local single sky implementation (lssip) the … single sky implementation (lssip) the former...

Year 2014 - Level 1

EUROCONTROL

Local Single Sky ImPlementation (LSSIP) THE FORMER YUGOSLAV REPUBLIC OF MACEDONIA

LSSIP Year 2014 FYROM Released Issue

DOCUMENT IDENTIFICATION SHEET

LSSIP for The Former Yugoslav Republic of Macedonia

Infocentre Reference: 15/01/12-16

Document Identifier Edition: Year 2014

LSSIP Year 2014The Former Yugoslav

Republic of Macedonia Edition Date: 04/03/15

LSSIP Focal Point - Jasmin Malinkov E-mail: [email protected]

M-NAV

LSSIP Contact Person - Octavian Cioara E-mail: [email protected]

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\Fyrom (MK) - OC\Year_2014\released\LSSIP Year 2014 MK_Released.docx

LINKS TO REFERENCE DOCUMENTS

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

2 ESSIP Plan Edition 2014 www.eurocontrol.int/pepr

3 ESSIP Report 2013 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

8 National AIP http://www.mnavigation.mk/Data/Sites/1/media/eaip/start.htm


APPROVAL SHEET

The following authorities have approved all parts of LSSIP Year 2014 document and their signature confirms the correctness of the reported information and reflects their commitment to implement the actions laid down in the European Single Sky ImPlementation (ESSIP) Plan. – Edition 2014.


TABLE OF CONTENTS

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

Introduction .............................................................................................................................................. 3

Chapter 1 - National ATM Environment ................................................................................................... 4 1.1 Geographical Scope ................................................................................................................. 4

1.1.1 International Membership ..................................................................................................... 4 1.1.2 Geographical description of the FIR(s) ................................................................................ 4 1.1.3 Airspace Classification and Organisation ............................................................................ 5

1.2 National Stakeholders .............................................................................................................. 6 1.2.1 Civil Regulator(s) .................................................................................................................. 6 1.2.2 Macedonia Air Navigation Service Provider (M-NAV) ......................................................... 7 1.2.3 Airports ................................................................................................................................. 8 1.2.4 Military Authorities ................................................................................................................ 9

Chapter 2 - Traffic and Capacity ............................................................................................................ 12 2.1 Evolution of traffic in Former Yugoslav Republic of Macedonia ............................................ 12 2.2 SKOPJE ACC ......................................................................................................................... 13

2.2.1 Traffic and en-route ATFM delays ..................................................................................... 13 2.2.2 Summer 2014 Performance ............................................................................................... 13 2.2.3 Planning Period 2015-2019 ................................................................................................ 14

Chapter 3 - ESSIP Report recommendations ........................................................................................ 16

Chapter 4 - National Projects ................................................................................................................. 17

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

Chapter 6 - ESSIP Objective Implementation ........................................................................................ 22

ANNEXES

LSSIP Year 2014 FYROM 1 Released Issue

Executive Summary

National ATM Context

The separation between the regulatory and the service provider is effective in Macedonia since 1 July 2009. The Macedonian Air Navigation Service Provider (M-NAV) has been created as the State owned company for the ANS provision. The autonomous Civil Aviation Agency (CAA) has encapsulated the role of ATM regulator and National Supervisory Authority (NSA). Under the concession agreement, TAV Holding has been assigned as the airport operator for Skopje/Ohrid airports in 2010.

M-NAV is currently actively involved in the procurement of a new ATM System, allowing the implementation of the majority of ESSIP Objectives.

Traffic and Capacity

Traffic in Former Yugoslav Republic of Macedonia increased by a substantial 33.0% during the summer 2014 (May to October), when compared to summer 2013. The medium-term forecast predicts an average annual traffic growth between 2.0% and 5.1%, with an average baseline growth of 3.6% throughout the planning cycle.

ESSIP Objective Implementation

The progress on the implementation of the objectives is generally satisfactory. It is observed that the implementation of a substantial number of objectives is related to the deployment of the new ATM system, expected for 2017. The concept of free route airspace is accepted at national level and full FRA is planned for winter 2016.

LSSIP 2014 - The former

Yugoslav Republic of Macedonia

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

State-related ESSIP Objectives

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

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]

[E] *

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

[IDP] * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in

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

[E] *


LSSIP 2014 - The former

Yugoslav Republic of Macedonia

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

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]

[E] *

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

<=

2008

20

09

2010

20

11

2012

20

13

2014

20

15

2016

20

17

2018

20

19

2020

20

21

LWSK-Skopje

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 (FYROM does not participate in this obj.)

Late

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

The Republic of Macedonia is a Member of the following international organisations in the field of ATM:

Organisation Since

ECAC YES 1997

EUROCONTROL YES 1998

European Union No

EASA No

ICAO YES 1993

NATO No

ITU YES 1993

1.1.2 Geographical description of the FIR(s)

The geographical scope of this document addresses Skopje FIR.

The Division Flight Level (DFL) separating upper from lower ATS airspace is FL285.

The following map shows the geographical situation of the Macedonian airspace:


1.1.3 Airspace Classification and Organisation

On 27 November 2003, the airspace classification has been changed. Airspace ICAO class A from FL 200 till FL 660 was replaced by ICAO class C. No modifications have been stipulated for airspace classification below 200.

1. Airspace class C is applied to UTA from FL 245 till 660 and for CTA from FL 200 till FL 245 within the lateral limits of Skopje FIR

2. Airspace class D applied to:

CTA from FL 105 till FL 200 within the lateral limits of Skopje FIR

all ATS routes within Skopje FIR (lower limit 1000ft AGL, upper limit FL200)

Within the lateral limits of Skopje TMA

o Lower limit 1000ft AGL within 20 NM circle centred at Skopje Airport, or 1000ft AGL or 9000 AMSL outside the circle, whichever is higher

o Upper limit FL 145

Skopje CTR within its lateral limits, lower limit GND upper limit 4000ft AMSL

Ohrid CTR within its lateral limits, lower limit GND upper limit 4000ft AMSL

3. Airspace class E applied to CTA within Skopje FIR lateral limits, with exemption of CTRs, TMA and ATS routes, lower limit 1000ftAGL, upper limit FL105, and within Skopje TMA lower limit GND upper limit 1000 ft within 20 NM circle centered at Skopje airport or 1000 ft AGL or 9000 AMSL outside this circle, whichever is higher.

4. Airspace class G applied with lateral limits of Skopje FIR with exemption of TMA and CTRs from GND till 1000 AGL

Metric system is not used, only imperial system is available in accordance with national regulations.

