EXISTENCE
Relevant agreements to which both SW FAB Member States are parties are:
Eurocontrol International Convention relating to Cooperation for the Safety of Air
Navigation of December 13rd, 1960, as amended by the Additional Protocol of July 6th,
1970, in turn amended by the Protocol of November 21st, 1978, all amended by the
Protocol of February 12th, 1981, and as amended and consolidated by the Protocol of
June 27th, 1997.
Multilateral Agreement relating to route charges of February 12th, 1981.
Euro-Mediterranean Aviation Agreement between the European Community and its
Member States and the Kingdom of Morocco (December 2006).
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Joint AEFMP Plan (October 2002) as the result of the merging of the former EFP
(1991) and AEFMP (1996) Plans. This Plan is developed by the ANSPs of Algeria,
Spain, France, Morocco and Portugal. (Joint AEFMP Plan Achievements in Annex Q).
Several agreements between Portugal and Spain in relation with Air Defence and Military
Cooperation (including SAR) are:
Cooperation Protocol between the Minister of Defence of the Kingdom of Spain and
the Minister of Defence of the Republic of Portugal;
Technical Agreement of cooperation and mutual support between Air Defence
System of the Kingdom of Spain and the Republic of Portugal; and
Technical Agreement in relation with facilitation of mutual overflight and landing of
military aircraft.
Details of arrangements and LoAs concluded between Portugal and Spain in relation to
cross-border arrangements and for ATS provided by an ATSP certified by a State in the
airspace falling under the responsibility of another State are contained in section 14.2.3 of
the Portugal and Spain LSSIP6 (2011-2015) documents.
6 Local Single Sky ImPlementation
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5 SW FAB PERFORMANCE EXPECTATIONS
5.1 SAFETY
Safety is considered a prerequisite of implementing the SW FAB and will be the basis for the
development of the operational concept and all the projects considered. Taking this in mind,
safety has been adequately considered at all phases of the SW FAB development and
properly addressed in the agreements signed between the SW FAB Member States, NSAs
and ANSPs.
The SW FAB safety management will become a systematic and structured process which will
be integrated in all operational aspects (airspace design) and technical support (advance
controller tools) for the implementation of operational measures.
Consequently, safety analysis will be essential prior to any of the operational proposals entry
into operation. In this line, every SW FAB project will have a safety assessment aligned with
the Safety Assessment Methodology (SAM) from Eurocontrol.
Comprehensive activities for the development of safety assurance for the establishment of
the SW FAB have been carried out and this is reflected in the Safety Case (Annex K). It
provides the justification, with extensive argument and evidence, for the overall safety claim:
“SW FAB safety management and oversight arrangements are sufficient and
appropriate to enable safe ANS provision”.
Article 7 of the State Agreement outlines the main provisions regarding the SW FAB safety,
including the development and establishment of a common safety policy in the SW FAB.
5.1.1 SW FAB SAFETY CASE (SC)
The decision to establish the SW FAB, together with possible physical changes to the ATM
infrastructure, requires that all practical measures shall be taken to minimize the impact on
the present safety level in the airspace. Therefore, a Safety Case (SC) is developed with the
objective to demonstrate that the proposed organizational, operational and technical changes
to the present ATM environment and infrastructure can be implemented safely.
The aim of this SC is to outline the structure for demonstrating that the SW FAB and the
transfer of operations from the current situation to the full operation of the SW FAB is
acceptably safe for operations and will remain acceptably safe.
The SC forms the basis for future changes. Changes will be managed according to
Commission Regulation (EU) No 1035/2011 of October 17th, 2011 laying down common
requirements for the provision of air navigation services and amending Regulations (EC) No
482/2008 and (EU) No 691/2010. It is a living document which will be revised and maintained
as necessary throughout the lifetime of the SW FAB.
As stated in the Annex of the Commission Regulation (EU) No 176/2011 (Part II-1) regarding
the FAB safety case, the SC shall refer (provide arguments and evidence) as a minimum to
the existence/plans to establish:
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the common safety policy or plans to establish a common safety policy;
a description of the arrangements dealing with accident and incident investigation
and plans on how to address safety data collection, analysis and exchange;
a description of the way in which safety is being managed to avoid degradation in
safety performance within the functional airspace block;
a description of the arrangements clearly identifying and allocating the
responsibilities and interfaces with relation to the setting of safety targets, safety
oversight and the accompanying enforcement measures in regard to the provision of
air navigation services within the functional airspace block; and
documentation and/or statements that the safety assessment including hazard
identification, risk assessment and mitigation has been conducted before
introducing operational changes resulting from the establishment or modification of
the functional airspace block.
The SW FAB SC has three levels: State level, NSA level and ANSP level. The Goal
Structuring Notation (GSN) argumentation covers all 3 levels as well as the system elements
(airspace, equipment, procedure and human factors).
The information that will be provided to the European Commission should address the following:
Safety management arrangements at State, NSA and ANSP level;
Harmonisation/enhancement of ANSPs SMSs (SMS Roadmaps); and
Safety assessment of operational changes related to FAB establishment or
modification.
The SC provides assurance in the form of arguments and evidence to support the claim that:
“SW FAB safety management and oversight arrangements are sufficient and appropriate to
enable safe ANS provision”.
A high-level view of the safety argument structure is presented in the form of GSN.
