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

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1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) THE FORMER YUGOSLAV REPUBLIC OF MACEDONIA Year Level 1

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5 DOCUMENT IDENTIFICATION SHEET LSSIP for FYROM Infocentre Reference: 16/01/29-68 Document Identifier Edition: Year 2015 LSSIP Year 2015 FYROM Edition Date: 4/03/2016 LSSIP Focal Point - Jasmin Malinkov LSSIP Contact Person - Octavian Cioara Status Jasmin.Malinkov@mnavigation.mk octavian.cioara@eurocontrol.int Intended for M-NAV Unit DPS/PEPR Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( Y:\03 LSSIP\1. LSSIP States\Fyrom (MK) - OC\Year_2015\Released\LSSIP Year 2015_MK_Released.docx LINKS TO REFERENCE DOCUMENTS 1 LSSIP Guidance Material 2 ESSIP Plan Edition European ATM Portal Working - Public ESSIP Report STATFOR Forecasts 6 Acronyms and abbreviations 7 LSSIP Documents 8 National AIP LSSIP Year 2015 FYROM Released Issue

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7 APPROVAL SHEET The following authority(ies) have approved all parts of LSSIP Year 2015 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 LSSIP Year 2015 FYROM Released Issue

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13 TABLE OF CONTENTS Executive Summary... 1 Introduction... 4 Chapter 1 - National ATM Environment Geographical Scope International Membership Geographical description of the FIR(s) Airspace Classification and Organisation National Stakeholders Civil Regulator(s) Macedonia Air Navigation Service Provider (M-NAV) Airports Military Authorities Chapter 2 - Traffic and Capacity Evolution of traffic in the Former Yugoslav Republic of Macedonia SKOPJE ACC Traffic and en-route ATFM delays Summer 2015 performance Planning Period Summer Chapter 3 - ESSIP Report recommendations Chapter 4 - National Projects Chapter 5 - Regional Co-ordination Regional cooperation Chapter 6 - ESSIP Objective Implementation Conventions ESSIP Objectives Implementation progress ANNEXES LSSIP Year 2015 FYROM Released Issue

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15 Executive Summary National ATM Context The separation between the regulatory and the service provider is effective in Macedonia since 1 July 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 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 1.1% during the summer 2015 (May to October), when compared to summer The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 1.5% and 5.0%, with an average baseline growth of 3.3% 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 The concept of free route airspace is accepted at national level and full FRA is planned for summer It should be noted that even if most of the SES interoperability Regulations have not been transposed yet into the national legislation, most of the ITY, SES related ESSIP Objectives are being implemented on a voluntary basis. LSSIP Year 2015 FYROM 1 Released Issue

16 LSSIP The former Yugoslav Republic of Macedonia * 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 * AOM19 Implement Advanced Airspace Management * [PCP] AOM21.1 Implementation of Direct Routing [E] * [PCP] AOM21.2 Implement Free Route Airspace [E] * AOP03 Improve runway safety by preventing runway incursions * ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 * ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 * ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 * ATC12.1 Implement automated support for conflict detection, resolution support information and conformance monitoring * ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations ATC16 Implement ACAS II compliant with TCAS II change 7.1 * ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer * COM10 Migrate from AFTN to AMHS * COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM * FCM01 Implement enhanced tactical flow management services * FCM03 Implement collaborative flight planning * FCM04 Implementation of Short Term ATFCM Measures - phase 1 FCM05 Implementation of interactive rolling NOP [PCP] [E] * FCM06 Traffic Complexity Assessment [PCP] [E] * INF04 Implement integrated briefing * INF07 Electronic Terrain and Obstacle Data (TOD) * ITY-ACID ITY-ADQ Aircraft identification Ensure quality of aeronautical data and aeronautical information * ITY-AGDL Initial ATC air-ground data link services above FL-285 * ITY-AGVCS2 ITY-COTR Implement 8,33 khz air-ground voice channel spacing below FL195 * Implementation of ground-ground automated co-ordination processes * ITY-FMTP Apply a common flight message transfer protocol (FMTP) * ITY-SPI Surveillance performance and interoperability * NAV03 Implementation of P-RNAV * NAV10 Implement APV procedures * SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements * SAF11 Improve runway safety by preventing runway excursions * LSSIP Year 2015 FYROM 2 Released Issue

17 Airport-related ESSIP Objectives LWSK-Skopje Airport AOP04.1 AOP04.2 AOP05 AOP10 AOP11 AOP12 ATC07.1 ENV01 ENV02 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 Implement Airport Collaborative Decision Making (CDM) Time Based Separation Initial Airport Operations Plan Improve runway and airfield safety with ATC clearances monitoring Implement AMAN tools and procedures Implement Continuous Descent Operations (CDO) techniques for environmental improvements Implement Collaborative Environmental Management (CEM) at Airports <= [PCP] [E] [PCP] [E] * [PCP] [E] Understanding the Table Objective Completed Objective Partly Completed Objective Planned No Plan Missing Data (FYROM does not participate in this obj.) Late E= Essential Master Plan Reference PCP = Pilot Common Project 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. LSSIP Year 2015 FYROM 3 Released Issue

