Lssip2015 Romania

EUROCONTROL
Local Single Sky ImPlementation

(LSSIP) ROMANIA
Year 2015 - Level 1
DOCUMENT IDENTIFICATION SHEET
LSSIP for Romania
Infocentre Reference: 16/01/29-85
Document Identifier Edition: Year 2015
LSSIP Year 2015 Romania Edition Date: 15/03/2016
E-mail: Romanian CAA

LSSIP Focal Point - Anca IRIMIE
Anca.Cireasa@caa.ro
LSSIP Contact Person - Ana Paula E-mail: ana-paula. Unit DPS/PEPR

FRANGOLHO frangolho@eurocontrol.int
Status Intended for
Working Draft  General Public 
Draft  Agency Stakeholders 
Proposed Issue  Restricted Audience 
Released Issue 
Accessible via: Internet (www.eurocontrol.int)
Path: Y:\03 LSSIP\1. LSSIP States\Romania (RO) - APF\Year 2015\Released\LSSIP RO Year

2015_Released.doc
LINKS TO REFERENCE DOCUMENTS
1 LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip

2 ESSIP Plan Edition 2015 http://www.eurocontrol.int/articles/essip-plan
3 European ATM Portal Working - https://www.eatmportal.eu/working
Public - https://www.atmmasterplan.eu/
4 ESSIP Report 2014 http://www.eurocontrol.int/articles/essip-report
5 STATFOR Forecasts http://www.eurocontrol.int/statfor
6 Acronyms and http://www.eurocontrol.int/articles/glossaries
abbreviations
7 LSSIP Documents http://www.eurocontrol.int/articles/lssip
8 National AIP www.aisro.ro
9 FAB Performance Plan http://www.danubefab.eu/
LSSIP Year 2015 Romania Released Issue

APPROVAL SHEET

TABLE OF CONTENTS
Executive Summary ................................................................................................................................. 1

Introduction .............................................................................................................................................. 4
Chapter 1 - National ATM Environment ................................................................................................... 5
1.1 Geographical Scope ................................................................................................................. 5
1.1.1 International Membership................................................................................................. 5
1.1.2 Geographical description of the FIR(s) ................................................................................ 5
1.1.3 Airspace Classification and Organisation ............................................................................ 8
1.1.4 Free Route Airspace ............................................................................................................ 8
1.2 National Stakeholders ............................................................................................................ 10
1.2.1 Civil Regulator(s) ................................................................................................................ 11
1.2.2 ROMATSA.......................................................................................................................... 13
1.2.3 Airports ............................................................................................................................... 16
1.2.4 Military Authorities .............................................................................................................. 16
Chapter 2 - Traffic and Capacity ............................................................................................................ 20
2.1 Evolution of traffic in Romania ............................................................................................... 20
2.2 BUCHAREST ACC ................................................................................................................ 21
2.2.1 Traffic and en-route ATFM delays 2011-2020 ................................................................... 21
2.2.2 Summer 2015 performance ............................................................................................... 21
2.2.3 Planning Period 2016-2020 - Summer ............................................................................... 22
Chapter 3 - ESSIP Report recommendations ........................................................................................ 24
Chapter 4 - National Projects ................................................................................................................. 26
Chapter 5 - Regional Co-ordination ....................................................................................................... 33
5.1 FAB Co-ordination .................................................................................................................. 33
5.1.1 Working structure ............................................................................................................... 34
5.1.2 TEN-T Funding ................................................................................................................... 35
5.1.3 Strategy & Planning ........................................................................................................... 35
5.2 FAB Projects .......................................................................................................................... 38
5.2.1 Free Route Airspace .......................................................................................................... 38
5.2.2 Common Procurement of Voice Communication System .................................................. 39
5.2.3 Investigate use of cross border use of radio coverage ...................................................... 40
5.2.4 Investigate DANUBE FAB participation in SESAR Deployment ........................................ 41
5.2.5 Wide Area Multilateration FAB Project ............................................................................... 42
5.2.6 Joint Participation in New PENS ........................................................................................ 43
5.2.7 Inter-FAB Cooperation ....................................................................................................... 44
5.2.8 Pre-feasibility study for FAB enlargement.......................................................................... 45
5.2.9 Joint participation in other European initiatives.................................................................. 46
5.3 Regional cooperation ............................................................................................................. 48
5.3.1 Regional Cooperation Initiatives ........................................................................................ 48
5.3.2 Regional Projects ............................................................................................................... 49
Chapter 6 - ESSIP Objective Implementation ........................................................................................ 53
6.1 Conventions ........................................................................................................................... 53
6.2 ESSIP Objectives Implementation progress .......................................................................... 54
6.3 Alignment of PCP with ESSIP Objectives and related progress............................................ 68
ANNEXES
Annex A – Specialists involved in the LSSIP Process
Annex B – National Stakeholders Organisation Charts
Annex C – Glossary of Abbreviations

Executive Summary
National ATM Context

Romania is a 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 responsible 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.
Traffic and Capacity

Traffic in Romania increased by 2.3% during Summer 2015 (May to October), when compared to
Summer 2014.
The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 1.7% and
5.6% throughout the planning cycle 2016-2020, with a baseline growth of 3.7%.
No problems are foreseen for Bucharest ACC in the current planning cycle. The plan is in line with the
high traffic growth capacity requirements, thus reflecting current traffic developments at the ACC.
LSSIP Year 2015 Romania 1 Released Issue

ESSIP Objective Implementation
As presented in the summarizing table below, part of the objectives are completed, some are partially
completed and some are late.
It should be noted that the "late" status of one objective (AOP04.1) is due to the fact that Romania joined
later the applicability area of this airport related objective. The A-SMGCS Level 2 (AOP04.2) is currently
under implementation at LROP: A-SMGCS control equipment installation is finalised, the system being
technically approved, currently under operational tests.
In house development for Integrated Briefing (INF04) is in progress. Currently the application has a trial
status. Based on the input received in 2014 and 2015 from the end-users the application has been
updated and is expected to be further improved before starting operations.
For the implementation of AOP03, most of the recommendations contained in the European Action Plan
for Prevention of Runway Incursions (EAPPRI) Ed. 2.0 have been already implemented. Related actions
are in progress to implement the recommendations contained in the EAPPRI Ed. 2.0 that have not been
yet implemented.
CDA (ENV01) is applied to the tactical phase; further study on publishing CDA procedures is under
development. CDA approach is authorized on pilots' request.
For the implementation of ATC07.1 we are 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 new ATM system 2015+.
No special difficulties were encountered in the implementation of the objectives during the reporting
period
* FOC Date
LSSIP 2015 - Romania █ Planned implementation date
(see legend at the bottom of the table)
<=2009
2015
2016
2010
2011
2012
2013
2014
2017
2018
2019
2020
2021
2022
State-related ESSIP Objectives
Harmonise Operational Air Traffic (OAT) and General Air

AOM13.1
Traffic (GAT) handling *
AOM19 Implement Advanced Airspace Management *
[PCP]
AOM21.1 Implementation of Direct Routing
[E] *
[PCP]
AOM21.2 Implement Free Route Airspace
[E] *
AOP03 Improve runway safety by preventing runway incursions *
Implement ground based safety nets - Area Proximity
ATC02.5
Warning - level 2 *
Implement ground based safety nets - Minimum Safe
ATC02.6
Altitude Warning - level 2 *
Implement ground based safety nets - Approach Path
ATC02.7
Monitor - level 2 *
Implement automated support for conflict detection,
ATC12.1
resolution support information and conformance monitoring *
Implement, in En-Route operations, information exchange
ATC15 mechanisms, tools and procedures in support of Basic *
AMAN operations
ATC16 Implement ACAS II compliant with TCAS II change 7.1 *
Electronic Dialogue as Automated Assistance to Controller
ATC17
during Coordination and Transfer *
COM10 Migrate from AFTN to AMHS *
Implementation of Voice over Internet Protocol (VoIP) in
COM11
ATM *
FCM01 Implement enhanced tactical flow management services *
FCM03 Implement collaborative flight planning *
FCM04 Implementation of Short Term ATFCM Measures - phase 1

* FOC Date
LSSIP 2015 - Romania █ Planned implementation date
(see legend at the bottom of the table)
[PCP]
FCM05 Implementation of interactive rolling NOP
[E] *
[PCP]
FCM06 Traffic Complexity Assessment
[E] *
INF04 Implement integrated briefing *
INF07 Electronic Terrain and Obstacle Data (TOD) *
ITY-ACID Aircraft identification
Ensure quality of aeronautical data and aeronautical
ITY-ADQ
information *
ITY-AGDL Initial ATC air-ground data link services above FL-285 *
Implement 8,33 kHz air-ground voice channel spacing
ITY-AGVCS2
below FL195 *
Implementation of ground-ground automated co-ordination
ITY-COTR
processes *
ITY-FMTP Apply a common flight message transfer protocol (FMTP) *
ITY-SPI Surveillance performance and interoperability *
NAV03 Implementation of P-RNAV
NAV10 Implement APV procedures *

Implement measures to reduce the risk to aircraft operations
SAF10
caused by airspace infringements *
SAF11 Improve runway safety by preventing runway excursions *
<=2009
2015
2016
2010
2011
2012
2013
2014
2017
2018
2019
2020
2021
2022
Airport-related ESSIP Objectives
LROP-Bucharest Airport
Implement Advanced Surface Movement Guidance and
AOP04.1 *
Control System (A-SMGCS) Level1
Implement Advanced Surface Movement Guidance and
AOP04.2 *
Control System (A-SMGCS) Level 2
AOP05 Implement Airport Collaborative Decision Making (CDM)
[PCP]
AOP10 Time Based Separation
[E]
[PCP]
AOP11 Initial Airport Operations Plan *
[E]
Improve runway and airfield safety with ATC clearances [PCP]
AOP12
monitoring [E]
ATC07.1 Implement AMAN tools and procedures *
Implement Continuous Descent Operations (CDO)
ENV01 *
techniques for environmental improvements
Implement Collaborative Environmental Management
ENV02
(CEM) at Airports
Objective Completed No Plan
Objective Partly Completed Missing Data
Objective Planned Not Applicable (Romania/LROP-Bucharest Airport does not

participate in this obj.)
Late
E= Essential – Master Plan Reference PCP = Pilot Common Project related
NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the
ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.

Introduction
The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP
mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to
achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their
national ATM System. The LSSIP document – Year 2015 describes the situation in the State at the end of
December 2015.
The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s)
accountable for the information contained in each of them:
 Chapter 1 provides an overview of the ATM institutional arrangements within the State, the
membership of the State in various international organizations, the organizational structure of the
main ATM players - civil and military - and their responsibilities under the national legislation. In
addition, an overview of the Airspace Organization and Classification, the ATC Units, the ATM
systems operated by the main ANSP are also provided in this chapter.
 Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM
Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five
years and the forecast for the next five years. It gives also the achieved performance in terms of
delay during the summer season period and the planned projects assumed to offer the required
capacity which will match the foreseen traffic increase and keep the delay at the agreed
performance level;
 Chapter 3 provides a set of recommendations extracted from the ESSIP Report which are
relevant to the state/stakeholders concerned. The state reports how they have handled those
recommendations and the actions taken during the year to address the concerns expressed by
those recommendations;
 Chapter 4 provides a set of the main ATM national projects which contribute directly to the
implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The
description, timescale, progress made and expected contribution to the ATM Key Performance
Areas are provided by the states per each project included in this chapter;
 Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB
cooperation and Projects and also all other regional initiatives and Projects which are out of the
FAB scope. The content of this chapter generally is developed and agreed in close cooperation
between the states concerned;
 Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The
information for each ESSIP Objective is presented in boxes giving a summary of the progress
and plans of implementation for each Stakeholder. The conventions used are presented at the
beginning of the section.
Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document
consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains
all the actions planned by the four national stakeholders to achieve their respective Stakeholder
Lines of Action (SLoAs) as established in the ESSIP.
Note: The information contained in Chapter 6 is deemed sufficient to satisfy State reporting
requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.