The overall argument is structured as shown in Figure 5 below.
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G 1 SW FAB has plans to establish a common
safety policy
G 0SW FAB safety managementand oversight arrangements
are sufficient and appropriateto enable safe ANS provision
Str 0Argue that FAB safety regulatory framework,
safety oversight and safety management arrangementsmeet the FAB safety case requirements of the FAB-IR
AssumptionsA01. Current ANS provision in SW FAB
airspace is safeA02. Be/remain safe = adequate
regulatory framework plus organisations, arrangements andprocesses are in place to overseeand manage safety
ContextSES legislation and in particularC01. EC Regulation 550/2004. Article 9aC02. EC Regulation 176/2011 (FAB-IR)
G 2Adequate arrangements exist
for reporting & investigation of
A & I, including data collection, analysis and exchange
G 3Safety is managed to
prevent degradation in
FAB safety performance
G 4Adequate arrangements exist
and responsibilities are
assigned for safety targetssetting and safety oversight
G 5Operational changes resulting from FAB establishment and modification are subject to adequate safety assessment
Diagram B1
Diagram B2 Diagram B3 Diagram B4
Diagram B5
Figure 5- Overall Argument Structure of the SW FAB Safety Case
G0, the top-level argument, is dependent on the following five-part argument comprising G1
to G5. These sub-arguments (G1 to G5) are the five SES requirements from Commission
Regulation (EU) No 176/2011 (Annex Part II 1) regarding the FAB safety case.
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The following tables show the evidences of the safety arguments demonstrating their validity.
E1 Ref. to State/NSA/ANSP Safety
Policy Documents
E2 Ref. to NSA and ANSP manuals
E3 Ref. to State/NSA/ANSP
Agreements (as appropriate)
E4 Ref. to appropriate
State/NSA/ANSP documents
Argument Evidence Summary
G 1-1 Both Spain and Portugal have
published safety policies and
a process exist to modify their
safety policies
G 1-2 A process exist to establish
and modify SW FAB safety
policy
G 2-1 Safety investigation
Authorities (SIA) exist.
E5 Ref. To SIAs ToR
Argument Evidence Summary
G 2-2-1 SIAs have documented
procedures for A & SI
investigation in compliance
with Annex 13 and Regulation
996/2010 requirements.
E6 Ref. to SIA manuals
E7 Ref. to FAB State Agreement
E8 Ref. to SIA manuals
E9 Ref. to FAB State Agreement
E10 Ref. to SIA documents
Argument Evidence Summary
G 2-2-2 Documented notification
procedures and arrangements
for A & SI investigation exist for
the case of cross-border service
provision.
G 2-2-3 Plans /arrangements exist for
safety data collection, analysis
and exchange at State/SIA
level.
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G 2-3-1 CAAs/NSAs have documented
procedures for dealing with A
& I reporting & investigation.
E11 Ref. to NSA manuals
E12 Ref. to NSA Agreement
E13 Ref. to NSA manuals
E14 Ref. to NSA Agreement
E15 Ref. to NSA documents
Argument Evidence Summary
G 2-3-3 Plans /arrangements exist for
safety data collection, analysis
and exchange at CAA/NSA
level.
G 2-3-2 Documented CAA/NSA
notification procedures and
arrangements exist for dealing
with reporting and
investigation of A & I, for the
case of cross-border service
provision.
G 2-4-1 ANSPs have documented
procedures for A & I reporting
and incident investigation.
E16 Ref. to ANSP SMMs
E18 Ref. to ANSP SMMs
E19 Ref. to ANSP SMMs
E20 Ref. to ANSP Agreement and/or
SMS Roadmap
Argument Evidence Summary
G 2-4-2 ANSPs have documented
notification procedures and
arrangements for incident
investigation, for the case of
cross-border service provision.
G 2-4-3 ANSPs have plans
/arrangements for safety data
collection, analysis and
exchange.
Ref. to ANSP Agreement and/or
SMS Roadmap
E17
E21 Ref. to ANSP SMMs
E22 Ref. to ANSP certificats
G 3-1 SW FAB ANSPs have SMSs
compliant with the regulatory
requirements.
Argument Evidence Summary
E23 Ref. to ANSPs CM procedure (SMSMs)
E24 Ref. to NSA manual
E25 Ref. to NSA audit reports
Evidence Summary G 3-2 Change management is applied
in compliance with Reg 1034/2011 & 1035/2011.
Argument
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E26 Ref. to State/NSA/ANSP
agreements
E27 Ref. to the body’s ToR
E28 The FAB set of SPIs and SMS
Roadmap
E29 Ref. to FAB/State performance
plans
E30 Ref. to NSA agreemnt
E31 Ref. to NSA manuals
E32 Ref. to ANSPs SMMs and perf.
plans
E33 Ref. to SP-related
documentation; SMS maturity
Argument Evidence Summary
G 3-3-1 A monitoring body is
designated at FAB level.
G 3-3-2 Safety PI have been defined
and performance plans
established in line with
Regulation 691/2010.
G 3-3-3 NSAs have adequate safety
performance oversight
arrangements and procedures.
G 3-3-4 ANSPs have adequate safety
performance management
arrangements and procedures.
G 3-4 Safety management in SW FAB
will be harmonised and
enhanced.
