ANNUAL REPORT. DSNA The French Air Navigation Service Provider

12 ANNUAL REPORT DSNA The French Air Navigation Service Provider

CONTENTS 2012 - Highlights p. 4 01 Air traffic and safety Guaranteeing safe and punctual flights p. 7 02 The Environment Reducing the environmental impact of air navigation p. 15 03 Human resources Recruiting, training, supervising and supporting the personnel p. 19 04 Finances Controlling costs and investing in the future p. 23 05 Integrated management system A global approach to safety, security, the environment and quality p. 29 06 The Single European Sky Preparing for the future in the new European air navigation environment p. 33 DSNA, the French Air Navigation Service Provider, is a nationwide organisation that reports to the French Civil Aviation Authority (DGAC). It is certified by the French National Supervisory Authority, (DSAC) to provide air navigation services. Its missions consist in controlling air traffic day and night in a safe, fluid, rapid and environmentallyfriendly manner, while keeping costs under control, delivering the associated communication, navigation and surveillance services and supplying and distributing the aeronautical information required to prepare flights. 07 Main operational and technical achievements Investing in the improvement of quality of service p. 39 08 Studies and development Preparing the future of the air traffic management system p. 45 Glossary Organisation charts

Brest Lille Paris Reims Strasbourg Nantes Lyon Bordeaux Aix-en-Provence Toulouse Marseille Nice 1 2 3 4 5 6 7 8

Air navigation in France DSNA (Direction des Services de la Navigation Aérienne) provides air traffic services for flights leaving and arriving at French airports and in French airspace, including airspace areas over the Atlantic and Mediterranean, appointed by the International Civil Aviation Organisation (ICAO), except for zones allocated to the Geneva and Jersey control centres. It also operates in French Overseas Departments and Collectivities. Its priorities are flight safety, environmental protection (reduction of noise and gas emissions), the punctuality of flights and control of the cost of its services. DSNA has five en-route control centres in Brest, Paris, Reims, Aix-en-Provence and Bordeaux, nine mainland regional structures for approach and airport control located in Nantes, Lille, Paris, Strasbourg, Lyon, Nice, Marseille, Toulouse and Bordeaux, plus three French West Indies-French Guiana, Indian Ocean and Saint-Pierre-and-Miquelon overseas regional structures. Due to its size and its position at the crossroads of the major European air traffic routes, France, along with Germany, is the country that controls most flights in Europe. In 30 years, the capacity of the French air traffic control system has increased three-fold, with traffic of nearly 3,000,000 flights and a one-day peak of 10,018 flights on 11 July 2008. DSNA s 7,757* highly qualified employees demonstrate their ability to adapt to an ever-changing environment and are committed to providing top-quality air navigation services day after day. DSNA, the French Air Navigation Service Provider, is a nationwide organisation that reports to the French Civil Aviation Authority (DGAC). It is certified by the French National Supervisory Authority, (DSAC) to provide air navigation services. Its missions consist in controlling air traffic day and night in a safe, fluid, rapid and environmentallyfriendly manner, while keeping costs under control, delivering the associated communication, navigation and surveillance services and supplying and distributing the aeronautical information required to prepare flights. The future of DSNA is in the Single European Sky, made up of nine major functional airspace blocks that are independent of national frontiers. France, Germany, Switzerland and the Benelux countries form FAB Europe Central (FABEC), located in the heart of Europe in one of the busiest airspaces in the world in terms of traffic. * On 31 December 2012 (mainland France, Corsica and overseas departments and collectivities) 1 Mainland France and Corsica airspace controlled by DSNA 2 SIA building in Bordeaux / 2012 3 Reims ACC operations room (en-route control) / 2012 4 Aerodrome controller at Nice-Côte d Azur airport / 2012 5 Tower control at Marseille-Provence airport / 2011 6 Paris-Orly airport / 2011 7 Maintenance personnel in Brest ACC / 2010 8 Artzamendi secondary radar (Pyrénées-Atlantiques) / 2012

Foreword In 2012, the French air navigation services controlled 2.8 million flights, in complete safety and with high-level of regularity. Despite the fact that traffic dropped by 2.1% compared with 2011, France is still Europe s leading provider of air navigation services. Air traffic in France has grown by an annual average of 1.2% over the last 10 years. In 2012, there were 60 days of dense traffic, with more than 9,000 flights per day, whereas in 2003 there were none at all. These strong variations in peak volumes, which are characteristic of air traffic today, demand increased vigilance in order to guarantee top-level flight safety. Activity was strong in 2012, with the completion of certain projects and other projects that are preparing the future. The complexity of these developments and studies reflects the quality of skills and know-how of DSNA s employees. Driven by its permanent quest to improve flight safety, DSNA organised a round table for managers, experts and external parties to lay the foundations of a new integrated approach to safety. Highlights included the publication of around 100 satellite-based approach procedures, some 30 of which are already EGNOS-compatible, making France the most advanced country in Europe in this field. The airspace reorganisation in the very busy North-East France area was another important achievement. The new south-facing arrival procedure at Marseille-Provence, implemented in October 2012, demonstrated how DSNA is working hard to reduce the environnemental impact of air navigation. Finally, despite a continuing uncertain economic climate in Europe and the unprecedented efforts made in terms of finances and human resources, DSNA strives to maintain an investment capacity fitted to its major technical programmes, such as the modernisation of its future air traffic management system, which will allow DSNA to remain one of the most efficient air navigation service provider in Europe. As part of the Single European Sky, numerous efforts are still being made to optimise the performance of the air navigation network of FABEC*. Synergy is essential with the SESAR programme, which will introduce innovative working methods for controllers and pilots alike in a latest-generation technological environment, to help air navigation service providers accomplish their mission. The successful achievement of FABEC s performance targets, which I hope are realistic, is a major issue for DSNA. This new European air navigation environment will enable us to offer quality and competitive services to all our operational partners and customers. Maurice Georges Directeur Air Navigation Services * FABEC is an airspace block in the heart of Europe that includes six countries (France, Germany, Switzerland and the Benelux countries) and seven civil air navigation service providers (ANA Luxembourg, Belgocontrol, DFS, DSNA, LVNL, MUAC and Skyguide) 3

ANNUAL REPORT 2012 2012 - Highlights February DSNA Safety Round Table This event was organised to take a global and common look at DSNA performance in terms of safety, management and safety culture. World Radiocommunication Conference The spectrum of radiocommunication frequencies is a rare resource that is managed by this Geneva-based instance every 4 years. DSNA takes an active part in this conference, in particular to protect the frequencies used by its infrastructures and equipment. March Strategy for Lower Airspace After several months of debates with staff representatives, DSNA published its new strategy for lower airspace, as other member states of FABEC have already implemented reforms. In mainland France and Corsica, DSNA provides the air traffic control on 81 aerodromes. April Renewal of the ISO 9001 certification until April 2015 This certification means that DSNA meets the quality standards required by the Single European Sky. The certification was renewed thanks to the quality of processes and actions implemented by DSNA. May EGNOS: implementation of approach procedures at Toulouse-Blagnac airport All the runways at Toulouse-Blagnac now propose this type of satellite-based approach procedure, a fact that allowed Airbus to test and certify its first aircraft equipped with EGNOS avionics. Free Route: more direct night routes 12 night routes between France and the UK were opened in the airspace controlled by Reims ACC to coincide with the London Olympics. These more direct routes will allow airlines to make savings of 370,000 in a full year. June SESAR: first trial exercises on the IBP tower at Paris-CDG Paris-CDG is one of the four European platforms selected by the SESAR JU to validate the new Airports concepts of the SESAR programme, which aim at optimising the control of departures and arrivals. September 4-Flight seminar Almost 80 contributors to the 4-Flight initiative came together to review the state of progress of this major DSNA programme. Launched with Thales in October 2011, 4-Flight will be DSNA s innovative future air traffic management system for ACCs and major approaches, including in the Paris region. 4

THE FRENCH AIR NAVIGATION SERVICE PROVIDER October FABEC Both houses of the French parliament passed the law that authorises the French government to ratify the treaty creating the FABEC, signed on 2 December 2010. New arrival procedure at Marseille- Provence airport This new procedure was introduced in a complex civil and military environment in order to reduce noise to nearby residents, improve safety and increase capacity of flights incoming on the south-facing runway. November New worldwide flight plan format A new flight plan format came into service on 15 November in order to cover the new equipment installed in aircraft and the future changes to air traffic management systems. DSNA s management systems and flight plan processing systems including in overseas departments and collectivities, were operational in time for this international deadline! A more modern control tower at Pointe-à-Pitre The new control tower at Pointe-à-Pitre Le Raizet airport came into service during the night of 19 to 20 November. The new tower is equipped with seven workstations for aerodrome controllers. SESAR: Paris ACC carried out live trials of Point Merge in the FABEC airspace Almost 900 commercial flights into Paris-CDG airport from the North- West and the North-East successfully experienced a new arrival procedure at peak hours. December Airspace reorganisation in the North-East France A number of control sectors were reorganised and part of the airspace was transferred from Paris ACC to Reims ACC. This reorganisation consolidates the status of Paris ACC as the terminal control centre for airports in Paris. Raising the altitudes of incoming routes in the upper airspace The routes of the 120 daily flights into Paris-CDG and Paris-Le Bourget from the South-West are raised by 600 metres, around FL 300 (10,000 metres). By optimising these flight profiles, it will be easier to make continuous descent approaches. Trials in a strip electronic environment on real traffic In 2012, Brest ACC and Bordeaux ACC which were elected to implement ERATO, conducted several trials in an electronic strip environment under real operational conditions. Amendment to the 4-Flight framework agreement DSNA and Thales signed an amendment to the 4-Flight framework agreement, specifying the conditions applying to the continuation of this ambitious project. 5

1 AIR TRAFFIC AND SAFETY Despite a 2.1% drop in air traffic in 2012 compared with 2011, France remains Europe s leading air navigation service provider, with 2,809,461 controlled flights. The French air navigation services succeeded in maintaining high level of safety, while delivering a quality service in terms of flight regularity.

