EUROCONTROL Local Single Sky ImPlementation (LSSIP) THE FORMER YUGOSLAV REPUBLIC OF MACEDONIA Year 2016 - Level 1
FOREWORD The Local Single Sky ImPlementation (LSSIP) documents are the yearly expression of commitment of civil and military National Organisations (Regulators and National Supervisory Authorities), Service Providers and Airport Operators, towards the implementation of the European ATM Master Plan. They provide a comprehensive view, for the benefit of the ATM community at large, of how ECAC States and stakeholders concerned are progressing in planning and deploying the mature elements of the European ATM Master Plan. The Master Plan Level 3 Implementation Planning and Reporting mechanism (formerly known as ESSIP) and LSSIP are wellestablished and mature mechanisms, with a long history dating back more than 20 years. They provide a well-recognised stable platform for implementation planning, monitoring and reporting, while continuously adapting to the changing environment. The constant improvement of the reliability and quality of data provided by national stakeholders allowed, for the fourth consecutive year, to use the LSSIP documents and tools as a support to the Performance Review Body for its capital expenditure analysis. The LSSIP documents and tools also constitute the sole source of information for the development of the Aviation System Block Upgrades (ASBUs) Implementation Monitoring Report. This work is undertaken for the ECAC States on behalf of ICAO, in accordance with the Global Air Navigation Plan (GANP). This ASBUs Implementation Monitoring Report is now a formal companion document and integral part of the ICAO European Air LSSIP Year 2016 FYROM Navigation Plan. It is also the fourth year that the LSSIP Expert Group is operational and that has provided an invaluable support to the Agency in various domains like process improvement, upgrade of IT tools and LSSIP Database, enhancement of the methodology on Implementation Objectives progress determination and in particular advising the Agency how best to avoid multiple reporting. The need for coordination and cooperation between the Agency and the SESAR Deployment Manager (SDM) has been recognised and is currently being addressed through a “Pilot exercise” with SDM and the SESAR Joint Undertaking (SJU) in order to identify a common way to optimise reporting by relevant stakeholders and to avoid unnecessary duplications of work. I would like again to thank you for the substantial effort spent on your contribution to this LSSIP document. I see this as a proof of your commitment to the principles of transparency and partnership, to the benefit of the entire ATM community! Adriaan Heerbaart Director of Directorate Pan European Single Sky - EUROCONTROL Agency Released Issue
Document Title LSSIP Year 2016 for FYROM Infocentre Reference 17/01/30/116 Date of Edition 28/03/2017 LSSIP Focal Point Jasmin Malinkov - Jasmin.Malinkov@mnavigation.mk LSSIP Contact Person Octavian Cioara - firstname.lastname@example.org Status Released Intended for Agency Stakeholders Available in http://www.eurocontrol.int/articles/lssip Reference Documents LSSIP Documents http://www.eurocontrol.int/articles/lssip LSSIP Guidance Material http://www.eurocontrol.int/articles/lssip Master Plan Level 3 – Plan Edition 2016 Master Plan Level 3 – Report Year 2015 European ATM Portal STATFOR Forecasts ster-plan-level-3-implementation-plan ster-plan-level-3-implementation-report https://www.eatmportal.eu and http://www.atmmasterplan.eu/ http://www.eurocontrol.int/statfor Acronyms and abbreviations http://www.eurocontrol.int/articles/glossaries National AIP st art.htm LSSIP Year 2016 FYROM Released Issue
CONTENTS Chapter 1 National ATM Environment . 5 1.1. 1.1.1. 1.1.2. 1.1.3. 1.2. 1.2.1. 1.2.2. 1.2.3. 1.2.4. Geographical Scope . 5 International Membership . 5 Geographical description of the FIR(s) . 5 Airspace Classification and Organisation . 7 National Stakeholders . 8 Civil Regulator(s) . 9 Macedonia Air Navigation Service Provider (M-NAV) . 10 Airports . 12 Military Authorities . 12 Chapter 2 Traffic and Capacity . 15 2.1. 2.2. 2.2.1. 2.2.2. 2.2.3. Evolution of traffic in Former Yugoslav Republic of Macedonia . 15 ACC SKOPJE . 16 Traffic and en-route ATFM delays . 16 Summer 2016 performance. 16 Planning Period 2017-2021 . 17 Chapter 3 Master Plan Level 3 Implementation Report recommendations . 20 Chapter 4 National Projects . 21 Chapter 5 Regional Co-ordination . 26 5.1. 5.1.1. Regional cooperation . 26 Regional Cooperation Initiatives . 26 Chapter 6 Implementation Objectives Progress. 29 6.1. 6.1.1. 6.1.2. 6.1.3. 6.2. State View . 29 Overall Objective Implementation . 29 Objective Progress per SESAR Key Feature . 30 ICAO ASBU Implementation . 34 Detailed Objectives Implementation progress . 35 Annexes LSSIP Year 2016 FYROM Released Issue
