LSSIP2017 Romania Released PDF

EUROCONTROL
Local Single Sky ImPlementation

LSSIP 2017 - ROMANIA
Level 1 - Implementation Overview

Document Title LSSIP Year 2017 for Romania
Infocentre Reference 18/02/26/36
Date of Edition 03/07/2018
LSSIP Focal Point Anca Irimie ‐ Anca.Cireasa@caa.ro
LSSIP Contact Person Ana Paula FRANGOLHO‐ ana‐paula.frangolho@eurocontrol.int
Status Released
Intended for Agency Stakeholders
Available in http://www.eurocontrol.int/articles/lssip

Reference Documents
LSSIP Documents http://www.eurocontrol.int/articles/lssip
LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip
Master Plan Level 3 – Plan Edition http://www.eurocontrol.int/articles/european‐atm‐master‐
2017 plan‐level‐3‐implementation‐plan
Master Plan Level 3 – Report Year http://www.eurocontrol.int/articles/european‐atm‐master‐
2016 plan‐level‐3‐implementation‐report
European ATM Portal https://www.eatmportal.eu and
https://www.atmmasterplan.eu/
STATFOR Forecasts http://www.eurocontrol.int/statfor
Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries
National AIP www.aisro.ro
FAB Performance Plan http://www.danubefab.eu/uploads/media/f59_danube‐
fab_rp2_performance_plan_body_and_annexes_signed.pdf

LSSIP Year 2017 Romania Released Issue

APPROVAL SHEET

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


CONTENTS

1. National ATM Environment ............................................................. 9
1.1. Geographical Scope .............................................................................................9
1.2. National Stakeholders ...................................................................................... 16
2. Traffic and Capacity ....................................................................... 28
2.1. Evolution of traffic in Romania......................................................................... 28
2.2. ACC BUCHAREST ............................................................................................... 29
3. Master Plan Level 3 Implementation Report conclusions ............. 33
4. Implementation Projects ............................................................... 34
4.1. National projects .............................................................................................. 34
4.2. FAB projects ..................................................................................................... 44
4.3. Regional projects .............................................................................................. 48
5. Cooperation activities .................................................................... 52
5.1. FAB Co‐ordination ............................................................................................ 52
5.2. Regional cooperation ....................................................................................... 56
6. Implementation Objectives Progress ............................................. 58
6.1. State View......................................................................................................... 58
6.2. Detailed Objectives Implementation progress ................................................ 63

Annexes


Executive Summary

National ATM Context

Romania is an EU Member State since the 1st January 2007 and a NATO Member State since the 29th March
2004.
The Romanian airspace plays a significant role in the European transportation network of the South‐East. Is the
European region which acts as a bridge between North, South, East and West Europe. While air traffic has
been steadily increasing, forecasts predict further higher traffic demand driven by the economic growth in the
region, by the on‐going political changes (the EU political enlargement process, the emergence of new areas of
cooperation and commitment – ECAA, the European Common Aviation Area Multilateral Agreement, ratified
by Romania through Law no.328/22.11.2007 published in the Official Journal of Romania Part 1
no.48/22.01.2008) as well as by the traditional European tourism and business travellers.
The separation between the regulatory and the ATM service provider functions is effectively in place in
Romania since many years now.
The target operational concept established by the Government Decree no. 536/2000, aiming at further
reducing the number of en‐route ATC centres to a single one in Bucharest, has been finalised in 2012. As a
consequence, starting 18th October 2012, ROMATSA operates the Bucharest ACC as well as Bucharest APP
from the ATC centre located in Bucharest. Two more APP units are operated by ROMATSA in the Arad and
Constanta ATC centres.
In the context of the constant effort of the Romanian Air Traffic Services Administration (ROMATSA) for
achieving the aim to provide safest, most efficient and environmental friendly air navigation services in South‐
Eastern Europe, as from the 14th of November 2013 the Night Free Route Airspace (FRA) Concept has been
successfully implemented within Bucuresti FIR.
In accordance with the provisions of Order of the Minister of Transport no. 1547/2013, since 1st January 2014
the NSA responsibility for security matters from MoT was transferred to RCAA. Also, the full responsibilities for
the provision of Aeronautical Information Services were transferred from RCAA in the administration of
ROMATSA at the same date, through Government Decision 645/2013.
The implementation of cross‐border activities within Danube FAB was completed on 11th December 2014 and
is expected to further enhance optimization of the available route network structure. This will bring significant
benefits of fuel savings and emission reduction and will support achievement of the EU‐wide capacity and
environmental targets.
As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR
(N‐FRAB) has been implemented starting from the 20th of August 2015. The aircraft operators are no longer
bound to follow the fixed route network, being now able to plan their flights freely between the entry and the
exit points of the airspace of the two countries, based on their needs.
Following the coordination process between ROMATSA, BULATSA and HUNGAROCONTROL, in order to extend
the Night FRA operations between Romania, Bulgaria and Hungary, SEEN‐FRA – (South East European Night
Free Route) was implemented on 30th of March 2017. The aircraft operators are able to file the route
containing as a minimum the SEEN FRA Entry point, at least one FRA Intermediate point in Bucharest FIR and
the SEEN FRA Exit point.

LSSIP Year 2017 Romania 1 Released Issue

Traffic and Capacity

2017
Traffic in Romania increased by 11.0% during Summer 2017 (May to October), when compared to Summer
2016.
2018‐2022
The EUROCONTROL Seven‐Year forecast predicts an average annual traffic growth between 0.9% and 5.1%
throughout the planning cycle, with a baseline growth of 2.8%.
Performance summer 2017
Average en‐route ATFM delay per flight increased from zero minutes per flight in Summer 2016 to 0.02
minutes per flight in Summer 2017.
95% of the delays were due to the reason Industrial action (ATC).
The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2016. During the measured
period, the peak 1 hour demand was 144 flights and the peak 3 hour demand was 134.
Planning Period 2018‐2022
No problems are foreseen for Bucharest ACC in the current planning cycle.

Implementation Objectives Overview
Progress distribution for applicable Implementation Objectives

0; 0% 0; 0%

Completed Ongoing
4; 8%
10; 20%
6; 12%
Planned Late

11; 22% No Plan Not Applicable
16; 32%

Missing Data Undefined

3; 6%
Note: There are no missing data or undefined Implementation Objectives.

The Implementation of Ground‐based Safety Nets (ATC02.8) is late: ground systems have been upgraded to
support the DAIW and MSAW functions that are ready for operational use. Ground‐based safety tool systems
and associated procedures supporting the APM function are planned to be implemented in the future version
of the Romanian ATM System (ROMATSA ATM 2015+).
Objective ATC07.1 (Basic AMAN tools and procedures) is planned to be implemented in phase II of the
development of “ROMATSA ATM 2015+” project. The extension of the FOC of the objective ATC07.1 for 31st of
December 2019 allows for an implementation in due time of this objective.


The necessary ATC procedures to support the use of AMAN information (ATC15.1) will be further defined,
validated and implemented in the context of the ROMATSA ATM system 2015+ project (phase II), in line with
the identified solution for AMAN implementation. However, it is expected that FOC for ATC07.1 and ATC15.1
be further harmonized in the future version of the European ATM Master Plan Level 3 – Implementation Plan
(2018) for a synchronized implementation of the two objectives.
Implementation of Electronic Dialogue as Automated Assistance to Controller during Coordination and
Transfer (ATC17) is ongoing ‐ partly implemented, in operational use. Electronic Dialogue as Automated
Assistance to Controller during Coordination is implemented and not yet in operational use. Operational use of
Coordination dialogue is pending and depends on the agreement with neighbouring ACCs and availability of
the functions in their ATC systems.
Romania developed the eTOD national implementation framework (INF07) in order to identify the
responsibilities regarding the collection, maintenance and provision of eTOD according to the ICAO Annex 15
requirements. However, taking into account the differences sent to ICAO, Romania is not able to ensure the
availability of eTOD until November 2020.
Lines of action associated to the objective ITY‐ADQ (Ensure quality of aeronautical data and aeronautical
information) will be implemented in accordance with the provisions of Regulation 73/2010, in the context of
the implementation of an Integrated AIM System.
Ground communication systems are installed to comply with A/G data communication requirements, tested,
validated and ready to be put in operation. Plans are in place to put into operation the communication
infrastructure to handle AGDL services. Detailed requirements for AGDL services have been included in the
new ATM system Functional Specifications. Budgeted plans are in place to implement AGDL services in
compliance to the Commission Implementing Regulation (EU) No 310/2015 amending Regulation (EU) No
29/2009.
The lines of action for the implementation of APV procedures (NAV10) are under way at ASP and REG level.
EGNOS full coverage expected to be provided in 2020. APV procedures are already developed and published
for Cluj airport , with plans in place for other airports. Due to limited EGNOS coverage (in terms of continuity)
the airports located in the eastern and south‐eastern part of Romania are not subject to the objective's
applicability.
The status of both AOP04.1 and AOP04.2 is late because Romania joined later the applicability area for these
objectives (in 2011). The A‐SMGCS Level 2 is currently under implementation at LROP. A‐SMGCS control
equipment installation was finalised, the system being authorized by CAA in November 2015 and accepted for
operational use in December 2016. The surveillance component (SMR) of the A‐SMGCS system has been
operational since March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic strips
component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra) system, the operational
implementation date being correlated with the implementation date of the new ATM 2015+ system.
CDO (ENV01 ‐ Continuous Descent Operations) is late but is applied to the tactical phase; further study on
publishing CDA procedures is under development. CDA approach is authorized on pilots' request.
The applicable measures contained in the European Action Plan for the Prevention of Runway Excursion
(SAF11) are partially implemented. Related actions are in progress to implement the appropriate parts of the
European Action Plan for the Prevention of Runway Excursions that have not been yet implemented.


Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the pre‐SESAR and PCP elements.
The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1. ‐ PCP objectives
are marked as such, the rest except AOP14, ATC02.9, ATC18 and NAV12 are considered pre‐SESAR. The four
aforementioned objectives are neither pre‐SESAR nor PCP and will be part of an overall future indicator
covering the SESAR 1 phase.
Note that two objectives – AOM19.1 and FCM05 – are considered as both part of the pre‐SESAR and PCP so
their progress contributes to the percentage of both phases.
The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 2011‐2015) are also
taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by
the State.

Pre‐SESAR 2010 2019
Implementation
71%
PCP 2015 2023

Implementation
24%

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

Advanced Air Enabling Aviation
Optimised ATM Traffic Services High Performing Infrastructure

Network Services Airport Operations

76% 68% 75% 72%

50%
19% 0%
12%
Pre‐SESAR
PCP
Pre‐SESAR
PCP
Pre‐SESAR
Pre‐SESAR
PCP
PCP


ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs both for Block 0
and Block 1. The percentage is calculated as an average of the relevant Objectives contributing to each of the
relevant ASBUs; this is explained in Chapter 6.1.
2010 2018
Block 0 70%

2015 2022
Block 1 33%

ATM Deployment Outlook
● State objec ves
‐ AMHS
Deployed in 2016‐2017: [COM10] 100% progress

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

‐ Mandatory Coordination ‐ Surveillance Performance ‐ eTOD ‐ ASM/ATFCM process
& Transfer & Interoperability [INF07] 70% progress [AOM19.3] 55% progress
[ITY‐COTR] 93% progress [ITY‐SPI] 84% progress ‐ Voice over IP ‐ Real‐Time Airspace Data
‐ MTCD & CORA ‐ APV Procedures [COM11] 61% progress [AOM19.2] 0% progress
[ATC12.1] 87% progress [NAV10] 55% progress ‐ Aeronautical Information ‐ Interactive Rolling NOP
‐ Coordination and transfer ‐ AMAN to en‐route [ITY‐ADQ] 54% progress [FCM05] 0% progress
[ATC17] 85% progress [ATC15.1] 3% progress ‐ Integrated Briefing
‐ Aircraft Identification [INF04] 10% progress
[ITY‐ACID] 83% progress
‐ ASM Tools
[AOM19.1] 78% progress
‐ Ground‐Based Safety Nets
[ATC02.8] 75% progress
‐ Runway excursions
[SAF11] 73% progress
‐ Data Link
[ITY‐AGDL] 64% progress
‐ 8,33 kHz below FL195
[ITY‐AGVCS2] 53% progress


● Airport objec ves ‐ LROP ‐ Bucharest Airport

Deployed in 2016‐2017:

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

‐ A‐SMGCS RMCA (former ‐ AMAN ‐ CCOs
Level 2) [ATC07.1] 0% progress [ENV03] 75% progress
[AOP04.2] 79% progress
‐ A‐SMGCS Surveillance
(former Level 1)
[AOP04.1] 74% progress
‐ CDOs
[ENV01] 45% progress

● Airport objec ves ‐ LRTR ‐ TIMISOARA/TRAIAN VUIA


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

‐ CCOs

● Airport objec ves ‐ LRAR ‐ ARAD/ARAD


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

‐ CCOs

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


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

‐ CCOs


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


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

‐ CCOs

● Airport objec ves ‐ LRSB ‐ SIBIU/SIBIU


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

‐ CCOs

● Airport objec ves ‐ LRTM ‐ TARGU MURES/VIDRASAU


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

‐ CCOs


Introduction

The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level
3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’
actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the
performance of their national ATM System. This LSSIP document describes the situation in the State at the
end of December 2017, together with plans for the next years.
Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of
the State in various international organisations, the organisational structure of the main ATM players ‐ civil and
military ‐ and their responsibilities under the national legislation. In addition, an overview of the Airspace
Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;
Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each
ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the
next five years. It gives also the achieved performance in terms of delay during the summer season period and
the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and
keep the delay at the agreed performance level;
Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2016 which are
relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and
the actions taken during the year to address the concerns expressed by those conclusions;
Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute
directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation
Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details
like description, timescale, progress made and expected contribution to the ATM Key Performance Areas
provided by the State per each project are available in Level 2 document;
Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of
the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this
chapter generally is developed and agreed in close cooperation between the States concerned;
Chapter 6 contains aggregated information at State level covering the overall level of implementation,
implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high‐level
information on progress and plans of each Implementation Objective is presented. The information for each
Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation
for each Stakeholder. The conventions used are presented at the beginning of the section.
Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set
of tables organised in line with the list of Implementation Objectives. Each table contains all the actions
planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as
established in the European ATM Master Plan L3 Implementation Plan Edition 2017. In addition it covers
detailed description of the Implementation Projects for the State as extracted from the LSSIP Data Base.
The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards
ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.


1. National ATM Environment

1.1.Geographical Scope

International Membership

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

Organisation Since
ECAC  1991
EUROCONTROL  1996
European Union  2007
EASA  2007
ICAO  1965
NATO  2004
ITU

Geographical description of the FIR(s)

The geographical scope of this document addresses the Bucuresti FIR.
The following Tables list the CTA and TMA in the Romanian airspace, which are of concern to this LSSIP 2016
edition.
Note that the number of sectors, as indicated in the Table below, is the actual number of civil control sectors
that are operated simultaneously by the units.


BUCURESTI FIR
Number of sectors
En‐Route En‐Route En‐Route En‐Route En‐Route
sectors during sectors sectors sectors during sectors during
2009 during 2010 during 2011 2012 ‐ 2014 2016 ‐ 2017

ATC APP sectors
centre 1 ACC in 3 1 ACC in 2 1 ACC in 2 1 ACC in 1 1 ACC in 1

physical physical physical physical physical
locations locations locations location location

ARAD 4 4 2 NIL NIL 1 ARAD TMA

BUCURESTI 9 12 7 9 9 2 BUCURESTI TMA
NAPOC TMA
CONSTANTA 4 NIL NIL NIL NIL 1 CONSTANTA TMA

(1 sector –
DANUB – also
providing APP
control)

TERMINAL AIRSPACE / AIRPORT
CONTROLLED BY
Bucuresti TMA/APP LROP ‐ Henri Coanda International ‐ Bucuresti
LRBS ‐ Aurel Vlaicu International ‐ Bucuresti
Constanta TMA/APP LRCK ‐ Mihail Kogalniceanu International ‐ Constanta
Arad TMA/APP LRAR ‐ Arad International ‐ Arad
LRTR ‐Traian Vuia International ‐ Timisoara
Napoc TMA/APP LRCL ‐ Avram Iancu International – Cluj Napoca
LRSB ‐ Sibiu International – Sibiu
LRTM ‐ Transilvania International – Targu Mures

The following Airport is concerned by this LSSIP edition:
• LROP‐ Henri Coanda International ‐ Bucuresti.

The map in the paragraph below shows the geographical situation of the Bucuresti FIR.
The geographical scope of this document addresses the Bucuresti FIR.
Bucuresti FIR is surrounded by FIRs of 5 States, namely, Ukraine (L’viv, Odesa, Simferopol FIR’s), Moldova
(Chisinau FIR), Bulgaria (Sofia FIR), Serbia (Beograd FIR) and Hungary (Budapest FIR).


Bucuresti FIR (09 November 2017)

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

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

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

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


Airspace Classification and Organisation

ICAO airspace classification is applied within Bucuresti FIR. To be mentioned that starting with 1st of January
2007 since Romania became full EU Member, the EU Regulations concerning airspace classification are
applicable.