Chapter 1 - National ATM Environment
1.1 Geographical Scope
1.1.1 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
1.1.2 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
2015 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- En- En- En-Route
ATC sectors sectors sectors Route Route Route sectors
centre APP sectors
during during during sectors sectors sectors during
2009 2010 2011 during during during 2015
2012 2013 2014
1 ACC in 1 ACC in 1 ACC in 1 ACC 1 ACC 1 ACC 1 ACC in

3 physical 2 physical 2 physical in 1 in 1 in 1 1 physical
locations locations locations physical physical physical location
location location location NIL
NIL
ARAD 4 4 2 NIL NIL NIL NIL 1 ARAD TMA
BUCURESTI 9 12 7 9 9 9 1 BUCURESTI
TMA
9
CONSTANTA 4 NIL NIL NIL NIL NIL NIL 1 CONSTANTA

TMA
(1 sector –
DANUB –
also
providing
APP
control)

TERMINAL AIRSPACE / AIRPORT CATEGORY
CONTROLLED BY
Henri Coanda International - Bucuresti

Bucuresti TMA/APP
Aurel Vlaicu International - Bucuresti
Constanta TMA/APP Mihail Kogalniceanu International - Constanta
Arad International – Arad
Arad TMA/APP
Traian Vuia International - Timisoara
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 (11 December 2014)

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)

1.1.3 Airspace Classification and Organisation
ICAO airspace classification is applied within Bucuresti FIR.

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;
- TMA CONSTANŢA, TMA ARAD.
- 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 Control Zones of Aerial Work and Airfields of Sports Activity,
all airspace in BUCURESTI FIR not designated with another class and Restricted Areas
1.1.4 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.
General principles of Free Route Airspace operations:

a. Horizontal and vertical limits of the implementation area:
- The lateral limits of N-FRAB are defined as the airspace encompassed by the lateral limits of
Budapest FIR and Bucuresti CTA.
- The vertical limits of N-FRAB 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 FIR
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
- N-FRAB has been implemented in Class C airspace, with the exception of TMAs and CTRs.
c. FRA Operating hours

- N-FRAB 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 N-FRAB, 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 N-

FRAB 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 N-FRAB 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 N-FRAB border is not allowed.
- During the availability of N-FRAB, 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 N-FRAB 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 (20 August 2015)

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
4.1 Air Force Staff
4.2 National Military Command Centre
4.3 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.

1.2.1 Civil Regulator(s)
1.2.1.1 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 Legal Basis

responsible
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.
through 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 MoT Order 1102/2009 TANC approval
NSA
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.
through Order of the Minister of Transport no.
1547/2013.

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 2014 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.
1.2.1.2 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 (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 January
2007. Further, revision number 2 applicable from 1 January 2010, and revision number 3 applicable
from 5th of November 2011 were issued. A second certificate no. CN 07/2012 was issued which
replaces the previous one and is valid until 15.12.2018. For the AIS Dept. within RCAA the following
certificates were 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
Annual Report published: NO
1.2.2 ROMATSA
1.2.2.1 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 31.12.2013 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 01.01.2014.
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.
Name of the ANSP: Regia Autonoma Romanian Air Traffic Services Administration – ROMATSA
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 its
authority of MoT assets
Services provided Y/N Comment
ATC en-route Y -
ATC approach Y -
ATC Airport(s) Y -
AIS Y starting 01.01.2014 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)
other State(s): and surveillance service (SUR) within the cross-border sector (Sector DF 2) as
an integral part of the adjacent sectors within BUCUREȘTI FIR, having the
lateral and vertical limits as described in Section 1.1.2 – Geographical
description of the FIR(s).

The navigation service (NAV), meteorological service (MET) and aeronautical
information service (AIS) below FL 245 is provided within the same volume of
airspace (Sector DF 2), by the ANSP of the host State, using the available
resources.
Annual Report published: Y Annual Report 2014

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

A reference to organisation chart is depicted in annex B.
1.2.2.2 ATC systems in use
FDPS
Specify the manufacturer of the ATC system currently in use: SELEX Sistemi Integrati
1
Upgrade of the ATC system is performed or planned? -
Replacement of the ATC system by the new one is planned? 2017
ATC Unit See para. 1.2.2.3
SDPS
Specify the manufacturer of the ATC system currently in use: SELEX Sistemi Integrati
1
Upgrade of the ATC system is performed or planned? -
Replacement of the ATC system by the new one is planned? 2017
ATC Unit See para. 1.2.2.3
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 and human-machine interface systems.
1
Upgrade is defined as any modification that changes the operational characteristics of the system (SES
Framework Regulation 549/2004, Article 2 (40))
1.2.2.3 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 - 1 Bucuresti
Bucharest
APP Constanta - 1 Bucuresti
APP Arad - 1 Bucuresti
16 TWR units - - Bucuresti  Including Henri Coanda airport
1.2.3 Airports
1.2.3.1 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 authorized/certified in accordance with ICAO requirements in force (Airport
Manual, SMS). These requirements are included in the national regulation RACR – AD – AADC: Civil
aerodromes authorization (Issue no. 1 / 2003 approved by Order of MoT no. 744 / 2003).
1.2.3.2 Airport(s) covered by the LSSIP
Referring to the List of Airports in the ESSIP Plan – Part I Section 4, 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).
1.2.4 Military Authorities

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.
1.2.4.1 Regulatory role

Regulatory framework and rule-making
OAT GAT
OAT and provision of service for OAT governed Y Provision of service for GAT by the Military N
by national legal provisions? governed by national legal provisions?
Level of such legal provision: State Law, Ministerial Level of such legal provision: N/A
Decree, 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 Means used to inform airspace users (other than
military) about these provisions: military) about these provisions:
National AIP Y National AIP N
National Military AIP Y National Military AIP N
EUROCONTROL eAIP N EUROCONTROL eAIP N
Other: N Other:

Oversight
OAT GAT
National oversight body for OAT: Ministry of National NSA (as per SES reg. 550/2004) for GAT services
Defence Air Force Staff – Military NSA provided by the military: N/A
Additional information: N/A Additional information: N/A
1.2.4.2 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:
1.2.4.3 User role
IFR inside controlled airspace, Military aircraft OAT only - GAT only - Both OAT and GAT Y
can 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:

1.2.4.4 Flexible Use of Airspace (FUA)
Military in <State> 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.

Chapter 2 - Traffic and Capacity
2.1 Evolution of traffic in Romania
Romania - Annual IFR Movements

1.000.000 Romania - Distribution (Ref. year 2014)
900.000
800.000
Overflights
79%
700.000
600.000
IFR flights
500.000 International
Dep/Arr
19%
400.000 IFR movements - Actuals Domestic
flights 3%
300.000 IFR movements - Baseline forecast
200.000 IFR movements - High forecast
IFR movements - Low forecast A = Actual

100.000 F = Forecast
0
2011 A 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F
EUROCONTROL Seven-Year Forecast (September 2015)

IFR flights yearly growth 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F
H 6.4% 6.2% 6.1% 5.1% 5.0% 5.8% 4.7%
Romania B 0.0% 5.3% 16.6% 6.0% 4.0% 3.7% 3.7% 3.5% 3.8% 3.1%
L 5.5% 1.2% 1.3% 1.9% 2.0% 2.2% 1.5%
ESRA08 B -2.4% -1.1% 1.7% 1.6% 2.3% 2.3% 2.3% 2.2% 2.7% 1.8%
2.1.1.1 2015
Traffic in Romania increased by 2.3% during Summer 2015 (May to October), when compared to
Summer 2014.
2.1.1.2 2016-2020
The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 1.7% and
5.6% throughout the planning cycle, with a baseline growth of 3.7%.

2.2 BUCHAREST ACC
2.2.1 Traffic and en-route ATFM delays 2011-2020
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
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Peak Day Traffic 1945 1982 2057 2362 2403
Summer Traffic 1588 1566 1676 1975 2021
Yearly Traffic 1333 1308 1383 1617 1710
Summer Traffic Forecast 2086 2176 2250 2326 2420
High Traffic Forecast - Summer 2137 2264 2382 2498 2637
Low Traffic Forecast - Summer 2016 2051 2096 2142 2177
Summer enroute delay (all causes) 0.00 0.00 0.00 0.00 0.05
Yearly enroute delay (all causes) * 0.00 0.00 0.00 0.00 0.03
*From 01/01/2015 to 31/10/2015
2.2.2 Summer 2015 performance

En-route Delay (min/flight) - Summer Capacity
Traffic Evolution 2015 Capacity Baseline
Ref value Actual gap
+ 2.3% 183 (0%) 0.01 0.05 No

Average enroute ATFM delay per flight slightly increased to 0.05 minutes perf light in Summer 2015.
82% of the delays were for the reason Equipment (ATC) and 17% for Industrial action (ATC).
Capacity Plan – Sufficient capacity to meet demand Achieved Comments
2015: Free Route extension study through Real Time Simulation
at DANUBE FAB level, with EUROCONTROL support (project
co-financed by European Union, according to the Decision
C(2013) 7573 / 07.11.2013) Yes
ATS route network and sectorisation improvements Yes
2015: ATS procedures will be revisited with the occasion of the
FRA extension study through RTS planned at DANUBE FAB level
(project co-financed by European Union, according to the
Decision C(2013) 7573 / 07.11.2013) Yes
BUCURESTI ACC sectorisation & capacity optimisation will be
studied with the occasion of the Real Time Simulation for Free
Route Airspace extension at DANUBE FAB level – planned in
2015 (project co-financed by European Union, according to the
Decision C(2013) 7573 / 07.11.2013) Yes
Maximum configuration: 14 sectors Yes 14 sectors opened
Summer 2015 performance assessment
The ACC capacity baseline was assessed to be at 183 the same level as in Summer 2014. During the measured period, the
peak 1 hour demand was 150 flights and the peak 3 hour demand was 140.

2.2.3 Planning Period 2016-2020 - Summer
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.
En-route ATFM delay breakdown - Reference Values

LRBBCTA 2016 2017 2018 2019
Annual 0.01 0.01 0.01 0.01
Summer 0.01 0.01 0.01 0.01
Capacity Profiles
2015 Profiles (hourly movements and % increase over previous year)
ACC
baseline 2016 2017 2018 2019
H 190 4% 197 4% 205 4% 214 4%
Ref. 189 3% 190 1% 195 3% 199 2%
LRBB 183 L 188 3% 188 0% 189 1% 189 0%
Open 188 3% 188 0% 189 1% 190 1%
C/R 188 3% 189 1% 191 1% 193 1%
Capacity Plan
2016 2017 2018 2019 2020
Free Route Airspace Stepped Implementation of FRA in accordance with Danube FAB plans
All military
aviation areas
are TRAs
Full
which will
Implementation
improve pre-
of LARA
tactical and
Airspace Management
tactical
Advanced FUA
coordination
Revision and
re-design
process for
military
reserved areas
New TMA
NAPOC
implementation
SIDs and
PBN
STARs
Procedures
Airport & TMA Network optimisation Gradual Implementation of A-
implementation
Integration within CDM at LROP
at Romanian
Bucharest TMA
airports
– shorter
routes to.from
M987 (RNDSG
80.036/19.007)
Cooperative Traffic
Improved ATFCM, including use of occupancy counts
Management
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)
4 layers
vertically split Improved
for the most sectorisation &
Capacity
loaded sectors’
sectors/family configurations
sectors

Independent
parallel runway
and new
ground
Significant Events infrastructure at New airport in Istanbul
Sabiha Gökçen
New ATM
System 2015+
implementation
Max sectors 16 17 17 17 17
Capacity increase p.a. 4% 4% 4% 4% 4%
Reference profile 3% 1% 3% 2% N/A
Additional information
LRBBCTA - Reference capacity profile and alternative scenarios

240
220
Capacity profile (movements per hour)
200
180
160
140
120
2014 2015 2016 2017 2018 2019 2020
2016‐2019 Reference Capacity Profile 189 190 195 199
Capacity Profile ‐ Shortest Routes (Open) 188 188 189 190
Capacity Profile ‐ Current Routes 188 189 191 193
Capacity Profile ‐ High 190 197 205 214
Capacity Profile ‐ Low 188 188 189 189
Capacity Baseline 183 183
2016 ‐ 2020 Plan 190 198 206 214 223
2016-2020 Planning Period Outlook

No problems are foreseen for Bucharest ACC in the current planning cycle. The plan is in line with the high traffic growth
capacity requirements, thus reflecting current traffic developments at the ACC.

Chapter 3 - ESSIP Report recommendations
Recommendations issued from the ESSIP Report for 2014 applicable to Romania for all items that
require corrective actions and improvements.
Reference Recommendation Ownership

number
Local Stakeholders that declared delays in implementation of
REC-2014-2 AOP04.1 to take corrective measures to reduce the RO(LROP)
implementation delays.
Corrective actions taken:
NO
Description:
The status of AOP04.1 is late because Romania joined later the applicability area for AOP04.1 (in 2011).
The A-SMGCS Level 2 is currently under implementation at LROP: A-SMGCS control equipment
installation is finalised, the system being technically approved, currently under operational tests.
REC-2014-2 INF04 to take corrective measures to reduce the implementation RO
delays.
YES
Description:
In house development for Integrated Briefing is in progress. Currently the application has a trial status.
Based on the input received in 2014 and 2015 from the end-users the application has been updated, and
is expected to be further improved before starting operations.
REC-2014-2 AOP03 to take corrective measures to reduce the implementation RO
delays.
YES
Description:
Most of the recommendations contained in the European Action Plan for Prevention of Runway
Incursions (EAPPRI) Ed. 2.0 have been already implemented. Related actions are in progress to
implement the recommendations contained in the EAPPRI Ed. 2.0 that have not been yet implemented.

