local single sky implementation (lssip) turkey · the introduction of a new smart atc system is a...

Year 2014 - Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) TURKEY

LSSIP Year 2014 Turkey Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for Turkey

Infocentre Reference: 15/01/12-40

Document Identifier Edition: Year 2014

LSSIP Year 2014 Turkey Edition Date: 30/04/15

LSSIP Focal Point - Cihan SAHIN E-mail: Cihan.SAHIN@dhmi.gov.tr ATC Expert

LSSIP Contact Person - Predrag

VRANJKOVIC E-mail:

predrag.vranjkovic@eurocontrol.int Unit DPS/PEPR

Status Intended for

Working Draft General Public

Draft Agency Stakeholders

Proposed Issue Restricted Audience

Released Issue

Accessible via: Internet (www.eurocontrol.int)

Path: Y:\03 LSSIP\1. LSSIP States\Turkey (TR) - PV\Year 2014\Released\LSSIP Year 2014 TR_Released.docx

LINKS TO REFERENCE DOCUMENTS

1 LSSIP Guidance Material http://www.eurocontrol.int/articles/guidance-material

2 ESSIP Plan Edition 2013 www.eurocontrol.int/pepr

3 ESSIP Report 2012 www.eurocontrol.int/pepr

4 STATFOR Forecasts http://www.eurocontrol.int/statfor

5 Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries

6 European ATM Master Plan https://www.atmmasterplan.eu/

7 LSSIP Documents http://www.eurocontrol.int/articles/lssip

LSSIP Year 2014 Turkey Released Issue

TABLE OF CONTENTS

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

Introduction .............................................................................................................................................. 4

Chapter 1 - National ATM Environment ................................................................................................... 5 1.1 Geographical Scope ................................................................................................................ 5

1.1.1 International Membership ......................................................................................................... 5 1.1.2 Geographical description of the FIR(s) ..................................................................................... 5 1.1.1 Airspace Classification and Organisation ................................................................................. 5 1.2 National Stakeholders .............................................................................................................. 5

1.2.1 Civil Regulator(s) ...................................................................................................................... 6 1.2.2 DHMI ......................................................................................................................................... 7 1.2.3 Airports ...................................................................................................................................... 9 1.2.4 Military Authorities ..................................................................................................................... 9

Chapter 2 - Traffic and Capacity ............................................................................................................ 12 2.1 Evolution of traffic in Turkey .................................................................................................. 12

2.1.1 ANKARA ACC - Traffic and en-route ATFM delays 2010-2019 ............................................. 13 2.1.2 ISTANBUL ACC - Traffic and en-route ATFM delays 2010-2019 .......................................... 13 2.2 Summer 2014 performance ................................................................................................... 14 2.3 Planning Period 2015-2019 ................................................................................................... 14

Chapter 3 - ESSIP Report recommendations ........................................................................................ 17

Chapter 4 - National Projects ................................................................................................................. 18

Chapter 5 - Regional Co-ordination ....................................................................................................... 20 5.1 FAB Co-ordination ................................................................................................................. 20 5.2 Regional cooperation ............................................................................................................. 20

5.2.1 Regional Cooperation Initiatives ............................................................................................. 20

Chapter 6 - ESSIP Objective Implementation ....................................................................................... 21 6.1 ESSIP Objectives Implementation progress .......................................................................... 22 6.1 Alignment of PCP with ESSIP Objectives and related progress ........................................... 35

ANNEXES

Annex A – Specialists involved in the LSSIP Process

Annex B – National Stakeholders Organisation Charts

Annex C – Glossary of Abbreviations

LSSIP Year 2014 Turkey 1 Released Issue

Executive Summary

National ATM Context

Civil aviation in Turkey is the responsibility of the Ministry of Transport, Maritime Affairs and Communications which represents Turkey at the EUROCONTROL Commission. The Directorate General of Civil Aviation (DGCA) is the Turkish Regulatory Authority which represents Turkey at the EUROCONTROL Provisional Council and DHMI is the unique civil ANSP in Turkey.

Devlet Hava Meydanlari Isletmesi (DHMI) Air Navigation Department of Directorate general of State Airports of Turkey (www.dhmi.gov.tr) is the unique provider of Civil Air Navigation Services for Turkey. DHMI is a 100 % State-owned Governmental department.

According to SHY- Gözetim which was enacted in parallel ESARR 1, DGCA Air Navigation Department undertakes the NSA responsibilities.

Traffic and Capacity

Traffic in Turkey increased by 11.0% during summer 2014 (May to October), when compared to the same period during 2013.

The EUROCONTROL Seven-Year Forecast predicts an average annual increase between 4.5% and 7.1% for Turkey during the 5 year planning cycle, with a baseline growth of 6.1%.

ESSIP Objective Implementation

The introduction of a new SMART ATC System is a major project in Turkey, which is close to finalisation (in 2015). Therefore some technical objectives were finalised by end of 2014 (such as COM10). Others are planned to be finalised by the end of 2015, ATC objectives for example.

LSSIP 2014 - Turkey

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

State-related ESSIP Objectives

AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling

[IDP] [E] *

AOM19 Implement Advanced Airspace Management [IDP] [E] *

AOM21 Implementation of Free Route Airspace [IDP] [E] *

AOP03 Improve runway safety by preventing runway incursions [IDP] * ATC02.2 Implement ground based safety nets - Short Term Conflict

Alert (STCA) - level 2 [E] *

ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 [E] *

ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 [E] *

ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 [E] *

ATC07.1 Implement arrival management tools [E] ATC12 Implement automated support for conflict detection and

conformance monitoring [E] *

ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations

[IDP] [E] *

ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 Electronic Dialogue as Automated Assistance to Controller

during Coordination and Transfer [IDP]

COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

[IDP] * COM10 Migrate from AFTN to AMHS *

LSSIP 2014 - Turkey

* FOC Date █ Planned implementation date (see legend at the bottom of the table)

COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM *

FCM01 Implement enhanced tactical flow management services [E] * FCM03 Implement collaborative flight planning [IDP]

FCM04 Implementation of Short Term ATFCM Measures - phase 1 [IDP] [E]

FCM05 Implementation of interactive rolling NOP [IDP] [E] *

INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) *ITY-ACID Aircraft identification ITY-ADQ Ensure quality of aeronautical data and aeronautical

information [E]

ITY-AGDL Initial ATC air-ground data link services above FL-285 [IDP] [E]

ITY-AGVCS2 Implement air-ground voice channel spacing requirements below FL195

ITY-COTR Implementation of ground-ground automated co-ordination processes [E]

ITY-FMTP Apply a common flight message transfer protocol (FMTP) [IDP] * ITY-SPI Surveillance performance and interoperability NAV03 Implementation of P-RNAV [E] * NAV10 Implement APV procedures [IDP]

SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements *

SAF11 Improve runway safety by preventing runway excursions *SRC-RLMK Implement the EUROCONTROL Safety Regulatory

Requirements (ESARRs) * SRC-SLRD Safety Levels and Resolution of Deficiencies *

Airport-related ESSIP Objectives

LTAC-Ankara

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1

[E] * AOP04.2 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level 2 *LTAI-Antalya AOP04.1 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level1 [E] *

AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 *

AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP] [E] *

ENV01 Implement Continuous Descent Operations (CDO) techniques for environmental improvements

[IDP] * ENV02 Implement Collaborative Environmental Management

(CEM) at Airports * LTBA-Istanbul

AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1

[E] * AOP04.2 Implement Advanced Surface Movement Guidance and

Control System (A-SMGCS) Level 2 *AOP05 Implement Airport Collaborative Decision Making (CDM) [IDP]

[E] * ENV01 Implement Continuous Descent Operations (CDO)

techniques for environmental improvements [IDP] *

ENV02 Implement Collaborative Environmental Management (CEM) at Airports *

Understanding the Table

Objective Completed No Plan

Objective Partly Completed Missing Data

Objective Planned Not Applicable (Turkey does not participate in this obj.)

E= Essential – Master Plan Reference IDP = Interim Deployment Programme

NOTE: The year where the coloured box is placed indicates the ‘Implementation Completion Date’ as stated in the ESSIP for each objective. The colour-code indicates the Local progress with respect to this date.

