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

Transcription

1 EUROCONTROL Local Single Sky ImPlementation (LSSIP) THE FORMER YUGOSLAV REPUBLIC OF MACEDONIA Year 2012 Level 1

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5 DOCUMENT IDENTIFICATION SHEET Local Single Sky ImPlementation document for FYROM Infocentre Reference: 13/01/02-16 Document Identifier Edition: Year 2012 LSSIP Year 2012 The Former Yugoslav Republic of Macedonia Edition Date: 28 Feb 2013 LSSIP Focal Point - Jasmin Malinkov Jasmin.Malinkov@mnavigation.mk M-NAV LSSIP Contact Person Octavian Cioara Status octavian.cioara@eurocontrol.int Intended for Unit DSS/EIPR Working Draft General Public Draft Agency Stakeholders Proposed Issue Restricted Audience Released Issue Accessible via: Path: Internet ( X:\03 LSSIP\1. LSSIP States\Fyrom (MK)\Year_2012\Released Issue\LSSIP_2012_MK_Released.doc LINKS TO REFERENCE DOCUMENTS 1. LSSIP Guidance Material: 2. ESSIP Plan Edition 2012: 3. ESSIP Report 2011: 4. STATFOR Forecasts: 5. Acronyms and abbreviations: 6. Single European Sky (SES): 7. European ATM Master Plan: 8. Previous LSSIP Documents: LSSIP Year 2012 FYROM i Released Issue

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7 TABLE OF CONTENTS Executive Summary... iii Introduction... vi Chapter 1 - National Stakeholders Civil Regulator(s) Macedonia Air Navigation Service Provider (M-NAV) Military Authorities Airports Accident/incident Investigation Body Chapter 2 - Geographical Scope International Membership Geographical description of the FIR(s) ATC units Airspace Classification and Organisation Chapter 3 - National Projects Chapter 4 - Regional Co-ordination and Projects Regional Co-ordination Regional Projects Chapter 5 - ATM Safety Chapter 6 - Airspace Organisation and Management Chapter 7 - Air Traffic Control & Data Processing Systems Chapter 8 - Traffic Flow and Capacity Management Chapter 9 - Aeronautical Information Management Chapter 10 - Human Resources Management and Human Factors Chapter 11 - CNS Communications Navigation Surveillance Chapter 12 - Airport ATS Skopje Alexander the Great Airport Chapter 13 - Environment Skopje Alexander the Great Airport Chapter 14 - Cost-efficiency Cost-efficiency KPI/PI and target/profile for Chapter 15 - En-route Traffic and Capacity Evolution of traffic in the Former Yugoslav Republic of Macedonia SKOPJE ACC Reference values of the breakdown of the European capacity/delay target Chapter 16 - Airport Traffic and Capacity Skopje Alexander the Great Airport (LWSK) ANNEXES LSSIP Year 2012 FYROM ii Released Issue

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13 Executive Summary Part - State Context The separation between the regulatory and the service provider is effective in Macedonia since 1 July A new entity Macedonian Air Navigation Service Provider (M-NAV) has been created as the State owned company for the ANS provision. M-NAV has been certified for ATS, CNS, AIS and MET provision in March In March 2012 the validity of this certificate was extended for the period of 2 (two) years. 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 Part - ESSIP Objective Implementation The progress on the implementation of Objectives is generally satisfactory. The system related objectives which are currently late are expected to be implemented with the occasion of the procurement and deployment of a new ATM system planned to be operational by the end of The Human factors as well as the Safety management related objectives are expected to be implemented during LSSIP The former Yugoslav Republic of Macedonia Implementation Completion dates Active ESSIP Objectives Ch AOM - Airspace Organisation and Management AOM20 Implement ATS Route Network (ARN) - Version 7 6 AOM19 Implement Advanced Airspace Management 6 AOM13.1 AOP - Airport ATS AOP04.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 LWSK-Skopje 12 6 AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual LWSK-Skopje 12 AOP03 Improve runway safety by preventing runway incursions 12 AOP08 Implement Airport Airside Capacity Planning Method LWSK-Skopje 12 AOP09 Implement Optimised Dependent Parallel Operations LWSK-Skopje 12 AOP05 Implement Airport Collaborative Decision Making (CDM) LWSK-Skopje 12 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 LWSK-Skopje 12 ATC - Air Traffic Control ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 7 ATC07.1 Implement arrival management tools 7 ATC16 Implement ACAS II compliant with TCAS II change ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 7 LSSIP Year 2012 FYROM iii Released Issue

14 LSSIP The former Yugoslav Republic of Macedonia Implementation Completion dates Active ESSIP Objectives Ch ATC02.6 ATC02.7 ATC12 ATC15 ATC17 COM - Communications COM09 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 Implement ground based safety nets - Approach Path Monitor - level 2 Implement automated support for conflict detection and conformance monitoring Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) COM10 Migrate from AFTN to AMHS 11.1 COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM 11.1 ENV - Environment ENV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements LWSK-Skopje 13 ENV02 Implement Collaborative Environmental Management (CEM) at Airports LWSK-Skopje 13 FCM - Flow and Capacity Management FCM01 Implement enhanced tactical flow management services 8 FCM03 Implement collaborative flight planning 8 GEN - General GEN01 HUM - Human Factors Implement European ANS contingency measures for Safety Critical Modes of Operation 5 HUM01.1 Ensure timely availability of ATCOs 10 HUM02.1 Integrate Human Factors into ATM Operations 10 HUM03.1 Integrate Human Factors into the lifecycle of ATM systems 10 INF - Aeronautical Information Management INF04 Implement integrated briefing 9 ITY - Interoperability ITY-FMTP Apply a common flight message transfer protocol (FMTP) 11.1 ITY-AGDL Initial ATC air-ground data link services above FL ITY-COTR Implementation of ground-ground automated co-ordination processes ITY-ADQ Ensure quality of aeronautical data and aeronautical information 7 9 ITY-SPI Surveillance performance and interoperability 11.3 NAV - Navigation NAV03 Implementation of P-RNAV 11.2 NAV10 Implement APV procedures 11.2 SAF - Safety Management LSSIP Year 2012 FYROM iv Released Issue