Airspace in BUCURESTI FIR is classified according to the provisions of ICAO Annex 11 and in compliance with
the EUROCONTROL Airspace Strategy for ECAC States (OI 1A), as follows:

1. Class C airspace, that comprises:
‐ All ATS routes in BUCURESTI FIR
‐ All Aerodrome Control Zones (CTR): Arad, Bacău, Baia Mare, Băneasa, Otopeni, Cluj, Constanţa,
Craiova, Iaşi, Oradea, Satu Mare, Sibiu, Suceava, Târgu Mureş, Timişoara, Tulcea;
‐ CONSTANŢA TMA, ARAD TMA, NAPOC TMA.
‐ Airspace in BUCURESTI FIR above FL105.
The ICAO airspace classification of Class C airspace above FL 105 is applicable since Nov. 2003 through joint
MoT‐ MoD order no 693 – M173/ 2003, published in the Official Journal of Romania no. 165/ 2004.The ICAO
airspace classification of Class C airspace below FL 105 is implemented in Romania by joint MoT – MoD
Order 53/ 22.01.07 and M20/ 30.01.07, published in the Official Journal of Romania no. 107/13.02.2007.

2. Class A airspace, that comprises: TMA BUCURESTI.

3. Class G airspace, that comprises: all airspace in BUCURESTI FIR not designated with another class and
Restricted Areas; usually is used for general aviation and aerial work operations, Airfields of Sports
Activity.

Free Route Airspace

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

A consultation coordinated by ICAO EUR/NAT Office has been also successfully made at States level, in
accordance with the provisions of Annex 11, paragraph 2.2.2 and the established procedure for the
amendment of the European Air Navigation Plan.

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

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


General principles of Free Route Airspace operations:

a. Horizontal and vertical limits of the implementation area:
‐ The lateral limits of SEEN‐FRA are defined as the airspace encompassed by the lateral limits
of Budapest CTA, Bucuresti CTA and Sofia CTA.
‐ The vertical limits of SEEN‐FRA are defined as follows:
‐ FL105 – FL660 in Bucuresti CTA, excluding TMAs, FL 105 – FL245 within sector
DF1, FL245 – FL660 within sector DF2
‐ Ground – FL660 in Budapest CTA
‐ FL175 – FL660 in Sofia CTA
Note:
‐ for lateral limits of Bucuresti CTA, see AIP Romania ENR 2.1,
‐ for lateral limits of DF1 and DF2, see AIP Romania ENR 2.2.2

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

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

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

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

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

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

‐ During the availability of SEEN‐FRA significant points established on the common FIR border
shall be considered as intermediate points.
The planning of DCT segments closer than 3 NM to the SEEN‐FRA border is not allowed.

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

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

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

Free Route Airspace Chart (9 November 2017)


1.2.National Stakeholders

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

1. Ministry of Transport –Air Transport Directorate (ATD)
2. Civil Aviation Safety Investigation and Analysis Centre (CIAS)
3. Romanian Civil Aeronautical Authority (RCAA as NSA for all matters, including security)
4. Ministry of National Defence
- Air Force Staff
- National Military Command Centre
- Air Operations Centre
5. Romanian Air Traffic Services Administration (ROMATSA)
6. Romanian Airports
7. Airspace Users (National and International Air Carriers, other operators)

Their activities are detailed in the following subchapters and their relationships are shown in the diagram
below.
In accordance with the provisions of Order of the Minister of Transport no. 1547/2013, since 1st January 2014
the NSA responsible for security matters from MoT was transferred to RCAA. Also the AIS department from
RCAA, responsible for providing the IAIP except PIB, was transferred from RCAA to ROMATSA, through
Government Decision 645/2013, at the same date.


Civil Regulator(s)

General Information

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

Activity in ATM: Organisation responsible Legal Basis

Rule‐making MoT – ATD Air Code Art. 4
Government Decree 24/2013 Art. 2
Certification of ANSPs RCAA Air Code Art. 5, Art. 12 and Art. 62, MoT Order no.
1185/ 2006 and MoT Order 11/2008 approving RACR‐
SSNA ed. 02/2008
Since 1 January 2014, the NSA responsible for security
matters was transferred from MoT to RCAA, through
the Order of the Minister of Transport no. 1547/2013.
Safety Oversight RCAA Designated by MoT Order no. 1185/ 2006 also as SES‐
NSA including security matters.
Order of the Minister of Transport no. 1547/2013.
Airspace MoT/ RCAA, ANSP and Air Code, Art. 9, 10
MoD
Economic MoT & Ministry of Public Government Ordinance 46/1998(r1) Art. 4
Finance / RCAA as NSA MoT Order 1102/2009 TANC approval
MoT Order 313/2010 RANC approval
MoT Order 1560/2012 TANC application

Environment MoT & Ministry of Air Code, Art. 55, 57.
Environment and Climate
Change


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

State Safety Programme was released. Specific procedures will be issued and afterwards the state safety levels
will be set up taking into consideration the safety levels already established by the ANSP, taking into account
the ECAC level overall safety minima of 1,55 x 10  8 accidents per flight/hour, set in RACR‐ESARR 4.
Safety performance monitoring was performed during 2015 according to the applicable SES requirements
(Regulation (UE) no. 1034/2011), and national regulation RACR‐REAC transposing (EC) Directive 2003/42.
At national level, the Civil Aviation Safety Investigation and Analysis Centre shall publish each year a report
containing the civil aviation occurrence information collected through the mandatory/voluntary reporting
system with a view to informing the general public about the level of safety in civil aviation.
Twice per year, ROMATSA Safety Committee has to assess safety performance of ROMATSA based on reports
issued by Safety and Quality Directorate.
The safety data have been collated and reported to EUROCONTROL in terms of yearly high level safety
indicators, as provided in the Annual Safety Template (AST).
The main strategic action is to improve regular safety performance monitoring and analysis of incidents trends
by:
Implementation of an Automated Safety Reporting System. The system will facilitate the process of reporting,
investigation and dissemination by means of an intranet network using ECCAIRS software. The project (SMART
Project) started in 2005 and it is still under development. ECCAIRS is also being used at the moment
accordingly.
Implementation of an Automated Safety Monitoring Tool as a complementary system to the actual human
reporting system.


MoT – ATD/RCAA

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

According to Art. 5 of the Aviation Act, Government Decision 405/1993 as modified by Government Decision
645/2013 (establishing the Romanian Civil Aeronautical Authority (RCAA) as an autonomous, independent
from ATM service provision and self‐financed organisation) and to some other specific regulations
promulgated by MoT after 1998, most of MoT’s safety and security regulatory responsibilities were delegated
in the remit of the RCAA, such as drafting national regulations (up to the approval of the national specific
regulations, which is undertaken by MoT), issuing specific procedures and instructions to apply the national
regulations and the day‐to‐day safety supervisory tasks pertaining to ANS provided to GAT.
It should also be noted that economic regulation of ANS is retained by MoT. However, the amendment by Law
399/2005 of the Civil Air Code has introduced the supervisory function in the national regulatory framework,
as required by (EC) Regulation No. 549/2004 laying down the framework for the creation of the Single
European Sky. This enables that the RCAA is designated by MoT as the NSA for Romania for all specific tasks
laid down by SES legislation. Since 1st January 2014, the NSA responsible for security matters was transferred
from MoT to RCAA, through Order of the Minister of Transport no. 1547/2013. The Law 399/ 2005 amending
the Air Code of Romania entered into force since 1st of July 2006 and, starting with July 2006, RCAA has been
designated as NSA for Romania by MoT Order no. 1185/2006, published in the Official Journal of Romania Part
I no. 602/12.07.2006. According to this MoT Order, RCAA is designated to perform the roles and
responsibilities of a NSA in compliance with SES legislation. Starting August 2005 several organisational
changes have been implemented within the RCAA, including the full separation (at functional level) of RCAA’s
AIS Department (that used to provide aeronautical information services falling under the SARPs of ICAO Annex
15 ‐ the whole integrated package of aeronautical information except for the PIBs) from the RCAA
departments which fulfill the role and tasks of the NSA. Since 1st January 2014, the AIS department from RCAA,
responsible for providing the IAIP except PIB was transferred from RCAA to ROMATSA, through Government
Decision 645/2013. In Romania, as EU Member State, all EC Regulations are entirely binding and directly
applicable, including SES legislation which is in force for the time being.
The Romanian Civil Air Code (established by law) provides the general requirements concerning the safety
regulatory approval and oversight of all ATM systems and organisations, and for personnel licensing. The RCAA
covers a wide area of activities, including certification, such as:
 Certification of the ANS service providers in compliance with the SES certification processes required by
the EC regulations. During 2006, RCAA developed an audit programme consistent with the ANSP
certification process within SES as required by the SES (EC) Regulations (No. 549‐552/2004) and the
Commission’s Regulation (EC) No. 2096/2005 laying down the Common Requirements for the provision of
air navigation services. At the end of 2006 RCAA issued for ROMATSA the Certificate no 01/ 2006 for air
navigation services provision, with revision number 1 applicable from 1 st January 2007. Further, revision
number 2 applicable from 1 st January 2010, and revision number 3 applicable from 5th of November 2011
were issued. A second certificate no. CN 07/2012, with Revision No. 1 applicable from 18th of February

2014, was issued with validity until 15.12.2018 and which includes the provision of Aeronautical
Information Services transferred from the RCAA in the administration of ROMATSA starting 1st of January
2014. Until January 2014, the AIS Dept. within RCAA provided AIS according to following certificates
issued: in June 2007 the Certificate no. 02/ 2007, in June 2008 the Certificate no. 03/2008, in June 2009
the Certificate no. 04/2009, in June 2011 the Certificate no. 05/2011, in June 2012 the Certificate no.
06/2012, and in July 2013 the Certificate no. 08/2013. Since January 2007, RCAA has started to annually
monitor the ongoing compliance of the air navigation service providers with all the applicable
requirements and conditions attached to their certificates.
 for procedures (acceptance by RCAA as NSA of all safety arguments associated with procedures related to
either new functional systems or changes to existing functional systems is necessary before actual
implementation),
 for the ANS personnel (licensing of air traffic controllers and of some safety significant categories of ATM
technical and engineering personnel, licensing of MET and AIS personnel), and
 for ATM systems/constituents (acceptance by RCAA as NSA of all safety arguments related to either a new
functional system or changes to existing functional systems is necessary before actual implementation).

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

The MoT website: www.mt.ro

ROMATSA

Services provided

Civil Air Navigation Services are provided by the Romanian Air Traffic Services Administration to all
GAT‐IFR flights. ROMATSA is an autonomous, self‐financing state owned enterprise under the authority of the
Ministry of Transport. The activities and tasks of ROMATSA are based on Government Decrees No.74 ‐ dated
1991, No. 731 ‐ dated 1993, No. 75 ‐ dated 2005, No.1090 ‐ dated 2006, No.1251 ‐ dated 2007 and No.741 ‐
dated 2008.
Flight Information Service within Bucuresti FIR is provided in controlled airspaces by Bucuresti ACC, APP and
TWR units in their area of responsibility. In class G airspace, Flight information service is provided by the
dedicated operational positions located in ACC Bucuresti.
Air traffic services are provided within Bucuresti FIR by ACC Bucuresti, APP Bucuresti, APP Arad, APP Constanta
and the civil Aerodrome Control Towers. ROMATSA provides Aeronautical Information Services and
Meteorological Services for civil aviation. ROMATSA also provides the technical services for the Air Traffic
Services equipment at the airports and at the en‐route facilities.
Up to 31st of December 2013 the AIS Unit within RCAA used to provide aeronautical information services
falling under the SARPs of ICAO Annex 15 (the whole integrated package of aeronautical information except
for the PIBs that were provided by ROMATSA).
According to the Government Decision no. 645/2013 amending Government Decision no. 405/1993 for the
creation of the Romanian CAA, the full responsibilities for the provision of Aeronautical Information Services
were transferred in the administration of ROMATSA starting 1st of January 2014.
To be mentioned that ROMATSA is certified by the Romanian CAA/ NSA as Air Navigation Provider in
compliance with SES Regulations.
Alerting service is provided by all ROMATSA ATS units.

SAR coordination is provided by the Aeronautical Search and Rescue Coordination Centre located at ROMATSA
headquarters – Bucharest.
An Administrative Council performs the high level management roles and tasks of ROMATSA and also approves
strategic decisions. Current management decisions within the frame of ROMATSA responsibilities remain at
the Board of Directors of ROMATSA.
The Air Force Staff, through the Air Operations Centre and the military aerodrome units, provides air traffic
services for military OAT within national airspace and within aerodrome control zones and approach control
zones of the civil/military airports and military airports. The Air Force Staff does not provide ATS to GAT.
The Air Force Staff provides aeronautical information services and meteorological services for military aviation.
The Air Force Staff also provides the technical support for the military air traffic services.

Governance: Regia Autonoma Ownership: Regia Autonoma
Self financed autonomous According to the Romanian Law a
administration under the “Regia Autonoma” is the owner of all
authority of MoT its assets
Services provided Y/N Comment
ATC en‐route Y ‐
ATC approach Y ‐
ATC Aerodrome(s) Y ‐
AIS Y starting 1st of January 2014 ROMATSA provides AIS in full
CNS Y ‐
MET Y ‐
ATCO training Y ‐
SAR Y aeronautical SAR missions coordination
Others
Additional information: ‐
Provision of services in Y ROMATSA provides air traffic services (ATS), communication service (COM) and
other State(s): surveillance service (SUR) within the cross‐border sector (Sector DF 2) as an integral
part of the adjacent sectors within BUCUREȘTI FIR, having the lateral and vertical
limits as described in Section 1.1. – Geographical description of the FIR(s).

The navigation service (NAV), meteorological service (MET) and aeronautical
information service (AIS) below FL 245 is provided within the same volume of airspace
(Sector DF 2), by the ANSP of the host State, using the available resources.


Annual Report published: Y Annual Report 2016
‐ ROMATSA

The website address of ROMATSA is www.romatsa.ro.
A reference to organisation chart is depicted in annex B.
ATC systems in use

Main ANSP part of any technology alliance1 N

FDPS
Specify the manufacturer of the ATC system currently in use: SELEX Sistemi Integrati
2
Upgrade of the ATC system is performed or planned? ‐
Replacement of the ATC system by the new one is planned? 2018
ATC Unit See para. ATC Units bellow

SDPS
Specify the manufacturer of the ATC system currently in use: SELEX Sistemi Integrati
Upgrade of the ATC system is performed or planned? ‐
Replacement of the ATC system by the new one is planned? 2018
ATC Unit See para. ATC Units bellow

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

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

ATC Units

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

ATC Unit Number of sectors Associated FIR(s) Remarks
En‐route TMA
ACC 9 ‐ Bucuresti  9 geographical sectors which may
Bucharest be split & collapsed into more than
100 possible sector configurations
according to traffic demand and
complexity
 one physical location in Bucharest
(reduced from two locations, in
2012)
APP ‐ 2 Bucuresti
Bucharest
APP Constanta ‐ 1 Bucuresti
APP Arad ‐ 1 Bucuresti
16 TWR units ‐ ‐ Bucuresti  Including Henri Coanda airport

Airports

General information

Romania’s airport network consists of 16 controlled civil aerodromes – published in AIP Romania, ensuring a
good coverage of all the territory.
From administrative point of view, 4 airports (Bucuresti Henri Coanda Intl. Airport, Bucuresti Baneasa‐Aurel
Vlaicu Intl. Airport, Timişoara – Traian Vuia Intl. Airport and Constanta – Mihail Kogalniceanu Intl. Airport) are
considered airports of national interest and are owned by the State, represented by MoT. The other 12
airports are of local interest and are owned by the local county authorities. All Romanian aerodromes are
placed under RCAA’s safety oversight.
All Romanian civil airports are certified in accordance with (EU) Regulation no.139/2014 requirements.

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2017 –
Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for
those Objectives.

The airport covered in this LSSIP edition is Bucharest “Henri Coanda“ International Airport (AIHCB).


Military Authorithies

The Ministry of National Defence (MoD) represents the State authority for the Air Forces and, in
co‐operation with the MoT, ensures the air traffic and the national airspace management at levels 1, 2 and 3.
Starting from July 2002 after approval of the new Civil / Military Regulation (Aeronautical Civil / Military
Romanian Regulation – Airspace Management / Flexible Use of Airspace), concerning the Airspace
Management (ASM) implementation of the Flexible Use of Airspace concept (FUA) in Romania, the Airspace
Management Council (Romanian acronym: CMSA) was set up, having the responsibility of policy establishment
and airspace management at national strategic level.
The Romanian Air Force Staff (ROU AF) represents the main regulatory body (National Military Aeronautical
Authority).The AOC (Air Operations Centre) is the military air traffic services provider for military OAT flights
and is responsible for the provision of separation between OAT and GAT flights. There is a continuous level 2
(pre‐tactical) coordination between Airspace Management Cell of AOC and ROMATSA regarding the air traffic
and the management of the national airspace.
Tactical coordination is provided through the Military Coordination Offices collocated within the civil ACC
facilities. The AOC includes the Air Defence (AD) and military ATC/ATM entities. The AOC provides ATS only for
the operational air traffic and coordinates the military SAR participation. Foreign military aircraft may operate
within the Romanian Airspace but not on a regular basis and only for training purposes, based upon bi‐lateral
agreements.
The military ATC units provide control only to the military OAT and coordination between military OAT and
GAT flights and do not provide air traffic control to the GAT flights.
The Civil/Military Coordination is organized at:
• Strategic Level – by the Airspace Management Council (CMSA);
• Pre‐Tactical Level – by the Airspace Management Cell;
• Tactical Level – through the Military Coordination Offices collocated with the civil ACC/APP units.
The Military Authorities in Romania consist in the Air Force Staff (ROU AF), which was designated as National
Military Aeronautical Authority. ROU AF reports to the Ministry of National Defence. Their regulatory, service
provision and user role in ATM are detailed below.
A reference to organisation chart is depicted in annex B.


