Year 2011 Level 1 EUROCONTROL

Transcription

1 Local Single Sky ImPlementation (LSSIP) THE FORMER UGOSLAV REPUBLIC OF MACEDONIA ear 2011 Level 1 EUROCONTROL

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5 DOCUMENT IDENTIFICATION SHEET Local Single Sky ImPlementation document for FROM Infocentre Reference: 12/01/20-16 Document Identifier Edition: ear 2011 LSSIP ear 2011 The Former ugoslav Republic of Macedonia Edition Date: 17/08/12 LSSIP Focal Point - Jasmin Malinkov Jasmin.Malinkov@mnavigation.mk M-NAV LSSIP Contact Person - Igor Marcetic / Octavian Cioara igor.marcetic@eurocontrol.int octavian.cioara@eurocontrol.int Unit DSS/EIPR Status Intended for 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)\ear 2011\Released issue\level1\lssip_ear2011_mk_level1_released.doc LINKS TO REFERENCE DOCUMENTS 1. LSSIP Guidance Material: 2. ESSIP Edition 2011: 3. ESSIP Report 2010: 4. STATFOR Forecasts: 5. Acronyms and abbreviations: 6. Single European Sky (SES): 7. European ATM Master Plan: 8. Previous LSSIP Documents: LSSIP ear 2011 FROM i Released Issue

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7 TABLE OF CONTENTS Executive Summary... iii Introduction... vii 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 - Single European Sky Annual Report Chapter 15 - Annual Report on the application of FUA Chapter 16 - En-route cost-efficiency Cost-efficiency KPI/PI and target/profile for National cost-efficiency PI and target for RP1 ( ) Chapter 17 - En-route Traffic and Capacity Evolution of traffic in the Former ugoslav Republic of Macedonia SKOPJE ACC Reference values of the breakdown of the European capacity/delay target Chapter 18 - Airport Traffic and Capacity Skopje Alexander the Great Airport ANNEXES LSSIP ear 2011 FROM ii Released Issue

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11 Executive Summary I - 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 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 II - Implementation of ESSIP Objectives The progress on the implementation of Objectives is generally satisfactory. The objectives which are currently late are expected to be implemented with the occasion of the procurement and deployment of a new ATM system which is expected to be gradually put into service, starting with LSSIP The former ugoslav Republic of Macedonia Implementation Completion dates Active ESSIP Objectives Ch AOM - Airspace Organisation and Management AOM20 Implement ATS Route Network (ARN) - Version 7 6 AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling 6 AOM19 Implement Advanced Airspace Management 6 AOP - Airport ATS AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level1 LWSK-Skopje 12 AOP01.2 Implement airside capacity enhancement method and best practices based on Eurocontrol capacity and efficiency implementation manual LWSK-Skopje 12 AOP08 Implement Airport Airside Capacity Planning Method LWSK-Skopje 12 AOP03 Improve runway safety by preventing runway incursions 12 AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2 LWSK-Skopje 12 AOP05 Implement Airport Collaborative Decision Making (CDM) LWSK-Skopje 12 AOP09 Implement Optimised Dependent Parallel Operations LWSK-Skopje 12 ATC - Air Traffic Control ATC07.1 Implement arrival management tools 7 ATC02.2 ATC02.5 ATC02.6 Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 Implement ground based safety nets - Area Proximity Warning - level 2 Implement ground based safety nets - Minimum Safe Altitude Warning - level LSSIP ear 2011 FROM iii Released Issue

12 LSSIP The former ugoslav Republic of Macedonia Implementation Completion dates Active ESSIP Objectives Ch ATC02.7 ATC12 Implement ground based safety nets - Approach Path Monitor - level 2 Implement automated support for conflict detection and conformance monitoring 7 7 ATC16 Implement ACAS II compliant with TCAS II change ATC15 COM - Communications COM06 COM09 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations Migrate to ATS-Qsig digital signalling for ground telephone applications 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 M 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 IT - Interoperability IT-FMTP Apply a common flight message transfer protocol (FMTP) 11.1 IT-AGDL Initial ATC air-ground data link services above FL IT- AGVCS Air-Ground voice channel spacing above FL IT-COTR Implementation of ground-ground automated co-ordination processes IT-ADQ Ensure quality of aeronautical data and aeronautical information NAV - Navigation 7 9 NAV03 Implementation of P-RNAV 11.2 NAV10 Implement APV procedures 11.2 SAF - Safety Management LSSIP ear 2011 FROM iv Released Issue

13 LSSIP The former ugoslav 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 SUR - Surveillance 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 SUR02 Implement Mode S elementary surveillance 11.4 SUR04 Implement Mode S enhanced surveillance 11.4 SUR05 Improve ground-based surveillance using ADS-B in Non Radar Airspace (NRA) 11.4 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 Harmonisation Objectives are not reflected in this table. LSSIP ear 2011 FROM v Released Issue

14 III - Implementation of SES legislation The Aviation Act (14/06) provides the legal basis for promulgation of by-laws in accordance with the SES regulations and common requirements. By provisions of Aviation Act, the Civil Aviation Agency has been nominated as National Supervisory Authority (NSA).The designation of Air Navigation Service Provider (ATSP, METP, AISP and CNSP) has been made by the provisions of the Aviation Act. A national regulation compliant with ESARR 1 requirements has been enacted in November 2007.The national regulation Requirements and Procedures for Air Navigation Service Provision has been enacted in This regulation fully encapsulates the requirements of Framework Regulation (EC) No 549/2004 and Service Provision Regulation (EC) No 550/2004 and most of requirements of Regulation (EC) No 2096/2005 laying down common requirements for the provision of air navigation services. The certification of M-NAV was done in March FUA level 1 is partially completed, by the joint civil-military process that addresses the applicable FUA strategic requirements. The Establishment of Civil-military Committee in accordance with the provision of the Aviation Act is done by the Governmental decision enacted in July 2011.ToR are defined in the national regulation for the airspace organisation and utilisation. User requirements are currently addressed at tactical level. With the transposition into national law of Commission Regulation 2150/2005, pre-tactical Airspace Management Level 2 co-ordination will be performed in conformity with EU law. An Airspace Management Cell is in place and will be established in accordance with the guidelines of Eurocontrol specification for application of the Flexible Use of Airspace (recognised as Community specification) and taking account of applicable operational requirements after the implementation of the national regulation. FUA level 3 is fully implemented, the Civil ATS units are responsible for managing the military and civil traffic. IV - Traffic and ATM Performance En-route Traffic and Capacity Traffic in Former ugoslav Republic of Macedonia decreased by 0.6% during the summer 2011 (May to October), when compared to summer Airport Traffic and Capacity Airport SKOPJE is NOT identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. Network Operations Plan Summer 2011) therefore no delay information is indicated. The Skopje Airport declared capacity figures are 12 movements per hour (6 arrivals and 6 departures). New terminal building has been built and started operations in September LSSIP ear 2011 FROM vi Released Issue

15 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 ear 2011 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 I 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 II Implementation of ESSIP Objectives (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 Part II. Note: This Part II 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 III Implementation of SES Legislation (Chapters 14 and 15), where the States are invited to fulfil their reporting obligations to the European Commission comprising the Annual Report on SES Implementation (Article 12 of Regulation (EC) No 549/2004) through Chapter 14, and the Annual Report on the Application of FUA (Article 8 of Regulation (EC) No 2150/2005) through Chapter 15. This Part III, being a State s responsibility, is signed by the Ministry of Transports, or by the authority the Ministry delegates this task to. Part IV Traffic and ATM Performance (Chapters 16 to 18), 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 ear 2011 FROM vii Released Issue

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17 LSSIP ear 2011 PART I - STATE CONTEXT LSSIP ear 2011 FROM Released Issue

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19 Chapter 1 - National Stakeholders Annual Report published: Annual working and development programme and yearly financial plan of the Civil Aviation Agency of the Republic of Macedonia for 2011 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 LSSIP ear 2011 FROM Part I - Chapter 1-1 Released Issue

20 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 Ministry of Finance / CAA in charge for the regulation preparation process, the Government for the regulation promulgation Environment Ministry of environment and physical planning Security CAA Aviation Act The National Supervisory Authority, as per SES Service Provision Regulation is described in Chapter 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 nominated 3 members of CAA s Management Board. The CAA Director shall be appointed by the CAA Management Board. Web-site- For SES and NSA matters, see Chapter 14. Annual Report published: Annual working and development programme and yearly financial plan of the Civil Aviation Agency of the Republic of Macedonia for 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. LSSIP ear 2011 FROM Part I - Chapter 1-2 Released Issue

21 Name of the ANSP: M-NAV Governance: Joint Stock Company Ownership: 100 % State owned Services provided /N Comment ATC en-route Skopje ACC ATC approach Skopje APP/ Ohrid APP ATC Airport(s) Skopje TWR/Ohrid TWR AIS 2 airports plus en-route CNS All ATM infrastructure is property of M-NAV MET 2 airports plus en-route ATCO training 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. Apparently 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 is in Chapter 15. LSSIP ear 2011 FROM Part I - Chapter 1-3 Released Issue

22 1.3.1 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: N N N N 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: 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 LSSIP ear 2011 FROM Part I - Chapter 1-4 Released Issue

23 1.3.3 User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Within specific corridors only Within the regular (GAT) national route network Under radar control 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 Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF CNS exemptions: RVSM 8.33 Mode S N/A ACAS 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 ear 2011 are: - the main national airport of the State (LSSIP Part II and IV); or - the airports identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. Network Operations Plan Summer 2011, Chapter 10, Airports Plans, ATFCM) (LSSIP Part IV); or - the airports with more than 150,000 commercial air transport movement in 2010 (LSSIP Part IV); or - the Airports contained in Table 8 of Part 4, Annex B of the ESSIP Plan Edition 2011 (LSSIP Part II). On the basis of the criteria above, the LSSIP for Macedonia focuses on 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 LSSIP ear 2011 FROM Part I - Chapter 1-5 Released Issue

24 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. 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 ear 2011 FROM Part I - Chapter 1-6 Released Issue

25 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 ES 1997 EUROCONTROL ES 1998 European Union No European Common Aviation Area ES 2006 EASA No ICAO ES 1993 JAA ES 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 FL245. The following map shows the geographical situation of the Macedonian airspace LSSIP ear 2011 FROM Part I - Chapter 2-1 Released Issue

26 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 2010/2011, 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 2011 encompassed three vertical sectors, divided as follows: From GND to Three-sector configuration is supported by the ATM system and VHF/VCS system. LSSIP ear 2011 FROM Part I - Chapter 2-2 Released Issue

27 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 Lo w e r CTA LW R bynotam GND c c AW 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 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 FL Airspace class G applied with lateral limits of Skopje FIR with exemption of CTRs from GND till 1000 AGL Metric system is not used, only imperial system is available in accordance with national regulations. LSSIP ear 2011 FROM Part I - Chapter 2-3 Released Issue