Introduction

The Local Single Sky ImPlementation documents (LSSIPs), as an integral part of the ESSIP/LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the ESSIP and to improve the performance of their national ATM System. The LSSIP document – Year 2014 describes the situation in the State at the end of December 2014.

The LSSIP documents are structured into 6 chapters to better differentiate the Stakeholder(s) accountable for the information contained in each of them:

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organizations, the organizational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organization and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided in this chapter.

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level;

Chapter 3 provides a set of recommendations extracted from the ESSIP Report which are relevant to the state/stakeholders concerned. The state reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations;

Chapter 4 provides a set of the main ATM national projects which contribute directly to the implementation of the ATM MP OIs and/or Enablers and ESSIP related Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the states per each project included in this chapter;

Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the states concerned;

Chapter 6 contains high-level information on progress and plans of each ESSIP Objective. The information for each ESSIP Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section.

Note: Chapter 6 is completed with a separate document called LSSIP Level 2. This document consists of a set of tables organised in line with the list of ESSIP Objectives. Each table contains all the actions planned by the four national stakeholders to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the ESSIP.

Note: The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.

Chapter 1 - National ATM Environment

1.1 Geographical Scope

1.1.1 International Membership

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

Organisation Since

ECAC 1955

EUROCONTROL 1989

European Union NA

EASA NA

ICAO 1945

NATO 1952

ITU 1866

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document addresses the Ankara and Istanbul FIRs. There is no separation between the lower and the upper airspace in the Turkish FIRs.

1.1.1 Airspace Classification and Organisation

Turkey is evaluating the implementation of ICAO classification for both present and future systems. Airspace reorganisation as a result of studies is planned. It is not yet possible to predict when this will be completed.

1.2 National Stakeholders

The main National Stakeholders involved within ATM in Turkey are the following:

- The Ministry of Transport, Maritime Affairs and Communication;

- The Directorate General of Civil Aviation – DGCA;

- The Devlet Hava Meydanlari Isletmesi (Directorate General of State Airports (Turkey) – DHMI;

- The Turkish Military Authority; and

- The Turkish State Meteorological Service.

Their activities are detailed in the following subchapters.

Civil aviation in Turkey is the responsibility of the Ministry of Transport, Maritime Affairs and Communication which represents Turkey at the EUROCONTROL Commission. The Directorate General of Civil Aviation (DGCA) is the Turkish Regulatory Authority which represents Turkey at the EUROCONTROL Provisional Council, and DHMI is the unique civil ANSP in Turkey.

The Military Authorities permit some military aerodromes to be used by civil aviation in order to improve air transport links within Turkey.

Civil ATM incidents are investigated by the “Investigation and Assessment Commission” which reports incidents and investigation findings to the DGCA. The commission is formed from experts with sufficient qualifications. Where requested by the DHMI and/or if DGCA consider it necessary, experts from DGCA will also join the commission in accordance with SHY 65-02. For civil or civil/military ATM related incidents occurring within the Military Terminal Area and military joint user airports, the DGCA will receive all documentation/reports concerning the incident from the military authorities and a joint investigation will be carried out.

The Advisory and Steering Committee holds regular (quarterly) meetings with the participation of aviation organisations as coordinated by the DGCA to classify incidents, prepare statistical data, evaluate reports of the “Investigation and Assessment Commission” and to impose actions and/or give recommendations to the aviation community to prevent the re-occurrence of similar incidents. The committee has the authority to include any aviation related issue on its agenda. Members of this Committee are comprised from the following organisations as appropriate:

• DGCA (www.shgm.gov.tr)

• DHMI (www.dhmi.gov.tr)

• Military Authorities

• School of Civil Aviation (Aviation Experts)

• Turkish Airline Pilots’ Association (TALPA)

• Air Traffic Controllers Association of Turkey

• Other related stakeholders.

1.2.1 Civil Regulator(s)

1.2.1.1 General information

Civil Aviation in Turkey is the responsibility of the Ministry of Transport, Maritime Affairs and Communication. The different national entities having regulatory responsibilities in ATM are summarised in the table overleaf. The DGCA is further detailed in the following sections.

Activity in ATM: Organisation responsible Legal Basis

Rule-making DGCA The Law No: 2920 and 5431

Safety Oversight DGCA The Law No: 2920 and 5431

Enforcement actions in case of non-compliance with safety regulatory requirements

DGCA The Law No: 2920 and 5431

Airspace DGCA The Law No: 2920 and 5431

Economic Ministry of Transport, maritime Affairs and Communication

Environment DGCA and Ministry of Environment and Urbanism

Security DGCA The Law No: 2920 and 5431

Accident investigation Investigation and Assessment Commission

1.2.1.2 DGCA

The Regulator is the Directorate General of Civil Aviation (DGCA). The DGCA is a body within the Ministry of Transport, Maritime Affairs and Communication with its own operating budget. The CAA responsibility is processed by DGCA.

The DGCA is responsible for:

Licensing of Aircrew and Engineers

Licensing of Air Traffic Controllers

Licensing of ATSEPs

Certificate of Airworthiness (CoA) of aircraft

Approval of all airborne electronic equipment

Oversight and certification of airports

Investigation of Incidents by means of participation in Investigation and Assessment Commission and holding Advisory and Steering Committee Meetings.

Approval and generation of all ATM rules/regulations (including ESARRs) in coordination with stakeholders (DHMI, Turkish Air Force General Staff and other bodies as appropriate).

Economic regulation is carried out by the Turkish Ministry of Transport, Maritime Affairs and Communication.

Annual Report published: N

www.shgm.gov.tr

Organisation chart is shown in Annex B of this document.

1.2.2 DHMI

Devlet Hava Meydanları Isletmesi (DHMI) Air Navigation Department of Directorate General of State Airports of Turkey (www.dhmi.gov.tr) is the unique Provider of Civil Air Navigation Services for Turkey. DHMI is a 100 % State-owned Governmental department. DHMI provides all the Air Traffic Services within civil airspace (Controlled Airspace, TMA and CTRs).

DHMI cooperates very closely with the DGCA, particularly on safety matters such as the implementation of the ESARRs.

Name of the ANSP: Devlet Hava Meydanları Isletmesi (DHMI) Air Navigation Department of Directorate General of State Airports of Turkey (www.dhmi.gov.tr)

Governance: Governmental department Ownership: 100% State owned

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Airport(s) Y

MET N Turkish State Meteorological Service

ATCO training Y

Others Y Airport management

Additional information:

Provision of services in other State(s):

Number of air traffic controllers

ACC 385

APP 265

TWR 278

Annual Report published: Y http://www.dhmi.gov.tr/dosyalar/annualreport/2012/ANNUAL_REPORT_2012.pdf

www.dhmi.gov.tr

Organisation chart is shown in Annex B.

1.2.2.1 ATC system in use

Specify the manufacturer of the ATC system currently in use: Selex ES

Major upgrade1 of the ATC system is performed or planned? 2015

Replacement of the ATC system by the new one is planned?

2015 (SMART)

1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40))

1.2.2.2 ATC units

En-route air navigation services throughout Turkish Airspace from two Area Control Centers located in Ankara and İstanbul. İzmir Approach Control Unit also provides area control service for southern part of İstanbul FIR. There are 24 TMAs and 12 MTMAs in Turkish Airspace. Description of the ATC units providing the services and their areas of responsibility; Size of the ATC unit (maximum number of sectors); Service provided (en-route or TMA – no more ref to TWR);

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

Ankara ACC 10 2 Ankara The sector structure is currently stable with the Interim SMART system introduced. Ultimately there will be single pan-Turkey ACC located in Ankara

Istanbul ACC 4 7 Istanbul Izmir ACC 4 2

Antalya APP 6 Ankara

Dalaman APP 3 İstanbul

1.2.3 Airports

1.2.3.1 General information

Turkey has 55 airports used by GAT. These range from busy international airports to small regional airports with perhaps ten or less movements daily.

Air navigation service is provided for all airports by DHMI except Eskişehir Anadolu, İzmir Efes and İstanbul Hezarfen Airports.