Executive Summary National ATM Context The separation between the regulatory and the service provider is effective in Macedonia since 1 July 2009. The Macedonian Air Navigation Service Provider (M-NAV) has been created as the State owned company for the ANS provision. The autonomous Civil Aviation Agency (CAA) has encapsulated the role of ATM regulator and National Supervisory Authority (NSA). Under the concession agreement, TAV Holding has been assigned as the airport operator for Skopje/Ohrid airports in 2010. M-NAV is currently actively involved in the procurement of a new ATM System, allowing the implementation of the majority of ESSIP Objectives. Traffic and Capacity Traffic in Former Yugoslav Republic of Macedonia decreased by 4% during the summer 2016 (May to October), when compared to summer 2015. The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 1.5% and 6.0%, with an average baseline growth of 3.6% throughout the planning cycle. Implementation Objectives Overview Progress distribution for applicable Implementation Objectives 1; 3% 0; 0% 0; 0% Completed Ongoing 5; 17% 8; 28% Planned Late No Plan 4; 14% Not Applicable 9; 31% 2; 7% Missing Data Undefined The progress on the implementation of the objectives is generally satisfactory. It is observed that the implementation of a substantial number of objectives is related to the deployment of the new ATM system, expected for 2018. A major achievement during the reporting period was the implementation of Free Route Airspace (AOM21.2) in the upper airspace in June 2016. Another important milestone has been reached with the full implementation of TCAS7.1 (ATC16). It should be noted that even if most of the SES interoperability Regulations have not been transposed yet into the national legislation, most of the ITY, SES related ESSIP Objectives are being implemented on a voluntary basis. LSSIP Year 2016 FYROM 1 Released Issue
Progress per SESAR Phase The figure below shows the progress made so far in the implementation of the SESAR baseline and the PCP elements. The percentage is calculated as an average of the relevant objectives as shown in Chapter 6.1.2 (PCP objectives are marked as such, the rest are considered SESAR baseline); note that three objectives – AOM19.1, FCM05 and NAV03 – are considered as both part of the SESAR baseline and PCP so their progress contributes to the percentage of both phases. The objectives declared ‘Achieved’ in previous editions (up to, and including, ESSIP Edition 20112015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. SESAR Baseline Implementation 2010 2019 53% PCP Implementation 2015 2023 31% Progress per SESAR Key Feature and Phase The figure below shows the progress made so far, per SESAR Key Feature, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per Key Feature, of the same objectives as in the previous paragraph. Optimised ATM Network Services Advanced Air Traffic Services Enabling Aviation Infrastructure 74% 77% 54% 50% 2% SESAR PCP Baseline LSSIP Year 2016 FYROM High Performing Airport Operations SESAR PCP Baseline SESAR Baseline 2 n/a PCP 35% 8% SESAR PCP Baseline Released Issue
ICAO ASBUs Progress Implementation The figure below shows the progress made so far in the implementation of the ICAO ASBUs for Block 0. The percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is explained in Chapter 6.1.3. Block 0 2010 LSSIP Year 2016 FYROM 2018 55% 3 Released Issue