Regulatory role

Regulatory framework and rule‐making
OAT GAT
OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed N
national legal provisions? by national legal provisions?
Level of such legal provision: State Law, Ministerial Decree, Level of such legal provision: N/A
Air Force Regulation
Authority signing such legal provision: Prime Minister, Authority signing such legal provision: N/A
Minister of National Defence, Chief of Air Force Staff
These provisions cover: These provisions cover:
Rules of the Air for OAT Y
Organisation of military ATS for OAT Y Organisation of military ATS for GAT N
OAT/GAT Co‐ordination Y OAT/GAT Co‐ordination Y
ATCO Training Y ATCO Training N
ATCO Licensing Y ATCO Licensing N
ANSP Certification Y ANSP Certification N
ANSP Supervision Y ANSP Supervision N
Aircrew Training Y ESARR applicability N
Aircrew Licensing Y
Additional Information: Additional Information:
Means used to inform airspace users (other than military) Means used to inform airspace users (other than military)
about these provisions: about these provisions:
National AIP Y National AIP N
National Military AIP Y National Military AIP N
EUROCONTROL eAIP N EUROCONTROL eAIP N
Other: N Other:

Oversight

OAT GAT
National oversight body for OAT: NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A
Ministry of National Defence Air Force
Staff – Military NSA
Additional information: N/A Additional information: N/A


Service Provision role

OAT GAT
Services Provided: Services Provided:
En‐Route Y It is provided by MIL En‐Route N
Approach/TMA Y It is provided by MIL Approach/TMA N
Airfield/TWR/GND Y It is provided by MIL Airfield/TWR/GND N
AIS Y It is provided by MIL AIS N
MET Y It is provided by MIL MET N
SAR Y It is provided by MIL SAR N
TSA/TRA monitoring Y It is provided by MIL FIS N
Other: N/A Other: N/A
Additional Information: Additional Information:

Military ANSP providing GAT N If YES, since: N/A Duration of the N/A
services SES certified? Certificate:
Certificate issued by: N/A If NO, is this fact reported to the EC in Y
accordance with SES regulations?
Additional Information:

User role

IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT Y

fly?

If Military fly OAT‐IFR inside controlled airspace, specify the available options:
Free Routing Y Within specific corridors only Y
Within the regular (GAT) national route network Y Under radar control Y
Within a special OAT route system N Under radar advisory service N

If Military fly GAT‐IFR inside controlled airspace, specify existing special arrangements:
No special arrangements N Exemption from Route Charges Y
Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF N
CNS exemptions: RVSM Y 8.33 Y Mode S N ACAS Y
Others:


Flexible Use of Airspace (FUA)

Military in Romania applies FUA requirements as specified in the Regulation No 2150/2005: Y
FUA Level 1 implemented: Y

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


2. Traffic and Capacity

2.1.Evolution of traffic in Romania

Romania - Annual IFR Movements
1.000.000
900.000
800.000
700.000
600.000
IFR flights
500.000
400.000 IFR movements - Actuals
300.000 IFR movements - Baseline forecast
200.000 IFR movements - High forecast

IFR movements - Low forecast A = Actual
100.000
F = Forecast
0
2013 A 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F

EUROCONTROL Seven-Year Forecast (September 2017)
IFR flights yearly growth 2014 A 2015 A 2016 A 2017 F 2018 F 2019 F 2020 F 2021 F 2022 F 2023 F
H 8.0% 5.4% 5.6% 5.4% 4.5% 4.4% 4.3%
Romania B 16.6% 6.1% -2.2% 7.6% 3.3% 3.0% 2.8% 2.4% 2.6% 2.6%
L 7.1% 1.3% 0.6% 1.3% 0.7% 0.9% 0.9%
ECAC B 1.7% 1.6% 2.8% 4.5% 2.8% 2.1% 1.9% 1.5% 1.7% 1.7%
2017
Traffic in Romania increased by 11.0% during Summer 2017 (May to October), when compared to Summer
2016.

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


2.2.ACC BUCHAREST

Traffic and en‐route ATFM delays 2013‐2022

LRBBACC - Traffic and en-route ATFM delays
3000 1.0
Enroute Delay (minutes per flight)

0.9
IFR flights (Daily Average)
2500
0.8
0.7
2000
0.6
1500 0.5
0.4
1000
0.3
0.2
500
0.1
0 0.0
2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Peak Day Traffic 2057 2362 2403 2307 2486
Summer Traffic 1676 1975 2021 1915 2125
Yearly Traffic* 1383 1617 1717 1671 1868
Summer Traffic Forecast 2225 2300 2356 2413 2470
High Traffic Forecast - Summer 2276 2399 2515 2634 2756
Low Traffic Forecast - Summer 2181 2194 2213 2232 2245
Summer enroute delay (all causes) 0.00 0.00 0.05 0.00 0.02
Yearly enroute delay (all causes) * 0.00 0.00 0.03 0.00 0.01
*From 01/01/2017 to 31/10/2017
Performance summer 2017

En‐route Delay (min/flight) ‐ Summer
Traffic Evolution 2017 Capacity Baseline Capacity gap
Ref value Actual
+11% 183 (0%) 0.01 0.02 No
Average enroute ATFM delay per flight increased from zero minutes per flight in Summer 2016 to 0.02 minutes per flight in Summer 2017.
95% of the delays were due to the reason Industrial action (ATC).
Capacity Plan: 0% Achieved Comments
Stepped Implementation of FRA in accordance with Danube FAB plans Yes
Full Implementation of LARA Yes A process of planning and allocation is in place.
PBN Procedures implementation at Romanian airports No Planned
Yes Preliminary assessments ongoing, including participation to
CPSG trial for capacity base definition using occupancy
Improved ATFCM, including use of occupancy counts counts
New sectorisation planned following the new ATM System
ATS route network and sectorisation improvements Yes
implementation
LoAs and ATS Instructions for Bucharest ACC Sectors review on regular Yes
basis
Staff increased in line with capacity requirements Yes
Automated Support for Traffic Load (Density) Management (FCM06) Yes Preliminary assessments ongoing


Automated Support for Traffic Complexity Assessment (FCM06) Yes Preliminary assessments ongoing
DINAR (LRBBDNR) collapsed sector implemented
Yes Sectors’ configurations codification improved
Improved sectors’ configurations New sector configurations implemented
Maximum configuration: 14 sectors Yes 14 sectors were opened
Summer 2017 performance assessment
The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2016. During the measured period, the peak 1 hour demand was
144 flights and the peak 3 hour demand was 134.
Planning Period 2018‐2022

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity
perspective. This approach ensures consistency with the previous planning cycles.
Capacity Profiles
2017 Profiles (hourly movements and % increase over previous year)
ACC
baseline 2018 2019
H 183 0% 183 0%
Ref. 183 0% 183 0%
LRBB 183 L 183 0% 183 0%
Open 183 0% 183 0%
C/R 183 0% 183 0%

Summer Capacity Plan
2018 2019 2020 2021 2022

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

Airspace Management

Advanced FUA
Airport & TMA Network Integration
Cooperative Traffic Management
Improved ATFCM, including use of occupancy counts

Airspace
ATS route network and sectorisation improvements

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

Staffing
Staff increased in line with capacity requirements

New ATM System
2015+
Technical implementation
Automated Support for Traffic Load (Density) Management (FCM06)
Automated Support for Traffic Complexity Assessment (FCM06)
Capacity
New ATM System
Significant events 2015+
implementation
Max sectors
14 14 14 14 14

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

Reference profile Annual % Increase 0% 0% N/A N/A N/A
Difference Capacity Plan v. Reference
Profile 0% 0% N/A N/A N/A

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

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

Sectors available ‐ Summer 2018 ‐ WD
16
14
14 13 13 13
12
12
10
10 9 9 9 9 9 9 9
8
8 7 7 7 7
6 6 6 6
6 5
4
4
0
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00

Sectors available ‐ Summer 2018 ‐ WE
16
14 14
14 13 13
12
12
10 10 10 10
10 9 9 9 9 9
8 8
8 7 7 7
6 6
6 5 5
4
4
0
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00


LRBBCTA - Reference capacity profile and alternative scenarios

190
180
170
Capacity profile (movements per hour)
160
150
140
130
120
110
100
2016 2017 2018 2019 2020 2021 2022
2018‐2019 Reference Capacity Profile 183 183
Capacity Profile ‐ Shortest Routes (Open) 183 183
Capacity Profile ‐ Current Routes 183 183
Capacity Profile ‐ High 183 183
Capacity Profile ‐ Low 183 183
Capacity Baseline 183 183
2018 ‐ 2022 Plan 183 183 183 183 183
2018‐2022 Planning Period Outlook
No problems are foreseen for Bucharest ACC in the current planning cycle.


3. Master Plan Level 3 Implementation
Report conclusions

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

Conclusion Applicable to
ADQ IMPLEMENTATION ISSUES HAVE TO BE ADDRESSED AS SOON AS POSSIBLE AS THEY
CAN IMPACT ON SWIM IMPLEMENTATION. (page 25 of the Report) All States + EC
State’s action planned for this conclusion: YES

Description of the planned action: New integrated AIM system to be implemented by the end of 2020.


4. Implementation Projects

4.1.National projects

ADS‐B System
Organisation(s): ROMATSA (RO) Type of project: National
Schedule: From: Jan. 2011
To: End 2018
Status: Pilot Project under development.
Description: ADS‐B System will provide increased traffic capacity and improved flight safety for En‐
Route traffic.
Link and references
ATM MP links: ‐
Other links: EC Regulation 1207/2011
Project included in RP2 Y Name/Code in RP2 Improvement of surveillance service using ADS‐
Performance Plan: Performance Plan: B solutions
Project included in N Name/Code in DP2016: ‐
DP2016:
Performance contribution
Safety: Safety improvement by automated instruments of alert, prevention and
quick intervention.
Environment: Reduction of block time and waiting time for departure.
Capacity: Improved planning, organizing and air traffic management coordination.
Cost‐efficiency: Improved flight efficiency due to delays reduction in maneuvering area and
in departure/arrival planning sequence.
Operational efficiency: ‐


ATM System ROMATSA 2015+
Schedule: From: Aug 2010
To: Feb. 2018 (Phase 1); Feb. 2019 (Phase 2)
Status: In progress: development, delivery, installation, testing and the commissioning of ATM
System ROMATSA 2015+ under contract with supplier company Indra. The system has
already passed the FAT and SAT tests and now it is under supervision for operational
and technical fine tuning. We estimate the system will be put into service this year.
Description: Modernization/replacement of flight data processing systems (FDPS), radar data
processing systems (RDPS) and human‐machine interface (CWP/HMI).
Link and references
ATM MP links: L3: ATC07.1, ATC12.1, ATC15.1, ATC17, FCM03, ITY‐AGDL
Other links: ‐
Project included in RP2 Y Name/Code in RP2 ATM System ROMATSA 2015+
Performance Plan: Performance Plan:
Project included in ‐ Name/Code in DP2016: ‐
DP2016:
Safety: Improved flight safety for En‐Route and Terminal Traffic by including new
functions.
Environment: New functions and modernization of existing ones allow route optimization
and reduction of CO2 emissions.
Capacity: Increased traffic capacity for En‐Route and Terminal Traffic through
improved interoperability.
Cost‐efficiency: Cost reductions through optimization of existing functions and inclusion of
new functions.


Contingency Room 2
Schedule: From: July 2012
To: December 2018
Status: Under operational tests
Description: Contingency Room 2 by agreement with the Ministry of National Defence (outside
Bucharest location)
Link and references
ATM MP links: ‐
Project included in RP2 N Name/Code in RP2 ‐
DP2016:
Safety: Improved safety.
Environment: ‐
Capacity: Seamless operation
Cost‐efficiency: ‐


DATALINK CPDLC
To: Feb. 2018
Status: In progress:
Ground communication systems are installed to comply with A/G data communication
requirements, tested, validated and ready to be put in operation. Plans are in place to
put into operation the communication infrastructure to handle AGDL services.
Description: Data Link CPDLC will reduce the workload on the VHF Voice spectrum and will facilitate
the work of pilots and controllers by reducing voice communications.
Note: ATM system capabilities included in the “ATM System ROMATSA 2015+”. Data
Link communication services are subject to separate procurement.
Link and references
ATM MP links: L3: ITY‐AGDL
Other links: ‐
Project included in RP2 Y Name/Code in RP2 Data Link Network
DP2016:
Safety: Enhanced safety through delivery of standard and unambiguous messages,
communications back up.
Environment: ‐
Capacity: Increased capacity through reduction of voice congestion and increase in
controller efficiency.
Cost‐efficiency: Increased capacity and sector controlling efficiency.


Extension of WIDE AREA MULTILATERATION national coverage
To: June 2016
Status: Completed: Basic WAM accomplished by end 2012. Subsequent upgrades for the
enhancement of the coverage area completed in June 2016.
Description: WAM System in Bucharest TMA (WAM ROM SUD)
Link and references
ATM MP links: ‐
Project included in RP2 Y Name/Code in RP2 Improvement of surveillance service using ADS‐
Performance Plan: Performance Plan: B solutions
DP2016:
Safety: Enhanced flight safety, provides anti‐spoofing.
Environment: ‐
Capacity: Contribution to increased fight capacity.


Implementation of level 2 A‐SMGCS
Schedule: From: Oct. 2010
To: Feb.2018
Status: Partly completed:
A‐SMGCS control equipment installation was finalised, the system being authorized by
CAA in November 2015 and accepted for operational use in December 2016. The
surveillance component (SMR) of the A‐SMGCS system has been operational since
March 2017, with the CTA TWR Otopeni staff being GMS authorized. The electronic
strips component installed at TWR Otopeni interfaces with the ATM 2015+ (Indra)
system, the operational implementation date being correlated with the implementation
date of the new ATM 2015+ system.
Description: Implementation of A‐SMGCS at Otopeni TWR.
Link and references
ATM MP links: L3: AOP04.1, AOP04.2
* Romania joined the applicability area of the ESSIP objectives above at a later
date.
Other links:
Project included in RP2 Y Name/Code in RP2 A‐SMGCS System TWR Otopeni
DP2016:
Safety: Increase the safety of aircraft operation on the airport movement area.
Increase TWR controllers situational awareness.
Environment: ‐
Capacity: Increase the operational capacity of the airport.


Integrated AIM System
Schedule: From: Jan/2014
To: Dec/2020
Status: Feasibility study developed. Operational requirements and technical specifications
developed. Call for tender under preparation.
Description: In progress: Implementation of the integrated Aeronautical Information Management
System (ADQ compliant, including charts and procedures design, e‐AIP)
Link and references
ATM MP links: L3: INF07, ITY‐ADQ
Other links: ‐
DP2016:
Safety: High Data integrity, consistency and quality.
Environment: ‐
Capacity: Increased capacity and efficiency through data integration. Service
improvement through digital AIM.
Cost‐efficiency: Reduced demand for resources.
Operational efficiency: Increased interoperability through timely standardized and interoperable
digital data.


Mode S radar installation
To: End 2016
Status: Completed:
Note: Minimum requirements to comply with the schedule of ITY‐SPI objective were
completed end 2012 with the installation of the first batch of Mode S sensors. The
project was finalized in 2016 with the Mode S upgrade of the existing radars.
Description: Replacement of MSSR sensors with Mode S sensors.
Link and references
ATM MP links: ‐
Project included in RP2 Y Name/Code in RP2 MSSR Mode S radar
DP2016:
Safety: Safety improvement by automated instruments of alert, prevention and
quick intervention.
Environment: Reduction of block time and waiting time for departure.
Capacity: Improved planning, organizing and air traffic management coordination.
Cost‐efficiency: Cost‐efficiency (lower maintenance costs comparing to the MSSR sensors).
Improved flight efficiency due to delays reduction in manoeuvring area and
in departure/arrival planning sequence.


PILOT PLATFORM for access services to OPMET (worldwide/ECAC) data (METAR, TAF, SIGMET) in WXXM
format
Schedule: From: March 2015
To: Sept. 2017
Status: Technically completed.
Ongoing reporting to SDM until the completion of „DP Implementation ‐ CEF CALL 2014
No. EU‐TM‐0136‐M” (end of 2020) and final payment (due in 2021) ‐ according to the
Specific Grant Agreement (SGA) nr. INEA/CEF/TRAN/M2014/1037259
Description: The project was led by ROMATSA and it was included in the DP Implementation ‐ Call
CEF 2014 N. EU‐TM‐0136‐M.
The scope of the project was:
∙ Upgrade Meteo service to provide reliable actual and forecast ICAO OPMET data in
Weather Exchange Model (WXXM) format, wherever required across the ATM network.
∙ Development and implementation of a high availability hardware and software
solution with distributed database and web services capable to providing access to MET
information using WXXM and compliant with the iSWIM data formats.
∙ Demonstration and verification of the iSWIM implementation for MET information,
using the standards and specifications defined in AF5 regarding the implementation of
the new MET data model (FT5.4.1) for meteorological information exchange (S‐AF5.4)
and the information and exchange models and schemes of ICAO (IWXXM) and the
EUROCONTROL/FAA (WXCM‐WXXM‐WXXS).
∙ The implementation covers the standard MET products for the worldwide/ECAC civil
airports: METAR, TAF and SIGMET.