REC-2014-2 ENV01 to take corrective measures to reduce the implementation RO
delays.
YES
Description:
CDA is applied to the tactical phase; further study on publishing CDA procedures is under development.
CDA approach is authorized on pilots' request.
REC-2014-2 COM10 to take corrective measures to reduce the implementation RO
delays.
NO

Description:
Objective completed: The enhanced AMHS has been implemented and migration from AFTN to AMHS
completed early 2015.
REC-2014-06 The ANSPs within a FAB should coordinate their system renewal
(equal to REC- and capability evolution more closely in order to deliver larger FAB ANSPs
2013-15) scale performance improvements to customers.
YES
Description:
The recommendation is taken under consideration.
Due to different system lifecycles, the DANUBE FAB ANSPs consider that it is unfeasible at this stage to
implement a unitary system renewal process within DANUBE FAB. ROMATSA and BULATSA are
synchronously planning activities to implement system functionalities and capabilities with a careful
consideration on the interoperability between the two ATM systems.
The evolution of DANUBE FAB’s technical infrastructure and system development is carried out in line
with the DANUBE FAB Concept of Operations, European Regulations and with the Deployment
Programme, the European Single Sky Implementation (ESSIP) and the respective Local Single Sky
Implementations (LSSIPs). The harmonisation of the objectives for the European ATM Network (EATMN)
systems and services supporting the future DANUBE FAB environment is achieved through “Transfer
Activities and Required System Changes for Implementation within DANUBE FAB” document which was
created based on “DANUBE FAB Refined Target Architecture 2016”.

Chapter 4 - National Projects
Performance of the local ATM system will also be improved by the implementation of the
following national Projects:
Romanian Target Operational Concept

For the provision of air traffic services ROMATSA operates the en-route facilities of Bucuresti
ACC and all the civil Aerodrome Control Towers and the Approach Control units within Bucuresti
FIR. The reduction of the Bucuresti ACC physical locations from five to three that was achieved
in November 2003 by means of a new integrated and highly interoperable ATM system
significantly increased the capacity of Bucuresti ACC. Phases II and III of this project were
finalized for pending and additional operational requirements implementation. Further reduction
of the en-route centres from three to two was achieved in 2010.
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.
The above rationalisation is connected to the existing of appropriate and safe contingency
measures.
The implementation of the Romanian Target Operational Concept consists of the following main
objectives:
 Constanta APP unit located in Constanta and the associated Constanta TMA (done)
 Arad APP unit located in Arad and the associated Arad TMA (done)
 Transfer the en-route ATC activities from Constanta location to Bucharest location (done)
 Transfer the en-route ATC activities from Arad location to Bucharest location (done)
 Provision of approach ATS for NAPOC TMA from Bucharest APP Unit, associated with
the implementation of NAPOC TMA (2016)
 Upgrade of the Flight Information Centre in Bucharest (done)
 Development of Contingency Room 1 in Bucharest (done)
 Development of Contingency Room 2 outside Bucharest location (2016)
A project list and the associated planning are shown in the following table.

National Projects
Name / Code Description - Scope Implementa Status EATM Links / Performance Contribution2 Cooperation
tion Other references Activities
Planning
ROMATSA (RO)
ATM System Modernization/replacement of flight data From: In progress: ESSIP: ATC02.7, Capacity: Increased traffic
ROMATSA processing systems (FDPS), radar data Aug/2010 development, ATC07.1, ATC12.1, capacity for En-Route and
2015+ processing systems (RDPS) and human- To: delivery, installation, ATC15, ATC17, Terminal Traffic through
machine interface (CWP/HMI). End//2017 testing and the FCM03, ITY-AGDL, improved interoperability.
commissioning of ITY-COTR Safety: Improved flight safety
ATM System OI-Steps: AUO-0301, for En-Route and Terminal
ROMATSA 2015+ CM-0201, CM-0202, Traffic by including new
under contract with CM-0203, CM-0205, functions.
supplier company. CM-0207-A, CM- Environment: New functions
0801, IS-0102, TS- allow route optimization and
0102, TS-0305 reduction of CO2 emissions.
Other: - Modernization of existing
functions.
Cost-Efficiency: Cost
reductions through
optimization of existing
functions and inclusion of new
functions.
Contingency Contingency Room 2 by agreement with From: Under operational ESSIP:- Capacity: Seamless operation
Room 2 the Ministry of National Defence (outside July/2012 tests OI-Steps: - Safety: Improved safety.
Bucharest location) To: April/
Other: EC Regulation Environment: -
2016 1035/2011 Cost-Efficiency: -
Definition and Improvement of civil military coordination. From: Partly completed ESSIP: - Capacity: Increased capacity
implementati P-RNAV SID\STARs implementation for 3 Apr/2011 OI-Steps: - level in terminal areas.
on of the new airports (Cluj, Sibiu, Targu Mures). Safety To: End/ Safety: Increased safety level
NAPOC TMA improvement. Other: -
2
Capacity, safety, cost-efficiency and environment – as defined in Recital 2 of Regulation (EU) No 691/2010.

Planning
2016 in terminal areas.
Environment: Improved
approach procedures
preventing environmental
issues.
Cost-Efficiency: -
Provision of Concentration of activities into one centre From: Partly completed ESSIP: - Capacity: Increased capacity
approach according to the operational concept. Apr/2011 OI-Steps: - level in terminal areas.
ATS for To: End/ Safety: Increased safety level
NAPOC TMA Other: -
2016 in terminal areas.
from
Bucharest Environment: Improved
APP Unit approach procedures
preventing environmental
issues.
Cost-Efficiency: Improved
cost-efficiency by locating the
APP centre in the same
building with the ACC.
DATALINK Data Link CPDLC will reduce the From: Planned: ESSIP:ITY-AGDL Capacity: Increased capacity Common activity within
CPDLC workload on the VHF Voice spectrum and Jan/2010 Real Time OI-Steps: AUO-0301 through reduction of voice Danube FAB (common
will facilitate the work of pilots and To: Simulation finalized. congestion and increase in procurement, sharing
controllers by reducing voice Feb/2018 Other: - controller efficiency. of resources)
Contact signed with
communications. service provider Safety: Enhanced safety
Note: ATM system capabilities included in SITA for ATN/VDL2 through delivery of standard
the “ATM System ROMATSA 2015+”. communications and unambiguous messages,
Data Link communication services are capabilities. communications back up.
subject to separate procurement.
Environment: -
Cost-Efficiency: Increased
capacity and sector controlling
efficiency.
Extension of WAM System in Bucharest TMA (WAM From: Partly completed: ESSIP:- Capacity: Contribution to
WIDE AREA ROM SUD) Jan/2014 Basic WAM OI-Steps: - increased fight capacity.
MULTILATE- To: accomplished by Safety: Enhanced flight
RATION June/2016 Other: EC Regulation
end 2012. safety, provides anti-spoofing.

Planning
national Subsequent 1207/2011 Environment: -
coverage upgrades for the Cost-Efficiency: -
enhancement of the
coverage area
continues up to
2016.
Implementati Implementation of A-SMGCS at Otopeni From: Partly completed: ESSIP:AOP04.1, Capacity: Increase the
on of level 2 TWR. Oct/2007 The A-SMGCS AOP04.2 operational capacity of the
ASMGCS To: Level 2 (AOP04.2) OI-Steps: AO-0102, airport.
Dec/2016 is currently under AO-0201 Safety: Increase the safety of
implementation at aircraft operation on the airport
LROP: A-SMGCS Other: *Romania
joined the movement area. Increase
control equipment TWR controllers’ situational
installation is applicability area of
the ESSIP objectives awareness.
finalised, the system
being technically above at a later date. Environment: -
approved, currently Cost-Efficiency: -
under operational
tests.
To be operational by
12/2016.
Mode S radar Replacement of MSSR sensors with From: Partly completed ESSIP: - Capacity: Improved planning,
installation Mode S sensors. Jan/2008 Note: Minimum OI-Steps: - organizing and air traffic
To: End requirements to management coordination.
2016 comply with the Other: EC Regulation
1207/2011 Safety: Safety improvement
schedule of ITY-SPI by automated instruments of
objective were alert, prevention and quick
completed end 2012 intervention.
with the installation
of the first batch of Environment: Reduction of
Mode S sensors. block time and waiting time for
The project departure.
continues up to Cost-Efficiency: Cost-
2016 with the efficiency (lower maintenance
Mode S upgrade of costs comparing to the MSSR
the existing radars. sensors). Improved flight
efficiency due to delays

Planning
reduction in manoeuvring area
and in departure/arrival
planning sequence.
VCCS Replacement of the actual system in order From: Partly completed ESSIP:COM11 Capacity: Enhanced capacity, Common Danube FAB
Replacement to meet Voice Over IP requirements (IP2 Jan/2012 Initial capability: OI-Steps: - flexibility and availability of the procurement procedure
CTE-C9). To: End VCS installed and communications system.
2016 subject to NSA Other: -
Safety: Enhanced through
certification. improved back up, increased
Migration to VoIP reliability.
with other systems
already installed in Environment: -
Romanian ATSU - Cost-Efficiency: Reduction of
by June 2016. OPEX
Final capability:
BULATSA installed
and put into service
the new VCS in May
2015. Preliminary
inter-centre VoIP
tests might start
middle 2016.
ADS-B ADS-B System will provide increased From: Pilot Project under ESSIP: - Capacity: Improved planning,
System traffic capacity and improved flight safety Jan/2011 development. OI-Steps: - organizing and air traffic
for En-Route traffic. To: End management coordination.
2016 Other: EC Regulation
1207/2011 Safety: Safety improvement
by automated instruments of
alert, prevention and quick
intervention.
Environment: Reduction of
block time and waiting time for
departure.
Cost-Efficiency: Improved
flight efficiency due to delays
reduction in manoeuvring area
and in departure/arrival
planning sequence.

Planning
PILOT The project consists in the development From: Partly completed ESSIP: - Although the implementation
PLATFORM and implementation of a high availability March2015 OI-Steps: - project will not deliver direct
for access hardware and software solution with – To: benefits for ATM stakeholders,
Completed tasks: Other: Regulation
services to distributed database and web services Sept. 2017 • Drawing up of it is necessary for the
(EU) No 716/2014;
OPMET capable to providing access to MET Functional implementation of the ATM
Deployment
(worldwide/E information using Weather Exchange Requirements and functionality AF5 (iSWIM),
Programme 2015:
CAC) data Model (WXXM) model and compliant with perform Functional which is primarily an enabler
Family 5.4.1 -
(METAR, TAF, the iSWIM data formats. Hazard safety for other ATM functionalities
Upgrade/Implement
SIGMET) in Assessment report; (AF1, AF3, AF4 and AF6) that
Meteorological
WXXM format Project Objectives: • Elaboration of deliver benefits in safety,
Information Exchange
technical capacity, cost-effectiveness
• Upgrade Meteo service to provide system/service
specifications; and environment.
reliable actual and forecast ICAO OPMET
data in Weather Exchange Model • Drawing up of As an enabler for iSWIM, the
(WXXM) format, wherever required across System Architecture project will contribute to an
the ATM network; Design and perform acceleration of information
Preliminary System exchange service
• Development and implementation of a development thereby reducing
high availability hardware and software Safety Assessment
report. the threshold to information
solution with distributed database and access.
web services capable to providing access
to MET information using WXXM and Ongoing tasks: The project will support the
compliant with the iSWIM data formats; • Procurement of seamless connection of ATM
the required systems from different
• The pilot platform solution will be based manufacturers and reduce the
on COTS (Commercial Off The Shelf) hardware/software
platform. need for expensive bespoke
hardware and open source software interfaces, and will have a
(operating system, database, web positive impact on
application server); interoperability and service
• Demonstration and verification of the quality, safety and security -
iSWIM implementation for MET based on the fact that all
information - ATM Functionality AF5 stakeholders will share access
(Initial SWIM), S-AF5.4 Sub-ATM to the same information, which
Functionality (Meteorological Information will be validated and quality
Exchange), FT5.4.1 Family checked.
(Upgrade/Implement Meteorological User systems will be able to
Information Exchange service) - using the request and receive
standards and specifications defined for information when they need it,
the meteorological exchange models and subscribe for automatic

Planning
schemes of ICAO (IWXXM) and the receipt, and publish
EUROCONTROL/FAA (WXCM-WXXM- information and services as
WXXS); appropriate. This will provide
• The implementation covers the standard information for sharing across
MET products for the worldwide/ECAC different systems.
civil airports: METAR, TAF and SIGMET.

