TECHNICAL UNIVERSITY OF KOŠICE

FACULTY OF AERONAUTICS

The System of Air Traffic Control

In

Republic of Macedonia

2015

Goce NIKOLOVSKI

TECHNICAL UNIVERSITY OF KOŠICE

FACULTY OF AERONAUTICS

The System of Air Traffic Control

In

Republic of Macedonia

BACHELOR THESIS

Study programme: Air Traffic Controller

Study specialization: 4.2.59 Transport

Department: Department of Flight Training

Supervisor: Ing. Juraj Vagner, Ing.

Consultant: Mr. Nikolce Taseski, INS

Košice 2015 Goce NIKOLOVSKI

Abstrakt

Cieľom Bakalárskej práce je popísať systém riadenia letovej prevádzky v Macedónsku a

oboznámiť s problematikou z tohto vyplývajúcou. Bakalárska práca sa skladá zo piatich

častí. V úvodnej časti je popísaná štruktúra Riaditeľstva civilného letectva, jeho orgány,

jednotlivé odbory ako aj jeho povinnosti a zodpovednosti. V druhej časti je vysvetlený

systém podnikania agentúry poskytujúcej letové prevádzkové služby spolu s jej cieľmi a

stratégiou. Tretia kapitola pojednáva o vzdušnom priestore Macedónska, jeho štruktúre,

rozdelení a klasifikácii. Opisuje aj zodpovednosti a úlohy zamestnancov v letiskovom,

približovacom a oblastnom stredisku riadenia. V štvrtej časti sú popísané v dnešnej dobe

využívané rádio-navigačné zariadenia ako aj ich krátky historický vývoj. Posledná časť je

zameraná na písomne i grafické vyjadrenie štatistických údajov, ktoré dokresľujú súčasný

stav prevádzkovej situácie nad územím Macedónska v posledných rokoch.

Kľúčové slová v SJ: Navigácia, MNAV, Riadenie letovej prevádzky, LÚ.

Abstract

The main goal of Bachelor thesis is to describe the system of air traffic control in

Macedonia and to familiarize with related problems. The Bachelor thesis consists of six

parts. The introductory section describes the authorities of civil aviation, the CAA, its

institutions, individual departments as well as its duties and responsibilities. The second

part explains objectives and strategy of Macedonian air traffic service agency. The third

chapter discusses the airspace of Macedonia, its structure, distribution and classification,

and same time focuses on the roles and responsibilities of staff in the Local control, the

approach and area control centers, as well as description of the airports. The fourth section

describes nowadays used radio navigation equipment, as well as its short history. The last

part consists of brief statistical overview, in written and graphic form, showing the success

rate of Macedonian air traffic management in the last few years.

Key words: Navigation, MNAV, Air Traffic Control, CAA.

Declaration

I hereby declare that this thesis is my own work and effort. Where others sources of

information have been used, they have been acknowledged.

Košice, 27. may 2015

..........................................

Signature

Acknowledgement

I would like to express my sincere thanks to my supervisor Ing, Juraj Vagner, Ing, the

main Supervisor. Special thanks should go to Mr. Nikolce Taseski, INS, for his constant

and constructive guidance throughout the study. To all others who gave a hand, I say thank

you very much.

Preface

The main reason for choosing this topic, is find all the information there is about the

system of Air Traffic Control in my home country Macedonia, because there is not much

information shared publicly, and I am really interested about finding out, and explain all of

that information in this thesis. The goal is to successfully present the system of Air Traffic

Control in Macedonia, and also to meet the personnel that works there, an honor for me,

because I am enthusiast and ambitious about working there in near future.

I see this thesis not only as a requirement, but as an inspiration to get myself into the

world of aviation itself, learn and experience as much as I can. After three years at the

Faculty of aviation, studying the Air Traffic Control system in Slovakia, I am very pleased

and honored to visit my home country‟s ACC and see for myself, how the things are in

function there, and I was very happy that my studies have paid off, because I understood

every word controllers told me and the stations themselves.

By writing this thesis, I want to show and prove that even though, the Macedonian

Navigation had its hard times, they are working to a greater goal, to make the Macedonian

Sky safe, and expedite the flow of air traffic. Now, with the opening of the Kosovo

Airspace, the air traffic over Macedonia increased significantly.