28 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 2012 New ATM system OCD and technical specification has been prepared ATC02.2 ATC02.5 ATC02.6 ATC12 IT-FMTP IT-AGDL IT-COTR Capacity and safety improvement By the end of 2012 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 2012 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 2012 Implementation of ARTAS based SDPS and adaptation of existing ATM system (ARTAS gateway) OCD and technical specification has been prepared FCM01 SUR03 Safety improvement End of 2012 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 IT-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 to the operational ATM system Upgrade of MONA and ATC tools 1 Capacity, safety, cost-efficiency and environment as defined in Recital 2 of Regulation (EU) No 691/2010. LSSIP ear 2011 FROM Part I - Chapter 3-1 Released Issue

29 Schedule Description Scope Status Link with ESSIP Obj. Conflict Probe implementation Expected Contribution to the Key Performance Areas 1 End of 2012 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 2013 Procurement of new DME to facilitate RNAV operations in Skopje TMA 2011 MFC link with Tirana ACC has been implemented, pending the LoA amendment and a completion of Safety Case 2011 Procurement and installation of a new VCS (VoIP) for Skopje ACC/APP/TWR units has been done. The existing back-up VCS will continue to act as a PABX switch. 2011/2012 Procurement of additional METEO equipment as New AWOS/VOLMET/ATIS equipment for Skopje Airport New AWOS/ATIS equipment for Ohrid Airport 2011 M-NAV full implementation of ISO MET/AIS ISO certification is has been done in 2011 OCD and technical specification has been prepared Call for Tender to be prepared Cost efficiency improvement NAV03 Capacity and safety improvement LoA/Safety Case Capacity and safety improvement Call for Tender to be prepared Cost efficiency Part of the certification process EXC APS-RAD rating trainings Call for Tender is planned to be launched in TWR refresher course Call for Tender is planned to be launched in ACC refresher course related to the implementation of 5 NM separation 2012 Production of a co-ordinated and integrated HR Policy review and establishment of a documented Staff Policy strategy planned for Manpower planning tools and data as input for Staff Plan, planned for 2012 Call for Tender is planned to be launched in 2012 HUM01.1 HUM04 HUM01.1 HUM04 HUM01.1 HUM04 LAMPS for ATCO HUM Automated shift rostering tool, planned for 2012 HUM01.1 Safety improvement LSSIP ear 2011 FROM Part I - Chapter 3-2 Released Issue

30 Chapter 4 - Regional Co-ordination and Projects For information on FABs, see Chapter 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 paragraph 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 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. 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. In a meeting on 28 February 2006 in Brussels the Director-Generals of the DGCAs of the participating States: Albania, Bosnia & Herzegovina, Bulgaria, Croatia, Romania, Serbia & Montenegro, Macedonia and UNMIK marked the end of the Study Phase and gave the green light for the Definition Phase. The SEE FABA Governing Body at its 2nd meeting on 19 June 2007 took note of the current situation presented by the Chairman of the Management Committee and decided to set up a Task Force at decision maker level in order to introduce improvements for the scope and objectives of the SEE FABA Definition phase. The SEE FABA High Level Task Force has been established with the purpose to review the progress made so far and to accelerate the momentum of the initiative so as to achieve short-term and medium-term developments. 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). The ISIS support programme emerges from the previous SEE FABA initiative that has been stopped accordingly. ISIS has been launched by all the States and organisations involved in this geographical area 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. Compared to the LSSIP ear 2011 FROM Part I - Chapter 4-1 Released Issue

31 SEE FABA initiative, the ISIS Programme is not aiming to establish Functional Airspace Blocks (FAB) in the Region, but will rather provide the support to help the transposition of SES regulations into national law. As such, ISIS intends to provide national staff in charge of air traffic management with the adequate knowledge and understanding of the SES legislation and will also 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 and should not be subject to funding through ISIS. In consequence, the Agreement will lead to equally high standards in terms of safety and security across Europe, the ISIS States having accepted the EU legislation in the area of air traffic management. ISIS will also help the regional Members of the European Aviation Common Area (ECAA) to comply with their obligations in the field of air traffic management. The participants have already agreed to conduct ISIS in a step approach and have decided to prioritise four projects out of nine proposed, to be launched as soon as possible: support to transposition of SES legislation capacity building of National Supervisory Authorities (NSA) establishment of training and licensing legislation Just Culture. Appropriate arrangements shall be concluded with international organisations like ICAO, EUROCONTROL, NATO, as well as with several EU States through twinning arrangements, in order to assist the European Commission to conduct the Programme by providing the necessary expertise. All relevant civil and military stakeholders shall be associated to the ISIS Programme, and in particular social partners, airspace users, air navigation service providers. It is also foreseen at a later stage to ensure appropriate interface with adjacent initiatives. 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 are planned for the forthcoming period as: Training on certification issues; Delivery of draft NSA handbook; NDA handbook on-job training; Workshop on ATM safety and performances; 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 ear 2011 FROM Part I - Chapter 4-2 Released Issue

32

33 LSSIP ear 2011 PART II - IMPLEMENTATION OF ESSIP OBJECTIVES LSSIP ear 2011 FROM Released Issue

34 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) 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: SES and SESAR ECIP Completed No Plan ECAC Pan-European Partially Completed EU+ Planned Missing Data Multi-N Multi-National Late Harmonisation APT Airport related LSSIP ear 2011 FROM Released Issue

35 Chapter 5 - ATM Safety GEN01 Implement European ANS contingency measures for Safety Critical Modes of Operation (By:12/2008 / Active) Missing Data No updated information has been put in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition 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 to be prepared by 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. 02/2011 REG (By: ) 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 Missing Data 02/2011 ASP (By: ) 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 to be prepared by February Missing Data 02/2011 MIL (By: ) 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. SAF04 Implement measures to reduce the risk of level bust occurrences (By:01/2008 / Active) No updated information has been inserted in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition The establishment of level bust reporting system has been done in The adaptation of continuation / refresher training plans for addressing the level bust issues is planned for 2008.The verification of implementation of applicable measures for the reduction of level bust occurrences is scheduled for Partially Completed 06/2011 REG (By: ) The verification of implementation of applicable measures for the reduction of Missing Data level bust occurrences is scheduled for /2011 ASP (By: ) 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 MIL (By: ) 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) No updated information has been inserted in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition Partially Completed MNAV intend to implement the local action in coordination with COM and training department 2010/ /2011 REG (By: ) CAA to notify the airspace users and MNAV concerning the necessity of Late prevention of airground communication safety occurrences. 06/2011 ASP (By: ) Major recommendations contained in the European action plan are implemented. Some outstanding issues like PLOC procedures to be prepared in 2010/2011. Partially Completed 06/2011 LSSIP ear 2011 FROM Part II - Chapter 5-1 Released Issue

36 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 intend to promulgate a Local Action Plan concerning the reduction of Airspace infringement risk in The verification and monitoring of implementation is planned for REG (By: ) CAA intend to promulgate a Local Action Plan concerning the reduction of Airspace infringement risk in The verification and monitoring of implementation is planned for Late Late 12/ /2012 ASP (By: ) Some initial steps have been undertaken, the remaining actions to be Late implemented in /2012 MIL (By: ) SRC-AUDI Implementation of Safety Regulatory Auditing by National Supervisory Authorities (NSA) (By: / Active) Completed The first safety audit was conducted during MNAVs certification in February REG (By: ) See State comment. Completed MIL (By: ) SRC-CHNG Implementation of Safety Oversight of Changes to ATM by National Supervisory Authorities (NSA) (By: / Active) The process of NSA review of safety argument/cases prepared by MNAV has been established. The implementation of this process was done in Completed REG (By: ) See State comment Completed MIL (By: ) SRC-OVCA Implementation of ATM Safety Oversight Capabilities by NSAs (By: / Active) Completed The Aviation Act provides a legal framework for ESARR 1 implementation. The NSA is entrusted with the safety oversight function. ESARR 1 requirements are covered by provisions of regulation which defines the mode, rules and specific requirements concerning the ATM safety oversight. This regulation was published on 27 November NSA is provided with sufficient resources to carry out the safety oversight function of the ATM services. REG (By: ) See State comments. Completed MIL (By: ) LSSIP ear 2011 FROM Part II - Chapter 5-2 Released Issue

37 SRC-RLMK Implement the EUROCONTROL Safety Regulatory Requirements (ESARRs) (By: / Active) No updated information has been inserted in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition All ESARR requirements have been enacted by the provisions of relevant national regulation. The national regulation concerning the ESARR 6 requirements is planned for The necessity of safety regulation concerning FCM and ASM will be reviewed in the forthcoming period. Late 12/2010 REG (By: ) See State comments Late 12/2010 MIL (By: ) SRC-SLRD Safety Levels and Resolution of Deficiencies (By: / Active) Late No updated information has been inserted in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition CAA plans to establish the ATM safety indicators in 2010 and monitor the Safety performances according to the agreed methodology. The Modified Annex 1 of ECAA agreement provides a legal base for promulgation of EC regulations/directives. The national regulatory framework for the ATM reporting and investigation system compliant with EC regulations/directives was established in /2011 REG (By: ) See State comments Late 06/2011 MIL (By: ) LSSIP ear 2011 FROM Part II - Chapter 5-3 Released Issue

38 Chapter 6 - Airspace Organisation and Management AOM13.1 Harmonize Operational Air Traffic (OAT) and General Air Traffic (GAT) handling (By:12/2015 / Active) MNAV is responsible to handle civil and military traffic. The GAT rules and procedures are applied to GAT/OAT interface. REG (By: ) ASP (By: ) MIL (By: ) Partially 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 Partially Completed 12/ /2012 AOM19 Implement Advanced Airspace Management (By:12/2015 / Active) No Plan 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: ) All SLOAs are consider as not applicable No Plan MIL (By: ) Very low level of military flights in zones outside main route for GAT traffic, all No Plan SLOAs are considered not applicable. AOM20 Implement ATS Route Network (ARN) - Version 7 (By:10/2013 / Active) Partially Completed 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 ASP (By: ) MNAV has completed one part of the changes in 02/2012.The rest of the Partially Completed changes will be done according to ARN V7 plan until 10/ /2013 MIL (By: ) LSSIP ear 2011 FROM Part II - Chapter 6-1 Released Issue

39 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. REG (By: ) The NSA only approves the general requirements for service provision, the Aviation Act does not provide a legal basis for regulation of ATC function and tools like STCA. ASP (By: ) STCA function has been implemented by all ATS units that provide radar service. Completed The ATCO training on STCA is done in MIL (By: ) 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. ATC02.5 Implement ground based safety nets - Area Proximity Warning - level 2 (By:12/2013 / Active) 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 is planned for the end of REG (By: ) The NSA only approves the general requirements for service provision, the Aviation Act does not provide a legal basis for regulation of ATC function and tools like APW. Partially Completed 12/2012 ASP (By: ) APW function has been implemented by all ATS units that provide radar service. Partially Completed The ATCO training on APW is planned for /2012 MIL (By: ) 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:12/2013 / Active) Partially 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 is planned for the refresher course by the end of 06/2012. REG (By: ) The NSA only approves the general requirements for service provision, the Aviation Act does not provide a legal basis for regulation of ATC function and tools like MSAW. 06/2012 ASP (By: ) MSAW function has been implemented by all ATS units that provide radar Partially Completed service. The ATCO training on MSAW is planned for 06/ /2012 MIL (By: ) 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 ear 2011 FROM Part II - Chapter 7-1 Released Issue