Link and references
ATM MP links: ‐
Other links: Regulation (EU) No 716/2014;
Deployment Programme 2015: Family 5.4.1 ‐ Upgrade/Implement Meteorological
Information Exchange system/service
In accordance with PCP IR, the Project is contributing to the implementation of
AF5‐ Initial System Wide Information Management/s‐AF5.4 Meteorological
information exchange.
Although the implementation project does not deliver direct benefits for ATM
stakeholders, it is necessary for the implementation of the ATM functionality AF5
(iSWIM), which is primarily an enabler for other ATM functionalities (AF1, AF3, AF4
and AF6) that deliver benefits in safety, capacity, cost‐effectiveness and
environment.
Project included in Y Name/Code in DP2016: PILOT PLATFORM for access services to OPMET
DP2016: (worldwide/ECAC) data (METAR, TAF, SIGMET)
in WXXM format / 134AF5


Safety: As an implementation enabler for iSWIM the project will contribute to an
acceleration of development of the information exchange services thereby
reducing the threshold for access to information.

Environment: As an implementation enabler for iSWIM the project will contribute to an
Capacity: As an implementation enabler for iSWIM the project will contribute to an
Cost‐efficiency: As an implementation enabler for iSWIM the project will contribute to an
Operational efficiency: As an implementation enabler for iSWIM the project will contribute to an

VCCS Replacement
To: End 2017
Status: Completed
Description: Replacement of the actual system in order to meet Voice Over IP requirements (IP2 CTE‐
C9).
Link and references
ATM MP links: L3: COM11
Other links: ‐
Project included in RP2 Y Name/Code in RP2 VCSS Systems
DP2016:
Safety: Enhanced through improved back up, increased reliability.
Environment: ‐
Capacity: Enhanced capacity, flexibility and availability of the communications
system.
Cost‐efficiency: Reduction of OPEX


4.2.FAB projects
FAB enlargement (DFAP2018/A7)
Organisation(s): BULATSA (BG), ROMATSA (RO) Type of project: FAB
Schedule: 2018‐2022
Status: As a gateway to Europe, DANUBE FAB is in an ideal position to expand the influence of
SES and is open for accession of neighbouring countries. It is a long‐term strategy of
DANUBE FAB to extend its geographical scope. Therefore, DANUBE FAB has
commissioned a pre‐feasibility study for FAB enlargement with the aim to further
analyse DANUBE FAB’s regional environment and to investigate the compatibility of
neighboring countries with DANUBE FAB.
The study analysed DANUBE FAB’s regional environment and investigated the
compatibility of neighbouring third countries with DANUBE FAB.
Description: DANUBE FAB is in the position to expand the influence of SES and is open for accession
of neighboring countries. It is a long term strategy of DANUBE FAB to extend its
geographical scope.
Link and references
ATM MP links: ‐
Other links: N/A
DP2016:
Safety: N/A
Environment: N/A
Capacity: N/A
Cost‐efficiency: N/A
Operational efficiency: N/A
Cooperation Activities: ‐ Airspace: FRA and Cross‐border Sectors;
‐ CNS: GNSS, use of Satellites in CNS, duplicated NDB coverage reduction, Radar
Data Exchange, WAM Data Exchange, etc.;
‐ Interoperability: full OLDI message exchange implementation;
‐ Cyber security: exchange of information, lessons learned and possible common
response on cyber threats and attacks, exchange of information and best practices
on SOC development, implementation and use.


Free Route Airspace (DFAP2018/A49)
Schedule: From: 10.07.2012
To: 31.12.2019
Status: DANUBE FAB has committed to implementing FAB‐wide Free Route Airspace beyond
night time operations by 2019. From 2013‐2015, this activity has been supported by
TEN‐T funds, culminating in a large scale Real Time Simulation which was conducted in
October and November 2015.
The South‐East Europe Night Free Route Airspace within Bulgaria, Hungary, and
Romania (SEEN FRA) was implemented on 30 March 2017. The cross‐border Night FRA
project between Romania, Bulgaria and Hungary, covers in fact the second phase of FRA
implementation within the DANUBE FAB, namely Night FRA implementation at FAB
level.
The last step of FRA implementation in the DANUBE FAB airspace is to deploy a 24‐hour
cross‐border FRA by the end of 2019 which will be completed with the extension of
SEEN FRA to daytime operations (SEE FRA).
Description: Free Route Airspace (FRA) operations implementation in DANUBE FAB as a project
includes, inter alia, actions for the definition of a common operational concept, common
operating and training procedures and development of a safety case for FRA Operations
within DANUBE FAB, to give assurance that provision of ATS in DANUBE FAB, after the
implementation of FRA Operations, will remain at least as safe as today or will improve
safety.
Link and references
ATM MP links: L3: AOM21.2, ITY‐AGDL
Other links: ‐
Project included in RP2 Y Name/Code in RP2 FRA ‐ DANUBE FAB
DP2016:
Safety: ++ The effect of FRA implementation on safety was determined according to
the DANUBE FAB FRA real time simulation and the related Safety Case. The
principal safety arguments revealed that FRA implementation in DANUBE
FAB will be acceptably safe
Environment: +++ The FRA implementation will contribute to the EU‐wide environment
target, and the optimised use of the European airspace. The extension of
Free Route operations outside the night period by 2019 will generate cost
savings for Airspace Users in terms of distance flown, time taken and fuel
consumed, and will reduce the environmental impact, thus enabling full
benefits and contribution to the EU‐wide environmental target.
Capacity: +++ The effect on capacity was determined during the DANUBE FAB FRA Real
Time Simulation in November 2015. Overall, although FRA implementation
led to increased complexity in some areas of the DANUBE FAB airspace,
the controller workload remains at acceptable levels, showing that FRA can
be achieved at no cost in capacity, complexity and controller workload.

Cost‐efficiency: +++ The implementation of FRA will contribute towards the achievement of the
EU‐wide cost‐efficiency target, through maintaining the workload levels
and high throughput. This will make a further contribution towards the
optimised use of airspace.
Operational efficiency: ++ The application of the FRA concept within the DANUBE FAB Airspace will
contribute fully to the EU‐wide target of en‐route horizontal flight
efficiency and thus to the realization of the SES concept and the
achievement of the pan‐European air traffic performance targets.
Cooperation Activities: Cooperation activities are ongoing regarding the stepped FRA implementation in
essential enablers such as airspace design, coordination procedures, CDPLC
implementation, etc.

Inter‐FAB Cooperation (DFAP2018/A9)
Schedule: Ongoing process
Status: Regarding the Inter‐FAB Coordination Platform, DANUBE FAB has remained active by
taking part in various fora in the IFCP framework regarding the inter‐FAB Operations,
Performance and Communication.
It is a priority for DANUBE FAB to build on inter‐FAB cooperation in order to investigate
new projects or extend existing projects regionally with neighboring FABs.
Description: DANUBE FAB is committed to cooperating and coordinating with other FABs, particularly
with its neighboring FABs (BLUE MED FAB and FAB CE).
Link and references
ATM MP links: ‐
Other links: N/A
DP2016:
Safety: N/A
Environment: N/A
Capacity: N/A
Cost‐efficiency: N/A
Operational efficiency: N/A
Cooperation Activities: Wide ranging cooperation and coordination at DANUBE FAB level allowing the
alignment of the common goals with other FABs.


Technical Rationalisation and Infrastructure (DFAP/A38‐A46)
Schedule: 2018‐2022
Status: Building on the DANUBE FAB's Technical Working Group findings, there are many new
initiatives to develop and explore in this domain. The ones presented below are those
with the highest priority, namely:
‐ Implementation of Voice Over Internet Protocol (VOIP) in ATM;
‐ Implementation of extended set of OLDI messages;
Description: DANUBE FAB jointly plans its CNS infrastructure development and, where possible,
conducts common procurements. The objective of this project is to further develop the
cooperation in the technical domain by identifying opportunities to coordinate,
rationalize and/or share technical infrastructure, thereby generating cost savings.
Link and references
ATM MP links: L3: ITY‐SPI
Other links: ATM Master Plan: GSURV‐0101
DP2016:
Safety: Unambiguous radar identification. Improved integrity of the radar data
using parameters from the aircraft. Improving the systems ensuring safety.
Environment: N/A
Capacity: Optimised capacity in the TMAs to ensure redundant coverage.
Cost‐efficiency: To be determined.
Operational efficiency: To be determined.
Cooperation Activities: Updating the Letter of Agreement to enable sharing of data between WAM
systems. Performing verification actions to establish the possibility of sharing
information at sensor level.


4.3.Regional projects

OLDI interface and related functionalities upgrade
Organisation(s): BULATSA (BG), Hungarocontrol (HU), MOLDATSA Type of project: Regional
(MD), ROMATSA (RO), SMATSA (RS), UkSATSE (UA)
Schedule: The enhancement of the OLDI functionalities is an ongoing process
Status: Implementation of ground‐ground automated co‐ordination process is partly
completed: the current ATM systems at Bucharest ACC, Constanta APP and Arad APP
are capable of sending and receiving a complete set of basic OLDI messages (ABI, ACT,
REV, MAC, PAC, LAM) and message exchange is implemented with neighbouring ACCs.
The implementation of LOF and NAN messages is planned.
Electronic Dialogue as Automated Assistance to Controller during Transfer is partly
implemented, in operational use with Sofia and Budapest. Electronic Dialogue as
Automated Assistance to Controller during Coordination is implemented and not yet in
operational use. Operational use of Coordination dialogues is pending and depends on
the agreement with neighbouring ACCs and availability of the functions in their ATC
systems.
The operational ATM system is FMTP capable and FMTP is implemented between Arad,
Bucharest, Constanta systems and with adjacent countries (Belgrade, Budapest, Sofia,
Chisinau ATM systems). FMTP coordination with Ukraine is pending, subject to the
adjacent ANSP's similar capabilities.
Description: Bucharest ACC established OLDI links with the external/internal ATS units:
‐ SOFIA ACC;
‐ BEOGRADE ACC;
‐ BUDAPESTACC;
‐ CHISINAU ACC
‐ L’VIV ACC;
‐ ODESSA ACC;
‐ Arad APP;
‐ Constanta APP.
Link and references
ATM MP links: L3: ATC17, ITY‐FMTP
Other links: ‐
DP2016:
Safety: ‐
Environment: ‐
Capacity: ‐
Cooperation Activities: The OLDI interface and functionalities used are subject to individual agreements
among the participating organisations.


Radar Data Sharing
Schedule: The radar data sharing is an ongoing process.
Status: The process is ongoing.
Description: Radar data sharing is currently carried out based on bilateral agreements, with Bulgaria,
Hungary, Serbia, Moldova, and Ukraine. ROMATSA receives radar data from Vitosha and
Varbica MSSRs (Bulgaria), Puspokladany PSR/MSSR (Hungary), Kosevac MSSR (Serbia),
Chisinau MSSR (Moldova), and Odessa MSSR (Ukraine) and sends data to Bulgaria from
Buciumeni MSSR and Constanta MSSR, to Hungary from Manastur MSSR, to Moldova
from Bacau MSSR, and to Ukraine from Constanta MSSR.
Link and references
ATM MP links: ‐
Other links: ‐
DP2016:
Safety: ‐
Environment: ‐
Capacity: ‐
Cooperation Activities: The radar data sharing process are subject to bilateral agreements among the
participating organisations.


Regional Communication Network
Organisation(s): Austrocontrol (AT), BULATSA (BG), DHMI (TR), Type of project: Regional
Hungarocontrol (HU), Letové prevádzkové slu by
Slovenskej republiky, štátny podnik (SK), MOLDATSA
Schedule: Ongoing
Status: AMHS connections activated with Sofia, Bratislava, Wien and Chisinau ACC Centres.
Description: Currently, the regional network covers Sofia, Varna, Budapest, Bratislava, Bucharest,
Wien and Chisinau ACC centres. The joining of former Simferopol ACC/Istanbul
ACC/Ankara ACC has been completed in 2007/2008. There is a tendency to improve the
network with Beograd, L'viv, and Odessa ACCs.
A communications triangle between Bucharest‐Sofia‐Belgrade was established, allowing
routing communications between the three ATC Control Centres (ACCs) with the
purpose of providing a contingency solution. The possibility to establish backup
connections and rerouting connections with other neighbouring centres, such as
Budapest ACC, was also analysed.
Link and references
ATM MP links: L3: COM10, COM11
Other links: ‐
DP2016:
Safety: ‐
Environment: ‐
Capacity: ‐
Cooperation Activities: ‐


Regional Route Network Developments
Schedule: Implementation of 4 ATS routes – planned for spring 2019
Status: The process is ongoing.
Implementation of 4 ATS routes as follows: 2 ATS routes between Bucuresti FIR and Kyiv
UIR and 2 ATS routes between Chisinău FIR, Bucuresti FIR and Sofia FIR. The aim of this
project is to improve the ATS route network between Kyiv UIR/ Odessa FIR and
Bucuresti FIR and between Bucuresti FIR, Chisinău FIR and Sofia FIR.
These implementations have been discussed and agreed between the above mentioned
partners in the Route Network Development sub‐goup (RNDSG) – EUROCONTROL and in
Route Development Group in SE Region – ICAO. They consist in implementing of 4 new
ATS routes (as it is above mentioned) and/ or changing the direction of some route
segment (i.e from westbound to bidirectional) or changing the minimum flight level of a
certain ATS route. Beside the expected air traffic flow improvement, this will optimize
the flight profile for arrivals or departures to/ from some airports in the region.
Description: Further improvements of ATS network in South‐East Europe have been addressed
during the RNDSG, SEERM and RDGE meetings. The main objectives are to review the
route network improvement proposals raised by States, IATA, IACA, ERA and
EUROCONTROL. Within the context of these proposals, Romania is currently improving
cooperation on regional route network development with all its neighbours, as follows:
Bulgaria (BULATSA), Hungary (HungaroControl), Serbia (SMATSA), Ukraine (UkSATSE)
and Moldova (MOLDATSA).

Link and references
ATM MP links: ‐
Other links: ‐
DP2016:
Safety: Subject to individual assessment
Environment: Subject to individual assessment
Capacity: Subject to individual assessment
Cost‐efficiency: Subject to individual assessment
Operational efficiency: Optimize the flight profile for arrivals or departures to/ from some airports
in the region
Cooperation Activities: Bilateral agreements (LoAs) with concerned ANSPs.

5. Cooperation activities

5.1.FAB Co‐ordination

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

DANUBE FAB project phases

The DANUBE FAB State Agreement provides the overarching legal framework for the governance of the FAB.
The core bodies are:
Governing Council: provides oversight and approval of key FAB documentation (annual plans,
safety policy, airspace policy, performance plans etc).
NSA Board: provides a formal coordination and an interface between the NSAs involved
in supervisory tasks at DANUBE FAB level.
ANSP Board: oversees implementation of the FAB at the ANSP level via the ANSP
agreement.
Airspace Policy Body: responsible for enhancing the joint civil‐military coordination process and
for the flexible use of airspace application within the cross‐border airspace.

DANUBE FAB Governance Structure

The ANSP Board is supported in the implementation of the FAB through its working arrangements, including
specialised Standing Committees or other supporting bodies established in accordance with their respective
Rules of Procedures.
The ANSP Board is supported by the Strategy and Planning Standing Committee (SAPSC), which is composed of
ANSP experts for all DANUBE FAB cooperation domains. In turn, SAPSC is supported by the Operations
Standing Committee (OSC) which carries out work in the areas of operations, technical and training, and by the
Safety, Quality, Environment and Security Standing Committee (SQSESC) which performs the necessary tasks in
its domain areas.

DANUBE FAB ANSP Working Structure

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


5.1.1. Working structure
The DANUBE FAB governance structure represents the roles and responsibilities of the involved parties.
However, in order to ensure effective project management, it is essential that the governance structure is
complemented by a clear work structure.

DANUBE FAB Working Structure

5.1.2. Strategy & Planning
In order to meet its objective, DANUBE FAB has developed the Strategic Program, which provides a high level
overview of how and when the strategic objectives are to be achieved. The Strategic Objectives are focussed
on the Key Performance Areas of the RP2 Performance Plan and support elements, to ensure the continued
evolution of the DANUBE FAB.

5.1.1.1 Achievements for 2017
DANUBE FAB has progressed in several key areas during 2017. As well as retaining a core focus on airspace
projects within the FAB framework, DANUBE FAB has been looking further afield towards cooperation
initiatives with other FABs and State partners. An overview of some high priority initiatives is given below.