Contents

List of Symbols and Abbreviations ............................................................................. 11

List of Terms ................................................................................................................. 13

1 Introduction ............................................................................................................. 14

1.1 National Stakeholders .......................................................................................... 15

1.1.1 Civil Regulators ........................................................................................... 16

1.2 Civil Aviation Authority ...................................................................................... 17

1.2.1 Responsibilities of the CAA ........................................................................ 18

1.2.2 Organization of the CAA ............................................................................. 19

1.2.3 Safety responsibilities of the CAA .............................................................. 21

1.2.4 Regulation .................................................................................................... 26

1.2.5 Membership ................................................................................................. 27

1.3 Military authorities .............................................................................................. 28

2 M-NAV, Macedonian Air Navigation ................................................................... 29

2.1 Organization ........................................................................................................ 30

2.2 MISSION ............................................................................................................. 31

2.3 VISION ................................................................................................................ 31

2.4 M-NAV services and activities ........................................................................... 32

2.4.1 CNS/ATM Systems ..................................................................................... 32

2.4.2 MET Service Unit ........................................................................................ 37

2.4.3 Training Department .................................................................................... 39

2.4.4 ATC system in use ....................................................................................... 39

2.5 Safety Management ............................................................................................. 40

2.5.1 Quality Management System ....................................................................... 41

2.5.2 Safety Management System ......................................................................... 41

2.5.3 Reporting System ......................................................................................... 42

2.5.4 International involvement of the SMS ......................................................... 43

3 Macedonian Airspace.............................................................................................. 44

3.1 Airspace classification and organization ............................................................. 45

3.2 Areas of airspace ................................................................................................. 46

3.2.1 CTR – Controlled traffic region ................................................................... 46

3.2.2 TMA – Terminal maneuvering area ............................................................ 46

3.2.3 LW R – Restricted airspace ......................................................................... 47

3.2.4 AWY – Airways .......................................................................................... 47

3.3 Airports ................................................................................................................ 49

3.3.1 Airport Alexander the Great – Skopje ......................................................... 49

3.3.2 Airport St. Paul the Apostle – Ohrid ............................................................ 49

3.3.3 Airports operator .......................................................................................... 50

3.4 Kosovo airspace ................................................................................................... 50

3.5 Air Traffic Service ............................................................................................... 51

3.5.1 Area Control Center ..................................................................................... 52

3.5.2 Approach Control Center ............................................................................. 52

3.5.3 Aerodrome Control (Tower) ........................................................................ 53

3.5.4 Coordination and LOA ................................................................................ 55

3.5.5 Supervisor .................................................................................................... 55

3.5.6 ATC units ..................................................................................................... 56

4 Radio navigational aids........................................................................................... 56

4.1 NDB ..................................................................................................................... 57

4.2 VOR/DME ........................................................................................................... 58

4.3 PSR/MSSR .......................................................................................................... 59

4.4 SSR ...................................................................................................................... 60

4.5 GNSS deployment .................................................................................................. 61

5 Statistics ................................................................................................................... 62

Conclusion ..................................................................................................................... 64

List of used literature ................................................................................................... 65

Appendices ..................................................................................................................... 66

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List of Pictures

Picture 1 : Diagram of National Stakeholders„ relation .................................................. 15

Picture 2: Area radar screen at Skopje ACC ................................................................... 40

Picture 3: Skopje TMA approach radar screen ............................................................... 40

Picture 4: Diagram the Safety Management‟s organization ........................................... 42

Picture 5: Classification of the Macedonian Airspace .................................................... 44

Picture 6: Chart of lower airspace in Skopje FIR / Low Airways .................................. 48

Picture 7: Chart of upper airspace Skopje FIR / High Airways ...................................... 48

Picture 8: LWSK to left, LWOH to the right. ................................................................. 50

Picture 9: Kosovo airspace ............................................................................................. 51

Picture 10: Skopje ACC Sector 1 .................................................................................. 52

Picture 11: Skopje APP located in the Skopje ACC ....................................................... 53

Picture 12: Skopje TWR (to the right is the radar screen for observing) ....................... 54

Picture 13: M-NAV, Skopje ACC .................................................................................. 54

Picture 14: Chart of the NDBs in Skopje FIR ................................................................ 58

Picture 15: Chart of the VOR/DMEs within Skopje FIR ............................................... 59

Picture 16 Chart with the locations of the Radars used in Skopje FIR ........................... 61

Picture 17: Diagram of traffic and en-route ATFM delays ............................................ 63

Picture 18: Diagram with evolution of IFR movements ................................................. 63

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List of Tables

Table 1: CAA responsibilities ......................................................................................... 16

Table 2: Aviation Personnel ........................................................................................... 24

Table 3: List of all the licensed Airmen in R. Macedonia .............................................. 25