Classification of Airspace within Skopje FIRFIR

SKOPJE TMA

LW RbyNOTAM

GND

Upper CTA

Lower CTA

CTRSKOPJE

ROUTEATS

AWY

DDDD

DD

cccc

EEEEGG

GGGG

DD

FL 660


1.2 National Stakeholders

The main National Stakeholders involved in ATM in Macedonia are the following:

- Civil Aviation Agency (CAA)

- Macedonian Air Navigation Service Provider (M-NAV)

- Military Authorities;

- Airport Operators

Their activities are detailed in the following subchapters and their relationships are shown in the diagram below.

1.2.1 Civil Regulator(s)

1.2.1.1 General information

Civil Aviation in the Republic of Macedonia is the responsibility of the Ministry of Transport. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA is further detailed in the following sections.

Activity in ATM: Organisation responsible

Legal Basis

Rule-making CAA Aviation Act

Safety Oversight CAA Aviation Act

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

CAA National regulation which defines the mode, rules and specific requirements concerning the ATM safety oversight

Airspace The government is currently responsible for managing the airspace. The establishment of Airspace Management board has been done in November 2011.

Government

TAV Airport Operator

Civil Aviation Agency

Air Force and Defense

M-NAV

Ministry of Transport Ministry of Defense

National Assembly

Co-ordination

Co-ordination

Co-ordination

COO


CAA is responsible for the oversight

Economic CAA Aviation Act

Environment Ministry of environment and physical planning

Security CAA Aviation Act

Accident investigation Committee for

Investigation of Aviation Accidents and Serious Incidents

Aviation Act

1.2.1.2 Civil Aviation Agency (CAA)

The CAA was created in 1995 and was set up as a part of the Ministry of Transport. With the new Aviation Act, the status of the Civil Aviation Administration as body within the Ministry of Transport was changed into an independent authority outside of the Ministry of Transport under the name “Civil Aviation Agency”.

However, the Aviation Act of 2006 stipulates in Article 7 that an independent CAA must be created with its own legal identity. This was achieved by 8 February 2007. With this change, CAA reports to the Government, but the Ministry of Transport is conducting administrative supervision of the work of CAA.

The CAA regulates and supervises all aviation activities. The CAA is established by the Aviation Act which also defines its responsibilities. In particular, the CAA is responsible for the supervision of the implementation of the provisions of the Aviation Act and the regulations enacted there under. The CAA also supports the drafting of laws and enacts bylaws related to National Aviation Safety Programme of the applicable international aviation standards, recommended practices and legislation of the EU, ICAO, ECAC, JAA/EASA and EUROCONTROL. The formal consultation and approval with respect to rulemaking is the responsibility of the Governmental body “Secretariat for Legislation”. Acting as regulator of the national aviation sector, the Agency is an independent state body and self-financed from the air navigation charges, airport infrastructure, issuing licenses, approvals and agreements fees.

The amendments of Aviation act enacted in May 2010 define CAA as a regulatory authority under the supervision of National Parliament. The National Parliament nominates 3 members of CAA’s Management Board. The CAA Director is appointed by the CAA Management Board.

Web-site- http://www.caa.gov.mk/

Annual Report published: Y Annual working and development programme and annual financial plan of the Civil Aviation Agency of the Republic of Macedonia for 2014.

1.2.2 Macedonia Air Navigation Service Provider (M-NAV)

M-NAV, the State owned company being registered under the private company law for the ANS provision has been established on 1 July 2009. A governmental ordinance regarding the foundation of M-NAV has been enforced in 2009. The government assigned a supervisory board of the new company and the supervisory board appointed the M-NAV management board.

Name of the ANSP: M-NAV

Governance: Joint Stock Company Ownership: 100 % State owned

Services provided Y/N Comment

ATC en-route Y Skopje ACC

ATC approach Y Skopje APP/ Ohrid APP

ATC Airport(s) Y Skopje TWR/Ohrid TWR

AIS Y 2 airports plus en-route

CNS Y All ATM infrastructure is property of M-NAV

MET Y 2 airports plus en-route

ATCO training Y

Unit training

Others None


Additional information:

Provision of services in other State(s):

N

Web-site- www.mnavigation.mk

Annual Report published: Y www.mnavigation.mk

This is the annual report covering yearly activities of the ANSP.

1.2.2.1 ATC system in use

Specify the manufacturer of the ATC system currently in use: ALENIA SELEX is currently in use for ATM. As a part of the multi radar tracking 3 radar heads are currently deployed in Republic of Macedonia (Alenia, Thompson and Indra)

Major upgrade1 of the ATC system is performed or planned? End of 2017. As a part of deployment of the new ATM system, all 8 EATMN systems will be affected.

1.2.2.2 ATC units

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

ATC Unit Number of sectors Associated FIR(s) Remarks

En-route TMA

Skopje ACC/APP 2 (maximum 4 sectors)

1 Skopje FIR 2 sectors configuration usually operated in 2014/2015. 3 sector configuration has been operated whenever traffic demands.

Ohrid APP 1 Skopje FIR

Two sectors configuration encompassed two vertical sectors, divided as follows:

From GND to 365 From 365 to 660 or

From GND to 345 From 345 to 660, depending on the traffic demand.

Three sectors configuration encompassed three vertical sectors, divided as follows:

From GND to 365 365-385 385-660

Three-sector configuration is supported by the ATM system and VHF/VCS system.

There is no Air Traffic Service delegation to/from other States.

1.2.3 Airports

1.2.3.1 General information

The airports are state owned and managed by TAV Airports Holding, which is responsible for the management of two international Airports (Skopje “Alexander the Great” airport and Ohrid “St. Paul the Apostle” airport).

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


1.2.3.2 Airport(s) covered by the LSSIP

APO SloAs are contained in the following objectives: ENV, AOP, ITY-ADQ, INF07 and SAF11.

In addition to the Annex B of the ESSIP Plan edition 2014, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives.

Therefore, Skopje “Alexander the Great” airport is the only Macedonian airport covered by the LSSIP Year 2014.

1.2.4 Military Authorities

The Military Authorities in Macedonia are composed of:

- Macedonian Aviation Operation Unit (MAOU);

- Macedonian Air Sovereignty Operation Centre;

The civil/military co-ordination is organised at three levels. The highest level is the ministerial level between MoT and MoD. The level of CAA and the Macedonian Air Defence Operation Centre within MoD is mainly concerned with technical matters. The operational problems of airspace use, co-ordination procedures and day-to-day problems are discussed between M-NAV and MAOU (Macedonian Aviation Operation Unit). A further level exists for tactical decisions on Skopje ACC/APP and MAOU level. For the time being, the Macedonian militaries do not possess military transport fleet.