15 LSSIP The former Yugoslav Republic of Macedonia Implementation Completion dates Active ESSIP Objectives Ch SAF04 SAF05 SAF10 SRC - Safety Regulation SRC- AUDI SRC- CHNG SRC- OVCA SRC- RLMK SRC- SLRD Implement measures to reduce the risk of level bust occurrences Implement measures to prevent air/ground communications induced safety occurrences. Implement measures to reduce the risk to aircraft operations caused by airspace infringements Implementation of Safety Regulatory Auditing by National Supervisory Authorities (NSA) Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) Implementation of ATM Safety Oversight Capabilities by NSAs Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) Safety Levels and Resolution of Deficiencies Understanding the Table Objective Completed Objective Partially Completed Objective Planned No Plan Missing Data (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. The Harmonisation Objectives are not reflected in this table. Part - Traffic and ATM Performance Cost-efficiency The Former Yugoslav Republic of Macedonia s actual real en-route unit cost has significantly improved in 2011 (a decrease of -8.8% compared to 2010), in line with the previous forecast of November En-route Traffic and Capacity Traffic in Former Yugoslav Republic of Macedonia decreased by 10.0% during the summer 2012 (May to October), when compared to summer At the same time, the delays remained at zero during Summer Airport Traffic and Capacity The Skopje Airport declared capacity figures are 12 movements per hour (6 arrivals and 6 departures). New airport terminal building was opened in September 2011 with capacity of handling approximately 3 million passengers per year. LSSIP Year 2012 FYROM v Released Issue

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17 Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the ESSIP/LSSIP mechanism, constitute a five-year 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. They also contain a report by the State on its level of compliance against the Single European Sky Regulations, where applicable. This LSSIP documents Year 2012 describe the situation in the State at the end of December The LSSIP documents are structured into four parts to better differentiate the Stakeholder(s) accountable for the information contained in each of them: Part - State Context (Chapters 1 to 4), presents the key players in the State, and sets the institutional and geographical scenes to help the reader understand the specifics of the State and interpret the rest of the document correctly. It also presents a short description of the main national and regional projects in which the national Stakeholders are involved. Part - ESSIP Objective Implementation (Chapters 5 to 13), contains high-level information on progress and plans of each ESSIP Objective, grouped per ESSIP domain. 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: This Part 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. Part - Traffic and ATM Performance (Chapters 14 to 16), contains information on the evolution of traffic (en-route and at main airport(s)), and the State s five-year plans to improve its performance and achieve its targets in respect of Cost-Efficiency and en-route Capacity. LSSIP Year 2012 FYROM vi Released Issue

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19 LSSIP Year 2012 PART - STATE CONTEXT LSSIP Year 2012 FYROM Released Issue

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21 Chapter 1 - National Stakeholders The main National Stakeholders involved in ATM in Macedonia are the following: - Civil Aviation Agency - 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 1.1 Civil Regulator(s) General information Activity in ATM: Organisation responsible Legal Basis Rule-making CAA Aviation Act Safety Oversight CAA Aviation Act Establishment of Tolerable Safety Levels CAA National regulation which defines the mode, rules and specific requirements concerning the ATM safety oversight Safety Performance Monitoring CAA National regulation which defines the mode, rules and specific requirements concerning the ATM safety oversight 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 National regulation which defines the mode, rules and specific requirements concerning the ATM safety oversight LSSIP Year 2012 FYROM Chapter 1-1 Released Issue

22 board has been done in November CAA is responsible for the oversight Economic CAA Aviation Act Environment Ministry of environment and physical planning Security CAA Aviation Act The National Supervisory Authority, as per SES Service Provision Regulation is described in the Part on Legislation Implementation available in the 2011 LSSIP report 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- Annual Report published: Y Annual working and development programme and annual financial plan of the Civil Aviation Agency of the Republic of Macedonia for For SES and NSA matters, see the Part on Legislation Implementation available in the 2011 LSSIP report. 1.2 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 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 LSSIP Year 2012 FYROM Chapter 1-2 Released Issue

23 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 Military Authorities The Military Authorities in Macedonia are composed of: - Macedonian Aviation Operation Unit (MAOU); - Macedonian Air Sovereignty Operation Center; 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. CAA has signed an agreement with the military authorities for co-operation in the Search and Rescue (SAR) activities. Their regulatory, service provision and user role in ATM are detailed below. Information on the application of FUA can be found in the Part on Legislation Implementation available in the 2011 LSSIP report 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 Y LSSIP Year 2012 FYROM Chapter 1-3 Released Issue

24 These provisions cover: 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 Additional Information: None Means used to inform airspace users (other than military) about these provisions: National AIP National Military AIP EUROCONTROL eaip Other: Y Y Y N N N N Y Y Y None 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: User role 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 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: LSSIP Year 2012 FYROM Chapter 1-4 Released Issue

25 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 1.4 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 The criteria to determine the airports concerned by the LSSIP Year 2012 are: - the main national airport of the State, or - the airports identified as potentially having an effect upon the network in terms of ATFCM delays, or - the airports with more than 150,000 commercial air transport movement in 2011, or - the Airports contained in Table 8 of Part 4, Annex B of the ESSIP Plan Edition On the basis of the criteria above, the LSSIP for Macedonia focuses on Skopje airport. 1.5 Accident/incident Investigation Body Technical investigations The provisions of new Aviation Act envisage an establishment of an independent and permanent committee responsible for investigation and analyses of accidents and serious incidents. The Permanent Committee is headed by the committee president appointed by Government and 2 permanent members. The committee is settled as an independent governmental body for accident/serious incident investigation. The main tasks of the new accident investigation committee are: conduct technical investigations for Civil and Civil-military Aviation aircraft accidents and serious incidents; conduct technical investigations for aviation relevant accidents collect, evaluate, process and store all information related to civil aviation accidents and serious incidents issue safety recommendations as appropriate (with the exclusion of accidents and incidents to State aircraft) following its investigations, and/or whenever deemed appropriate; conduct studies and surveys aimed at increasing flight safety. The accident investigation committee is an institution with a prevailing investigative connotation, which does not have regulatory or management tasks within the national Civil Aviation System. The Macedonian Aviation Act encourages voluntary reporting of incidents and ATM specific occurrences, by preventing prosecution of the individuals who have reported, except in cases covered by the national criminal code Collection, Evaluation & Processing of Data A new governmental regulation for accident/ serious incident analyses has been enacted. This regulation is aligned with the Directives 94/56 and EC 2003/42, which provide a legal framework for commission s organisational issue and main responsibilities. The provisions of this regulation are aligned with the implementing rules EC 1330/2007 and 1321/2007. Currently, no automated tools are used for collection, evaluation and processing of accident/incident data. LSSIP Year 2012 FYROM Chapter 1-5 Released Issue

26 It is planned to use the tools developed in the frame of the programme for the European Co-ordination Centre for Aviation Incidents Reporting System (ECCAIRS) from 2012 onwards Civil-Military Accidents/Incidents The civil-military accident/serous incident are investigated by the Permanent Committee. The investigation of military incident/specific ATM occurrences is mandated to the military investigation body in accordance with the procedures defined in Appendix 3 of national regulation. The Civil-military incidents and safety occurrences are investigated by the Military authorities, M-NAV (as service provider to Military operations) and CAA. The Aviation Act is applied to the military as well. The civilian safety regulations are applied to the military flight outside the restricted areas, when they are controlled by M-NAV. The military safety regulations different from the civilian are applied inside the restricted areas. Due to the fact that there is no military ANSP, there is no military commitment to implement ESARR requirements. LSSIP Year 2012 FYROM Chapter 1-6 Released Issue

