Professional Documents
Culture Documents
YEARS
of ATM
Implementation
Reporting
in Europe EUROCONTROL
Reference
Documents
LSSIP Documents https://www.eurocontrol.int/articles/lssip
LSSIP Guidance https://www.eurocontrol.int/articles/lssip
Material
Master Plan Level 3 – https://www.eurocontrol.int/articles/european-atm-master-plan-level-3-
Plan Edition 2018 implementation-plan
Master Plan Level 3 – https://www.eurocontrol.int/articles/european-atm-master-plan-level-3-
Report Year 2018 implementation-report
European ATM Portal https://www.eatmportal.eu and http://www.atmmasterplan.eu/
STATFOR Forecasts https://www.eurocontrol.int/statfor
Acronyms and https://www.eurocontrol.int/articles/lssip
abbreviations
National AIP www.aisro.ro
FAB Performance Plan http://www.danubefab.eu/library/performance
The following authorities have approved all parts of the LSSIP Year 2018 document and their signatures confirm
the correctness of the reported information and reflects their commitment to implement the actions laid down
in the European ATM Master Plan Level 3 Implementation Plan – Edition 2018.
Annexes
Specialists involved in the ATM implementation reporting for Romania
National stakeholders’ organisation charts
Implementation Objectives’ links with SESAR, ICAO and DP
Glossary of abbreviations
Romania is an EU Member State since the 1st January 2007 and a NATO Member State since the 29th March
2004.
The Romanian airspace plays a significant role in the European transportation network of the South-East. Is the
European region which acts as a bridge between North, South, East and West Europe. While air traffic has been
steadily increasing, forecasts predict further higher traffic demand driven by the economic growth in the region,
by the on-going political changes (the EU political enlargement process, the emergence of new areas of
cooperation and commitment – ECAA, the European Common Aviation Area Multilateral Agreement, ratified by
Romania through Law no.328/22.11.2007 published in the Official Journal of Romania Part 1 no.48/22.01.2008)
as well as by the traditional European tourism and business travellers.
The separation between the regulatory and the ATM service provider functions is effectively in place in Romania
since many years now.
The target operational concept established by the Government Decree no. 536/2000, aiming at further reducing
the number of en-route ATC centres to a single one in Bucharest, has been finalised in 2012. As a consequence,
starting 18th October 2012, ROMATSA operates the Bucharest ACC as well as Bucharest APP from the ATC centre
located in Bucharest. Two more APP units are operated by ROMATSA in the Arad and Constanta ATC centres.
In the context of the constant effort of the Romanian Air Traffic Services Administration (ROMATSA) for
achieving the aim to provide safest, most efficient and environmental friendly air navigation services in South-
Eastern Europe, as from the 14th of November 2013 the Night Free Route Airspace (FRA) Concept has been
successfully implemented within Bucuresti FIR.
In accordance with the provisions of Order of the Minister of Transport no. 1547/2013, since 1st January 2014
the NSA responsibility for security matters from MoT was transferred to RCAA. Also, the full responsibilities for
the provision of Aeronautical Information Services were transferred from RCAA in the administration of
ROMATSA at the same date, through Government Decision 645/2013.
The implementation of cross-border activities within Danube FAB was completed on 11th December 2014 and
is expected to further enhance optimization of the available route network structure. This will bring significant
benefits of fuel savings and emission reduction and will support achievement of the EU-wide capacity and
environmental targets.
As a further step in FRA implementation, Night Free Route Airspace between Bucuresti CTA and Budapest FIR
(N-FRAB) has been implemented starting from the 20th of August 2015. The aircraft operators are no longer
bound to follow the fixed route network, being now able to plan their flights freely between the entry and the
exit points of the airspace of the two countries, based on their needs.
Following the coordination process between ROMATSA, BULATSA and HUNGAROCONTROL, in order to extend
the Night FRA operations between Romania, Bulgaria and Hungary, SEEN-FRA – (South East European Night Free
Route) was implemented on 30th of March 2017. The aircraft operators are able to file the route containing as
a minimum the SEEN FRA Entry point, at least one FRA Intermediate point in Bucharest FIR and the SEEN FRA
Exit point.
The expanded SEEN FRA concept implemented on 6th December 2018 represents a further step in optimizing
flight operations in a large volume of airspace expanding towards Bratislava CTA. The night cross-border FRA
operations within the airspaces of Bucuresti CTA, Sofia CTA, Budapest FIR and Bratislava CTA is expected to
provide operational, environmental and cost benefits. In the expanded SEEN FRA area, AOs will continue to be
able to flight plan user preferred trajectories and thereby will obtain benefits from planning and execution of
flights.
2018
Traffic in Romania increased by 11.1% during Summer 2018 (May to October), when compared to Summer 2017.
2019-2024
The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 2.0% and 5.6%
throughout the planning cycle, with a baseline growth of 3.6%.
The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP
elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6 (PCP
objectives are marked as such, the rest are considered SESAR baseline); note that two objectives – AOM19.1
and FCM05 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the
percentage of both phases.
The objectives declared ‘Achieved’ in previous editions (up to, and including, ATM MP L3 Edition 2011-2017) are
also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented
by the State.
The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR
baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same
objectives as in the previous paragraph.