E34 Ref. to FAB SMS Roadmap
Argument Evidence Summary
E35 Ref. to NSA/ANSP
manuals/SMMs
E36 Ref. to FAB/State performance
plans
Argument Evidence Summary
G 4-1 Responsibilities for safety
target setting in SW FAB are
identified and allocated.
E37 Ref. to FAB agreements and
FAB/State perf. plans
E38 Ref. to NSA/ANSP documents
/SMMs
G 4-2 Arrangements, processes and
the interfaces for safety target
setting are documented.
Evidence SummaryArgument
E39 Ref. to SSPs / NSPs
E40 Ref. to FAB/State performance
plans
G 4-3 Safety targets have been
defined at State and/or FAB
level.
Argument Evidence Summary
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E41 Ref. to NSA documents
E42 Ref. to State/NSA agreements
E43 Ref. to State/NSA agreements
E44 Ref. to NSA manuals
E45 Ref. to State/NSA agreements
E46 Ref. to NSA manuals
E47 Ref. to NSA/ANSP agreements
E48 Ref. to ANSPs SMMs
G 4-4-3 Arrangements, roles and
responsibilities for imposition
and follow up of enforcement
measures at FAB level are
defined.
G 4-4-4 ANSPs have documented
procedures to support proper
oversight and implementation
of enforcement measures.
G 4-4-1 Responsibilities for safety
oversight in SW FAB are
defined and allocated.
G 4-4-2 Safety oversight arrangements
are adequate and documented.
Argument Evidence Summary
E49 Ref. to ANSP SMMs
E50 Ref. to the list of FAB ops
changes
E51 Ref. to NSA/ANSP agreements
E52 Ref. to NSA/ANSP manuals
E53 Ref. to relevant safety cases
E54 Ref. to implementation
documents
E55 Ref. to NSA/ANSP agreements
E56 Ref. to NSA manuals
E57 Ref. to ANSP SMMs
G 5-1 ANSPs apply documented
procedures for identification
and assessment of operational
changes.
Argument
G 5-2 Arrangements and process
exist for safety assessment of
operational changes having
cross-border impact.
G 5-3 Operational changes have been
assessed and appropriate
mitigation measures identified
and implemented.
G 5-4 Safety cases are subject to
adequate endorsement and
acceptance process.
Evidence Summary
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5.2 OVERALL ADDED VALUE
This section summarises the Cost Benefit Analysis (CBA) that has been developed in order
to support the implementation of the SW FAB, providing evidence that it is justified by its
overall added value, including optimal use of technical and human resources, as stated in
Article 9a of Regulation (EC) No 550/2004 on service provision as amended by Regulation
(EC) No 1070/2009. This CBA has been developed by the main SW FAB ANSPs, NAV
Portugal and Aena, with the collaboration of the other SW FAB stakeholders.
The objective of the CBA is to analyse financial and non-financial benefits and costs in the
framework of the SW FAB, including effects to both civil ANSPs and other stakeholders such
as airspace users and the environment (externalities).
Nevertheless, it is important to point out that this CBA only reflects the collaboration among
SW FAB ANSPs, and in particular focuses on certain operational projects and on specific
collaboration in systems (FDP7 System for en-route and approach control) since these two
lines of action have a high degree of maturity, but this does not exclude the possibility of
progressively extending the foreseen collaboration in the near future under the auspices of
the SW FAB institutional framework. Consequently, the results of the CBA are to be
considered as highly conservative taking into account the global potentiality of the SW FAB.
Detailed information about the CBA is found in Annex P.
5.2.1 CBA WORKING METHODOLOGY
The CBA has been performed using the cash-flow principle and the discounted cash flow
analysis, determining the Net Present Value (NPV) over the considered timeframe. It is
based on current knowledge and assumptions regarding the scenarios, which will need to be
further detailed in next phases. The results at this stage will therefore be associated with
uncertainty as a simplified approach has been used for scenarios, in special there are some
specific uncertainties related to the calculation of potential savings from ATS optimization.
The results are based on the data received from the ANSPs and all assumptions are clearly
detailed, so data and estimates have been validated to the possible extent.
Detailed information about CBA hypothesis and assumptions is found in section 1.1.3.2 of
the CBA document.
The CBA is composed of the analysis of a number of concrete projects/initiatives in the
operational and systems domain, as the SW FAB implementation is planned as a successive
phased implementation of these projects/initiatives until 2020.
Regarding the operational projects, in order to evaluate the flight distance saving and/or the
capacity increase, a fast time simulation has been done for most of the considered projects.
The Eurocontrol Medium-Term Traffic (MTF) forecast published in February 2012 has been
used for traffic.
7 Flight Data Processing
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5.2.2 CBA SCENARIOS
The analysis developed includes the method and results of a high level CBA considering two
scenarios (Scenario 1 -minimum- and Scenario 2) for SW FAB evolution in the period 2012-
2021. When it has been deemed necessary, a projection of the results has been made
assuming that the financial benefits and costs in these years will be proportional.
Costs and benefits of both scenarios are compared to a baseline scenario (working
hypothesis to develop the qualitative analysis of the benefits that the implementation entails),
that describes what the situation would be in 2012-2021 if the SW FAB were not established,
considering effects of on-going development strategies, as SESAR collaborative works and
planned ANSP’s investments.