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19 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 2015 describes the situation in the State at the end of December 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. LSSIP Year 2015 FYROM 4 Released Issue

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21 Chapter 1 - National ATM Environment 1.1 Geographical Scope 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 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: LSSIP Year 2015 FYROM 5 Released Issue

22 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. FL 660 Upper CTA Classification of Airspace within Skopje FIR Lower CTA LW R bynotam GND c c AWY D D SKOPJE TMA ATS ROUTE D G G E D E G CTR SKOPJE 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 9000ft 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 1000ft AGL, upper limit FL105, and within Skopje TMA lower limit GND upper limit 1000 ft within 20 NM circle centered at Skopje airport or 1000ft AGL or 9000ft 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 1000ft AGL Metric system is not used, only imperial system is available in accordance with national regulations. LSSIP Year 2015 FYROM 6 Released Issue

23 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. Government National Assembly Ministry of Defense C O O Ministry of Transport Civil Aviation Agency Co-ordination Air Force and Defense Co-ordination TAV Airport Operator Co-ordination M-NAV LSSIP Year 2015 FYROM 7 Released Issue

24 1.2.1 Civil Regulator(s) 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 Airspace CAA The government is currently responsible for managing the airspace. The establishment of Airspace Management board has been done in November CAA is responsible for the oversight National regulation which defines the mode, rules and specific requirements concerning the ATM safety 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 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 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- LSSIP Year 2015 FYROM 8 Released Issue

25 Annual Report published: Y Annual working and development programme and annual financial plan of the Civil Aviation Agency of the Republic of Macedonia for Macedonia Air Navigation Service Provider (M-NAV) Services provided M-NAV, the State owned company being registered under the private company law for the ANS provision has been established on 1 July A governmental ordinance regarding the foundation of M-NAV has been enforced in 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 Additional information: Provision of services in other State(s): N None Web-site- Annual Report published: Y This is the annual report covering yearly activities of the ANSP ATC systems in use FDPS Specify the manufacturer of the ATC system currently in use: SELEX Upgrade 1 of the ATC system is performed or planned? 2018 Replacement of the ATC system by the new one is planned? 2018 ATC Unit Skopje ACC/APP, Ohrid TWR/APP 1 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2015 FYROM 9 Released Issue

26 SDPS Specify the manufacturer of the ATC system currently in use: SELEX Upgrade 1 of the ATC system is performed or planned? 2018 Replacement of the ATC system by the new one is planned? 2018 ATC Unit Skopje ACC/APP 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 Skopje ACC/APP En-route 2 (maximum 4 sectors) TMA Ohrid TWR/APP 1 Skopje FIR 1 Skopje FIR 2 sectors configuration usually operated in 2015/ sector configuration has been operated whenever traffic demands. 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 Three-sector configuration is supported by the ATM system and VHF/VCS system. There is no Air Traffic Service delegation to/from other States Airports 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) Airport(s) covered by the LSSIP Referring to the List of Airports in the ESSIP Plan Part I Section 4, 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 Military Authorities The Military Authorities in Macedonia are composed of: - Macedonian Aviation Operation Unit (MAOU); - Macedonian Air Sovereignty Operation Centre. LSSIP Year 2015 FYROM 10 Released Issue

27 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, coordination 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 Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? 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: Additional Information: None Means used to inform airspace users (other than military) about these provisions: Rules of the Air for OAT Organisation of military ATS for OAT OAT/GAT Coordination ATCO Training ATCO Licensing ANSP Certification ANSP Supervision Aircrew Training Aircrew Licensing National AIP National Military AIP EUROCONTROL eaip Other: Y Y Y Y N N N N Y Y Y None LSSIP Year 2015 FYROM 11 Released Issue

28 Oversight National oversight body for OAT: Ministry of Defence Additional information: None OAT 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. Services Provided: Additional Information: En-Route Approach/TMA Airfield/TWR/GND AIS MET SAR TSA/TRA monitoring Other: OAT M-NAV M-NAV M-NAV M-NAV Military MET service and M-NAV MET service A Specialised Military Unit Civil Military co-ordination group None 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 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 FUA Level 2 implemented: Y FUA Level 3 implemented: Y LSSIP Year 2015 FYROM 12 Released Issue

29 Chapter 2 - Traffic and Capacity 2.1 Evolution of traffic in the Former Yugoslav Republic of Macedonia FYROM - Annual IFR Movements IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast 2011 A 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F A = Actual F = Forecast EUROCONTROL Seven-Year Forecast (September 2015) IFR flights yearly growth 2012 A 2013 A 2014 A 2015 F 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F H 8.8% 7.3% 4.2% 4.2% 4.2% 4.9% 4.0% FYROM B -9.6% 0.1% 29.9% 8.2% 5.0% 2.2% 2.8% 3.1% 3.5% 2.7% L 7.6% 2.4% 0.0% 1.3% 1.7% 2.0% 1.3% ESRA08 B -2.4% -1.1% 1.7% 1.6% 2.3% 2.3% 2.3% 2.2% 2.7% 1.8% 2015 Traffic in Former Yugoslav Republic of Macedonia increased by 1.1% during the summer 2015 (May to October), when compared to summer The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 1.5% and 5.0%, with an average baseline growth of 3.3% throughout the planning cycle. LSSIP Year 2015 FYROM 13 Released Issue