ANNUAL REPORT 2012 01 Air traffic and safety 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré Paris-Orly airport: West terminal / 2011 Guaranteeing safe and punctual flights Air traffic The economic context In 2012, the European air transport market was impacted by some significant developments. As the economic crisis continued in the Euro zone and fuel prices remained high, the traditional major European airlines (Air France, British Airways, Lufthansa, SAS) failed to achieve sufficient levels of profitability, despite the record-breaking occupancy rates of their flights. The activity of the low-cost airlines (easyjet, Ryanair) remained strong, as did that of the Middle Eastern airlines, which came looking for premium customers in Europe flying to the fast-growing Asian market. The price of Brent barril Dollars 100 50 72 $ 97 $ 62 $ Consequently, the major European airlines launched ambitious restructuring plans, based on new economic models. The renewal of fleets with a new generation of aircraft that consume less fuel will be another decisive factor. On the domestic front, the Air France- KLM group set up bases in the regions (Nice, Marseille, Toulouse) and, in April 2013, launched a new regional hub to market the regional airlines, Airliner, Brit Air and Regional, under the single Hop! brand at entry-level prices. The goal of this operation is to win back market share on the short- and medium-haul flights that are essential to feed the hub at Paris-CDG. Flights 79 $ 111 $ 112 $ predominantly for leisure are operated by the low-cost airline Transavia, while an agreement was signed with Eithad from the United Arab Emirates for long-haul flights. Trends in 2012 Against this backdrop, the volume of traffic controlled by the French air navigation services dropped by 2.1%, in comparison with 2011 1. A total of 2,809,461 flights were controlled in mainland France and Corsica, representing an average of 7,676 flights per day. Activity was strong between June and October 2. Air traffic in France has stagnated since 2007, but the number of days of very dense traffic (more than 9,000 flights per day) remains high: 60 days in 2012, 72 days in 2011 and 24 days in 2010. The day-to-day workload of controllers was very varied in 2012, alternating between periods of heavy traffic and periods of particularly light traffic. The air traffic controller must always maintain the same level of safety, irrespective of these variations. 0 2007 2008 2009 2010 2011 2012 In 2012, aviation fuel accounted for up to 30% of the direct operating costs of certain airlines. 8

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement 1 Evolution of annual IFR traffic controlled in France Source: DSNA 2 Breakdown of monthly IFR traffic controlled in France Source: DSNA Number of flights Number of flights 3,000,000 2,900,000 +5.8% +6.2% 300,000 275,000 2011 7,861 flights/day 2,800,000 2,700,000 +2.8% +2.6% +3.8% -0.2% 0% -2.1% 250,000 225,000 200,000 2012 7,676 flights/day 2,600,000 +1.6% -7.2% 175,000 2,500,000 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 150,000 JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Traffic by operational unit or entity in 2012 2012 vs. 2011 variation Source: DSNA ACC IFR flights South-East ACC 999,610-2.6 % West ACC 854,665-1.6 % South-West ACC 830,222-0.5 % East ACC 795,741-0.5 % SNA Paris IFR flights VFR flights North ACC 1,200,794-1.9 % Roissy and Le Bourget 646,080-3.0 % Orly & General aviation 279,457 0.7 % 542,691-11,2 % SNA Mainland France IFR flights VFR flights and Corsica South-East SNA 239,606 0.3 % 207,201-2.7 % Centre-East SNA 215,651-2.0 % 371,220-5.8 % South-South-East SNA 208,198 1.8 % 401,225-1.1 % South SNA 183,490 0.3 % 308,865 0.9 % North-East SNA 178,975-3.6 % 145,062-11.3 %* West SNA 158,401-0.3 % 349,641-5.0 % South-West SNA 153,494-3.0 % 223,289-14.5 % North SNA 144,754-0.7 % 254,379-5.9 % Pyrénées 28,936 2.4 % 66,590 0.6 % Overseas IFR flights VFR flights French West Indies-Guiana SNA 110,907 1.8 % 107,027 1.4 % Indian Ocean SNA 25,026-8.5 % 39,834 6.7 % DSNA St-Pierre-et-Miquelon 2,701 0.6 % 1,410 12.5 % IFR flights: aircraft flying according to instrument flight rules (commercial flights, business aircraft, etc.) VFR flights: aircraft flying according to visual flight rules (light and leisure aircraft) * Aerodrome control at the Mulhouse-Habsheim ceased on 20 July 2012 IFR traffic flows in the upper airspace (Elvira 3D) / 2010 VFR flight taxiing in front of the control tower at Merville-Calonne (North SNA) / 2010 9

ANNUAL REPORT 2012 01 Air traffic and safety 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré 2.8 million flights controlled by France in 2012 The structure of traffic was identical to that in the preceding years. 46% of overflights, 38% of international flights (to or from France) and 16% of domestic flights. Overflights dropped by 3% in comparison with 2011, in particular due to the slump in the traffic between Spain and the UK (-4%), Spain and Germany (-3%) and Spain and Italy (-13%). International flights dropped by 1.4% in comparison with 2011, in particular due to reduced traffic to and from the UK (-2%), Germany (-4%) and Spain (-3%) 3 and 4. Domestic traffic fell by 1.1% compared with 2011 4. With a total of 168 million passengers, French airports set their all-time record in 2012. 3 Main traffic flows in France Average number of flights per day and variation between 2012 and 2011 Source: DSNA UK NETHERLANDS BELGIUM GERMANY 422-2% 357-4% 584-4% 298-3% FRANCE 208-5% 215 0% SPAIN 368 +3% 415-3% 243-13% 299-1% ITALY AFRICA European overflights International departures and arrivals 4 The 10 largest airports in mainland France and Corsica in terms of IFR movements (arrivals and departures) Source: DSNA En-route control workstation in Bordeaux ACC / 2012 Approach control workstation at Toulouse-Blagnac airport (South SNA) / 2011 2012 Trend compared with 2011 1. Paris-CDG 497,127-3.2% 2. Paris-Orly 234,067 0.8% 3. Nice-Côte d Azur 142,412 3.4% 4. Lyon-Saint Exupéry 119,481-1.6% 5. Marseille-Provence 108,994 3.9% 6. Toulouse-Blagnac 104,044 4.4% 7. Bâle-Mulhouse 72,022-1.6% 8. Bordeaux-Mérignac 58,402-1.8% 9. Paris-Le Bourget 55,992-5.1% 10. Nantes-Atlantique 51,885 3.7% 10

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement In 2012, the balance was restored between the Paris airports (48% of flights and 57% of passengers) and regional airports (52% of flights and 43% of passengers). Europe Along with Germany, France remains the country that controls the most flights in Europe 5. Traffic in Europe decreased by 2.4% compared with 2011, with the sharpest drop being recorded in Spain (-7%). Traffic in Poland and Ukraine reached record-breaking levels, thanks to the European Nations Football Championship in June 2012. The London Olympics resulted in a 3.5% rise in traffic in the London TMA, but had a limited impact in the Core Area, the busiest airspace located in the heart of Europe. Flight safety Flight safety remains the core activity of DSNA. Therefore, the French air navigation services strive to take any preventive and corrective actions required to improve safety on a permanent basis. In 2012, DSNA organised the Safety Round Table for managers, experts and external parties to take a global and common look at DSNA performance in terms of safety, management and safety culture. Event records When agents performing operational tasks consider that flight safety has been, or could have been, jeopardised, they complete an incident report, while the pilot files an Aviation Safety Report (ASR). DSNA encourages this event reporting culture. The reports are not necessarily an objective account of safety problems, but they can be analysed in order to gain a clearer view of the good working order of the system and its protective barriers. Technical incidents in connection with ATM that could impact safety, are systematically analysed. All these events are entered in the air navigation incident database (INCA) that is linked to the European ECCAIRS system, for the sharing and analysis of safety data. Analysis of incidents Incidents are first analysed locally by the Quality of Service teams. More serious or informative events are submitted to the Local Safety Commission. The Safety Events Processing Board, chaired by the Directeur Air Navigation Services, analyses the most serious situations in terms of malfunctions of the air navigation services, on the basis of the files submitted by these commissions. 34% The proportion of flights operated by low-cost airlines in Europe in the summer of 2012. Source: Eurocontrol 5 Air traffic in Europe Average number of daily flights in 2012 and 2012 vs. 2011 variation Source: Eurocontrol 8,000 Number of flights -1.5% -2.2% -1.7% Beauvais-Tillé airport in the early morning / 2011 6,000 4,000-0.1% -2.4% -6.6% -1.7% Radar display of the IFR traffic at Lyon-Saint- Exupéry (Centre-East SNA) / 2011 2,000 0 France Germany UK Maastricht* Italy Spain Switzerland * Eurocontrol ACC controlling the upper airspace over the Benelux countries and part of Germany. 11

ANNUAL REPORT 2012 01 Air traffic and safety 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré The Board analysed 22 events in 2012. 8 involved aircraft flying abnormally close to one another (4 losses of IFR/ IFR separation en route and 4 losses of IFR/IFR separation during approach 6 ), 11 involved aerodrome circulation events, including 5 IFR/VFR incidents, 3 involved runway incursions 7. A new version of the action plan to avoid abnormal proximity was implemented in ACCs in an effort to consolidate the favourable trend in the reduction of losses of separation. DSNA also rolled out a European action plan as part of the efforts to prevent illegal intrusions into controlled airspace. An active cooperation programme with airport operators and the airlines, in coordination with the French national supervisory authority (DSAC), is underway to anticipate and improve the control of snowy conditions. The actions already taken in the Paris region have considerably improved the situation in this very busy area. In 2012, the technical departments in the operational units used the European risk analysis tool (RAT) to assess the gravity and the probability of safety incidents, similar to the practices that currently exist for operational events. 6 Indicators used to measure safety level of flights for en-route traffic control Source: DSNA Losses of separation per 100,000 flights 3.0 Number of airprox for 100,000 flights 3.0 2.5 2.0 Losses of separation below 70% of the minimum radar separation 2.5 2.0 General/General (with at least one IFR flight) 1.5 1.5 1.0 0.5 Losses of separation below 50% of the minimum radar separation 1.0 0.5 General/Military 0 2005 2006 2007 2008 2009 2010 2011 2012 The standard minimum en-route radar separation between two aircraft is 5 Nm in the horizontal plane and 1,000 ft in the vertical plane. The safety net informs the controller of the danger of airprox that does not meet this standard. Two indicators are tracked: HN70, when two aircraft are separated by less than 70% of the standard and HN50, which corresponds to 50% of the standard. In 2012, the frequency of losses of separation < 70% was 0.64 flights for about 100,000 controlled flights. For the very first time since this indicator was introduced, the five ACCs did not record a single loss of separation < 50%. 0 2005 2006 2007 2008 2009 2010 2011 2012 Two types of air traffic control co-exist in France: general air traffic (CAG) and military air traffic (CAM). In 2012, pilots reported 1 airprox between general traffic, involving at least one IFR flight, for every 100,000 flights and 0.3 airprox between general and military traffic for every 100,000 flights. 7 Breakdown of causes of runway incursions Source: DSNA Number of events Aircraft Vehicles Persons 250 200 150 100 50 Nice-Côte d Azur airport / 2012 12 0 2005 2006 2007 2008 2009 2010 2011 2012