5.1.1.1.1 Free Route Airspace
Free Route concept implementation in the airspace of DANUBE FAB is divided into three major phases:
 Phase I – Implementation of night Free Route operations within national boundaries (implemented in
November 2013 ‐ 6 months ahead of schedule);
 Phase II – Implementation of night Free Route operations at DANUBE FAB level (implemented in
March 2017);
 Phase III – Extension to full 24‐hour Free Routes operations at DANUBE FAB level (planned for 2019).
Major airspace changes in 2015, implemented by DANUBE FAB partners to improve traffic flows, have
necessitated a re‐evaluation of the timescales and of the geographical scope for Phase II of the project. Thus,
South East Europe Night Free Route Airspace within Bulgaria, Hungary, and Romania (SEEN FRA) project has
been implemented on 30 March 2017.
The SEEN FRA concept was built on the previous night FRA implementation in the airspaces of Budapest,
București and Sofia CTAs. It represents a further step in optimizing flight operations in a large volume of
airspace and provides operational, environmental and cost benefits.


5.1.1.1.2 Inter‐FAB cooperation
DANUBE FAB is committed to cooperating and coordinating with other FABs following the signing of ANSP
level cooperation agreements with neighboring FABs. For this purpose, discussions and informal meetings
were held between FAB CE, FAB EC and DANUBE FAB representatives on topics of common interest.
Following the formal establishment of the Inter‐FAB Cooperation Platform (IFCP), FABs met on two other
occasions combining the formed IFCP with the Point of Contact Group meetings, as follows:
 Point of Contact Meeting hosted by FABEC in Langen, Germany on 20th October 2016;
 Inter‐FAB Coordination Workshop / Point of Contact Meeting, hosted by BLUEMED FAB in Malta, on
5th and 6th October 2017.
DANUBE FAB attended, alongside the rest of the eight FABs, the above‐mentioned meetings, thus
demonstrating the maturity of their stakeholders and their commitment in the respective FABs.
Additionally, compared to previous years, in 2017 the FABs are more interested in issues concerning traffic
delays (including the weather induced ones), the volatility of traffic, Social Dialogue, the third Performance
Reference Period (RP3) and, nonetheless, in the outcome and actions taken by the FABs in respect with the EC
Study on FABs.

5.1.1.1.3 FAB Enlargement
As a gateway to Europe, DANUBE FAB is in an ideal position to expand the influence of SES and is open for
accession of neighboring countries. It is a long‐term strategy of DANUBE FAB to extend its geographical scope.
Therefore, in August 2016 DANUBE FAB has commissioned a pre‐feasibility study for FAB enlargement with the
aim to further analyse DANUBE FAB’s regional environment and to investigate the compatibility of neighboring
countries with DANUBE FAB.
The external contractor presented the Final Report of the pre‐feasibility study for the DANUBE FAB
enlargement in spring 2017. The Report includes several analyses, a high‐level CBA and identified areas of
potential cooperation. The scope of the study was limited to states which share geographical boundaries with
either Romania or Republic of Bulgaria, i.e. Greece, Hungary, Macedonia, Moldova, Serbia, Turkey and
Ukraine.
DANUBE FAB’s neighbors have varying degrees of EU association, from full membership (Greece and Hungary),
through candidate countries (Macedonia, Moldova and Serbia), to countries with Association Agreements
(Moldova, Ukraine and Turkey). The neighboring states are developing towards compliance with EU
regulations, and in particular with aviation legislation, through various aviation agreements in place between
the states and the EU.
Areas of cooperation recur around Free Route Airspace initiatives, and technical rationalisation of CNS
infrastructure and ATM System development.

5.1.1.2 Future plans
According to the DANUBE FAB Annual Plan, the High Priority Projects represent the most urgent tasks or
activities to be undertaken or implemented within the DANUBE FAB. These Priority Projects aim to ensure the
focus is on significant or vital projects within DANUBE FAB, and therefore represent the areas where real work
is necessary in order to ensure the FAB meets EU requirements or to ensure the evolution of the FAB.

These projects are:

5.1.1.2.1 Free Route Airspace
The last step of FRA implementation in the DANUBE FAB airspace is to gradually deploy 24‐hour cross‐border
FRA by the end of 2019, becoming SEE FRA. The extension of FRA to daytime 24‐hour operations depends on
several factors, including airspace redesign, air traffic management systems upgrades and seamless integration
of new technology such as datalink.


5.1.1.2.2 Technical Rationalisation and Infrastructure
DANUBE FAB jointly plans its CNS infrastructure development and, where possible, conducts common
procurement. The objective of this project is to further develop the cooperation in the technical domain by
identifying opportunities to coordinate, rationalize and/or share technical infrastructure, thereby generating
cost savings.

Building on the DANUBE FAB's Technical Working Group findings, there are many new initiatives to develop
and explore in this domain. An extensive list of all technical FAB projects is currently under development at
FAB level. The projects, presented below, are those with the highest priority, namely:
- Implementation of Voice Over Internet Protocol (VOIP) in ATM;
- Implementation of an extended set of OLDI messages.

5.1.1.2.3 FAB Enlargement
DANUBE FAB is in the position to expand the influence of SES and is open for accession of neighboring
countries. It is a long term strategy of DANUBE FAB to extend its geographical scope. Since the first step for
this hight priority project was achieved, by analysing the FAB’s regional environment and investigating the
compatibility of neighbouring third countries, the DANUBE FAB governance decided to further make clear
steps towards setting cooperation mechanisms with interested parties for FAB enlargement.

5.1.1.2.4 Inter‐FAB Coordination
It is a priority for DANUBE FAB to build on inter‐FAB cooperation in order to investigate new projects or extend
existing projects regionally with neighboring FABs.
DANUBE FAB is committed to cooperating and coordinating with other FABs, particularly with its neighboring
FABs (BLUE MED FAB and FAB CE).
For more details, please visit the DANUBE FAB website: http://www.danubefab.eu/

5.2.Regional cooperation
Regional cooperation initiatives

GateOne Initiative
The DANUBE FAB ANSPs are signing parties of the GateOne cooperation agreement on the creation of the
regional ANSP platform of Central and Eastern Europe which was signed by the designated 13 ANSPs covering
3 existing FABs (Baltic FAB, DANUBE FAB and FAB CE) and 2 non‐EU FIRs (Belgrade and Skopje), with the aim to
promote the efficiency of European ATM through an enhanced cooperation among the participating service
providers to ensure a more powerful and coordinated role of the countries of the region in the European
decision‐making processes.
Discussions on a common Gate One project, namely an Impact Assessment of Regional FRA Implementation in
the Gate One Airspace (GO FRA), were initiated towards the end of 2015 and, subsequently, an agreement
between Gate One members was reached in June 2016 to initiate the GO FRA Study. Therefore, GO partners
applied with GO FRA Study for CEF 2017 Call.
Following that, in summer 2017 GO partners were informed that INEA funding was only obtained by EU
members, excluding 3 out of 13 GO partners from funding. The only possible mitigation was to exclude those 3
partners from their obligation to cover the costs, but knowing, that the costs for individual EU ANSP after such
exclusion shall not be higher as originally planned ones. Moreover, the study could not be concluded without
complete geographical scope.


Inter‐FAB Coordination Platform
As an output of the first meeting of all 9 FABs in Amsterdam in November 2014, there was a willingness to set
up a permanent Inter‐FAB Cooperation Platform, which was further analysed as how this would be achieved in
a working meeting in Zurich (March 2015). Significant effort was therefore put in prior to the workshop to
ensure that the workshop developed and shaped the platform as much as possible.
In October 2015, DANUBE FAB hosted the second Inter‐FAB coordination workshop in Bucharest, where
delegates from all nine FABs were in attendance from a range of institutions: Ministries of Defence, Ministries
of Transport, National Supervisory Authorities and Air Navigation Service Providers. This workshop formally
established the Terms of Reference between all nine FABs in Europe, forming a unique platform that brings
together political, regulatory and service provision representatives. The platform aims to improve FAB
performance through wide ranging cooperation and coordination and provides a place to share lessons
learned about successful FAB projects, giving ideas for collective areas of development.
Since the formal establishment of the Inter‐FAB Cooperation Platform (IFCP), during the second meeting of the
Inter‐FAB Coordination Workshop, hosted by DANUBE FAB in Bucharest on 14‐15 October 2015, FABs met on
two other occasions combining the formed IFCP with the Point of Contact Group meetings, as follows:

 Point of Contact Meeting No.1, hosted by FABEC in Langen, Germany on 20th October 2016;
 Inter‐FAB Coordination Workshop / Point of Contact Meeting No. 2, hosted by BLUEMED FAB in
Malta, on 5th and 6th October 2017.

DANUBE FAB attended, alongside the rest of the eight FABs, the above‐mentioned meetings, thus
demonstrating the maturity of their stakeholders and their commitment in the respective FABs

6. Implementation Objectives Progress

6.1.State View

Objective Progress per SESAR Key Feature

Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in
Annex C.

Legend:
 ## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)

 100% = Objective completed
= Completion beyond Implementation Objective timeline
Optimised ATM Network Services
<15 15 16 17 18 19 20 21 22 23 24 ≥25
Harmonise Operational Air Traffic (OAT) and 100%
AOM13.1  
General Air Traffic (GAT) handling
78%
AOM19.1 (PCP) ASM Support Tools to Support AFUA  

0%
AOM19.2 (PCP) ASM Management of Real‐Time Airspace Data  

Full rolling ASM/ATFCM Process and ASM 55%
AOM19.3 (PCP)  
Information Sharing
100%
FCM01 Enhanced Tactical Flow Management Services 

100%
FCM03 Collaborative Flight Planning 


FCM04.1 STAM Phase 1 n/a

0%
FCM04.2 (PCP) STAM Phase 2 
‐

0%
FCM05 (PCP) Interactive Rolling NOP  

0%
FCM06 (PCP) Traffic Complexity Assessment 
‐


Advanced Air Traffic Services
<15 15 16 17 18 19 20 21 22 23 24 ≥25

AOM21.1 (PCP) Direct Routing 
n/a
100%
AOM21.2 (PCP) Free Route Airspace 


Local objective
AOP14 Remote Tower Services 


LROP ‐ Bucharest Airport

n/a
100%
ATC02.2 STCA En‐Route 


75%
ATC02.8 Ground‐Based Safety Nets

 

ATC02.9 Enhanced STCA for TMAs 
n/a

ATC07.1 AMAN Tools and Procedures

 0%
Automated Support for Conflict Detection, Resolution 87%
ATC12.1  
Support Information and Conformance Monitoring
Information Exchange with En‐route in Support of 3%
ATC15.1 AMAN
 
Arrival Management Extended to En‐route 0%
ATC15.2 (PCP) 
‐
Airspace
100%
ATC16 ACAS II Compliant with TCAS II Change 7.1  

Electronic Dialogue as Automated Assistance to 85%
ATC17  
Controller during Coordination and Transfer
Local objective 100%
ATC18 Multi Sector Planning En‐route ‐ 1P2T  

ENV01 Continuous Descent Operations

 
45%

ENV03 Continuous Climb Operations Local objective
75%

LRAR ‐ ARAD/ARAD
 
75%
LRBS ‐ BUCURESTI/BANEASA‐AUREL VLAICU
 75%

LRCL ‐ CLUJ NAPOCA/CLUJ NAPOCA
 
75%
 75%

LRSB ‐ SIBIU/SIBIU
 
75%
LRTM ‐ TARGU MURES/VIDRASAU
 
75%
LRTR ‐ TIMISOARA/TRAIAN VUIA
 
75%
Ground‐Ground Automated Co‐ordination 93%
ITY‐COTR
Processes
 
100%
NAV03.1 RNAV 1 in TMA Operations 


NAV03.2 (PCP) RNP 1 in TMA Operations 
n/a

55%
NAV10 APV procedures

 
Optimised Low‐Level IFR Routes in TMA for Local objective
NAV12 
n/a
Rotorcraft


High Performing Airport Operations
<15 15 16 17 18 19 20 21 22 23 24 ≥25
AOP04.1 A‐SMGCS Level 1

 74%

AOP04.2 A‐SMGCS Level 2

 79%

AOP05 Airport CDM


n/a
(Outside Applicability Area)
AOP10 (PCP) Time‐Based Separation


n/a
AOP11 (PCP) Initial Airport Operations Plan


‐ 0%
Improve Runway and Airfield Safety with ATC
AOP12 (PCP)
Clearances Monitoring

n/a
Automated Assistance to Controller for Surface
AOP13 (PCP)
Movement Planning and Routing

n/a
ENV02 Collaborative Environmental Management


n/a
Improve Runway Safety by Preventing Runway 73%
SAF11 
Excursions


Enabling Aviation Infrastructure

<15 15 16 17 18 19 20 21 22 23 24 ≥25
100%
COM10 Migrate from AFTN to AMHS 
61%
COM11 Voice over Internet Protocol (VoIP) 

0%
COM12 (PCP) NewPENS ‐

0%
FCM08 (PCP) Extended Flight Plan ‐

10%
INF04 Integrated Briefing


70%
INF07 Electronic Terrain and Obstacle Data (eTOD) 

83%
ITY‐ACID Aircraft Identification 

Ensure Quality of Aeronautical Data and 54%
ITY‐ADQ 
Aeronautical Information
64%
ITY‐AGDL Initial ATC Air‐Ground Data Link Services 

8,33 kHz Air‐Ground Voice Channel Spacing below 53%
ITY‐AGVCS2 
FL195
100%
ITY‐FMTP Common Flight Message Transfer Protocol 

84%
ITY‐SPI Surveillance Performance and Interoperability 


ICAO ASBU Implementation

The following table shows, for each of the ASBU Block 0 modules, the overall status, the final date foreseen for
completion and the percentage of progress achieved in the current cycle.
These results were determined using the LSSIP Year 2017 declared statuses and progress of the relevant
Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/59 (European Air
Navigation Planning Group).

Legend:

= Completed (during 2017 or before)
= Missing planning date
= Progress achieved in 2017
= Not applicable

<16 16 17 18 19 20 21 22 23 24 ≥25

100%
B0‐APTA Optimization of Approach Procedures
including vertical guidance

78%
100%
B0‐SURF Safety and Efficiency of Surface Operations
(A‐SMGCS Level 1‐2)
76%
100%
B0‐FICE Increased Interoperability, Efficiency and
Capacity through Ground‐Ground Integration
93%
100%
B0‐DATM Service Improvement through Digital
Aeronautical Information Management
32%
100%
B0‐ACAS ACAS Improvements

100%
B0‐SNET Increased Effectiveness of Ground‐Based
Safety Nets 75%

B0‐ACDM Improved Airport Operations through

100%
B0‐RSEQ Improved Traffic flow through Runway
sequencing (AMAN/DMAN)
2%
100%
B0‐FRTO Improved Operations through Enhanced En‐
Route Trajectories
89%
100%
B0‐NOPS Improved Flow Performance through
Planning based on a Network‐Wide view
100%
B0‐ASUR Initial capability for ground surveillance
84%
100%
B0‐CDO Improved Flexibility and Efficiency in Descent
Profiles (CDO) 45%
100%
B0‐TBO Improved Safety and Efficiency through the
initial application of Data Link En‐Route 64%


6.2.Detailed Objectives Implementation progress

Note: The detailed table of applicability area for the Implementation Objectives is available in Annex C.

Objective/Stakeholder Progress Code:
Completed No Plan
Ongoing Not Applicable
Planned Missing Data
Late

Main Objectives

Note: Local Objectives are addressing solutions that are considered beneficial for specific operating
environments, therefore for which a clear widespread commitment has not been expressed yet. They are
characterised with no deadline and voluntary applicability area.

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT)
Handling
AOM13.1 Timescales: 100% Completed
Initial operational capability: 01/01/2012
Full operational capability: 31/12/2018
‐
Rules and procedures are in place including facility for OAT transit. 31/12/2014
REG (By:12/2018)
Mil. Rules and procedures are in place including facility for Completed
‐ 100%
Authority OAT transit. 31/12/2012
Rules and procedures are in place including facility for Completed
RCAA ‐ 100%
OAT transit. 31/12/2011
ASP (By:12/2018)
Procedures are in place. A procedures revision was Completed
performed in 2013. ATCOs were trained for applicable
Mil. procedures for OAT‐IFR transit. The procedures are to
‐ 100%
Authority be validated within Eurocontrol EURO OAT exercise to 31/12/2013
confirm and correlate cross‐border procedures for Euro
OATTS.
ATS procedures are in place to ensure GAT/OAT Completed
interface. Procedures for handling OAT‐IFR are
ROMATSA ‐ 100%
applicable. A procedures revision was performed in 31/12/2013
2013.
MIL (By:12/2018)
The new edition of GAT/OAT procedures are in place. Completed
MIL ATC personnel have been qualified to provide ATS
to OAT‐IFR flights in accordance with national
Mil.
regulations. A validation exercise to confirm the ‐ 100%
Authority 31/12/2014
EUROAT routes was performed in 2016. The exercise
harmonized military rules for OAT IFR and created
conditions to complete the objective.


ASM Support Tools to Support Advanced FUA (AFUA)
AOM19.1 Timescales:
78% Ongoing
(PCP) Initial operational capability: 01/01/2011
‐
‐ 31/12/2018
ASP (By:12/2018)
ASM system support implemented (LARA). Ongoing
AUP/UUP is daily sent to CADF NM Eurocontrol via
ROMATSA CIAM. ‐ 78%
31/12/2018
A process of planning and allocation is in place.
Requested KPIs are currently reported.