40 ATC02.7 Implement ground based safety nets - Approach Path Monitor - level 2 (By:12/2013 / Active) Partially Completed This function is already implemented at the Ohrid TWR unit. 12/2013 REG (By: ) The NSA only approves the general requirements for service provision, the Aviation Act does not provide a legal basis for regulation of ATC function and tools like APM. ASP (By: ) This function is already implemented at the Ohrid TWR unit. The implementation plans for Skopje APP/TWR unit to be reviewed considering the forecasted traffic at Skopje airport and costeffectiveness of APM implementation. Partially Completed 12/2013 MIL (By: ) 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. ATC07.1 Implement arrival management tools (By:12/2010 / Active) (Outside Applicability Area) State is outside the objective applicability area. ASP (By: ) The initial arrival manager is implemented; the AMAN implementation is not planned. ATC12 Implement automated support for conflict detection and conformance monitoring (By:01/2015 / Active) Partially Completed MTCD/MONA are in operational use since Jan /2013 REG (By: ) The NSA only approves the general requirements for service provision, the Aviation Act does not provide a legal basis for regulation of ATC function and tools like MTCD 12/2011 ASP (By: ) MTCD/MONA are in operational use since Jan MTCD/MONA advanced Partially Completed training and review of operational manual to be done by the end of /2013 ATC15 Implement, in En-Route operations, information exchange mechanisms, tools and procedures in support of Basic AMAN operations (By:01/2017 / Active) No Plan REG (By: ) No Plan ASP (By: ) No Plan ATC16 Implement ACAS II compliant with TCAS II change 7.1 (By:12/2015 / Active) Planned 01/2015 REG (By: ) Planned 01/2015 ASP (By: ) 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 Late 12/2012 MIL (By: ) LSSIP ear 2011 FROM Part II - Chapter 7-2 Released Issue

41 IT-COTR Implementation of ground-ground automated co-ordination processes (By: / 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: ) The Safety assessment has been approved. Completed ASP (By: ) 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: ) 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 ear 2011 FROM Part II - Chapter 7-3 Released Issue

42 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 are planned for /2013 ASP (By: ) MNAV decided to procure a new ATM system which is required for ARTAS implementation and FDPS upgrade. The latest MNAV planning reveals that the most likely date for contract signature would be the end of 2010 and the finalisation of implementation by the end of Late 12/2013 MIL (By: ) 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:12/2010 / Active) Late A new ATM system is required for completion of this objective, which is planned for /2013 ASP (By: ) MNAV decided to abandon the concept of the upgrade of existing ATM system (FDPS) at Skopje ACC/APP. IT has been decided that a new ATM system will be procured. The latest MNAV planning reveals that the most likely date for contract signature would be the end of 2010 and the finalisation of implementation by the end of Late 12/2013 MIL (By: ) 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 ear 2011 FROM Part II - Chapter 8-1 Released Issue

43 Chapter 9 - Aeronautical Information Management INF04 Implement integrated briefing (By:12/2007 / Active) No Plan The colocated integrated briefing has been already implemented. No plans have been developed for further integration. ASP (By: ) MIL (By: ) The colocated integrated briefing has been already implemented. No plans have No Plan 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) IT-ADQ Ensure quality of aeronautical data and aeronautical information (By: / Active) The Regulation is not part of the ECAA agreement and has not been transposed yet into the national legislation No Plan REG (By: ) No Plan ASP (By: ) No Plan MIL (By: ) No Plan APO (By: ) No Plan LSSIP ear 2011 FROM Part II - Chapter 9-1 Released Issue

44 Chapter 10 - Human Resources Management and Human Factors HUM01.1 Ensure timely availability of ATCOs (By:12/2012 / Active) Partially Completed 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 /2012 ASP (By: ) See State comment Planned 12/2012 MIL (By: ) 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 ASP (By: ) MNAV plans to implement the Team Resource Management/ Critical Incident Late Stress Management/Human Error Management concepts. 12/2013 MIL (By: ) HUM03.1 Integrate Human Factors into the lifecycle of ATM systems (By:12/2012 / Active) Planned MNAV is planning to implement the required actions during the design and specification phase of MANSUP II. 12/2012 ASP (By: ) MNAV is planning to implement the required actions during the design and Planned specification phase of MANSUP II. 12/2012 MIL (By: ) 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 ear 2011 FROM Part II - Chapter 10-1 Released Issue

45 Chapter 11 - CNS 11.1 Communications COM06 Migrate to ATS-Qsig digital signalling for ground telephone applications (By:12/2008 / Active) (Outside Applicability Area) No Plan This objective is not planned anymore. Note that the objective will be removed from the ESSIP Plan Edition 2012 ASP (By: ) This objective is not planned anymore. No Plan MIL (By: ) COM09 Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP) (By:12/2011 / Active) Late The new FDPS will support the OLDI data exchanged over TCP/IP V6. 12/2013 REG (By: ) All regulatory actions have been completed in Completed ASP (By: ) 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 12/2013 MIL (By: ) 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) Partially Completed 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 ASP (By: ) MNAV has implemented the EUROCONTROL Communication Gateway (ECG), which replaced the previous AFTN system. The extended AMHS will be put in operation Partially Completed 12/2014 MIL (By: ) 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: ) Planned 12/2013 ASP (By: ) Planned with the new ATM system in Planned 12/2013 MIL (By: ) 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 ear 2011 FROM Part II - Chapter 11-1 Released Issue

46 IT-AGDL Initial ATC air-ground data link services above FL-285 (By: / Active) Planned The data link airground, groundground infrastructure capabilities and ATM system upgrades are planned for /2014 REG (By: ) CAA to approve the operational deployment of data link services by MNAV. Planned 12/2014 ASP (By: ) The data link airground, groundground infrastructure capabilities and ATM Planned system upgrades are planned for /2014 MIL (By:-) State transport fleet is not flying above FL 285. IT-AGVCS Air-Ground voice channel spacing above FL-195 (By: / Active) Completed The identified TOP upper frequency was converted to 8.33 frequency. UHF frequency has been provided for the handing of aircraft nonequipped with 8.33 radios. REG (By: ) All required regulatory actions have been completed Completed ASP (By: ) The identified TOP upper frequency was converted to 8.33 frequency. UHF frequency has been provided for the handing of aircraft nonequipped with 8.33 radios. Completed MIL (By: ) All helicopters ( flying above FL 195) have been equipped in 8.33 radio sets. Completed IT-FMTP Apply a common flight message transfer protocol (FMTP) (By: / Active) Planned The new FDPS planned will support the OLDI data exchanged over TCP/IP V6. 12/2013 REG (By: ) NSA intends to verify the FMTP implementation by MNAV in Planned 12/2013 ASP (By: ) 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. Planned 12/2013 MIL (By: ) 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 Navigation NAV03 Implementation of P-RNAV (By:12/2010 / Active) Late Implementation of PRNAV procedures within Skopje TMA is foreseen for the end of /2013 REG (By: ) The relevant regulation in respect of JAA TGL 9/10 to be promulgated in Late 12/2013 ASP (By: ) Implementation of PRNAV procedures within Skopje TMA is foreseen for the Late end of /2012 MIL (By: ) LSSIP ear 2011 FROM Part II - Chapter 11-2 Released Issue

47 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: ) The relevant regulation in respect of JAA TGL 9/10 to be promulgated in Late 12/2013 ASP (By: ) APV/Baro procedures for Skopje TMA are planned to be implemented in Planned 12/2014 MIL (By: ) Military fleet will not use APV/Baro procedures and the equipage of military aircraft with system for APV/Baro is not required Surveillance SUR02 Implement Mode S elementary surveillance (By:03/2007 / Active) (Outside Applicability Area) No updated information has been inserted in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition State is outside the objective applicability area. REG (By: ) There are no plans to start with the ModeS operations ASP (By: ) MNAV plans to procure a sensor with the enhanced ModeS capability as well as to upgrade the Ohrid TMA MSSR to the enhanced ModeS. It is planned to procure a new ATM system in order to utilise the elementary Mode S capabilities. There are no plans for the implementation of Elementary ModeS surveillance procedures. MIL (By: ) As the State is not within the objective applicability area, the installation/retrofit of Mode S transponders has not been yet considered. SUR04 Implement Mode S enhanced surveillance (By:03/2007 / Active) (Outside Applicability Area) No updated information has been inserted in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition State is outside the objective applicability area. REG (By: ) There are no plans to start with the ModeS operations ASP (By: ) MNAV plans to procure a sensor with the enhanced ModeS capability as well as to upgrade the Ohrid TMA MSSR to the enhanced ModeS. It is planned to procure a new ATM system in order to utilise enhanced Mode S capabilities. There are no plans for the implementation of Elementary ModeS surveillance procedures. MIL (By: ) As the State is not within the objective applicability area, the installation/retrofit of Mode S transponders has not been yet considered. SUR05 Improve ground-based surveillance using ADS-B in Non Radar Airspace (NRA) (By:12/2011 / Active) (Outside Applicability Area) LSSIP ear 2011 FROM Part II - Chapter 11-3 Released Issue

48 No updated information has been inserted in this LSSIP Ed 2011, as the objective will be removed from the ESSIP Plan Edition State is outside the objective applicability area. REG (By: ) The approval of operational use of ADSB is not planned within the time horizon of this LSSIP edition. ASP (By: ) The procurement of ADSB and multilateration ground infrastructure is planned for Currently, there are no plans to start with ADSB operations and train ATCO for ADSB licenses. MIL (By: ) LSSIP ear 2011 FROM Part II - Chapter 11-4 Released Issue

49 Chapter 12 - Airport ATS AOP03 Improve runway safety by preventing runway incursions (By:12/2013 / Active) Partially Completed 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: ) All local actions have been completed. Completed ASP (By: ) The outstanding items regarding the completion of this objective by MNAV is a Partially Completed provision of electronic AIP in XML format, planned for the end of /2013 MIL (By: ) All applicable local actions have been completed. Completed APO (By: ) 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:12/2011 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. ASP (By: ) APO (By: ) LSSIP ear 2011 FROM Part II - Chapter 12-1 Released Issue

50 AOP04.1 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level1 (By:12/2010 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. REG (By: ) ASP (By: ) MIL (By: ) APO (By: ) AOP04.2 Implement Advanced Surface Movement Guidance and Control System (A- SMGCS) Level 2 (By:12/2013 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. REG (By: ) ASP (By: ) APO (By: ) AOP05 Implement Airport Collaborative Decision Making (CDM) (By:01/2013 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. ASP (By: ) MIL (By: ) APO (By: ) LSSIP ear 2011 FROM Part II - Chapter 12-2 Released Issue