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement DSNA has also adopted a risk map that is part of the French Air Safety Programme (PSE) in order to improve risk management. DSNA also takes part in the civil/military commission for ATM safety (CMSA), tasked with examining incidents between civil and military aircraft. The air traffic safety commission (CSCA) was wound up in 2012. Its activities will be transferred to the French Air Safety Programme, to which DSNA will continue to provide expert input. The global analysis of incidents must always put the skills and know-how of pilots and air traffic controllers to the best possible use. Delays due to air navigation The quality of service delivered by air navigation services with regard to the punctuality of flights is measured using two indicators: the average delay due to air traffic regulations (ATFCM delays): this highly technical indicator is calculated on take-off for flights that are regulated according to the take-off slot allocated by the Eurocontrol CFMU in Brussels and the scheduled take-off time in the flight plan. In 2012, DSNA delivered a quality service, with an average delay of 0.72 minutes per flight 8. When the airspace is reorganised, air traffic control capacity is temporarily reduced and adapted to guarantee flight controls in complete safety. For these reasons, when the new sectorisation between the North and East ACCs was implemented (p. 40), 56 flights were regulated on 13 December, with an average delay of 11 minutes per flight, breakdown of causes of delays by group of players for commercial flights delayed by 15 minutes and more on take-off. The method used by the French Civil Aviation Authority (DTA) to collect and process data changed in 2012. It now collects data from 9 airports (Paris-CDG, Paris-Orly, Nice, Lyon, Marseille, Toulouse, Bordeaux, Nantes and Beauvais) and 120 connections representing more than 2 million passengers. A new presentation is currently being analysed by the Transport Service Quality Authority that was created in February 2012. e83 The average cost of 1 minute s delay in air transport (for any reason) Poor weather in the winter can affect the regularity of air traffic / Paris-CDG 8 Breakdown of ATFCM delays between aerodrome / approach control and en-route control Source: DSNA Minutes Airports En-route 9,000,000 2.91 min/vol 8,000,000 7,000,000 6,000,000 5,000,000 4,000,000 3,000,000 2,000,000 0.84 min/vol 0.76 min/vol 0.45 min/vol 0.67 min/vol 0.72 min/vol 1,000,000 0 2007 2008 2009 2010 2011 2012 13

2 The Environment Reducing the environmental impact of air navigation is the second strategic priority of DSNA, which aims at achieving this goal by continuously improving air traffic procedures and training its controllers, in close cooperation with elected representatives, and associations of local residents. Lognes aerodrome / 2010

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 The Environment 03 Ressources humaines 04 Finances 05 Le système de management intégré New tail wind procedure 13 for flights to Marseille-Provence airport / 2012 REDUCING THE environmental IMPACT OF AIR NAVIGATION Marseille-Provence airport Procedure after 18 October 2012 Procedure before 18 October 2012 Limiting the impact of noise Studying the impact of air traffic (EICA) Before changing or creating an air traffic procedure at one of France s major airports, DSNA analyses the noise impact. This type of investigation is also made for satellite-based approach procedures. The findings are then submitted to the environmental consultative committee, then to the independent ACNUSA authority, if the procedure is for a major airport. In 2012, DSNA conducted 10 air traffic impact studies, in particular for Paris-CDG, Paris-Le Bourget, Toulouse- Francazal with a view to opening it up to general air traffic, and Strasbourg airports. Three of these studies were made for the creation of satellite procedures (Paris-Le Bourget, Nevers, Brive-Souillac). Continuous descent approaches Continuous descent approaches reduce noise levels in the terminal area, and cut fuel consumption and gas emissions from aircraft. DSNA is planning the harmonious nationwide deployment of continuous descent approaches. This type of procedure is already in operations at Strasbourg and Paris-Orly airports, and other procedures are being developed, for Basel-Mulhouse, Nantes and Nice, or are being tested, for Paris-CDG, Lyon-Saint Exupéry, Marseille, Toulouse and Bordeaux. On 27 December 2012, an aeronautical information circular, written in cooperation with aircraft manufacturers, airlines and operational personnel, was published to help pilots use continuous descent procedures. This document explains the design of these procedures, how to understand the publications and the corresponding vocabulary, and the role of air traffic controllers. DSNA has also created an indicator to assess the share of continuous descent approaches at Paris-CDG and Paris-Orly. In a continuous descent approach, aircraft does not remain in level flight for more than 4.5 km below an altitude of 2,000 metres. This criterion is also used at London-Heathrow. Noise measurement campaigns In 2012, DSNA organised noise measurement campaigns on seven sites in the Paris region in order to compare the noise levels produced by aircraft flying into Paris-CDG airport, after raising the interception altitude of the final descent paths on 17 November 2011. This new arrival procedure has significantly reduced the high noise levels (67 db) and resulted in a dispersion of the lower noise levels (63 db). Reports of these studies can be found on the Internet. Noise measurement campaigns were also organised around Marseille airport to assess the acoustic impact before and after the introduction of the new tail wind procedure 13. 16

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement Reducing gas emissions A study by DSNA has shown that more than 80% of CO 2 emissions from air transport above mainland France occur above 2,000 metres. Consequently, DSNA s efforts to reduce gas emissions are focussing on altitudes above this threshold. To this end, DSNA contributes to all the European efforts that are being made to optimise flight paths and reduce consumption of aviation fuel, and therefore gas emissions, as far as possible by reorganising the airspace. This environmental challenge also has an economic dimension, since the price per barrel remains high (p. 8). The FABEC strategy (p. 35) includes the creation of a Free Route network, from North to South and from East to West, at altitudes higher that 1,800 km, where pilots will be able to leave the pre-defined routes. The first step of this project consists in opening a network of published, more direct night routes, due to less traffic, and excluding military activity, that will reduce fuel loads. These routes can be used between 10 pm UT and 05 am UT, and for 24 hours at the weekend. In May 2012, 12 direct night routes were opened between France and the United Kingdom in the airspace controlled by Reims ACC. In a full year, the distances covered will be cut by 74,000 Nm, allowing airlines to make savings of 370,000. Improvements have also been made to the city-pair connections, deemed to be the least favourable. Significant gains have been made for the airlines that use these routes, and in particular the transverse flight paths within Europe. In one week in September 2012, CO2 emissions were cut by 580 tons. In the future, Eurocontrol will take over these activities. On the domestic front, the 2012 Bordeaux-Brest-Paris interface project aims at extending the progress made in the Paris region, by raising approach altitudes, to upper airspace. This project is in perfect harmony with the environmental performance targets of the Single European Sky. The first phase of this project went live on 13 December 2012 (p. 40). Communication Politicians, associations and local residents often look for answers to their questions about the environmental effects of overflights and flight paths. DSNA answers questions about its everyday actions in total transparency. Flight path displays In 2012, 24 localities in the Greater Paris region were fitted out with the VITRAIL system, which measures noise and displays the flight paths of the three main Paris airports. This tool provides detailed information on overflights, after a delay of 30 minutes for security reasons. VITRAIL can also be accessed in the Environment and Sustainable Development centres at Paris-CDG and Paris-Orly. On Mondays and Wednesdays, these centres, operated by Aéroports de Paris, are manned by former air traffic controllers, who are on hand to answer visitors questions. DSNA also posts user-friendly tools on the Internet. For example, it is possible to see air traffic above a given locality on a typical day. VisioBruit This educational tool, developed by DSNA for the public, teaches the basic notions of acoustics and allows users to hear the noise made by the most frequent aircraft. 2012 saw the release of a new and more interactive version of the software application. 450 tons of fuel The savings made in a full year thanks to the 12 direct night routes between France and the United Kingdom. Condensation trails in high altitude at dusk / 2012 The trails left in the wake of jet aircraft are often wrongly perceived as atmospheric pollution. Residents and former air traffic controllers at the Orly Environment and Sustainable Development Centre / 2012 17

3 Human resources The operational, support and management, technical and administrative DSNA personnel stands out by its high levels of skills and expertise, which are maintained by extensive initial and continuous training.

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Human Resources 04 Finances 05 Le système de management intégré Continuous training in English for controllers at Reims ACC / 2012 RECRUITING, TRAINING, supervising AND SUPPORTING THE PERSONNEL On 31 December 2012, DSNA headcount working in mainland France and Corsica and overseas (West Indies-Guiana, Indian Ocean, Saint-Pierre-and- Miquelon and Pacific overseas territories - French Polynesia, New Caledonia, Wallis and Futuna) totalled 7,757, 1% down on 2011. 93% of them (7,184) worked in mainland France and Corsica, and 7% (573) worked overseas. DSNA has entered agreements to provide functional and technical support for air navigation services in the Pacific. Management of technical staff DSNA manages the careers of three technical staff groups: ICNA (ATCO engineers), IESSA (ATSEPs) and TSEEAC (senior technicians) that correspond to the nature of its missions, in particular as part of the DGAC. It takes part in the definition of the recruitment policy, manages the assignment of students from ENAC. In 2012, DSNA administered all the DGAC s 1,837 TSEEACs, 1,185 of whom (65%) are assigned to DSNA (i.e. 65% of the staff group), including 304 to positions as aerodrome controllers. DSNA also manages their professional mobility through campaigns to create new positions, which are examined by joint administrative committees twice a year. In 2012, these changes in assignment affected: 165 ATCOs (4% of the staff), 91 ATSEPs (6% of the staff) and 116 aerodrome controllers and operations personnel (6% of the staff). In view of the time taken to become technically and operationally qualified, DSNA pays very close attention to the efficient forward personnel planning of its technical staff. In 2012, 64 trainee ATCOs, 17 trainee ATSEPs and 72 trainee aerodrome controllers and operations personnel members were recruited, while 126 ATCOs, 24 ATSEPs and 27 aerodrome controllers and operations personnel members retired. Investing in training for technical staff DSNA pays very close attention to the quality of training of its technical staff, since it makes a direct contribution to safety. To this end, DSNA works closely with ENAC to determine the content of initial training courses and to adapt the curricula to changes in the profession. In 2012, ENAC welcomed two ATCO classes, one ATSEP class and two aerodrome controllers and operations personnel classes selected by external or internal examinations. The initial training of technical personnel consists of both academic study and professional training, delivered alternately by ENAC and the air navigation operational units. In 2012, the ATCO and ATSEP training courses were awarded university Master s grade status (5 years in higher education). On 28 June 2012, ENAC awarded the 09 ATSEP class the first ever diploma in Air Safety Electronic Systems Engineering (ISESA). The first qualifications in Air Traffic Control and Management (MCTA) will be awarded to the ATCO classes that started their studies in 2011. The national surveillance authority (DSAC) certifies the training courses related to safety that can be followed to obtain the European air traffic controller s licence. 20