Chapter 5 - Regional Co-ordination
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 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 TEN-T Funding
DANUBE FAB ANSPs successfully applied for TEN-T funds to assist the execution of studies and
simulations. Elements of FRA and Air-Ground Data Link (AGDL) implementation are financially supported
by the European Commission, and the activities have been designed to determine the most cost efficient
ways to implement these concepts, whilst optimising the benefits for all ATM stakeholders. The TEN-T
Action is seen as an important enabler for next phases of the FRA initiative implementation.
DANUBE FAB’s application was one of the few successful proposals in the field of ATM, and the only
successful FAB proposal approved for financial support from the TEN-T programme under the Multi-
Annual Work Programme for grants in the period 2007-2013. The activities funded under TEN-T were
completed in December 2015 as planned, with the completion of the Free Route Airspace Simulations
(See section 5.1.3.1.1).
5.1.3 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 around the Key Performance Areas of the RP2 Performance Plan and support elements, to
ensure the continued evolution of the DANUBE FAB.
5.1.3.1 Achievements for 2015

DANUBE FAB has developed in several key areas during 2015. As well as retaining a core focus on
airspace projects within the FAB framework, DANUBE FAB have been looking further afield towards
cooperation initiatives with other FABs and State partners. An overview of some high priority initiatives is
given below.
5.1.3.1.1 Free Route Airspace

DANUBE FAB conducted comprehensive Real Time Simulations at EUROCONTROL’s Experimental
Centre in October and November 2015. 78 DANUBE FAB controllers and pilots took part in the study
which aimed to assess the conditions under which extension up to permanent 24 hour FRA is possible.
DANUBE FAB Free Route Airspace (first step)

The results of these studies, regarding options for airspace design and requirements for system evolution
will form a basis for the next two phases of the project: Full Free Route Airspace at FAB level will be
gradually implemented by 2019, contributing towards the EU-wide performance targets and enhancing
the optimised use of airspace.
5.1.3.1.2 DANUBE FAB cooperation

An agreement between DANUBE FAB and FAB CE was signed in October 2015 to establish regular
cooperation, especially in the operations, technical, training, performance and safety areas. This follows a
similar agreement signed with BLUE MED FAB in October 2014. Collectively, these agreements form a
triangle of cooperation for performance improvement in the South-Eastern and Central European region.
Regarding the extension of the geographical scope, the long-term strategy of DANUBE FAB is to apply a
transitional process in which other States are initially granted observer status. In October 2015, the
Republic of Macedonia was formally awarded the observer status and attending delegates were invited to
take a role in observing ongoing FAB initiatives. The European Commission was also granted observer
status to DANUBE FAB in order to increase the ability of the Commission to monitor FAB progress.
At a wider EU level, an Inter-FAB Coordination Workshop (IFCW) was hosted by DANUBE FAB in
October 2015. 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 under one roof.
5.1.3.1.3 Performance
DANUBE FAB faced significant performance related challenges in 2015 both under or outside its direct
control. One of the main challenges was the assessment of the European Commission regarding
DANUBE FAB Performance Plan for the second reference period (2015-2019). In March 2015 DANUBE
FAB targets for safety, environment and cost-efficiency had been assessed as being consistent with the
EU-wide targets, while those for capacity had been assessed as not consistent, according to the
European Commission decisions no. 347 and 348/2015. Revised capacity targets submitted by DANUBE
FAB were confirmed to be consistent by the PRB in October 2015 and new EC decision is expected to be
adopted in early 2016.
Another major challenge has been the significant increase of traffic and the evolution of main
macroeconomic indicators with direct impact on performance targets. Despite these, DANUBE FAB took
all the necessary measures to fulfil its capacity and cost-efficiency targets while improving safety.
5.1.3.2 Future plans

According to the DANUBE FAB Annual Plan for 2016, the High Priority Projects represent the most
urgent tasks or activities to be undertaken or implemented in 2016 within 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 evolution of the FAB.
These projects are:

5.1.3.2.1 Free Route Airspace
DANUBE FAB has committed to implementing FAB-wide Free Route Airspace beyond nightime
operations by 2019. From 2013-2015, this activity has been supported by TEN-T funds. The activities
culminated in a large scale Real Time Simulation which was conducted in Autumn 2015. DANUBE FAB
will implement Full Free Route Airspace based on a phased approach until 2019.
5.1.3.2.2 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.

The key projects in this are in 2016 include utilising the operational benefits of the jointly procured VCS
system, such as cross border use of radio communications, investigating joint participation in SESAR,
defining a common DANUBE FAB Wide Area Multilatteration initiative, and working towards joint
participation on Joint PENS.
5.1.3.2.3 Inter-FAB Cooperation

DANUBE FAB established cooperation mechanisms at ANSP level with BLUE MED FAB and FAB CE. It
is a priority in 2016 to build on these agreements to search to initiate new projects or extend existing
projects regionally to neighboring FABs.
In Q1 2016, internal discussions between experts will be held to establish possibile areas of cooperation
in both operational and technical areas. These ares will then be proposed as topics for discussion with
FAB CE and BLUE MED FAB, and elaborated in bilatteral meetings. Possibly approaches will be
presented to the ANSP board for approval.
DANUBE FAB is also an active stakeholders in the newly formed Inter-FAB coordination platform, having
hosted the most recent workshop in Bucharest in October 2015. Maintaining an active role within this
platform into 2016 is also a priority. To that end, DANUBE FAB is developing the Inter-FAB
communication plan for the platform in Q1 2016, with the aim of defining methods of communication
between FABs to further enhance inter-FAB coordination and cooperation.
5.1.3.2.4 FAB Enlargement

As a gateway to Europe, DANUBE FAB is in the 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 identified the need to conduct a pre-feasibility study for FAB
enlargement. The study will analyse DANUBE FAB’s regional environment and investigate the
compatibility of neighbouring 3rd countries with DANUBE FAB. The study is planned to be completed by
Q3 2016, the options of which will be presented to the 8th ANSP Board.
5.1.3.2.5 Joint Participation in European Initiatives

DANUBE FAB proactively seeks opportunities for collaborative engagement in European initiatives. In
2016, DANUBE FAB partners will continue to search for areas of cooperation in areas such as SESAR,
Centralised Services amongst other activities.
For more details, please visit the DANUBE FAB website: http://www.danubefab.eu/.

5.2 FAB Projects
5.2.1 Free Route Airspace
Project Name: Free Route Airspace Project Code: A65 | A66
Organisation(s) ROMATSA (RO), BULATSA (BG)
Description/Scope/Objectives
FRA Operations Implementation in DANUBE FAB as a “Project” includes, inter alia, actions for the definition of a
common operational concept, common operating and training procedures and development of a safety case for
FRA Operations within DANUBE FAB, to give assurance that provision of ATS in DANUBE FAB, after
implementation of FRA Operations, will remain at least as safe as today or will improve safety.
This Project included a large scale Real Time Simulation (RTS) to prove the most applicable extension of FRA
operation hours during day and night. The aim of this activity was to focus on the extension of DANUBE FAB FRA
Operations during night towards full (24 hour) free route operations implementation. DANUBE FAB will implement
Full Free Route Airspace based on a phased approach until 2019. Phase I – Implementation of night Free Route
operations within national boundaries was completed on 14th November 2013, six months ahead of schedule.
Schedule/Implementation planning
10.07.2012 – 31.12.2019
Status
The DANUBE FAB stakeholders invested significant effort in order to successfully implement phase 1 of the
DANUBE FAB FRA project (i.e. FRA at national level at night time) by 14th November 2013 – six months ahead of
schedule and earlier than the expectations of the NSP (planned for 2014). This marks the successful
implementation of the first phase of FRA within DANUBE FAB, with two further phases to follow, unlocking
increased benefits for airspace users.
The inception of FRA project in DANUBE FAB has started to fully open the airspace, providing virtually
unrestricted flight planning freedom without a pre-defined set of Direct Routing (DCT) options. Initial FRA project
set-up, combined with other network improvements provides an unmatched performance in terms of flight
trajectory efficiency.
DANUBE FAB conducted comprehensive Real Time Simulations at EUROCONTROL’s Experimental Centre in
October and November 2015. 78 DANUBE FAB controllers and pilots took part in the study which aimed to
assess the conditions under which extension up to permanent 24 hour FRA is possible. The results of these
studies, formed a basis for the next two phases of the project: Night Free Route Airspace at FAB level up to full
FRA to be implemented on a phased approach until 2019, contributing towards the EU-wide performance targets
and enhancing the optimised use of airspace.
Link to ESSIP (ATM Master Plan Level 3) / OI Steps (ATM Master Plan Level 2) / Other references
ESSIP: AOM21.2, ITY-AGDL
OI Steps: -
Other References: -
Expected Performance Contribution (specific to the participating organisation(s)) *
Capacity The effect on capacity is to be determined according to the DANUBE FAB FRA real time
simulation report. The RTS was completed in November 2015 at EEC Bretigny.
Safety The effect on safety is to be determined according to the DANUBE FAB FRA real time
simulation report.

Environment In terms of the EU wide performance targets, FRA will enable full benefit and contribution to
(including flight the EU-wide environment target, and will make a further contribution towards the optimised
efficiency) use of airspace.
For the first six months of 2014 the average en-route extension (as measured by the
Performance Scheme’s actual horizontal flight efficiency Key Performance Indicator (KPI)
(KEA KPI) for DANUBE FAB has been significantly reduced compared to the same period in
2013 (according to the data provided by the PRB). Statistics for 2015 are expected to be
published by the PRB in mid 2016.
Extension of Free Route operations outside the night period (daytime FRA) by 2019 will
enable full benefit and contribution to the EU-wide environmental target.
Cost efficiency FRA will contribute towards the achievement of EU-wide cost-efficiency target, through
maintaining the workload levels and high throughput. This will make a further contribution
towards the optimised use of airspace.
Cooperation Activities
Cooperation activities are ongoing regarding the stepped FRA implementation in essential enablers such as
airspace design, coordination procedures, CDPLC implementation etc.
5.2.2 Common Procurement of Voice Communication System
Project Name: Common Procurement of Voice Project Code: A46

Communication System
This project is part of the high priority project “Technical Rationalisation and Infrastructure” along with other
ongoing technical projects.
The main activity in this domain to date is the common procurement of a voice communication system. Both
BULATSA and ROMATSAreplaced their VCS system in 2015.
This joint venture generated cost savings in procuring one system instead of two, and saw a reduction of workload
for both ANSPs for the tender preparation and procurement process. The joint system also brings a huge
opportunity for future operational benefits. The interoperability of the system allows the possibility for Cross Border
Operations, and dynamic sectorisation due to facile re-sectorisation of airspace and re-allocation of sectors.
It is intended that during 2016, the commonly procured VCS to be fully operational by March 2016, this allowing
further discussions on the implementation of VoIP inter centre communications and possible cross border
initiatives with Operational Personnel, utilizing common VCS system.
01.03.2016 – 31.12.2016
Status
ROMATSA: the new Voice Communication System was installed in November 2014 and is subject to NSA
certification.
BULATSA installed and put into operation the new Voice Communication System in May 2015.
ESSIP: COM 11
OI Steps: -
Other References: ATM Master Plan: En - CTE-C05a

Capacity Maintained or improved by providing enhanced signalisation functions. Prerequisite of

dynamic sectorisation through dynamic allocation of voice resources.
Enhanced capacity, flexibility and availability of communication system.
Safety Maintained or improved by providing enhanced signalisation functions.
Environment Enabler for dynamic sectorisations in Functional Block of Airspace (FAB)

(including
flight
efficiency)
Cost efficiency Optimised cost-efficiency due large scale procurement at FAB level and usage of Internet off
the shelf technologies on standard hardware.
Reduction of OPEX
The ANSPs will cooperate on operational and technical activities carried out within the FAB framework.
5.2.3 Investigate use of cross border use of radio coverage
Investigate use of cross border use A47

Project Name: Project Code:
of radio coverage
This project is part of the high priority project “Technical Rationalisation and Infrastructure” along with other ongoing
technical projects. The objective of this project is to improve radio blind spots at the border between Romania and
Bulgaria.
In order to achieve this, the technical personnel will perform a technical assessment regarding the quality of radio
coverage within DANUBE FAB and aim to utilise the interconnected VCS infrastructure to enable BULASTA use
ROMATSA radio stations across the border, and vice versa. This will require investigation of the legal issues for
cross border use of radio.
January - December 2016
Status
High level discussions to identify legal aspects from the national laws and regulations currently underway.
ESSIP: -
OI Steps: -
Other References: -
Capacity Additional sectors availability for optimal sector configuration
Safety Redundancy and avoidance of frequency interference.

Environment N/A
(including flight
efficiency)
Cost efficiency N/A
The ANSPs will cooperate together with the CAAs on operational and technical activities carried out within the
FAB framework.
5.2.4 Investigate DANUBE FAB participation in SESAR Deployment
Investigate DANUBE FAB A51

participation in SESAR Deployment
technical projects. The objective of this project is to share plans for SESAR Deployment and investigate joint
participation.
Ongoing
Status
Further areas for joint participation in SESAR deployment are currently being investigated.
ESSIP: -
OI Steps: -
Other References: -
Capacity Increasing airspace and ATCO workload capacity due to better organisation, procedures and
technological enhancements.
Safety Safety improvements related to SESAR deployment activities encompass all flight segments,
at en route, approach / terminal and airport levels.
Environment Cumulative environmental benefits generated as a result of the actions foreseen in short
(including flight (PCP) to medium term deployment activities. Enhancing and optimising flight efficiency.
efficiency)
Cost efficiency The synchronized deployment of SESAR by the FAB is envisioned to bring numerous
beneficial solutions (e.g from optimization of capacity to better utilization of various resources)
thus enabling an improvement in cost-effectiveness.
The ANSPs will cooperate on operational and technical activities carried out within the FAB framework.