51 AOP08 Implement Airport Airside Capacity Planning Method (By:12/2011 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. ASP (By: ) MIL (By: ) APO (By: ) 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: ) LWSK is an airport with a single runway. ASP (By: ) LWSK is an airport with a single runway. LSSIP ear 2011 FROM Part II - Chapter 12-3 Released Issue

52 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. ASP (By: ) APO (By: ) ENV02 Implement Collaborative Environmental Management (CEM) at Airports (By:12/2013 / Active) LWSK - Skopje (Outside Applicability Area) Macedonia is not part of the objective applicability area. ASP (By: ) MIL (By: ) APO (By: ) LSSIP ear 2011 FROM Part II - Chapter 13-1 Released Issue

53 LSSIP ear 2011 PART III - IMPLEMENTATION OF SES LEGISLATION LSSIP ear 2011 FROM Released Issue

54

55 The participation of the Republic of Macedonia in the SES initiative of the European Union is based on ECAA Agreement with the European Communities. Pursuant to Article 12.1 of Regulation (EC) No 549/2004 Part III-Chapter 14 of MK LSSIP ear 2011 fulfils the Republic of Macedonia's obligation to report to the European Commission on SES legislation implementation for the period from 1 st January 2011 till 31 st December This report is collected by EUROCONTROL on behalf of the European Commission pursuant to a request by the European Commission, For the Republic of Macedonia, Name, title Date 26 March 2012

56

57 Chapter 14 - Single European Sky Annual Report 14.1 NSA NSA Establishment & Responsibilities One NSA has been established and/or nominated in the Republic of Macedonia, as follows: [Reg. (EC) 550/2004] Name of the NSA: Legal Basis: Separation from ANSP: Relationship with State Civil Aviation Regulator (CAA/DGCA): Areas of Responsibility [Reg. (EC) 550/2004, Art. 2(1)] Civil Aviation Agency (CAA) Aviation Act and national regulation transposing the ESARR 1 requirements; Institutional CAA is nominated as NSA CIV MIL Additional Information Other Areas of Responsibility ATS N/A CNS N/A AIS N/A AFIS N/A MET N/A CIV MIL Additional Information Notified to EC/EASA Date of correspondence ATCO Licensing [Reg. (EU) No 805/2011f] N/A Licencing unit within the CAA Remark: This Regulation is not part of the Annex I of the ECAA Agreement Dd/mm/yyyy Engineering & Tech. Staff [Reg. (EC) 2096/2005, Art. 8] N/A Air Navigation Unit within the CAA SES Annual Report 2009 Access ANSPs accounts [Reg. (EC) 2096/2005, Annex I] N/A Economic oversight Unit within the CAA SES Annual Report 2009 Interoperability [Reg. (EC) 552/2004] N/A Air Navigation Unit within the CAA SES Annual Report 2009 Performance [Reg. (EU) 691/2010, Art. 4(3)] N/A Air Navigation Unit within the CAA Remark: This Regulation is not part of the Annex I of the ECAA Agreement SES Annual Report 2010 Changes since previous AR: See above additional information. The table below shows the list of Qualified Entities in the Republic of Macedonia: Name: Period of validity of the recognition [Reg. (EC) 550/2004, Annex I] From: To: None - - Has any NSA delegated any inspections & surveys to Qualified Entities (QEs) during this reporting period? If es, indicate below the tasks delegated: [Reg. (EC) 550/2004; Art.3 ] N <Tasks delegated by the NSA.> If a QE was delegated to carry out safety regulatory audits, the NSA: [Reg. (EC) 1315/2007, Art.10.1] [Reg. (EC) 1315/2007, Art.10.1] Has applied the additional criteria as per Art. 10.1? N/A [Reg. (EC) 1315/2007, Art.10.3] Maintains record of the appointments? N/A < If, provide details of records of the appointments.> LSSIP ear 2011 Macedonia Part III - Chapter 14-2 Released Issue

58 NSA Resources [Reg. (EC) 549/2004, Art. 4; Reg. (EC) 550/2004, Art. 2; Reg. (EC) 1315/2007, Art. 9 &11; Reg. (EU) No 805/2011f, Chapter V; Reg. (EC) 2096/2005, Art. 8 & Annex II, Part 3(3); Reg. (EU) 691/2010, Art. 4] The table below indicates the number of FTE (Full-time equivalent personnel) used by the NSA(s) to fulfil its tasks in 2011 (NSA s own personnel + seconded or subcontracted personnel from other organisations excluding Qualified Entities). If convenient, the figures for seconded/ subcontracted personnel can be indicated in man/days or man/months (if different from FTE, specify the measurement unit). Name of the NSA: NSA Tasks with respect to: Civil Aviation Agency (CAA) NSA Headquarters Certification and Ongoing Compliance: 4 1 ATCO licensing, ratings and rating endorsements & Certification of training provider(s) and material: Supervision of engineering and technical personnel: 1 Safety Oversight in ATM: Interoperability: 1 Performance: 2 Administrative staff (management + support): 1 Others: Total: 11 3 Seconded or Subcontracted Regional Offices (if applicable) Number of qualified safety auditors/inspectors (as per the requirements of the safety oversight Regulation): [Reg. (EC) 1315/2007, Art. 11(3)(c)] Has the NSA established specific qualification criteria for safety auditors/inspectors? If es, provide brief information on the specific qualification criteria for safety auditors/ inspectors (education, training, experience, etc.) and the relevant references [Reg. (EC) 1315/2007, Art. 11(3)(c)] The qualification criteria for safety inspectors are defined in the national regulation (ARC 6.1) compliant with ESARR 1 requirements and CAA scheme of service. The qualification criteria include minimum 5 years working experience, active/passive licence, university background or equivalent professional experience, completion of training courses (ESARR training, Safety regulatory audits and NSA training courses). New national regulation transposing EU Regulation 1315/2007 is planned for July Has the NSA conducted an assessment of its human resources with regards to: - Safety oversight [Reg. (EC) 1315/2007, Art. 11(2)] - Other NSA tasks [Reg. (EC) 549/2004, Art. 4(4)] The assessment of required staffing level has been completed. The existing NSA staffing level was published in CAA annual report for 2010, available on CAA web site. If es, please specify measures/plans by the State to ensure that the NSA has the necessary capability required for the oversight of all organisations operating under their supervision? [Reg. (EC) 549/2004, Art. 4(4); Reg. (EC) 1315/2007, Art. 11(2)] The CAA training programme including the training plan has been prepared. This training programme is coordinated with the ISIS training programme and includes the IANS training modules. No NSA staff recruitments are planned for 2012, while the outsourcing staff will continue to be engaged. Specify: a) The number of additional FTEs required by the NSA: 5; b) Whether a recruitment plan has been produced by the NSA according to the results of the HR assessment and submitted to the relevant authority (e.g. MoT): No c) If a recruitment plan has been submitted, specify the status of the plan (e.g. approved and ongoing, waiting for authority approval, rejected by authority and reasons why): - d) Any other additional measure taken to alleviate the resource shortage (e.g. secondment, subcontracting, etc.): - Additional information: Due to lack of financial fundings allocated to NSA no staff will be recruited in 2012 LSSIP ear 2011 Macedonia Part III - Chapter 14-3 Released Issue

59 14.2 ANSP Certification, Designation & Cross-Border ATS Provision Certification [Reg. (EC) 550/2004, Art. 7; Reg. (EC) 2096/2005, Art. 3 & 4)] All ANSPs certified by the State s NSAs as reported in the previous reporting period are listed at the following address: No change to report since the previous reporting period> Additional Information None Designation [Reg. (EC) 550/2004, Art. 8 & 9] The status of designation of ATS and MET Providers by the Republic of Macedonia, including providers certified in another State, can be accessed at the following address: No change to report since the previous reporting period Additional Information Designation process is in progress Arrangements for Cross-Border provision of Air Traffic Services The Republic of Macedonia does not provide ATS services to other states nor has delegated the provision of ATS services of any part of its airspace Ongoing Compliance year 2011 [Reg. (EC) 2096/2005; Art. 7] Name of the NSA: Civil Aviation Agency The NSA has established an annual Inspection Programme, containing also the programme for safety regulatory audits (as per Art. 7 of Regulation (EC) Nº 2096/2005): If N, explain the situation The annual Inspection Programme: a) covers all providers certified by the NSAs b) is based on an assessment of the risks associated to the different operations constituting the provided services NSA uses diferet types of check lists accordin to the Programme. The NSA consulted all the ANSPs it has certified before establishing the annual Inspection Programme NSA has conducted series of meetings with the ANSP. Where necessary the NSA consulted other NSAs concerned before establishing the Inspection Programme NSA of Slovenia, Bulgaria and Kosovo. Which ANSPs were checked for ongoing compliance and for what Common Requirements (Add as many rows as necessary) M-NAV Operations manual In particular with respect to the requirement on Security, has the NSA verified that as per Annex I, Article 4 the security management system of the ANSPs: a) ensures the security of facilities and personnel b) ensures the security of operational data c) defines the procedures for risk assessment and mitigation, monitoring, reviews and lesson dissemination d) defines the means to detect breaches and to send alerts LSSIP ear 2011 Macedonia Part III - Chapter 14-4 Released Issue

60 e) defines the means to contain effects of breaches, to identify corrective actions and mitigation procedures and to prevent re-occurrence If N, to any of the questions above please, specify the measures/plans taken to ensure compliance. Has the NSA verified that the ANSPs have ensured the security clearance of its personnel? Has the NSA identified any non-compliances of the ANSPs with the requirement for the implementation and management of a security management system? If, please specify the measures taken to ensure compliance: i.e. has there been a corrective plan agreed? N N 14.4 Safety Requirements Safety Oversight [Reg. (EC) 1315/2007] The information provided in this section does not cover comprehensively the safety oversight Regulation as some of the requirements are covered by ESSIP Objectives SRC-AUDI, CHNG, OVCA and SLRD, and also by relevant information reported in Part I of the LSSIP document. The information reported in this section is considered complemented through the above mentioned information Processes, procedures and documentation Name of the NSA: Civil Aviation Agency Has the NSA established a process to verify: [Art. 5(1), 5(2)] Compliance with applicable safety regulatory requirements prior to the issue or renewal of the ANSPs certificates (including compliance with safety-related conditions attached to the certificate) Compliance with any safety-related obligations in the designation act Ongoing compliance of the ANSPs Implementation of safety directives Implementation of safety objectives, safety requirements and other safety-related conditions identified in: - EC declarations of verification of systems - EC declaration of conformity or suitability for use of constituents of systems - Risk assessment and mitigation procedures required by safety regulatory requirements applicable to ANS, ATFM and ASM The requirements concerning the Safety Oversight of ATFM/ASM to be considered after the assessment of operational needs. The process established for verification of compliance with safety regulatory requirements: [Art. 5(2)] is based on documented procedures provides the organisation concerned with an indication of the results of the safety oversight activity is based on safety regulatory audits and reviews conducted in accordance with Article 6, 8 and 9 of Regulation (EC) No 1315/2007 provides to the NSA the evidence needed to support further action, including measures foreseen by Article 9 of Reg. (EC) No 549/2004 and by Article 7(7) of Reg. (EC) No 550/2004 in situations where safety regulatory requirements are not being complied with The Safety oversight arrangements of ANS are defined in the Safety Oversight manual. The requirements concerning the Safety Oversight of ATFM/ASM to be considered after the assessment of operational needs, presumably by the end of Does this established process refer to the specific verification of: ANS ATFM ASM N N The requirements concerning the Safety Oversight of ATFM/ASM to be considered after the assessment of operational needs. Has the NSA accepted the procedures put in place by the organisations concerned 1 for the introduction of safety-related changes to their functional systems? [Art. 8(1)] 1 All ANSPs or ASM or ATFM entities providing services and/or functions within the airspace of the State. LSSIP ear 2011 Macedonia Part III - Chapter 14-5 Released Issue