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement Labour relations On the European front, DSNA takes part in the meetings of the consultation instance chaired by the European Commission alongside the Civil Air Navigation Services Organisation (CANSO). The French director of the air navigation services chairs FABEC s labour relations committee, which is made up of staff representatives from the seven air navigation service providers. This committee is a forum for information and discussions on the full range of FABEC s operational, technical and organisational issues. Modernisation of management DSNA launched discussions on the modernisation of its management, drawing on the experience of the organisation set up in 2005, as part of DGAC s global management modernisation strategy. The goal is to optimise operations by precisely defining the role of each player and improving the decision-making processes, with a view to permanently improving the consideration given to its customers expectations. Maintenance personnel in the generator room in Aix ACC / 2012 Breakdown of employees by department Breakdown by staff groups DTI 7% SNA Mainland France 34% ACC 27% DSNA Headquarters 2% SNA Overseas 7% SNA Paris 19% DO Headquarters (with SIA and CESNAC) 4% Details by organisation ACC Aix 611 SNA SSE 358 ACC SNA W 336 Reims 528 SNA NE 318 ACC SNA SW 312 Bordeaux 496 SNA S 285 ACC Brest 488 SNA N 249 SNA SNA WI-G 249 Paris 1483 SNA IO 69 SNA SE 380 DSNA SPM 38 SNA CE 376 ICNA 52% 3,960 IESSA 18% 1,383 Other Group 1% 123 Workers 3% 269 IEEAC 4% 342 Office staff 6% 495 TSEEAC 15% 1,185 TOTAL 7,757 people Breakdown of controllers with a valid licence by type of organisation Breakdown of ATSEPs by department and type of organisation SNA* (ICNA) 46% 1,811 ACC (ICNA) 46% 1,791 SNA* (TSEEAC) 8% 304 TOTAL 3,906 people CESNAC 4% 52 DTI 12% 168 Other entities* 3% 40 DSNA + DO Headquarters 2% 23 ACC 27% 380 SNA 52% 720 TOTAL 1,383 people * This item includes the SNA in mainland France and Corsica and the overseas entities * DSNA/SPM, French Polynesia, New Caledonia, Wallis and Futuna On 31 December 2012 Source: DSNA 21

4 FINANCES The budget of DSNA is defined as part of the national Aviation Control and Operations Budget. Income and expenditure identified as part of the same budget and capital outlay can be funded by loans. Financial management is measured by a control process with targets and performance indicators.

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré A ground radio navigation system: VOR in Biarritz / 2012 CONTROLLING COSTS AND INVESTING IN THE FUTURE DSNA s funding DSNA is funded mainly by fees charged for air traffic control services, communication, navigation and surveillance services, the associated aeronautical and meteorological information services and, to a lesser extent, the sale of products and services. The annual financial accounts are certified by the accountant of the Aviation Control and Operations Budget. 1,419M DSNA revenue in 2012 Income from air navigation fees The route fee and the oceanic fee fund the use of the facilities and the services provided by the French air navigation services for flights over French territory and in the maritime airspace allocated to France by the ICAO, in mainland France and Corsica and overseas. Additionally, the charges for air traffic terminal services (RSTCA) are applied by most of the airports in mainland France and overseas within a 20-km radius before landing and after take-off. This second fee finances the air navigation services provided on take-off and landing 1. Income is calculated on the basis of the unit rate and the number of service units 1. Thanks to its location in the centre of Europe and its size, France is the European country that represents the highest number of en-route services units (17,346,536) 2. The unit rate for en-route charges in France ( 64.63) dropped by 4% in comparison with 2011. With the exception of Spain, this is one of the lowest rates in Western Europe and the rates in neighbouring countries all increased in 2012 3. The Single Sky regulations provide for the Europe-wide harmonisation of the means of calculating the number of service units for the unit rate for terminal zone charges (RSTCA) from 1 January 2015. This change has prompted air navigation service providers to adapt their unit rate accordingly. In 2012, the French unit rate for terminal zone charges was set at 207.21 using this new calculation method, representing a 0.5% rise over 2011. 1 One en-route service unit covers the air traffic control services delivered to a 50-ton aircraft over a distance of 100 km. For a given flight, it is calculated in proportion to the distance covered and the square root of the weight of the aircraft. Units for terminal zone services are calculated taking into account the maximum weight of the aircraft on take-off. 24

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement In 2012, income from charges overseas totalled 43M, compared with 43.9M in 2011. This income covers almost 37% of the costs incurred, while the rest is funded in part by the Civil Aviation Tax. This tax is charged according to the number of passengers and tonnage of freight or mail that leave France on a commercial flight. Income, excluding control charges Other income comes from the sale of products and services, such as aeronautical information and studies or expert analyses for European projects (SESAR, Coflight, etc.) or the calibration of radio-electrical aids. In 2012, it amounted to 13.9M, compared with 10.6M in 2011. 1 Breakdown of income from air navigation charges Income Source: DSNA Millions of Euros MAINLAND FRANCE AND CORSICA Charges for en-route services control services Terminal zone charges OVERSEAS Terminal zone charges Oceanic charges 1,400 1,200 1,404.6 M French carriers 51% Foreign carriers 49% 1,000 800 Foreign carriers 81% 600 400 200 French carriers 19% 0 2005 2006 2007 2008 2009 2010 2011 2012 2 Details of navigation charges for mainland France and Corsica in 2012 3 En-route charge unit rates in Europe Charges for en-route control services Service unit Income in millions proportion (2012 vs. 2011 variation) Overflights 61% International arrivals/departures 30% 1,126.4 M (-2.5%) Domestic flights 9% Number of service units 17,346,536 Terminal zone charges Service unit Income in millions proportion (2012 vs. 2011 variation) International arrivals/departures 70% 234.9 M (3.4%) Domestic flights 30% Number of service units 1,073,568 100 90 80 70 60 50 SPAIN UK ITALY GERMANY FRANCE 40 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 25

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré Expenditure DSNA s expenditure and investments required to deliver air navigation services are grouped together in the Air Navigation programme in the Aviation Control and Operations Budget. This expenditure is fungible according to the rules of the French Framework Law on Finance Acts (LOLF). Graph 4 shows the breakdown of expenditure, excluding payroll, and graph 5 shows details of contributions to external organisations. 2012 saw an increase in expenditure over 2011 to 511.3M, due mainly to investments 6. In clear contrast to the trend in recent years, DSNA must restore a level of investment that is adapted to the technical and European challenges that it faces. DSNA allocates about 30% of its investments to the maintenance of its facilities in operational condition, about 30% to increases in capacity and the modernisation its technical systems and facilities, and almost 40% to the major programmes that are preparing DSNA for the future. In its zone of competency, including overseas, DSNA operates five en-route control centres, 20 major approaches, 90 control towers and 300 remote radiocommunications, surveillance or radioguidance stations. In order to honour these commitments on a limited budget, the entities at DSNA have optimised the timetable of the implementation of technical systems until 2020. By keeping close track of its operations, DSNA makes the best possible use of its loans, without compromising the service delivered to its customers. Performance plans Target-based performance management Since 2006, DSNA has been implementing a target-based performance management policy, strengthened by the French Law (LOLF) that meets the requirements of the Single European Sky regulations. These targets also help keep track of the proper implementation of the strategy. The DSNA PPO scorecard contains more than 80 performance indicators that cover safety, respect for the environment, punctuality and economic performance. Corrective action plans have been rolled out to achieve these targets. 2012-2014 performance plans The member states have each adopted a performance plan for their own FAB that applies to their air navigation operator and may be supplemented by a domestic performance plan. The European Commission has laid down its targets for 2012 to 2014: for FABEC, the global en-route targets that the air navigation operators in FABEC must reach collectively. The first report on the performance of FABEC was published in April 2013. and a domestic performance plan, monitored by the French national supervisory authorities (DTA for the performance of air navigation services and charges, and DSAC for safety). The economic part of the plan sets out the unit rates for en-route charges 3 and terminal charges. These changes are being managed by the European Commission in order to cut the cost of air navigation in the European airspace. The indicators in the target-based performance plan also provide input that goes beyond the economic aspects. Martinique-Aimé Césaire airport / 2010 Cayenne-Félix Eboué airport / 2011 Saint-Denis Roland Garros airport / 2011 26

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement 4 Breakdown of expenditure, excluding payroll Regular operations 134.6 M 26% Investment 151.3 M 30% External organisations 225.4 M 44% TOTAL 511.3 M 5 Details of contributions to external organisations 100% 80% 10% 9% 9% 20% 21% 21% ENAC Basel-Mulhouse airport Aéroports de Paris Delegated airspaces Eurocontrol Météo France 60% 32% 29% 30% 40% 40% 20% 37% 38% 0 2010 2011 2012 TOTAL 2010 229.4 M 2011 220.6 M 2012 225.5 M 6 Details of investments Millions of Euros 200 150 104.3 M 100 122.9 M 119.4 M 132.9 M 151.3 M Headquarters ACCs SNA & SIA Overseas DTI Continuous training DSNA pays part of its income from air navigation charges to Météo France for its assistance services Reims ACC / 2012 Geneva: Switzerland provides the air navigation services in part of France s airspace / 2012 50 DSNA pays a contribution to the operator of Euroairport (Basel-Mulhouse-Freiburg) for the operation of its systems / 2011 0 2008 2009 2010 2011 2012 27

5 INTEGRATED MANAGEMENT SYSTEM To improve its overall performance in response to European requirements, DSNA is implementing an integrated management system that covers safety, security, the environment and quality. This initiative aims at improving both internal operations and relations with external contacts, who include essentially the users of the airspace. Technical supervision room, in Reims ACC/2012