30 2.2 SKOPJE ACC Traffic and en-route ATFM delays LWSSACC - Traffic and en-route ATFM delays IFR flights (Daily Average) Enroute Delay (minutes per flight) Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Yearly enroute delay (all causes) * *From 01/01/2015 to 31/10/ Summer 2015 performance Traffic Evolution 2015 Capacity Baseline En-route Delay (min/flight) - Summer Ref value Actual Capacity gap + 0.3% 59 (0%) No The delays slightly increased to 0.02 minutes per flight during Summer Capacity Plan 5% Achieved Comments Free route airspace No Planned June 2016 Maximum configuration: 3 sectors Yes 3 sectors Summer 2015 performance assessment The ACC capacity baseline was estimated to be at the same level as in Summer During the measured period the average peak 1 hour was 48 and the average peak 3 hour was Planning Period Summer 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. LWSSCTA Annual Summer En-route ATFM delay breakdown - Reference Values Capacity Profiles ACC 2015 Profiles (hourly movements and % increase over previous year) baseline H 74 25% 76 3% 80 5% 84 5% Ref % 74 1% 76 3% 78 3% LWSS 59 L 71 20% 71 0% 72 1% 73 1% Open 73 24% 74 1% 76 3% 78 3% C/R 60 2% 60 0% 60 0% 62 3% LSSIP Year 2015 FYROM 14 Released Issue

31 Capacity Plan Free Route Airspace Airspace Management Advanced FUA Airport & TMA Network Integration Cooperative Traffic Management Airspace Procedures Staffing Technical Capacity Significant Events Implementation June 2016 New ATM system Dynamic DFL Max sectors Capacity increase p.a. 15% 5% 10% 5% 5% Reference profile 24% 1% 3% 3% N/A Additional information New system: The implementation of the new ATM system is planned for Additional capacity increase of at least 10% is planned. LWSSCTA - Reference capacity profile and alternative scenarios Capacity profile (movements per hour) Reference Capacity Profile Capacity Profile Shortest Routes (Open) Capacity Profile Current Routes Capacity Profile High Capacity Profile Low Capacity Baseline Plan LSSIP Year 2015 FYROM 15 Released Issue

32 Planning Period Outlook A capacity gap could be expected at the beginning of the planning period if traffic continues to grow in line with the reference scenario hypothesis. However the likelihood of this scenario is linked to the impact of fuel prices and ATC service costs on airspace user s route choices. The actual traffic evolution for 2016 may be closer to the current routes scenario. In order to further decrease the possible capacity gap as early as possible, stricter management of human resources will be applied in 2016, allowing further extension of the utilisation periods of the maximum 3-sector configuration. In relation to the dynamic changing of DFL between sectors, the current system capabilities are very limited as they allow selecting the DFL between Lower/Upper from two predefined values only. However, even the current implementation with switching the DFL between FL345 and FL365 is beneficial for the optimization of the sectorisation. The combined effects of human resources planning and selectable DFL between Lower/Upper sectors will allow an increase of the capacity in 2016 of approximately 15%. The implementation of the new system (planned for 2018) will allow fully dynamic changing of DFL. The new functionalities provided by the new system will allow an increase of the overall capacity of approximately 10%. LSSIP Year 2015 FYROM 16 Released Issue

33 Chapter 3 - ESSIP Report recommendations Recommendations issued from the ESSIP Report for 2014 applicable to the Republic of Macedonia for all items that require corrective actions and improvements. Reference number Recommendation 2014 Local Stakeholders that declared delays in implementation of FCM01, AOP04.1, SAF10, INF04, NAV03, AOP03, ENV01, ITY- REC AGDL, ITY-ADQ, COM09, COM10, ITY-FMTP and ITY-COTR, to take corrective measures to reduce the implementation delays. Corrective actions taken: Yes Ownership Local Stakeholders Description: SAF10 objective has been implemented by M-NAV. The Regulator plans to implement in 2016; FCM01, ITY-AGDL, ITY-COTR, ITY-FMTP and NAV03 objectives will be implemented in the new ATM system expected to be put into service before 12/2018; COM10 objective is partly completed since The establishment of AMHS links with Athens depends of availability of AMHS capabilities of their system, which are not capable yet. The only operational need for AMHS link is with Athens as Athens is the switching node for Skopje. At this time and in near future there is no operational need for implementation of the extended AMHS. LSSIP Year 2015 FYROM 17 Released Issue