Inside the Macedonian Aviation Operation Centre, the ATM team is staffed with 7 persons. The military co-ordinators (3 persons) are responsible for the supervision of the military activities. The military controllers are responsible for the provision of ATS to the military flights inside the temporary restricted airspace. Outside the temporarily restricted area, the civilian ATCOs control the military flights.

The military zones for IFR/VFR flights are dynamically allocated within the Skopje FIR airspace on tactical and daily basis, upon military request. Dynamic airspace management is achieved through the real time verbal civil-military co-ordination; no plans exist for enhanced civil-military co-ordination with electronic tools.

The co-ordination of the military flights inside temporarily restricted area is done from the military premises, using their own equipment. For a purpose of co-ordination with the civilian ATC authorities, a telephone hot line has been established, in order to transfer the estimates about military flight exit/entry conditions in restricted areas.

The national equivalent of FUA concept is implemented; there are no operational needs for CDRs and the necessity of AMC has to be evaluated for further utilisation. Restricted areas are assigned by CAA NOTAM office, upon the military request. They are published in the national AIP.

Co-operation between the CAA and military with regard to Search and Rescue (SAR) activities is defined in the Government Regulation on method, organization and entities for Aircraft Search and Rescue, that was enacted in 2013 and published in Official Gazette of RM", No. 36/13. Their regulatory, service provision and user role in ATM are detailed below.

1.2.4.1 Regulatory role

Regulatory framework and rule-making

OAT

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

Level of such legal provision: Aviation Act, Instruction for Service provision to OAT

Authority signing such legal provision: National Assemble in respect of Aviation Act, CAA DG and the commander of Macedonian Air Force regarding the instruction

These provisions cover:

Rules of the Air for OAT Y

Organisation of military ATS for OAT Y

OAT/GAT Coordination Y

ATCO Training N

ATCO Licensing N


Oversight

1.2.4.2 Service Provision role

The service provision to the OAT is mandated to M-NAV, except the handing of OAT within the restricted areas, whereas the ATS to OAT is provided by the military co-ordinators.

1.2.4.3 User role

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 Y 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 N/A ACAS Y

Others: None

ANSP Certification N

ANSP Supervision N

Aircrew Training Y

Aircrew Licensing Y

Additional Information: None

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

National AIP Y

National Military AIP

EUROCONTROL eAIP

Other: None

OAT

National oversight body for OAT: Ministry of Defence

Additional information: None

OAT

Services Provided:

En-Route M-NAV

Approach/TMA M-NAV

Airfield/TWR/GND M-NAV

AIS M-NAV

MET Military MET service and M-NAV MET service

SAR A Specialised Military Unit

TSA/TRA monitoring Civil Military co-ordination group

Other: None

Additional Information:


1.2.4.4 Flexible Use of Airspace (FUA)

Military in Republic of Macedonia applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y




Chapter 2 - Traffic and Capacity

2.1 Evolution of traffic in Former Yugoslav Republic of Macedonia

2014

Traffic in Former Yugoslav Republic of Macedonia increased by 33.0% during the summer 2014 (May to October), when compared to summer 2013.

2015-2019

The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 2.0% and 5.1%, with an average baseline growth of 3.6% throughout the planning cycle.

0

20.000

40.000

60.000

80.000

100.000

120.000

140.000

160.000

180.000

200.000

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

IFR

flig

hts

FYROM - 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 22.5% 7.3% 5.1% 4.3% 4.3% 4.5% 5.0%

B -0.4% -9.6% 0.1% 22.1% 5.4% 3.4% 3.0% 2.9% 3.5% 3.8%

L 21.6% 3.3% 1.4% 1.5% 1.9% 1.9% 2.0%

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

FYROM


2.2 SKOPJE ACC

2.2.1 Traffic and en-route ATFM delays

2.2.2 Summer 2014 Performance

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

gap Ref value Actual

+ 33.4 % 59 (0%) 0.19 0.00 No

The delays remained at zero during Summer 2014.

Capacity Plan 10% Achieved Comments

Controller ratings Yes

New sector configurations and revised DFL Yes

Dynamic changing of DFL is needed – current system capabilities are limited, full dynamic DFL is expected with the new system in 2017

Revised sector capacities Yes

Maximum configuration: 3 sectors Yes

Summer 2014 performance assessment

The ACC capacity baseline was estimated to be at the same level as in Summer 2013. During the measured period the average peak 1 hour was 45 and the average peak 1 hour was 40.

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Peak Day Traffic 635 696 642 661 834

Summer Traffic 467 465 418 424 566

Yearly Traffic 340 340 306 301 375

Summer Traffic Forecast 573 589 605 624 646

High Traffic Forecast - Summer 581 611 636 662 687

Low Traffic Forecast - Summer 570 574 578 583 594

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

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

0.0

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

1.0

0

100

200

300

400

500

600

700

800

900

En

rou

te D

ela

y (m

inu

tes

pe

r fli

ght)

IFR

flig

hts

(Dai

ly A

vera

ge)

LWSSACC - Traffic and en-route ATFM delays

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


2.2.3 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.

Capacity Plan

2015 2016 2017 2018 2019

Free Route Airspace Free route airspace

Airspace Management Advanced FUA

Airport & TMA Network

Integration

Cooperative Traffic Management

Airspace Procedures

Staffing

Technical New ATM

system

Capacity Dynamic DFL

Significant Events

Max sectors 3 3 4 4 4

Capacity increase p.a. 5% 5% 10% 5% 5%

Reference profile 7% 5% 5% 4% 4%

Additional information New system: The implementation of the new system is planned for the second half of 2016. Additional capacity increase of at least 10% is planned.