Scenario 1 (minimum scenario)
Scenario 1 (minimum scenario) considers the extra effects if the SW FAB is implemented
following the next benefit realisation initiatives and timeframe:
Operations collaboration: scenario 1 considers the following three chronological phases for
the implementation of the identified operational projects:
PHASE I - Short term
PHASE II - Medium term: implementation in 2015; and
PHASE III - Long term: implementation in 2020
System collaboration: Scenario 1 considers a full joint collaboration of Aena and NAV
Portugal in the field of ATC systems from 2017 onwards.
Scenario 2
Scenario 2 considers the additional effects if the SW FAB is implemented following the next
benefit realisation initiatives and timeframe:
Operations collaboration: Scenario 2 considers the following three chronological phases
for the implementation of the identified operational projects, being the main difference with
Scenario 1 being the advancement of the date of implementation scheduled for Phase III:
PHASE I - Short term;
PHASE II - Medium term: implementation in 2015; and
PHASE III - Long term: implementation in 2018
System collaboration: Scenario 2 considers the same collaboration between NAV Portugal
and Aena as Scenario 1, but with an earlier implementation date from 2015 onwards.
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5.2.3 EVALUATION OF BENEFITS
A qualitative and quantitative evaluation of benefits regarding SW FAB collaboration, both
operational and in the systems domain is developed in sections 5 and 6 of the CBA study,
distinguishing between Scenario 1 (minimum scenario) and Scenario 2.
5.2.3.1 Qualitative Assessment
a) SW FAB operations collaboration
An identification of the operational improvements to be achieved by each operational project
identified in the SW FAB framework, according with the SW FAB ORs, is shown in the Figure
6 below.
The estimated improvements for these projects are qualitative8 in accordance with the KPIs9
developed in the SW FAB Operational Requirements.
OPERATIONAL PROJECT (PHASE I) SAF CAP EF ENV NS&D ASM PM INT
RESTRUCTURING OF AIRWAY UN-733/A-33 H L M L - H L -
NEW ROUTE OPTION FOR NW TRAFFIC FROM/TO
LEMG - M H L - L M -
NEW CROSS BORDER BOUNDARY LIMIT
DEFINITION & NIGHT DIRECT ATS ROUTE
NETWORK
- - M M - H M -
SANTIAGO/ASTURIAS FREE ROUTE AIRSPACE - L H M - H M M
OPERATIONAL PROJECT (PHASES II & III) SAF CAP EF ENV NS&D ASM PM INT
FIR/UIR CASABLANCA DUALISATION PROJECT H M H M - H M -
RESTRUCTURING OF MAIN INTERFACE BETWEEN
SW FAB/MARSEILLE M M L L - M L M
SW FAB FREE ROUTE AIRSPACE CONCEPT PHASE II L L M M - H M -
SW FAB FREE ROUTE AIRSPACE CONCEPT PHASE III L L M M - H M -
Figure 6- Qualitative benefits vs. KPIs per operational project
8 Impact in the project: (-) not addressed; (L) Low impact; (M) Medium impact; (H) High impact.
9 The Key Performance Indicators (KPIs) are: Safety (SAF); Capacity (CAP); Flight efficiency (EF); Environment
(ENV); National Security & Defence requirements (NSD); Airspace organisation & management (ASM);
Performance management (PM) and Interaction with other FAB’s (INT).
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b) SW FAB systems collaboration
A qualitative evaluation of benefits focused on the synergies between the investments in the
ATC systems is provided.
The global mark rating for each of the decisions which are is the object of the analysis will
result from the calculation of the average of the individual marks ratings of the characteristics
or aspects taken into account in such decision.
The following table summarizes the results obtained.
Synergy between the ATC systems
Aspect Rating10
INTEROPERABILITY 2
CAPACITY 2
SAFETY 2
PRODUCTIVITY 2
COST 0
QUALITY 1
ARCHITECTURE 1
INFLUENCE IN EUROPE 2
TRAINING AND PROCEDURES
2
CULTURAL AFFINITY 1
Average 1,50
5.2.3.2 Quantitative Assessment11
The main stakeholders in the quantitative analysis include the following parties:
Air Navigation Service Providers (ANSPs);
Airspace users (AUs); and
Externalities, which includes the environmental impact (CO2 and NOX emissions).
Figures 7 and 8 present a summary of the quantitative benefits per operational project and
main stakeholder in scenarios 1 and 2 in terms of incremental values with regard to a
baseline scenario.
10
Very positive effect (2); positive effect (1); neutral effect (0); negative effect (-1); very negative effect (-2) 11
Regarding the systems collaboration between AENA and NAV Portugal, only the qualitative benefits are evaluated in this CBA. The quantitative evaluation of benefits will be determined once both SW FAB Member States agree on the scope of collaboration in this area.
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Figure 7- Stakeholder quantitative benefits per operational project (Scenario 1)
Figure 8- Stakeholder quantitative benefits per operational project (Scenario 2)
5.2.4 CBA RESULTS
Figure 9 summarizes the main CBA results regarding financial effects (expressed in
monetary terms) of both considered scenarios as compared to the baseline situation,
showing the overall added values of the SW FAB at large (for a timeframe between 2012 and
2021) and, taking into account that the SW FAB will be established by December 4th, 2012.