ASM Management of Real‐Time Airspace Data
AOM19.2 Timescales:
0% Planned
‐
Connecting LARA to the new ATM ROMATSA System is planned. 31/12/2021
ASP (By:12/2021)
Connecting LARA to the new ATM ROMATSA System is Planned
ROMATSA ‐ 0%
planned. 31/12/2021

Full Rolling ASM/ATFCM Process and ASM Information Sharing
AOM19.3 Timescales:
55% Ongoing
‐
‐ 31/12/2021
ASP (By:12/2021)
AUP/UUP (Airspace Use Plan / Updated Airspace Use Ongoing
Plan) is daily sent to CADF NM Eurocontrol via CIAM.
ROMATSA The pre‐operational B2B certificate for LARA interface to ‐ 55%
31/12/2021
manage AUP/UUP in relation to NM Eurocontrol tested,
not yet validated.

Direct Routing

AOM21.1 Not
(Outside Applicability Area) %
(PCP) Applicable
Timescales:
‐ not applicable ‐
‐
Objective not applicable because Romania implemented night FRA on November 2013 (See
‐
applicability area).
ASP (By:12/2017)
Not
Objective not applicable because Romania implemented
ROMATSA ‐ % Applicable
night FRA on November 2013 (See applicability area).
‐


Free Route Airspace
AOM21.2 Timescales:
100% Completed
‐
Night FRA within FIR Bucuresti was implemented in November 2013. As a further step in FRA
implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR (N‐FRAB)
has been implemented starting from the 20th of August 2015. Following the coordination
30/11/2013
process between ROMASTA, BULATSA and HUNGAROCONTROL, in order to extend the Night
FRA operations between Hungary, Romania and Bulgaria SEEN‐FRA (South East European Night
Free Route) was implemented on 30th of March 2017.
ASP (By:12/2021)
Free Route Completed
Airspace /
Regional
Night FRA within FIR Bucuresti was implemented in
ROMATSA Route 100%
November 2013. 30/11/2013
Network
Developmen
ts

Advanced Surface Movement Guidance and Control System A‐SMGCS
Surveillance (former Level 1)
AOP04.1 Timescales: 74% Late
The A‐SMGCS is currently under implementation.
05/02/2018
The status is late because Romania has joined the applicability area in 2011.
REG (By:12/2010)
Late
RCAA All lines of action are currently under implementation. ‐ 40%
05/02/2018
ASP (By:12/2011)
All lines of action are currently under implementation. Implementa Late
ROMATSA The status is late because Romania has joined the tion of level 92%
05/02/2018
applicability area in 2011. 2 A‐SMGCS
APO (By:12/2010)
BUCHAREST Completed
Apt.
All lines of action were implemented. ‐ 100%
Administrati 31/12/2016
on


Advanced Surface Movement Guidance and Control System (A‐
SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former
Level 2)
AOP04.2 79% Late
Timescales:
The A‐SMGCS Level 2 is currently under implementation.
05/02/2018
The status is late because Romania has joined the applicability area in 2011.
ASP (By:12/2017)
A‐SMGCS control equipment installation was finalised, Late
the system being authorized by CAA in November 2015
and accepted for operational use in December 2016.
The surveillance component (SMR) of the A‐SMGCS
system has been operational since March 2017, with the
CTA TWR Otopeni staff being GMS authorized. The Implementa
ROMATSA electronic strips component installed at TWR Otopeni tion of level 92%
05/02/2018
interfaces with the ATM 2015+ (Indra) system, the 2 A‐SMGCS
operational implementation date being correlated with
the implementation date of the new ATM 2015+ system.
Operational procedures to be implemented in 2018.
The status is late because Romania has joined the
applicability area in 2011.
APO (By:12/2017)
BUCHAREST Late
The system implemented is Level 2 by design. Working
Apt.
positions for Apt. Administration will provide required ‐ 40%
control functions.
on

Airport Collaborative Decision Making (A‐CDM)
Not
AOP05 Timescales: %
Applicable
Romania is not in the applicability area of the objective. ‐
ASP (By:12/2016)
Not
ROMATSA Not in the applicability area. ‐ % Applicable
‐
APO (By:12/2016)
BUCHAREST Not
Apt. Applicable
Not applicable ‐ %
Administrati
‐
on


Time‐Based Separation
AOP10 Not
Timescales: %
(PCP) Applicable
REG (By:12/2023)
ASP (By:12/2023)

Initial Airport Operations Plan
AOP11 Timescales:
0% No Plan
(PCP) Initial Operational Capability: 01/01/2015
Full Operational Capability: 31/12/2021
The Airport Administration has not yet defined a plan for the implementation of this objective.
ROMATSA is awaiting for the Airport Operators to set up the Airport Operational Plan and the ‐
local agreements for the provision of AOP information under ROMATSA responsibility.
ASP (By:12/2021)
ROMATSA is awaiting for the Airport Operators to set up No Plan
the Airport Operational Plan and the local agreements
ROMATSA ‐ 0%
for the provision of AOP information under ROMATSA ‐
responsibility.
APO (By:12/2021)
BUCHAREST No Plan
Apt. The Airport Administration has not yet defined a plan
‐ 0%
Administrati for the implementation of this objective. ‐
on

Improve Runway and Airfield Safety with Conflicting ATC Clearances
(CATC) Detection and Conformance Monitoring Alerts for Controllers
AOP12 Not
(CMAC) %
(PCP) Applicable
Timescales:
ASP (By:12/2020)
APO (By:12/2020)

Automated Assistance to Controller for Surface Movement Planning
AOP13 and Routing Not
%
(PCP) Timescales: Applicable
REG (By:12/2023)
ASP (By:12/2023)
Not
ROMATSA Romania is not in the applicability area of the objective. ‐ % Applicable
‐


Ground‐Based Safety Nets
Timescales:
ATC02.8 75% Late
‐
Ground systems have been upgraded to support the DAIW function. DAIW function ready for
operational use.
Ground systems have been upgraded to support the MSAW function. MSAW function ready
for operational use. 05/02/2018
Ground‐based safety tool systems and associated procedures supporting the APM function
planned to be implemented in the future version of the Romanian ATM System (ROMATSA
ATM 2015+).
ASP (By:12/2016)
Ground systems have been upgraded to support the Late
DAIW function. DAIW function ready for operational
use.
Ground systems have been upgraded to support the
MSAW function. MSAW function ready for operational
ROMATSA ‐ 75%
use. 05/02/2018
Ground‐based safety tool systems and associated
procedures supporting the APM function planned to be
implemented in the future version of the Romanian
ATM System (ROMATSA ATM 2015+).

Enhanced Short Term Conflict Alert (STCA) for TMAs
Timescales: Not
ATC02.9 %
Initial operational capability: 01/01/2018 Applicable
‐
Taking into consideration the complexity of TMAs in FIR Bucuresti, we consider this objective
‐
not applicable at this moment.
ASP (By:12/2020)
Taking into consideration the complexity of TMAs in FIR Not
ROMATSA Bucuresti, we consider this objective not applicable at ‐ % Applicable
this moment. ‐

AMAN Tools and Procedures
Timescales:
ATC07.1 0% Planned
ROMATSA is in the process of identifying the solution for AMAN implementation, in order to
develop the operational, technical and safety requirements for AMAN in the context of the 31/12/2019
new ATM system 2015+.
ASP (By:12/2019)
ROMATSA is in the process of identifying the solution for Planned
ATM System
AMAN implementation, in order to develop the
ROMATSA ROMATSA 0%
operational, technical and safety requirements for 31/12/2019
2015+
AMAN in the context of the new ATM system 2015+.


Automated Support for Conflict Detection, Resolution Support
Information and Conformance Monitoring
ATC12.1 Timescales: 87% Ongoing
‐
Most of the functions (detection conflicts and risks functions, as well as conformance
monitoring function) are already implemented, documented and in operational use in the
actual ATM system. The rest (resolution support information ‐ e/g conflict probe and passive 05/02/2018
conflict resolution advisor, as well as VERA function) are planned to be implemented and used
operationally in the future version of the Romanian ATM System (ROMATSA ATM 2015+).
ASP (By:12/2021)
Most of the functions (detection conflicts and risks Ongoing
functions, as well as conformance monitoring function)
are already implemented, documented and in
operational use in the actual ATM system. The rest ATM System
ROMATSA (resolution support information ‐ e/g conflict probe and ROMATSA 87%
05/02/2018
passive conflict resolution advisor, as well as VERA 2015+
function) are planned to be implemented and used
operationally in the future version of the Romanian ATM
System (ROMATSA ATM 2015+).

Information Exchange with En‐route in Support of AMAN
Timescales:
ATC15.1 3% Late
‐
The objective is planned to be implemented in the future version of the Romanian ATM System
31/12/2019
(ROMATSA ATM 2015+).
ASP (By:12/2017)
The objective is planned to be implemented in the ATM System Late
ROMATSA future version of the Romanian ATM System (ROMATSA ROMATSA 3%
31/12/2019
ATM 2015+). 2015+

Arrival Management Extended to En‐route Airspace
ATC15.2 Timescales:
% No Plan
‐
ROMATSA has not yet defined a project management/implementation plan for this objective. ‐
ASP (By:12/2023)
No Plan
ROMATSA ‐ ‐ %
‐


Electronic Dialogue as Automated Assistance to Controller during
Coordination and Transfer
ATC17 Timescales: 85% Ongoing
‐
Electronic Dialogue as Automated Assistance to Controller during Transfer is partly
implemented, in operational use. Electronic Dialogue as Automated Assistance to Controller
during Coordination is implemented and not yet in operational use. Operational use of 31/12/2018
Coordination dialogue is pending and depends on the agreement with neighbouring ACCs and
availability of the functions in their ATC systems.
ASP (By:12/2018)
ATM System Ongoing
PAC, TIM, ROF, COF, MAS functions documented, ROMATSA
implemented, and in operational use. The rest of the 2015+ /
functions are documented and implemented, not yet in OLDI
ROMATSA 85%
operational use. Operational use is pending and interface 31/12/2018
depends on the agreement with neighbouring ACCs and and related
availability of the functions in their ATC systems. functionaliti
es upgrade

Migrate from AFTN to AMHS
Timescales:
COM10 100% Completed
‐
Extended AMHS is implemented (directory services, security mechanisms ‐ authentication
password, File Transfer Body Part) and activated early 2015. The AMHS is already operational
at FAB level.
31/12/2017
MIL stakeholder is client to the same AMHS system.
The procedures for military are not fully in place however the impact is minimum and do not
affect the overall progress that is considered as completed.
ASP (By:12/2018)
Mil. MIL AIS Center stakeholder is client to the same AMHS Completed
‐ 100%
Authority system. 31/12/2017
Extended AMHS is implemented (directory services, Completed
Regional
security mechanisms ‐ authentication password, File
ROMATSA Communicat 100%
Transfer Body Part) and activated early 2015. The AMHS 31/03/2015
ion Network
is already operational at FAB level.


Voice over Internet Protocol (VoIP)
Timescales:
COM11 61% Ongoing
‐
Plans are in place for the implementation of ASP lines of action in due time.
For the military, currently MIL capability (ground air ground communication) is ensured over IP 31/12/2020
network. Radio stations with VoIP capability are planned to be installed by 2018
ASP (By:12/2020)
For the military, currently MIL capability (ground air Ongoing
Mil. ground communication) is ensured over IP network.
‐ 25%
Authority Radio stations with VoIP capability are planned to be 31/12/2020
installed by 2020.
Inter‐centre VoIP capability operational middle 2016. Ongoing
Regional
Radio stations with VoIP capability already installed.
Communicat
Voice Communication System in Bucharest ACC
ion Network
ROMATSA operational since September 2016. 97%
/ VCCS 30/06/2018
Full Capability with upgrade of all radio stations planned
Replacemen
for June 2018.
t

New Pan‐European Network Service (NewPENS)
COM12 Timescales:
0% No Plan
Full operational capability (33 ANSPs): 31/12/2020
‐
‐ ‐
ASP (By:12/2024)
ROMATSA has not yet defined a Project No Plan
ROMATSA Management/implementation Plan for the applicable ‐ 0%
‐
LoAs.
APO (By:12/2024)
BUCHAREST No Plan
Apt.
‐ ‐ 0%
Administrati ‐
on

Continuous Descent Operations (CDO)
Timescales:
ENV01 45% Late
CDA is applied to the tactical phase; further study on publishing CDA procedures is under
31/12/2018
development. CDA approach is authorized on pilots' request.
ASP (By:12/2013)
CDA is applied to the tactical phase; further study on Late
ROMATSA publishing CDA procedures is under development. CDA ‐ 43%
31/12/2018
approach is authorized on pilots' request.
APO (By:12/2013)
BUCHAREST Late
CDA trials have been performed at Henri Coanda
Apt.
International Airport. CDA approach is authorized on ‐ 50%
pilots' request. There are no published procedures.
on

Airport Collaborative Environmental Management
Not
ENV02 Timescales: %
Applicable
ASP (By:12/2016)
Not
‐
APO (By:12/2016)
BUCHAREST Not
Apt. Applicable
Romania is not in the applicability area of the objective. ‐ %
Administrati
‐
on

Collaborative Flight Planning
Timescales:
FCM03 100% Completed
‐
Automatic receiving and processing of ICAO FPL/RPL IFPS data is already in use. 31/12/2012
ASP (By:12/2017)
ATM System Completed
Automatic receiving and processing of ICAO FPL/RPL
ROMATSA ROMATSA 100%
IFPS data is already in use. 31/12/2012
2015+

Short Term ATFCM Measures (STAM) ‐ Phase 1

Not
FCM04.1 (Outside Applicability Area) %
Applicable
Timescales:
‐
ASP (By:10/2017)
Not
‐

Short Term ATFCM Measures (STAM) ‐ Phase 2
FCM04.2 Timescales:
0% No Plan
‐
ASP (By:12/2021)
ROMATSA has not yet defined a project No Plan
ROMATSA ‐ 0%
management/implementation plan for this objective. ‐


Interactive Rolling NOP
FCM05 Timescales:
0% Planned
‐
The objective is planned to be implemented. 31/12/2021
ASP (By:12/2021)
For the time being we are waiting for further Planned
ROMATSA ‐ 0%
development of NOP Portal. 31/12/2021
APO (By:12/2021)
BUCHAREST Planned
Apt.
The objective is planned to be implemented. ‐ 0%
on

Traffic Complexity Assessment
FCM06 Timescales:
0% No Plan
‐
ROMATSA has not yet defined a project management/implementation plan for this objective
‐
but has the intention to implement it in the next years.
ASP (By:12/2021)
ROMATSA management/implementation plan for this objective but ‐ 0%
‐
has the intention to implement it in the next years.

Extended Flight Plan
FCM08 Timescales:
0% No Plan
‐
ASP (By:12/2021)
ROMATSA ‐ 0%
management/implementation plan for this objective. ‐


Electronic Terrain and Obstacle Data (eTOD)
Timescales:
INF07 70% Late
‐
Romania developed the eTOD national implementation framework in order to identify the
responsibilities regarding the collection, maintenance and provision of eTOD according to the
30/11/2020
ICAO Annex 15 requirements. However, taking into account the differences sent to ICAO,
Romania is not able to ensure the availability of eTOD until November 2020.
REG (By:05/2018)
RCAA managed to ensure the development of the eTOD Late
national implementation framework (RACR‐ATS, RACR‐
AIS, RACR‐CPPZI, PIAC‐AD‐SCOBST and (EU) Regulation
no.139/2014) in order to identify the responsibilities
regarding the collection, maintenance and provision of
eTOD according to the ICAO Annex 15 requirements.
The ICAO Annex 15 provisions have been transposed
RCAA ‐ 80%
into national legislation through RACR‐AIS ed.3/2015. 30/11/2020
However, taking into account the differences sent to
ICAO, Romania is not able to ensure the availability of
eTOD until November 2020.
The oversight of eTOD is performed in the context of the
(EU) Regulation no.73/2010 and (EU) Regulation
no.139/2014 implementation.
ASP (By:05/2018)
ROMATSA is planning to publish the TOD collected, Late
Integrated
ROMATSA managed and provided by data originators, when 40%
AIM System 30/11/2020
available.
APO (By:05/2018)
BUCHAREST Late
Apt. Specific requirements identified according to the eTOD
‐ 70%
Administrati provisions from the national legislation 30/11/2020
on

Aircraft Identification
Timescales:
ITY‐ACID 83% Ongoing
Entry into force of the Regulation: 13/12/2011
System capability: 02/01/2020
‐
All the appropriate systems were upgraded and put into service, allowing the establishment of
the individual aircraft identification using the downlinked aircraft identification. 31/12/2018
Training almost completed with plans in place to complete it for all TWR ATCOs in due time.
ASP (By:01/2020)
All the appropriate systems were upgraded and put into Ongoing
service, allowing the establishment of the individual
ROMATSA ‐ 83%
aircraft identification using the downlinked aircraft 31/12/2018
identification.