2015 2016 2017 2018 20190.19 0.19 0.20 0.21 0.190.26 0.26 0.26 0.28 0.26

AnnualSummer

En-route ATFM delay breakdown - Reference ValuesLWSSCTA

H 65 10% 69 6% 73 6% 77 5% 80 4%

Ref. 63 7% 66 5% 69 5% 72 4% 75 4%

L 62 5% 63 2% 64 2% 66 3% 67 2%

Open 63 7% 66 5% 69 5% 72 4% 75 4%

C/R 59 0% 60 2% 60 0% 60 0% 61 2%

LWSS 59

Capacity Profiles

ACC2014

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

2015 2016 2017 2018 2019


2013 2014 2015 2016 2017 2018 2019

2015‐2019 Reference Capacity Profile 63 66 69 72 75

Capacity Profile ‐ Shortest Routes (Open) 63 66 69 72 75

Capacity Profile ‐ Current Routes 59 60 60 60 61

Capacity Profile ‐ High 65 69 73 77 80

Capacity Profile ‐ Low 62 63 64 66 67

Capacity Baseline 59 59

2015 ‐ 2019 Plan 62 65 72 76 80

30

40

50

60

70

80

90Cap

acity profile (movements per hour)

LWSSCTA - Reference capacity profile and alternative scenarios

2015-2019 Planning Period Outlook

No capacity problems are expected during the planning period.

Implementing dynamic changing of DFL between sectors would be beneficial for optimization of the sectorization. The current system capabilities in this regard are very limited, but with the implementation of the new system (planned for 2017) this will be possible.

The new functionalities provided by the new system will also allow increase of the overall capacity for approximately 10%.


Chapter 3 - ESSIP Report recommendations

Recommendations issued from the ESSIP Report for 2015 applicable to the Republic of Macedonia 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 provision of correlated surveillance data to ETFMS and implementation of FSA will be part of the new ATM system, planned to be operational by the end of 2017.

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: Some initial steps have been undertaken, the remaining actions to be implemented in 2015. Local procedures for handling OAT are put in place. OAT operations do not influence the normal flow of traffic.

REC-2013-1 (7)

Local Stakeholders that declared delays in implementation of NAV03 to take corrective measures to reduce the implementation delays.

ES, DE, BE, CY, BG, GE, LV, AZ, MD,

ME, MK, MT, HR, IT, RS, UK

State feedback: Implementation of P-RNAV procedures within Skopje TMA is foreseen for the end of 2015.

REC-2013-4

Ensure better planning reliability at local level. All States

State feedback: Better alignment between the LSSIP planning and the local business plan will improve the planning.

REC-2013-5

The ANSPs should ensure synchronised system evolution between neighbouring States.

All ECAC ANSPs

State feedback: it will be addressed through the Join Service Provision Area Initiative.


Chapter 4 - National Projects

The main projects currently ongoing in the Republic of Macedonia 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 2

M-NAV (MK) DME Procurement of new DME to

facilitate RNAV operations in Skopje TMA

First quarter 2015 the project is expected to be launched, as a part of the ATM modernization project. Installation and calibration to be done by the first quarter 2016.

A request was sent to EBRD by the management board to include the procurement of the new precision approach DME as a part of procurement of the new ATM system.

ESSIP:NAV03OI-Steps: - Other: -

Capacity: airspace optimisationSafety: - Environment: Emissions and noise nuisance reduced by use of optimal flight procedures and routings Cost-Efficiency: Fuel cost reduction through optimised routes and TMA procedures.

ILS/MM LWOH

Procurement and installation of a new ILS/MM at LWOH airport

First quarter 2015 the project is expected to be launched, as a part of the ATM modernization project loan. Installation and calibration to be done by the first quarter 2016.

A request was sent to EBRD by the management board to include the procurement of the new precision approach ILS/MM at LWOH as a part of procurement of the new ATM system.

ESSIP:-OI-Steps: - Other: -

Capacity: -Safety: better continuity and availability Environment: - Cost-Efficiency: -

MET Procurement of additional METEO equipment as • New AWOS/VOLMET/ATIS equipment for Skopje Airport • New AWOS/ATIS equipment for Ohrid Airport

- First quarter 2015 the tender will be published. Installation to be done by the end of 2015.


Capacity: -Safety: increased safety through the availability of more accurate meteorological information Environment: - Cost-Efficiency: -

New ATM System Project

Implementation of ARTAS based SDPS and adaptation of existing ATM system (ARTAS gateway)

By the end of 2017 OCD and technical specification has been prepared. Negotiations with manufacturers are taking place for the award of the contract.

ESSIP:FCM01OI-Steps: - Other: -

Capacity: Reduced wasted capacity due to exchanges of real time information with the NM Safety: - Environment: - Cost-Efficiency: -

2 * Capacity, safety, cost-efficiency and environment – as defined in Recital 2 of Regulation (EU) No 691/2010.





Implementation of additional FDPS/CWP functions: • A complete handling of ATC tactical constraints in 4 D profile calculation • HMI improvements • A complete concept of AoI implementation, definition of airspace volume outside of AoR where the trajectory prediction should be extended • LINUX upgrade • Simulator alignment with all SW upgrades listed related to the operational ATM system • Upgrade of MONA and ATC tools • Conflict Probe implementation


ESSIP:ATC12, ATC17, ITY-COTR OI-Steps: - Other: -

Capacity: Increased capacity through increased controller productivity Safety: Improved safety through the reduction of the controller workload and reduction of human error Environment: - Cost-Efficiency: -


FDPS /RCO interface, SFPL authorisation mode and improved statistics and billing function



Capacity: Safety: - Environment: - Cost-Efficiency: -


Procurement of a separate Test and Development environment in respect of ATM system testing and development tasks/



Capacity: improved airspace management and procedures. Safety: - Environment: - Cost-Efficiency: -


New ATM system By the end of 2017 OCD and technical specification has been prepared. Negotiations with manufacturers are taking place for the award of the

ESSIP:ATC17, COM09, ITY-AGDL, ITY-COTR, ITY-FMTP OI-Steps: -

Capacity: Increased capacity through the deployment of the State of the Art ATM system, in compliance with SESAR, encapsulating modern technologies: IP, Data Link, advanced OLDI, etc.




contract. Other: Some PCP prerequisites (e.g. AGDL)

Safety: Increase in safety facilitated by the modern ATM system and the facilities it will offer to the controllers. Environment: - Cost-Efficiency: -


Implementation of FSA, AFP, AFL, ACH, FLS and DES in order to improve the data exchange mechanism with the NM.


ESSIP:FCM01, FCM03 OI-Steps: - Other: -

Capacity: Better use of the available network capacity Safety: Better data exchange with the NM leading to the reduction of overloads Environment: - Cost-Efficiency: Reduction of costs induced by delays

VoIP Procurement and installation of a new VCS (VoIP) for Skopje ACC/APP/TWR units.