27 Chapter 2 - Geographical Scope 2.1 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 European Common Aviation Area YES 2006 EASA No ICAO YES 1993 JAA YES 2008 NATO No 2.2 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: LSSIP Year 2012 FYROM Chapter 2-1 Released Issue

28 2.3 ATC units The ATC units in the Macedonian airspace, which are of concern to this LSSIP are the following: ATC Unit Skopje ACC/APP Number of sectors En-route 2 ( maximum 4 sectors) TMA Associated FIR(s) Ohrid APP 1 Skopje FIR Remarks 1 Skopje FIR 2 sectors configuration operated in 2011/2012, 3 sector configuration has been envisaged in case of traffic demand above 55 operations/hour Two sectors configuration encompassed two vertical sectors, divided as follows: From GND to Three sectors configuration which has not been deployed in 2012 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. 2.4 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: LSSIP Year 2012 FYROM Chapter 2-2 Released Issue

29 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 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. LSSIP Year 2012 FYROM Chapter 2-3 Released Issue

30 Chapter 3 - National Projects The main projects currently ongoing in the Republic of Macedonia are depicted in the table below. Schedule Description Scope Status Link with ESSIP Obj. Expected Contribution to the Key Performance Areas 1 By the end of 2015 New ATM system OCD and technical specification has been prepared ATC02.2 ATC02.5 ATC02.6 ATC12 ATC 17 ITY-FMTP ITY-AGDL ITY-COTR Capacity and safety improvement By the end of 2015 Implementation of FSA, AFP, AFL, ACH, FLS and DES in order to improve the data exchange mechanism with CFMU. OCD and technical specification has been prepared FCM01 FCM03 Capacity improvement By the end of 2015 FDPS /RCO interface, SFPL authorisation mode and improved statistics and billing function OCD and technical specification has been prepared Capacity improvement By the end of 2015 Implementation of ARTAS based SDPS and adaptation of existing ATM system (ARTAS gateway) OCD and technical specification has been prepared FCM01 Safety improvement End of 2015 Implementation of additional FDPS/CWP functions: A complete handling of ATC tactical constraints in 4 D profile calculation OCD and technical specification has been prepared ITY-COTR ATC12 Capacity and safety improvement 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 1 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP Year 2012 FYROM Chapter 3-1 Released Issue

31 Schedule Description Scope Status Link with ESSIP Obj. End of 2015 to the operational ATM system Upgrade of MONA and ATC tools Conflict Probe implementation Procurement of a separate Test and Development environment in respect of ATM system testing and development tasks 2013 Replacement of existing navigation equipment buildings with containers 2014 Procurement of new DME to facilitate RNAV operations in Skopje TMA 2013 Procurement and installation of a new VCS (VoIP) for Skopje ACC/APP/TWR units is planned for Procurement of additional METEO equipment as New AWOS/VOLMET/ATIS equipment for Skopje Airport New AWOS/ATIS equipment for Ohrid Airport OCD and technical specification has been prepared APS-RAD rating trainings Call for Tender is planned to be launched in 2013 Expected Contribution to the Key Performance Areas 1 Call for Tender to be prepared Cost efficiency improvement NAV03 Call for Tender to be prepared Cost efficiency Capacity and safety improvement Safety improvement 2013 TWR refresher course Call for Tender is planned to be launched in Production of a co-ordinated and integrated HR Policy review and establishment of a documented Staff Policy strategy planned for 2013 HUM01.1 HUM Manpower planning tools and data as input for Staff Plan, planned for 2013 LAMPS for ATCO HUM Automated shift rostering tool, planned for 2013 HUM01.1 LSSIP Year 2012 FYROM Chapter 3-2 Released Issue

32 Chapter 4 - Regional Co-ordination and Projects 4.1 Regional Co-ordination In order to achieve some of the ESSIP objectives, the Macedonian ATM Stakeholders will have to coordinate 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 described in paragraphs below 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 reorganisation). Special co-operation agreement with the NATO-KFOR 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 ratification process is on-going; 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 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 Macedonia has been a member of the SEE FABA project (South East Europe Functional Airspace Block Approach), which is an initiative for the implementation of Single European Sky regulations in South Eastern Europe. It is chaired by the European Commission together with the Stability Pact for South Eastern Europe. On 22nd April 2008, SEE-FABA States, UNMIK, the European Commission, the Stability Pact for South Eastern Europe, and the Regional Co-operation Council, agreed to launch the Support Programme ISIS (Implementation of the Single European Sky In South East Europe). ISIS 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 set up of FABs in the South East Europe will however remain under national decision making processes. The participants have agreed to prioritise four projects as follows: support to transposition of SES legislation LSSIP Year 2012 FYROM Chapter 4-1 Released Issue

33 capacity building of National Supervisory Authorities (NSA) establishment of training and licensing legislation Just Culture. In September 2010, a declaration concerning the re-enforcement of ISIS project has been signed by all beneficiary States, EC, ICAO and RCC. The following activities related to the NSA capacity building were planned: Training on certification issues; Delivery of draft NSA handbook; NSA handbook on-job training; Workshop on ATM safety and performances. In the framework of the ISIS, 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. 4.2 Regional Projects 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. LSSIP Year 2012 FYROM Chapter 4-2 Released Issue

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35 LSSIP Year 2012 PART - ESSIP OBJECTIVE IMPLEMENTATION LSSIP Year 2012 FYROM Released Issue

36 Conventions Two colour codes are used for each ESSIP Objective box : o o one 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) (By:mm-yyyy) MIL (By:mm-yyyy) APO (By:mm-yyyy) REG high level progress statement high level progress statement MIL high level progress statement APO high level progress statement State Impl. Date APO. Progress (**) APO Impl. Date. Progress (**) Impl. Date MIL. Progress (**) MIL Impl. Date APO. Progress (**) APO Impl. Date (*) Objective Scope Code: (**) Objective/Stakeholder Progress Code: SES and SESAR ECIP Completed No Plan ECAC Pan-European Partially Completed EU+ Planned Missing Data Multi-N Multi-National Late APT Airport related LSSIP Year 2012 FYROM Released Issue