Introduction The Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3) / LSSIP mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM System. This LSSIP document describes the situation in the State at the end of December 2016, together with plans for the next years. Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the State in various international organisations, the organisational structure of the main ATM players - civil and military - and their responsibilities under the national legislation. In addition, an overview of the Airspace Organisation and Classification, the ATC Units, the ATM systems operated by the main ANSP are also provided; Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five years. It gives also the achieved performance in terms of delay during the summer season period and the planned projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at the agreed performance level; Chapter 3 provides a set of recommendations extracted from the MP L3 Implementation Report 2015 which are relevant to the state/stakeholders concerned. The State reports how they have handled those recommendations and the actions taken during the year to address the concerns expressed by those recommendations; Chapter 4 provides the main ATM national projects which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The description, timescale, progress made and expected contribution to the ATM Key Performance Areas are provided by the State per each project included in this chapter; Chapter 5 deals with the ATM Regional Coordination. It provides an overview of the FAB cooperation and Projects and also all other regional initiatives and Projects which are out of the FAB scope. The content of this chapter generally is developed and agreed in close cooperation between the States concerned; Chapter 6 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Key Feature and implementation of ICAO ASBUs. In addition the highlevel information on progress and plans of each Implementation Objective is presented. The information for each Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for each Stakeholder. The conventions used are presented at the beginning of the section. Chapter 6.2 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 Implementation 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 European ATM Master Plan L3 Implementation Plan Edition 2016. The information contained in Chapter 6 is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring. LSSIP Year 2016 FYROM 4 Released Issue
Chapter 1 National ATM Environment 1.1. Geographical Scope 1.1.1. International Membership The Former Yugoslav Republic of Macedonia is a Member of the following international organisations in the field of ATM: Organisation 1.1.2. Since ECAC YES 1997 EUROCONTROL YES 1998 European Union No EASA No ICAO YES NATO No ITU YES 1993 1993 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 Year 2016 FYROM 5 Released Issue
Lower airspace chart: Upper, Free Route airspace chart: LSSIP Year 2016 FYROM 6 Released Issue
1.1.3. Airspace Classification and Organisation On 27 November 2003, the airspace classification has been changed. Airspace ICAO class A from FL 200 till FL 660 was replaced by ICAO class C. No modifications have been stipulated for airspace classification below FL 200. 1. Airspace class C is applied to UTA from FL 245 till 660 and for CTA from FL 200 till FL 245 within the lateral limits of Skopje FIR. 2. Airspace class D applied to: CTA from FL 105 till FL 200 within the lateral limits of Skopje FIR all ATS routes within Skopje FIR (lower limit 1000ft AGL, upper limit FL200) Within the lateral limits of Skopje TMA o Lower limit 1000ft AGL within 20 NM circle centred at Skopje Airport, or 1000ft AGL or 9000ft AMSL outside the circle, whichever is higher o Upper limit FL 145 Skopje CTR within its lateral limits, lower limit GND upper limit 4000ft AMSL Ohrid CTR within its lateral limits, lower limit GND upper limit 4000ft AMSL 3. Airspace class E applied to CTA within Skopje FIR lateral limits, with exemption of CTRs, TMA and ATS routes, lower limit 1000ft AGL, upper limit FL105, and within Skopje TMA lower limit GND upper limit 1000 ft within 20 NM circle centered at Skopje airport or 1000ft AGL or 9000ft AMSL outside this circle, whichever is higher. 4. Airspace class G applied with lateral limits of Skopje FIR with exemption of TMA and CTRs from GND till 1000ft AGL Metric system is not used, only imperial system is available in accordance with national regulations. LSSIP Year 2016 FYROM 7 Released Issue
1.2. National Stakeholders The main National Stakeholders involved in ATM in Macedonia are the following: - Civil Aviation Agency (CAA) - Macedonian Air Navigation Service Provider (M-NAV) - Military Authorities; - Airport Operators Their activities are detailed in the following subchapters and their relationships are shown in the diagram below. Government Ministry of Defense Ministry of Transport C O O National Assembly Civil Aviation Agency O Co- Air Force and Defense ordination TAV Co- Airport Operator ordination M-NAV Co- ordination LSSIP Year 2016 FYROM 8 Released Issue