34 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 M-NAV (MK) DME ILS/MM LWOH MET New ATM System Project New ATM System Project Procurement of new DME to facilitate RNAV operations in Skopje TMA Procurement and installation of a new ILS/MM at LWOH airport Procurement of additional METEO equipment as New AWOS/VOLMET/ATIS equipment for Skopje Airport New AWOS/ATIS equipment for Ohrid Airport Procurement of a separate Test and Development environment in respect of ATM system testing and development tasks. Implementation of ARTAS based SDPS and adaptation of existing ATM system (ARTAS gateway) By the end of By the end of 2018 By the end of 2016 By the end of 2018 By the end of 2018 Postponed for A request shell be sent to EBRD by the management board for increasing the anual financial limits of the loan for the new ATM system, so this project could be finalized. Postponed for A request shell be sent to EBRD by the management board for increasing the anual financial limits of the loan for the new ATM system so this project could be fullfilled. The contract for new MET equipment is signed end of Installation to be done by the end of OCD and technical specification has been prepared. Negotiations with manufacturers are taking place for the award of the contract. OCD and technical specification has been prepared. Negotiations with ESSIP:NAV03 OI-Steps: AOM- 0601, AOM-0602 Other: - ESSIP:- OI-Steps: - Other: - ESSIP:- OI-Steps: - Other: - ESSIP:- OI-Steps: - Other: - ESSIP:FCM01 OI-Steps: IS-0102 Expected Contribution to the Key Performance Areas * Capacity: Airspace optimisation Safety: - 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. Capacity: - Safety: Better continuity and availability Environment: - Cost-Efficiency: - Capacity: - Safety: increased safety through the availability of more accurate meteorological information Environment: - Cost-Efficiency: - Capacity: Improved airspace management and procedures. Safety: - Environment: - Cost-Efficiency: - Capacity: Reduced wasted capacity due to exchanges of real time information with the NM LSSIP Year 2015 FYROM 18 Released Issue

35 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references New ATM System Project New ATM System Project New ATM System Project New ATM System 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 Implementation of FSA, AFP, AFL, ACH, FLS and DES in order to improve the data exchange mechanism with the NM. New ATM system FDPS /RCO interface, SFPL authorisation mode and improved statistics and billing By the end of 2018 By the end of 2018 By the end of 2018 By the end of 2018 manufacturers are taking place for the award of the contract. OCD and technical specification has been prepared. Negotiations with manufacturers are taking place for the award of the contract. OCD and technical specification has been prepared. Negotiations with manufacturers are taking place for the award of the contract. OCD and technical specification has been prepared. Negotiations with manufacturers are taking place for the award of the contract. OCD and technical specification has been Expected Contribution to the Key Performance Areas * Other: - Safety: - Environment: - Cost-Efficiency: - ESSIP:ATC17, ITY- COTR OI-Steps: CM-0201 Other: - ESSIP:FCM01, FCM03 OI-Steps: IS-0102 Other: - ESSIP:ATC17, ITY- AGDL, ITY-COTR, ITY-FMTP OI-Steps: AUO-0301, CM-0201 Other: Some PCP prerequisites (e.g. AGDL) ESSIP:- Capacity: - 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: - Capacity: Better use of the available network capacity Safety: Better data exchange with the NM leading to the reduction of overloads Environment: - Cost-Efficiency: Beduction of costs induced by delays Capacity: Increased capacity through the deployment of the Sate of the Art ATM system, in compliance with SESAR, encapsulating modern technologies: IP, Data Link, advanced OLDI, etc. Safety: Increase in safety facilitated by the modern ATM system and the facilities it will offer to the controllers. Environment: - Cost-Efficiency: - LSSIP Year 2015 FYROM 19 Released Issue

36 Name / Code Description - Scope Schedule Status Link with ATM Master Plan / Other references Project function prepared. Negotiations with manufacturers are taking place for the award of the contract. VoIP Procurement and installation of a new VCS (VoIP) for Skopje ACC/APP/TWR units. By end of 2018 Technical specification to be prepared OI-Steps: - Other: - ESSIP:COM11 OI-Steps: - Other: - Expected Contribution to the Key Performance Areas * Safety: - Environment: - Cost-Efficiency: - 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 LSSIP Year 2015 FYROM 20 Released Issue

37 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 cooperation 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 Ohrid Airport (implemented with the Ohrid TMA re-organisation). Special co-operation agreement with the NATO-KFOR Joint Service Provision Area Initiative DANUBE FAB observer status GO (Gate One). 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 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 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 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 been revised since 2008, the legal system of the Republic of Macedonia is in compliance only with the ATM legislation of SES Package 1. LSSIP Year 2015 FYROM 21 Released Issue

38 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 provides Air Navigation services in Kosovo airspace). DANUBE FAB observer status On the sixth meeting of the Governing Council of the DANUBE FAB which was held on 28th October 2015 in Sofia, Observer Status was granted to the Republic of Macedonia. This new observer status for Macedonia, endorsed by the Governing Council, demonstrates DANUBE FAB s commitment to cooperate with the neighbouring countries to the fullest extent possible in order to improve the European ATM Network. GO (Gate One) The CEOs of the GO Initiative, which includes designated ANSPs covering 3 existing FABs (Baltic FAB, Danube FAB and FAB CE) and 2 non-eu FIRs (Belgrade and Skopje) - at their meeting in Sofia on 3rd December agreed to strengthen their operational and technical cooperation. As a pilot common project the CEOs proposed to launch a study to synchronize cross-border Free Route (FRA) implementation in the region for the airspace serviced by GO members. LSSIP Year 2015 FYROM 22 Released Issue