37 Chapter 5 - ATM Safety GEN01 Implement European ANS contingency measures for Safety Critical Modes of Operation (By:12/2008 / Active) Completed The contingency plans for TWR operation, as well as for CNS/MET/AIS services prepared in February The national certification regulation compliant with EC Common Requirements ( EC regulation 2096/2004) requires a preparation of contingency plans for all certified services. This regulation has been enacted in September CAA approved MNAVs contingency plan for ACC/APP in REG (By:06/2008) (By:06/2008) MIL (By:06/2008) The national certification regulation compliant with EC Common Requirements ( EC regulation 2096/2004) requires a preparation of contingency plans for all certified services. This regulation has been enacted in September CAA approved MNAVs contingency plan for ACC/APP in MNAV plan defined the use of the remote CWPs of Ohrid ATM system as a contingency measure in case of total failure of Skopje ACC/APP facilities. The contingency plans for TWR operation, as well as for CNS/MET/AIS services prepared in February 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. Completed Completed 02/ / /2011 SAF04 Implement measures to reduce the risk of level bust occurrences (By:01/2008 / Active) Completed The establishment of level bust reporting system has been done in The adaptation of continuation / refresher training plans for addressing the level bust issues was done in /2011 REG (By:01/2008) The verification of implementation of applicable measures for the reduction of Completed level bust occurrences was done in /2011 (By:01/2007) The establishment of level bust reporting system has been done in The adaptation of continuation / refresher training plans for addressing the level bust issues has been completed in Completed 12/2008 MIL (By:01/2008) 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. SAF05 Implement measures to prevent air/ground communications induced safety occurrences. (By:01/2010 / Active) MNAV intend to implement the local action in coordination with COM and training department /2013 Late REG (By:01/2010) CAA to notify the airspace users and MNAV concerning the necessity of Late prevention of airground communication safety occurrences. 12/2013 (By:01/2010) Major recommendations contained in the European action plan are implemented. Some outstanding issues like PLOC procedures to be prepared by 2013 Late 12/2013 LSSIP Year 2012 FYROM Chapter 5-1 Released Issue

38 SAF10 Implement measures to reduce the risk to aircraft operations caused by airspace infringements (By:12/2011 / Active) MNAV has undertaken some initial steps, the remaining actions to be implemented in CAA intends 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) Late 12/2013 CAA intends to promulgate a Local Action Plan concerning the reduction of Late Airspace infringement risk in The verification and monitoring of implementation is also planned for /2013 (By:12/2011) Some initial steps have been undertaken, the remaining actions to be Late implemented in /2013 MIL (By:12/2011) LSSIP Year 2012 FYROM Chapter 5-2 Released Issue

39 Chapter 6 - Airspace Organisation and Management AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2018 / Active) MNAV is responsible to handle civil and military traffic. The GAT rules and procedures are applied to GAT/OAT interface. REG (By:12/2018) (By:12/2018) MIL (By:12/2018) Completed An integrated civilmilitary system for provision of ATS to GAT/OAT traffic is Completed regulatory defined. The regulation "Rules of Air" for military flights has been enacted that covers the common civil military rules and procedures. 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. 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 Completed 12/ /2012 AOM19 Implement Advanced Airspace Management (By:12/2015 / Active) 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. (By:12/2015) All SLOAs are consider as not applicable MIL (By:12/2015) Very low level of military flights in zones outside main route for GAT traffic, all SLOAs are considered not applicable. AOM20 Implement ATS Route Network (ARN) - Version 7 (By:10/2013 / Active) Planned MNAV has completed one part of the changes in 02/2012.The rest of the changes will be done according to ARN V7 plan until 10/ /2013 (By:10/2013) MNAV has completed one part of the changes in 02/2012.The rest of the Planned changes will be done according to ARN V7 plan until 10/ /2013 MIL (By:10/2013) LSSIP Year 2012 FYROM Chapter 6-1 Released Issue

40 Chapter 7 - Air Traffic Control & Data Processing Systems ATC02.2 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 (By:01/2013 / Active) 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. 12/2009 REG (By:01/2013) Completed 12/2009 (By:01/2013) STCA function has been implemented by all ATS units that provide radar service. Completed The ATCO training on STCA was done in /2009 MIL (By:01/2013) 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. 12/2009 ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 (By:12/2016 / Active) 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 (By:12/2016) APW function has been implemented by all ATS units that provide radar service. Completed The ATCO training on APW took place in /2012 MIL (By:12/2016) 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. ATC02.6 Implement ground based safety nets - Minimum Safe Altitude Warning - level 2 (By:12/2016 / Active) 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 (By:12/2016) MSAW function has been implemented by all ATS units that provide radar Completed service. The ATCO training on MSAW took place in 06/ /2012 MIL (By:12/2016) 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. LSSIP Year 2012 FYROM Chapter 7-1 Released Issue

41 ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 (By:12/2016 / Active) No Plan This function is already implemented at the Ohrid TWR unit. 12/2015 (By:12/2016) MIL (By:12/2016) This function is already implemented at the Ohrid TWR unit. The implementation of Approach Path Monitoring (APM) and download of TCAS Resolution Advisor (RA) will be reassessed in 2015 depending on the implementation of the ModeS sensors and traffic volume at the Skopje airport 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. No Plan 12/2015 ATC07.1 Implement arrival management tools (By:12/2015 / Active) (By:12/2015) There is no operational need for AMAN tool but an arrival sequencing function is already implemented ATC12 Implement automated support for conflict detection and conformance monitoring (By:12/2016 / Active) Completed MTCD/MONA are in operational use since Jan REG (By:12/2016) Completed (By:12/2016) MTCD/MONA are in operational use since Jan Completed ATC15 No operational justification Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:12/2017 / Active) REG (By:12/2017) (By:12/2017) ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015 / Active) Planned See comments at stakeholder level. 01/2015 REG (By:12/2015) The Regulator has plans to implement the SLoAs within the required timeframes. With regard the forwardfit applicability date ( ), no aircraft were put into service in Planned 01/2015 (By:03/2012) The training will be completed during the refresher ATC course by the end of 06/2012. A monitoring system of the performance of ACAS in the ATC environment is planned to be established by 12/2012 Completed 12/2012 MIL (By:12/2015) No State aircraft fulfil the criteria for equipage. LSSIP Year 2012 FYROM Chapter 7-2 Released Issue

42 ATC17 Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer (By:12/2018 / Active) Planned Will be part of the new ATM system, planned to be operational by the end of /2015 REG (By:12/2018) (By:12/2018) Will be part of the new ATM system, planned to be operational by the end of Planned /2015 Will be part of the new ATM system, planned to be operational by the end of Planned /2015 ITY-COTR Implementation of ground-ground automated co-ordination processes (By:02/2015 / Active) Partially 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 /2014 REG (By:12/2012) The Safety assessment has been approved. Completed (By:02/2015) REV/PAC/MAC data exchange with Serbia/Greece fully depends on the capabilities of their system to process these messages. Currently, no plan exists for ROF/COF/MAS implementation. The implementation of transfer of communication message will be reviewed in due time, not before The OLDI messages related to data link are planned for Partially Completed 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 MNAV is responsible for handling OAT/GAT traffic. LSSIP Year 2012 FYROM Chapter 7-3 Released Issue