5.2.5 Wide Area Multilateration FAB Project
Wide Area Multilateration FAB A53

Project
technical projects. The objective of this project is to harmonse WAM infrastructure in order to provide seamless
coverage at the FAB border.
In order to acheve this, the technical experts plan in 2016 to define and elaborate Project Management Plan for
FAB Level WAM project, to perform verification from manufacturers in order to establish possibility of sharing
information at sensor level and to update letter of agreement to enable data sharing between WAM systems.
01.03.2016 – 31.12.2016
Status
The verification from manufacturer to establish possibility of sharing information at sensor level is ongoing.
ESSIP: ITY-SPI
OI Steps: -
Other References: ATM Master Plan: GSURV-0101
Capacity Optimised capacity in the TMAs to ensure redundant coverage.
Safety Unambiguos radar identification. Improved integrity of the radar data using parameters from the
aircraft. Improving the systems ensuring safety.
Environment N/A
(including flight
efficiency)
Cost efficiency To be determined.
Update letter of agreement to enable sharing of data between WAM systems. Performing a verification actions to
establish possibility of sharing information at sensor level.

5.2.6 Joint Participation in New PENS
Project Name: Joint Participation in New PENS Project Code: A54
technical projects. The main objective of this project is to improve network infrastructure in the FAB, and contribute
to network wide connectivity.
As the new PENS project is not yet fully mature, the plan for 2016 is to monitor the status of New PENS
development and to plan testing when sufficient maturity is reached.
To be determined
Status
Common Procurement Agreement has already been signed.
ESSIP: -
OI Steps: -
Other References: -
Capacity Positive effect on the CDM processes thus a significant enabler for effective capacity utilisation.
Safety Providing a data sharing service enhancements via the common IP-based network across the
FAB and the European Region has direct effect on the safety (coordination and action
synchornisation).
Environment By enabling the exchange critical and common aeronautical information in a seamless and
(including flight integrated manner, providing a highly cost-effective common infrastructure for the deployment
efficiency) of emerging ATM applications brings significant environmental benefits and improved flight
efficiency on a larger scale.
Cost efficiency PENS will provide cost and effort efficiencies to implement new IP applications and services
(e.g. SESAR developments) by delivering an infrastructure compliant with upcoming concepts
and services (e.g. SWIM).
More cost efficient as X.25 maintenance costs are increasing while TCP/IP costs are lower.
Plan for and perform testing when sufficient maturity is reached.

5.2.7 Inter-FAB Cooperation
Project Name: Inter-FAB Cooperation Project Code: A48
Having established cooperation agreements at ANSP level with BLUE MED FAB and FAB CE it is a priority for
DANUBE FAB in 2016 to explore and initiate new projects or extend existing projects regionally to neighboring
FABs.
The objective of this project is to contribute to increase performance through inter-FAB cooperation. The steps to
be taken towards this in 2016 include internal discussions between experts will be held to establish possibile areas
of cooperation in both operational and technical areas. These ares will then be proposed as topics for discussion
with FAB CE and BLUE MED FAB, and elaborated in bilatteral meetings.
31.08.2015 – 31.12.2016
Status
An agreement at ANSP level between BLUE MED FAB and DANUBE FAB was signed in October 2014 by the Co-
Chairmen of the DANUBE FAB ANSP Board and the Chairman of the BLUE MED ANSP Committee with the aim of
establishing and enhancing cooperation in ATM in the two adjacent FABs. This initiative brings together six ANSPs;
BULATSA and ROMATSA on the part of DANUBE FAB, and DCAC, HCAA, ENAV and MATS on the part of BLUE
MED. Establishing a flexible cooperation mechanism, the agreement will contribute towards the safe, efficient and
optimised provision of air navigation services.
Since the agreement entered into force, DANUBE FAB and BLUE MED FAB have coordinated and nominated
Members and Focal Points from each party. A DANUBE FAB/BLUE MED meeting was also held during the World
ATM Congress in Madrid in March 2015.
An agreement at Air Navigation Services Provider (ANSP) level between DANUBE FAB and FAB Central Europe
(FAB CE) was signed on 14 October 2015 by the Co-Chairmen of the DANUBE FAB ANSP Board and the
Chairman of the FAB CE CEO Committee, with the aim of establishing and enhancing cooperation in ATM in the
two adjacent Functional Airspace Blocks.
In October 2015, DANUBE FAB hosted the second inter-FAB coordination workshop in Bucharest. At this second
meeting of the recently formed Inter-FAB Coordination Platform, delegates from all 9 Functional Airspace Blocks
were in attendance from a range of institutions: Ministries of Defence, Ministries of Transport, National Supervisory
Authorities and Air Navigation Service Providers.
This is the first platform which brings together all FAB stakeholders.. The platform therefore provides an opportunity
for wide ranging cooperation and coordination, allowing FABs to align common goals, share experiences and
collectively form a strong and cohesive voice in Europe. Maintaining an active role within this platform into 2016 is
also a priority.
ESSIP: -
OI Steps: -
Other References: -
Capacity N/A
Safety N/A

Environment N/A
(including flight
efficiency)
Cost efficiency N/A
Wide ranging cooperation and coordination at DANUBE FAB level allowing the alignment of the common goals
with other FABs.
5.2.8 Pre-feasibility study for FAB enlargement
Pre-feasibility study for FAB A13

enlargement
DANUBE FAB is in the 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 identified the need to conduct a pre-feasibility study for FAB enlargement.
This action was foreseen by the States within the Strategic Program 2015-2019 and consequently within the
Annual Plan 2015, having as ending date June 2016.
The study will further analyse DANUBE FAB’s regional environment and investigate the compatibility of
neighbouring third countries with DANUBE FAB. To that end, the study will perform an initial assessment of
potential candidates’ applicability for varying degrees of integration, from simply holding observer status, to
conducting joint initiatives such as procurement or airspace projects, to full on legal integration with the FAB.
31.08.2015 – 31.12.2016
Status
At the fifth meeting of the Strategy and Planning Standing Committee (SAPSC/5) held in August 2015, it was
agreed that the FAB enlargement pre-feasibility study to be outsourced due to limited availability of resources
within the FAB. To that end, this has been included in the ROMATSA/BULATSA joint investment plans for 2016
and it was agreed to develop the Terms of Reference (ToRs) for the procurement under the responsibility of the
SAPSC, by the end of 2015.
Consequently, as derived from the Strategic Program 2015-2019, also based on SAPSC/5 identified actions, the
Directors General of BULATSA and ROMATSA agreed in September 2015 to ensure a balanced allocation of the
efforts of the agreed common procurements for 2016. As a result, it was agreed that the procurement of the
external services to be made under the Bulgarian legislation on public procurements.
ESSIP: -
OI Steps: -
Other References: -
Capacity N/A
Safety N/A

Environment N/A
(including flight
efficiency)
Cost efficiency N/A
To be determined
5.2.9 Joint participation in other European initiatives
Joint participation in other European A12

initiatives
DANUBE FAB is pro-actively seeking opportunities for ROMATSA and BULATSA to collaboratively engage with
European initiatives.
This project aims to identify areas for joint initiatives, the participation in European consultation processes,
documentation and reporting on European initiatives (e.g. CP2, SESAR 2020, CSs, PCP, etc) and monitor the
development of SES 2+ in order to conduct an impact study if the package reaches maturity.
Ongoing
Status
Several areas for joint initiatives are currently under review at DANUBE FAB level, namely:
- SESAR Deployment:
- SESAR 2020
- GateOne
- Centralised Services
- New PENS
- Industrial partnership
ESSIP: -
OI Steps: -
Other References: -
Capacity N/A
Safety N/A
Environment N/A
(including flight
efficiency)

Cost efficiency N/A
Joint participation in various consultation processes and reporting on European initiatives.

5.3 Regional cooperation
5.3.1 Regional Cooperation Initiatives
5.3.1.1 GateOne Initiative

The DANUBE FAB ANSPs are signatories parties of the GateOne cooperation agreement on the creation of the
regional ANSP platform of Central and Eastern Europe which was signed by 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 and to ensure a more powerful and coordinated role of the countries of the region in the European
decision-making processes.
Since the GateOne (GO) establishment, three meetings were held at the level of Coordination Committee and
CEO, the last held in December 2015 in Sofia, Bulgaria. The CEOs of the GO Initiative agreed to strengthen their
operational and technical cooperation. As a pilot common project the GATE ONE CEOs agreed to investigate
possibilities to synchronize cross-border Free Route (FRA) implementation in the region for the airspace
serviced by GO members.
GO members will continue with their ongoing FAB development and national ATM improvement projects. GATE
ONE FRA will be built step by step, making best use of the lessons learnt from similar regional initiatives and of
benefits from SES/SESAR deployment.
Another significant outcome of the meeting was the accession of SMATSA (the Serbian-Montenegro ANSP) and
M-NAV (Macedonian ANSP) to the GO initiative.
5.3.1.2 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, with the aim of
shaping the platform as much as possibly. Delegates from all 9 Functional Airspace Blocks 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.
The workshop showed the willingness for FABs to form a strong and cohesive voice in Europe, demonstrating that
FABs exist, they cooperate, and intend to cooperate even closer to improve the European ATM Network.
5.3.1.3 Bilatteral Inter-FAB cooperation agreements

An agreement between DANUBE FAB and FAB CE was signed in October 2015 to establish regular cooperation,
especially in the operations, technical, training, performance and safety areas. This follows a similar agreement
signed with BLUE MED FAB in October 2014. Collectively, these agreements form a triangle of cooperation for
performance improvement in the South-Eastern and Central European region.
5.3.1.4 Cooperation initiatives with third countries

Several DANUBE FAB initiatives to cooperate with non-EU States have been undertaken. It is a long-term
strategy of DANUBE FAB to extend its geographical scope; for this purpose the DANUBE FAB has developed an
Observers policy to enable other States and FABs to participate in order to ease the transition towards full
partnership. To this end, at the 6th Governing Council in October 2015, the Republic of Macedonia was formally
granted the observer status allowing particiption in DANUBE FAB Governing Council sessions. The European
Commission was also granted observer status to DANUBE FAB as a tool to monitor FAB progress.

5.3.2 Regional Projects
Project Name: Radar Data Sharing Project Code: -
Organisation(s) ROMATSA (RO), BULATSA (BG), SMATSA (RS), HungaroControl (HU), MOLDATSA (MD)
Radar data sharing is currently carried out based on bilateral agreements, with Bulgaria, Hungary, Serbia and
Moldova. ROMATSA receives radar data from Vitosha and Varbica MSSRs (Bulgaria), Puspokladany PSR/MSSR
(Hungary), Kosevac MSSR (Serbia) and Chisinau MSSR (Moldova) and sends data to Bulgaria from Buciumeni
MSSR and Topolog MSSR, to Hungary from Manastur MSSR and to Moldova from Bacau MSSR.
The radar data sharing is an ongoing process.
Status
The process is ongoing.
ESSIP: -
OI Steps: -
Other References: -
Capacity -
Safety -
Environment -
(including flight
efficiency)
Cost efficiency -
The radar data sharing process are subject to bilateral agreements among the participating organisations.

Project Name: Regional Communication Network Project Code: -
Organisation(s) ROMATSA (RO), BULATSA (BG), SMATSA (RS), HungaroControl (HU), MOLDATSA (MD),
DHMI (TR), UkSATSE (UA), LPS SR (SK), AUSTROCONTROL (AT)
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.
Ongoing
Status
AMHS connections activated with Sofia, Bratislava, Wien and Chisinau ACC centres.
ESSIP: COM10, COM11

OI Steps: -
Other References: -
Capacity -
Safety -
Environment -
(including flight
efficiency)
Cost efficiency -
-

OLDI interface and related -
functionalities upgrade
Organisation(s) ROMATSA (RO), BULATSA (BG), SMATSA (RS), HungaroControl (HU), MOLDATSA (MD),
UkSATSE (UA)
Bucharest ACC established OLDI links with the external/internal ATS units:
- SOFIA ACC;
- BEOGRADE ACC;
- BUDAPESTACC;
- CHISINAU ACC
- L’VIV ACC;
- ODESA ACC;
- Arad APP;
- Constanta APP.
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. 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.
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). Coordination with
Ukraine is pending, subject to the adjacent ANSP's similar capabilities.
ESSIP: ATC17, ITY-COTR, ITY-FMTP
OI Steps: -
Other References: -
Capacity -
Safety -

Environment -
(including flight
efficiency)
Cost efficiency -
The OLDI interface and functionalities used are subject to individual agreements among the participating
organisations.