By end of 2017 technical specification to be prepared

ESSIP:COM11OI-Steps: - Other: -

Capacity: Allows more flexible dynamic sectorisation and allocation of voice resources Safety: - Environment: - Cost-Efficiency: Reduced costs through the use of standard hardware and of Internet off the shelf technologies


Chapter 5 - Regional Co-ordination

5.1 Regional cooperation

In order to achieve some of the ESSIP objectives, the Macedonian ATM Stakeholders will have to co-ordinate some of its actions with a number of adjacent ATS units. The LSSIP document will also help to foster regional co-ordination with neighbouring states by identifying mutually dependent actions. The Republic of Macedonia constantly promotes and boosts the co-operation in the region through their active participation in several regional initiatives and agreements, as listed below:

Radar Data Sharing Agreement with Bulgaria, Albania, Serbia and Greece

Bilateral agreement of co-ordination in ATM field with Bulgaria

European Common Aviation Agreement (ECAA) with European Commission

ISIS project

An agreement with Albania concerning the delegation of ATS. The buffer zone of Albanian airspace in vicinity of Ohrid airport has been delegated to the Macedonian authorities in order to facilitate terminal operation at the OhridAirport (implemented with the OhridTMA re-organisation).

Special co-operation agreement with the NATO-KFOR

Joint Service Provision Area Initiative.

The long term regional improvements addressed the creation of common interconnected regional communication network and network topology.

Currently, the regional network encapsulated the links between Sofia, Varna, Skopje, Athens and Bucharest ACCs. There is a tendency for incorporation to the network of Beograd and Istanbul ACCs. The connectivity between Skopje and Sofia locations is established by 64K and ISDN links (back-up). The data transmitted over this line include AFTN, OLDI, radar data, LB VOIP and administrative VOIP. The link between Skopje and Athens is 64 K and it is used for AFTN data exchange/OLDI and ISDN back-up line.

Multilateral Agreement on the Establishment of a European Common Aviation Area (ECAA)

The European Commission has launched the negotiations on the ECAA Agreement with the South East European partners, including the Macedonia in March 2005. The European Commission has reached an agreement to create a European Common Aviation Area with Macedonia, seven more countries from South Eastern Europe, Norway and Iceland in December 2005.

The European Common Aviation Area (ECAA) will create a seamless and efficient European air transport network, linking European people, countries and cultures, and play a vital role in the further integration and development of Europe as a whole. The ECAA agreement has been signed by all contracting parties on 9 June 2006 in Luxembourg. The National Assembly of the Republic of Macedonia ratified the ECAA agreement in March 2007.

The ATM issues are covered by the Article 13 of the ECAA agreement that underlines a commitment of the contracting parties to extend to Single European Sky to the ECAA and fully associate them with the development of an ATM Master Plan and its implementation throughout the SESAR programme.

Note: With regard to the obligation for alignment of national law with European legislation stipulated in Annex I of the ECAA agreement and heaving in mind the fact that Annex I has not be revised since 2008, the legal system of the Republic of Macedonia is in compliance only with the ATM legislation of SES Package 1.

ISIS

ISIS programme has been launched with the intention to help the interconnection between national air navigation network infrastructures and services and to align rules and standards with Single European Sky Regulations. Also, ISIS intends to provide national staff in charge of air traffic management with the adequate knowledge and understanding of the SES legislation and to help the establishment of well functioning structures. As an important element of the Single European Sky, the setup of FABs in the South East Europe will however remain under national decision making processes.


In the framework of the ISIS I programme, Republic of Macedonia has transposed into its national legislation several essential legal acts of the EU Single European Sky acquis specified in Annex IB to the ECAA Agreement. The progress made constitutes full alignment with the SES legislation. The alignment of the adopted transposition measures with EU law is ensured through a direct incorporation of EU regulations into the national legal order.

Starting from 2013, the ISIS II programme has been launched focusing first of all on the support to the implementation of the SES performance scheme and cross border cooperation. The overall objective of the Programme is to foster the regulatory and technical convergence of ISIS Beneficiaries with the SES II legislation, with a specific focus on the SES .performance scheme. The specific objectives of the Programme are to:

- bolster NSA capabilities in the SES performance scheme domain and in the scope of the four SES key performance areas;

- support the integration of ISIS Beneficiaries as part of the SES performance scheme processes at EU level;

- promote cross-border cooperation in the ISIS Region, as well as integration into FAB structures; - where necessary, finalise the work undertaken in the framework of the ISIS I Programme with a

view to ensuring full compliance with the SES I regulatory requirements.

JOINT SERVICE PROVISION AREA INITIATIVE

Macedonia is participating in the Joint Service Provision Area Initiative together with Montenegro, Albania, Kosovo, Bosnia and Herzegovina and Hungary (as HUNGAROCONTROL will provide Air Navigation services in Kosovo airspace).


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


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

[IDP] Completed

M‐NAV is responsible to handle civil and military traffic. The GAT rules and procedures are applied to GAT/OAT interface. 31/12/2014

REG (By:12/2018)

An integrated civil‐military system for provision of ATS to GAT/OAT traffic is regulatory defined. The regulation "Rules of Air" for military flights has been enacted that covers the common civil military rules and procedures.

Completed

‐

ASP (By:12/2018)

M‐NAV is responsible to handle civil and military traffic. The GAT rules and procedures are applied to GAT/OAT interface. The defined rules are applied to night OAT VFR traffic.

Completed

‐

MIL (By:12/2018)

Military traffic outside temporary restricted areas is handled by the civilian ATCOs. Common separation criteria are applied to GAT/OAT traffic. The migration to EAD is considered as not applicable due to non existence of military AIS.

Completed

31/12/2014

AOM19

Implement Advanced Airspace Management Timescales: Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016

[IDP] Not Applicable

Macedonia has no requirements for pretactical ASM level 2 activities as such. Almost all temporary restricted areas are located in airspace class G or outside the GAT traffic flows.

‐

ASP (By:12/2016) All SLOAs are considered as not applicable

Not Applicable

‐

AOM21

Implementation of Free Route Airspace Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2017

[IDP] Planned

Planned to implement by the winter season 2015. First phase of FRA, night DCT implemented in March 2013, from 2200UTC to 0400UTC for FIR Skopje above FL245.

31/05/2015

ASP (By:12/2017)

Planned to start the implementation 2015. Safety assessment for night DCT implementation has been developed and CAA was notified.

Planned

31/05/2015

AOP03

Improve runway safety by preventing runway incursions Timescales: Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013

[IDP] Completed

Skopje Airport runway safety team has been established in 2004. A firm planning has been developed for timely implementation of SLOAs, including the alignment of existing runway procedures and practices with ICAO/EUROCONTROL guidelines and amendment / promulgation of existing and new regulations that covers the issue of runway incursion prevention.