43 Chapter 8 - Traffic Flow and Capacity Management FCM01 Implement enhanced tactical flow management services (By:12/2006 / Active) 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 /2015 (By:12/2006) 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 2015 Late 12/2015 MIL (By:12/2001) 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. FCM03 Implement collaborative flight planning (By:12/2012 / Active) Late Will be part of the new ATM system, planned to be operational by the end of /2015 (By:12/2012) Will be part of the new ATM system, planned to be operational by the end of Late /2015 MIL (By:12/2006) 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. LSSIP Year 2012 FYROM Chapter 8-1 Released Issue

44 Chapter 9 - Aeronautical Information Management INF04 Implement integrated briefing (By:12/2012 / Active) Completed The colocated integrated briefing has been already implemented. No plans have been developed for further integration. (By:12/2012) MIL (By:12/2012) The colocated integrated briefing has been already implemented. No plans have Completed been developed for further integration. Separate military briefing office is established for briefing of military pilots, using the different sources (ATC, national hydro meteorological institute, internet) ITY-ADQ Ensure quality of aeronautical data and aeronautical information (By:07/2017 / Active) The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation REG (By:07/2017) (By:07/2017) MIL (By:07/2017) APO (By:07/2017) LSSIP Year 2012 FYROM Chapter 9-1 Released Issue

45 Chapter 10 - Human Resources Management and Human Factors HUM01.1 Ensure timely availability of ATCOs (By:12/2012 / Active) Late MNAV has undertaken some steps in the ATCO selection, staffing and planning, but some of required actions are still in the planning phase to be completed by the end of /2013 (By:12/2012) See State comment Late 12/2013 MIL (By:12/2012) Military does not provide ATS hence no ATS personnel. Service provided by civil ANSP MNAV HUM02.1 Integrate Human Factors into ATM Operations (By:12/2012 / Active) Late MNAV plans to implement the Team Resource Management/ Critical Incident Stress Management/Human Error Management concepts. 12/2013 (By:12/2012) MIL (By:12/2012) MNAV plans to implement the Team Resource Management/ Critical Incident Late Stress Management/Human Error Management concepts. 12/2013 Military does not provide ATS hence no ATS personnel. Service provided by civil ANSP MNAV HUM03.1 Integrate Human Factors into the lifecycle of ATM systems (By:12/2012 / Active) Late MNAV is planning to implement the required actions during the design and specification phase of MANSUP II. 12/2013 (By:12/2012) MNAV is planning to implement the required actions during the design and Late specification phase of MANSUP II. 12/2013 MIL (By:12/2012) 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. LSSIP Year 2012 FYROM Chapter 10-1 Released Issue

46 Chapter 11 - CNS 11.1 Communications COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) (By:12/2014 / Active) 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 2015 Late 12/2015 REG (By:12/2010) All regulatory actions have been completed in Completed (By:12/2014) 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 planned will support the OLDI data exchanged over TCP/IP V6. MNAV defined the services that will be used by PENS (no services for the time being) Late 12/2015 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 MNAV. COM10 Migrate from AFTN to AMHS (By:12/2014 / Active) Planned 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 establishment of AMHS links with Athens and Sofia depends of availability of AMHS capabilities of their systems. The extended AMHS will be put in operation /2014 (By:12/2014) MNAV has implemented the EUROCONTROL Communication Gateway (ECG), which replaced the previous AFTN system. The extended AMHS will be put in operation Planned 12/2014 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 MNAV. COM11 Implementation of Voice over Internet Protocol (VoIP) in ATM (By:12/2020 / Active) Planned 12/2013 REG (By:12/2018) Planned 12/2013 (By:12/2020) Planned with the new system in Planned 12/2013 MIL (By:12/2020) 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 ANSPMNAV LSSIP Year 2012 FYROM Chapter 11-1 Released Issue

47 ITY-AGDL Initial ATC air-ground data link services above FL-285 (By:02/2015 / Active) Planned The data link airground, groundground infrastructure capabilities and ATM system upgrades are planned for /2015 REG (By:02/2015) CAA to approve the operational deployment of data link services by MNAV. Planned 02/2015 (By:02/2015) The data link airground, groundground infrastructure capabilities and ATM Planned system upgrades are planned for /2015 MIL (By:-) State transport fleet is not flying above FL 285. ITY-FMTP Apply a common flight message transfer protocol (FMTP) (By:12/2014 / Active) 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 /2015 REG (By:12/2014) NSA intends to verify the FMTP implementation by MNAV in Late 12/2015 (By:12/2014) 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 planned will support the OLDI data exchanged over TCP/IP V6. Late 12/2015 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 MNAV. LSSIP Year 2012 FYROM Chapter 11-2 Released Issue

48 11.2 Navigation NAV03 Implementation of P-RNAV (By:12/2012 / Active) Late Implementation of PRNAV procedures within Skopje TMA is foreseen for the end of /2015 REG (By:01/2005) The relevant regulation in respect of JAA TGL 9/10 to be promulgated in Late 12/2013 (By:12/2012) MIL (By:12/2012) Implementation of PRNAV procedures within Skopje TMA is foreseen for the Late end of /2015 Military does not provide ATS. There is no operational nor economical justification to equip the State aircraft fleet. NAV10 Implement APV procedures (By:12/2016 / Active) Planned Implementation of APV/Baro procedures within Skopje TMA is foreseen for the end of /2014 REG (By:04/2011) The relevant regulation in respect of JAA TGL 9/10 to be promulgated in Late 12/2013 (By:12/2016) APV/Baro procedures for Skopje TMA are planned to be implemented in Planned 12/2014 MIL (By:04/2015) Military fleet will not use APV/Baro procedures and the equipage of military aircraft with system for APV/Baro is not required. LSSIP Year 2012 FYROM Chapter 11-3 Released Issue

49 11.3 Surveillance ITY-SPI Surveillance performance and interoperability (By:01/2019 / Active) The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation REG (By:12/2013) (By:02/2015) MIL (By:12/2019) LSSIP Year 2012 FYROM Chapter 11-4 Released Issue

50 Chapter 12 - Airport ATS AOP03 Improve runway safety by preventing runway incursions (By:12/2013 / Active) Planned 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. The outstanding items regarding the completion of this objective are following ones: 1. ANSP Provision of electronic AIP in XML format, planned for 12/ /2013 REG (By:12/2013) All local actions have been completed. Completed (By:12/2013) The outstanding items regarding the completion of this objective by MNAV is a Planned provision of electronic AIP in XML format, planned for the end of /2013 MIL (By:12/2013) All applicable local actions have been completed. Completed 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 12.1 Skopje Alexander the Great Airport AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual (By:12/2013 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. (By:12/2011) APO (By:12/2011) LSSIP Year 2012 FYROM Chapter 12-1 Released Issue

51 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level1 (By:12/2011 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. REG (By:12/2010) (By:12/2011) MIL (By:12/2010) APO (By:12/2010) AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level 2 (By:12/2017 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. REG (By:12/2017) (By:12/2017) APO (By:12/2017) AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2016 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. (By:01/2016) MIL (By:01/2016) APO (By:01/2016) LSSIP Year 2012 FYROM Chapter 12-2 Released Issue