39 Chapter 6 - ESSIP Objective Implementation 6.1 Conventions Two colour codes are used for each ESSIP Objective box : o o a colour code is used to show the Objective Scope in the Objective ID cell, and 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 REG (By:mm-yyyy) ASP (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement ASP high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date ASP. Progress (**) ASP Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: ECAC Completed No Plan EU+ Partly Completed Multi-N Planned Missing Data APT Late LSSIP Year 2015 FYROM 23 Released Issue

40 6.2 ESSIP Objectives Implementation progress AOM13.1 Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 MNAV is responsible to handle civil and military traffic. The GAT rules and procedures are applied to GAT/OAT interface. REG (By:12/2018) CAA An integrated civilmilitary 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. Mil. Authority ASP (By:12/2018) MNAV MNAV 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. Mil. Authority MIL (By:12/2018) Mil. Authority 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 Completed Completed Completed Completed Completed 31/12/2014 AOM19 Implement Advanced Airspace Management Initial operational capability: 01/01/2011 Full operational capability: 31/12/2016 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) MNAV All SLOAs are considered as not applicable AOM21.1 Implementation of Direct Routing Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 [PCP] [Essential] Night Direct Routing was implemented in 2013, at the time planned for phase I of III in the implementation of full FRA in Skopje FIR. Full FRA in Skopje FIR above FL245 planned for implementation in June ASP (By:12/2017) MNAV Completed 23/06/2016 Completed 24/04/2013 LSSIP Year 2015 FYROM 24 Released Issue

41 AOM21.2 Implement Free Route Airspace Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 [PCP] [Essential] First phase of FRA, night DCT implemented in March 2013, from 2200UTC to 0400UTC for FIR Skopje above FL245. ASP (By:12/2021) MNAV Planned for implementation above FL in Skopje FIR at 23/06/216 Planned 23/06/2016 Planned 23/06/2016 AOP03 Improve runway safety by preventing runway incursions Initial operational capability: 01/04/2003 Full operational capability: 31/12/2013 Skopje Airport runway safety team has been established in 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. REG (By:12/2013) CAA All local actions have been completed. ASP (By:12/2013) MNAV APO (By:12/2013) SKOPJE Airport 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 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 Mil. Authority Completed 31/12/2013 Completed 31/12/2013 Completed 31/12/2013 Completed 31/12/2013 Completed 31/12/2013 AOP04.1 LWSK Skopje Airport Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level1 not applicable (Outside Applicability Area) Macedonia is not part of the objective applicability area. There is no operational need for a ASMGCS system. REG (By:12/2010) CAA ASP (By:12/2011) MNAV APO (By:12/2010) SKOPJE Airport LSSIP Year 2015 FYROM 25 Released Issue

42 AOP04.2 LWSK Skopje Airport Implement Advanced Surface Movement Guidance and Control System (ASMGCS) Level 2 not applicable (Outside Applicability Area) Macedonia is not part of the objective applicability area. There is no operational need for a ASMGCS system. ASP (By:12/2017) MNAV APO (By:12/2017) SKOPJE Airport AOP05 LWSK Skopje Airport Implement Airport Collaborative Decision Making (CDM) not applicable (Outside Applicability Area) Macedonia is not part of the objective applicability area. ASP (By:12/2016) MNAV APO (By:12/2016) SKOPJE Airport Time Based Separation AOP10 [PCP] [Essential] not applicable LWSK Skopje Airport (Outside Applicability Area) for Skopje Airport, outside of Applicability Area REG (By:12/2023) CAA ASP (By:12/2023) MNAV CAA LSSIP Year 2015 FYROM 26 Released Issue

43 AOP11 LWSK Skopje Airport Initial Airport Operations Plan Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2021 [PCP] [Essential] for Skopje Airport. The low level of traffic and its lack of impact on the Network does not justify the implementation of an AOP. ASP (By:12/2021) MNAV APO (By:12/2021) SKOPJE Airport AOP12 LWSK Skopje Airport Improve runway and airfield safety with ATC clearances monitoring not applicable (Outside Applicability Area) [PCP] [Essential] for Skopje Airport, outside of Applicability Area. Not needed due to the low level of traffic and low complexity. ASP (By:12/2020) APO (By:12/2020) ATC02.5 Implement ground based safety nets Area Proximity Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 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 ASP (By:12/2016) MNAV APW function has been implemented by all ATS units that provide radar service. The ATCO training on APW took place in Completed 31/12/2012 Completed 31/12/2012 ATC02.6 Implement ground based safety nets Minimum Safe Altitude Warning level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 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 ASP (By:12/2016) MNAV 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 Completed 30/06/2012 LSSIP Year 2015 FYROM 27 Released Issue