31/12/2013

REG (By:12/2013) All local actions have been completed.

Completed

31/12/2013

ASP (By:12/2013)

The outstanding items regarding the completion of this objective by M‐NAV is a provision of electronic AIP in XML format, completed end of 2013

Completed

31/12/2013

APO (By:12/2013)

The outstanding items regarding the completion of this objective by the Skopje Airport Authority is the preparation of SMS in accordance with ICAO provision, completed in 2009

Completed

31/12/2013


AOP04.1

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level1 Timescales: ‐ not applicable ‐

Not Applicable

LWSK - Skopje(Outside Applicability Area)

Macedonia is not part of the objective applicability area. ‐ REG (By:12/2010) ‐

Not Applicable

‐

ASP (By:12/2011) ‐

Not Applicable

‐

APO (By:12/2010) ‐

Not Applicable

‐

AOP04.2

Implement Advanced Surface Movement Guidance and Control System (A‐SMGCS) Level 2 Timescales: ‐ not applicable ‐

Not Applicable


Macedonia is not part of the objective applicability area. ‐ ASP (By:12/2017) ‐

Not Applicable

‐

APO (By:12/2017) ‐

Not Applicable

‐

AOP05 Implement Airport Collaborative Decision Making (CDM) Timescales: ‐ not applicable ‐




Not Applicable

‐

APO (By:01/2016) ‐

Not Applicable

‐

ATC02.2

Implement ground based safety nets ‐ Short Term Conflict Alert (STCA) ‐ level 2 Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013

Completed

STCA function has been implemented on the ATM system deployed for service provision at Skopje ACC/APP. The system at Ohrid APP is also equipped with the STCA function.

31/12/2009

ASP (By:01/2013)

STCA function has been implemented by all ATS units that provide radar service. The ATCO training on STCA was done in 2009..

Completed

31/12/2009

ATC02.5

Implement ground based safety nets ‐ Area Proximity Warning ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Completed

APW function has been implemented on the ATM system deployed for service provision at Skopje ACC/APP. The system at Ohrid APP is also equipped with the APW function. The ATCO training on APW took place in 2012.

31/12/2012

ASP (By:12/2016)

APW function has been implemented by all ATS units that provide radar service. The ATCO training on APW took place in 2012.

Completed

31/12/2012


ATC02.6

Implement ground based safety nets ‐Minimum Safe Altitude Warning ‐ level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

Completed

MSAW function has been implemented on the ATM system deployed for service provision at Skopje ACC/APP. The system at Ohrid APP is also equipped with the MSAW function. The ATCO training on MSAW took place in 2012

30/06/2012

ASP (By:12/2016)

MSAW function has been implemented by all ATS units that provide radar service. The ATCO training on MSAW took place in 06/2012.

Completed

30/06/2012

ATC02.7

Implement ground based safety nets ‐ Approach Path Monitor ‐level 2 Timescales: Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016

No Plan

This function is already implemented at the Ohrid TWR unit. 31/12/2015

ASP (By:12/2016)

This function is already implemented at the Ohrid TWR unit. The implementation of Approach Path Monitoring (APM) in Skopje will be reassessed in 2015.

No Plan

31/12/2015

ATC07.1

Implement arrival management tools (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐

ASP (By:12/2015)

There is no operational need for AMAN tool but an arrival sequencing function is already implemented

Not Applicable

‐

ATC12

Implement automated support for conflict detection and conformance monitoring Timescales: Initial operational capability: 01/01/2008 Full operational capability: 31/12/2016

Completed

MTCD/MONA are in operational use since Jan 2002. ‐

ASP (By:12/2016) MTCD/MONA are in operational use since Jan 2002.

New ATM System

Project

Completed

‐

ATC15

Implement, in En‐Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (Outside Applicability Area) Timescales: ‐ not applicable ‐


No operational justification ‐ ASP (By:12/2017) Not Applicable

Not Applicable

‐

ATC16

Implement ACAS II compliant with TCAS II change 7.1 Timescales: Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015

Planned

See comments at stakeholder level. 31/12/2015

REG (By:12/2015)

The Regulator has plans to implement the SLoAs within the required timeframes.

Planned

31/12/2015

ASP (By:03/2012)

The training has been completed during the refresher ATC course at the end of 06/2012. A monitoring system of the performance of ACAS in the ATC environment has been established in 12/2012

Completed

31/12/2012

MIL (By:12/2015) No State aircraft fulfil the criteria for equipage.

Not Applicable

‐


ATC17

Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018

[IDP] Planned

Will be part of the new ATM system, planned to be operational by the end of 2017 31/12/2017

ASP (By:12/2018)

Will be part of the new ATM system, planned to be operational by the end of 2017

New ATM System

Project / New

ATM System

Project

Planned

31/12/2017

COM09

Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) Timescales: Initial operational capability: 01/01/2006 Full operational capability: 31/12/2014

[IDP] Late

The new FDPS will support the OLDI data exchanged over TCP/IP V6. Will be part of the new ATM system, planned to be operational by the end of 2017

31/12/2017

ASP (By:12/2014)

M‐NAV implemented the OLDI data exchange via TCP/IP by a dedicated router which encapsulates X.25 data packages into TCP/IP protocol. The new FDPS will support the OLDI data exchanged over TCP/IP V6.

New ATM System

Project

Late

31/12/2017

COM10

Migrate from AFTN to AMHS Timescales: Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014

Partly Completed

M‐NAV has implemented the EUROCONTROL Communication Gateway (ECG), which replaced the previous AFTN system. ECG as a means of AMHS compliance satisfies the AFS requirements for Macedonia. The establishment of AMHS links with Athens and Sofia depends of availability of AMHS capabilities of their systems, which are not capable yet. At this time and in near future there is no operational need for implementation of the extended AMHS.

31/03/2007

ASP (By:12/2014)

M‐NAV has implemented the EUROCONTROL Communication Gateway (ECG), which replaced the previous AFTN system.