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Integrated Management System Runway lights in foggy weather at Chalons-Vatry airport / 2010 A GLOBAL APPROACH TO SAFETY, SECURITY, THE ENVIRONMENT AND QUALITY DSNA s integrated management system helps exercise better control over safety, security, the environment and quality. It contributed to: the renewal of DSNA s air navigation services provider certificate by the National Supervisory Authority (DSAC) for another 6 years, until 14 December 2016. The surveillance actions taken by DSAC contribute to the ongoing improvement of working methods and the level of safety achieved, DSNA s ISO 9001 Quality management systems certification, which was renewed by AFNOR in 2012 for 3 years. This certification covers the supply of air traffic management (ATM), communication / navigation / surveillance (CNS) and aeronautical information services (AIS). Risk assessment and reduction DSNA continued to invest in measures to assess and reduce risks, internally 1, Europe-wide, in particular as part of FABEC (p. 35) and for EASA. For the Operations and the Technical and Innovation Directorate of DSNA, this resulted in an increase in support activities, in training in safety studies 30 and in the use of the SPIRIT tool (Safety studies, Performance and Internal audit Real-time Integrated Tool), presented on the next page. Training was given in software safety assurance according to the agent s role (user or designer). Efforts were also made to develop feedback and the sharing of best practice. Security management DSNA s policy for the protection of its infrastructures is compliant with all the French and European regulations. Information systems security is one of DSNA s primary preoccupations, and its information systems security policy is part of the DGAC s information safety management systems security policy. The security of information systems is based on a human organisation, in which the information systems security officers (ASSi) play a key role. Security was one of the topics audited in 2012. Elsewhere, the first activities in this area in FABEC are preparing more specific future developments for the interconnection of air navigation systems. Regulatory standard for air navigation services Significant efforts are being made to clarify and summarise the applicable documentary standard in order, on the one hand, to meet the needs for regulatory insurance and, on the other, to facilitate the management of the operating manuals in DSNA s 80 odd control units. Numerous operations data sheets (FSE) have been validated and released at DSNA. Internal audits The audit programme and the selection of the topics and processes to be audited are defined in addition to the external audits (ISO, DSAC) or further to specific changes in the integrated management system. Other DSAC audits (air traffic controller training delivered by the control units, information systems security) are also incorporated in the global programme. Four of these internal audits were conducted in cooperation with the DFS and Skyguide the German and Swiss air navigation service providers respectively as part of the INTACT

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 études et développement project (audits conducted by international teams). The extension of this initiative to other FABEC ANSPs will be assessed in 2013. Support tools AGATA The AGATA application, designed to manage audits, reports and corrective and preventive actions, is also used to keep track of other actions, and in particular actions based on recommendations by BEA, the Enquiries and Analysis Bureau for Civil Aviation Safety or CMSA, the civil / military commission for ATM safety or ITES, the safety events processing board. GEODe The electronic documentation management and organisation application (GEODe) is used to share and update documents, to keep track of the validation circuits, to check their validity automatically and to facilitate archiving. SPIRIT This application guarantees the traceability of safety studies and makes it easier to share the experience gained during these studies. DSNA can use this tool to inform DSAC when safety files are opened and when changes are introduced, and in particular changes affecting interoperability, as required by the corresponding European regulations. A new integrated approach to safety Following the Safety Round Table and the internal survey of safety culture, DSNA continued to look for ways to strengthen its best professional practice even further, in order to improve the safety of the services delivered. The goal is to integrate the safety-related actions taken at various levels (operational actors in the Operations directorate, engineers in the Technical and Innovation directorate, management) and to generate synergies that will result in shared and common progress. 1 Assessment of the maturity of DSNA s safety management system Eurocontrol method 2011 2012 11. Adoption and Sharing of Best Practice 10. Organisational Safety and SMS Audits 9. Monitoring of Safety Performance 5 4 3 2 1 1. Safety Culture 2. Organisational and Individual Safety Responsibilities for Safety Maintenance personnel at CESNAC (DO) / 2012 8. Safety Assurance 3. Timely Compliance with International Regulatory Obligations 7. Safety Interfaces 4. Safety Achievement 6. Risk Management 5. Competency The first key performance indicator of Europe-wide safety is the efficiency of SMS. 31

6 THE SINGLE EUROPEAN SKY In response to an initiative taken by the European Commission, a Europe-wide air navigation system is gradually emerging as part of the regulations of the Single European Sky. The goal is to build a more efficient airspace, which is safer, offers greater capacity, with more direct flight paths, and optimises flight levels and routes so that airlines can operate more economical flights that produce less pollution.

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré The SESAR JU stand at the World ATM Congress in Madrid / February 2013 PREPARING FOR THE FUTURE IN THE NEW EUROPEAN AIR NAVIGATION ENVIRONMENT Today, there are more than 30 air navigation services in Europe of various sizes. In an effort to improve these services, the European States, under the umbrella of the European Commission, have launched the creation of the Single Sky, based on a single regulator (EASA) pillar, a technology (SESAR) pillar and the functional airspace blocks (FABs) pillar, which are organised to meet 34 Safety and the environment (EASA) Single European Sky more harmonious and and efficient management Future European air traffic management system (SESAR) 9 functional airspace blocks (FABs) European Commission and European States operational needs by doing away with national frontiers and establishing performance targets. The European Commission has appointed the Eurocontrol agency as the European Network Manager, in an effort to make the best possible use of this new airspace (network of routes, management of traffic flows, control of rare resources, such as radio frequencies). DSNA is actively participating in the creation of this new European environment, which will usher in technical and operational changes. The SESAR programme will introduce the future European air traffic management system, which will help FABs meet their performance targets. It is essential that FABEC s operational projects are taken into consideration in the first deployments for this new system. These plans include Free Routing (FRA), the optimised management of incoming and departure flights (XMAN & CDM) at the five main airports (Paris, London, Frankfurt, Munich, Amsterdam) and the optimised management of airspace capacity (ATFCM/ ASM) in cooperation with the Network Manager. The nine partners FAIRSTREAM project (FABEC ANSPs and AIRlines in SESAR Trials for Enhanced Arrival Management), which is led by DSNA, illustrates this new synergy between the SESAR programme and FABEC s initiatives. In 2013, in the framework of this project, live trials with commercial flights with evaluate a new concept that consists in fixing a time at a point of arrival, rather than allocating a take-off slot. DSNA is a member of FABEC, the SESAR JU, the A6 Alliance and the civil air navigation services organisation (CANSO).

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 The Single European Sky 07 Les principales réalisations opérationnelles et techniques 08 études et développement FAB Europe Central (FABEC) Following the signing of the FABEC Treaty on 2 December 2010, France joined Germany, Switzerland, Belgium, the Netherlands and Luxembourg in the new FAB Europe Central (FABEC) environment, located in the heart of Europe. France ratified the Treaty in the autumn of 2012. FABEC contains Europe s largest connection hubs and is the scene of the busiest air traffic in the world. More than one half of flights in Europe are controlled in FABEC! The commitment of the military authorities is essential so that FABEC can achieve its performance targets. In 2012, European cooperation resulted in a number of concrete actions, including: on the safety front: continued efforts to converge the safety management systems (SMS), including exchanges regarding audits (DSNA, DFS, skyguide) and safety studies. The implementation of the new European Risk Analysis Tool, designed to harmonise the assessment of the seriousness of safety events for technical and operational purposes, was extended. Common controls were set up for safety indicators, such as losses of separation and runway incursions. organisation of airspace: FABEC strategy includes the step-wise development of a Free Route airspace, at least above FL 365 (12,000 metres). The purpose of this project is to provide the airlines with more direct published routes that allow them to reduce fuel loads, and even the possibility to freely plan their routes between given entry and exit points, passing through intermediate points that may or may not be published. This airspace obviously remains controlled. DSNA is leading this FABEC project. At the beginning of 2012, the common definition of this concept and a road map were approved. The first step consists in implementing direct night routes (p. 17), then weekend routes, when there is no military activity. In 2012, DSNA published 16 new direct night routes, representing potential gains for airlines of some 90,000 NM per year. In 2016, the next step aims at developing the offer of permanent direct routes, even in the event of military activity. air traffic flow and capacity management / airspace management (ATFCM / ASM): in May 2012, more than 50 civil and military experts attended a meeting in Paris to jointly define an integrated ATFCM/ASM function that will optimise the use of the FABEC airspace on the basis of a better knowledge of traffic flow forecasts and military activity. During the London Olympics, a FABEC team including civil and military personnel conducted an operational trial at the Maastricht control centre (MUAC) in coordination with Eurocontrol (Network Manager). This initiative demonstrates the determination of FABEC s civil and military entities to offer the best possible service to users, thanks to excellent standards of operational cooperation. listening to customers: a satisfaction indicator, which will be measured every 2 years, has been set up to deliver better service to users and to strengthen the identity of FABEC. The first survey of en-route control services and external communication was conducted in the autumn of 2012, resulting in the identification of paths of improvement. This approach should ultimately replace the domestic surveys, thereby reducing the volume of questionnaires sent to our customers. 69M of savings The amount corresponding to the drop in delays due to air navigation in the FABEC airspace in 2012, compared with 2011 A Japanese delegation around a table representing the FABEC airspace on the FABEC stand / February 2013 Approach control at Lyon-Saint-Exupéry: FABEC s airspace strategy also covers lower airspace / 2011 35