61 - Has the NSAs established a review procedure of the proposed changes in compliance with all the requirements of Article 9(2)(c)-(i) of Regulation (EC) No 1315/2007? Defined in the safety oversight manual. The safety regulatory audits conducted by the NSA or by the QE as delegated by the NSA: [Art. 6(1), 6(2), 6(5), 7] provide evidence of compliance with applicable safety regulatory requirements and with implementing arrangements by evaluating the need for improvement or corrective action are independent of internal auditing activities undertaken by the organisation concerned as part of its safety or quality management systems apply to complete implementing arrangements or elements thereof, and to processes, products or services lead to the correction of any identified non-conformities in accordance with Article 7 are carried out pursuant to a NSA decision specifying which arrangements, elements, services, products, physical locations and activities are to be audited within specified timeframes The Safety oversight arrangements of ANS are defined in the Safety Oversight manual. The requirements concerning the Safety Oversight of ATFM/ASM to be considered after the assessment of operational needs.. Indicate the relevant parts/chapters/pages of the documented procedures that relate to: [Art. 5(1), 5(2)] certification process; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance on-going oversight process; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance safety directive process; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance monitoring of safety performance; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance the safety regulatory audits; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance corrective action process; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance annual programme of safety regulatory audits, Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance oversight of changes; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance use of recognised organisations; Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance safety oversight reporting. Part of the Safety Oversight Manual and NSA guidance material for ANSP certification and on-going compliance Exercise of safety oversight year 2011 Name of the NSA: Civil Aviation Agency The NSA produced an annual safety oversight report for year 2010 [Art. 4] NSA annual safety oversight report for year 2010 The NSA exercised safety oversight of: [Art. 3(1)] ANS ATFM ASM audit, document review for the ANS. for the ATFM and ASM NSA at the moment has no qualified staff Please, specify the number of audits performed in the year 2011 regarding: /N /N ANS ATFM ASM [Art. 3(1), 6] Please, indicate the average number of total man/hours dedicated to an audit (including the stages of preparation, on-site audit and report writing) [Art. 6] 20 LSSIP ear 2011 Macedonia Part III - Chapter 14-6 Released Issue

62 Number of notifications of safety-related changes to functional systems received by the NSA? 10 Please specify the number of reviews performed with regards to the following changes: [Art. 9] when severity assessment determined a severity class 1 or 2 for the potential effects of the hazards identified when the implementation of changes required the introduction of new aviation standards 0 any other situation than those referred above 10 0 Has the NSA issued any safety directive as per Art. 12(1) of Reg. (EC) No 1315/2007? If, provide a reference. If, were the contents of the safety directive in compliance with Art. 12(2) of Reg. (EC) No 1315/2007? If, has the NSA forwarded, as far as appropriate, a copy of the safety directive(s) to other NSAs concerned, and to the European Commission, EASA and EUROCONTROL? [Art. 12(3)] Provide relevant details in support of your answer, e.g. a brief explanation of the context and rationale. If directives were issued, has the NSA verified compliance with them? [Art. 12(4)] If N, provide explanation and/or indicate intentions/plans. N /N /N /N Safety Software Assurance [Reg. (EC) 482/2008] Has each organisation 2, as part of its SMS, defined and implemented a software safety assurance system to deal with EATMN software related aspects in accordance with Art. 3, 4 & 5? Defined as a separate SMS procedure within M-NAV SMS manual. Have the requirements been applied for new software or for changes to existing software by any of the organisations under the supervision of the NSA during 2011? If yes, have the organisations made available the required assurances to the NSA demonstrating that the requirements have been satisfied? If N, explain reasons why and corrective measures taken ATCO Licensing [Reg. (EU) 805/2011] Has the Competent Authority established procedures for the application and issue, renewal and revalidation of licenses, associated ratings, endorsements and medical certificates? [Art. 13.2] National Regualtion is transposing EU Directive 2006/23. EU Regulation 805/2011 is not part of the Annex I to the ECAA Agreement. Has the State decided to apply this Regulation to their military personnel providing services to the N public? [Art. 2.4] If No, has the State taken measures to ensure that services provided or made available by military personnel to the public offer a level of safety that is at least equivalent to the essential requirements of Annex Vb of Regulation (EC) No 216/2008? [Art. 2.3] Remark: EU Regulation 805/2011 is not part of the Annex I to the ECAA Agreement. Has the State decided to impose local language requirements? [Art. 13.2] If, indicate the required level of local language and for which situations/ratings/endorsements they apply. Has the State implemented the provisions of Chapter III of the Regulation regarding medical certification? [Chapter III] The medical certificates are issued by: [Art. 15.2] (A competent body of) the Competent Authority (CA) N Aero medical examiners (approved by the CA) Aero medical centre(s) (approved by the CA) The certificate is issued by aero medical centre - PME Tomovski Enterprise - Kumanovo. The State has not yet implemented the provisions of of the Regulation since it is not part of the Annex I to the ECAA Agreement. National regulation is based on EUROCONTROL????? Has the State decided to apply derogations as provided for in Article 31 of the Regulation? If es, has this been notified to EASA and the Commission? [Art. 31.3] N N N N N/A 2 Definition in Art. 2.5 of Regulation 482/2008 LSSIP ear 2011 Macedonia Part III - Chapter 14-7 Released Issue

63 The Regulation is not transposed since it is not part of the Annex I to the ECAA Agreement Licenses under the supervision of the CA: [Art. 22] Licenses issued by the CA: [Art. 22] CIV MIL CIV MIL ATCO: 97 0 ATCO: 0 0 Student ATCO: 0 0 Student ATCO: 0 0 Please specify the number of ATCOs licensed in another Member State that have applied for an exchange of their license for one issued in your State: [Art. 29(1)] 0 The table below shows the list of Training Organisations in the Republic of Macedonia. [Art. 18 & 19 of Reg. (EU) 805/2011; Art. 13 & Annex IV of Directive 2006/23/EC] Name of the Training Provider Certified Date of Cert. Valid until Types of Training/Services Certified: M-NAV N Application has been received and certification is undergoing, expected to be finished end of January M- NAV will provide Unit training, basic training tor FDO, basic and continuation training for ATCOs and FDOs in regard to the National Aviation Training Security program of Republic of Macedonia Government Adoption No /1, continuation training for ATCOs and FDOs continuation training for aviation English for ATCOs, and continuation training for ATCOs and FDOs ASE 14.6 FABs [Reg. (EC) 550/2004; Art. 9(a)] The Republic of Macedonia does not participate in any FAB initiative Air Traffic Flow Management [Reg. (EC) 255/2010] This regulation is not included in the ECAA agreement revised Annex 1 paragraph B Air Traffic Management, therefore it is considered not applicable Interoperability NSA responsibilities Name of the NSA: Civil Aviation Agency The NSA has defined and allocated tasks and responsibilities in respect of interoperability in accordance with the interoperability Regulation and safety oversight Regulation: [Reg.(EC) 552/2004, Art. 6(2), 7(1); Reg.(EC) 1315/2007, Art. 5(1)(d)-(i)] The legal bases are defined in the Aviation Act. National regulation (ARC 6.9) containing the provisions of EC regulation 552/2004 and respective implementing rules was prepared with support by ISIS programme.. The NSA has developed Process Descriptions defining the supervision of compliance as defined in: - Reg. (EC) No 552/2004, Art. 6(2) & 7(1): N - Reg. (EC) No 1315/2007, Art. 5(d)-(i) and Art 9: N These process Descriptions: - Address the definition of systems subject to verification according to ANNEX I of Reg. (EC) No 552/2004: - Address verification of ANSP(s) compliance with the conditions (specified in the IRs) which must be demonstrated in order that the ANSP(s) may conduct CA/verification of systems: N Planned for the end of 2012 N Planned for the end of 2012 LSSIP ear 2011 Macedonia Part III - Chapter 14-8 Released Issue

64 - Specify the scope of the verification of the material provided by the ANSP: N Planned for the end of Define how to proceed in case of conformity: N Planned for the end of Define how to proceed in case of non-conformity: N Planned for the end of Define templates (e.g. for the declarations, technical files): Changes since previous AR: no changes N Planned for the end of 2012 The NSA has verified if the ANSP(s) have fulfilled the conditions allowing them to conduct conformity assessment/verification of systems without using a Notified Body [Interoperability-IRs] To be done after promulgation of NSA procedures N Additional information: Additional information as deemed necessary or useful to ensure a better understanding of the State/ NSA s particular context and/or problems encountered Notified Bodies Has the state appointed any Notified Body during the reporting period? [Reg. (EC) 552/2004, Art. 8] If, provide brief relevant information in the table below. Name Area of Responsibility Date of notification to the EC ID number obtained from the EC Have the ANSP(s) requested their services since the last AR? <Name> <System> dd/mm/yy < > If, indicate for which purpose Verification of Compliance This section covers the status of compliance of the Republic of Macedonia with the interoperability Regulation and the associated implementing rules Regulation (EC) No 552/2004 on Interoperability N Number of EC Declarations of verifications of systems put into service between and : [Art. 6] 0 Abbrev./Name of ANSP <Abbrev./name of ANSP> Abbrev./ Name of system concerned <Abbrev./ name of system concerned> Type of system 3 : Declaration date: Additional Information <Nr > dd/mm/yy <additional relevant info: e.g. date of putting into service, etc> Number of EC Declarations of conformity or suitability for use of constituents received by the NSA between and : [Art. 5] 0 Manufacturer Constituent Concerned Decl. date Additional Information <Name of the manufacturer> <Constituent> Dd/mm/yy <additional relevant info> The NSA(s) ascertained non-compliance cases from the above EC Declarations, leading to safeguard measures. If yes, [Art. 7(1) & 7(2)] N Communicated to the Commission /N Concerned System/Constituent < > Date and Ref of the Communication Dd/mm/yy <Ref. > REMARK: The provisions of the Interoperability Regulation regarding EC declarations follow under transitional 3 Indicate the type of the system using the classification laid down in Annex I of the interoperability Regulation; e.g. Type 1: Systems and procedures for airspace management, Type 2: Systems for air traffic flow management, etc. LSSIP ear 2011 Macedonia Part III - Chapter 14-9 Released Issue