Regional Route Network -
Developments
Organisation(s) ROMATSA (RO), BULATSA (BG), HungaroControl (HU), SMATSA (SR), UkSATSE (UA),
MOLDATSA (MD)
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). The interface with
Bulgaria is subject to regional and bi-lateral meetings. The implementation of interface improvements with Bulgaria
has been done before the summer season 2009 and is currently taken into consideration under the Danube FAB.
In 2012 important bilateral decisions between ROMATSA and HungaroControl were taken to improve the airspace
interface and the cooperation in technical domain regarding major improvements of the ATS routes at the common
interface, and of the air traffic flows, over the Bucharest – Budapest FIRs border.
In 2012 an operational and technical meeting was held in Chisinau in order to improve the cooperation between
ROMATSA, UkSATSE (Ukrainian ANSP) and MOLDATSA (Moldovan ANSP). The meeting provided an overview
of the existing ATM systems and plans for the future, of the existing institutional arrangements and aviation
legislation, and of the route network development and 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 the Night Free Route Airspace (FRA) Concept has been successfully
implemented within Bucuresti FIR . This concept allows the airspace users to freely plan a route via published way
points and radio navigation aids without complying with the existing system of air routes. Free Route Airspace is
available from 2300 to 0500 UTC during the winter time period and from 2200 to 0400 UTC during the summer time
period for all aircraft performing flights above flight level 105.
In the long-term the application of the concept will result in reduced emissions from aviation activities and will
contribute to achieving a faster, more efficient and more affordable air transport at the same or higher levels of
safety.
In December 2014, DANUBE FAB concluded an agreement with EUROCONTROL to provide a Real Time
Simulation to determine the most applicable extension of Free Routes Airspace up to 24/7 operations within
DANUBE FAB airspace.
Status
The process is ongoing.
Implementation of Night Free Route operations within national boundaries of ROMANIA and BULGARIA
respectively was completed in November 2013. The gradual implementation process to extend FRA operations at
national and DANUBE FAB level during daytime is ongoing.
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. N-FRAB is available from 2300 to 0500 UTC during the winter
time period and from 2200 to 0400 UTC during the summer time period.

ESSIP: AOM21.2
OI Steps: AOM-0401, AOM-0402
Other References: -
Capacity Subject to individual assessment
Safety Subject to individual assessment
Environment Contributes to the improvement of horizontal flight efficiency

(including flight
efficiency)
Cost efficiency Significant benefits of fuel and emission savings.
Bilateral agreements (LoAs) with concerned ANSPs.

Chapter 6 - ESSIP Objective Implementation
6.1 Conventions
Two colour codes are used for each ESSIP Objective ‘box’:
o a colour code is used to show the Objective Scope in the Objective ID cell, and
o another colour code is used to show the Objective Progress in the State and for each
national stakeholder.
Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs) Obj. Progress (**)
State’s high level progress statement State Impl. Date
REG APO. Progress (**)
(By:mm-yyyy)
REG high level progress statement
APO Impl. Date
ASP ASP. Progress (**)
(By:mm-yyyy)
ASP high level progress statement
ASP Impl. Date
MIL MIL. Progress (**)
(By:mm-yyyy)
MIL high level progress statement
MIL Impl. Date
APO APO. Progress (**)
(By:mm-yyyy)
APO high level progress statement
APO Impl. Date
(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code:

ECAC Completed No Plan
EU+ Partly Completed Not Applicable
Multi-N Planned Missing Data
APT Late

6.2 ESSIP Objectives Implementation progress
Harmonise Operational Air Traffic (OAT) and General Air Traffic
(GAT) handling

AOM13.1 Timescales: Completed

Initial operational capability: 01/01/2012
Full operational capability: 31/12/2018
‐
Rules and procedures are in place including facility for OAT transit. 31/12/2015
REG (By:12/2018)
Completed
Mil. Authority Rules and procedures are in place including facility for OAT transit. ‐
31/12/2011
Completed
RCAA Rules and procedures are in place including facility for OAT transit. ‐
31/12/2011
ASP (By:12/2018)
Procedures are in place. A procedures revision was performed in 2013. Completed
ATCOs were trained for applicable procedures for OAT‐IFR transit. The
Mil. Authority ‐
procedures are to be validated in within Eurocontrol EURO OAT exercise to 31/12/2013
confirm&corelate crossborder procedures for Euro OATTS.
ATS procedures are in place to ensure GAT/OAT interface. Procedures for Completed
ROMATSA handling OAT‐IFR are 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. MIL ATC personnel Completed
have been qualified to provide ATS to OAT‐IFR flights in accordance with
national regulations. Update of National Point Of Contact (POC) to be
forwarded once the MIL reorganisation is completed (MIL ASP fully in
Mil. Authority ‐
place). A validation exercise to confirm the EUROAT routes was scheduled 31/12/2013
in November 2015 and postponed for 2016. The exercise will harmonize
military rules for OAT IFR and will create conditions to complete the
objective.

Implement Advanced Airspace Management
Timescales:
AOM19 Completed
‐
LARA is operational as of December 2014. AMC Romania applied for B2B service to send AUP/UUP using
31/12/2014
LARA capabilities. AMC Romania uses CIAM application to send AUP/UUP on a daily basis.
ASP (By:12/2016)
LARA is operational as of December 2014. AMC Romania applied for B2B Completed
ROMATSA service to send AUP/UUP using LARA capabilities. AMC Romania uses CIAM ‐
31/12/2014
application to send AUP/UUP on a daily basis.
LARA is operational as of December 2014. AMC Romania applied for B2B Completed
Mil. Authority service to send AUP/UUP using LARA capabilities. AMC Romania uses CIAM ‐
31/12/2014
application to send AUP/UUP on a daily basis.

Implementation of Direct Routing
Timescales: [PCP]
AOM21.1 Not Applicable
Initial Operational Capability: 01/01/2015 [Essential]
Full Operational Capability: 31/12/2017
‐
Objective not applicable because Romania implemented night FRA on November 2013 (See applicability
‐
area).
ASP (By:12/2017)
Objective not applicable because Romania implemented night FRA on Not Applicable
ROMATSA ‐
November 2013 (See applicability area). ‐


Implement Free Route Airspace
Timescales: [PCP]
AOM21.2 Completed
Initial operational capability: 01/01/2015 [Essential]
‐
Night FRA within FIR Bucuresti was implemented in November 2013. 30/11/2013
ASP (By:12/2021)
Free Route Completed
Airspace /
Investigate use
of cross border
ROMATSA Night FRA within FIR Bucuresti was implemented in November 2013. use of radio
30/11/2013
coverage /
Regional Route
Network
Developments

Improve runway safety by preventing runway incursions
Timescales:
AOP03 Late
‐
Most of the recommendations contained in the European Action Plan for Prevention of Runway Incursions (
EAPPRI) Ed. 2.0 have been already implemented. Related actions are in progress to implement the 01/07/2017
recommendations contained in the EAPPRI Ed. 2.0 that have not been yet implemented.
REG (By:12/2013)
Completed
RCAA Regulatory specific actions were implemented. ‐
31/12/2013
Completed
Mil. Authority ‐ ‐
31/12/2013
ASP (By:12/2013)
For the military, it has been implemented for civil‐military operations at Late
Mil. Authority Bucharest‐Henri Coanda airport. Actions are in place for the ‐
01/07/2017
implementation of the objective.
Most of the recommendations contained in the European Action Plan for Late
Prevention of Runway Incursions ( EAPPRI) Ed. 2.0 have been already
ROMATSA implemented. Related actions are in progress to implement the ‐
01/07/2017
recommendations contained in the EAPPRI Ed. 2.0 that have not been yet
implemented.
APO (By:12/2013)
Completed
Mil. Authority It has been implemented for Bucharest‐Henri Coanda airport. ‐
31/10/2012
BUCHAREST Completed
Apt. ‐ ‐
31/10/2012
Administration


Implement Advanced Surface Movement Guidance and Control
System (A‐SMGCS) Level1

AOP04.1 Timescales: Late

LROP ‐ Bucharest Airport
The A‐SMGCS is currently under implementation. The status is late because Romania has joined the
31/12/2016
applicability area in 2011.
REG (By:12/2010)
All lines of action are currently under implementation. The status is late Late
RCAA ‐
because Romania has joined the applicability area in 2011. 31/12/2016
ASP (By:12/2011)
Implementatio Late
All lines of action are currently under implementation. The status is late
ROMATSA n of level 2
ASMGCS
APO (By:12/2010)
BUCHAREST Late
All lines of action are currently under implementation. The status is late
Apt. ‐
Administration

Implement Advanced Surface Movement Guidance and Control
System (A‐SMGCS) Level 2
Partly
AOP04.2 Timescales:
Completed
The A‐SMGCS Level 2 is currently under implementation. 31/12/2016
ASP (By:12/2017)
All lines of action are currently under implementation. A‐SMGCS control Implementatio Partly
ROMATSA equipment installation finalised, the system being technically approved, n of level 2 Completed
currently under operational tests. ASMGCS 31/12/2016
APO (By:12/2017)
BUCHAREST Partly
The system implemented is Level 2 by design. Working positions for Apt.
Apt. ‐ Completed
Administration will provide required control functions.
Administration 31/12/2016

Implement Airport Collaborative Decision Making (CDM)

AOP05 Timescales: Not Applicable

‐ not applicable ‐
(Outside Applicability Area)
Romania is not in the applicability area of the objective. ‐
ASP (By:12/2016)
Not Applicable
ROMATSA Not in the applicability area. ‐
‐
APO (By:12/2016)
BUCHAREST Not Applicable
Apt. Not applicable ‐
‐
Administration

Time Based Separation
[PCP]
AOP10 Timescales: Not Applicable
[Essential]
REG (By:12/2023)
ASP (By:12/2023)


Initial Airport Operations Plan
Timescales: [PCP]
AOP11 Planned
Initial Operational Capability: 01/01/2015 [Essential]
Full Operational Capability: 31/12/2021
The objective is planned to be implemented. 31/12/2021
ASP (By:12/2021)
ROMATSA is awaiting for the Airport Operators to set up the Airport No Plan
ROMATSA Operational Plan and the local agreements for the provision of AOP ‐
‐
information under ROMATSA responsibility.
APO (By:12/2021)
BUCHAREST Planned
Apt. The objective is planned to be implemented. ‐
31/12/2021
Administration

Improve runway and airfield safety with ATC clearances
monitoring [PCP]
AOP12 Not Applicable
Timescales: [Essential]
ASP (By:12/2020)
APO (By:12/2020)

Implement ground based safety nets ‐ Area Proximity Warning ‐
level 2

ATC02.5 Timescales: Completed

‐
Ground systems have been upgraded to support the DAIW function which is in operational use. 31/12/2013
ASP (By:12/2016)
Ground systems have been upgraded to support the DAIW function which Completed
is in operational use. The training plans have been updated and a training
ROMATSA ‐
package has been developed for the use of DAIW function (Safety Nets 31/12/2013
tool).

Implement ground based safety nets ‐ Minimum Safe Altitude
Warning ‐ level 2

ATC02.6 Timescales: Completed

‐
Ground systems have been upgraded to support the MSAW function which is in operational use. 31/12/2013
ASP (By:12/2016)
Ground systems have been upgraded to support the MSAW function which Completed
ROMATSA is in operational use. The training plans have been updated and a training ‐
31/12/2013
package has been developed for the use of MSAW.


Implement ground based safety nets ‐ Approach Path Monitor ‐
level 2

ATC02.7 Timescales: Planned

‐
The objective is planned to be implemented in the future version of the Romanian ATM System (ROMATSA
31/12/2016
ATM 2015+).
ASP (By:12/2016)
ATM System Planned
The objective is planned to be implemented in the future version of the
ROMATSA ROMATSA
Romanian ATM System (ROMATSA ATM 2015+). 31/12/2016
2015+

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

Implement automated support for conflict detection, resolution
support information and conformance monitoring
Partly
ATC12.1 Timescales:
Completed
‐
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 conflict resolution advisor, as well as VERA 31/12/2016
function) are planned to be implemented in the future version of the Romanian ATM System (ROMATSA
ATM 2015+).
ASP (By:12/2021)
Most of the functions (detection conflicts and risks functions, as well as Partly
conformance monitoring function) are already implemented, documented ATM System Completed
and in operational use in the actual ATM system. The rest (resolution
ROMATSA ROMATSA
support information ‐ e/g conflict probe and passive conflict resolution
2015+ 31/12/2016
advisor, as well as VERA function) are planned to be implemented in the
future version of the Romanian ATM System (ROMATSA ATM 2015+).

Implement, in En‐Route operations, information exchange
mechanisms, tools and procedures in support of Basic AMAN
operations
ATC15 Planned
Timescales:
‐
The objective is planned to be implemented in the future version of the Romanian ATM System. 31/12/2017
ASP (By:12/2017)
ATM System Planned
The objective is planned to be implemented in the future version of the
ROMATSA ROMATSA
Romanian ATM System (ROMATSA ATM 2015+). 31/12/2017
2015+


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

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

Migrate from AFTN to AMHS
Timescales:
COM10 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.
31/03/2015
MIL stakeholder is client to the same AMHS system.
ASP (By:12/2014)
Extended AMHS is implemented (directory services, security mechanisms ‐ Regional Completed
ROMATSA authentication password, File Transfer Body Part) and activated early 2015. Communicatio
31/03/2015
The AMHS is already operational at FAB level. n Network
MIL AIS Center stakeholder is client to the same AMHS system. Although Regional Late
the AMHS is already operational at FAB level the procedures for military
Mil. Authority Communicatio
are not fully in place, the impact is minimum and do not affect the overall 31/12/2016
n Network
progress.