SW FAB Scenario 1 Scenario 2
ANSPs' savings
NPV (€)
-149.943 -180.410
Airspace users' savings 54.621.036 56.509.110
Externalities' savings 296.219 518.462
Savings in the period 2012-2021 considering all effects 54.767.312 56.847.162
Figure 9- Overview of financial effects in the period 2012-2021 (results expressed using NPV)
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Both scenarios are characterized by substantial benefits for air navigation service providers,
airspace users and the environment however the table only reflects costs for ANSPs since
for the systems collaboration between NAV Portugal and Aena, the CBA has only assessed
qualitative benefits. The quantitative evaluation of benefits will remain to be determined until
both SW FAB Member States agree the scope of collaboration in this respect.
Regarding the operational projects, it is necessary relatively limited implementation costs for
ANSPs. The larger benefits comes from the implementation of Free Route Airspace (FRA),
so as the initial year of the projects “SANTIAGO/ASTURIAS Free Route Airspace” and “Night
Direct ATS route network” implies a high impact on the airspace users/externalities benefits,
the sooner the projects begin, the higher the benefits.
Considering the high costs associated with the development of ATM/CNS systems, there is a
high potential for cost reduction, even more considering that the current ATM systems of
both main SW FAB ANSPs are developed on different technological bases. This is the main
reason of the great added value for ANSPs that the planned collaboration in systems in the
SW FAB framework would represent.
5.3 ATM/CNS SYSTEMS COOPERATION
An objective of the SW FAB is to improve the CNS/ATM services for the provision of ATS
provided in the SW FAB airspace.
In order to carry out these aspects, several agreements and arrangements concerning the
collaboration for achieving harmonised and interoperable technical systems on a cost-
efficient deployment of infrastructure for the provision of ATM/CNS services have been
concluded by the two en-route ATSPs, NAV Portugal and Aena.
The ANSP Framework Agreement between NAV Portugal and Aena specify that for a close
cooperation in communications, navigation and surveillance (CNS) issues, the following
ATM/CNS system related activities will be developed:
a) optimization of the use of technical resources, increasing harmonised technology,
systems and their associated support processes therefore avoiding unnecessary
redundancies in technical ATM/CNS facilities and equipment while maintaining a high
level of safety in all operations;
b) increased interoperability in systems and procedures while supporting the timely
sharing and exchange of information, covering all phases of flight, and adapting
technical infrastructure to ensure a smooth and flexible transfer of responsibility for
ATC between ATS units;
c) alignment of both companies CNS development and deployment strategies,
identifying and using potential synergies between AENA and NAV Portugal in the
CNS fields; and
d) facilitate the introduction of new concepts and supporting technology.
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Also they will cooperate to deal with planning activities from a strategic point of view, directly
linked with the European ATM Master Plan and focused on EU requirements, such as:
a) alignment of each company’s individual medium and long term development &
deployment plans, outlining respective strategic plans for the evolution of CNS
infrastructure, ATM Systems and ATM services, at the light of EU requirements, as
well as identifying areas in which both companies have the same converging
objectives (operationally, technologically, geographically, training and time-wise);
b) facilitation of the aggregation of Portuguese and Spanish national performance
targets, highlighting the consistency with the European Union-wide performance
targets;
c) support the European ATM Master Plan refinement and update processes; and
d) support SESAR development and deployment12.
An agreement on the Shared Use of Services and/or Facilities included as Annex II of the
Framework Agreement between Aena and NAV Portugal has also been reached (see Annex
J).
The purpose of this Agreement is to integrate the different existing agreements for the
sharing of different services and/or facilities owned and/or operated by the parties, therefore
establishing a collaboration framework based upon the principle of fairness and reciprocal
compensation and mutual benefit that will enable the co-operation between NAV Portugal
and Aena in air navigation services.
The scope of collaboration is to cover, but is not limited to, the following items:
Shared use of Surveillance Data;
Shared use of Common ICAO Data Interchange Network (CIDIN) connection; and
Shared use of On-Line Data Interchange (OLDI) services
Other agreements in other system domains are expected to be developed within the SW
FAB umbrella.
During the previous phase of preparatory work a set of deliverables has already been
produced:
Data Compilation CNS/ATM reports (see Annex T), which include an inventory of the
CNS/ATM system in NAV Portugal and Aena;
SW FAB RCIP (Regional Convergence and Implementation Plan) based on the
AEFMP RCIP (see Annex S) updated with SW FAB projects.
12
It is important to highlight the collaboration in the SESAR programme through to the Memorandum of Cooperation (MoC) for the SESAR Research Assistance Subcontract between Aena and NAV Portugal (see Annex I). Under this agreement, NAV Portugal participates in the SESAR Programme as Associate Partner of Aena (as SJU member).
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CBA including a gross assessment of the expected impact of the collaboration on
CNS/ATM activities.
5.4 CONSISTENCY WITH EU-WIDE PERFORMANCE TARGETS
In accordance with the provisions of the Commission Regulation (EU) No 691/2010 the SW
FAB Member States decided to submit in June 2011 their national performance plans (NPPs)
individually (at national level only) with a common SW FAB section for the first reference
period (RP1: 2012-2014).
The two NSAs, INAC I.P. and AESA coordinated the work to produce their NPPs with the
other parties’ involved (military authorities, meteorological NSAs and meteorological services
providers and the two main ATSPs, NAV Portugal and Aena).