1.2.3.2 Airport(s) covered by the LSSIP

The airports covered by this LSSIP document are as follows: - Istanbul Atatürk airport - Antalya airport, and - Ankara Esenboga airport.

1.2.4 Military Authorities

The military authorities also play a major role in managing the Turkish Airspace especially with regard to FUA. Military ATC is entirely separated from Civil ATC, although very good civil/military co-ordination is maintained. Co-ordination between the military authorities and the DHMI is ensured through a Civil-Military Co-ordination Group. Some (11) airports/airfields of military origin are jointly used by military and civil aviation. For the eight (8) airports of them, all aircraft are under military ATC control.

Currently, Turkish Military and DHMI have their own alternative FUA concept which is considered more suitable for the local geo-political situation. In order to increase the capacity of Turkish airspace, with implementation of the SMART system, DHMI and the Military Authorities are planning to implement EUROCONTROL Flexible Use of Airspace (FUA) concept to do that necessary legislation has been published at Official Gazette dated 18 April 2014. The studies are going on to establish infrastructure and units. The military regulatory, service provision and user role within ATM is detailed below.

1.2.4.1 Regulatory role

Regulatory framework and rule-making

Oversight

1.2.4.2 Service Provision role

OAT GAT

OAT and provision of service for OAT governed by national legal provisions?

Y Provision of service for GAT by the Military governed by national legal provisions?

Level of such legal provision: State Law 2920. Level of such legal provision: State Law 2920

Authority signing such legal provision: Parliament Authority signing such legal provision: Parliament

These provisions cover: These provisions cover:

Rules of the Air for OAT N

Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y

OAT/GAT Coordination Y OAT/GAT Coordination Y

ATCO Training Y ATCO Training Y

ATCO Licensing Y ATCO Licensing Y

ANSP Certification N ANSP Certification N

ANSP Supervision N ANSP Supervision N

Aircrew Training (only military pilots) Y ESARR applicability N

Aircrew Licensing N

Additional Information: Other than the State Law 2920 which grants provision for OAT the Turkish Air Force operate under different State or NATO regulations.

Additional Information: There is a protocol between the General Staff and Ministry of Transport, Maritime affairs and Communication for the use of military airports by civil aircraft.

Means used to inform airspace users (other than military) about these provisions:

National AIP Y National AIP Y

National Military AIP N/A National Military AIP N

EUROCONTROL eAIP N EUROCONTROL eAIP N

Other N/A Other: N/A

OAT GAT

National oversight body for OAT: Turkish General Staff HQ

National Supervisory Authority (as per SES reg. 550/2004) for GAT services provided by the military: N/A-

OAT GAT

Services Provided: Services Provided:

En-Route N/A En-Route N

Approach/TMA Y Approach/TMA Y

Airfield/TWR/GND Y Airfield/TWR/GND Y

AIS Y AIS Y

MET N Turkish State MET Turkish State Meteorological N

1.2.4.1 User role

1.2.4.2 Flexible Use of Airspace (FUA)

Meteorological Service Service

By the Turkish Air Force for both OAT and GAT

SAR By the Turkish Air Force for both OAT and GAT

TSA/TRA monitoring Y FIS Y

Other: Security Services Other: Security Services

Additional Information: Additional Information:

IFR inside controlled airspace, Military aircraft can fly?

OAT only GAT only Both OAT and GAT Y

If Military fly OAT-IFR inside controlled airspace, specify the available options:

Free Routing Within specific corridors only

Within the regular (GAT) national route network Y Under radar control Y

Within a special OAT route system Under radar advisory service

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:

No special arrangements Exemption from Route Charges Y

Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y

CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y

Others: The above exemptions do not apply to military heavy transport or VIP aircraft.

Military in Turkey applies FUA requirements as specified in the Regulation No 2150/2005: N

FUA Level 1 implemented: N

Chapter 2 - Traffic and Capacity

2.1 Evolution of traffic in Turkey

Traffic in Turkey increased by 11.0% during Summer 2014 (May to October), when compared to the same period during 2013.

2015-2019

The EUROCONTROL Seven-Year Forecast predicts an average annual increase between 4.5% and 7.1% for Turkey during the 5 year planning cycle, with a baseline growth of 6.1%.

500.000

1.000.000

1.500.000

2.000.000

2.500.000

2010 A 2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

Turkey - Annual IFR Movements

IFR movements - Actuals

IFR movements - Baseline forecast

IFR movements - High forecast

IFR movements - Low forecast A = ActualF = Forecast

2011 A 2012 A 2013 A 2014 F 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F

H 11.2% 8.0% 6.6% 7.9% 5.4% 7.6% 9.1%

B 7.6% 2.6% 7.1% 10.8% 6.0% 6.4% 6.7% 3.9% 7.7% 8.8%

L 10.4% 3.8% 4.3% 4.8% 4.6% 5.0% 4.8%

ESRA08 B 3.1% -2.4% -1.1% 1.8% 2.4% 2.8% 2.3% 2.3% 2.8% 3.1%

EUROCONTROL Seven-Year Forecast (September 2014)IFR flights yearly growth

Turkey

2.1.1 ANKARA ACC - Traffic and en-route ATFM delays 2010-2019

2.1.2 ISTANBUL ACC - Traffic and en-route ATFM delays 2010-2019

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 2336 2685 2445 2587 2995

Summer Traffic 1981 2186 2193 2312 2626

Yearly Traffic 1760 1914 1928 2037 2260

Summer Traffic Forecast 2767 2948 3147 3295 3534

High Traffic Forecast - Summer 2823 3030 3273 3463 3717

Low Traffic Forecast - Summer 2723 2833 2964 3102 3256

Summer enroute delay (all causes) 0.11 0.26 0.18 0.11 0.11

Yearly enroute delay (all causes) * 0.09 0.19 0.21 0.14 0.14

LTAAACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 2623 2865 2821 3000 3476

Summer Traffic 2169 2375 2418 2613 2922

Yearly Traffic 1842 2003 2050 2216 2445

Summer Traffic Forecast 3110 3309 3540 3646 3939

High Traffic Forecast - Summer 3179 3378 3629 3790 4069

Low Traffic Forecast - Summer 3045 3180 3337 3490 3664

Summer enroute delay (all causes) 0.03 0.12 0.00 0.00 0.00

Yearly enroute delay (all causes) * 0.02 0.07 0.00 0.00 0.00

LTBBACC - Traffic and en-route ATFM delays

*From 01/01/2014 to 31/10/2014

2.2 Summer 2014 performance

Traffic Evolution 2014 Capacity Baseline En-route Delay (min/flight) - Summer Capacity

gap Ref value Actual

Ankara: + 13.6%

Istanbul: +11.8%

Ankara: 161 (+7%)

Istanbul: 154 (+12%)

Izmir: 68 (0%)

0.19 0.1 No

Average enroute delay per flight in Ankara ACC remained at 0.1 minutes per flight in Summer 2014. 60% of the delays were for the reason ATC Capacity and 40% for the reason Other.

Capacity Plan Achieved Comments

Improved civil/military coordination Yes

ATS route structure development Yes

Additional controllers (45 per year for en-route) Yes

New Ankara ACC (Max 25 physical sectors + 5 optional) - Implementation of SMART system Ongoing

Provisional Site Acceptance Tests completed – Preparation for transition on-going

Mode S Yes To be operational with SMART

Maximum configuration: 20 sectors Yes

Summer 2014 performance assessment

Ankara: The capacity baseline of 161 was calculated with ACCESS, representing the capacity offered during the measured period. During the same period, the average peak 1 hour demand was 156 and the peak 3 hour demand was 141. A maximum configuration of 11 sectors was opened. Istanbul: The capacity baseline of 154 was calculated with ACCESS, representing the capacity offered during the measured period. During the same period, the average peak 1 hour demand was 147 and the peak 3 hour demand was 139. A maximum configuration of 3 sectors was opened. Izmir:

The ACC capacity baseline was assessed to be at the same level as in Summer 2013. During the same period, the average peak 1 hour demand was 60 and the peak 3 hour demand was 53. A maximum configuration of 6 sectors was opened, including APP sectors.