Partly Completed

31/03/2007

COM11

Implementation of Voice over Internet Protocol (VoIP) in ATM

Timescales: Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020

Planned

‐ 31/12/2017 ASP (By:12/2020) Planned with the new system in 2017. VoIP

Planned

31/12/2017

ENV01

Implement Continuous Descent Operations (CDO) techniques for environmental improvements Timescales: ‐ not applicable ‐




Not Applicable

‐

APO (By:12/2013) ‐

Not Applicable

‐


ENV02

Implement Collaborative Environmental Management (CEM) at Airports Timescales: ‐ not applicable ‐

Not Applicable



Not Applicable

‐

APO (By:12/2016) ‐

Not Applicable

‐

FCM01

Implement enhanced tactical flow management services Timescales: Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006

Late

The provision of correlated surveillance data to ETFMS and implementation of FSA will be part of the new ATM system, planned to be operational by the end of 2017

31/12/2017

ASP (By:07/2014)

M‐NAV decided to procure a new ATM system which is required for ARTAS implementation and FDPS upgrade. Will be part of the new ATM system, planned to be operational by the end of 2017

New ATM System

Project / New

ATM System

Project

Late

31/12/2017

FCM03

Implement collaborative flight planning Timescales: Initial operational capability: 01/01/2000 Full operational capability: 31/12/2015

[IDP] Late

Will be part of the new ATM system, planned to be operational by the end of 2017 31/12/2017

ASP (By:12/2015)

Will be part of the new ATM system, planned to be operational by the end of 2017

New ATM System

Project

Late

31/12/2017

FCM04

Implementation of Short Term ATFCM Measures ‐ phase 1 (Outside Applicability Area) Timescales: ‐ not applicable ‐


Macedonia is not in the area of applicability of the objective ‐ ASP (By:12/2015) Macedonia is not in the area of applicability of the objective

Not Applicable

‐

FCM05

Implementation of interactive rolling NOP Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/12/2016

[IDP] No Plan

Objective not reviewed yet ‐ ASP (By:12/2016) Objective not reviewed yet

No Plan

‐

APO (By:12/2016) Objective not reviewed yet

No Plan

‐

INF04

Implement integrated briefing Timescales: Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012

Completed

The co‐located integrated briefing has been already implemented. No plans have been developed for further integration.

30/06/2012

ASP (By:12/2012)

The co‐located integrated briefing has been already implemented. No plans have been developed for further integration.

Completed

30/06/2012


INF07

Electronic Terrain and Obstacle Data (TOD) Timescales: Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018

No Plan

No implementation plans defined yet. ‐ REG (By:05/2018) No implementation plans defined yet.

No Plan

‐

ASP (By:05/2018) No implementation plans defined yet.

No Plan

‐

APO (By:05/2018) No implementation plans defined yet.

No Plan

‐

ITY‐ACID

Aircraft identification Timescales: Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 Possible deferred compliance, only for services provided by military units or under military supervision, subject to conditions:: 02/01/2025

Planned

To be implemented in the new ATM system 31/12/2017 ASP (By:01/2020) To be implemented in the new ATM system

Planned

31/12/2017

ITY‐ADQ

Ensure quality of aeronautical data and aeronautical information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017

Not Applicable

The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation

‐

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: Entry into force of regulation: 06/02/2009 New aircraft capability: 31/12/2010 ATS unit operational capability ‐ Regulation (EC) 29/2009, Annex I, Part B (except Croatia): 04/02/2015 Retrofit aircraft capability: 04/02/2015

[IDP] Planned

The data link air‐ground, ground‐ground infrastructure capabilities and ATM system upgrades are planned for 2017.

31/12/2017

REG (By:02/2016)

CAA to approve the operational deployment of data link services by M‐NAV.

Planned

31/12/2017

ASP (By:02/2016)

The data link air‐ground, ground‐ground infrastructure capabilities and ATM system upgrades are planned for 2017.

New ATM System

Project

Planned

31/12/2017

MIL (By:01/2014) State transport fleet is not flying above FL 285.

Not Applicable

‐


ITY‐AGVCS2

Implement air‐ground voice channel spacing requirements below FL195 Timescales: Entry into force: 07/12/2012 New and upgraded radio equipment: 17/11/2013 New or upgraded radios on State aircraft: 01/01/2014 Interim target for freq. conversions: 31/12/2014 All radio equipment: 31/12/2017 All frequencies converted: 31/12/2018 State aircraft equipped, except those notified to EC: 31/12/2018 State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

Planned

The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation. However there are plans to implement the requirements of the Regulation.

31/12/2018

REG (By:12/2018)


Planned

31/12/2018

ASP (By:12/2018)


Planned

31/12/2018

MIL (By:12/2020)

The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation. Compelling technical or budgetary constraints do not allow the equipage of State aircraft.

Not Applicable

31/12/2018

APO (By:12/2018)


Planned

31/12/2018

ITY‐COTR

Implementation of ground‐ground automated co‐ordination processes Timescales: Entry into force of regulation: 27/07/2006 For putting into service of EATMN systems in respect of notification and initial coordination processes: 27/07/2006 For putting into service of EATMN systems in respect of Revision of Coordination, Abrogation of Coordination, Basic Flight Data and Change to Basic Flight Data: 01/01/2009 To all EATMN systems in operation by 12/2012 : 31/12/2012 Systems serving ACCs providing services above FL 285 in the airspace in Annex I, Part B of Regulation (EC) 29/2009 (except Croatia): 04/02/2015

Partly Completed

The current ATM systems at Skopje ACC/APP/TWR and Ohrid APP/TWR unit are capable to send and receive complete set of OLDI messages (ACT, LAM, PAC, REV, MAC ABI), to present them to the controllers who could interact, modify and send back to the FDPS system. The OLDI messages related to data link are planned for 2017.

31/12/2014

ASP (By:02/2016)

REV/PAC/MAC are implemented. ROF/COF/MAS/LOF and NAN will be implemented in the new ATM system.

New ATM System

Project / New

ATM System

Project

Partly Completed

31/12/2014

MIL (By:12/2012)

No operational needs exist for implementation of BFD/CFD exchange with the military authorities, due to the fact that M‐NAV is responsible for handling OAT/GAT traffic.

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

[IDP] Late

The new FDPS will support the OLDI data exchanged over TCP/IP V6. Will be part of the new ATM system, planned to be operational by the end of 2017

31/12/2017

ASP (By:12/2014)

M‐NAV implemented the OLDI data exchange via TCP/IP by a dedicated router which encapsulates X.25 data packages into TCP/IP protocol. The new FDPS will support the OLDI data exchanged over TCP/IP V6.

New ATM System

Project

Late

31/12/2017

MIL (By:12/2014)

Military does not provide ATS and does not have the ATM system because there is no operational need for it, all ATS services for military flight are provided by civil ANSP M‐NAV.

Not Applicable

‐

ITY‐SPI

Surveillance performance and interoperability Timescales: Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transport‐type State aircraft : 07/12/2017 EHS and ADS‐B Out in transport‐type State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020

Planned

The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation. However part of the objective has been implemented or there are implementation plans.