A meeting held on May 31st, 2011 in Lisboa was organised to present the NPPs of Portugal
and Spain to the stakeholders.
The aggregated performance targets highlighting the consistency with the European Union-
wide performance targets at FAB level, as specified in Article 5(3) of Regulation (EU) No
691/2010 were provided to the European Commission for its information in May 2012 on the
basis of NPPs submitted.
As stated in article 22 of the State Agreement the aim is to elaborate and adopt a joint
performance plan for the SW FAB consistent with the European Union-wide performance
targets and an appropriate incentive scheme, taking security and defence needs into
account. In such case, appropriate arrangements regarding elaboration, performance
elements and targets definition, adoption, implementation and monitoring of the performance
indicators and plan, taking into account the regional singularities of the different areas
pertaining to the SW FAB will be developed. The Supervisory Authorities Committee shall
address all matters related to the performance of the SW FAB and report to the SW FAB
Governance Board in particular on performance issues (article 11 of State Agreement).
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6 COMPLIANCE TABLES WITH EC FAB INFORMATION REQUIREMENTS
6.1 ANNEX PART I: GENERAL INFORMATION
Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
Point 1. The Member States concerned shall specify:
(a) the point of contact for the functional airspace block. SW FAB Summary Compliance Document
(section 4.3)
(b) the defined dimensions of the functional airspace block.
SW FAB Summary Compliance Document
(section 4.4)
SW FAB State Agreement (article 4)-
Annex C
(c) the jointly designated air traffic service providers and meteorological
service providers, if applicable, and their respective areas of responsibility.
SW FAB Summary Compliance Document
(section 4.7.1)
SW FAB State Agreement (article 19)-
Annex C
(d) the providers of air traffic services providing services without certification
in accordance with Article 7(5) of Regulation (EC) No 550/2004 and their
respective areas of responsibility.
SW FAB Summary Compliance Document
(section 4.7.2)
Point 2. The Member States concerned shall provide the following information on the arrangements concluded regarding the establishment or
modification of the functional airspace block, including:
(a) copy of the documents which reflect the mutual agreement of the Member
States concerned to establish the functional airspace block; SW FAB State Agreement - Annex C
The State Agreement Draft has
been agreed by the CAAs of
Portugal and Spain (INAC I.P. and
DGAC) through the Joint
Declaration on the establishment
of the SW FAB signed on May
17th
2012 (Annex B) as
Attachment 1.
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(b) information on the arrangements between the national supervisory
authorities in the functional airspace block;
NSA Agreement between INAC I.P. and
AESA- Annex E
The NSA Agreement has been
signed by the NSAs of Portugal
and Spain (INAC, I.P. and AESA)
on May 17th, 2012.
(c) information on the arrangements between the air traffic service providers
in the functional airspace block;
Memorandum of Understanding between
Aena and NAV Portugal- Annex F
Revised Letter of Intent (LoI) between
Aena and NAV Portugal- Annex G
Framework Agreement between Aena and
NAV Portugal for the establishment of the
SW FAB- Annex H,
As annexes of this Agreement:
Subcontract with NAV Portugal to
become an associate member of Aena
in SESAR JU Projects- Annex I
SW FAB Agreement on the shared use
of services and/or facilities- Annex J
Letter of Agreement between military
authorities and civil en-route ATSP-
Annex D
Letters of Agreement (LoAs) between
Portugal and Spain in relation to cross-
border arrangements within the SW FAB
and for ATS provided by an ATSP
certified by a State.
SW FAB State Agreement- Annex C
The ANSP Framework Agreement
between Aena and NAV Portugal
for the establishment of the SW
FAB including its Annexes has
been signed on June 18th, 2012.
Letters of Agreement (LoAs)
between Portugal and Spain are
contained in section 14.2.3 of the
Portugal and Spain LSSIP (2011-
2015) documents.
(d) information on arrangements between competent civil and military
authorities in respect of their involvement in the governance structures of the
functional airspace block.
Letter of Agreement between military
authorities and civil en-route ATSP -
Annex D
SW FAB State Agreement- Annex C
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6.2 ANNEX PART II: REQUIREMENTS OF ART. 9(A) OF REGULATION (EC) NO 550/2004
Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
1. Functional Airspace Block Safety Case.
The following information shall be provided:
(a) the common safety policy or plans to establish a common safety policy;
SW FAB Safety Case- Annex K
SW FAB State Agreement (article 7)-
Annex C
(b) description of the arrangements dealing with accident and incident
investigation and plans on how to address safety data collection, analysis
and exchange;
SW FAB Safety Case- Annex K
SW FAB State Agreement (articles 24 and
25)- Annex C
NSA Agreement- Annex E
(c) description of the way in which safety is being managed to avoid
degradation in safety performance within the functional airspace block;
SW FAB Safety Case- Annex K
NSA Agreement- Annex E
(d) description of the arrangements clearly identifying and allocating the
responsibilities and interfaces with relation to the setting of safety targets,
safety oversight and the accompanying enforcement measures in regard to
the provision of air navigation services within the functional airspace block;
SW FAB Safety Case- Annex K
SW FAB State Agreement (article 18)-
Annex C
NSA Agreement- Annex E
(e) documentation and/or statements that the safety assessment including
hazard identification, risk assessment and mitigation has been conducted
before introducing operational changes resulting from the establishment or
modification of the functional airspace block.