2.3 Planning Period 2015-2019

The planning focuses on the Summer season to reflect the most demanding period of the year from a capacity perspective. This approach ensures consistency with the previous planning cycles.

2015 2016 2017 2018 20190.16 0.16 0.15 0.15 0.150.23 0.23 0.23 0.22 0.22

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLTAACTA

H 237 N/A 251 6% 267 6% 281 5% 298 6%

Ref. 231 N/A 244 6% 258 6% 269 4% 288 7%

L 227 N/A 236 4% 246 4% 256 4% 269 5%

Open 227 N/A 238 5% 252 6% 263 4% 280 6%

C/R 227 N/A 241 6% 254 5% 266 5% 284 7%

LTAA 161

Capacity Profiles

ACC2014

baseline Profiles (hourly movements and % increase over previous year)

2015 2016 2017 2018 2019

Capacity Plan

2015 2016 2017 2018 2019

Free Route Airspace Stepped implementation of direct/free route

operations above FL290

Airspace Management Advanced FUA

Improved civil/military coordination

Airport & TMA Network Integration

AMAN/DMAN at LTBA

CDM will be operational

before the end of year 2015 at

LTBA Cooperative Traffic

Management Improved ATFCM, including STAM

Airspace

ATS route structure development Reconfigurationof ACC/APP with DFL 235

and 335

Gradual upper airspace re-sectorisation (20 to 25 sectors +

FL235)

Improved route structure and

sectorisation in the N & NE

sectors to adapt to the new traffic

Procedures

New LoA with Teheran

New interface alternatives with Sofia

Staffing Additional controllers (45 per year for en-route)

Technical

New Ankara ACC (Max 25

physical sectors + 5 optional) -

Implementation of SMART

system

Capacity

RTS of Turkish airspace –

Autumn 2015

Significant Events

Transition to SMART and new Ankara

ACC, including transition of all

Turkish airspace above

FL 235 to Ankara ACC

Independent parallel runway

and new ground

infrastructure at LTFJ

New airport in Istanbul Phase 1: End 2017-Beg 2018

New APP control office

for LTFJ

Max sectors 20 25 25 25 25

Capacity increase p.a. Capacity: 237 6% 6% 6% 6%

Reference profile Capacity: 231 6% 6% 4% 7%

Additional information

Note: DHMI is planning sufficient capacity to cope with expected demand, and no capacity reduction linked to the transition to SMART. However, some delays and restrictions might be necessary due to the crisis situation in neighbouring states, shifting and concentrating traffic flows in some sectors of Ankara ACC. As from Spring 2015, Istanbul and Izmir will be serving for approach control up to FL235. En-route service will be under responsibility of Ankara ACC. SMART: - Training: On-going. No delays are expected - Transition plan: November 2014 : Provisional/technical acceptance tests completed December 2014 – Spring 2015: Technical transition and shadow mode operations, maintaining normal operations, no delays expected Spring 2015: Cut over – simultaneous transfer to the new ATM system in Ankara ACC and in Ankara, Istanbul, Izmir, Antalya, Dalaman, Bodrum APPs. Transfer of the upper airspace above FL235 to Ankara ACC Spring 2015 – May 2015: Transition to new system. No capacity reduction planned. No delays expected due to the transition

2015-2019 Planning Period Outlook

DHMI is planning sufficient capacity to cope with expected demand, and no capacity reduction linked to the transition to SMART. However, some delays and restrictions might be necessary due to the crisis situation in neighbouring states, shifting and concentrating traffic flows in some sectors of Ankara ACC.

2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 231 244 258 269 288

Capacity Profile ‐ Shortest Routes (Open) 227 238 252 263 280

Capacity Profile ‐ Current Routes 227 241 254 266 284

Capacity Profile ‐ High 237 251 267 281 298

Capacity Profile ‐ Low 227 236 246 256 269

Capacity Baseline 212 227

2015 ‐ 2019 Plan 237 251 266 282 299

acity profile (movements per hour)

LTAANEW - Reference capacity profile and alternative scenarios

Chapter 3 - ESSIP Report recommendations

Recommendations issued from the ESSIP Report for 2013 applicable to Turkey for all items that require corrective actions and improvements.

Reference number

Recommendation Ownership

REC-2013-1 (1)

Local Stakeholders that declared delays in implementation of FCM01 to take corrective measures to reduce the implementation delays.

DK, EE, MAS, BE, LV, MK, CZ, CY, NO, AM, PT, BA,

UA, TR, UK

State feedback: The objective will be completed by mid 2015. Action FCM01-ASP08 will be in SMART phase so date of 05/2015 is the planned completion date. The other remaining actions are ready and FSA mesages for Ankara have been tested with NM and approved. The software is not installed in accordance with sending proper FSA messages for Istanbul and Izmir. In addition the system is sending OAT rather than just GAT correlated flight data. All actions will be completed by 05/2015.

REC-2013-1 (5)

Local Stakeholders that declared delays in implementation of SAF10 to take corrective measures to reduce the implementation delays.

BE, BG, CZ, IE, ES, AZ, BA, LV, EE, MD,

ME, MK, UA, GR, HR, HU, PT, TR, RS, SE, SI, AL

State feedback: The objective will be implemented in framework of SMART system. Full implementation will be achieved by mid-2015.

REC-2013-1 (9) Local Stakeholders that declared delays in implementation of ATC02.2 to take corrective measures to reduce the implementation delays.

IT, AL, BA, NL, MT, PL, ES, CZ, GE, TR

State feedback: Implementation of this objective is almost completed. This functionality was included as part of the Interim SMART system and was operational from 09/2008. All en-route and TMA airspace is covered. STCA implementation/procedures will be audited by the DGCA when human resources permit. This is the reason of delayed implementation.

REC-2013-4 Ensure better planning reliability at local level. All States

State feedback: Turkey will ensure that dates provided in LSSIP document correspond to dates provided in Stakeholders business plans.

REC-2013-5 The ANSPs should ensure synchronised system evolution between neighbouring States.

All ECAC ANSPs

State feedback: ATM capabilities of neighbouring States are being taken into account for implementation of functionalities that depend on coordination with adjacent airspace (e.g. OLDI).

Chapter 4 - National Projects

The main projects currently ongoing in Turkey are depicted in the table below.

Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references

Expected Contribution to the Key Performance Areas *

DHMI (TR) AMAN (AMAN) AMAN is management tool to arrange the

sequence of arrivals. No extension to en-route is planned. Planned to be operational for Atatürk Airport initially

2009-2015 Ongoing ESSIP:ATC07.1

OI-Steps: TS-0102 Other: -

Capacity: More capacity in TMA.

Safety: Safety benefits. Environment: - Cost-Efficiency: -

ARTAS (ART) The main RDP will be ARTAS in SMART project and 3 ARTAS units will be located in Turkey.

2006-2015 Ongoing ESSIP:-

OI-Steps: - Other: -

Capacity: -

A-SMGCS Level I and II (SMGCS)

A-SMGCS Level II system for Antalya, Esenboga and Istanbul Ataturk.

2008-2010 Completed ESSIP:AOP04.1, AOP04.2 OI-Steps: AO-0102, AO-0201 Other: -

Capacity: Increased capacity.

Safety: Increased safety. Environment: - Cost-Efficiency: -

Project SMART implementation (SMART_SYS)

The SMART Project (Systematic Modernisation of ATM Resources in Turkey) brings together a number of sub projects and strategies in to one global project. A pan-Turkish ACC located near Esenboga Airport, near Ankara, The replacement or extension of the major airport APPs in Turkey (the APP of Ankara will be in the ACC Building), also part of TAMP, A Building Programme for the new ACC at Ankara, Replacement or refurbishment of the APP buildings, A new Tower (TWR) at Antalya and Istanbul-Atatürk, A state-of-the-art RDPS/FDPS/ODS System. The supply of which will be together

2006-2015 Ongoing ESSIP:ATC02.2, ATC02.5, ATC02.6, ATC02.7, ATC12, ATC17, COM09, FCM01, FCM03 OI-Steps: CM-0201, CM-0202, CM-0203, CM-0801, DCB-0302, IS-0101, IS-0102 Other: -

Capacity: The new system will enable Turkey to achieve higher capacity. Safety: The new system will positively affect safety. Environment: - Cost-Efficiency: Higher cost-efficiency of operations.

Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references

Expected Contribution to the Key Performance Areas *

with the new Ankara ACC Building (turnkey project). To shorten the time to the operation of the new SMART system, DHMI are planning to implement as far as possible, an off-the-shelf (OTS) system with a minimum of customisation. Additional functionalities may be added at a later date (after SMART implementation).

Radars replacement (RDR)

18 Mode S and 5 PSR Radars have been installed.

2009-2013 Completed ESSIP:-

OI-Steps: - Other: -

Capacity: Capacity gains.

Chapter 5 - Regional Co-ordination

5.1 FAB Co-ordination

Turkey is not participating in any of the FAB initiatives.

5.2 Regional cooperation

5.2.1 Regional Cooperation Initiatives

It is to be noted that Turkey maintains very close cooperation/co-ordination with all neighbouring states.

Turkey has taken on responsibility of some transition tasks in the area and arranging air traffic flow to / from Europe. Turkey is co-operating with neighbouring states such as Greece and Bulgaria to optimise the performance of Ground-Ground Networks and data exchange.

It is also considered that, collaborating as closely as we can with our neighbouring civil air navigation service providers has a paramount importance in order to optimise the airspace design and management and increase the regional capacity, safety and quality. Therefore, Turkey undertakes initiatives and efforts to ensure the application of same concepts, standards and projects under the EUROCONTROL framework.

The fundamental purpose of the Cooperative Airspace Initiative (CAI) is to foster cooperation between NATO members and Russian Federation on airspace surveillance and air traffic coordination with the goals of enhancing transparency, predictability and the collective capabilities to fight against terrorist air threats. Turkey is playing an essential role in this project with Local Coordination Unit (LCU), established at Esenboğa Airport.

On 16 May 2012, a Memorandum of Co-operation (MoC) was signed between DHMI and Bulgarian Air Traffic Services Authority (BULATSA) in Ankara. The MoC aimed at common understanding or adoption of ICAO, EUROCONTROL and other international requirements relevant for the ATM domain and cooperation for operational area. In the framework of this MoC, the delegations of the DHMI and BULATSA discussed the main aspects of future co-operation, such as ensuring an effective route network, common operational and technical projects, etc.

On 20 June 2012 Ukrainian State Air Traffic Service Enterprise (UkSATSE) and DHMI signed a MOU in Ukraine which aims the development of regional cooperation between UkSATSE and DHMI. It was also agreed that working groups on air traffic management, communication, navigation and surveillance, economic and financial support will further negotiate the related issues.

Chapter 6 - ESSIP Objective Implementation

Conventions

Two colour codes are used for each ESSIP Objective ‘box’:

o one colour code is used to show the Objective Scope in the Objective ID cell, and

o another colour code is used to show the Objective Progress in the State and for each national stakeholder.

Obj. ID (*) Obj. Title (By mm/yyyy of overall objective, inc non-State SloAs) Obj. Progress (**)

State’s high level progress statement State Impl. Date

REG (By:mm-yyyy) REG high level progress statement

APO. Progress (**)

APO Impl. Date

ASP (By:mm-yyyy) ASP high level progress statement

ASP. Progress (**)

ASP Impl. Date

MIL (By:mm-yyyy) MIL high level progress statement

MIL. Progress (**)

MIL Impl. Date

APO (By:mm-yyyy) APO high level progress statement

APO. Progress (**)

APO Impl. Date

(*) Objective Scope Code: (**) Objective/Stakeholder Progress Code:

ECAC Completed No Plan

EU+ Partly Completed Not Applicable

Multi-N Planned Missing Data

APT Late

6.1 ESSIP Objectives Implementation progress

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Timescales: Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018

No Plan

The Military cannot implement this objective completely until appropriate legislation is passed. Meantime mature and robust procedures are already in force regarding the handling and interface of OAT/GAT operations

REG (By:12/2018) No current plan until appropriate legislation is passed.

No Plan

ASP (By:12/2018)

No current plan until appropriate legislation is passed. Implementation of the objective will take place in parallel with the military

No Plan

MIL (By:12/2018)

The Military cannot implement this objective completely until appropriate legislation is passed. Meantime mature and robust procedures are already in force regarding the handling and interface of OAT/GAT operations

Not Applicable

Implement Advanced Airspace Management

Timescales:

Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016

No Plan

This objective will be evaluated and implemented by the 2015 completion date. However, for this LSSIP cycle resources will not be available.

31/12/2015

ASP (By:12/2016)

This objective will be evaluated and implemented by the 2015 completion date. However, for this LSSIP cycle resources will not be available.

No Plan

31/12/2015

Implementation of Free Route Airspace

Timescales:

Planned

Implementation of free route airspace is planned for 2016‐ 2018 period. 31/12/2016

ASP (By:12/2017) Implementation of free route airspace is planned for 2016‐ 2018 period.

Planned

31/12/2016

Improve runway safety by preventing runway incursions

Timescales:

Completed

Local Runway Safety Teams (which report to the DHMI ATM Safety Commission) have been set up at all airports and a reporting procedure and dissemination structure is in place. All reports are sent to DHMI HQ and DGCA, but administrative procedures still preclude transfer of same to EUROCONTROL. Ab‐initio and recurrent training in line with EAPPRI guidelines is ongoing. TWR Staff are kept fully aware of all runway incursion matters. Assessment of correct use of the standard ICAO phraseology and read‐back procedures is performed regularly. Investigation related findings are suitably debriefed. All Aerodromes are regularly checked for compliance with ICAO Annex 14.

REG (By:12/2013)

The DGCA oversees the implementation of EAPPRI 2.0 requirements at airports and audits procedures on a regular basis at major and other randomly selected airports. All reports are sent to DHMI HQ and DGCA, but administrative procedures still preclude transfer of same to EUROCONTROL. .

Completed

ASP (By:12/2013)

Local Runway Safety Teams (which report to the DHMI ATM Safety Commission) have been set up at all airports and a reporting procedure and dissemination structure is in place. All reports are sent to DHMI HQ and DGCA, but administrative procedures still preclude transfer of same to EUROCONTROL. Ab‐initio and recurrent training in line with EAPPRI guidelines is ongoing. TWR Staff are kept fully aware of all runway incursion matters. Assessment of correct use of the standard ICAO phraseology and read‐back procedures is performed regularly. Investigation related findings are suitably debriefed. All airports are regularly checked for compliance with ICAO Annex 14.

For the military, the Turkish Airforce has adopted the EAPPRI 2.0 as a basis for training and operational procedures in particular at military airports that are available for civil use. All reports involving civil aircraft are sent to DHMI HQ and the DGCA. ATC personnel are kept aware of all runway incursion matters. TWR Staff are kept fully aware of all runway incursion matters. Assessment of correct use of the standard ICAO phraseology and read‐back procedures is performed regularly. Investigation related findings are suitably debriefed. All Aerodromes are regularly checked for compliance with ICAO Annex 14; however, joint user airports may have signs and markings conforming to NATO standards.

Completed

APO (By:12/2013)

Local Runway Safety Teams (which report to the DHMI ATM Safety Commission) have been set up at all airports and a reporting procedure and dissemination structure is in place. All reports are sent to DHMI HQ and DGCA, but administrative procedures still preclude transfer of same to EUROCONTROL. Ab‐initio and recurrent training in line with EAPPRI guidelines is ongoing. TWR Staff are kept fully aware of all runway incursion matters. Assessment of correct use of the standard ICAO phraseology and read‐back procedures is performed regularly. Investigation related findings are suitably debriefed. All airports are regularly checked for compliance with ICAO Annex 14.

For the military, the Turkish Airforce has adopted the EAPPRI 2.0 as a basis for training and operational procedures in particular at military airports that are available for civil use. All reports involving civil aircraft are sent to DHMI HQ and the DGCA. ATC personnel are kept aware of all runway incursion matters. TWR Staff are kept fully aware of all runway incursion matters. Assessment of correct use of the standard ICAO phraseology and read‐back procedures is performed regularly. Investigation related findings are suitably debriefed. All Aerodromes are regularly checked for compliance with ICAO Annex 14; however, joint user airports may have signs and markings conforming to NATO standards.