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré The ATM Master Plan for the deployment of the SESAR developments specifies 6 key operational domains The first deployments of the developments of the SESAR programme are due in 2015 Kakemono in the entrance hall of the South-East control centre in Aix-en-Provence / 2012 SESAR The SESAR programme is the technological dimension of the construction of the Single European Sky. The goal of the SESAR programme is to modernise the air traffic management (ATM) system in Europe by developing new operational concepts in a latestgeneration technological environment that meets harmonised standards. The first components of this safer, more efficient and less costly system will come into service from 2015. This ambitious programme is managed by the SESAR JU, a partnership between the European Commission, Eurocontrol and operational and industrial players. The work programme in the development phase totals no less than 310 projects. In association with its partners, DSNA is taking part in 79 projects representing 69M. Almost 150 DSNA employees, including operational experts are involved. Each year, a coherent set, or release, of operational concepts is tested in exercises on platforms made up of industrial products (IBP), in other words under conditions that are as close as possible to real-world operations. DSNA relies on an Airport-oriented IBP at Paris-CDG and an En-route / TMA-oriented IBP based on the Coflight project to develop the future common flight data processing system (p. 46). In 2012, DSNA successfully completed five exercises as part of Release 2 1 : arrivals management with a Point Merge procedure in extended-tma (Paris ACC), a new-generation interface for the Tower control workstation at Paris- CDG (electronic dialogue), control of taxiing operations by data link (D-Taxi) at Paris-CDG, flight path management procedures with Coflight at DTI, management of separations between aircraft delegated to pilots for arrival sequences using interconnected Airbus and Thales simulators. The deployment phase is being prepared. The main instrument used to control the coordinated deployment of these releases is the European ATM Master Plan. This reference document, which by its very nature is subject to changes, was updated in 2012. It is based on five key operational fields and the sharing of information between all the players in ATM (the SWIM project). In 2013, the European Commission will publish a regulation for the establishment of coordinated governance by the Deployment Manager, who will be nominated further to a call for tender. The Deployment Manager will be able to rely on the Pilot Common Project (PCP), which will identify the essential operational enhancements for the period between 2014 and 2020. The structure and content of the project adopt an approach based on technological investments, with very strong economic connotations. The performance targets will be at the very heart of the decisionmaking process. The PCP must not run contrary to the modernisation plans that have already been launched by the air navigation service providers. DSNA is actively preparing this deployment phase. On the domestic front, it is a member of the SESAR France coordination committee (DGAC, DSAÉ, Aéroports de Paris, Airbus, Air France, Dassault, GIFAS, Météo France, Thales), and is part of the European A6 Alliance. The A6 Alliance In 2011, the six air navigation service providers belonging to the SESAR JU (Aena, DFS, DSNA, ENAV, NATS and the NORACON consortium for Northern Europe), founded the A6 Alliance to promote their positions in the SESAR programme, share their best practice and improve their common operational practice. A6 s activities in 2012 focussed mainly on the update of the ATM Master Plan, participation in the activities of the PCP and the preparation of a joint application for the position of Deployment Manager. 36

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 The Single European Sky 07 Les principales réalisations opérationnelles et techniques 08 études et développement 1 SESAR : DSNA takes part in the exercises to validate Release 2 Paris TMA Paris-CDG Live trial of the POINT MERGE concept in the Paris region In this concept, flights follow concentrics arcs and converge towards an exit point, called Point Merge, at an altitude of about 4,000 metres. Thanks to this procedure, the air traffic controllers at Paris ACC and the approach controllers at Paris-CDG can better organise the incoming flows of aircraft and increase the capacity of the landing runways in complete safety. This operational concept can be implemented by the airlines with their existing on-board equipment. On four Saturdays in November and December 2012, when there was no military activity, almost 900 commercial flights into Paris-CDG from the North-West and the North-East successfully tested this new arrivals procedure. A concrete achievement in the FABEC airspace, involving DSNA, Belgocontrol, the Maastricht control centre, Eurocontrol and the airlines. This concept is part of the Traffic synchronisation operational domain of the ATM Master Plan (SESAR). Simulator-based trials to assess more fluid taxiing flows at Paris- CDG Paris-CDG is one of the four European sites selected by the SESAR JU to validate new Airport concepts. The Tower validation platform (IBP) at Paris-CDG comprises three workstations (traffic control, Ground, Local) and one pre-flight position. The exercises completed in 2012 included the assessment of the real-time integration in DMAN of data sent by the A-SMGCS radar on the availability of taxiways for improved sequencing of departing flights. Remember that there are 80 kilometres of taxiways and four runways at Paris-CDG! This simulation optimised the time spent by aircraft taxiing between the parking place and the entrance to the runway. These first exercises also verified the smooth integration of the IBP in the local simulator at Paris-CDG. 37

7 MAIN OPERATIONAL AND TECHNICAL ACHIEVEMENTS As part of its 5-year plan, DSNA is rolling out technical projects meeting European standards that are the fruit of several years work. These projects help optimise air traffic management, with safety and capacity targets while preserving the environment. Basel-Mulhouse airport / 2011

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré EGNOS satellite-based IFR approach procedures operational in 2012 (green) and scheduled in 2013 (white) / ESSP-SAS INVESTING IN THE IMPROVEMENT OF QUALITY OF SERVICE Infrastructure The new control tower at Pointe-à-Pitre Le Raizet airport and its technical equipment (French West Indies-French Guiana SNA) came into service during the night of 19 to 20 November 2012. The new tower is equipped with seven workstations for aerodrome controllers. This new building also hosts the regional flight information and assistance office, which is tasked with providing flight information and inspecting the runway and the taxiways, the maintenance department that keeps in operational condition technical equipment of air traffic controllers and the navigation aids, plus the back-up electric power generator of all the air navigation systems. Organisation and management of airspace Upper airspace Restructuring of the North-East France airspace: the new sectors of the complex interface between the North and East control centres came into force on 13 December 2012. This restructuring of the airspace involved a reorganisation of the North ACC three control sectors and the transfer of part of the air space to the East ACC. The implementation of this project consolidated the Paris ACC position as the terminal control centre that works with the other entities of the Paris region air navigation services for the airports in the Paris region, and the role of Reims ACC in the Core Area, a zone of very heavy and complex traffic located in the heart of Europe. Innovative project management practice were used in this project, known as the 2013 Reims-Paris interface, in order to facilitate the cooperation between the two centres and to make the coordination between the numerous contributors more efficient. The 2012 Bordeaux-Brest-Paris interface project: the purpose of this project is to improve the interface between these ACCs, with a view to making flights more efficient and cutting gas emissions. In the first phase, which started up on 13 December 2012, the routes of the 120 daily flights into Paris- CDG and Paris-Le Bourget from the South-West are to be raised by 600 metres, to about FL 300 (10,000 metres). By optimising these flight profiles, it is easier to make continuous descent approaches. 40

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Main Operational and Technical Achievements 08 études et développement Lower airspace DSNA continues to pursue its policy to reorganise lower airspace. This policy involves deploying central approaches, by grouping together the approach controls of several aerodromes, and flight information and control services. This policy improves safety by enhancing compatibility between IFR and VFR flights. DSNA s goal is to create a set of contiguous flight information sectors covering almost all the lower airspace. In April 2012, the Nantes and the Iroise flight information sectors were made contiguous, and the Northern extension of the Clermont-Ferrand flight information sector came into service. This means that, on a VFR flight between Basel-Mulhouse and Toulouse, the pilot can remain in radio contact with a controller in an approach control centre throughout the flight. New tail wind procedure 13 for flights to Marseille-Provence: this new procedure, which was introduced in October 2012 (p. 16), is more environmentally-friendly, safer and increases the capacity of incoming flights on the South-facing runway. It was developed thanks to the close cooperation between the South- South-East SNA and Aix ACC, plus intense negotiations with the military partners. The introduction of this new procedure required a significant training effort on the part of the air traffic controllers. Organisation of lower airspace in France Coverage managed by the SNA (TMA and flight information sectors) Lille Paris-Orly Paris-CDG Strasbourg 145 Basel-Mulhouse Nantes Clermont- Ferrand Lyon Pointre-à-Pitre Bordeaux Nice GUADELOUPE Biarritz Pau Toulouse Montpellier Marseille Bastia Fort-de-France MARTINIQUE Approach safety nets APW MSAW STCA 41

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré New control tower at Pointe-à-Pitre Le Raizet (French West Indies SNA) / 2012 DTI s employee collects calibration data / 2011 A military aircraft lands at the Tarbes-Lourdes-Pyrénées civil airport / 2010 The airspace is being restructured in close cooperation with the military partners. Navigation - Surveillance Navigation Ground radio navigation systems Technical and Innovation directorate (DTI) took part in the start-up of the category III ILS all-weather landing system at Limoges airport and of the category I ILS at La Tontouta airport. The VOR systems at Cannes and Pithiviers airports were replaced by new-generation equipment after more than 20 years of active service. DME equipment was added to the VOR at Cambrai airport to replace the TACAN, which was decommissioned by the military authorities, and to the VOR at Avignon airport in response to the new operational requirements of the air traffic system for Marseille-Provence airport. Certain radio beacons in the Paris region were also removed from service as part of the rationalisation plan. An NDB beacon and the associated DME equipment were installed at Hao airport in French Polynesia to replace the Doppler VOR/DME. Satellite-based IFR approach procedures: EGNOS: DSNA contributes to the operation of the European EGNOS system as part of ESSP SAS (European Satellite Service Provider). With the publication of 30 new satellite-based approach procedures with LPV-type lateral and vertical guidance, DSNA leads the field in Europe. LPV EGNOS approach procedures have been available for every runway at Toulouse- Blagnac airport since 3 May 2012. This enabled Airbus to test and certify its first aircraft fitted with EGNOS avionics, such as the A350. GPS: 19 new GPS-based approach flight paths were created in 2012. DSNA published 10 new BaroVNAV approaches (GPS with barometric vertical guidance), mainly for commercial aircraft that are not yet equipped with an EGNOScertified system. Navigation performance in terminal area: the deployment of procedures based on satellite navigation in terminal area focussed on continuous descent operations and the assessment of new arrivals sequencing systems. In-flight control DSNA operates an ATR 42 and a Beech 200 for its calibration flights. In 2012, DTI s In-flight control unit intervened both in mainland France (in particular for some 30 LPV EGNOS satellite-based approach procedures and for military ground radio navigation systems) and overseas. Services were also provided in Belgium and Lebanon. Surveillance Mode S Radar The latest-generation Mode S radar improves the detection of aircraft and can exchange air-to-ground data. The five en-route control centres and the approach control centres have been covered by S Mode radars since September 2012. At the same time, DSNA continues to upgrade the control units equipment, so that controllers can benefit from elementary Mode S surveillance. This new functionality identifies each aircraft using a specific flight indicator, rather than by 4-digit codes, which are too limited. In accordance with DSNA s European commitments, by the end of 2012, the entire French airspace was declared S Mode-capable. Primary radar This type of radar is used in particular for major approaches. DSNA has launched a programme to protect its equipment against potential jamming by 4G mobile telephones. The approach radar at Paris-CDG was protected in 2012. 42