52 AOP08 Implement Airport Airside Capacity Planning Method (By:12/2015 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. (By:12/2015) MIL (By:12/2015) APO (By:12/2015) AOP09 Implement Optimised Dependent Parallel Operations (By:12/2015 / Active) LWSK - Skopje (Outside Applicability Area) LWSK is an airport with a single runway. REG (By:12/2015) LWSK is an airport with a single runway. (By:12/2015) LWSK is an airport with a single runway. LSSIP Year 2012 FYROM Chapter 12-3 Released Issue

53 Chapter 13 - Environment 13.1 Skopje Alexander the Great Airport ENV01 Implement Continuous Descent Approach (CDA) techniques for environmental improvements (By:12/2013 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. (By:12/2013) APO (By:12/2013) ENV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2015 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. (By:12/2013) MIL (By:12/2013) APO (By:12/2015) LSSIP Year 2012 FYROM Chapter 13-1 Released Issue

54

55 LSSIP Year 2012 PART - TRAFFIC AND ATM PERFORMANCE LSSIP Year 2012 FYROM Released Issue

56

57 Chapter 14 - Cost-efficiency 14.1 Cost-efficiency KPI/PI and target/profile for In order to harmonise the metrics for monitoring cost-efficiency performance across all EUROCONTROL Member States, the cost-efficiency performance indicator was replaced in LSSIP 2011 by an indicator comparable to that applied by the SES States (EU Member States and associated States) in the context of the Performance Scheme (EU Regulation No 691/2010). For the SES States, the SES II regulation package provides for the replacement of the full cost-recovery system by determined costs and risk sharing for route charges from 2012 onwards. The cost-efficiency KPI at national/fab level is the determined unit rate for en-route air navigation services, defined as the ratio between the determined costs and the forecast traffic expressed in service units. It is expressed in national currency and in real terms and provided for each year of the reference period. It is adopted as part of the national/fab performance plans for the reference period. The performance plans for RP1 for the SES States, as well as the EC/PRB assessments and the EC acceptance letters sent to the States in July 2012 can be found on the PRB website at For the EUROCONTROL Member States which are not bound by these SES regulations, the full costrecovery mechanism is applied. For them, the cost-efficiency Performance Indicator (PI) corresponds to the national en-route unit cost, defined as the ratio between the total en-route costs expressed in national currency and in real terms and the traffic expressed in service units. This PI is not associated with binding targets and will be used for monitoring purposes only. The profiles that will be monitored for the period are based on the data submitted by these States to the Enlarged Committee for Route Charges at its 94 th session in November 2011 (see 14.2). The monitoring (14.4) is based on the data submitted to the Enlarged Committee at its 97 th session in November 2012 (see 14.3) Cost-efficiency PI profile set in November 2011 Real en-route unit rate cost profile A 2010 A 2011 F 2012 F 2013 F 2014 F Total ANS en-route costs (in MKD ) % 7.0% Inflation index (100 in 2009) % 2.0% Total costs in real terms (in MKD2009) % 4.9% Total SU % 6.5% Real en-route unit cost profile (in MKD2009) 2014 vs vs % -1.5% % n/n-1-1.8% -9.1% 1.1% -5.7% 0.2% Real en-route unit cost profile (in 2009EUR at 2009 exchange rate) % -1.5% % n/n-1-1.8% -9.1% 1.1% -5.7% 0.2% Source: LSSIP2011, based on data provided at the enlarged Committee for Route Charges in November Cost-efficiency PI forecast dated November 2012 Real en-route unit rate cost profile A 2010 A 2011 A 2012 F 2013 F 2014 F Total ANS en-route costs (in MKD ) % 2.0% Inflation index (100 in 2009) % 2.0% Total costs in real terms (in MKD2009) % 0.0% Total SU % 0.2% Real en-route unit cost (in MKD2009) % -0.2% % n/n-1-1.8% -8.8% 0.8% -1.3% -0.1% Real en-route unit cost (in 2009EUR at 2009 exchange rate) 2014 vs vs % -0.2% % n/n-1-1.8% -8.8% 0.8% -1.3% -0.1% Source: Based on data provided at the enlarged Committee for Route Charges in November 2012 Data computation: PRU LSSIP Year 2012 FYROM Chapter 14-1 Released Issue

58 14.4 Monitoring of the cost-efficiency PI for The tables and graph below show the Former Yugoslav Republic of Macedonia s cost-efficiency revised forecast data for from November 2012, compared to the cost-efficiency PI profile as published in LSSIP They also show the actual outturn figures for FYROM cost-efficiency PI profile Actual Actual Forecast PI profile value (Nov2011) 2014 P vs from November A (yearly Real En-route Unit Cost (MKD2009) average) % n/n-1-1.8% -9.1% 1.1% -5.7% 0.2% -3.1% Source: LSSIP2011, based on data provided at the Enlarged Committee for Route Charges - November 2011 FYROM cost-efficiency PI forecast from November 2012) Actual Actual Actual PI revised forecast (Nov2012) Real En-route Unit Cost (MKD2009) % n/n-1-1.8% -8.8% 0.8% -1.3% -0.1% -2.3% Monitoring against the profile form November 2011 Source: Based on data provided at the Enlarged Committee for Route Charges - November 2012 Data computation: PRU 2014 F vs A (yearly average) Outlook for FYROM's cost-efficiency PI based on November 2012 data monitored against the profile from November 2011 forecast data, as published in LSSIP2011 ANS en-route unit cost per SU in national currency in real terms (in MKD2009) 1.60 PI Profile from November Index (2009=1.00) Unit cost (at 2009 prices) Actual 2010 Actual 2011 Act./For Forecast Forecast Forecast Unit Cost - Nov En-route costs index - PI profile Nov En-route costs index - Nov TSU index - PI profile Nov TSU index - Nov Unit Cost - PI profile Nov The Former Yugoslav Republic of Macedonia s actual real en-route unit cost has significantly improved in 2011 (a decrease of -8.8% compared to 2010), in line with the previous forecast of November The current (November 2012) forecasts for show a deterioration in the real en-route unit cost compared to the profile dated November 2011, as the downwards revision of the traffic forecasts is only partly compensated by a downwards revision of the costs. As a result, the forecast unit cost shows an average decrease of -2.3% p.a. for compared to the profile of -3.1% p.a. presented in LSSIP2011. LSSIP Year 2012 FYROM Chapter 14-2 Released Issue