Ensure Quality of Aeronautical Data and Aeronautical Information
Timescales:
Entry into force of the regulation: 16/02/2010
Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by:
ITY‐ADQ 54% Late
30/06/2013
Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to
be implemented by: 30/06/2014
All data requirements implemented by: 30/06/2017
‐
For the time being the NSA verifies during audits to ANS providers specific requirements
concerning data quality which are also to be found in Regulation 73/2010.
Lines of action associated to the objective will be implemented in accordance with the 31/12/2020
provisions of Regulation 73/2010, but It is foreseen that delays will occur due to the
implementation of an Integrated AIM System.
REG (By:06/2017)
Formal arrangements are verified and accepted. Completed
Mil. For the military the implementation of the whole
‐ 100%
Authority objective is under review in accordance with Regulation 30/06/2017
73/2010.
NSA verifies during audits to ANS providers specific Late
requirements concerning data quality which are also to
RCAA be found in Regulation 73/2010. Lines of action ‐ 70%
31/12/2020
associated to the objective will be implemented in
accordance with the provisions of Regulation 73/2010
ASP (By:06/2017)
Lines of action associated to the objective will be Late
Integrated
ROMATSA implemented in accordance with the provisions of 74%
AIM System 31/12/2020
Regulation 73/2010.
Mil. For the military, the whole objective is under review in Late
‐ 74%
Authority accordance with Regulation 73/2010. 01/12/2019
APO (By:06/2017)
BUCHAREST Late
All lines of action associated to the objective will be
Apt.
implemented in accordance with the provisions of ‐ 17%
Regulation 73/2010.
on


Initial ATC Air‐Ground Data Link Services
Timescales:
ITY‐AGDL Entry into force: 06/02/2009 64% Ongoing
ATS unit operational capability: 05/02/2018
Aircraft capability: 05/02/2020
‐
Ground communication systems are installed to comply with A/G data communication
requirements, tested, validated and ready to be put in operation. Plans are in place to put into
operation the communication infrastructure to handle AGDL services. 05/02/2018
Budgeted plans are in place to implement AGDL services in compliance to the Commission
Implementing Regulation (EU) No 310/2015 amending Regulation (EU) No 29/2009.
REG (By:02/2018)
Not
MoT ‐ ‐ % Applicable
‐
For the time being, this objective is planned to be Planned
RCAA ‐ 0%
implemented. 05/02/2018
ASP (By:02/2018)
ATM System Ongoing
Ground communication systems are installed to comply ROMATSA
with A/G data communication requirements, tested, 2015+ /
ROMATSA validated and ready to be put in operation. Plans are in DATALINK 74%
05/02/2018
place to put into operation the communication CPDLC /
infrastructure to handle AGDL services in due time. Free Route
Airspace
MIL (By:01/2019)
Not
Mil.
‐ ‐ % Applicable
Authority
‐


8,33 kHz Air‐Ground Voice Channel Spacing below FL195
Timescales:
Entry into force: 07/12/2012
New and upgraded radio equipment: 17/11/2013
New or upgraded radios on State aircraft: 01/01/2014
ITY‐AGVCS2 53% Ongoing
Interim target for freq. conversions: 31/12/2014
All radio equipment: 31/12/2017
All frequencies converted: 31/12/2018
State aircraft equipped, except those notified to EC: 31/12/2018
State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020
‐
Associated lines of action specific for this objective are planned to be implemented in due time. 31/12/2018
REG (By:12/2018)
An Implementation plan has been agreed with the ANSP Ongoing
and a timeframe has been established in order to
comply with the Regulation (EU) No 1079/2012
provisions.
At national level, an AIC has been published in the
Romanian AIP and a set of questionnaires has been sent
to the operators and other users or owners of radios in
order to advise them regarding the compliance with the
applicable provisions.
RCAA Safety and military exemptions have been ‐ 35%
31/12/2018
communicated to the Network Manager.
According to the ANSP, 98% of the voice communication
systems have been already upgraded, tested, validated
and in operational use, with the remaining ones to be
entirely upgraded by june 2018.
During 2017, the ANSP has converted 14 frequencies
that will be published in the AIP as soon as possible. The
AIP will be amended accordingly with the regulation
provisions as the Network Manager recommended.
ASP (By:12/2018)
98% of the voice communication systems have been Ongoing
already upgraded, tested, validated and in operational
ROMATSA ‐ 50%
use, with the remaining ones to be entirely upgraded by 31/12/2018
June 2018.
MIL (By:12/2020)
According to the provisions of Regulation (EU) No Completed
1079/2012 actual and future acquisitions plans for
Mil. ground and airborne communication systems were
‐ 100%
Authority developed taking into consideration 8.33 requirement. 31/12/2016
However 25 KHz is maintained only for the old a/c in
service in military OAT.
APO (By:12/2018)
Bucharest Apt. Administration does not hold any VHF Ongoing
BUCHAREST
radios and frequencies in aeronautical COMM band.
Apt.
An agreement with the ANSP has been established in ‐ 40%
order to provide all necessary radio stations to be used
on
if needed,


Common Flight Message Transfer Protocol (FMTP)
Timescales:
Entry into force of regulation: 28/06/2007
All EATMN systems put into service after 01/01/09: 01/01/2009
ITY‐FMTP 100% Completed
All EATMN systems in operation by 20/04/11: 20/04/2011
Transitional arrangements: 31/12/2012
Transitional arrangements when bilaterally agreed between ANSPs:
31/12/2014
‐
The national data communication network has got such a capability. The operational ATM
system is FMTP capable and FMTP is implemented between Arad, Bucharest, Constanta
30/04/2013
systems with adjacent countries (Belgrade, Budapest, Sofia, Chisinau ATM systems).
Coordination with Ukraine is pending, subject to the adjacent ANSP's similar capabilities.
ASP (By:12/2014)
The national data communication network has got such Completed
a capability. The operational ATM system is FMTP OLDI
capable and FMTP is implemented between Arad, interface
ROMATSA Bucharest, Constanta systems with adjacent countries and related 100%
30/04/2013
(Belgrade, Budapest, Sofia, Chisinau ATM systems). functionaliti
Coordination with Ukraine is pending, subject to the es upgrade
adjacent ANSP's similar capabilities.
MIL (By:12/2014)
MIL is using ROMATSA system. The communication Not
equipment has been upgraded for AOC. The decision for Applicable
Mil.
further implementation on the military bases will be ‐ %
Authority
taken into consideration pending on the opening for ‐
GAT traffic.


Surveillance Performance and Interoperability
Timescales:
Entry into force of regulation: 13/12/2011
ATS unit operational capability: 12/12/2013
ITY‐SPI 84% Ongoing
EHS and ADS‐B Out in transport‐type State aircraft : 07/06/2020
ELS in transport‐type State aircraft : 07/06/2020
Ensure training of MIL personnel: 07/06/2020
Retrofit aircraft capability: 07/06/2020
‐
The objective if fully completed for all stakeholders except MIL. Interoperability of surveillance
data is already ensured. Safety assessment for changes introduced to the surveillance
31/12/2019
infrastructure as well as training of personnel performed. Formal NSA acceptance of the safety
assessment reports communicated to the ANSP.
REG (By:02/2015)
The objective if fully completed. Formal NSA acceptance Completed
RCAA of the safety assessment reports communicated to the ‐ 100%
30/09/2012
ANSP.
ASP (By:02/2015)
Technical Completed
The objective if fully completed. Interoperability of
Rationalisati
surveillance data is already ensured. Safety assessment
ROMATSA on and 100%
for changes introduced to the surveillance infrastructure 31/03/2012
Infrastructur
as well as training of personnel performed.
e
MIL (By:06/2020)
All transport aircrafts already in service are equipped Ongoing
with MODE S Elementary Surveillance. However this
Mil. requirement was included as mandatory for the new
‐ 57%
Authority acquisition processes and modernization. There are no 31/12/2019
plans to equip with MODE S the old State aircraft that
will be out of service by 01 January 2024.

RNAV 1 in TMA Operations
Timescales:
NAV03.1 100% Completed
‐
SLoAs are completed. 31/01/2010
ASP (By:12/2023)
RNAV routes are currently implemented within 3 Completed
(Bucuresti, Arad, Napoc) of the 4 Romanian TMAs. Plans
for the implementation of DME equipment to ensure
RNAV capability in TMA Constanta are in place.
Therefore we do not consider that it is necessary to
ROMATSA develop an airspace concept based on RNAV1 unless a ‐ 100%
31/01/2010
new TMA would be implemented (study and plan to
implement RNAV 1 routes where such implementation
can be demonstrated to provide additional capacity and
where the implementation of such routes can be
identified as operationally acceptable).


RNP 1 in TMA Operations
NAV03.2 Timescales: Not
%
(PCP) Initial operational capability: 01/01/2018 Applicable
‐
We consider this objective not applicable, until a need for TMAs airspace in FIR Bucuresti
‐
optimization might be identified.
ASP (By:12/2023)
We consider this objective not applicable, until a need Not
ROMATSA for TMAs airspace in FIR Bucuresti optimization might be ‐ % Applicable
identified. ‐

APV Procedures
Timescales:
NAV10 55% Late
‐
The lines of action for this objective are under planning at ASP and REG level. EGNOS full
coverage expected to be provided in 2020.
Due to limited EGNOS coverage (in terms of continuity) the airports located in the eastern and 31/12/2019
south‐eastern part of Romania are not subject to the objective's applicability.
APV procedures were approved and published for Cluj airport.
REG (By:04/2016)
Actions are planned in coordination with all Late
stakeholders. Currently, ESSP does not ensure the
required APV‐I signal over the entire Romanian airspace.
RCAA APV procedures developed for 2 airports (Cluj, Arad). ‐ 10%
31/12/2019
Plans are in place for the remaining 7 airports.
APV procedures were approved and published for Cluj
airport.
ASP (By:12/2016)
The lines of action for this objective are under planning Late
at ASP and REG level. EGNOS full coverage expected to
be provided in 2020.
ROMATSA Due to limited EGNOS coverage (in terms of continuity) ‐ 70%
31/12/2019
the airports located in the eastern and south‐eastern
part of Romania are not subject to the objective's
applicability.


Improve Runway Safety by Preventing Runway Excursions
Timescales:
SAF11 73% Late
‐
The applicable measures contained in the European Action Plan for the Prevention of Runway
Excursion are partially implemented. Related actions are in progress to implement the
31/01/2018
appropriate parts of the European Action Plan for the Prevention of Runway Excursions that
have not been yet implemented.
REG (By:01/2018)
The applicable measures contained in the European Late
RCAA Action Plan for the Prevention of Runway Excursion are ‐ 25%
31/01/2018
partially implemented.
ASP (By:12/2014)
The applicable measures contained in the European Completed
Mil.
Action Plan for the Prevention of Runway Excursion are ‐ 100%
partially implemented.
Most of the applicable measures of the European Action Late
Plan for the Prevention of Runway Excursions have been
already implemented. Related actions are in progress to
implement the appropriate parts of the European Action
ROMATSA ‐ 75%
Plan for the Prevention of Runway Excursions that has 31/01/2018
not been yet implemented: infrastructure implemented,
contract to be signed for service provision for digital
transmission of ATIS messages.
APO (By:12/2014)
BUCHAREST Completed
Apt.
Lines of actions are implemented. ‐ 100%
on
Mil. Completed
Lines of actions were implemented by Mil. Authority. ‐ 100%


Additional Objectives for ICAO ASBU Monitoring

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA)
‐ level 2 for en‐route operations
ATC02.2 Timescales: 100% Completed
‐
The objective has been completed as appropriate, including Terminal Air Traffic control. RCAA
has accepted the introduction of STCA L2 in accordance with EUROCONTROL specifications. 31/01/2013
Safety oversight for the change was performed and formal acceptance issued by the NSA.
ASP (By:01/2013)
The objective has been completed, including Terminal Completed
ROMATSA ‐ 100%
Air Traffic control. 31/07/2012
Mil. The objective has been completed, including Terminal Completed
‐ 100%
Authority Air Traffic control. 31/01/2013

Implement ACAS II compliant with TCAS II change 7.1
Timescales:
ATC16 100% Completed
‐
The whole objective has been implemented in accordance with the (EU) Regulation no.
31/12/2015
1332/2011. Aircraft operators implemented all ACAS II requirements.
REG (By:12/2015)
The whole objective has been implemented in Completed
accordance with the (EU) Regulation no. 1332/2011.
RCAA ‐ 100%
Aircraft operators have implemented all ACAS II 31/12/2015
requirements.
ASP (By:03/2012)
The objective is completed. Training plan and package Completed
developed and all concerned personnel trained. A
ROMATSA ‐ 100%
monitoring of the performance of ACAS in the ATC 31/03/2012
environment is in place.
MIL (By:12/2015)
Train aircrews of tactical aircraft completed. Actual state Completed
transport aircrafts are ACAS II (TCAS II version 7.0)
Mil.
compliant. The fleet renewal programme is completed ‐ 100%
and there are no plans to upgrade the equipment to
version 7.1.


Implement enhanced tactical flow management services
Timescales:
FCM01 100% Completed
‐
First System Activation (FSA) and CPR are already sent to CFMU. FSA for holding has been
31/03/2013
implemented and needs to be validated by the CFMU.
ASP (By:07/2014)
First System Activation (FSA) and CPR are already sent to Completed
ROMATSA CFMU. FSA for holding has been implemented and ‐ 100%
31/03/2013
needs to be validated by the CFMU.

Implement integrated briefing
Timescales:
INF04 10% Late
‐
Integrated Briefing is part of the new AIM System ADQ compliant to be implemented by
31/12/2020.
31/12/2020
For MIL stakeholders the objective is under review and further consideration based on civil‐
military cooperation with ROMATSA. So far the objective is considered not applicable.
ASP (By:12/2012)
Integrated Briefing is part of the new AIM System ADQ Late
ROMATSA ‐ 10%
compliant to be implemented by 31/12/2020. 31/12/2020
For MIL stakeholders the objective is under review and Not
Mil. further consideration based on civil‐military cooperation Applicable
‐ %
Authority with ROMATSA. So far the objective it is considered not
‐
applicable.


Implementation of ground‐ground automated co‐ordination processes
Timescales:
Entry into force of Regulation: 27/07/2006
For putting into service of EATMN systems in respect of notification and
ITY‐COTR initial coordination processes: 27/07/2006 93% Late
For putting into service of EATMN systems in respect of Revision of
Coordination, Abrogation of Coordination, Basic Flight Data and Change
to Basic Flight Data: 01/01/2009
To all EATMN systems in operation by 12/2012: 31/12/2012
‐
Objective is partially implemented. Full implementation is planned. The current ATM systems
at Bucharest ACC, Constanta APP and Arad APP are capable of sending and receiving a
complete set of basic OLDI messages (ACT, LAM, PAC, REV, MAC ABI, BFD, CFD). The Basic Flight 31/12/2018
Data process and the Change of the Basic Flight Data process are implemented, tested but not
in operational use.
ASP (By:12/2012)
Objective is currently partly implemented. Full Late
implementation is planned. The current ATM systems at
Bucharest ACC, Constanta APP and Arad APP are
capable of sending and receiving a complete set of basic
ROMATSA ‐ 97%
OLDI messages (ACT, LAM, PAC, REV, MAC ABI, BFD, 31/12/2018
CFD). The Basic Flight Data process and the Change of
the Basic Flight Data process are implemented, tested
but not in operational use.
MIL (By:12/2012)
The Basic Flight Data process and the Change of the Late
Mil.
Basic Flight Data process are implemented, tested but ‐ 75%
not in operational use.


Local Objectives

Note: Local Objectives are addressing solutions that are considered beneficial for specific operating
environments, therefore for which a clear widespread commitment has not been expressed yet. They are
characterised with no deadline and voluntary applicability area.

Remote Tower Services Not
AOP14 %
Applicability and timescale: Local Applicable
This objective is not applicable for the moment. ‐

Multi‐Sector Planning En‐route ‐ 1P2T
ATC18 100% Completed
Applicability and timescale: Local
‐
Dual sector planning already implemented in ACC Bucuresti in accordance with the specific
operational procedure in place, 1P2T is operational only during periods with low traffic, at the ‐
discretion of the shift supervisor.

Continuous Climb Operations (CCO)
ENV03 75% Ongoing
LRAR ‐ ARAD/ARAD
RNAV‐1 (DME/DME) SIDs are implemented in ARAD TMA for LRAR starting November 2012.
SID routes were developed in co‐ordination with Romanian aircraft operators and they are 31/12/2020
taking into account CCO principles.

ENV03 75% Ongoing
LRBS ‐ BUCURESTI/BANEASA‐AUREL VLAICU
RNAV‐1 (DME/DME) SIDs are implemented in Bucuresti TMA for LRBS starting December 2012.

ENV03 75% Ongoing
LRCL ‐ CLUJ NAPOCA/CLUJ NAPOCA
RNAV‐1 (DME/DME) SIDs are implemented in NAPOC TMA for LRCL starting November 2016.

ENV03 75% Ongoing
RNAV‐1 (DME/DME) SIDs are implemented in Bucuresti TMA for LROP starting December 2012.

ENV03 75% Ongoing
LRSB ‐ SIBIU/SIBIU
RNAV‐1 (DME/DME) SIDs are implemented in NAPOC TMA for LRSB starting November 2016.


ENV03 75% Ongoing
LRTM ‐ TARGU MURES/VIDRASAU
RNAV‐1 (DME/DME) SIDs are implemented in NAPOC TMA for LRTM starting November 2016.