Completed

AOP04.1

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

Timescales:

Completed

LTAC - Ankara

Ankara implemented A‐SMGS Level 1 and 2 in June 2010. 30/06/2010

REG (By:12/2010) No plan to implement. Not applicable in TR.

Not Applicable

ASP (By:12/2011) Ankara implemented A‐SMGS Level 1 and 2 in June 2010.

Completed

30/06/2010

APO (By:12/2010) Drivers have received instruction on the system.

Completed

30/06/2010

AOP04.1

Timescales:

Completed

LTAI - Antalya

Antalya implemented A‐SMGS Level 1 and 2 in June 2010. 30/06/2010

REG (By:12/2010) Not applicable in TR.

Not Applicable

ASP (By:12/2011)

Antalya implemented A‐SMGS Level 1 and 2 in June 2010. All training and development of procedures has been completed.

Completed

30/06/2010

APO (By:12/2010) Drivers have received instruction on the system

Completed

30/06/2010

AOP04.1

Timescales:

Completed

LTBA - Istanbul

Istanbul implemented A‐SMGS Level 1 and 2 in June 2010. 30/06/2010

REG (By:12/2010) Not applicable in TR.

Not Applicable

ASP (By:12/2011)

Istanbul implemented A‐SMGS Level 1 and 2 in June 2010. All training and development of procedures has been completed.

Completed

30/06/2010

Completed

30/06/2010

AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2

Timescales:

Completed

LTAC - Ankara

Ankara implemented A‐SMGS Level 1 and 2 in June 2010. 30/06/2010

ASP (By:12/2017) Ankara implemented A‐SMGS Level 1 and 2 in June 2010.

Completed

30/06/2020

Completed

30/06/2010

AOP04.2

Timescales:

Completed

LTAI - Antalya

Antalya implemented A‐SMGS Level 1 and 2 in June 2010. 30/06/2010

ASP (By:12/2017) Antalya implemented A‐SMGS Level 1 and 2 in June 2010.

Completed

30/06/2010

Completed

30/06/2010

AOP04.2

Timescales:

Completed

LTBA - Istanbul

Istanbul implemented A‐SMGS Level 1 and 2 in June 2010. 30/06/2010

ASP (By:12/2017) Istanbul implemented A‐SMGS Level 1 and 2 in June 2010.

Completed

30/06/2010

Completed

30/06/2010

Implement Airport Collaborative Decision Making (CDM)

Timescales:

Planned

LTAI - Antalya

A draft MoU has been circulated to key stakeholders. Following the developments of Istanbul CDM studies, studies for Antalya will be focused.

31/12/2015

ASP (By:01/2016)

DHMI has initiated action to implement this objective. A draft MoU has been developed and circulated to key stakeholders.

Planned

31/12/2015

APO (By:01/2016)

DHMI has initiated action to implement this objective. A draft MoU has been developed and circulated to key stakeholders

Planned

31/12/2015

Implement Airport Collaborative Decision Making (CDM)

Timescales:

Partly Completed

LTBA - Istanbul

A MoU has been agreed and signed. Working groups have been formed. CDM platform has been established and tests are going on.

31/10/2015

ASP (By:01/2016)

Partly Completed

31/10/2015

APO (By:01/2016)

Partly Completed

31/10/2015

ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2

Timescales:

Is a functionality included as part of the Interim SMART system and was operational from 09/2008. All en‐route and TMA airspace is covered. STCA implementation/procedures will be audited by the DGCA when human resources permit.

31/05/2015

ASP (By:01/2013)

STCA is a functionality included as part of the Interim SMART system. The STCA is in accordance with EUROCONTROL specifications.

31/05/2015

ATC02.5

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

Timescales:

Planned

APW level 2 will be implemented with the SMART system which is planned for 05/2015 31/05/2015

ASP (By:12/2016) APW will be implemented with the SMART system.

Planned

31/05/2015

ATC02.6

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

Timescales:

Planned

MSAW will be implemented with the SMART system. 31/05/2015

ASP (By:12/2016) MSAW will be implemented with the SMART system.

Planned

31/05/2015

ATC02.7

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

Timescales:

Planned

APM, in line with EUROCONTROL specifications, will be implemented at Istanbul, Esenboga, Antalya, Dalaman, Bodrum and Izmir airports in parallel with SMART.

Military units have APM functionality but due to the dynamic nature of OAT operations this functionality is only enabled at airports that serve GAT.

31/05/2015

ASP (By:12/2016)

APM will be implemented in parallel with SMART at Istanbul, Esenboga, Antalya, Dalaman, Bodrum and Izmir airports.

Military units have APM functionality but due to the dynamic nature of OAT operations this functionality is only enabled at airports that serve GAT.

Planned

31/05/2015

ATC07.1

Implement arrival management tools

(Outside Applicability Area)

Timescales:

‐ not applicable ‐

Planned

Tender and acceptance of AMAN has already been done for Atatürk and S.Gölçen Airports. AMAN will be operational at second quarter 2015 due to late acceptance procedures for SMART systems.

31/05/2015

ASP (By:12/2015)

Tender and acceptance of AMAN has already been done for Atatürk and S.Gölçen Airports. AMAN will be operational at second quarter 2015 due to late acceptance procedures for SMART systems. Preparation of technical aspects for Antalya Airport AMAN has been finalised and tender will be realized at first quarter of 2015.

Planned

31/05/2015

Implement automated support for conflict detection and conformance monitoring

Timescales:

Planned

Formal collaboration with EUROCONTROL commenced in February 2009. Phase 1 is completed and Phase 2 was agreed with a planned timescale of November 2009 to July 2010 and includes documenting the working methods, assessing the accuracy of the TP, developing the local operational concept for using FASTI tools and reviewing the requirements for TP/MTCD.

31/05/2015

ASP (By:12/2016)

Phase 1 completed. Phase 2 commenced in November 2009 and due for completion in July 2010. Phase 2 includes documenting the working methods, assessing the accuracy of the TP, developing the local operational concept for using FASTI tools and reviewing the requirements for TP/MTCD.

Planned

31/05/2015

Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations

Timescales:

Planned

The implementation of AMAN is planned for Istanbul Atatürk and S.Gökçen Airports. Adjacent ACC sectors within SMART project have been equiped with AMAN supporting systems, including monitors and sofware.

31/01/2017

ASP (By:12/2017)

The implementation of AMAN is planned for Istanbul Atatürk and S.Gökçen Airports. We have already arranged close cooperation with BULATSA on AMAN implementation.

Planned

30/06/2015

Implement ACAS II compliant with TCAS II change 7.1

Timescales:

Partly Completed

The training plan for ACAS II version 7.1 has been developed.ATC units have been monitoring the performance of ACAS. Certain type of the military transport aircraft have been equipped with ACAS.

31/01/2015

REG (By:12/2015) Necessary actions will be taken before 2015.

Planned

31/01/2015

ASP (By:03/2012)

The training plan for ACAS II version 7.1 has been developed.ATC units have been monitoring the performance of ACAS.

Completed

31/03/2012

MIL (By:12/2015)

Certain type of the transport aircraft have been equipped with ACAS. The training has been completed.

Partly Completed

31/01/2015

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer

Timescales:

Planned

All functions will be in use with SMART project. 31/05/2015

ASP (By:12/2018) All functions will be in use with SMART project.

Planned

31/05/2015

Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)

Timescales:

Completed

Turkey has no X.25 connection. Radar and voice connections are using TDM point to point connection. AFTN/CIDIN/AMHS and other ground data connections are already using IP based connections.

31/12/2008

ASP (By:12/2014)

Turkey has no X.25 connection. Radar and voice connections are using TDM point to point connection. AFTN/CIDIN/AMHS and other ground data connections are already using IP based connections.