65 provisions and for this report are N/A Regulation (EC) No 1032/2006 on coordination and transfer (COTR) as amended The information reported in this section is complemented by ESSIP Objective IT-COTR. Has the ANSP(s) put into service systems implementing any of the processes specified in Annex I, Parts B, C and D to this Regulation? If yes, [Annex I, Parts B, C, D] N All processes defined in Annex I, Part B have been implemented since The processes defined in Annex I Part C are planned to be implemented till the end of 2014 within the scope of procurement of the new ATC system. Has the ANSP(s) conducted (or subcontracted to a Notified Body) a verification of the systems as required by Article 8(1)-(2) of this Regulation? [Art. 8(1)-(2)] The verification of the operational ATC system has been done since 2002, according to the standard procedures for the testing of the required functional behaviour in the presence of local technical and operational staff supported by Eurocontrol. The verification of the systems implementing information exchanges, has been done since 2004 (with Greece, Bulgaria and Serbia) and 2006 (with Albania), according to the procedure for verification developed by Eurocontrol. Has the NSA verified compliance of the ANSP(s) with this Regulation? [Art. 8(3), 9] The verification was done during the initial certification ( February 2010) Provide brief relevant information plans or preparatory work been initiated to meet the date for ensuring and confirming compliance of the relevant EATMN systems in operation by that date: [Art.11] Basic OLDI has been fully implemented. Flight data exchange with military is not applicable, due to the fact that M-NAV is responsible for handling the military OAT/GAT traffic. The implementation of transfer of communication messages is planned for 2012/ Regulation (EC) No 1033/2006 on procedures for flight plans in pre-flight phase as amended Has the ANSP(s) implemented the provisions of this Regulation applicable from ? [Art. 3 & 5] If yes, has the NSA verified the compliance of the ANSP(s) with this Regulation? [Art. 3 & 5] The verification was done during the initial certification. Indicate the measures taken to ensure awareness and preparedness of the stakeholders for compliance with the new ICAO flight plan format applicable from as required by Regulation (EU) No 929/2010 amending Regulation (EC) No 1033/2006. M-NAV has been instructed to upgrade the FDPS in order to comply with ICAO flight plan requirements Regulation (EC) No 633/2007 on flight message transfer protocol (FMTP) as amended The information reported in this section is complemented by ESSIP Objective IT-FMTP. Has the ANSP(s) implemented the flight message transfer protocol as specified in Annex I to this Regulation? If yes, when? [Art. 3] If yes, has the ANSP(s) conducted (or subcontracted to a Notified Body) a verification of the systems as required by Article 5(1)-(2) of this Regulation? [Art. 5(1)-(2)] N Mmm/yyyy <Provide reference to the DoV received or to the relevant documentation submitted by the ANSP to demonstrate compliance with the Regulation.> Has the NSA verified the compliance of the ANSP(s) with this Regulation? [Art. 3(2), 6] N <List the detected non-compliances, if any, and indicate the measures taken.> Has the ANSP(s) notified the NSA of its intention to make use of the transitional arrangements provided for in Art. 1 of Regulation (EU) No 283/2011? If yes, has the NSA provided the Commission with detailed information on the measures applied by the ANSP(s) to ensure interoperability? [Reg. (EC) 633/2007, Art. 1(5)] <If, date and reference of the communication of the Commission. Brief information of the ANSP(s) plans to implement this Regulation and the measures applied ensure interoperability.> Remark: M-NAV implemented the OLDI data exchange via TCP/IP by a dedicated router which encapsulates X.25 packages into TCP/IP protocol. The new FDPS planned will support the OLDI data exchanged over TCP/IP V6. /N /N /N LSSIP ear 2011 Macedonia Part III - Chapter Released Issue

66 Regulation (EC) No 1265/2007 on air-ground voice channel spacing The information reported in this section is complemented by ESSIP Objective IT-AGVCS. Has the NSA verified the compliance of the ANSP(s) with this Regulation? [Art. 3, 4, 8 & 9] The verification was done during the initial certification. Has the State communicated during the reporting period any 8.33 khz assignments for publication in the ICAO COM 2 Table? If, indicate the number of communicated assignments. Has the State ascertained non-compliances with this regulation leading to corrective measures? [Art. 3, 4, 5, 6, 8 & 9 None /N N Regulation (EC) No 262/2009 on allocation and use of Mode S interrogator codes This regulation is not included in the ECAA agreement revised Annex 1 paragraph B Air Traffic Management Regulation (EC) No 29/2009 on data link services (DLS) The information reported in this section is complemented by the ESSIP Objective IT-AGDL. Regulation (EC) No 29/2009 is in force and will apply from February The mandatory introduction of DLS requires that comprehensive plans and implementing action are prepared and put in place well in advance of that date, mainly by the ATSP/CNSPs (in relation to articles 3, 9 and 12), by the aircraft operators (article 6), the States (articles 7 and 8), the manufacturers (article 11) etc. This Annual Report attempts to capture relevant information on whether there is awareness by the State and the main concerned stakeholders and if any preparatory work has been initiated 4. Please indicate the measures taken to ensure the awareness of the stakeholders with the mandatory introduction of DLS in accordance with the Regulation: This regulation is not included in the ECAA agreement revised Annex 1 paragraph B Air Traffic Management. Anyhow, M-NAV intends to procure a new ATM system by the d 2012/2013 that will be capable to support CPDLC application Regulation (EC) No 73/2010 on the quality of aeronautical data and aeronautical information Regulation (EC) No 73/2010 is in force and will apply from July 2013 with some articles applicable from 1 July The regulation also identifies transitional provisions for aeronautical data and aeronautical information published before 1 July 2013 as well as with regard relevant differences notified to ICAO visà-vis Chapter 3, Section (Cyclic redundancy check) of Annex 15 to the Chicago Convention. The application of ADQ requires that comprehensive plans and implementing action are prepared and put in place well in advance of that date by all the impacted stakeholders 5. This Annual Report attempts to capture relevant information on whether there is awareness by the State and the concerned stakeholders and if any preparatory work has been initiated. Has the State identified the stakeholders impacted by the provisions of the ADQ Regulation? If provide details, if N, clarify situation/ plans. Please indicate the measures taken to ensure the awareness of the stakeholders with the applicable requirements of the ADQ Regulation: Provide details for each stakeholder/stakeholder group. Has the NSA already verified any compliance on subjects now covered in ADQ (e.g. QMS) being for example based on other regulations (e.g. Common Requirements)? List the detected non-compliances, if any, and indicate the measures taken. /N /N 4 The ECAA and EEA States FIRs are not included in the list of Annex I to Regulation (EC) No 29/2009. However, to the extent possible, these States should also provide relevant information on whether they have initiated or intend to initiate plans or preparatory work to achieve compliance with this regulation. 5 See ADQ Implementation Support Cell at Contact details: adq@eurocontrol.int ; Telephone: LSSIP ear 2011 Macedonia Part III - Chapter Released Issue

67 REMARK: The provisions of this Regulation are N/A due to the fact that is not part of the ECAA Agreement Additional information with respect to compliance with the Interoperability IRs None 14.9 Air Navigation Charging Enforcement measures (additional to existing judicial measures) are in place for the collection of air navigation charges: [Reg. (EC) 1794/2006, Art. 14(3)] - Type of measure in place National Legal Basis Has been effectively applied to date Denial of services Governmental decision (ARC 6.5) Article 14. Detention of aircraft Aviation Act Article 182 N Other: Has the State decided to defer the application of Regulation No. 1794/2006 in respect of terminal charges until ? [Reg. (EU) 1191/2010, Art.2] Changes since previous AR: see above Penalties for Infringements of SES Legislation Has the State laid down penalties for infringements of the SES Legislation as per Article 9 of Regulation (EC) No 549/2004 as amended? Governmental decision (ARC 6.5) Article 14.and Aviation Act 188, 189 Denial of services, detention od aircraft and fines LSSIP ear 2011 Macedonia Part III - Chapter Released Issue

68 Annex I Changes/Updates to the previous Annual Report Changes/Updates to Certification of ANSPs Name of the ANSP Services for which it has been certified ATS AFIS AIS CNS MET Date of Last Certif./ Renewal Valid until Derogation Granted Type of Derogation Conditions Attached Additional Info M-NAV 10/03/ /03/2012 N Changes to Designation of ATS & MET Providers Name of the ATS/MET Provider Designating Authority Reference to the designation act Designated for: ATS MET Airspace Under its Responsibility Date of last Designation Valid Until Conditions Attached Additional Info M-NAV Governement of the Republic of Macedonia By the provisions of Aviation Act, Skopje FIR The designation process is in progress. LSSIP ear 2011 Macedonia Part III - Chapter Released Issue

69 The participation of The Republic of Macedonia in the SES initiative of the European Union is based on ECAA Agreement with the European Communities. Pursuant to Article 7(2) of Regulation (EC) No 551/2004, Part III-Chapter 15 of MK LSSIP ear 2011 fulfils the Republic of Macedonia's obligation to report to the European Commission on the application of the concept of the flexible use of airspace in respect of the airspace under its responsibility for the period from 1st January 2011 till 31st December This report is collected by EUROCONTROL on behalf of the European Commission pursuant to a request by the European Commission, For the Republic of Macedonia, Name, title Date 26 March _._ _.. _ _._._--.._.-.