44 ATC02.7 Implement ground based safety nets Approach Path Monitor level 2 Initial operational capability: 01/01/2009 Full operational capability: 31/12/2016 This function is already implemented at the Ohrid TWR unit. ASP (By:12/2016) MNAV This function is already implemented at the Ohrid TWR unit. No Plan No Plan ATC07.1 LWSK Skopje Airport Implement AMAN tools and procedures not applicable (Outside Applicability Area) ASP (By:12/2015) MNAV There is no operational need for AMAN tool but an arrival sequencing function is already implemented ATC12.1 Implement automated support for conflict detection, resolution support information and conformance monitoring Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 Partly Completed MONA and MTCD have been implemented. TCT is planned for the new ATM system. 31/12/2018 ASP (By:12/2021) MNAV MONA and MTCD have been implemented. TCT is planned for the new ATM system. Partly Completed 31/12/2018 ATC15 Implement, in EnRoute operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (Outside Applicability Area) not applicable No operational justification ASP (By:12/2017) MNAV LSSIP Year 2015 FYROM 28 Released Issue

45 ATC16 Implement ACAS II compliant with TCAS II change 7.1 Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 See comments at stakeholder level. 31/12/2016 REG (By:12/2015) CAA ASP (By:03/2012) MNAV MIL (By:12/2015) The Regulator has plans to implement the SLoAs within the required timeframes. 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 Mil. Authority No State aircraft fulfil the criteria for equipage. Late Late 31/12/2016 Completed 31/12/2012 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Initial operational capability: 01/01/2013 Full operational capability: 31/12/2018 Planned Will be part of the new ATM system, planned to be operational by the end of /12/2018 ASP (By:12/2018) MNAV Will be part of the new ATM system, planned to be operational by the end of 2018 New ATM System Project / New ATM System Project Planned 31/12/2018 COM10 Migrate from AFTN to AMHS Initial operational capability: 01/12/2011 Full operational capability: 31/12/2014 MNAV 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 only operational need for AMHS link is with Athens as Athens is the switching node for Skopje. However, the establishment of AMHS links with Athens depends of availability of AMHS capabilities of their system, which is not capable yet. At this time and in near future there is no operational need for implementation of the extended AMHS. ASP (By:12/2014) MNAV MNAV has implemented the EUROCONTROL Communication Gateway (ECG), which replaced the previous AFTN system. Partly Completed 31/03/2007 Partly Completed 31/03/2007 LSSIP Year 2015 FYROM 29 Released Issue

46 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM Initial operational capability: 01/01/2013 Full operational capability: 31/12/2020 Planned Planned with the new system in /12/2018 ASP (By:12/2020) MNAV Planned with the new system in VoIP Planned 31/12/2018 ENV01 LWSK Skopje Airport Implement Continuous Descent Operations (CDO) techniques for environmental improvements not applicable (Outside Applicability Area) Macedonia is not part of the objective applicability area. ASP (By:12/2013) MNAV APO (By:12/2013) SKOPJE Airport ENV02 LWSK Skopje Airport Implement Collaborative Environmental Management (CEM) at Airports not applicable (Outside Applicability Area) Macedonia is not part of the objective applicability area. ASP (By:12/2016) MNAV APO (By:12/2016) SKOPJE Airport LSSIP Year 2015 FYROM 30 Released Issue

47 FCM01 Implement enhanced tactical flow management services Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 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 2018 ASP (By:07/2014) MNAV MNAV 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 2018 New ATM System Project / New ATM System Project Late 31/12/2018 Late 31/12/2018 FCM03 Implement collaborative flight planning Initial operational capability: 01/01/2000 Full operational capability: 31/12/2017 Will be part of the new ATM system, planned to be operational by the end of /12/2018 ASP (By:12/2017) MNAV Will be part of the new ATM system, planned to be operational by the end of 2018 New ATM System Project Late Late 31/12/2018 FCM04 Implementation of Short Term ATFCM Measures phase 1 (Outside Applicability Area) not applicable Macedonia is not in the area of applicability of the objective ASP (By:12/2015) MNAV Macedonia is not in the area of applicability of the objective LSSIP Year 2015 FYROM 31 Released Issue

48 FCM05 Implementation of interactive rolling NOP Initial operational capability: 01/09/2013 Full operational capability: 31/12/2021 [PCP] [Essential] MNAV has no need and no plans to deploy LARA in a near future therefore the AIXM 5.1 interface is not applicable. AOP is not being implemented at Skopje Airport therefore there is no need for integration into the NOP ASP (By:12/2017) Mil. Authority MNAV APO (By:12/2021) SKOPJE Airport MNAV has no need and no plans to deploy LARA in a near future therefore the AIXM 5.1 interface is not applicable FCM06 Traffic Complexity Assessment Initial operational capability: 01/01/2015 Full operational capability: 31/12/2021 [PCP] [Essential] Planned Planned for implementation within the new ATM system 31/12/2018 ASP (By:12/2021) MNAV Planned for implementation within the new ATM system Planned 31/12/2018 INF04 Implement integrated briefing Initial operational capability: 01/07/2002 Full operational capability: 31/12/2012 The colocated integrated briefing has been already implemented. No plans have been developed for further integration. ASP (By:12/2012) MNAV The colocated integrated briefing has been already implemented. No plans have been developed for further integration. Completed 30/06/2012 Completed 30/06/2012 LSSIP Year 2015 FYROM 32 Released Issue