59 Chapter 15 - En-route Traffic and Capacity 15.1 Evolution of traffic in the Former Yugoslav Republic of Macedonia FYROM - Annual IFR Movements FYROM - Distribution (Ref. year 2011) Overflights 91% IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast International Dep/Arr 9% Domestic flights 0% IFR movements - Low forecast A 2009 A 2010 A 2011 A 2012 F 2013 F 2014 F 2015 F 2016 F 2017 F A = Actual F = Forecast STATFOR Medium-Term Forecast (released September 2012) FR flights yearly growth 2009 A 2010 A 2011 A 2012 F 2013 F 2014 F 2015 F 2016 F 2017 F H -4,5% 2,8% 4,9% 4,8% 5,0% 5,3% FYROM B -0,1% -0,1% -0,4% -5,0% 0,9% 3,3% 3,8% 4,0% 4,2% L -5,5% -0,8% 2,0% 2,7% 3,1% 2,9% ESRA B -6,6% 0,8% 3,1% -1,5% 0,0% 2,7% 2,9% 3,2% 3,0% STATFOR Medium Term Forecast (MTF September 2012): % growth 2013 compared to 2012 Domestic N/A Arr/Dep 2.8 % Overflights: 0.7 % Total: 0.9 % 2012 Traffic in Former Yugoslav Republic of Macedonia decreased by 10.0% during the summer 2012 (May to October), when compared to summer The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 0.7% and 3.1%, with an average baseline growth of 1.9% throughout the planning cycle. LSSIP Year 2012 FYROM Chapter 15-1 Released Issue

60 15.2 SKOPJE ACC Traffic and en-route ATFM delays IFR flights (Daily Average) LWSSACC - Traffic and en-route ATFM delays Peak Day Traffic Summer Traffic Yearly Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) 0,0 0,0 0,0 0,0 0,0 1,0 0,9 0,8 0,7 0,6 0,5 0,4 0,3 0,2 0,1 0,0 Enroute Delay (minutes per flight) Summer 2012 performance En-route Delay (min/flight) Traffic Evolution 2012 Capacity Baseline Optimum All reasons Without weather Capacity gap % 59 (0%) No The delays remained at zero during Summer Capacity Plan 15% Achieved Comments Controller ratings Night routes No Planned implementation March 2013 Introduction of 5 NM separation in Skopje FIR Reassess and increase the sector capacities following a CAPAN study Yes Yes Yes New capacities: CONF1A, LWSSALL1 (collapsed sectors) 33 CONF2, LWSSUPP1 (upper sector, above FL345) 33 Summer 2012 performance assessment The ACC capacity baseline was estimated to be at the same level as in Summer The actual calculated value was lower, in line with traffic demand decrease, showing good adaptation of capacity to traffic demand. The average peak 1 hour was 38 during the measured period. A maximum 2 sector configuration was opened 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. The summer capacity profile and delay breakdown has been derived according to the following parameters: : capacity requirement profiles based on the delay breakdown per ACC (see 17.3) : breakdown of a European delay target of 0.7 min/flight for the Summer season, corresponding to the 2014 yearly European target of 0.5 minute average ATFM enroute delay per flight. LSSIP Year 2012 FYROM Chapter 15-2 Released Issue

61 ACC LWSSCTA 2012 baseline LWSS 59 Summer en-route ATFM delay breakdown ,16 0,19 0,15 0,18 0,16 Capacity Profiles Profiles (hourly movements and % increase over 2012) H 59 0% 59 0% 60 2% 61 2% 62 2% Ref. 59 0% 59 0% 59 0% 60 2% 60 0% L 59 0% 59 0% 59 0% 59 0% 59 0% C/R 59 0% 59 0% 59 0% 59 0% 60 2% Capacity Plan Year Controller ratings Measures planned Free route airspace New ATM system Max sectors Significant events Capacity increase p.a. Reference profile (ACC) Additional information 0% 0% 10% 0% 0% 0% 0% 0% 2% 0% New system: The implementation of the new system is planned for Training is foreseen, but no detailed plans yet. 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 - Current Routes Capacity Profile - High Capacity Profile - Low Capacity Baseline Plan Planning Period Outlook No capacity problems are expected in FYROM during the planning period. The M-NAV is prepared in case of unexpected increase of traffic demand to deploy a 4 sector configuration concerning the provision of ATC in the en-route airspace. LSSIP Year 2012 FYROM Chapter 15-3 Released Issue

62 15.3 Reference values of the breakdown of the European capacity/delay target The planning period includes the following en-route delay targets, as adopted by the EUROCONTROL Provisional Council at its 35 th Session, in May 2011: 2014 : 0.5 minutes average en-route ATFM delay per flight for the full year 2013 : 0.6 minutes average en-route ATFM delay per flight for the full year The en-route delay target was broken down at ANSP and ACC level by EUROCONTROL. To take into account the seasonality of traffic and delays, Summer and Winter seasons were assessed separately: 2013: 0.85 min/flight Summer season 0.3 min/flight Winter season 2014: 0.7 min/flight Summer season 0.3 min/flight Winter season The capacity requirement profile and delay breakdown have been calculated for all ECAC states. The figure below presents: * - yearly en-route delay performance *2011 up to end of October yearly en-route delay breakdown that has been assessed for each ACC to meet the Eurocontrol Provisional Council target. LWSSACC 0.50 Yearly delay per flight (all reasons) Delay breakdown 0.40 Delay (min) per flight More information on the methodology related to capacity planning is available at : LSSIP Year 2012 FYROM Chapter 15-4 Released Issue

63 Chapter 16 - Airport Traffic and Capacity 16.1 Skopje Alexander the Great Airport (LWSK) Airport traffic The graph below shows traffic development from 2009 to actual and traffic forecast until 2017 (Departures + Arrivals). IFR movements yearly growth Airport Scenario LWSK Actual -7.18% 0.65% -10.3% -5.1 [STATFOR] LWSK Base -6.83% 3.1% 5.71% 5.49% 5.47% 6.48% [STATFOR] LWSK High -6.01% 5.58% 7.58% 6.87% 6.77% 8.26% [STATFOR] LWSK Low [STATFOR] -7.51% 1.2% 4.76% 4.54% 4.4% 4.55% Sources: STATFOR MTF September 2012 EUROCONTROL Airport Unit (Airport Corner) October Local Reporting Airport Delays and Capacity Airport Delays Airport SKOPJE is NOT identified as being critical and potentially having an effect upon the network in terms of ATFM delays therefore no delay information is indicated Airport Current Declared Capacity The Skopje Airport declared capacity figures are 12 movements per hour (6 arrivals and 6 departures). New airport terminal building was opened in September 2011 with capacity of handling approximately 3 million passengers per year. The Skopje Airport is not co-ordinated airport. Anyhow, due to the fact that Skopje airport is civil/military one, the traffic of movements per hour (NATO, General Aviation, military, cargo traffic) has been perceived and handled by airport authorities in the past years. The simulated runway capacity for RWY 34 was 34 movements per hour and for RWY 16 were 20 movements per hour. LSSIP Year 2012 FYROM Chapter 16-1 Released Issue