ENV03 75% Ongoing
LRTR ‐ TIMISOARA/TRAIAN VUIA
RNAV‐1 (DME/DME) SIDs are implemented in ARAD TMA for LRTR starting 2012.
Optimised Low‐Level IFR Routes in TMA for Rotorcraft
Not
NAV12 %
Applicable
‐
We consider this objective not applicable, until a need for TMAs airspace in FIR Bucuresti
‐
optimization might be identified.


ANNEXES

ANNEX A ‐ Specialists involved in the LSSIP Process

LSSIP Co‐ordination

LSSIP Focal Points Organisation Name
LSSIP National Focal Point for Romania RCAA Anca IRIMIE

LSSIP Focal Point for NSA/CAA MoT – ATD Răzvan IONESCU
LSSIP Focal Point for ANSP ROMATSA Virginia COMAN
"Bucharest Airports" National
LSSIP Focal Point for Airport Ruxandra CAPOTĂ
Company
LSSIP Focal Point for Military Romanian Air Force Marius RĂDOI

EUROCONTROL LSSIP Support

Function Directorate Name
LSSIP Contact Person for Romania DECMA/PEPR Ana Paula FRANGOLHO


Implementation Objectives

Implementation EUROCONTROL PEPR EUROCONTROL Objective National Stakeholder
Objective Objective Coordinator Owners Specialist
Georgel ZAHARIA
Daniela BRATESCU
AOM13.1 A. DYBOWSKA O. MROWICKI/ C. LUCCIOLI
Adrian CODI
Gheorghe CATRINA
Daniela BRATESCU
G. ACAMPORA / Adrian CODI
AOM19.1 O. ALFARO
O. MROWICKI Adrian STEFAN
Gheorghe CATRINA
Daniela BRATESCU
AOM19.2 O. ALFARO
Gheorghe CATRINA
Daniela BRATESCU
AOM19.3 O. ALFARO
Gheorghe CATRINA
AOM21.1 A. DYBOWSKA C. BRAIN
Daniela BRATESCU
AOM21.2 A. DYBOWSKA C. BRAIN Elisabeta PLAMADEALA
Andreea STRAT
Anca IRIMIE
Julieta AVRAM
AOP04.1 P. VRANJKOVIC R. GRAHAM Ruxandra CAPOTĂ
Andreea STRAT
Vasile TOCU
Anca IRIMIE
Julieta AVRAM
AOP04.2 P. VRANJKOVIC R. GRAHAM Ruxandra CAPOTĂ
Andreea STRAT
Vasile TOCU
AOP05 F. ROOSELEER M. BIRENHEIDE
AOP10 F. ROOSELEER R. GRAHAM
Radu MANZAT
AOP11 F. ROOSELEER M. BIRENHEIDE
Anca IRIMIE
Ruxandra CAPOTĂ
AOP12 P. VRANJKOVIC R. GRAHAM
AOP13 P. VRANJKOVIC R. GRAHAM
AOP14 A. DYBOWSKA R. GRAHAM / G. ASSIRE

Miron TUDORAN
ATC02.8 F. ROOSELEER S. DROZDOWSKI Eduard ACUJBOAEI
Catalin MARINCA
ATC02.9 F. ROOSELEER S. DROZDOWSKI
ATC07.1 L. DELL’ORTO pending Catalin MARINCA
Anca IRIMIE
ATC12.1 L. DELL’ORTO pending Miron TUDORAN
Eduard ACUJBOAEI
Daniela BRATESCU
ATC15.1 L. DELL’ORTO pending
Catalin MARINCA
ATC15.2 L. DELL’ORTO P. HOP
Anca IRIMIE
ATC17 L. DELL’ORTO S. MORTON
Claudiu CRUCEANU
ATC18 L. DELL’ORTO I. PENDACHANSKI
Mariana SPÂNU
COM10 J. PINTO Y. EYUBOGLU Romulus HARDA
Constantin BOTOLAN
Mariana SPÂNU
COM11 J. PINTO L. POPESCU Dan ALBEANU
Cosmin DUMITRESCU
Dan ALBEANU
COM12 J. PINTO W. JANSSENS
Cosmin DUMITRESCU
ENV01 B. HILL D. BRAIN Dan NICU
ENV02 B. HILL S. MAHONY
ENV03 A‐P. FRANGOLHO D. BRAIN Dan NICU
C. BOUMAN/I. Andreea STRAT
FCM03 O. CIOARA
PENDACHANSKI
Cătălin UZUM
FCM04.1 I. MARCETIC P. HOP/I. PENDACHANSKI
FCM04.2 I. MARCETIC P. HOP/I. PENDACHANSKI Adrian STEFAN
I. MENDES VIDEIRA/I. Elisabeta PLAMADEALA
FCM05 O. CIOARA
PENDACHANSKI
Adrian STEFAN
Elisabeta PLAMADEALA
FCM06 F. ROOSELEER P. HOP/I. PENDACHANSKI
Adrian STEFAN
Andreea STRAT
FCM08 O. CIOARA K. BREIVIK/I. PENDACHANSKI
Adrian STEFAN
Anca IRIMIE (acting as LSSIP
Focal Point for
Romania/RCAA)
INF07 A‐P. FRANGOLHO A. PETROVSKY
Iuliana DANILA
Mirela IONESCU
Harald ERSCH
Bogdan SERBANESCU
ITY‐ACID O. CIOARA pending Andreea STRAT
George PINTILIE
Vasile COMAN
ITY‐ADQ A‐P. FRANGOLHO M. UNTERREINER
Valentin STOIAN

Mirela IONESCU
Harald ERSCH

Adrian PRODAN
ITY‐AGDL B. HILL D. ISAAC Marcel TABACU
Dan ALBEANU
ATY‐AGVCS2 B. HILL J. POUZET Dan ALBEANU asile COMAN
Bogdan SERBANESCU
ITY‐FMTP O. ALFARO L. POPESCU
Claudiu CRUCEANU
Bogdan SERBANESCU
ITY‐SPI O. CIOARA M. BORELY
George PINTILIE
NAV03.1 I. MARCETIC F. PAVLICEVIC Dan NICU
NAV03.2 I. MARCETIC F. PAVLICEVIC Dan NICU
R. FARNWORTH Valentin STOIAN
NAV10 I. MARCETIC
Dan NICU
NAV12 I. MARCETIC B. RABILLER / F. RIQUET
pending Radu MANZAT
SAF11 F. ROOSELEER Valentin MIROIU
Dan ALBEANU


ANNEX B ‐ National Stakeholders Organisation charts


CIAS ORGANIGRAMME

MANAGEMENT BOARD
INTERNAL PUBLIC AUDIT
GENERAL DIRECTOR DIVISION
FINANCIAL DIVISION

LOGISTICS/ FINANCE AND SECRETARIAT AND PRESS

ADMINISTRATIVE ADMINISTRATIVE DIVISION
DIVISION OFFICE
LEGAL AND
IT – MEDIA DIVISION HUMAN RESOURCES
DIVISION
ANALYSIS INVESTIGATIONS FOREIGN COOPERATION

DEPARTMENT DEPARTMENT DEPARTMENT
DATABASE FLIGHT AIRFRAME AND ENGINE FLYING

EDITING DIVISION ANALYSIS DIVISION EXPERTISE DIVISION EXPERTISE DIVISION
AERONAUTICAL SAFETY
REGULATION AND RECOMMENDATION
INTERNATIONAL AFFAIRS DIVISION
FLIGHT DATA DECODING, AVIONICS AND SPECIAL ATS DIVISION
PROCESSING AND EQUIPMENT EXPERTISE EXPERTISE
SIMULATION DIVISION DIVISION DIVISION

ROMANIAN CIVIL AERONAUTICAL AUTHORITY
B. Compliance monitoring, Approved by the Management Board thru Decision no.13 / 12.07.2017, pt.2, applicable since 22.08.2017
Quality
DIRECTOR GENERAL
C. Aquisitions
C. Human C.CFG
Resources C. International
Cooperation B. Comercial C. IT
C.DG Counselors and budget
C. Legal C.API
B. Safety Analysis S. Administrative and B.Administrative C. Drivers
financial Management
C. Salaries S. Legal and Service
Human C. Registration
Resources DEPUTY DIRECTOR DEPUTY DIRECTOR GENERAL 2

B. Financial, C.
C. DG GENERAL 1 accountability Invoices
Secretariat and invoices
D1 D2 ‐ AIR OPERATIONS AND D3 ‐ AERONAUTICAL D4 –SUPERVISION OF D5 – AERODROMES

AIRWORTHINESS CERTIFICATION OF SECURITY AND INFLIGHT VERIFICATION AND AIR NAVIGATION
AERONAUTICAL CYBERNETICS AND OVERFLIGHT
PERSONNEL
S. Airworthiness
C. Aeronautical S. Supervision and S. Aerodromes
S.Air S. Certification of Security Audit Inflight verification of
Operations aeronautical PNA‐Tc means
personnel
B. Cont. C. Initial B. Aeronautical
Airworth Airworth‐ C. Cyber security agents
B. Air Navigation
B.Flight Op. and Airports C. Technical
Oversight C. Flight
Personnel. Maintenance
S. National Ops. S. Restricted areas
C. CERT‐AV‐RO Dispach
Certification SESAR Baseline
B.Ground Op. B. Flight Ops and
Oversight Airworth. Pers.
C. AFIS C. Pilots
C. CNS
& AQ

C. B. License
Registrations C. Dangerous
Register
Goods
S. Air Navigation
C. RAMP C. Aeronautical S. Overflight

Medicine
C. AIS/MET B. B. Systems

Performance Interoperability
LSSIP Year 2017 Romania 93 Released Issue Analysis

ROMATSA ORGANIGRAMME

MILITARY AVIATION ORGANIGRAMME

MINISRY OF AIRSPACE MINISTRY OF
TRANSPORTS AND MANAGEMENT NATIONAL DEFENCE
INFRASTRUCTURE COUNCIL (CMSA)
NATIONAL MILITARY
COMMAND CENTRE
AIR FORCE STAFF
NATIONAL MILITARY AIR OPERATION SAFETY SECTION PERSONNEL SERVICE

AERONAUTICAL CENTRE
AUTHORITY MILITARY ATC UNITS
CONTROL AND
REPORT CENTRE
AIRSPACE
MANAGEMENT OFFICE

OTHER ATC UNITS

AIR FORCE STAFF ORGANIGRAMME
CHIEF OF STAFF
DEPUTY
Director of Romanian TRAINING & RESOURCES AIR OPERATION COMMAND

National Military DOCTRINE CENTRE GROUP
Aeronautical
Authority (RNMAA) CONTROL AND
TRAINING HUMAN SAFETY SECTION
RESOURCES REPORT CENTRE
DOCTRINE COMMS & IT AIRSPACE

MANAGEMENT
OFFICE
LOGISTICS

ANNEX C – Implementation Objectives’ Applicability

SESAR ICAO ASBU
Objective European ATM Masterplan Level 3 Applicability area
Key Feature B0
All ECAC States except Albania, Latvia, Luxembourg, Maastricht UAC and
AOM13.1 ‐
Moldova.
All ECAC States except Armenia, FYROM, Malta, Luxembourg, and
AOM19.1 B0‐FRTO
Moldova
AOM19.2 ‐ All ECAC States except Armenia, Luxembourg and Moldova

AOM19.3 ‐ All ECAC States except Armenia, Luxembourg and Moldova

AOM21.1 B0‐FRTO 25 ECAC States

All ECAC States except Azerbaijan, Belgium, Luxembourg and the
AOM21.2 ‐
Netherlands
AOP04.1 B0‐SURF 25 PCP airports, 22 non‐PCP airports

AOP04.2 B0‐SURF 25 PCP airports, 22 non‐PCP airports

AOP05 B0‐ACDM 25 PCP airports, 21 non‐PCP airports

AOP10 ‐ 16 PCP Airports

AOP11 ‐ 24 PCP airports, 15 non‐PCP airports

AOP12 ‐ 25 PCP airports

AOP13 ‐ 25 PCP airports

AOP14 ‐ Local: Low to medium complexity aerodromes, subject to local needs

Additional for ICAO ASBU monitoring: applicable all ECAC States that did
ATC02.2 B0‐SNET
not yet implement it
ATC02.8 B0‐SNET All ECAC States except the Netherlands

ATC02.9 B0‐SNET TMAs, according to local business needs

ATC07.1 B0‐RSEQ 23 PCP Airports, 8 non‐PCP airports

ATC12.1 ‐ All ECAC States except Luxembourg

EU States except Cyprus, Greece, Lithuania, Luxembourg, Malta, Slovak
ATC15.1 B0‐RSEQ Republic, Slovenia. Plus: Bosnia and Herzegovina, Maastricht UAC,
Norway, Switzerland, Turkey
ACCs within the extended AMAN horizon, including those adjacent to
ATC15.2 ‐
TMAs serving/associated to PCP airports
Additional for ICAO ASBU monitoring: applicable to all ECAC States that
ATC16 B0‐ACAS
did not yet implement it
ATC17 B0‐FICE All ECAC States except Ireland, Slovak Republic and Ukraine

ATC18 ‐ Local: Subject to local needs and complexity

COM10 ‐ All ECAC States

COM11 ‐ All ECAC States


‐ Area 1 (ANSPs signatories of the NewPENS Common Procurement
Agreement): 33 ANSPs
COM12 ‐
‐ Area 2 (Other stakeholders): Stakeholders from all ECAC States not part
of Area 1
ENV01 B0‐CDO 59 Airports

ENV02 ‐ 47 Airports

ENV03 B0‐CCO Local: Aerodromes subject to local needs and complexity

FCM01 B0‐NOPS
FCM03 B0‐NOPS All ECAC States

Austria, Belgium, Croatia, Czech Republic, France, Germany, Italy, Poland,
FCM04.1 B0‐NOPS
Spain, Switzerland
FCM04.2 B0‐NOPS All EU+ States

All ECAC States except Armenia, FYROM, Luxembourg, Maastricht UAC
FCM05 B0‐NOPS
and Moldova
FCM06 B0‐NOPS All EU+ States

FCM07 ‐ All EU+ States

FCM08 ‐ All ECAC States

FCM09 ‐ All ECAC States

INF04 B0‐DATM
INF07 ‐ All ECAC States except Maastricht UAC

INF08.1 ‐ All EU+ States

INF08.2 ‐ All EU+ States

ITY‐ACID ‐ All EU+ States

ITY‐ADQ B0‐DATM All EU+ States except FYROM, Georgia and Maastricht UAC

ITY‐AGDL B0‐TBO All EU+ States except Georgia, Luxembourg and Netherlands

ITY‐AGVCS2 ‐ All EU+ States except Georgia and Moldova

Additional for ICAO ASBU monitoring: applicable all EU+ States that did
ITY‐COTR B0‐FICE
not yet implement it
ITY‐FMTP B0‐FICE All ECAC States

ITY‐SPI B0‐ASUR All EU+ States

B0‐CDO,
NAV03.1 All ECAC States except Luxembourg, Maastricht UAC and Slovak Republic
B0‐CCO
Mandatory for TMAs listed in section 1.2.1 of the Annex of the PCP
NAV03.2 ‐
Regulation. For all other ECAC TMAs, according to local business needs
NAV10 B0‐APTA All ECAC States except Maastricht UAC

NAV12 ‐ Local: TMAs subject to local needs and complexity

SAF11 ‐ All ECAC States except Malta


Legend:

Objective’s link to SESAR Key Feature:
Optimised ATM Network Services High Performing Airport Operations

Advanced Air Traffic Services Enabling Aviation Infrastructure


ANNEX D ‐ Glossary of Abbreviations

This Annex mostly shows only the Abbreviations that are specific to the LSSIP Romania.
Other general abbreviations are in the Acronyms and Abbreviations document in
http://www.eurocontrol.int/articles/glossaries

Term Description
CMSA Romanian acronym for "Airspace Management Council"
ETFMS Enhanced Tactical Flow Management System
MoT Ministry of Transport, Constructions and Tourism
RCAA Romanian Civil Aviation Authority
ROMATSA Romanian ATS Administration
SEEN‐FRA South East European Night Free Route

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Local Single Sky ImPlementation

LSSIP Year 2017 Romania Released Issue

LSSIP Year 2017 Romania Released Issue

LSSIP Year 2017 Romania Released Issue

LSSIP Year 2017 Romania 1 Released Issue

LSSIP Year 2017 Romania 2 Released Issue

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PCP 2015 2023

76% 68% 75% 72%

LSSIP Year 2017 Romania 4 Released Issue

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

LSSIP Year 2017 Romania 5 Released Issue

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

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

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

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

LSSIP Year 2017 Romania 6 Released Issue

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

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

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

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CONSTANTA 4 NIL NIL NIL NIL 1 CONSTANTA TMA

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Activity in ATM: Organisation responsible Legal Basis

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IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT Y

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400.000 IFR movements - Actuals

300.000 IFR movements - Baseline forecast

200.000 IFR movements - High forecast

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LRBBACC - Traffic and en-route ATFM delays

Enroute Delay (minutes per flight)

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2018 2019 2020 2021 2022

Summer reference value (min) 0.01 0.01 N/A N/A N/A

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LRBBCTA - Reference capacity profile and alternative scenarios

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