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Main Operational and Technical Achievements 08 études et développement Ground surveillance In 2012, the multilateration system used to identify and locate aircraft on the ground was deployed in Lyon. It will offer the aircraft identification function that was missing in the SMGCS ground movement surveillance system. A ground movement surveillance radar was installed at Marseille airport. Trials of the RWSL system, designed to prevent runway incursions, are ongoing in the Paris region. Air traffic management systems DTI is required to maintain the air traffic management systems that it supplies in operational condition. A new flight plan format The new flight plan format, approved by the ICAO in 2008, was introduced worldwide on 15 November 2012. DSNA s various flight plan processing and management systems in mainland France and overseas had to be adapted accordingly. The new flight plan, which is more complete and includes fields containing information on the aircraft s equipment and the qualification of the crew, is considered as a prerequisite for the implementation of the air traffic management concepts of the future. Airport Collaborative Decision Making (A-CDM) The A-CDM concept optimises overall workings of an airport by sharing operational information between the various users in real time. The CDM at Paris-CDG was enhanced with a de-icing management tool to improve the scheduling of the departure and take-off of aircraft that have to be de-iced. The HMI of the controller s DMAN tool was adapted to integrate these de-icing operations. In poor weather conditions, the CDM unit performed efficiently by making collegial decisions that produced the best possible scenarios. In 2012, Lyon-Saint Exupéry airport performed simulations at the ENAC in order to consolidate the specifications of its future CDM. The VIGIE system In 2012, the VIGIE flight and general information system for intermediate airports was deployed at Avignon, Beauvais, Cannes, Deauville and Lyon Bron. This system provides controllers with a centralised view of their working environment (status of systems, weather, air navigation data, etc.), plus the electronic management of flight plans. Approach safety nets See the map on p.41 for the equipped sites. STCA (Short Term Conflict Alert): this tool is used to inform the controller of dangerous airproxes in flight. In 2012, this system came into service at Fort-de-France and Pointe-à-Pitre (French West Indies SNA). MSAW (Minimum Safe Altitude Warning): this tool is used to inform controllers of abnormal proximity between an aircraft and the ground. It was started up in Bordeaux and Toulouse in 2012. APW (Area Proximity Warning): this tool is used to inform controllers of proximity that an aircraft is getting closer towards a restricted airspace. It was started up in Strasbourg in 2012. COSNET COSNET is DSNA s and DFS s future alert server for major approaches and en-route control centres. It is being developed as part of a cooperation programme with DFS, on the basis of a system that is already in use on major approaches in France. Thanks to the numerous enhancements produced in 2012, a first version for 4-Flight, DSNA s future air traffic management system (p.46), was delivered on 1 March 2013. Inside the secondary radar dome at Brest ACC / 2010 Maintenance personnel at Pau-Pyrénées (South-West SNA) / 2010 Saint-Pierre Pointe-Blanche airport (Saint- Pierre-and-Miquelon) / 2011 43

8 STUDIES AND DEVELOPMENT DSNA is demonstrating all the skills and know-how of its personnel by investing in innovative technical projects in close cooperation with the European SESAR programme.

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré PREPARING THE FUTURE OF THE AIR TRAFFIC management SYSTEM DSNA s future air traffic management system Coflight Coflight is the new flight data processing system jointly developed by France, Italy and Switzerland. It will replace DSNA s current CAUTRA flight plan processing system. Coflight will be the core of DSNA s future air traffic management system (4-Flight). In particular, it will integrate the new SESAR operational concepts (p. 36), Free Routing (the FABEC airspace strategy) and the future interoperability functions of the technical systems for the exchange of flight plan data. With Coflight, air traffic controllers will use 4D flight paths (3D + time) that are more representative of the actual flight paths. It will be easier to manage direct, optimised routes that reduce flight times and fuel consumption. Thanks to the architecture of this new system, flight data will be shared and updated in real time between all the workstations involved, in all the units. In 2012, DSNA and ENAV started the first validation phase of version 2 of Coflight, delivered by the Franco-Italian consortium including Thales ATM and Selex SI, with a view to a start-up in active service with 4-Flight. ERATO Brest ACC and Bordeaux ACC have been selected to assess and implement ERATO (En-Route Air Traffic Organizer) in an electronic strip environment. In 2012, numerous trials took place in Active Shadow Mode, which involves operational use of the system with real traffic. One sector of the Brest FIR was successfully tested under changing traffic conditions for the first time. Data were exchanged between the flight plan processing systems configured for the electronic environment. These encouraging results prompted plans to train all Brest ACC controllers in this new environment. At the same time, the adoption of the system and its supervision by the technical department will continue in readiness for the gradual deployment of the system in the control rooms in the West and South-West ACCs. ERATO will provide en-route controllers with new functionalities that will gradually be integrated in 4-Flight. The 4-Flight programme In October 2011, DSNA signed a framework agreement with Thales ATM for the acquisition and development of 4-Flight, its future stripless, new-generation air traffic management system (neither paper, not electronic strips), based on Coflight. 4-Flight will replace the existing CAUTRA system in the ACCs and major approaches, including in the Paris region, by 2020. 46

THE FRENCH AIR NAVIGATION SERVICE PROVIDER 06 Le Ciel unique européen 07 Les principales réalisations opérationnelles et techniques 08 Studies and Development Aix ACC is one of the two pilot centres in the 4-Flight programme / 2012 Activity in 2012 focussed on the first operational version (V-Ops): System specifications: Thales successfully demonstrated the Initial Build version, intended to reduce certain development risks. The goal was to open the way for a first implementation of Coflight, the new 4-Flight user interface (jhmi), the surveillance system and the configuration tools. In 2013, the next step will consist in preparing the deployment of the Inter Build, which is an intermediate version that is representative of the operational version, due to be delivered to the two pilot centres (the East and South-East ACCs) in the winter of 2016/2017. Elsewhere, studies of the integration of the 4-Flight system with CAUTRA during the transition have started, and the specifications of the new sector suite for the en-route centres have been finalised. Experiments: the first experiment, which concentrated on demonstrations and trials, working methods and training, took place between 11 June and 6 July 2012. It continued in the autumn of 2012 in order to prepare a large-scale experiment in January 2013, involving around 20 controllertesters from the two pilot centres. Control tools: a number of workshops involving the teams from Thales and DSNA (DTI, DO, expert controllers from the various units) worked on the definition of the functional and ergonomic content of the controller s HMI and the definition of the supervision tools. Technical operations and supervision: workshops were organised for teams from Thales and DSNA (DTI, DO, maintenance personel from the five ACCs). An amendment to the framework agreement was signed in December 2012 to specify the conditions for the continuation of the 4-Flight programme in terms of the product, costs, timelines, relations between DSNA and Thales and the European strategy. The success of this ambitious programme will naturally result in the creation of a user group by the other air navigation service providers, placing DSNA and the 4-Flight system at the heart of the new European air traffic management system. 4-Flight: technical and operational staff at the heart of the development of the project 2012 saw two seminars attended by management and experts to discuss the issues raised by the management of this complex programme. A joint initiative was launched to improve the management of the programme in order to guarantee better coordination and coherence between all the players. An integrated team of technical and operational staff members was set up to enhance the involvement of the two pilot centres in the major options of the so-called «Inter Build» intermediate version. This team will conduct in-depth operational trials and its feedback will be taken into consideration in the operational version (V-Ops). ERATO: trials at Bordeaux ACC / 2012 47

ANNUAL REPORT 2012 01 Trafic aérien et sécurité 02 Environnement 03 Ressources humaines 04 Finances 05 Le système de management intégré The SYSAT programme aims at modernising the air traffic management system in control towers / Melun 2010 Under the CssIP programme, voice communications will be conveyed over IP / Lyon-Bron 2012 EGNOS: station for emission-reception with geostationary satellites / 2012 The SYSAT Approaches and Towers System This programme was launched in September 2011 to modernise the air traffic management systems in the control towers in mainland France operated by DSNA and around 15 approaches that will not be equipped with the 4-Flight system. This new equipment will be based on an industrial system that already exists or is nearing the end of the development phase. The programme organisation was consolidated in 2012. DSNA launched a process to assess the state of the technological art of air traffic management systems for aerodrome and approach controls. Five industrial manufacturers were selected to demonstrate their systems on some of DSNA s sites. An integrated programme team was set up, including technical and operational experts. This team will contribute to the content of these demonstrations/trials and their review. It will also take part in visits to certain European air navigation service providers that have recently modernised their systems. In parallel to this initiative, the system acquisition phase started with the preparation of the specifications in readiness for a call for tender in 2014. The introduction into operational service of this future system will start in 2017. More effective real-time civil-military coordination A military coordination and control centre (CMCC) is now located in each of the five ACCs. In 2012, the scope of the CMCC in Bordeaux ACC became contiguous with that of Aix ACC. Reims ACC is testing a more efficient type 2 military coordination and control centre. This new civil-military coordination system, which is being assessed as part of the European requirements applying to direct communications between civil and military controllers, should allow new working methods to be developed by 2015, thereby enhancing flight safety. Other major technical projects Ground-to-ground communications links The CssIP programme aims at modernising DSNA s RENAR telecommunications system by deploying new technologies and new telecommunications protocols, such as IP. This network will convey operational data and voice communications over IP. The CssIP programme must guarantee continuity of service before shutting down the Transfix lines leased from France Telecom at the end of 2014. The installation of the network continued in 2012 with CESNAC, operational units, advanced sites, etc. The means required to maintain and test the network have been installed at DTI and on DSNA s main sites. The programme took a major step forwards in July 2012, with the operational start up of RENAR-IP on an initial set of sites: Paris ACC, Orly, Paris-CDG, Bordeaux ACC and CESNAC. The network does not yet carry any operational data, but only supervision and test flows. A secure architecture has been defined for radiotelephony. Satellite navigation DSNA has provided the ICAO with its plan for the deployment of satellite procedures based on EGNOS, GPS and BaroVNAV (the minimum and less efficient than EGNOS) covering all the runways that will be fitted with a IFR approach by 2016. DSNA is involved in the development of the future versions of EGNOS, including its extension to the ASECNA zone in Africa, in the first applications of GALILEO, the future standalone European navigation constellation, and in the studies to define the future GNSS category III instrument landing system (GBAS) that is part of the SESAR programme. 48