Completed

31/12/2008

Migrate from AFTN to AMHS

Timescales:

Completed

The AMHS/AFTN/CIDIN system is active now. The existing system is making data exchange. There is no need to Implement gateway between national non‐AMHS network (other than AFTN) and AMHS at the moment.

Military have their own communication network for OAT message purposes. The system is fully interoperable with the ANSP.

31/12/2014

ASP (By:12/2014)

The AMHS/AFTN/CIDIN system is active now. The existing system is making data exchange. There is no need to Implement gateway between national non‐AMHS network (other than AFTN) and AMHS at the moment.

Military have their own communication network for OAT message purposes. The system is fully interoperable with the ANSP.

Completed

31/12/2014

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales:

Planned

In SMART Project Turkey is implementing VoIP based network. 31/05/2015

ASP (By:12/2020) In SMART Project Turkey is implementing VoIP based network.

Planned

31/05/2015

Implement Continuous Descent Operations (CDO) techniques for environmental improvements

Timescales:

LTAI - Antalya

An initial CDA workshop meeting was given by EUROCONTROL. There is no final date for this to be implemented but DHMI will implement CDA in the medium term future.

31/12/2015

ASP (By:12/2013) DHMI will implement CDA approaches in the medium term.

31/12/2015

APO (By:12/2013) DHMI will implement CDA approaches in the medium term.

31/12/2015

Implement Continuous Descent Operations (CDO) techniques for environmental improvements

Timescales:

LTBA - Istanbul

An initial CDA workshop meeting was given by EUROCONTROL. There is no final date for this to be implemented but DHMI will implement CDA in the medium term future.

31/12/2015

ASP (By:12/2013) DHMI will implement CDA approaches in the medium term.

31/12/2015

APO (By:12/2013) DHMI will implement CDA approaches in the medium term.

31/12/2015

Implement Collaborative Environmental Management (CEM) at Airports

Timescales:

Partly Completed

LTAI - Antalya

SIDs have been designed to provide noise abatement over the most congested areas. Noise monitors have been established and data is being analysed in a noise map pilot project. There is legislation regarding maximum noise levels generated by aircraft but no system of enforcement/punitive measures has been developed as yet. Local traffic regulations have been developed in coordination with airport and airline operators in 2014 and will be implemented at first half of 2015.

31/12/2015

ASP (By:12/2016)

SIDs have been designed to provide noise abatement over the most congested areas. Noise monitors have been established and data is being analysed in a noise map pilot project.

Partly Completed

31/12/2015

APO (By:12/2016)

Partly Completed

31/12/2015

Implement Collaborative Environmental Management (CEM) at Airports

Timescales:

Completed

LTBA - Istanbul

SIDs have been designed to provide noise abatement over the most congested areas. Noise monitors have been established and data is being analysed in a noise map pilot project. There is legislation regarding maximum noise levels generated by aircraft but no system of enforcement/punitive measures has been developed as yet.

31/12/2014

ASP (By:12/2016)

Completed

31/12/2014

APO (By:12/2016)

Completed

31/12/2014

Implement enhanced tactical flow management services

Timescales:

Some system modifications are still required and the date of 05/2015 is the planned completion date for all objectives.

31/05/2015

ASP (By:07/2014)

Objective FCM01‐ASP08 will be in SMART phase so date of 05/2015 is the planned completion date. The other remaining objectives are ready and FSA mesages for Ankara have been tested with CFMU and approved. The software is not installed in accordance with sending proper FSA messages for Istanbul and Izmir . In addition the system is sending OAT rather than just GAT correlated flight data. All objectives will be completed by 05/2015

31/05/2015

Implement collaborative flight planning

Timescales:

Planned

The Interim SMART system is capable of compliance with all SLoAs other than ASP09. The other remaining objectives are theoretically ready but closed and not tested because of the new AFTN system is recently in force and some other requires extra SW due to military needs.

31/05/2015

ASP (By:12/2015)

The Interim SMART system is capable of compliance with all SLoAs other than ASP09. The other remaining objectives are theoretically ready but closed and not tested because of the new AFTN system is recently in force and some other requires extra SW due to military needs.

Planned

31/05/2015

Implementation of Short Term ATFCM Measures ‐ phase 1

Timescales:

Not Applicable

TR is not in the applicability area. ‐

ASP (By:12/2015) ‐

Not Applicable

Implementation of interactive rolling NOP

Timescales:

No Plan

The decision to implementation of interactive rolling NOP has not been taken yet. ‐

ASP (By:12/2016) No plan

No Plan

APO (By:12/2016) No plan

No Plan

Implement integrated briefing

Timescales:

Completed

All infrastructure ready for full implementation in 07/2010. 31/07/2010

ASP (By:12/2012) All infrastructure ready for full implementation in 07/2010.

Completed

31/07/2010

Electronic Terrain and Obstacle Data (TOD)

Timescales:

Planned

The processes are going on in accordance with national TOD implementation program. Necessary actions will be achieved in coordination with stakeholders.

31/05/2018

REG (By:05/2018) Necessary actions will be achieved in coordinaton with stakeholders.

Planned

31/05/2018

ASP (By:05/2018)

The processes are going on in accordance with national TOD implementation program.

Planned

31/05/2018

APO (By:05/2018)

The processes are going on in accordance with national TOD implementation program.

Planned

31/05/2018

ITY‐ACID

Aircraft identification

Timescales:

Not Applicable

Turkey is not within applicability area of this objective. ‐

ASP (By:01/2020) ‐

Not Applicable

ITY‐ADQ

Ensure quality of aeronautical data and aeronautical information

Timescales:

Not Applicable

Turkey is not within the area of applicability of this objective. ‐

REG (By:06/2017) ‐

Not Applicable

ASP (By:06/2017) ‐

Not Applicable

APO (By:06/2017) ‐

Not Applicable

ITY‐AGDL

Initial ATC air‐ground data link services above FL‐285

Timescales:

Not Applicable

REG (By:02/2016) ‐

Not Applicable

ASP (By:02/2016) ‐

Not Applicable

MIL (By:01/2014) ‐

Not Applicable

ITY‐AGVCS2

Implement air‐ground voice channel spacing requirements below FL195

Timescales:

Not Applicable

TR is not in the applicability area. ‐

REG (By:12/2018) ‐

Not Applicable

ASP (By:12/2018) ‐

Not Applicable

MIL (By:12/2020) ‐

Not Applicable

APO (By:12/2018) ‐

Not Applicable

ITY‐COTR

Implementation of ground‐ground automated co‐ordination processes

Timescales:

Not Applicable

ASP (By:02/2016) ‐

Not Applicable

MIL (By:12/2012) ‐

Not Applicable

ITY‐FMTP

Apply a common flight message transfer protocol (FMTP)

Timescales:

Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014

The common flight message transfer protocol will be introduced with the SMART system. 31/05/2015

ASP (By:12/2014)

The common flight message transfer protocol will be introduced with the SMART system.

31/05/2015

MIL (By:12/2014)

Military has its own network between military sites and there is no plan to upgrade this system. The interface between military/civil sites will be completed once the SMART system is operational.

31/05/2015

ITY‐SPI

Surveillance performance and interoperability

Timescales:

Not Applicable

Turkey is not an EU+ State. ‐

REG (By:02/2015) Turkey is not EU+ State.

Not Applicable

ASP (By:02/2015) Turkey is not EU+ State.

Not Applicable

MIL (By:06/2020) Turkey is not EU+ State.

Not Applicable

Implementation of P‐RNAV

Timescales:

Completed

P‐RNAV SIDs and STARS have been implemented at Istanbul and Antalya. Implementation at other airports will continue in due course.

30/11/2010

ASP (By:12/2012)

P‐RNAV SIDs and STARS have been implemented at Istanbul and Antalya. Implementation at other airports will continue in due course.

Completed

30/11/2010

Implement APV procedures

Timescales:

Planned

Regulation for RNP Approach Operations including APV BARO ‐VNAV operations has been published. APV BARO‐VNAV procedures are planned.

31/12/2015

REG (By:04/2016)

Planned

31/12/2015

ASP (By:12/2016)

Planned

31/12/2015

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

Timescales:

Planned for implementation with SMART system by 05/2015. 31/05/2015

REG (By:12/2011) Planned for implementation with SMART system by 05/2015.