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71 Chapter 15 - Annual Report on the Application of FUA 15.1 National organisation and responsibilities at the 3 levels of FUA At Strategic Airspace Management Level 1 FUA Level 1 Implemented: N The State has established appropriate FUA Level 1 mechanisms, e.g. High Level Airspace Policy Body: Amendments of the Aviation Act adopted in May 2010 have paved the way for the full transposition and implementation of EU Regulations 551/2004 and 2150/2005, in accordance with the ECAA Agreement. The terms of reference of the Civil military committee are defined in the national regulation for airspace organisation and utilisation transposing the provisions of EC regulation 551/2004 and 2150/2005). Government of the Republic of Macedonia in July 2011 has enacted a decision for establishment of the Civil-military committee as a body responsible for ASM level 1.. Measures established to ensure consistency between: The State has notified the Commission the identified persons/organisations responsible for all the tasks listed in Art. 4.1 of the FUA Regulation: Art. 4.3; GEN-PRPL-05, GEN-PRPL ASM and ATFM: N/A ASM does not affect the capacity of Skopje ACC - ASM and ATS: Joint civil-military process, the civil ATS units provide the ATS for the military and civil traffic N Date and Reference of the Communication: The State has ensured that the following tasks related to ASM Level 1 are performed by the responsible body (referred to above): - Regularly review and address users requirements Art. 4.1.b; L1-APPC-05, L1-APPC-06 The airspace allocated to the military activities is not used by civilian airspace users ( located into the lower airspace outside CTRs and TMAs) - Approve activities which require airspace reservation or restriction Art. 4.1.c; L1-APPC-07, L1-APPC-07-01, L1-APPC-07-02, L1-APPC The restricted and prohibited areas are published in AIP. The ad-hoc military zones are activated by NOTAM, dispatched to the Civil ATS 24 hours in advance. - Define temporary airspace structures and procedures to offer multiple airspace reservation and N route options Art. 4.1.d; L1-APPC-08, L1-APPC-08-01, L1-APPC-08-02, L1-APPC-08-03, L1-APPC-08-04, L1-APPC , L1-APPC The abovementioned structures and procedures are currently not in place, but are addressed in the framework of the transposition of Commission Regulation 2150/2005,,entered into force in October Establish criteria and procedures providing for the creation and use of adjustable lateral and vertical limits of the airspace Art. 4.1.e; L1-APPC-09, L1-APPC-09-01, L1-APPC-09-02, L1-APPC-09-03, L1-APPC-10 The abovementioned criteria and procedures are currently not in place, but are addressed in the framework of the transposition of Commission Regulation 2150/2005,,entered into force in October Assess the national airspace structures and route network with the aim of planning for flexible airspace structures and procedures Art. 4.1.f; L1-APPC-11, L1-APPC-12, L1-APPC CAA regularly conducts an assessment of national Airspace structure and route network. The proposals are sent to the military authorities for approval. - Define specific conditions under which the responsibility for separation between civil and military flights rests on the ATS units or on the controlling military units Art. 4.1.g; L1-APPC-13, L1-APPC-13-01, L1-APPC-13-02, L1-APPC The Air Traffic Services to the civil and military traffic are provided by the Civil ATS unit, applying the civilian separation criteria. - Establish mechanisms to assess performance of FUA operations. If yes, indicate: N Art. 4.1.m; PERF-REQU-01 Body responsible to perform the assessment: <Body> Frequency of the assessment: <xx times per year> N N LSSIP ear 2011 Macedonia Part III - Chapter 15-2 Released Issue

72 Participation: <MIL authorities, ANSP(s), NSA, users, others.> KPIs / KPAs used: <KPI 1, KPI 2, KPI n> Is there a formal process to consult the /N outcome of the assessment with airspace users? There are currently no FUA performance mechanisms in place. <Additional information> <Related KPA (KPI 1) related KPA (KPI 2) related KPA (KPI n)> - Based on the outcome of this assessment, periodically review and revise as necessary, airspace procedures. If yes, indicate: Art. 4.1.m; PERF-REQU-01 Body to whom the assessments are submitted: <Body (e.g. HLAPB, MoT / MoD, others.> Body responsible to review and revise airspace operational procedures: There are currently no FUA performance mechanisms in place. <Body (e.g. HLAPB, ad-hoc groups, others.> - Establish mechanisms to archive data on the requests, allocation and actual use of airspace structures for further analysis and planning activities Art. 4.1.n; PERF-REQU-02 Archived NOTAM database. /N Apart from Danger Areas over the High Seas and Prohibited areas, the State has abandoned application of permanent airspace restrictions: Art.3.c; GEN-PRPL-04, GEN-PRPL-04-01, GEN-PRPL-04-02, GEN-PRPL-04-03, Changes since previous FUA Report: N The Restricted and Prohibited areas are considered as permanent airspace restrictions. The application of TSA/TRA to be considered in the framework of a new national regulation At Pre-tactical Airspace Management Level 2 FUA Level 2 Implemented: Airspace Management Cell AMC: M-NAV is responsible for the daily airspace allocation according to the results of civil-military coordination. The NOTAMs concerning the airspace allocation are published 24 hour in advance. Joint Civil- Military Cell: The AMC is appointed with national regulation (ARC 6.8). Pre-tactical ASM level 2 requirements of Commission Regulation 2150/2005 are transposed into national law through the national regulation for the airspace organisation and utilisation (ARC 6.8). An Airspace Management Cell will thus be established in accordance with the guidelines of Eurocontrol specification for application of the Flexible Use of Airspace (adopted as Community specification) and taking account of applicable operational requirements. The airspace is allocated in accordance with the conditions and procedures defined in Article 4.1: The established AMC (referred to above) is provided with adequate dedicated ASM supporting systems to perform and communicate the pre-tactical airspace management tasks: Art. 5.3; GEN-TECH-02, GEN-TECH-03, GEN-TECH-05, GEN-TECH N N Due to the fact that FUA level 1 is not fully implemented, With government decision number /1 dated has start with the arrengements and the implementation of the conditions and procedures defined in Article 4.1 are expected to be put in force by the end of Currently not applicable. N Changes since previous FUA Report: LSSIP ear 2011 Macedonia Part III - Chapter 15-3 Released Issue

73 At Tactical Airspace Management Level 3 FUA Level 3 Implemented: The Civil ATS units manage the military and civil traffic. The State has ensured that the relevant ATS Units and controlling military units: - establish coordination procedures and communication facilities to allow the real-time activation, deactivation or reallocation of airspace allocated at pre-tactical level: Art. 6.1; GEN-TECH-04, GEN-TECH-05, GEN-TECH-05-01, L3-RTCM-01 The Military control units do not exist. - establish coordination procedures to ensure the timely and effective exchange of any modification of planned airspace reservations and the adequate notification to all affected users: Art. 6.2; GEN-PERS-03, GEN-PERS-04, GEN-TECH-04, L3-RTCM-02 The co-ordination procedures exist ( NOTAM publication, NOTAM cancellation). - establish coordination procedures and supporting systems to ensure safety when managing interactions between civil and military flights: Art. 6.3; GEN-PERS-03, GEN-PERS-04, GEN-TECH-04 The same procedures and systems are used for managing the civil and military traffic. - establish coordination procedures to permit direct communication of relevant information to resolve specific traffic situations where civil and military controllers are providing services in the same airspace: Art. 6.4; L3-ASPU-01 Specifically: - Position of aircraft The same personal, system, and procedures are used for controlling the military and civil traffic - Flight intention of aircraft (e.g. exchange of Flight Plan data) N/A N/A The same personal, system, and procedures are used for controlling the military and civil traffic All airspace reservations are released as soon as activities having caused their establishment cease: Art. 3.c; GEN-PRPL-04, GEN-PRPL-04-01, GEN-PRPL-04-02, GEN-PRPL-04-03, GEN-TECH-01 NOTAM cancellation procedure. Changes since previous FUA Report: LSSIP ear 2011 Macedonia Part III - Chapter 15-4 Released Issue

74 15.2 Cooperation between Member States at the 3 levels of FUA At Strategic Airspace Management Level 1 The State coordinates its airspace management policy with the respective States to jointly address the use of cross-border airspace structures: Art. 4.1.h; L1-CBO-01, L1-CBO-02 N This issue is addressed in the framework of the transposition of Commission Regulation 2150/2005 into national law, but it is not implemented in practice. Type(s) of cross-border airspace use is applied in the State: Cross-border area N Art. 4.1.j; L1-CBO-04, L1-CBO-05 Shared reserved airspace (TRA and TSA) Art. 4.1.j; L1-CBO-04, L1-CBO-05 Conditional routes Art. 4.1.j; L1-CBO-04, L1-CBO-05 The State has established with neighbouring States one common set of standards for separations between civil and military flights for cross-border activities: Art. 4.1.k; GEN-PERS-01, GEN-PERS-01-01, L1-CBO-06, L1-CBO Changes since previous FUA Report: N N N At Pre-tactical Airspace Management Level 2 If cross-border operations apply, has the State established a joint or multinational AMC with neighbouring State(s): Art. 5.2; L2-CBO-01, L2-CBO-01-01, L2-CBO-02 N Currently not performed. Changes since previous FUA Report: At Tactical Airspace Management Level 3 The State has established a common set of procedures to manage specific traffic situations and/or to enhance the realtime airspace management between civil and military units involved in or concerned with cross-border activities: Art. 6.5; L3-CBO-01, L3-CBO-01-01, L3-CBO-02, L3-CBO-02-01, L3-CBO , L3-CBO Changes since previous FUA Report: N No OPS needs exist LSSIP ear 2011 Macedonia Part III - Chapter 15-5 Released Issue

75 15.3 Safety assessment The State has established a safety management process to conduct all safety assessment activities before the introduction of any changes to the operations of the FUA: Art. 7; GEN-PERS-05, SAFE-REQU-01, SAFE-REQU-02, SAFE-REQU-03 N/A Managed as the safety assessment of Civil ATS system and procedures. There are no specific FUA coordination procedures due to the fact that the civil and military traffic is controlled by one ATS entity (civil ATS units). Conformity with article 7 of Commission Regulation 2150/2005 is ensured through the national regulation for the airspace organisation and utilisation,entered into force in October Evaluation of the functioning of agreements, procedures and systems Has the State established a mechanism to evaluate the functioning of agreements, procedures and supporting systems established at the three levels of ASM? Annex; GEN-PRPL If yes, is this evaluation conducted with regard to safety, airspace capacity, efficiency and flexibility of operations of all users? Annex; GEN-PRPL To be considered after the strengthening of the NAA human capacities. N /N 15.5 Compliance monitoring The State is fully compliant with the FUA Regulation: FUA level 1 is partially completed, by the joint civil-military process that addresses the applicable FUA strategic requirements. The Establishment of Civil-military Committee in accordance with the provision of the Aviation Act is done by the Governemental decision enacted in July 2011.ToR are defined in the national regulation for the airspace organisation and utilisation. User requirements are currently addressed at tactical level. With the transposition into national law of Commission Regulation 2150/2005, pre-tactical Airspace Management Level 2 co-ordination will be performed in conformity with EU law. An Airspace Management Cell is in place and will be established in accordance with the guidelines of Eurocontrol specification for application of the Flexible Use of Airspace (adopted as Community specification) and taking account of applicable operational requirements after the implementation of the national regulation. FUA level 3 is fully implemented, the Civil ATS units are responsible for managing the military and civil traffic. N The State has established a FUA compliance monitoring processes: Annex The new NSA handbook planned for 2012 will define the FUA monitoring process. Additional comments: N 15.6 Problems encountered and need for changes Problems encountered in the implementation of the FUA regulation and need for changes Annex There is a real need to replace the current civil military process at the strategic level by an institutional airspace management body. The current Civil-military arrangements are define in the LoA between M-NAV (as the service provider for the military air traffic) and the Macedonia Air Operation unit. These arrangements are further detailed in the CAA instruction for handling the military traffic. There is a need to put those arrangements into the ATM regulatory framework by the provisions of the national regulation for the airspace organisation and utilisation transposing EC regulations 2150/2005 and 551/2004). This action is planned to be completed by July LSSIP ear 2011 Macedonia Part III - Chapter 15-6 Released Issue

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77 LSSIP ear 2011 PART IV - TRAFFIC AND ATM PERFORMANCE LSSIP ear 2011 FROM Released Issue