THE FRENCH AIR NAVIGATION SERVICE PROVIDER GLOSSARY A ACC Area Control Centre A-CDM Airport Collaborative Decision Making ACNUSA National Airport Noise Control Authority AFNOR National Entity for Standards ASECNA Agency for Air Navigation Safety in Africa and Madagascar ASM Airspace Management ASR Aviation Safety Report ATCO Air Traffic Control Officer ATFCM Air Traffic Flow and Capacity Management ATM Air Traffic Management ATSEP Air Traffic Safety Electronics Personnel C CANSO Civil Air Navigation Services Organisation CAUTRA Current flight data processing system in France CMCC Military Coordination and Control Centre D DGAC French Civil Aviation Authority DMAN Departure Management DO Operations directorate of DSNA DSAC National Supervisory Authority DSNA French Air Navigation Service Provider DTA National Regulatory and Economic Supervisory Authority DTI Technical and innovation directorate of DSNA E EASA European Aviation Safety Agency ECCAIRS European Coordination Centre for Accident and Incident Reporting System EGNOS European Geostationary Navigation Overlay System ENAC French Civil Aviation Academy ERATO En-Route Air Traffic Organizer F FAB Functional Airspace Block FABEC FAB Europe Central FAIRSTREAM FABEC ANSPs and Airlines in SESAR trials for Enhanced Arrival Management FL Flight Level G GAT General Air Traffic GBAS Ground Based Augmentation System GNSS Global Navigation Satellite System H HMI Human-Machine Interface I IBP Industry Based Platform (SESAR) ICAO International Civil Aviation Organisation ICNA ATCO engineer IESSA ATSEP engineer IFR Instrument Flight Rules ILS Instrument Landing System L LOLF French Framework Law on Finance Acts LPV Localizer Precision with Vertical guidance M MUAC Maastricht Upper Area Control Centre P PCP Pilot Common Project R RAT Risk Analysis Tool RWSL Runway Status Light system S SES Single European Sky SESAR Single European Sky ATM Research SESAR JU SESAR Joint Undertaking SIA Aeronautical information services department of DO SMGCS Surface Movement Guidance and Control System SMS Safety Management System SNA Regional structure in charge of aerodrome and approach control SWIM System Wide Information Management T TMA Terminal Area TSEEAC Senior technician of civil aviation U UT Universal Time V VFR Visual Flight Rules VITRAIL Display of aircraft trajectories and on-line information VOR VHF Omnidirectional Range 49

ANNUAL REPORT 2012 Air Navigation Services Directorate (DSNA) Organisation chart on 1 May 2013 AIR NAVIGATION SERVICES DIRECTORATE Directeur Maurice GEORGES Deputy Philippe MERLO CABINET Head Lucette LASSERRE Technical adviser François RICHARD-BÔLE International Services Development Arnaud TOUPET SCIENTIFIC AND INDUSTRIAL ADVISER Dominique STAMMLER FABEC NaÏma COBO SESAR Patrick SOUCHU CDM Erwan PAGE GNSS Benoît ROTURIER PROGRAMME MANAGERS 4-Flight Damien FIGAROL ERATO Guillaume ROGER SYSAT/Datalink Jean-Marc POMERET IP ground-ground communications Francis CASAUX Software systems of information Pascal HUET HEADQUARTERS OPERATIONS DIRECTORATE (DO) Éric BRUNEAU TECHNICAL AND INNOVATION DIRECTORATE (DTI) Pascal PLANCHON PLANNING AND STRATEGY SUBDIRECTORATE (SDPS) HUMAN RESOURCES SUBDIRECTORATE (SDRH) FINANCE SUBDIRECTORATE (SDFI) THE MANAGEMENT OF SAFETY, QUALITY AND SECURITY MISSION (MSQS) THE ENVIRONMENT MISSION (ME) Head Pierre-Yves HUERRE Programmes deputy Louise-Yvette BUARD International deputy Michel ROCCA SEARCH AND RESCUE DEPARTMENT LCL Olivier THIRY Deputy Bruno DUCHATEAU Head Jean-Renaud GELY Deputy Caroline TRANCHANT AIR NAVIGATION TECHNICAL STAFF MANAGEMENT DEPARTMENT Nicolas CAZALIS Deputy N. AIR NAVIGATION TECHNICAL STAFF TRAINING DEPARTMENT Emmanuelle COLONNA ADMINISTRATIVE MANAGEMENT DEPARTMENT Françoise RODRIGUEZ Head Christophe BIGAND CHARGES AND MANAGEMENT CONTROL DEPARTMENT Kevin GUITTET Deputy Laurent BRUNEL Management Controller William FENET EXPENDITURE AND RECEIPTS DEPARTMENT Isabelle BACHELIER Deputy Jacqueline PEDRON Manager Alain BOUTEILLE Deputy Stéphane DEHARVENGT Security Programme Manager Jean-Marcel DAUPHANT INTERNAL AUDITS AND CERTIFICATION DIVISION Ivoning LE RUYET INSURANCE OF THE REGULATORY COMPLIANCE DIVISION Pierre CHEVASSON SAFETY PERFORMANCE INSURANCE DIVISION Hervé FORESTIER SYSTEMS SAFETY DIVISION Manager Alain BOURGIN (interim) PARIS REGION DIVISION Philippe TRASSART ACTION PLAN, QUALITY OF SERVICE AND COMMUNICATION DIVISION Laurent CHAPEAU METHOD ANALYSIS AND TOOLS DIVISION Claude PINCHINAT Christophe BERTHELÉ Air Navigation Services Directorate 50, rue Henry Farman 75720 Paris Cedex 15 SDRH is located at the Athis-Mons site 50

Operations Directorate (DO) Organisation chart on 1 May 2013 OPERATIONS DIRECTORATE Directeur Éric BRUNEAU Operational Deputy Frédéric MÉDIONI Paris Region Deputy Patrick MOUYSSET Resources Deputy Maryse de BUCHY ADVISOR Ariane LOZACHMEUR HEADQUARTERS OPERATIONAL FACILITIES AERONAUTICAL INFORMATION SERVICES DEPARTMENT (SIA) SAFETY AND PERFORMANCE DEPARTMENT Yann LE FABLEC Deputy N. AIRSPACE DEPARTMENT Julien PRIEUR Deputy Estelle LE-GUILCHER SYSTEMS, INFRASTRUCTURE AND TECHNICAL PLANNING DEPARTMENT Francis BRETON Deputy Ravo RANDRIA ADMINISTRATION DEPARTMENT Gilbert NICOLAS AREA CONTROL CENTRES (ACC) WEST ACC (Brest) Aline PILLAN EAST ACC (Reims) Frédéric GUIGNIER SOUTH-EAST ACC (Aix-en-Provence) Isabelle MONNIER SOUTH-WEST ACC (Bordeaux) Ollivier CHANSOU PARIS REGION AIR NAVIGATION SERVICES Patrick MOUYSSET North ACC Deputy Jean-Claude GOUHOT NORTH ACC (Athis-Mons) Patrick MOUYSSET PARIS-CDG AND LE BOURGET Philippe BARNOLA PARIS-ORLY AND GENERAL AVIATION Françoise FÊTE AIRPORTS & REGIONAL STRUCTURES (SNA) WEST SNA (Nantes) Loïc ROBIN NORTH SNA (Lille) Gervais GAUDIÈRE NORTH-EAST SNA (Strasbourg) Emmanuel JACQUEMIN CENTRE-EAST SNA (Lyon) Sylvie CHAMBON SOUTH-EAST SNA (Nice) Emmanuelle BLANC SOUTH SOUTH-EAST SNA (Marseille) Serge CALLEC SOUTH SNA (Toulouse) François-Dominique DIOT SOUTH-WEST SNA (Bordeaux) Jean-Marc FERNANDEZ de GRADO PYRÉNÉES (Pau) Philippe VERSI WEST INDIES-GUIANA SNA (Fort-de-France) Olivier JOUANS INDIAN OCEAN SNA (Saint-Denis) Lionel DUTARTRE CIVIL AVIATION SERVICE Saint-Pierre-et-Miquelon DSNA Luc COLLET Pascal SÉNARD Deputy Jean-Pascal MÉNEC CENTRALISED AIR NAVIGATION SYSTEMS OPERATIONS CENTRE (CESNAC) Jérôme JOURNET Deputy Martine BAIXAS Operations Directorate BP 600 91205 Athis-Mons Cedex, France SIA and CESNAC are located at Bordeaux

THE FRENCH AIR NAVIGATION SERVICE PROVIDER Technical and Innovation Directorate (DTI) Organisation chart on 1 May 2013 TECHNICAL AND INNOVATION DIRECTORATE Directeur Pascal PLANCHON Executive Deputy Nicolas DUBOIS Strategy and Human Resources Deputy Franck MONTEIL PROJECTS MISSION Patrice ROBERT INTEGRATED MANAGEMENT SYSTEM MISSION Isabelle FAISANT Communication Liliane CAPDEVIELLE - ADÈS PROGRAMME DIRECTOR Coflight Alain POUECH PROJECT LEADERS Thierry PARICAUD Rachel COLLEU EUROPE MISSION Luc DENEUFCHATEL Jean-Marc LOSCOS Emmanuèle POULAIN Philippe TROUSLARD TECHNICAL DEPARTMENTS SUPPORT EUROPEAN STUDIES AND INNOVATION (EEI) OPERATIONAL SYSTEMS REQUIREMENTS (EOS) AIR TRAFFIC MANAGEMENT SYSTEMS (ATM) COMMUNICATION, NAVIGATION AND SURVEILLANCE SYSTEMS (CNS) DEPLOYMENT AND OPERATIONAL SUPPORT (DSO) GENERAL SUPPORT (SG) Gabrielle PARIZÉ Manager Christiane DUJARDIN Deputy Jean-Louis GARCIA Manager Yannick MESTON Deputy André-Noël GAGET Manager Stéphane RICCI Deputy Guy BAUVET Manager Philippe KERLIRZIN Deputy Didier MALESCOT Manager Francis PREUX Deputy Claude SÉCHER Technical and Innovation Directorate 1, avenue du Dr Maurice Grynfogel BP 53584 31035 Toulouse Cedex 1, France Some activities are located at the Athis-Mons site and at the Rangueil site (ENAC) in Toulouse

Director of Publication: Maurice Georges Editor: DSNA Cabinet - June 2013 Web: www.developpement-durable.gouv.fr / Transports Photo credits: DSNA (M. Bonini, A. Burtin, S. Cambon, P. Chouckroun, V. Colin, V. Paul, F. Richard-Bôle) ESSP SAS Design and creation: Luciole Imprimerie Pure Impression. Printed with vegetable ink on BalanceSilk (60% recycled fibres, 40% virgin FSC fibre), FSC, ISO 14001 and ISO 9001 certified paper, for the sustainable management of forests. ISSN: 2112-5163

French Civil Aviation Authority (DGAC) French Air Navigation Service Provider (DSNA) 50, rue Henry Farman 75720 Paris Cedex 15 contact francois.richard-bole@aviation-civile.gouv.fr www.developpement-durable.gouv.fr