31/05/2015

ASP (By:12/2011) Planned for implementation with SMART system by 05/2015.

31/05/2015

MIL (By:12/2011) No intention to implement. Not applicable to MIL.

Not Applicable

Improve runway safety by preventing runway excursions

Timescales:

Planned

Local runway safety teams have been established for each aerodromes. These teams will be responsible for runway excursions.

31/12/2015

REG (By:01/2018)

Necessary actions are planned in accordance with the implementation date.

Planned

31/12/2015

ASP (By:12/2014)

31/12/2015

APO (By:12/2014)

31/12/2015

SRC‐RLMK

Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs)

Timescales:

Entry into force of ESARR 3: 01/07/2000 Entry into force of ESARR 2: 01/11/2000 Entry into force of ESARR 4: 01/04/2001 Entry into force of ESARR 5: 01/04/2002 Entry into force of ESARR 6: 01/11/2003 Entry into force of Regulation (EC) No 550/2004: 20/04/2004 Entry into force of ESARR 1: 01/11/2004 Entry into force of Commission regulation (EC) No 1315/2007 repealed by Commission Implementing Regulation (EU) No 1034/2011: 09/11/2007 Objective Implementation completion date: 31/12/2010

Completed

ESARR1( SHY‐GOZETIM), ESARR 2 (SHY6502), ESARR3 (SHT 65‐03), ESARR 4 (SHT 65‐04) ESARR 5 (SHY6501) and ESARR 6 (SHY 6) have been enacted.

30/06/2011

REG (By:12/2010)

ESARR1( SHY‐GOZETIM), ESARR 2 (SHY6502), ESARR3 (SHT 65‐03), ESARR 4 (SHT 65‐04) ESARR 5 (SHY6501) and ESARR 6 (SHY 6) have been enacted.

Completed

30/06/2011

SRC‐SLRD

Safety Levels and Resolution of Deficiencies

Timescales:

Entry into force of ESARR1: 01/11/2004 Entry into force of Commission Regulation (EC) No 1315/2007 repealed by Commission Implementing Regulation (EU) No 1034/2011: 09/11/2007 Objective Implementation completion date: 31/12/2010

Completed

Turkey has adopted the ECAC TLS but will review this in time in order to ensure its validity. The DGCA supports a just culture environment and mechanisms are in place to ensure incidents are both reported and investigated. A process to monitor achieved levels of safety has yet to be implemented. An annual Safety Oversight Report is published and ESARR 1 is enacted.

31/12/2013

REG (By:12/2010)

The DGCA supports a just culture environment and mechanisms are in place to ensure incidents are both reported and investigated.

The military has a mature system to monitor safety levels and resolve deficiencies. The DGCA is informed and involved regarding any incident involving GAT.

Completed

31/12/2013

6.1 Alignment of PCP with ESSIP Objectives and related progress

Note that the above picture is based on the Preliminary Deployment Programme V0, published in December 2014 by the Deployment Manager. The full Deployment Programme is foreseen by end June 2015.

Annexes

Annex A – Specialists involved in the LSSIP Process

LSSIP Co-ordination

LSSIP Focal Point for Turkey DHMI Cihan Sahin

LSSIP Contact Person for Turkey EUROCONTROL Predrag Vranjkovic

ESSIP Objective Implementation

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI (E. REUBER till 02/2015)

A. DYBOWSKA

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA

AOM21 R. BUCUROIU A. DYBOWSKA

AOP03 T. LICU P. VRANJKOVIC

AOP04.1 P. ADAMSON P. VRANJKOVIC

AOP04.2 P. ADAMSON P. VRANJKOVIC

AOP05 P. ADAMSON P. VRANJKOVIC

ATC02.2 B. BAKKER, S. DROZDOWSKI I. FEIJT

ATC07.1 P. CONROY, P. TERZIOSKI L. DELL’ORTO

ATC12 P. TERZIOSKI L. DELL’ORTO

ATC15 P. CONROY, P. TERZIOSKI L. DELL’ORTO

ATC16 S. DROZDOWSKI L. DELL’ORTO

ATC17 S. MORTON L. DELL’ORTO

COM09 L. POPESCU O. ALFARO

COM10 Y. EYUBOGLU A. KOKONA

COM11 L. POPESCU A. KOKONA

ENV01 C. FABER B. HILL

ENV02 S. MAHONY, A. WATT B. HILL

FCM01 H. KOOLEN O. CIOARA

FCM03 S. SMIDT O. CIOARA

FCM04 M. RICHARD O. CIOARA

FCM05 P. MATERN O. CIOARA

INF04 P. MATERN A-P. FRANGOLHO

INF07 A. PETROVSKY A-P. FRANGOLHO

ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

ITY-ACID A. DESMOND-KENNEDY O. CIOARA

ITY-ADQ M. UNTERREINER A-P. FRANGOLHO

ITY-AGDL S. DISSING A. KOKONA

ITY-AGVCS2 J. POUZET O. ALFARO

ITY-COTR S. MORTON L. DELL’ORTO

ITY-FMTP L. POPESCU O. ALFARO

ITY-SPI M. BORELY, R. STEWART O. CIOARA

NAV03 F. PAVLICEVIC A. KOKONA

NAV10 R. FARNWORTH A. KOKONA

SAF10 T. LICU I. FEIJT

SAF11 S. LAWRENCE I. FEIJT

SRC-RLMK M. DEBOECK A. DYBOWSKA

SRC-SLRD M. DEBOECK A. DYBOWSKA

Annex B – National Stakeholders Organisation Charts

1. DHMI Organisational chart

2. DGCA Organisational chart

Annex C – Glossary of Abbreviations

ACAS Airborne Collision Avoidance System

ACC Area Control Centre

AF ATM Functionality

AIS Aeronautical Information Services

AMC Acceptable means of Compliance

ANS Air Navigation Services

ANSP ANS Provider

AOP Airports Operations (Domain)

APV Approach with Vertical Guidance

ARN ATS Route Network

ATC Air Traffic Control

ATCO Air Traffic Controller

ATFM Air Traffic Flow Management

ATM Air Traffic Management

ATS Air Traffic Services

CAD Civil Aviation Department

CDM Collaborative Decision Making

CEATS Central European Air Traffic Services

CFMU Central Flow Management Unit

CNS Communications, Navigation and Surveillance

COM Communications

CTR Control Zone

DFL Division Flight Level

EAD European AIS Database

eAIP European Aeronautical Information Publication

EATM European Air Traffic Management

ECAC European Civil Aviation Conference

ESARR EUROCONTROL Safety Regulation Requirement

ESP European Safety Programme

FDP Flight Data Processing

FT Fast Track

FIR Flight Information Region

FL Flight Level

FSQA Flight Safety and Quality Assurance

FUA Flexible Use of Airspace

GBAS Ground Based Augmentation System

GNSS Global Navigation Satellite System

HRS Human Resources

HUM Human (Domain)

ICAO International Civil Aviation Organisation

IFPS Initial Flight-plan Processing System

IFR Instrument Flight Rules

ISO International Standards Organisation

JAA Joint Aviation Authorities

kHz Kilohertz

LoA Letters of Agreement

MIL Military

NAV Navigation

NM Nautical Mile

NOTAM Notice To Airmen

OLDI On Line Data Interchange

OPS Operations

PCP Pilot Common Project

PDP Preliminary Deployment Programme

PSR Primary Surveillance Radar

QMS Quality Management System

REG Regulatory Authorities

RNP Required Navigation Performance

RVSM Reduced Vertical Separation Minimum

S-AF Sub ATM Functionality

SAN Sakaeronavigatsia Ltd (ATM of Georgia)

SBAS Satellite-Based augmentation systems (SBAS)

SLOA Stakeholder Line of Action

SMQS Safety Management and Quality System

SMS Safety Management System

SRC Safety Regulation Commission

SSR Secondary Surveillance Radar

STCA Short Term Conflict Alert

SUR Surveillance (Domain)

TAV Tepe Akfen Urben

TMA Terminal Manoeuvring Area; Terminal Control Area

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