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79 Explanation of Part IV changes Impact and changes to this Part are mainly due to the Performance Scheme IR (No 691/2010) and the associated delivery of Performance Plans from the States. Actions arising from the LSSIP workshop (30 and 31 May 2011) were also taken into account when reviewing the template. In this context and considering that: EU-wide target and alert thresholds for Reporting Period 1 were decided on 21 February 2011 by EC; NSAs did submit end of June 2011 their performance plans at FAB and/or State level; Approved plans will be available by the end of October 2011; Revised plans will be re-submitted by the end of 2011; Pan European Performance Targets were adopted in majority by the 35 th Session of the Provisional Council (PC), with reservations expressed by Ukraine regarding non-acceptance. PRC will further report on this at PC in December Chapter 16 (Cost-efficiency) was reviewed and is structured within the following lines: - For the States in the SES area (27 EU Member States + CH and NO; hereinafter SES States ) an indication will be given of the cost efficiency target proposed in the respective Performance Plan. In case this Performance Plan is not yet approved at the time of preparation of the chapter, this will be mentioned and a link will be inserted pointing to the place where the plan will be available. - For the remaining States (hereinafter non-ses States ) the same structure will be kept as in the last edition (LSSIP ). The data from the Enlarged Committee for Route Charges November 2011 will be used. Chapter 18 (Airport Traffic and Capacity) was also reviewed and enhanced along the following lines: - The Delay section will include statistics of delays for the airports with an impact in the network due to ATFM delays. - Capacity tables for different runway configurations and during adverse conditions were inserted for the following airports: The main national airport of each State; Airports identified as potentially having an impact upon the network in terms of ATFCM delays (Network Operations Plan Summer 2011); Airport with more than movements. LSSIP ear 2011 FROM Released Issue

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81 Chapter 16 - En-route cost-efficiency 16.1 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 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, SES II 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. As far as the target setting is concerned, the SES States are currently in the process of adopting national/fab performance plans, including inter alia cost-efficiency targets defined according to the above KPI and which are consistent and contributing adequately to the achievement of approved EU-wide targets for the first reference period 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 is based on the data submitted by these States to the Enlarged Committee for Route Charges at its 94 th session in November 2011 and presented in 16.2 below National cost-efficiency PI and target for RP1 ( ) The tables and graph below show the Former ugoslav Republic of Macedonia s cost-efficiency PI profile based on the data provided by the State at the November 2011 session of the EUROCONTROL enlarged Committee for Route Charges and calculated by the PRU according to the above PI definition. The costefficiency performance for will be monitored against this non-binding profile. LSSIP ear 2011 FROM Part IV - Chapter 16-1 Released Issue

82 FROM's real en-route unit cost profile , based on November 2011 data 1) Total ANS en-route costs in nominal terms in national currency (MKD) ANS en-route costs by nature 2014 vs 2014 vs 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F (in MKD ) Staff % 6.2% Other operating costs * % 15.2% Depreciation % -9.0% Cost of capital % 27.7% Exceptional items Total ANS en-route costs (in MKD ) % 7.0% * including EUROCONTROL Costs ANS en-route costs by entity 2014 vs 2014 vs 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F (in MKD ) ANSP % 6.2% MET CAA/NSA * % 14.2% Total ANS en-route costs (in MKD ) % 7.0% * including EUROCONTROL Costs 2) Total ANS en-route costs in real terms in national currency (in MKD at 2009 prices) ANS en-route costs in real terms in 2014 vs 2014 vs 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F national currency (at 2009 prices) Total ANS en-route costs (in MKD ) % 7.0% Inflation rate 1.50% 4.40% 2.00% 2.00% 2.00% Inflation index (100 in 2009) % 2.0% Total costs in real terms (in MKD2009) % 4.9% 3) FROM's real en-route unit cost profile based on November 2011 data Real en-route unit rate cost profile 2014 vs 2014 vs 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F Total costs in real terms (in MKD2009) % 4.9% Total SU % 6.5% Real en-route unit cost profile (in MKD2009) % -1.5% % n/n-1-1.8% -9.1% 1.1% -5.7% 0.2% Real en-route unit cost (in 2009EUR at 2009 exchange rate) % -1.5% % n/n-1-1.8% -9.1% 1.1% -5.7% 0.2% Source: Enlarged Committee for Route Charges November 2011 Data computation: EUROCONTROL PRU FROM's profile for the cost-efficiency KPI for based on the November 2011 forecast data ANS en-route unit cost per SU in national currency in real terms (in MKD2009) ANS en-route unit cost in national currency in real terms (at 2009 prices) Index (2009=1) A 2010 A 2011 F 2012 F 2013 F 2014 F FROM unit cost for en-route ANS - November 2011 forecast profile (in MKD2009) FROM forecast costs for en-route ANS - Index FROM forecast total en-route service units - Index FROM forecast unit cost for en-route ANS - Index 0.8 LSSIP ear 2011 FROM Part IV - Chapter 16-2 Released Issue

83 Chapter 17 - En-route Traffic and Capacity 17.1 Evolution of traffic in the Former ugoslav Republic of Macedonia FROM - Annual IFR Movements FROM - Distribution (Ref. year 2010) IFR flights IFR movements - Actuals IFR movements - Baseline forecast IFR movements - High forecast IFR movements - Low forecast 2007 A 2008 A 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F 2015 F 2016 F Overflights 90% A = Actual F = Forecast Domestic flights 0% International Dep/Arr 10% STATFOR Medium-Term Forecast (released October 2011) IFR flights yearly growth 2008 A 2009 A 2010 A 2011 F 2012 F 2013 F 2014 F 2015 F 2016 F H 7.1% 5.6% 5.9% 5.1% 4.9% 4.9% FROM B 2.0% -0.1% -0.1% 5.6% 4.6% 4.5% 3.8% 3.7% 3.6% L 4.5% 3.8% 4.0% 3.1% 3.0% 3.0% ESRA B 0.4% -6.6% 0.8% 4.5% 2.5% 2.5% 2.6% 2.6% 2.6% STATFOR Medium Term Forecast (MTF October 2011): % growth 2012 compared to 2011 Domestic 1.0 % Arr/Dep 0.7 % Overflights: 5.0 % Total: 4.6 % 2011 Traffic in Former ugoslav Republic of Macedonia decreased by 0.6% during the summer 2011 (May to October), when compared to summer The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 3.6% and 5.6%, with an average baseline growth of 4.3% throughout the planning cycle. LSSIP ear 2011 FROM Part IV - Chapter 17-1 Released Issue

84 17.2 SKOPJE ACC Traffic and en-route ATFM delays IFR flights (Daily Average) LWSSACC - Traffic and en-route ATFM delays Peak Day Traffic Summer Traffic early Traffic Summer Traffic Forecast High Traffic Forecast - Summer Low Traffic Forecast - Summer Summer enroute delay (all causes) Enroute Delay (minutes per flight) Summer 2011 performance En-route Delay (min/flight) Traffic Evolution 2011 Capacity Baseline Optimum All reasons Without weather Capacity gap -0.4 % 59 (0%) No The delays remained at zero during Summer Capacity Plan 10% Achieved Comments Controller ratings Airspace structure developments Introduction of 5 NM separation in Skopje FIR Reassess and increase the sector capacities following a CAPAN study Optimisation of sectorisation Additional controllers Summer 2011 performance assessment es es No No No No Night routes planned for 2012, followed by Free route airspace 2013/2014 Ready for implementation, following planned refresher training, before summer 2012 Ready for implementation, following planned refresher training, before summer 2012 The ACC capacity baseline was measured with NEVAC to be 59, at the same level as last year. The NEVAC capacity baseline reflects the maximum potential capacity of the ACC. The delivered capacity, calculated with ACCESS, was 48. This was sufficient to accommodate the traffic demand, with an average peak 1 hour of 41 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 ear 2011 FROM Part IV - Chapter 17-2 Released Issue

85 ACC LWSSCTA 2011 baseline LWSS 59 Summer en-route ATFM delay breakdown Capacity Profiles Profiles (hourly movements and % increase over 2011) H 60 2% 60 0% 60 0% 61 2% 62 2% Ref. 60 2% 60 0% 60 0% 60 0% 60 0% L 60 2% 60 0% 60 0% 60 0% 60 0% C/R 59 0% 59 0% 59 0% 59 0% 59 0% Capacity Plan ear Controller ratings Night routes Free route airspace New ATM system Reassess and Measures planned increase the sector capacities following a CAPAN study Introduction of 5 NM separation in Skopje FIR Max sectors Capacity increase p.a. Reference profile (ACC) Additional information 15% 10% 0% 0% 0% 2% 0% 0% 0% 0% New system: The implementation of the new system is planned for 2013/2014. Training is foreseen, but no detailed plans yet. Additional capacity increase of at least 10% is planned. LWSSCTA - Reference capacity profile and alternative scenarios 80 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 FROM 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 ear 2011 FROM Part IV - Chapter 17-3 Released Issue

86 17.3 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 2012 and 2013 : 0.7 and 0.6 minutes, respectively, 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: 2012: 1 min/flight Summer season 0.3 min/flight Winter season 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 early delay per flight (all reasons) Delay breakdown 0.40 Delay (min) per flight More information on the methodology related to capacity planning is available in the following document and EUROCONTROL website: Capacity Assessment & Planning Guidance LSSIP ear 2011 FROM Part IV - Chapter 17-4 Released Issue

87 18.1 Skopje Alexander the Great Airport Chapter 18 - Airport Traffic and Capacity Airport traffic The graph below shows traffic development from 2008 to actual and traffic forecast until 2016 (Departures + Arrivals). IFR movements yearly growth Airport Scenario LWSK Actual [STATFOR] 2.3% -7.2% 0.6% LWSK Base 0.0% 0.9% 6.4% 6.5% 6.5% 5.6% [STATFOR] LWSK High 1.9% 3.1% 8.7% 7.8% 7.7% 7.1% [STATFOR] LWSK Low [STATFOR] -1.3% -0.6% 5.0% 5.5% 5.4% 4.9% Sources: STATFOR MTF September Airport Delays and Capacity Airport Delays Airport SKOPJE is NOT identified as potentially having an effect upon the network in terms of ATFCM delays (Cf. Network Operations Plan Summer 2011) therefore no delay information is indicated Airport Current Declared Capacity The Skopje Airport declared capacity figures are 6 movements per hour (3 arrivals and 3 departures). Even the runway capacity and available parking bay provided much bigger capacity, only constrain is terminal building capacity which can not accommodate more than 3 arrivals/departures per hours. Several studies addressed the problem of Skopje Airport terminal building, a detailed project for terminal building extension has been prepared, but no project financing have been ascertained. 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 RW 34 was 34 movements per hour and for RW 16 was 20 movements per hour, which have been perceived in 2000/2001 taking into account increase number of military and general aviation traffic in that period. LSSIP ear 2011 FROM Part IV - Chapter 18-1 Released Issue