87%
74% 67% 63% 60%
0%
16% 16%
Pre-SESAR
Pre-SESAR
Pre-SESAR
Pre-SESAR
PCP
PCP
PCP
PCP
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks 0 and 1. The
overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant
ASBUs; this is a summary of the table explained in Chapter 6.
2010 2018
Block 0 78%
2015 2022
Block 1 32%
● State objectives
- Free Route Airspace
Deployed in 2017-2018: [AOM21.2] 100% progress
- Multi Sector Planning En-route
[ATC18] 100% progress
- AMHS
[COM10] 100% progress
- Surveillance Performance & Interoperability
[ITY-SPI] 100% progress
Deployed in 2017-2018:-
Deployed in 2017-2018:-
- CCOs
[ENV03] 70% progress
Deployed in 2017-2018:-
- CCOs
[ENV03] 70% progress
Deployed in 2017-2018:-
- CCOs
[ENV03] 70% progress
Deployed in 2017-2018:-
- CCOs
[ENV03] 70% progress
Deployed in 2017-2018:-
- CCOs
[ENV03] 70% progress
Deployed in 2017-2018:-
- CCOs
[ENV03] 70% progress
The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3
(L3)/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to
achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their
national ATM System. This LSSIP document describes the situation in the State at the end of December 2018,
together with plans for the next years.
Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the
State in various international organisations, the organisational structure of the main ATM players - civil and
military - and their responsibilities under the national legislation. In addition, an overview of the Airspace
Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided;
Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each
ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next
five years. It gives also the achieved performance in terms of delay during the summer season period and the
planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep
the delay at the agreed performance level;
Chapter 3 provides a set of conclusions extracted from the MP L3 Implementation Report 2018, which are
relevant to the State/stakeholders concerned. The State reports how they have handled those conclusions and
the actions taken during the year to address the concerns expressed by those conclusions;
Chapter 4 provides the main Implementation Projects (at national, FAB and regional level) which contribute
directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation
Objectives. Level 1 document covers high level list of the projects showing the applicable links. All other details
like description, timescale, progress made and expected contribution to the ATM Key Performance Areas
provided by the State per each project are available in Level 2 document;
Chapter 5 deals with other cooperation activities beyond Implementation Projects. It provides an overview of
the FAB cooperation and also all other regional initiatives which are out of the FAB scope. The content of this
chapter generally is developed and agreed in close cooperation between the States concerned;
Chapter 6 contains aggregated information at State level covering the overall level of implementation,
implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the high-level
information on progress and plans of each Implementation Objective is presented. The information for each
Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation
for each Stakeholder. The conventions used are presented at the beginning of the section.
Level 1 document is completed with a separate document called LSSIP Level 2. This document consists of a set of
tables organised in line with the list of Implementation Objectives. Each table contains all the actions planned by
the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in
the European ATM Master Plan L3 Implementation Plan Edition 2018. In addition it covers detailed description
of the Implementation Projects for the State as extracted from the LSSIP Data Base.
The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO
in relation to ASBU (Aviation System Block Upgrades) monitoring.
Geographical Scope
International Membership
Organisation Since
ECAC 1991
EUROCONTROL 1996
European Union 2007
EASA 2007
ICAO 1965
NATO 2004
NAPOC TMA
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).
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.
ICAO airspace classification is applied within Bucuresti FIR. To be mentioned that starting with 1st of January
2007 since Romania became full EU Member, the EU Regulations concerning airspace classification are
applicable.
Airspace in BUCURESTI FIR is classified according to the provisions of ICAO Annex 11 and in compliance with the
EUROCONTROL Airspace Strategy for ECAC States (OI 1A), as follows:
3. Class G airspace, that comprises: all airspace in BUCURESTI FIR not designated with another class and
Restricted Areas; usually is used for general aviation and aerial work operations, Airfields of Sports
Activity.
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.
Following the coordination process between ROMASTA, BULATSA and HUNGAROCONTROL, in order to extend
the Night FRA operations between Hungary, Romania and Bulgaria SEEN-FRA – (South East European Night Free
Route) was implemented on 30th of March 2017. The SEEN FRA implementation was supported by NM. AOs are
able to file the route containing as a minimum the SEEN FRA Entry point, at least one FRA Intermediate point in
Bucharest FIR and the SEEN FRA Exit point.
The expanded SEEN FRA concept implemented on 6th December 2018 represents a further step in optimizing
flight operations in a large volume of airspace expanding towards Bratislava CTA. The night cross-border FRA
operations within the airspaces of Bucuresti CTA, Sofia CTA, Budapest FIR and Bratislava CTA is expected to
provide operational, environmental and cost benefits. In the expanded SEEN FRA area, AOs will continue to be
able to flight plan user preferred trajectories and thereby will obtain benefits from planning and execution of
flights.
b. Class of airspace:
- SEEN-FRA has been implemented in Class C airspace, with the exception of TMAs and CTRs.
d. Planning aspects:
- During SEEN-FRA, users will be able to plan user-preferred trajectories through the use of
published FRA relevant waypoints included in ENR 4.4, and relevant Radio Navigation Aids
(ENR 4.1) with or without reference to the published ATS route network, which remains
available during FRA operating hours.
- The access from/ to TMA/ CTR areas are effected using the fixed ATS route network, using
dedicated connection points published in AIP Romania.
- Segments between waypoints will be indicated by means of “DCT” instruction. Within SEEN-
FRA there will be no limitations on the length of “DCT” neither on the number of intermediate
points.