1.2.1. Civil Regulator(s) General Information Civil Aviation in the Republic of Macedonia is the responsibility of the Ministry of Transport. The different national entities having regulatory responsibilities in ATM are summarised in the table below. The CAA is further detailed in the following sections. Activity in ATM: Organisation responsible Legal Basis Rule-making CAA Aviation Act Safety Oversight CAA Aviation Act Enforcement actions in case of non-compliance with safety regulatory requirements CAA National regulation which defines the mode, rules and specific requirements concerning the ATM safety oversight Airspace The government is currently responsible for managing the airspace. The establishment of Airspace Management board has been done in November 2011. CAA is responsible for the oversight Economic CAA Environment Ministry of environment and physical planning Security CAA Aviation Act Accident investigation Committee for Investigation of Aviation Accidents and Serious Incidents Aviation Act Aviation Act Civil Aviation Agency (CAA) The CAA was created in 1995 and was set up as a part of the Ministry of Transport. With the new Aviation Act, the status of the Civil Aviation Administration as body within the Ministry of Transport was changed into an independent authority outside of the Ministry of Transport under the name “Civil Aviation Agency”. However, the Aviation Act of 2006 stipulates in Article 7 that an independent CAA must be created with its own legal identity. This was achieved by 8 February 2007. With this change, CAA reports to the Government, but the Ministry of Transport is conducting administrative supervision of the work of CAA. The CAA regulates and supervises all aviation activities. The CAA is established by the Aviation Act which also defines its responsibilities. In particular, the CAA is responsible for the supervision of the implementation of the provisions of the Aviation Act and the regulations enacted there under. The CAA also supports the drafting of laws and enacts bylaws related to National Aviation Safety Programme of the applicable international aviation standards, recommended practices and legislation of the EU, ICAO, ECAC, JAA/EASA and EUROCONTROL. LSSIP Year 2016 FYROM 9 Released Issue
The formal consultation and approval with respect to rulemaking is the responsibility of the Governmental body “Secretariat for Legislation”. Acting as regulator of the national aviation sector, the Agency is an independent state body and self-financed from the air navigation charges, airport infrastructure, issuing licenses, approvals and agreements fees. The amendments of Aviation act enacted in May 2010 define CAA as a regulatory authority under the supervision of National Parliament. The National Parliament nominates 3 members of CAA’s Management Board. The CAA Director is appointed by the CAA Management Board. Annual Report published: Y Annual working and development programme and annual financial plan of the Civil Aviation Agency of the Republic of Macedonia for 2016. Web-site- http://www.caa.gov.mk/ 1.2.2. Macedonia Air Navigation Service Provider (M-NAV) Services provided M-NAV, the State owned company being registered under the private company law for the ANS provision has been established on 1 July 2009. A governmental ordinance regarding the foundation of M-NAV has been enforced in 2009. The government assigned a supervisory board of the new company and the supervisory board appointed the M-NAV management board. Name of the ANSP: M-NAV Governance: Joint Stock Company Services provided Y/N Ownership: Comment ATC en-route Y Skopje ACC ATC approach Y Skopje APP/ Ohrid APP ATC Aerodrome(s) Y Skopje TWR/Ohrid TWR AIS Y 2 airports plus en-route CNS Y All ATM infrastructure is property of M-NAV MET Y 2 airports plus en-route ATCO training Y Unit training Others 100 % State owned None Additional information: Provision of services in other State(s): Annual Report published: N Y www.mnavigation.mk This is the annual report covering yearly activities of the ANSP. Web-site- www.mnavigation.mk LSSIP Year 2016 FYROM 10 Released Issue