64 Category II Capacities during adverse weather conditions Category III Additional Information Airport planned development During the reconstruction phase done by the new concessioner of Skopje airport, (TAV Airports), RWY was extended to the south for 500 meters and therefore no significant events concerning airport capacity are foreseen for the period of next 6 to 7 years. LSSIP Year 2012 FYROM Chapter 16-2 Released Issue

65 Annexes Annex A Specialists involved in the LSSIP Process LSSIP Co-ordination (and Part State Context) State LSSIP Focal Point M-NAV Jasmin Malinkov LSSIP Focal Point for CAA CAA Veti Gorgievska LSSIP Focal Point for Military authorities Macedonian Aviation Operation Unit Lth. Ljupco Arnautovski LSSIP Contact Person for FYROM EUROCONTROL Octavian Cioara Part - ESSIP Objective Implementation ESSIP Objective AOM13.1 EUROCONTROL Objective Owners DNM: R. BUCUROIU, A. HALLGREN DSS: E. REUBER EUROCONTROL LSSIP Advisor National Specialist(s) O. CIOARA Saso Tanevski AOM19 DNM: A. HALLGREN, G. ACAMPORA O. CIOARA Saso Tanevski AOM20 DNM: R. BUCUROIU, A. HALLGREN O. CIOARA Saso Tanevski AOP01.2 AOP03 AOP04.1 AOP04.2 AOP05 AOP08 AOP09 DNM: P. ADAMSON, M. BIRENHEIDE DSS: P. JOPPART DNM: A. LICU DSS: P. JOPPART DNM: P. ADAMSON DSS: P. JOPPART DNM: P. ADAMSON DSS: P. JOPPART DNM: P. ADAMSON, D. BOOTH DSS: P. JOPPART DNM: P. ADAMSON, M. BIRENHEIDE DSS: P. JOPPART DNM: P. ADAMSON DSS: P. JOPPART P. VRANJKOVIC Sasho Shterjov P. VRANJKOVIC Sasho Shterjov P. VRANJKOVIC Sasho Shterjov P. VRANJKOVIC Sasho Shterjov P. VRANJKOVIC Sasho Shterjov P. VRANJKOVIC Sasho Shterjov P. VRANJKOVIC Sasho Shterjov ATC02.2 DSR: B. BAKKER, S. DROZDOWSKI I. FEIJT Milan Jakimov Aleksandar Palcevski ATC02.5 DSR: B. BAKKER, S. DROZDOWSKI I. FEIJT Milan Jakimov Aleksandar Palcevski ATC02.6 DSR: B. BAKKER, S. DROZDOWSKI I. FEIJT Milan Jakimov Aleksandar Palcevski ATC02.7 DSR: B. BAKKER, S. DROZDOWSKI I. FEIJT Milan Jakimov Aleksandar Palcevski ATC07.1 DNM: B. PETRICEL L. DELL ORTO Milan Jakimov Aleksandar Palcevski ATC12 DNM: B. PETRICEL L. DELL ORTO Milan Jakimov Aleksandar Palcevski ATC15 DNM: B. PETRICEL L. DELL ORTO ATC16 DSR: J. LAW L. DELL ORTO ATC17 DNM: B. PETRICEL L. DELL ORTO COM09 DNM: B. GASZTYCH, J. POUZET O. ALFARO Dragoljub Patchev LSSIP Year 2012 FYROM Annexes - 1 Released Issue

66 ESSIP Objective EUROCONTROL Objective Owners EUROCONTROL LSSIP Advisor National Specialist(s) COM10 DNM: B. GASZTYCH, J. POUZET A. KOKONA Dragoljub Patchev COM11 DNM: B. GASZTYCH, J. POUZET A. KOKONA ENV01 DNM: P. ADAMSON, B. DAY DSS: S. MAHONY, A. WATT B. HILL Tome Velevski Nenad Konstantinovic Aleksandar Najdenovski ENV02 DSS: S. MAHONY, A. WATT B. HILL Tome Velevski Nenad Konstantinovic Aleksandar Najdenovski FCM01 DNM: J. KOOLEN O. CIOARA Branko Petrovic FCM03 DNM: G. MATEUCA O. CIOARA Branko Petrovic GEN01 DNM: A. LICU I. FEIJT Fahrudin Hamidi HUM01.1 DNM: M. DAMITZ B. HILL Irena Kalicanin HUM02.1 DNM: A. LICU B. HILL Irena Kalicanin HUM03.1 DNM: A. LICU B. HILL Irena Kalicanin INF04 DSR: P. BOSMAN, A. PETROVSKY A-P. FRANGOLHO Saso Bojcin Aleksandar Najdenovski ITY-ADQ DSR: P. BOSMAN DSS: M. UNTERREINER A-P. FRANGOLHO ITY-AGDL ITY-COTR ITY-FMTP ITY-SPI DNM: M. ADNAMS DSS: E. CERASI DNM: B. PETRICEL DSS: E. CERASI DNM: B. GASZTYCH, J. POUZET DSS: E. CERASI DNM: A. DESMOND-KENNEDY DSS: M. BORELY A. KOKONA Nenad Konstantinovic L. DELL ORTO Milan Jakimov Ruse Nikolovski O. ALFARO Dragoljub Patchev A-P. FRANGOLHO NAV03 DSR: F. PAVLICEVIC A. KOKONA Goran Bikovski Saso Bojcin NAV10 DSR: R. FARNWORTH, F. PAVLICEVIC A. KOKONA Goran Bikovski Saso Bojcin SAF04 DNM: A. LICU I. FEIJT Fahrudin Hamidi SAF05 DNM: A. LICU I. FEIJT Fahrudin Hamidi SAF10 DNM: A. LICU I. FEIJT Fahrudin Hamidi SRC-AUDI DSS: M. DEBOECK - Zoran Angelovski SRC-CHNG DSS: M. DEBOECK - Zoran Angelovski SRC-OVCA DSS: M. DEBOECK - Zoran Angelovski SRC-RLMK DSS: M. DEBOECK - Zoran Angelovski SRC-SLRD DSS: M. DEBOECK - Zoran Angelovski Part - Traffic and ATM Performance Area EUROCONTROL Manager EUROCONTROL LSSIP Advisor National Specialist(s) Traffic DNM: D. MARSH A-P. FRANGOLHO Nenad Konstantinovic En-route Capacity DNM: R. BUCUROIU S. VINCENT A-P. FRANGOLHO Airport Capacity DNM: M.C. MEYER A-P. FRANGOLHO P. VRANJKOVIC Nenad Konstantinovic Sasho Shterjov Cost-efficiency DSS: C. CAPART A-P. FRANGOLHO Dejan Zarapchiev LSSIP Year 2012 FYROM Annexes - 2 Released Issue

67 Annex B National Stakeholders Organisation Charts CAA Schematic Organisation LSSIP Year 2012 FYROM Annexes - 3 Released Issue