- Cross-Border DCTs are NOT allowed, except over the Romanian-Hungarian border where FRA
Operation is permitted according to the RAD published by EUROCONTROL (see ENR 1.10 for
details).
- During the availability of SEEN-FRA significant points established on the common FIR border
shall be considered as intermediate points.
The planning of DCT segments closer than 3 NM to the SEEN-FRA border is not allowed.
- During the availability of SEEN-FRA, the rules concerning the use of mandatory intermediate
points for traffic inbound LROP prescribed in ENR 3.5.2 shall be applied for the final phase of
flight.
- All Night Free Route operation within SEEN-FRA constraints, exceptions and restrictions, if
any, are published via the RAD and promulgated in accordance with ENR 1.10
The ATC units in the Romanian airspace, which are of concern to this LSSIP are the following:
National Stakeholders
The main National Stakeholders involved in ATM in Romania are the following:
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 1 st 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.
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.
State Safety Programme was released. Specific procedures will be issued and afterwards the state safety levels
will be set up taking into consideration the safety levels already established by the ANSP, taking into account
the ECAC level overall safety minima of 1,55 x 10 8 accidents per flight/hour, set in RACR-ESARR 4.
Safety performance monitoring was performed during 2015 according to the applicable SES requirements
(Regulation (UE) no. 1034/2011), and national regulation RACR-REAC transposing (EC) Directive 2003/42.
At national level, the Civil Aviation Safety Investigation and Analysis Authority 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.
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 Government Ordinance No.26/2009, as subsequently amended by Law No.55/2010 and Government
Ordinance 17/2018, 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 Authority (SIAA), public institution with legal personality,
subordinated to MoT. SIAA is the independent body responsible for technical investigations of the civil
aviation accidents and serious incidents, having its own budget. SIAA has become functional with the
promulgation of the Government Decision No.1013/2010 which approved its Regulation of organization and
functioning. The main activity of SIAA is based on Regulation (EU) 996/2010 (for the Civil Aviation Safety
Investigation) and Directive 2003/42/EC (for civil aviation occurrence reporting).
According to Art. 5 of the Aviation Act, Government Decision 405/1993 as modified by Government Decision
645/2013 (establishing the Romanian Civil Aeronautical Authority (RCAA) as an autonomous, independent from
ATM service provision and self-financed organisation) and to some other specific regulations promulgated by
MoT after 1998, most of MoT’s safety and security regulatory responsibilities were delegated in the remit of the
RCAA, such as drafting national regulations (up to the approval of the national specific regulations, which is
undertaken by MoT), issuing specific procedures and instructions to apply the national regulations and the day-
to-day safety supervisory tasks pertaining to ANS provided to GAT.
It should also be noted that economic regulation of ANS is retained by MoT. However, the amendment by Law
399/2005 of the Civil Air Code has introduced the supervisory function in the national regulatory framework, as
required by (EC) Regulation No. 549/2004 laying down the framework for the creation of the Single European
Sky. This enables that the RCAA is designated by MoT as the NSA for Romania for all specific tasks laid down by
SES legislation. Since 1st January 2014, the NSA responsible for security matters was transferred from MoT to
RCAA, through Order of the Minister of Transport no. 1547/2013. The Law 399/ 2005 amending the Air Code of
Romania entered into force since 1st of July 2006 and, starting with July 2006, RCAA has been designated as NSA
for Romania by MoT Order no. 1185/2006, published in the Official Journal of Romania Part I no.
602/12.07.2006. According to this MoT Order, RCAA is designated to perform the roles and responsibilities of a
NSA in compliance with SES legislation. Starting August 2005 several organisational changes have been
implemented within the RCAA, including the full separation (at functional level) of RCAA’s AIS Department (that
used to provide aeronautical information services falling under the SARPs of ICAO Annex 15 - the whole
integrated package of aeronautical information except for the PIBs) from the RCAA departments which fulfill the
role and tasks of the NSA. Since 1st January 2014, the AIS department from RCAA, responsible for providing the
IAIP except PIB was transferred from RCAA to ROMATSA, through Government Decision 645/2013. In Romania,
as EU Member State, all EC Regulations are entirely binding and directly applicable, including SES legislation
which is in force for the time being.
ROMATSA
Services provided
Civil Air Navigation Services are provided by the Romanian Air Traffic Services Administration to all
GAT-IFR flights. ROMATSA is an autonomous, self-financing state owned enterprise under the authority of the
Ministry of Transport. The activities and tasks of ROMATSA are based on Government Decrees No.74 - dated
1991, No. 731 - dated 1993, No. 75 - dated 2005, No.1090 - dated 2006, No.1251 - dated 2007 and No.741 -
dated 2008.
Flight Information Service within Bucuresti FIR is provided in controlled airspaces by Bucuresti ACC, APP and
TWR units in their area of responsibility. In class G airspace, Flight information service is provided by the
dedicated operational positions located in ACC Bucuresti.
FDPS
Specify the manufacturer of the ATC system currently in use: LEONARDO Spa
Upgrade2 of the ATC system is performed or planned? -
Replacement of the ATC system by the new one is planned? 2019
ATC Unit See para. ATC Units bellow
SDPS
Specify the manufacturer of the ATC system currently in use: LEONARDO Spa
Upgrade of the ATC system is performed or planned? -
Replacement of the ATC system by the new one is planned? 2019
ATC Unit See para. ATC Units bellow
1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular
supplier (e.g. COOPANS alliance)
2Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework
Regulation 549/2004, Article 2 (40))
Airports
General information
Romania’s airport network consists of 16 controlled civil aerodromes – published in AIP Romania, ensuring a
good coverage of all the territory.