ATC systems in use Main ANSP part of any technology alliance 1 N - FDPS Specify the manufacturer of the ATC system currently in use: 2 SELEX Upgrade of the ATC system is performed or planned? 2018 Replacement of the ATC system by the new one is planned? 2018 ATC Unit Skopje ACC/APP, Ohrid TWR/APP SDPS Specify the manufacturer of the ATC system currently in use: SELEX Upgrade of the ATC system is performed or planned? 2018 Replacement of the ATC system by the new one is planned? 2018 ATC Unit Skopje ACC/APP ATC Units The ATC units in the Macedonian airspace, which are of concern to this LSSIP are the following: ATC Unit Skopje ACC/APP Number of sectors Associated FIR(s) En-route TMA 2 (maximum 4 sectors) 1 Skopje FIR 1 Skopje FIR Ohrid TWR/APP Remarks 2 sectors configuration usually operated in 2015/2016. 3 sector configuration has been operated whenever traffic demands. Two sectors configuration encompassed two vertical sectors, divided as follows: From GND to 365 From 365 to 660 or From GND to 345 From 345 to 660, depending on the traffic demand. Three sectors configuration encompassed three vertical sectors, divided as follows: From GND to 365 365-385 385-660 Three-sector configuration is supported by the ATM system and VHF/VCS system. There is no Air Traffic Service delegation to/from other States. 1 Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier (e.g. COOPANS alliance) 2 Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation 549/2004, Article 2 (40)) LSSIP Year 2016 FYROM 11 Released Issue
1.2.3. Airports General information The airports are state owned and managed by TAV Airports Holding, which is responsible for the management of two international Airports (Skopje “Alexander the Great” airport and Ohrid “St. Paul the Apostle” airport). Airport(s) covered by the LSSIP Referring to the List of Airports in the Annex E of the European ATM Master Plan Level 3 Implementation Plan – Edition 2016, it is up to the individual State to decide which additional airports will be reported through LSSIP for those objectives. Therefore, Skopje “Alexander the Great” airport is the only Macedonian airport covered by the LSSIP Year 2016. 1.2.4. Military Authorities The Military Authorities in Macedonia are composed of: - Macedonian Aviation Operation Unit (MAOU); - Macedonian Air Sovereignty Operation Centre. The civil/military co-ordination is organised at three levels. The highest level is the ministerial level between MoT and MoD. The level of CAA and the Macedonian Air Defence Operation Centre within MoD is mainly concerned with technical matters. The operational problems of airspace use, coordination procedures and day-to-day problems are discussed between M-NAV and MAOU (Macedonian Aviation Operation Unit). A further level exists for tactical decisions on Skopje ACC/APP and MAOU level. For the time being, the Macedonian militaries do not possess military transport fleet. Inside the Macedonian Aviation Operation Centre, the ATM team is staffed with 7 persons. The military co-ordinators (3 persons) are responsible for the supervision of the military activities. The military controllers are responsible for the provision of ATS to the military flights inside the temporary restricted airspace. Outside the temporarily restricted area, the civilian ATCOs control the military flights. The military zones for IFR/VFR flights are dynamically allocated within the Skopje FIR airspace on tactical and daily basis, upon military request. Dynamic airspace management is achieved through the real time verbal civil-military co-ordination; no plans exist for enhanced civil-military co-ordination with electronic tools. The co-ordination of the military flights inside temporarily restricted area is done from the military premises, using their own equipment. For a purpose of co-ordination with the civilian ATC authorities, a telephone hot line has been established, in order to transfer the estimates about military flight exit/entry conditions in restricted areas. The national equivalent of FUA concept is implemented; there are no operational needs for CDRs and the necessity of AMC has to be evaluated for further utilisation. Restricted areas are assigned by CAA NOTAM office, upon the military request. They are published in the national AIP. Co-operation between the CAA and military with regard to Search and Rescue (SAR) activities is defined in the Government Regulation on method, organization and entities for Aircraft Search and Rescue, that was enacted in 2013 and published in Official Gazette of RM", No. 36/13. Their regulatory, service provision and user role in ATM are detailed below. LSSIP Year 2016 FYROM 12 Released Issue