31/12/2017

REG (By:02/2015)


Planned

30/09/2015

ASP (By:02/2015)


Planned

31/12/2017

MIL (By:06/2020) ‐

Not Applicable

‐

NAV03

Implementation of P‐RNAV Timescales: Initial operational capability: 01/01/2001 Full operational capability: 31/12/2012

Late

Implementation of P‐RNAV procedures within Skopje TMA is foreseen for the end of 2015 31/12/2015

ASP (By:12/2012)

Implementation of P‐RNAV procedures within Skopje TMA is foreseen for the end of 2015.

DME Late

31/12/2015

NAV10

Implement APV procedures Timescales: Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016

[IDP] Planned

Implementation of APV/Baro procedures within Skopje TMA is foreseen for the end of 2016. 31/12/2016 REG (By:04/2016) The relevant regulation in respect of JAA TGL 9/10 promulgated in 2013.

Completed

31/12/2013

ASP (By:12/2016)

APV/Baro procedures for Skopje TMA are planned to be implemented by the end of 2016.

Planned

31/12/2016


SAF10

Implement measures to reduce the risk to aircraft operations caused by airspace infringements Timescales: Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011

Late

M‐NAV has undertaken some initial steps, the remaining actions to be implemented in 2015. CAA intends to promulgate a Local Action Plan concerning the reduction of Airspace infringement risk in 2015. The verification and monitoring of implementation is also planned for 2015.

31/12/2015

REG (By:12/2011)

CAA intends to promulgate a Local Action Plan concerning the reduction of Airspace infringement risk by 2015. The verification and monitoring of implementation is also planned for 2015.

Late

31/12/2015

ASP (By:12/2011)

Some initial steps have been undertaken, the remaining actions to be implemented in 2015. Local procedures for handling OAT are put in place. OAT operations do not influence the normal flow of traffic.

Late

31/12/2015

MIL (By:12/2011)

Military Authorities checked the European Action Plan concerning the military needs and specific environment and local procedures are put in place. Military operations do not influence the normal flow of traffic.

Not Applicable

‐

SAF11

Improve runway safety by preventing runway excursions Timescales: Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018

No Plan

The objective has not been reviewed yet. ‐ REG (By:01/2018) ‐

No Plan

‐

ASP (By:12/2014) ‐

No Plan

‐

APO (By:12/2014) ‐

No Plan

‐

SRC‐RLMK

Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐

Not Applicable

‐

SRC‐SLRD

Safety Levels and Resolution of Deficiencies (Outside Applicability Area) Timescales: ‐ not applicable ‐

Not Applicable

‐ ‐ REG (By:12/2010) ‐

Not Applicable

‐


Annexes

Annex A –Specialists involved in the LSSIP Process

LSSIP Co-ordination

State LSSIP Focal Point M-NAV Jasmin Malinkov

LSSIP Focal Point for CAA CAA Ljupco Donevski

LSSIP Focal Point for Military authorities

Macedonian Aviation Operation Unit Lth. Ljupco Arnautovski

LSSIP Contact Person for FYROM EUROCONTROL Octavian Cioara

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 Aleksandar Gavrilov

AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Aleksandar Gavrilov

AOM21 R. BUCUROIU A. DYBOWSKA Sasho Shterjov

AOP03 T. LICU P. VRANJKOVIC Sasho Shterjov

AOP04.1 P. ADAMSON P. VRANJKOVIC Sasho Shterjov

AOP04.2 P. ADAMSON P. VRANJKOVIC Sasho Shterjov

AOP05 P. ADAMSON P. VRANJKOVIC Sasho Shterjov

ATC02.2 B. BAKKER, S. DROZDOWSKI

I. FEIJT Aleksandar Gavrilov

Aleksandar Palcevski










ATC07.1 P. CONROY, P. TERZIOSKI

L. DELL’ORTO Aleksandar Gavrilov


ATC12 P. TERZIOSKI



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

ATC16 S. DROZDOWSKI L. DELL’ORTO Aleksandar Gavrilov

ATC17 S. MORTON L. DELL’ORTO Aleksandar Gavrilov

COM09 L. POPESCU O. ALFARO Dragoljub Patchev

COM10 Y. EYUBOGLU A. KOKONA Dragoljub Patchev

COM11 L. POPESCU A. KOKONA Dragoljub Patchev

ENV01

C. FABER

B. HILL Tome Velevski

Aleksandar Gavrilov

Aleksandar Najdenovski

ENV02

S. MAHONY, A. WATT

B. HILL Tome Velevski

Aleksandar Gavrilov


FCM01 H. KOOLEN O. CIOARA Branko Petrovic


ESSIP Objective

EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator

National Stakeholder Specialist(s)

FCM03 S. SMIDT O. CIOARA Branko Petrovic

FCM04 M. RICHARD O. CIOARA

FCM05 P. MATERN O. CIOARA Branko Petrovic

INF04 P. MATERN

A-P. FRANGOLHO Saso Bojcin


INF07 A. PETROVSKY A-P. FRANGOLHO Saso Bojcin

ITY-ACID A. DESMOND-KENNEDY

O. CIOARA Aleksandar Gavrilov


ITY-ADQ M. UNTERREINER

A-P. FRANGOLHO Aleksandar Gavrilov


ITY-AGDL S. DISSING A. KOKONA Aleksandar Gavrilov

ITY-AGVCS2 J. POUZET O. ALFARO

ITY-COTR S. MORTON


RuseNikolovski

ITY-FMTP L. POPESCU O. ALFARO Dragoljub Patchev

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

NAV03 F. PAVLICEVIC

A. KOKONA Goran Bikovski

Saso Bojcin

NAV10 R. FARNWORTH

A. KOKONA Goran Bikovski

Saso Bojcin

SAF10 T. LICU I. FEIJT Fahrudin Hamidi

SAF11 S. LAWRENCE I. FEIJT Fahrudin Hamidi

SRC-RLMK M. DEBOECK A. DYBOWSKA Zoran Angelovski

SRC-SLRD M. DEBOECK A. DYBOWSKA Zoran Angelovski


Annex B – National Stakeholders Organisation Charts

CAA Schematic Organisation


Annex C – Glossary of Abbreviations

Specific abbreviations for the Republic of Macedonia:

CAA Civil Aviation Agency

M-NAV Macedonian Air Navigation Service Provider

MAOU Macedonian Aviation Operation Unit