From administrative point of view, 4 airports (Bucuresti Henri Coanda Intl. Airport, Bucuresti Baneasa-Aurel
Vlaicu Intl. Airport, Timişoara – Traian Vuia Intl. Airport and Constanta – Mihail Kogalniceanu Intl. Airport) are
considered airports of national interest and are owned by the State, represented by MoT. The other 12 airports
are of local interest and are owned by the local county authorities. All Romanian aerodromes are placed under
RCAA’s safety oversight.
All Romanian civil airports are certified in accordance with (EU) Regulation no.139/2014 requirements.
Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2018 –
Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for
those Objectives.
The airport covered in this LSSIP edition is Bucharest “Henri Coanda“ International Airport (AIHCB).
Military 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 performed between civil-military Airspace Management Cell regarding the air traffic and
the management of the national airspace.
Regulatory role
OAT GAT
OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed N
national legal provisions? by national legal provisions?
Level of such legal provision: State Law, Ministerial Decree, Level of such legal provision: N/A
Air Force Regulation
Authority signing such legal provision: Prime Minister, Authority signing such legal provision: N/A
Minister of National Defence, Chief of Air Force Staff
These provisions cover: These provisions cover:
Rules of the Air for OAT Y
Organisation of military ATS for OAT Y Organisation of military ATS for GAT N
OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y
ATCO Training Y ATCO Training N
ATCO Licensing Y ATCO Licensing N
ANSP Certification Y ANSP Certification N
ANSP Supervision Y ANSP Supervision N
Aircrew Training Y ESARR applicability N
Aircrew Licensing Y
Additional Information: Additional Information:
Means used to inform airspace users (other than military) Means used to inform airspace users (other than military)
about these provisions: about these provisions:
National AIP Y National AIP N
National Military AIP Y National Military AIP N
EUROCONTROL eAIP N EUROCONTROL eAIP N
Other: N Other: N
OAT GAT
National oversight body for OAT: NSA (as per SES reg. 550/2004) for GAT services provided by the military: N/A
Ministry of National Defence Air Force
Staff – Military NSA
Additional information: N/A Additional information: N/A
OAT GAT
Services Provided: Services Provided:
En-Route Y It is provided by MIL En-Route N
Approach/TMA Y It is provided by MIL Approach/TMA N
Airfield/TWR/GND Y It is provided by MIL Airfield/TWR/GND N
AIS Y It is provided by MIL AIS N
MET Y It is provided by MIL MET N
SAR Y It is provided by MIL SAR N
TSA/TRA monitoring Y It is provided by MIL FIS N
Other: N/A Other: N/A
Additional Information: Additional Information:
Military ANSP providing GAT N If YES, since: N/A Duration of the N/A
services SES certified? Certificate:
Certificate issued by: N/A If NO, is this fact reported to the EC in Y
accordance with SES regulations?
Additional Information:
User role
IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT Y
fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options:
Free Routing Y Within specific corridors only Y
Within the regular (GAT) national route network Y Under radar control Y
Within a special OAT route system N Under radar advisory service N
If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:
No special arrangements N Exemption from Route Charges Y
Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF N
CNS exemptions: RVSM Y 8.33 Y Mode S N ACAS Y
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.
1.000.000
Overflights
74%
800.000
IFR flights
600.000 Internationa
l Dep/Arr
Domestic 23%
IFR movements - Actuals flights 3%
400.000
IFR movements - Baseline forecast
2018
Traffic in Romania increased by 11.1% during Summer 2018 (May to October), when compared to Summer 2017.
2019-2024
The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 2.0% and 5.6%
throughout the planning cycle, with a baseline growth of 3.6%.
3500 1.0
3000
0.8
2500 0.7
0.6
2000
0.5
1500
0.4
1000 0.3
0.2
500
0.1
0 0.0
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024
Peak Day Traffic 2362 2403 2307 2486 2805
Summer Traffic 1975 2021 1915 2125 2362
Yearly Traffic 1617 1717 1671 1817 1995
Summer Traffic Forecast 2505 2592 2668 2735 2806 2870
High Traffic Forecast - Summer 2550 2696 2824 2947 3074 3188
Low Traffic Forecast - Summer 2466 2492 2533 2562 2594 2621
Summer enroute delay (all causes) 0.00 0.05 0.00 0.02 0.20
Yearly enroute delay (all causes) 0.00 0.03 0.00 0.01 0.12
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.
Following the inputs provided by the European Commission at the ad-hoc NMB on 25 October 2018, en-route
delay reference values and capacity requirement profiles have been calculated for RP3 (2020-2024) based on
the proposal made by the PRB to the European Commission.
Final en-route delay reference values and capacity requirement profiles will be provided after the final decision
on RP3 targets.