Implementation of Voice over Internet Protocol (VoIP) in ATM
Timescales:
COM11 Planned
‐
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 network. 31/12/2018
Radio stations with VoIP capability are planned to be installed by 2018
ASP (By:12/2020)
Common Partly
procurement of Completed
Voice
Inter‐centre VoIP capability feasible after middle 2016. Communicatio
Radio stations with VoIP capability already installed. Voice Communication n System /
ROMATSA System in Bucharest ACC planned for early 2016.
Regional
Full Capability with upgrade of all radio stations planned for late 2016. 31/12/2016
Communicatio
n Network /
VCCS
Replacement
Common Planned
procurement of
Voice
Communicatio
For the military, currently MIL capability (ground air ground n System /
Mil. Authority communication) is ensured over IP network. Radio stations with VoIP
Regional 31/12/2018
capability are planned to be installed by 2018
Communicatio
n Network /
VCCS
Replacement

Implement Continuous Descent Operations (CDO) techniques for
environmental improvements

ENV01 Timescales: Late

CDA is applied to the tactical phase; further study on publishing CDA procedures is under development.
31/12/2016
CDA approach is authorized on pilots' request.
ASP (By:12/2013)
CDA is applied to the tactical phase; further study on publishing CDA Late
ROMATSA procedures is under development. CDA approach is authorized on pilots' ‐
31/12/2016
request.
APO (By:12/2013)
BUCHAREST CDA trials have been performed at Henri Coanda International Airport. CDA Late
Apt. approach is authorized on pilots' request. There are no published ‐
31/12/2016
Administration procedures.


Implement Collaborative Environmental Management (CEM) at
Airports
ENV02 Not Applicable
Timescales:
ASP (By:12/2016)
Not Applicable
ROMATSA Romania is not in the applicability area of the objective. ‐
‐
APO (By:12/2016)
BUCHAREST Not Applicable
Apt. Romania is not in the applicability area of the objective. ‐
‐
Administration

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

Implement collaborative flight planning
Timescales: Partly
FCM03
Initial operational capability: 01/01/2000 Completed
‐
Automatic receiving and processing of ICAO FPL/RPL IFPS data is already in use.
Actions are in progress for its full implementation in the framework of a contract with the supporting 31/12/2017
Company.
ASP (By:12/2017)
Automatic receiving and processing of ICAO FPL/RPL IFPS data is already in ATM System Partly
use. Completed
ROMATSA ROMATSA
Actions are in progress for full implementation in the framework of a
2015+ 31/12/2017
contract with the supporting Company.

Implementation of Short Term ATFCM Measures ‐ phase 1
FCM04 Not Applicable
Timescales:
‐
Romania is not in the applicability area. ‐
ASP (By:12/2015)
Not Applicable
ROMATSA Romania is not in the applicability area. ‐
‐


Implementation of interactive rolling NOP
Timescales: [PCP]
FCM05 Planned
‐
The objective is planned to be implemented. 31/12/2021
ASP (By:12/2017)
Planned
ROMATSA The objective is planned to be implemented. ‐
31/12/2017
Planned
Mil. Authority The objective is planned to be implemented. ‐
31/12/2017
APO (By:12/2021)
BUCHAREST Planned
Apt. The objective is planned to be implemented. ‐
31/12/2021
Administration

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

Implement integrated briefing
Timescales:
INF04 Late
‐
In house development for Integrated Briefing in progress. Currently the application has a trial status. Based
on the input received from the end‐users the application is expected to be improved before starting
operations. 30/06/2017
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)
In house development for Integrated Briefing in progress. Currently the Late
application has a trial status. Based on the input received from the end‐
ROMATSA ‐
users the application is expected to be improved before starting 30/06/2017
operations.
For MIL stakeholders the objective is under review and further Not Applicable
Mil. Authority consideration based on civil‐military cooperation with ROMATSA. So far ‐
30/06/2017
the objective it is considered not applicable.


Electronic Terrain and Obstacle Data (TOD)
Timescales:
INF07 No Plan
‐
National working group to be established in order to build the TOD policy and implementation plan. 31/05/2018
REG (By:05/2018)
National working group to be established in order to build the TOD policy No Plan
RCAA ‐
and implementation plan. 30/11/2018
ASP (By:05/2018)
ANSP plan/roadmap pending to the establishment of the national TOD No Plan
ROMATSA ‐
policy and implementation programme by the CAA. 31/05/2018
APO (By:05/2018)
BUCHAREST No Plan
National working group to be established in order to build the TOD policy
Apt. ‐
and implementation plan. 30/11/2018
Administration

Aircraft identification
Timescales:
Entry into force of the Regulation: 13/12/2011

ITY‐ACID System capability: 02/01/2020 Completed

Possible deferred compliance, only for services provided by military
units or under military supervision, subject to conditions::
02/01/2025
‐
All the appropriate systems were upgraded and put into service, allowing the establishment of the
30/04/2012
individual aircraft identification using the downlinked aircraft identification.
ASP (By:01/2020)
All the appropriate systems were upgraded and put into service, allowing Completed
ROMATSA the establishment of the individual aircraft identification using the ‐
30/04/2012
downlinked aircraft 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
ITY‐ADQ Planned
by: 30/06/2013
Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c)
to be implemented by: 30/06/2014
All data requirements implemented by: 30/06/2017
‐
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 30/06/2017
implemented in accordance with the provisions of Regulation 73/2010.
REG (By:06/2017)
NSA verifies during audits to ANS providers specific requirements Planned
concerning data quality which are also to be found in Regulation 73/2010.
RCAA ‐
Lines of action associated to the objective will be implemented in 30/06/2017
accordance with the provisions of Regulation 73/2010
For the military, the whole objective is under review in accordance with Planned
Mil. Authority ‐
Regulation 73/2010. 30/06/2017
ASP (By:06/2017)
For the military, the whole objective is under review in accordance with Planned
Mil. Authority ‐
Regulation 73/2010. 30/06/2017
Lines of action associated to the objective will be implemented in Planned
ROMATSA ‐
accordance with the provisions of Regulation 73/2010. 30/06/2017
APO (By:06/2017)
BUCHAREST Planned
All lines of action associated to the objective will be implemented in
Apt. ‐
accordance with the provisions of Regulation 73/2010. 30/06/2017
Administration

Initial ATC air‐ground data link services above FL‐285
Timescales:
ITY‐AGDL Planned
ATS unit operational capability: 05/02/2018
Aircraft capability: 05/02/2020
‐
Plans are in place to deploy the communication infrastructure to handle AGDL services. Detailed
requirements for AGDL services have been included in the new ATM system Functional Specifications.
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)
Planned
MoT For the time being, this objective is planned to be implemented. ‐
31/05/2016
Planned
RCAA ‐ ‐
31/05/2016
ASP (By:02/2018)
ATM System Planned
Ground communication systems are installed to comply with A/G data ROMATSA
communication requirements. Plans are in place to put into operation the 2015+ /
ROMATSA communication infrastructure to handle AGDL services. Detailed
DATALINK 05/02/2018
requirements for AGDL services have been included in the new ATM
system Functional Specifications. CPDLC / Free
Route Airspace
MIL (By:01/2019)
Not Applicable
Mil. Authority ‐ ‐
‐

Implement 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 Interim target for freq. conversions: 31/12/2014 Planned

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)
The lines of action necessary to be completed during 2014 and specific for Partly
RCAA RCAA were accomplished. Remaining actions will be conducted within the ‐ Completed
timeframe of the objective. 31/12/2018
ASP (By:12/2018)
More than 75% of the voice communication systems have been already Planned
ROMATSA ‐
upgraded, documented and put into service. 31/12/2018
MIL (By:12/2020)
According to the provisions of Regulation (EU) No 1079/2012 actual and Planned
future acquisitions plans for ground and airborne communication systems
Mil. Authority ‐
were developed taking into consideration 8.33 requirement. However 25 31/12/2018
KHz is still need it for old a/c in service.
APO (By:12/2018)
BUCHAREST Planned
Associated lines of action for APO are planned to be implemented in due
Apt. ‐
time. 31/12/2018
Administration


Implementation of ground‐ground automated co‐ordination
processes
Timescales:
Entry into force of Regulation: 27/07/2006
For putting into service of EATMN systems in respect of notification
and initial coordination processes: 27/07/2006 Partly
ITY‐COTR
For putting into service of EATMN systems in respect of Revision of Completed
Coordination, Abrogation of Coordination, Basic Flight Data and
Change to Basic Flight Data: 01/01/2009
To all EATMN systems in operation by 12/2012: 31/12/2012
Systems serving ACCs providing services above FL285 in the
airspace defined in Regulation (EU) 2015/310: 05/02/2018
‐
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
05/02/2018
messages (ACT, LAM, PAC, REV, MAC ABI, BFD, CFD). The implementation of LOF and NAN messages is
planned.
ASP (By:02/2018)
ATM System Partly
ROMATSA Completed
Objective is currently partly implemented. Full implementation is planned.
The current ATM systems at Bucharest ACC, Constanta APP and Arad APP 2015+ / OLDI
ROMATSA are capable of sending and receiving a complete set of basic OLDI interface and
messages (ACT, LAM, PAC, REV, MAC ABI, BFD, CFD). The implementation related 05/02/2018
of LOF and NAN messages is planned. functionalities
upgrade
MIL (By:12/2012)
The Basic Flight Data process and the Change of the Basic Flight Data Completed
Mil. Authority ‐
process are implemented. 31/12/2012

Apply a common flight message transfer protocol (FMTP)
Timescales:
Entry into force of regulation: 28/06/2007
All EATMN systems put into service after 01/01/09: 01/01/2009
ITY‐FMTP 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 systems with adjacent countries
31/12/2013
(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 a capability. The OLDI interface Completed
operational ATM system is FMTP capable and FMTP is implemented and related
ROMATSA between Arad, Bucharest, Constanta systems with adjacent countries
functionalities 30/04/2013
(Belgrade, Budapest, Sofia, Chisinau ATM systems). Coordination with
Ukraine is pending, subject to the adjacent ANSP's similar capabilities. upgrade
MIL (By:12/2014)
MIL is using ROMATSA system. The communication equipment has been Not Applicable
upgraded for AOC. The decision for further implementation on the military
Mil. Authority ‐
bases will be taken into consideration pending on the opening for GAT ‐
traffic.


Surveillance performance and interoperability
Timescales:
Entry intro force of regulation: 13/12/2011
ATS unit operational capability: 12/12/2013
Partly
ITY‐SPI New aircraft capability: 08/06/2016
Completed
ELS in transport‐type State aircraft : 07/12/2017
EHS and ADS‐B Out in transport‐type State aircraft : 07/06/2020
Ensure training of MIL personnel: 07/06/2020
Retrofit aircraft capability: 07/06/2020
‐
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 infrastructure as well as
31/12/2018
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 of the safety Completed
RCAA ‐
assessment reports communicated to the ANSP. 30/09/2012
ASP (By:02/2015)
The objective if fully completed. Interoperability of surveillance data is Wide Area Completed
ROMATSA already ensured. Safety assessment for changes introduced to the Multilateration
31/03/2012
surveillance infrastructure as well as training of personnel performed. FAB Project
MIL (By:06/2020)
There are no plans to equip with MODE S the old State aircraft fleet. Partly
However this requirement was included as mandatory for the new Completed
Mil. Authority ‐
acquisition process and the new transport aircraft C 27 J already in service
31/12/2018
is equipped with MODE S Elementary Surveillance.

Implementation of P‐RNAV
Timescales:
NAV03 Completed
‐
SLoAs are completed. 31/12/2010
ASP (By:12/2023)
Completed
ROMATSA ‐ ‐
31/01/2010

Implement APV procedures
Timescales:
NAV10 Planned
‐
Lines of action are planned in coordination with all stakeholders. 31/12/2016
REG (By:04/2016)
Actions are planned in coordination with all stakeholders. Currently, ESSP Planned
RCAA does not ensure the required APV‐I signal over the entire Romanian ‐
30/04/2016
airspace.
ASP (By:12/2016)
The lines of action for this objective are under planning at ASP and REG Planned
ROMATSA ‐
level. EGNOS full coverage expected to be provided in 2016. 31/12/2016


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

SAF10 Timescales: Completed

‐
The objective is fully implemented. The appropriate parts of the European Action Plan ‐ Airspace
Infringement Risk Reduction were implemented and the airspace infringement risk reduction measures 31/12/2012
monitored.
REG (By:12/2011)
The objective is fully implemented. The appropriate parts of the European Completed
RCAA Action Plan ‐ Airspace Infringement Risk Reduction were implemented and ‐
31/12/2010
the airspace infringement risk reduction measures monitored.
ASP (By:12/2011)
The objective is fully implemented. Action Plan to reduce the Airspace Completed
ROMATSA Infringement Risk for overall safety improvement developed. Risk ‐
31/12/2012
reduction for Airspace Infringement are in place (DAIW).
MIL (By:12/2011)
The objective is fully completed. Action Plan to reduce the Airspace Completed
Mil. Authority Infringement Risk for overall safety improvement developed and is in ‐
31/12/2011
place.