SW FAB Safety Case- Annex K
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Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
2. Optimum use of airspace, taking into account air traffic flows.
The Member States concerned shall provide the following information:
(a) description of the relations with the relevant network functions for
airspace management and air traffic flow management referred to in Article 6
of Regulation (EC) No 551/2004 of the European Parliament and of the
Council, including the coordination, arrangements and procedures to achieve
optimised use of the airspace
SW FAB Operational requirements -
Annex L;
Optimum Airspace Utilization- Annex M
SW FAB State Agreement (article 15)-
Annex C
Letter of Agreement between military
authorities and civil en-route ATSP -
Annex D
(b) in respect of airspace management within the functional airspace block
not covered by the network functions referred to in Article 6 of Regulation
(EC) No 551/2004, information on:
SW FAB Operational requirements -
Annex L;
Optimum Airspace Utilization- Annex M
SW FAB State Agreement (article 15)-
Annex C
Letter of Agreement between military
authorities and civil en-route ATSP -
Annex D
- The arrangements for an integrated management of the airspace;
- The provisions for sharing of airspace management data;
- The arrangements for an effective cooperative decision making;
(c) in respect of real time coordination within the functional airspace block: SW FAB Operational requirements -
Annex L;
Optimum Airspace Utilization- Annex M
SW FAB State Agreement (articles 16, 17
and 21)- Annex C
Framework Agreement between Aena and
NAV Portugal for the establishment of the
SW FAB- Annex H
Letter of Agreement between military
authorities and civil en-route ATSP -
Annex D
- a description of how cross-border activities are managed if new areas are created resulting from the establishment or modification of the functional airspace block.
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Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
3. Consistency with the European route network.
The Member States concerned shall provide information to demonstrate that
route design and implementation for the functional airspace block is
consistent with, and completed within, the established process for overall
coordination, development and implementation of the European route
network referred to in Article 6 of Regulation (EC) No 551/2004.
SW FAB Operational requirements-
Annex L
Optimum Airspace Utilization- Annex M
SW FAB State Agreement (article 12)-
Annex C
Note: Member States concerned may refer to information already provided to the Commission as part of the implementation of the single European sky.
Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
4. Overall added value based on cost-benefit analyses.
The Member States concerned shall provide statements confirming that:
(a) the cost-benefit analysis was conducted according to industry standard
practice, using among others discounted cash flow analysis; Cost Benefit Analysis- Annex P
(b) the cost-benefit analysis provides a consolidated view of the impact of the
establishment or modification of the functional airspace block on the civil and
military airspace users;
Cost Benefit Analysis- Annex P
(c) the cost-benefit analysis demonstrates an overall positive financial result
(net present value and/or internal rate of return) for the establishment or
modification of the functional airspace block;
Cost Benefit Analysis- Annex P
(d) the functional airspace block contributes to a reduction of the aviation
environmental impact; Cost Benefit Analysis- Annex P
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(e) values for costs and benefits, their sources and the assumptions made to
develop the cost-benefit analysis were documented; Cost Benefit Analysis- Annex P
(f) the main stakeholders were consulted and provided feedback on the costs
and benefit estimates which are applicable to their operations. Cost Benefit Analysis- Annex P
Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
5. Ensure smooth and flexible transfer of responsibility for air traffic control between air traffic service units.
The Member States concerned shall provide information to demonstrate that the transfer of responsibility for air traffic control is smooth and flexible within
the functional airspace block. This shall include the following information on the changes introduced by the establishment or modification of the functional
airspace block:
(a) a description of the arrangements for cross border provision of air traffic
services;
SW FAB Operational requirements -
Annex L;
Optimum Airspace Utilization- Annex M
SW FAB State Agreement (article 17)-
Annex C
Framework Agreement between Aena and
NAV Portugal for the establishment of the
SW FAB- Annex H
Letter of Agreement between military
authorities and civil en-route ATSP -
Annex D
(b) the arrangements concluded to enhance coordination procedures
between the concerned air traffic service providers within the functional
airspace block and further planned initiatives to enhance coordination
SW FAB Operational requirements -
Annex L;
Optimum Airspace Utilization- Annex M
SW FAB Operational Projects
Implementation Plan- Annex N
SW FAB State Agreement (article 20 and
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21)- Annex C
Framework Agreement between Aena and
NAV Portugal for the establishment of the
SW FAB- Annex H
Letter of Agreement between military
authorities and civil en-route ATSP -
Annex D
Letters of Agreement between NAV
Portugal and Aena concerning
coordination procedures between ATS
units involved- Annex U
(c) a description of the arrangements concluded to enhance coordination
procedures between the concerned civil and military air traffic service
providers and further planned initiatives to enhance coordination in line with
the concept of flexible use of airspace;
SW FAB Operational requirements-
Annex L;
Optimum Airspace Utilization- Annex M
SW FAB Operational Projects
Implementation Plan- Annex N
SW FAB State Agreement (article 20 and
21)- Annex C
Framework Agreement between Aena and
NAV Portugal for the establishment of the
SW FAB- Annex H
Letter of Agreement between military
authorities and civil en-route ATSP -
Annex D
(d) a description of the arrangements concluded to enhance coordination
procedures with the concerned adjacent air traffic service providers, and
further planned initiatives to enhance coordination.