RP2 Capacity Profiles RP3 Indicative Capacity Profiles
2018 Profiles (hourly movements and % increase over previous year)
ACC
baseline 2019 2020 2021 2022 2023 2024
H 199 9% 204 3% 215 5% 231 7% 241 4% 250 4%
Ref. 195 7% 197 1% 204 4% 208 2% 216 4% 222 3%
LRBB 183 L 191 4% 191 0% 191 0% 196 3% 198 1% 198 0%
Open 185 1% 186 1% 189 2% 194 3% 197 2% 205 4%
C/R 190 4% 191 1% 193 1% 199 3% 201 1% 210 4%
C/R = current routes distribution
Significant events
Planned Annual Capacity Increase 0%3,5 3.5%6 3%6 3%6 3%6 3%6
Summer reference value (min) 0.017 0.18 0.12 0.06 0.04 0.04
1 ConOps agreed between the participating ANSPs as follows:
- SEE FRA: from 7 Nov 2019 (LBSR CTA+LRBB CTA+LHCC CTA)
- SEEN FRA: from 7 Nov 2019 (SEE FRA + BRA FRA)
2 significant acceleration of the workload of the ATCO personnel in the context of increased operational
complexity; significant recruitment required to cope with the retirement outlook (approximately 75% of the en-
route ATCOs expected to retire in the next ten years)
3 new ATM system implemented in Spring 2019; familiarisation period required; further details included in the
Transition Plan for major projects in January 2019; current plans indicate the start of the transition in April 2019
4 14 sectors might be available for peak hours in case of relevance for improved traffic flows and complexity
distribution
5 capacity could further increase in line with expected demand, provided that a traffic re-distribution through
Additional information
the Romanian airspace would allow the maximisation of the use of the north-eastern part of the airspace. This
re-distribution of traffic must be achieved as from summer 2019 to address saturation in Bucharest, Budapest,
Vienna, Karlsruhe and MUAC ACCs.
6 capacity for 2020 and beyond may be further increased in the context of annual capacity plan review process
at the end of 2019. By then in fact the impact of some important improvements at network and ANSP level
planned for summer 2019 will be assessed and more mature to determine operational capacity benefits.
7in the context of the current traffic evolution the Reference Value for Bucharest ACC does not take into account
the increased traffic demand and complexity as these were fixed in 2014 in the context of RP2; the possibility
for continuous yearly updates of the reference values for RP3 is welcome.
12 12
10 10
8 8
6 6
4 4
2 2
0 0
02:00
00:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
00:00
02:00
04:00
06:00
08:00
10:00
12:00
14:00
16:00
18:00
20:00
22:00
LRBBCTA - Reference capacity profile and alternative scenarios
260
240
Capacity profile (movements per hour)
220
200
180
160
140
120
100
2017 2018 2019 2020 2021 2022 2023 2024
2019 Reference Capacity Profile
195 197 204 208 216 222
2020-2024 Indicative Reference Capacity Profile
Capacity Profile - Current Routes 190 191 193 199 201 210
Capacity Profile - High 199 204 215 231 241 250
Capacity Profile - Low 191 191 191 196 198 198
Capacity Baseline 183 183
2019 - 2024 Plan 183 189 195 201 207 213
Capacity Profile - Shortest Routes (Open) 185 186 189 194 197 205
Provided that a traffic re-distribution through the Romanian airspace would allow the maximisation of the use
of the north-eastern part of the airspace, capacity could further increase in line with expected demand. This re-
distribution of traffic must be achieved as from summer 2019 to address saturation in Bucharest, Budapest,
Vienna, Karlsruhe and MUAC ACCs.
Overall, while addressing complexity of some parts of the airspace remains essential, the plan for Bucharest
ACC, provides currently a positive contribution to network performance in the context of the current routes
distribution.
Conclusions issued from the European ATM Master Plan Level 3 Implementation Report 2018 applicable to
Romania for all items that require corrective actions and improvements.
Conclusion Applicable to
All States with
COLLABORATIVE FLIGHT PLANNING IMPLEMENTATION DELAYS SHOULD BE ADDRESSED AND
delays in
SUPPORT FOR IMPLEMENTATION FROM NM GIVEN TO THE LOCAL STAKEHOLDERS .
implementation
(page 10 of the Report) of FCM03
Conclusion Applicable to
AS THE ASM TOOLS AIMING FOR A FULL ROLLING ASM/ATFCM PROCESS ARE ON THE All States with
CRITICAL PATH FOR THE TRANSITION TOWARDS TRAJECTORY -BASED OPERATIONS , ALL delays in
CONCERNED STAKEHOLDERS SHOULD ACTIVATE AND / OR INVIGORATE THEIR implementation
IMPLEMENTATION PLANS SO AS TO ENSURE THAT THE DEADLINES FOR IMPLEMENTATION of AOM19.1,
WILL BE MET AS APPROPRIATE . AOM19.2 and
(page 14 of the Report) AOM19.3
Conclusion Applicable to
IMPLEMENTATION OF FRA IS VERY MUCH ENCOURAGED BELOW FL310 AND IN CROSS-
BORDER AIRSPACE . ECAC States
(page 19 of the Report)
State’s action planned for this conclusion: The status of both AOP04.1 and AOP04.2 is late because Romania
joined later the applicability area for these objectives (in 2011). The A-SMGCS Level 2 is currently under
implementation at LROP.
Description of the planned action: A-SMGCS control equipment installation was finalised, the system being
authorized by CAA in November 2015 and accepted for operational use in December 2016. The surveillance
component (SMR) of the A-SMGCS system has been operational since March 2017, with the CTA TWR Otopeni
staff being GMS authorized. The electronic strips component installed at TWR Otopeni interfaces with the ATM
2015+ (Indra) system, the operational implementation date being correlated with the implementation date of
the new ATM 2015+ system.