49 INF07 Electronic Terrain and Obstacle Data (TOD) Initial operational capability: 01/11/2014 Full operational capability: 31/05/2018 No implementation plans defined yet. REG (By:05/2018) CAA No implementation plans defined yet. ASP (By:05/2018) MNAV No implementation plans defined yet. APO (By:05/2018) SKOPJE Airport No implementation plans defined yet. No Plan No Plan No Plan No Plan ITYACID Aircraft identification 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 31/12/2018 ASP (By:01/2020) MNAV To be implemented in the new ATM system Planned 31/12/2018 ITYADQ Ensure quality of aeronautical data and aeronautical information 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 The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation REG (By:06/2017) CAA ASP (By:06/2017) MNAV APO (By:06/2017) SKOPJE Airport LSSIP Year 2015 FYROM 33 Released Issue

50 ITYAGDL Initial ATC airground data link services above FL285 ATS unit operational capability: 05/02/2018 Aircraft capability: 05/02/2020 The Regulation is nor part of the ECAA agreement and has not been transposed yet in the national legislation. However voluntary implementation is planned. The data link airground, groundground infrastructure capabilities and ATM system upgrades are planned for REG (By:02/2018) CAA ASP (By:02/2018) MNAV MIL (By:01/2019) CAA to approve the operational deployment of data link services by M NAV. The data link airground, groundground infrastructure capabilities and ATM system upgrades are planned for Mil. Authority State transport fleet is not flying above FL 285. New ATM System Project Planned 31/12/2018 Planned 31/12/2018 Planned 31/12/2018 ITYAGVCS2 Implement 8,33 khz airground voice channel spacing below FL195 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 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. REG (By:12/2018) CAA ASP (By:12/2018) MNAV MIL (By:12/2020) Mil. Authority APO (By:12/2018) SKOPJE Airport 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. 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. 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. 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. Planned 31/12/2018 Planned 31/12/2018 Planned 31/12/ /12/2018 Planned 31/12/2018 LSSIP Year 2015 FYROM 34 Released Issue

51 ITYCOTR Implementation of groundground automated coordination processes 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 FL285 in the airspace defined in Regulation (EU) 2015/310: 05/02/2018 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 ASP (By:02/2018) MNAV MIL (By:12/2012) Mil. Authority REV/PAC/MAC are implemented. ROF/COF/MAS/LOF and NAN will be implemented in the new ATM system. Implementation will be finalised in 2018 due to the Data Link messages. No operational needs exist for implementation of BFD/CFD exchange with the military authorities, due to the fact that MNAV is responsible for handling OAT/GAT traffic. New ATM System Project / New ATM System Project Partly Completed 31/12/2018 Partly Completed 31/12/2018 ITYFMTP Apply a common flight message transfer protocol (FMTP) 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 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 2018 ASP (By:12/2014) MNAV MIL (By:12/2014) Mil. Authority MNAV 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. 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 MNAV. New ATM System Project Late 31/12/2018 Late 31/12/2017 LSSIP Year 2015 FYROM 35 Released Issue

52 ITYSPI Surveillance performance and interoperability Entry intro force of regulation: 13/12/2011 ATS unit operational capability: 12/12/2013 New aircraft capability: 08/06/2016 ELS in transporttype State aircraft : 07/12/2017 EHS and ADSB Out in transporttype State aircraft : 07/06/2020 Ensure training of MIL personnel: 07/06/2020 Retrofit aircraft capability: 07/06/2020 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. REG (By:02/2015) CAA ASP (By:02/2015) MNAV MIL (By:06/2020) 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. 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. Mil. Authority Planned 31/12/2017 Planned 31/12/2017 Planned 31/12/2017 NAV03 Implementation of PRNAV Initial operational capability: 01/01/2001 Full operational capability: 31/12/2023 Planned Implementation of PRNAV procedures within Skopje TMA is foreseen for the end of /12/2023 ASP (By:12/2023) MNAV Implementation of PRNAV procedures within Skopje TMA is foreseen for the end of DME Planned 31/12/2023 NAV10 Implement APV procedures Initial operational capability: 01/06/2011 Full operational capability: 31/12/2016 Planned Implementation of APV/Baro procedures within Skopje TMA is foreseen for the end of /12/2016 REG (By:04/2016) CAA The relevant regulation in respect of JAA TGL 9/10 promulgated in ASP (By:12/2016) MNAV APV/Baro procedures for Skopje TMA are planned to be implemented by the end of Completed 31/12/2013 Planned 31/12/2016 LSSIP Year 2015 FYROM 36 Released Issue

53 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements Initial operational capability: 01/06/2008 Full operational capability: 31/12/2011 The appropriate parts of the Action Plan have been implemented by MNAV. CAA intend to promulgate a Local Action Plan concerning the reduction of Airspace infringement risk in The verification and monitoring of implementation is also planned for REG (By:12/2011) CAA ASP (By:12/2011) CAA intend to promulgate a Local Action Plan concerning the reduction of Airspace infringement risk by The verification and monitoring of implementation is also planned for MNAV The appropriate parts of the Action Plan have been implemented. MIL (By:12/2011) Mil. Authority 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. Late 31/12/2016 Late 31/12/2016 Completed 31/12/2015 SAF11 Improve runway safety by preventing runway excursions Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 The objective has not been reviewed yet. REG (By:01/2018) CAA ASP (By:12/2014) MNAV Mil. Authority APO (By:12/2014) Mil. Authority SKOPJE Airport No Plan No Plan No Plan No Plan No Plan No Plan LSSIP Year 2015 FYROM 37 Released Issue