SW FAB Operational requirements-
Annex L;
Optimum Airspace Utilization- Annex M
SW FAB Operational Projects
Implementation Plan- Annex N
Framework Agreement between Aena and
NAV Portugal for the establishment of the
SW FAB- Annex H
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Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
6. Ensure compatibility between the different airspace configurations, optimising, inter alia, the current flight information regions.
The Member States concerned shall provide information on the available plans how to achieve harmonised organisation and classification of different
airspace configurations within the functional airspace block. The plans shall include:
(a) the principles for airspace classification and airspace organisation for the
functional airspace block;
SW FAB Operational requirements -
Annex L;
Airspace Organization and Classification-
Annex O.
(b) the changes of airspace configuration resulting from the harmonisation
within the functional airspace block.
SW FAB Operational requirements-
Annex L;
Airspace Organization and Classification-
Annex O.
Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
7. Regional agreements concluded within the ICAO.
The Member States concerned shall provide the list of existing regional
agreements concluded in compliance with the framework established by
Annex 11 to the Convention on International Civil Aviation which are of
relevance with respect to the establishment and operations of the functional
airspace block.
SW FAB Summary Compliance Document
(section 4.11.1)
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Requirement from Annex to Regulation (EU) 176/2011 Availability of information in SW
FAB documentation Comments
8. Regional agreements in existence.
The Member States concerned shall provide a list of existing agreements
concluded by one or more of the Member States concerned, including those
with third countries, which are of relevance with respect to the establishment
and operations of the functional airspace block.
SW FAB Summary Compliance Document
(section 4.11.2)
Joint AEFMP Plan Achievements- Annex
Q
Joint AEFMP Plan-Annex R
AEFMP Regional Convergence and
Implementation Plan (RCIP)- Annex S
CNS/ATM Data Compilation Reports-
Annex T
Joint AEFMP Plan (October 2002)
as the result of the merging of the
former EFP (1991) and AEFMP
(1996) Plans
The CNS/ATM Data Compilation
annex contains two reports: one
corresponds to the Aena inventory
and the other is the NAV Portugal
inventory.
Requirement from Annex to Regulation (EU) No 176/2011 Availability of information in SW
FAB documentation Comments
9. European Union-wide performance targets.
The Member States concerned shall provide information on the
arrangements concluded in order to facilitate consistency with the European
Union-wide performance targets referred to in Article 11 of Regulation (EC)
No 549/2004.
SW FAB Summary Compliance Document (section 5.4)
SW FAB State Agreement (article 22)- Annex C
RP1 Performance Plans have
been individually elaborated by
Portugal and Spain and delivered
and revised by the EC.
SW FAB aggregated performance
data included in a common
section of NPPs.
Note: Member States concerned may refer to information already provided to the Commission under the provision of Article 5 of Commission Regulation
(EU) No 691/2010.
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7 ANNEXES
Annex A: Cover Letter for Documentation Submission
Annex B: Joint Declaration between Instituto Nacional de Aviação Civil, I.P.
(INAC I.P.) and Dirección General de Aviación Civil (DGAC) on the SW FAB
Portugal Spain initiative, signed on May 17th 2012
Annex C: SW FAB State Agreement (proposed text to be signed by the
Ministers before December 4th 2012)
Annex D: Letter of Agreement between military authorities and civil en-route
ATSP of Portugal and Spain (proposed text for signature)
Annex E: NSA Agreement between Instituto Nacional de Aviação Civil, I.P.
(INAC I.P.) and Agencia Estatal de Seguridad Aérea (AESA), signed on May 17th
2012
Annex F: Memorandum of Understanding between Aena and NAV Portugal,
signed on May 16th 2001
Annex G: Revised Letter of Intent (LoI) between Aena and NAV Portugal,
signed on February 29th 2008
Annex H: Framework Agreement between Aena and NAV Portugal for the
establishment of the SW FAB, signed on June 18th, 2012
Annex I: Subcontract with NAV Portugal to become an associate member of
Aena in SESAR JU Projects, signed on November 18th 2010 (This agreement is
the Annex 2 of the MoU between NAV Portugal and Aena)
Annex J: SW FAB Agreement on the shared use of services and/or facilities
(This Agreement is the Annex 2 of the Framework Agreement between NAV
Portugal and Aena)
Annex K: SW FAB Safety Case
Annex L: SW FAB Operational Requirements
Annex M: SW FAB Optimum Airspace Utilization
Annex N: SW FAB Operational Projects Implementation Plan
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Annex O: SW FAB Airspace Organization and Classification
Annex P: Cost Benefit Analysis
Annex Q: Joint AEFMP Plan Achievements
Annex R: Joint AEFMP Plan
Annex S: AEFMP Regional Convergence and Implementation Plan (RCIP)
Annex T: CNS/ATM Data Compilation Reports
T-1: Aena Report
T-2: NAV Portugal Report
Annex U: Letters of Agreement between NAV Portugal and Aena concerning
coordination procedures between ATS units involved
U-1: LoA between Madrid ACC (LECM) and Lisboa ACC (LPPC)
U-2: LoA between FARO TWR and Sevilla ACC
U-3: LoA between Santa María OAC and Madrid ACC (LECM)
U-4: LoA between Canarias ACC and Santa María OAC
U-5: LoA between Lisboa ACC and Canarias ACC
U-6: LoA between Lisboa ACC and Sevilla ACC