National projects
VCCS Replacement
Organisation(s): ROMATSA (RO) Type of project: National
Schedule: From: Jan. 2012
To: End 2017
Status: Completed
Description: Replacement of the actual system in order to meet Voice Over IP requirements (IP2 CTE-
C9).
Link and references
ATM MP links: L3: COM11
Other links: -
Project included in RP2 Y Name/Code in RP2 VCSS Systems
Performance Plan: Performance Plan:
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: Enhanced through improved back up, increased reliability.
Environment: -
Capacity: Enhanced capacity, flexibility and availability of the communications system.
Cost-efficiency: Reduction of OPEX
The Republic of Macedonia presently hold observer status in DANUBE FAB and the
Republic of Moldova has expressed interest to gain observer status.
Description: DANUBE FAB is in the position to expand the influence of SES and is open for accession of
neighboring countries. It is a long term strategy of DANUBE FAB to extend its geographical
scope.
Link and references
ATM MP links: -
Other links: N/A
Project included in RP2 N Name/Code in RP2 -
Performance Plan: Performance Plan:
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: N/A
Environment: N/A
Capacity: N/A
Cost-efficiency: N/A
Operational efficiency: N/A
Cooperation Activities: - Organise meetings at regional level
- Setup cooperation mechanisms with interested parties for FAB enlargement.
The South-East Europe Night Free Route Airspace within Bulgaria, Hungary, and
Romania (SEEN FRA) was implemented on 30 March 2017. SEEN FRA expanded in
December 2018 to include Slovakian airspace (Bratislava CTA), concluding the second
phase of FRA implementation for DANUBE FAB.
The last step of FRA implementation in the DANUBE FAB airspace is the extension of
SEEN FRA to daytime operations (SEE FRA). SEE FRA is scheduled for implementation in
2019 over Bulgaria, Hungary and Romania; Slovakia are to assess joining SEE FRA in the
same period.
Description: Free Route Airspace (FRA) operations implementation in DANUBE FAB as a project
includes, inter alia, actions for the definition of a common operational concept, common
operating and training procedures and development of a safety case for FRA Operations
within DANUBE FAB, to give assurance that provision of ATS in DANUBE FAB, after the
implementation of FRA Operations, will remain at least as safe as today or will improve
safety.
Link and references
ATM MP links: L3: AOM21.2, ITY-AGDL
Other links: -
Project included in RP2 Y Name/Code in RP2 FRA - DANUBE FAB
Performance Plan: Performance Plan:
Project included in DP: N Name/Code in DP: -
Performance contribution
Safety: ++ The effect of FRA implementation on safety was determined according to
the DANUBE FAB FRA real time simulation and the related Safety Case. The
principal safety arguments revealed that FRA implementation in DANUBE
FAB will be acceptably safe
Environment: +++ The FRA implementation will contribute to the EU-wide environment target,
and the optimised use of the European airspace. The extension of Free
Route operations outside the night period by 2019 will generate cost savings
for Airspace Users in terms of distance flown, time taken and fuel consumed,
and will reduce the environmental impact, thus enabling full benefits and
contribution to the EU-wide environmental target.
Capacity: +++ The effect on capacity was determined during the DANUBE FAB FRA Real
Time Simulation in November 2015. Overall, although FRA implementation
led to increased complexity in some areas of the DANUBE FAB airspace, the
controller workload remains at acceptable levels, showing that FRA can be
achieved at no cost in capacity, complexity and controller workload.
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.
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.
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, by the Technical working group and the
Training Board, as well as by the Safety, Quality, Environment and Security Standing Committee (SQSESC).
The Administrative Cell supports the SAPSC and is guided in its work by a set of overarching documents including
the Project Management Plan (including the Communications Plan and Quality Management Plan) as well as the
DANUBE FAB State Agreement and the ANSP Cooperation Agreement.
Regional cooperation
Regional cooperation initiatives
Gate One
The DANUBE FAB ANSPs are signing parties of the Gate One cooperation agreement on the creation of the
regional ANSP platform of Central and Eastern Europe which was established by the designated 13 ANSPs
covering 3 existing FABs (Baltic FAB, DANUBE FAB and FAB CE) and 2 non-EU FIRs (Belgrade and Skopje). Through
an enhanced cooperation the Gate One service providers are ensuring more powerful and coordinated positions,
voice and role of the countries of the region in the European decision-making processes.
During 2018, Gate One members met at Coordination Committee level (Bratislava, 19 April 2018) and
subsequently at CEO Committee level (Budapest, 11 May 2018) and adopted a number of common statements,
as follows:
- Gate One position on CANSO Strategy;
- Gate One views on the EU Airspace Architecture Study (AAS);
- Gate One Recommendations to the Airspace Architecture Study (AAS).
State View
Note: The detailed table of links between Implementation Objectives and SESAR Key Features is available in
Annexes.