54

55 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination LSSIP Focal Points Organisation Name LSSIP Focal Point for FYROM M-NAV Jasmin Malinkov LSSIP Focal Point for NSA/CAA CAA Ljupco Donevski LSSIP Focal Point for ANSP M-NAV Jasmin Malinkov LSSIP Focal Point for Airport Skopje Airport Sasho Shterjov LSSIP Focal Point for Military Macedonian Aviation Operation Unit Cpt. Ljupco Arnautovski EUROCONTROL LSSIP Support Function Directorate Name LSSIP Contact Person for FYROM DPS/PEPR Octavian Cioara ESSIP Objective Implementation ESSIP EUROCONTROL Objective Owners Objective AOM13.1 R. BUCUROIU, O. MROWICKI, C. LUCCIOLI, E. REUBER EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist(s) A. DYBOWSKA Aleksandar Gavrilov AOM19 G. ACAMPORA, O. MROWICKI A. DYBOWSKA Aleksandar Gavrilov AOM21.1 R. BUCUROIU A. DYBOWSKA Aleksandar Gavrilov AOM21.2 R. BUCUROIU A. DYBOWSKA Aleksandar Gavrilov 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 AOP10 M. BIRENHEIDE B. HILL Sasho Shterjov AOP11 M. BIRENHEIDE B. HILL Sasho Shterjov AOP12 M. BIRENHEIDE P. VRANJKOVIC Sasho Shterjov ATC02.5 ATC02.6 ATC02.7 ATC07.1 ATC12.1 B. BAKKER, S. DROZDOWSKI B. BAKKER, S. DROZDOWSKI B. BAKKER, S. DROZDOWSKI P. CONROY, P. TERZIOSKI P. TERZIOSKI I. FEIJT Aleksandar Gavrilov Aleksandar Palcevski I. FEIJT Aleksandar Gavrilov Aleksandar Palcevski I. FEIJT Aleksandar Gavrilov Aleksandar Palcevski L. DELL ORTO Aleksandar Gavrilov Aleksandar Palcevski L. DELL ORTO Aleksandar Gavrilov Aleksandar Palcevski ATC15 P. CONROY, P. TERZIOSKI L. DELL ORTO Aleksandar Palcevski ATC16 S. DROZDOWSKI L. DELL ORTO Aleksandar Gavrilov ATC17 S. MORTON L. DELL ORTO Aleksandar Gavrilov LSSIP Year 2015 FYROM 38 Released Issue

56 ESSIP Objective EUROCONTROL Objective Owners EUROCONTROL PEPR Objective Coordinator National Stakeholder Specialist(s) COM10 Y. EYUBOGLU A. KOKONA Dragoljub Patchev COM11 L. POPESCU A. KOKONA Dragoljub Patchev ENV01 ENV02 C. FABER S. MAHONY, A. WATT B. HILL Tome Velevski Aleksandar Gavrilov Aleksandar Najdenovski B. HILL Tome Velevski Aleksandar Gavrilov Aleksandar Najdenovski FCM01 H. KOOLEN O. CIOARA Branko Petrovic FCM03 TBD O. CIOARA Branko Petrovic FCM04 P. HOP O. CIOARA Branko Petrovic FCM05 I. MENDES O. CIOARA Branko Petrovic FCM06 P. HOP O. ALFARO Branko Petrovic INF04 P. MATERN A-P. FRANGOLHO Saso Bojcin Aleksandar Najdenovski INF07 A. PETROVSKY A-P. FRANGOLHO Saso Bojcin ITY-ACID ITY-ADQ A. DESMOND-KENNEDY M. UNTERREINER O. CIOARA Aleksandar Gavrilov Aleksandar Palcevski A-P. FRANGOLHO Aleksandar Gavrilov Aleksandar Palcevski ITY-AGDL S. DISSING A. KOKONA Aleksandar Gavrilov ITY-AGVCS2 J POUZET O. ALFARO Dragoljub Patchev ITY-COTR S. MORTON L. DELL ORTO Aleksandar Gavrilov RuseNikolovski ITY-FMTP L. POPESCU O. ALFARO Dragoljub Patchev ITY-SPI M. BORELY, R. STEWART O. CIOARA Aleksandar Palcevski NAV03 NAV10 F. PAVLICEVIC R. FARNWORTH A. KOKONA Goran Bikovski Saso Bojcin A. KOKONA Goran Bikovski Saso Bojcin SAF10 T. LICU I. FEIJT Fahrudin Hamidi SAF11 S. LAWRENCE I. FEIJT Fahrudin Hamidi LSSIP Year 2015 FYROM 39 Released Issue

57 Annex B National Stakeholders Organisation Charts LSSIP Year 2015 FYROM 40 Released Issue