ANNUAL REPORT 2017 Director-General's Statement
ANNUAL REPORT 2017 LFV is with you on the travel
ANNUAL REPORT 2017 This is LFV
ANNUAL REPORT 2017 The Year in Brief
ANNUAL REPORT 2017 Operating Environment and Marke
t
ANNUAL REPORT 2017 Strategy and Objectives
ANNUAL REPORT 2017 Customer Focus
ANNUAL REPORT 2017 Environment
ANNUAL REPORT 2017 Aviation Safety
ANNUAL REPORT 2017 Innovation
ANNUAL REPORT 2017 Cooperation and Partnerships
ANNUAL REPORT 2017 Employees
ANNUAL REPORT 2017 Board of Director's Report
BOARD OF DIRECTORS' REPORT services, in particula
r. The largest change compared to a traditional tower is the management of the visual presentation, where the air traffic controller sees the traffic on screens, instead of through the window in an air traffic control tower. Based on nearly three years' experience from remote controlled air traffic services, the disruption plan for loss of the visual presentation has been revised and clarified. During the year, no event has been reported that deviates from traditional tower services. During the year LFV has worked on a drone policy and development of methods for management of unauthorised drone traffic in the controlled airspace to reduce affects on other air traffic. The Swedish Transport Agency is currently reviewing LFV’s methods for managing unauthorised drone traffic, and an approval is expected shortly. The Swedish Transport Agency has published a new regulation framework for unmanned aircraft, drones, coming into force 1 February 2018, with the purposed to promote technology development, make the airspace safer, and update the Swedish regulations in relation to the international regulations. The European Aviation Security Agency, EASA, is currently developing a new regulation framework for unmanned aircraft, which shall apply for all member states in the EU. The supplied proposals entail more severe regulations than the ones currently in force, and those about to be introduced in Sweden. Aircraft operating without active transponders within the Swedish airspace, and therefore not appearing on air traffic control’s instruments, represent an aviation safety problem. To extend the radar coverage further, LFV is investing in a new primary radar in southern Sweden. The work has commenced and a fully modern installation is expected to be completed in 2019. Furthermore, the Swedish Armed Forces' air situation awareness system has been implemented at the control center in Malmö. The work with restructuring of LFV’s operations manual, containing all the instructions for overall operational activities, has been completed during the year to follow the structure of ICAO Doc 4444 (PANS-ATM, Procedures for Air Navigation Services – Air Traffic Management), as well as digitalisation of the operations manual. From 1 June 2017, LFV Operative Manual ATM (LFV Operative Manual ATM, LOM), 36 replaces the LFV Operating Manual (LFV Drifthandbok). The objective is that every operative regulation, directly governing the operative work, will be included in the manual. LFV participates actively in European aviation safety work through among others Eurocontrol and CANSO. Safety groups within these organisations collaborate on the development and dissemination of best practices and the development of EU regulations, in dialogue with the European Aviation Safety Agency (EASA). Infrastructure LFV has continued to make extensive investments in infrastructure, in systems as well as technology installations for the operative management to secure high capacity and aviation safety. COOPANS (Cooperation between ANS providers) is a partnership between the five air navigation service providers in Sweden, Denmark, Ireland, Austria and Croatia, all of which have the same systems and equipment. Through joint requirement specifications and common development, effective solutions and cost efficiency are ensured. Work is ongoing with further development of the air traffic control system TopSky, entailing improvements in functionality, as well as implementation of new EU requirements. A system upgrade of the air traffic control system was launched in 2017. It partly contained common improvements for the operators, and partly features for fulfilling the EU regulatory requirements. Two new agreements has been signed with Thales, the provider of the TopSky system. A joint release and harmonisation agreement, where the common requirements on future upgrades are defined and harmonised. The second agreement refers to, among other things, to increased capacity. In 2017, COOPANS has also continued the collaboration, with DSNA, the French equivalent of LFV, which commenced in 2015. Phase two, entailing an augmentation of future solutions for Flight data processing systems (FDP), which commenced in the beginning of 2016, will continue in 2018. Decisions concerning future directions for development of FDP will be taken in the near future, in common with DSNA, or as COOPANS alone. To extend the radar coverage further, LFV is investing in a new primary radar in southern Sweden, as well as further infrastructure investment in the form of an exchange and modernisation project for a number of LFV’s radar stations. During the year three additional WAM facilities has been taken into operation. All deployments were carried out seamlessly, without any problems. The new radar systems will include support for Mode S for identifying aircraft, which is a legal requirement entering into force in 2020. WAM is a monitoring sensor which enables an aircraft’s position to be determined through triangulation. The technology has a higher accuracy than traditional radar. In the coming years an investment in the monitoring infrastructure for air traffic management is expected to facilitate additional housing in the Stockholm area. To finance this, LFV has received Government grants of SEK 50 million. Environment LFV affects the environment directly through its own operations, and indirectly through noise and emissions generated by the aircraft for which LFV provides air navigation services. By managing the aircraft in a way which is as environmentally friendly as possible, LFV contributes to reducing the environmental impact. LFV develops airspace, procedures and systems support in order to create better conditions for reducing emissions from aviation. The environmental work is conducted in a structured and systematic manner and is supported by LFV’s environmental management system, which is certified according to ISO 14000:2015. LFV’s objective is to provide the conditions for an average annual reduction in carbon dioxide emissions into the Swedish airspace of 1,000 tonnes on average in the period 2014–2019. For 2017 the outcome is around 160 tonnes. For 2014, 2015 and 2016 the corresponding values were 1,185, 500 and 1,638 tonnes. The environmental objective is to work actively in reducing carbon dioxide emission and energy consumption within LFV. During 2017 the environment survey, which is the base for LFV’s environment objectives and environmet work, has been updated according to plan. In the update the increased extent entailed by ISO 14001:2015 has been taken into consideration, e.g. in the form of a more explicit life cycle perspective. Based on updated significant environmental aspects and an increased focus on the environment issue, a LFV ANNUAL REPORT 2017
ANNUAL REPORT 2017 Income Statement, Comments on t
he Income Statement
ANNUAL REPORT 2017 Balance Sheet
ANNUAL REPORT 2017 Comments on the balance sheet a
nd funds statements
ANNUAL REPORT 2017 Financing
ANNUAL REPORT 2017 Accounting and Valuation Princi
ples
ANNUAL REPORT 2017 Notes
ANNUAL REPORT 2017 Investments
ANNUAL REPORT 2017 Reporting in Accordance with Pe
rformance Plan
ANNUAL REPORT 2017 Reporting in Accordance with Ap
propriation Directions
ANNUAL REPORT 2017 Risk Management
ANNUAL REPORT 2017 Dividend Proposal
ANNUAL REPORT 2017 Audit Report
ANNUAL REPORT 2017 Board of Directors
ANNUAL REPORT 2017 Group Management
ANNUAL REPORT 2017 Five Years at a Glance
ANNUAL REPORT 2017 Abbreviations and Explanations