Legend:
## % = Expected completion / % Progress = Implementation Objective timeline (different colour per KF)
100% = Objective completed = Completion beyond Implementation Objective timeline
<15 15 16 17 18 19 20 21 22 23 24 ≥25
Harmonise Operational Air Traffic (OAT) and 100%
AOM13.1
General Air Traffic (GAT) handling
70%
AOM19.1 (PCP) ASM Support Tools to Support AFUA
0%
AOM19.2 (PCP) ASM Management of Real-Time Airspace Data
Full rolling ASM/ATFCM Process and ASM 55%
AOM19.3 (PCP)
Information Sharing
Management of Pre-defined Airspace 0%
AOM19.4 (PCP)
Configurations
100%
FCM01 Enhanced Tactical Flow Management Services
100%
FCM03 Collaborative Flight Planning
<15 15 16 17 18 19 20 21 22 23 24 ≥25
LRAR - ARAD/ARAD
70%
LRBS - BUCURESTI/BANEASA-AUREL VLAICU
70%
LRCL - CLUJ NAPOCA/CLUJ NAPOCA
70%
LROP - Bucharest Airport
70%
LRSB - SIBIU/SIBIU
70%
LRTM - TARGU MURES/VIDRASAU
70%
LRTR - TIMISOARA/TRAIAN VUIA
70%
Ground-Ground Automated Co-ordination 91%
ITY-COTR
Processes
88%
NAV03.1 RNAV 1 in TMA Operations
<15 15 16 17 18 19 20 21 22 23 24 ≥25
<15 15 16 17 18 19 20 21 22 23 24 ≥25
100%
COM10 Migrate from AFTN to AMHS
78%
COM11 Voice over Internet Protocol (VoIP)
0%
COM12 (PCP) NewPENS
0%
FCM08 (PCP) Extended Flight Plan
80%
INF07 Electronic Terrain and Obstacle Data (eTOD)
Information Exchanges using the SWIM Yellow TI 0%
INF08.1 (PCP)
Profile
83%
ITY-ACID Aircraft Identification
Ensure Quality of Aeronautical Data and 62%
ITY-ADQ
Aeronautical Information
67%
ITY-AGDL Initial ATC Air-Ground Data Link Services
8,33 kHz Air-Ground Voice Channel Spacing 92%
ITY-AGVCS2
below FL195
100%
ITY-FMTP Common Flight Message Transfer Protocol
100%
ITY-SPI Surveillance Performance and Interoperability
The following table shows, for each of the ASBU Block 0 and 1 modules, the overall status, the final date foreseen
for completion and the percentage of progress achieved in the current cycle.
These results were determined using the LSSIP Year 2018 declared statuses and progress of the relevant
Implementation objectives in accordance with the mapping approved by ICAO EUR EANPG/60 (European Air
Navigation Planning Group).
Legend:
<16 16 17 18 19 20 21 22 23 24 ≥25
Main Objectives
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT)
Handling
AOM13.1 Timescales: 100% Completed
Initial operational capability: 01/01/2012
Full operational capability: 31/12/2018
-
Rules and procedures are in place including facility for OAT transit. 31/12/2014
REG (By:12/2018)
Mil. Rules and procedures are in place including facility for Completed
- 100%
Authority OAT transit. 31/12/2012
Rules and procedures are in place including facility for Completed
RCAA - 100%
OAT transit. 31/12/2011
ASP (By:12/2018)
Procedures are in place. A procedures revision was Completed
performed in 2013. ATCOs were trained for applicable
Mil. procedures for OAT-IFR transit. The procedures are to
- 100%
Authority be validated within Eurocontrol EURO OAT exercise to 31/12/2013
confirm and correlate cross-border procedures for Euro
OATTS.
ATS procedures are in place to ensure GAT/OAT Completed
interface. Procedures for handling OAT-IFR are
ROMATSA - 100%
applicable. A procedures revision was performed in 31/12/2013
2013.
MIL (By:12/2018)
The new edition of GAT/OAT procedures are in place. Completed
MIL ATC personnel have been qualified to provide ATS
to OAT-IFR flights in accordance with national
Mil.
regulations. A validation exercise to confirm the - 100%
Authority 31/12/2014
EUROAT routes was performed in 2016. The exercise
harmonized military rules for OAT IFR and created
conditions to complete the objective.
Time-Based Separation
Not
AOP10 Timescales: %
Applicable
- not applicable -
LROP - Bucharest Airport
(Outside Applicability Area)
Romania is not in the applicability area of the objective. -
REG (By:12/2023)
ASP (By:12/2023)
Aircraft Identification
Timescales:
ITY-ACID 83% Ongoing
Entry into force of the Regulation: 13/12/2011
System capability: 02/01/2020
-
All the appropriate systems were upgraded and put into service, allowing the establishment of
the individual aircraft identification using the downlinked aircraft identification. 31/12/2019
Training almost completed with plans in place to complete it for all TWR ATCOs in due time.
ASP (By:01/2020)
All the appropriate systems were upgraded and put into Ongoing
service, allowing the establishment of the individual
ROMATSA - 83%
aircraft identification using the downlinked aircraft 31/12/2019
identification.
Ground communication systems are installed to comply with A/G data communication
requirements, tested, validated and ready to be put in operation.
A new implementation plan has been agreed with a roadmap and a deadline of 30/06/2019.
The deadline is the entry into operation of the new ATM system ROMATSA ATM 2015+ which
has data-link capabilities.
The publication of relevant information in the national AIP shall be performed after NSA will
accept the proposed change to the functional system according to Art.9 and 10 from (EC)
Regulation no.1034/2011. 30/06/2019
The air-ground communication infrastructure authorized by the NSA is satisfying requirements
for ATN and VDL-2.