Regulatory role Regulatory framework and rule-making OAT OAT and provision of service for OAT governed by national legal provisions? Y Level of such legal provision: Aviation Act, Instruction for Service provision to OAT Authority signing such legal provision: National Assemble in respect of Aviation Act, CAA DG and the commander of Macedonian Air Force regarding the instruction These provisions cover: Rules of the Air for OAT Y Organisation of military ATS for OAT Y OAT/GAT Coordination Y ATCO Training N ATCO Licensing N ANSP Certification N ANSP Supervision N Aircrew Training Y Aircrew Licensing Y National AIP Y Additional Information: None Means used to inform airspace users (other than military) about these provisions: National Military AIP EUROCONTROL eAIP Other: None Oversight OAT National oversight body for OAT: Ministry of Defence Additional information: None LSSIP Year 2016 FYROM 13 Released Issue
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. OAT Services Provided: En-Route M-NAV Approach/TMA M-NAV Airfield/TWR/GND M-NAV AIS M-NAV MET Military MET service and M-NAV MET service SAR A Specialised Military Unit TSA/TRA monitoring Civil Military co-ordination group Other: None Additional Information: User role IFR inside controlled airspace, Military aircraft can fly? OAT only GAT only Both OAT and GAT Y If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing Y Within specific corridors only Within the regular (GAT) national route network Y Under radar control Within a special OAT route system Y Under radar advisory service If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from flow and capacity (ATFCM) measures CNS exemptions: Others: RVSM Y 8.33 Exemption from Route Charges Y Provision of ATC in UHF Y Y Y Mode S N/A ACAS Y None Flexible Use of Airspace (FUA) Military in the Republic of Macedonia applies FUA requirements as specified in the Regulation No 2150/2005: Y FUA Level 1 implemented: Y FUA Level 2 implemented: Y FUA Level 3 implemented: Y LSSIP Year 2016 FYROM 14 Released Issue
Chapter 2 Traffic and Capacity 2.1. Evolution of traffic in Former Yugoslav Republic of Macedonia FYROM - Annual IFR Movements 250.000 IFR flights 200.000 150.000 FYROM - Distribution (Ref. year 2015) 100.000 IFR movements - Actuals IFR movements - Baseline forecast Overflights 90% IFR movements - High forecast 50.000 IFR movements - Low forecast Domestic flights 0% 0 2012 A 2013 A 2014 A 2015 A 2016 F 2017 F 2018 F 2019 F 2020 F 2021 F Internationa l Dep/Arr 10% 2022 F EUROCONTROL Seven-Year Forecast (September 2016) IFR flights yearly growth H FYROM B L ECAC B 2013 A 2014 A 2015 A 0,1% 29,9% 3,9% -1,1% 1,7% 1,6% 2016 F -3,7% -4,2% -4,6% 2,7% 2017 F 7,0% 4,2% 1,5% 1,4% 2018 F 6,2% 3,3% 0,7% 2,1% 2019 F 5,6% 3,5% 1,6% 2,1% 2020 F 6,0% 3,8% 2,1% 2,4% 2021 F 5,2% 3,2% 1,4% 1,9% 2022 F 5,4% 3,4% 1,6% 2,1% 2016 Traffic in Former Yugoslav Republic of Macedonia decreased by 4.0% during the summer 2016 (May to October), when compared to summer 2015. 2017-2021 The EUROCONTROL Seven-Year forecast predicts an average annual traffic growth between 1.5% and 6.0%, with an average baseline growth of 3.6% throughout the planning cycle. LSSIP Year 2016 FYROM 15 Released Issue
2.2. ACC SKOPJE 2.2.1. Traffic and en-route ATFM delays 1000 1.0 900 0.9 800 0.8 700 0.7 600 0.6 500 0.5 400 0.4 300 0.3 200 0.2 100 0.1 0 Peak Day Traffic 2012 642 2013 661 2014 834 2015 859 2016 769 2017 2018 2019 2020 2021 Summer Traffic 418 424 566
2015) are also taken into account for as long as they were linked to the Level 2 of the ATM Master Plan and implemented by the State. SESAR Baseline Implementation . 2010 2019 . 53% . PCP Implementation : 2015 2023 : 31% : Progress per SESAR Key Feature and Phase .
LOCAL SINGLE SKY IMPLEMENTATION. LSSIP Year 2020 Estonia Released Issue Document Title LSSIP Year 2020 for Estonia Info Centre Reference 20/12/22/60 Date of Edition 10/03/2021 . Based on assessment study's results the Navigation Infrastructure Rationalization plan has been developed.
2016 Traffic in Norway decreased by 0.3% during Summer 2016 (May to October), when compared to Summer 2015. 2017-2021 The EUROCONTROL Seven-Year Forecast predicts an average annual traffic growth between -1.1% and 2.2% throughout the planning cycle, with an average baseline growth of 0.4%. Implementation Objectives Overview
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