Improve runway safety by preventing runway excursions
Timescales: Partly
SAF11
Initial operational capability: 01/09/2013 Completed
‐
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 appropriate parts of the European 31/01/2018
Action Plan for the Prevention of Runway Excursions that have not been yet implemented.
REG (By:01/2018)
Partly
The applicable measures contained in the European Action Plan for the
RCAA ‐ Completed
Prevention of Runway Excursion are partially implemented.
31/01/2018
ASP (By:12/2014)
Most of the applicable measures of the European Action Plan for the Late
Prevention of Runway Excursions have been already implemented. Related
actions are in progress to implement the appropriate parts of the European
ROMATSA ‐
Action Plan for the Prevention of Runway Excursions that have not been 30/06/2016
yet implemented: infrastructure implemented, contract to be signed for
service provision for digital transmission of ATIS messages.
The applicable measures contained in the European Action Plan for the Late
Mil. Authority ‐
Prevention of Runway Excursion are partially implemented. 30/06/2016
APO (By:12/2014)
Most of the lines of actions are implemented except few of them which are Late
Mil. Authority ‐
planned to be implemented during 2016 by Mil. Authority. 31/12/2016
BUCHAREST Late
Most of the lines of actions are implemented except few of them which are
Apt. ‐
planned to be implemented during 2016 by Mil. Authority. 31/12/2016
Administration


6.3 Alignment of PCP with ESSIP Objectives and related progress

Annexes
Annex A – Specialists involved in the LSSIP Process
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP Focal Point for Romania RCAA Anca IRIMIE
LSSIP Focal Point - MoT MoT - ATD Răzvan IONESCU
LSSIP Focal Point for ANSP ROMATSA Mihai BRANIŞTE
Virginia COMAN
LSSIP Focal Point - CNAB "Bucharest Airports" National Ruxandra CAPOTA
Company
LSSIP Focal Point - RAF Romanian Air Force Siminel STEREA
EUROCONTROL LSSIP Support

Function Directorate Name
LSSIP Contact Person for Romania DPS/PEPR Ana Paula FRANGOLHO
ESSIP Objective Implementation

ESSIP EUROCONTROL Objective EUROCONTROL PEPR National Stakeholder Specialist(s)
Objective Owners Objective Coordinator
AOM13.1 A. DYBOWSKA Georgel ZAHARIA
R. BUCUROIU, O. MROWICKI, C. Daniela BRATESCU
LUCCIOLI, E. REUBER Adrian CODI
Gheorghe CATRINA
AOM19 A. DYBOWSKA Daniela BRATESCU
Adrian CODI
G. ACAMPORA, O. MROWICKI
Adrian STEFAN
Gheorghe CATRINA
AOM21.1 R. BUCUROIU A. DYBOWSKA N/A
AOM21.2 A. DYBOWSKA Daniela BRATESCU
R. BUCUROIU Elisabeta PLAMADEALA
Andreea STRAT
AOP03 P. VRANJKOVIC Anca IRIMIE
T. LICU Ruxandra CAPOTĂ
Radu MANZAT
AOP04.1 P. VRANJKOVIC Anca IRIMIE
P. ADAMSON Ruxandra CAPOTĂ
Mihai BRANISTE
AOP04.2 P. VRANJKOVIC Anca IRIMIE
P. ADAMSON Ruxandra CAPOTĂ
Mihai BRANISTE
AOP05 P. ADAMSON P. VRANJKOVIC N/A
AOP10 M. BIRENHEIDE B. HILL N/A
AOP11 B. HILL Radu MANZAT
M. BIRENHEIDE
Anca IRIMIE

AOP12 M. BIRENHEIDE P. VRANJKOVIC N/A
ATC02.5 I. FEIJT Miron TUDORAN
B. BAKKER, S. DROZDOWSKI
Eduard ACUJBOAEI
ATC02.6 I. FEIJT Miron TUDORAN
B. BAKKER, S. DROZDOWSKI
Eduard ACUJBOAEI
ATC02.7 B. BAKKER, S. DROZDOWSKI I. FEIJT Catalin MARINCA
ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO Catalin MARINCA
ATC12.1 L. DELL’ORTO Anca IRIMIE
P. TERZIOSKI Miron TUDORAN
Eduard ACUJBOAEI
ATC15 L. DELL’ORTO Anca IRIMIE
P. CONROY, P. TERZIOSKI Daniela BRATESCU
Catalin MARINCA
S. DROZDOWSKI
Marius GABOR
S. MORTON
Claudiu CRUCEANU
COM10 A. KOKONA Bogdan SERBANESCU
Y. EYUBOGLU Romulus HARDA
Constantin BOTOLAN
COM11 A. KOKONA Bogdan SERBANESCU
L. POPESCU Dan ALBEANU
Cosmin DUMITRESCU
ENV01 C. FABER B. HILL Dan NICU
ENV02 S. MAHONY, A. WATT B. HILL N/A
FCM01 O. CIOARA Andreea STRAT
H. KOOLEN
Eugen MIHAESCU
FCM03 O. CIOARA Andreea STRAT
TBD
Eugen MIHAESCU
FCM04 P. HOP O. CIOARA N/A
FCM05 O. CIOARA Elisabeta PLAMADEALA
I. MENDES
Adrian STEFAN
FCM06 O. ALFARO Elisabeta PLAMADEALA
P. HOP
Adrian STEFAN
INF04 P. MATERN A-P. FRANGOLHO Harald ERSCH
INF07 A-P. FRANGOLHO Valentin STOIAN
Iuliana DANILA
A. PETROVSKY
Mirela IONESCU
Harald ERSCH
ITY-ACID O. CIOARA Bogdan SERBANESCU
A. DESMOND-KENNEDY Andreea STRAT
George PINTILIE
ITY-ADQ A-P. FRANGOLHO Bogdan SERBANESCU
M. UNTERREINER Mirela IONESCU
Harald ERSCH
ITY-AGDL A. KOKONA Bogdan SERBANESCU
S. DISSING Marcel TABACU
Dan ALBEANU
ITY-AGVCS2 O. ALFARO Bogdan SERBANESCU
J POUZET
Dan ALBEANU

ITY-COTR L. DELL’ORTO Dorin PRIMAC
S. MORTON
Claudiu CRUCEANU
ITY-FMTP O. ALFARO Andi SAVA
L. POPESCU
Claudiu CRUCEANU
ITY-SPI O. CIOARA Bogdan SERBANESCU
M. BORELY, R. STEWART
George PINTILIE
NAV03 F. PAVLICEVIC A. KOKONA Valentin STOIAN
NAV10 A. KOKONA Valentin STOIAN
R. FARNWORTH
Dan NICU
SAF10 T. LICU I. FEIJT Anca IRIMIE
SAF11 I. FEIJT Radu MANZAT
S. LAWRENCE Valentin MIROIU
Dan ALBEANU

Annex B – National Stakeholders Organisation Charts

CIAS ORGANIGRAMME
MANAGEMENT BOARD
INTERNAL PUBLIC
GENERAL DIRECTOR AUDIT
FINANCIAL DIVISION DIVISION
LOGISTICS/ FINANCE AND SECRETARIAT AND

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

DEPARTMENT DEPARTMENT DEPARTMENT
DATABASE FLIGHT AIRFRAME AND FLYING

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

RCAA ORGANIGRAMME

ROMATSA ORGANIGRAMME

MILITARY AVIATION ORGANIGRAMME
MINISRY OF AIRSPACE MINISTRY OF

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

AERONAUTICAL CENTRE SERVICE
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)
TRAINING HUMAN CONTROL AND SAFETY
RESOURCES REPORT CENTRE SECTION
DOCTRINE COMMS & IT AIRSPACE

MANAGEMENT
OFFICE
LOGISTICS

Annex C – Glossary of Abbreviations
Specific abbreviations for this State.
ACAS Airborne Collision Avoidance System

AFTN Aeronautical Fixed Telecommunication Network
AMC Airspace Management Cell
AMHS Aeronautical Messages Handling System
AOM Airspace Organization and Management
ASM Airspace Management
A-SMGCS Advanced Surface Movement Guidance and Control System
ATFM Air Traffic Flow Management
ATM Air Traffic Management
ATS Air Traffic Services
B-RNAV Basic - Area Navigation
CDM Collaborative Decision-Making
CNS Communications, Navigation and Surveillance
CMSA Romanian acronym for "Airspace Management Council"
CRCO Central Routes Charges Office
DMAN Departure Manager
DME Distance Measuring Equipment
EAD European AIS Data base
EC European Commission
ECAC European Civil Aviation Conference
ENPRM European Notice of Proposed Rule-Making
ETFMS Enhanced Tactical Flow Management System
FM Frequency Modulation
FRA Free Route Airspace
FUA Flexible Use of Airspace(Concept)
GNSS Global Navigation Satellite System
H High ATC complexity area
HMI Human Machine Interface
MoT Ministry of Transport, Constructions and Tourism
MRT Multi Radar Tracking
MoU Memorandum of Understanding
MTCA Medium Term Conflict Alert
NATO North Atlantic Treaty Organisation
NAV Navigation
OAT Operational Air Traffic
PCP Pilot Common Project
PSR Primary Surveillance Radar
QM Quality Management
R&D Research and Development

RCAA Romanian Civil Aviation Authority
RDIF Radar Data Interface Format
RNAV Area Navigation
RNDSG Route Network Development SubGroup
RNP Required Navigational Performance
ROMATSA Romanian ATS Administration
SAF SAFety
SID Standard Instrument Departure
SMGCS Surface Movement Guidance and Control System
SSR Secondary Surveillance Radar
STCA Short-Term Conflict Alert
SUR Surveillance
TCAS Traffic Alert and Collision-Avoidance System
TMA Terminal Control Area
TWR Tower
UIR Upper Flight Information Region
VCS Voice Communication System
VFR Visual Flight Rules
VHF Very High Frequency

Lssip2015 Romania

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EUROCONTROL

Local Single Sky ImPlementation

LSSIP for Romania

Infocentre Reference: 16/01/29-85

Document Identifier Edition: Year 2015

LSSIP Year 2015 Romania Edition Date: 15/03/2016

E-mail: Romanian CAA

LSSIP Contact Person - Ana Paula E-mail: ana-paula. Unit DPS/PEPR

Status Intended for

Working Draft  General Public 

Draft  Agency Stakeholders 

Proposed Issue  Restricted Audience 

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Romania (RO) - APF\Year 2015\Released\LSSIP RO Year

LINKS TO REFERENCE DOCUMENTS

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

LSSIP Year 2015 Romania Released Issue

LSSIP Year 2015 Romania Released Issue

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

Annex B – National Stakeholders Organisation Charts

Annex C – Glossary of Abbreviations

LSSIP Year 2015 Romania Released Issue

National ATM Context

Traffic and Capacity

LSSIP Year 2015 Romania 1 Released Issue

Harmonise Operational Air Traffic (OAT) and General Air

LSSIP Year 2015 Romania 2 Released Issue

NAV10 Implement APV procedures *

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (Romania/LROP-Bucharest Airport does not

E= Essential – Master Plan Reference PCP = Pilot Common Project related

LSSIP Year 2015 Romania 3 Released Issue

LSSIP Year 2015 Romania 4 Released Issue

1.1 Geographical Scope

1.1.1 International Membership

1.1.2 Geographical description of the FIR(s)

1 ACC in 1 ACC in 1 ACC in 1 ACC 1 ACC 1 ACC 1 ACC in

CONSTANTA 4 NIL NIL NIL NIL NIL NIL 1 CONSTANTA

LSSIP Year 2015 Romania 5 Released Issue

Henri Coanda International - Bucuresti

The following Airport is concerned by this LSSIP edition:

Bucuresti FIR (11 December 2014)

LSSIP Year 2015 Romania 6 Released Issue

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

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

LSSIP Year 2015 Romania 7 Released Issue

ICAO airspace classification is applied within Bucuresti FIR.

1.1.4 Free Route Airspace

General principles of Free Route Airspace operations:

c. FRA Operating hours

LSSIP Year 2015 Romania 8 Released Issue

- Segments between waypoints will be indicated by means of “DCT” instruction. Within N-

e. Reference materials within the national Aeronautical Information Publication:

Free Route Airspace Chart (20 August 2015)

LSSIP Year 2015 Romania 9 Released Issue

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

LSSIP Year 2015 Romania 10 Released Issue

1.2.1.1 General information

Activity in ATM: Organisation Legal Basis

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

LSSIP Year 2015 Romania 11 Released Issue