The security policy for data exchange for DLS has been implemented and notified to the NSA
during 2018.
The harmonized procedures for managing the addressing information are implemented by
transposing ICAO SARPs and PANS into national legislation: RACR-CNS Vol II, III, RACR-ATS and
PIAC-ATS.
REG (By:02/2018)
Not
MoT - - % Applicable
-
During 2018, the NSA has verified the implementation of Late
DLS according to a conformity matrix provided by
ROMATSA and also issued a nonconformity. After
several meetings with ROMATSA, a new implementation
plan has been agreed with a roadmap and a deadline of
30/06/2019. The deadline is the entry into operation of
RCAA - 55%
the new ATM system ROMATSA ATM 2015+ which has 30/06/2019
data-link capabilities.
The publication of relevant information in the national
AIP shall be performed after NSA will accept the
proposed change to the functional system according to
Art.9 and 10 from (EC) Regulation no.1034/2011.
ASP (By:02/2018)
ATM System Late
Ground communication systems are installed to comply ROMATSA
with A/G data communication requirements, tested, 2015+ /
ROMATSA validated and ready to be put in operation. Plans are in DATALINK 71%
30/06/2019
place to put into operation the communication CPDLC /
infrastructure to handle AGDL services. Free Route
Airspace
MIL (By:01/2019)
In Reg 310/2015 EASA recommended to reconsider the Not yet
Mil.
date of application of Regulation (EC) No 29/2009 and - % planned
Authority
the time-frames of that Regulation. -
Direct Routing
Not
AOM21.1 (Outside Applicability Area) %
Applicable
Timescales:
- not applicable -
-
Objective not applicable because Romania implemented night FRA on November 2013 (See
-
applicability area).
ASP (By:12/2017)
Not
Objective not applicable because Romania implemented
ROMATSA - % Applicable
night FRA on November 2013 (See applicability area).
-
Implement ground based safety nets - Short Term Conflict Alert (STCA)
- level 2 for en-route operations
ATC02.2 Timescales: 100% Completed
Initial operational capability: 01/01/2008
Full operational capability: 31/01/2013
-
The objective has been completed as appropriate, including Terminal Air Traffic control. RCAA
has accepted the introduction of STCA L2 in accordance with EUROCONTROL specifications. 31/01/2013
Safety oversight for the change was performed and formal acceptance issued by the NSA.
ASP (By:01/2013)
Mil. The objective has been completed, including Terminal Completed
- 100%
Authority Air Traffic control. 31/01/2013
The objective has been completed, including Terminal Completed
ROMATSA - 100%
Air Traffic control. 31/07/2012
Note: Local Objectives are addressing solutions that are considered beneficial for specific operating
environments, therefore for which a clear widespread commitment has not been expressed yet. They are
characterised with no deadline and voluntary applicability area.
LSSIP Co-ordination
S. Airworthiness
C. Aeronautical S. Supervision and S. Aerodromes
S.Air S. Certification of Security Audit Inflight verification of
Operations aeronautical PNA-Tc means
personnel
B. Cont. C. Initial B. Aeronautical
Airworth Airworth- C. Cyber security agents
B. Air Navigation
B.Flight Op. and Airports C. Technical
Oversight C. Flight
Personnel. Maintenance
S. National Ops.
C. CERT-AV-RO Dispach
Certification
B.Ground Op. B. Flight Ops and
Oversight Airworth. Pers.
C. AFIS C. Pilots
C. CNS
& AQ
C. B. License
Registrations C. Dangerous
Register
Goods
S. Air Navigation
C. AIS/MET B. B. Systems
Performance Interoperability
NATIONAL MILITARY
COMMAND CENTRE
AIR FORCE STAFF
CONTROL AND
REPORT CENTRE
AIRSPACE
MANAGEMENT OFFICE
CHIEF OF STAFF
DEPUTY
AOP14 B1-RATS -
ATC02.2 B0-SNET -
B0-SNET
ATC02.8 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing
B1-SNET
B0-SNET
ATC02.9 -
B1-SNET
ATC07.1 B0-RSEQ 1.1.1 Basic AMAN
ATC12.1 B1-FRTO 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing
ATC16 B0-ACAS -
ATC17 - 3.2.1 Upgrade of ATM systems to support Direct Routing and Free Routing
COM10 - -
3.1.4 Management of Dynamic Airspace Configurations
COM11 - 3.2.1 Upgrade of systems (NM, ANSPs, AUs) to support Direct Routings
(DCTs) and Free Routing Airspace (FRA)
5.1.2 NewPENS: New Pan-European Network Service
COM12 B1-SWIM
5.2.1 Stakeholders Internet Protocol Compliance
B0-CDO
ENV01 -
B1-CDO
ENV02 - -
ENV03 B0-CCO -
FCM01 B0-NOPS -
FCM09 B1-NOPS -
INF04 B0-DATM -
ITY-COTR B0-FICE -
B0-FICE
ITY-FMTP -
B1-FICE
ITY-SPI B0-ASUR -
SAF11 - -
Legend:
Term Description
CMSA Romanian acronym for "Airspace Management Council"
ETFMS Enhanced Tactical Flow Management System
MoT Ministry of Transport, Constructions and Tourism
RCAA Romanian Civil Aviation Authority
ROMATSA Romanian ATS Administration
SEEN-FRA South East European Night Free Route