Table 4: M-NAV Profile ................................................................................................. 29

Table 5: ATC units in Skopje FIR .................................................................................. 56

Table 6: Realisation of Capacity Plan for 2014 .............................................................. 62

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List of Symbols and Abbreviations

ACC – Area Control Center

AFTN - Aeronautical Fixed Telecommunication Network

AIP – Aeronautical Information Publication

AMHS - Aeronautical Message Handling System

ANS – Air Navigation Services

ARO – ATS Reporting Office

ATCO – Air Traffic Control Officer

ATM – Air Traffic Management

ATS – Air Traffic Services

AWOS - Automated Weather Observing System

CAA – Civil Aviation Authority

CADAS – Computer Controlled Avionics Data Acquisition System

CFMU - Network Manager Operations Centre

CIDIN – Common ICAO Data Interchange Network

CNS - Communications, Navigation, Surveillance

CTR – Control Zone

DME – Distance Measuring Equipment

EASA – European Aviation Safety Agency

ECAC – European Civil Aviation Conference

FCL - Flight Crew License

FD – Flight Dispatcher

FIR – Flight Information Region

FL – Flight Level

FPL – Flight Plan

GNSS – Global Navigation Satellite System

ICAO – International Civil Aviation Organization

IFR/VFR –Instrument/Visual Flight Rules

JAA – Joint Aviation Authorities

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JAR – Joint Aviation Requirements

MFC – Multi Frequency Coding

MNAV – Macedonian Air Navigation

MET - Aviation meteorology

MSSR – Mono-pulse Secondary Surveillance Radar

NDB – Non Directional Beacon

NOTAM – Notice to Airmen

OLDI – On-Line Data Interchange

OTJI – On The Job Training Instructor

PAMS – Published AIP Management System

PSR – Primary Surveillance Radar

RCO – Remote Communications Outlets

RWY – Runway

SAFA – The Safety Assessment of Foreign Aircraft

SAR – Search and Rescue

SITA – Société Internationale de Télécommunications Aéronautiques

SNOWTAM – Snow warning to Airmen

TMA – Terminal Control Area / Terminal Manoeuvring Area

VOR – Very High Frequency Omni Directional Radio Range

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List of Terms

Aerodrome control service (TWR or Local) - Air traffic control service for aerodrome

traffic

Aeronautical Information Publication (AIP) - A publication issued by or with the

authority of a State and containing aeronautical information of a lasting character essential

to air navigation.

Air Traffic Service (ATS) - A service provided for the purpose of preventing collisions

expediting and maintaining an orderly flow of air traffic (Aerodrome control service,

Approach control service, Area control service).

Approach control service - Air traffic control service for arriving or departing controlled

flights.

Area control centre (ACC). - A unit established to provide air traffic control service to

controlled flights in control areas under its jurisdiction.

Flight Information Region (FIR) - An airspace of defined dimensions within which flight

information service and alerting service are provided.

Flight Plan (FPL) - Specified information provided to air traffic services units, relative to

an intended flight or portion of a flight of an aircraft.

IFR flight – A flight conducted in accordance with the instrument flight rules.

VFR flight – A flight conducted in accordance with the visual flight rules.

Precision Approach Radar (PAR) - Primary radar equipment used to determine the

position of an aircraft during final approach, in terms of lateral and vertical deviations

relative to a nominal approach path, and in range relative to touchdown.

Procedural Control - Term used to indicate that information derived from an ATS

surveillance system is not required for the provision of air traffic control service.

Radar Separation - The separation used when aircraft position information is derived

from radar sources

Safety management system (SMS) - A systematic approach to managing safety, including

the necessary organizational structures, accountabilities, policies and procedures.

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1 Introduction

After the independence, Macedonian government had to establish authority i.e

organization that will be responsible for the aviation within Macedonian borders. Civil

Aviation Authority in Republic of Macedonia is founded in 1994 with the Law for Civil

Aviation Directorate, as body within the Ministry of transport and communications. The

Directorate was established for performing the regulatory functions in the aviation as

well as air navigation service provision, but until then, every operation was run by

Serbian civil aviation authority.

CAA was responsible for the air navigation services, until the actual separation

of the air navigation service provision from CAA happened in 2009 with establishment

of the new ANS Provider M-NAV. Air Navigation services at M-NAV are divided into:

Aerodrome Control Service

Approach Control Service

Area Control Service

Every service has a group of qualified controllers, who are making sure to

expedite the flow of air traffic, and keep it safe. In order to get what is needed to make

the air traffic control safer, the traffic flow should be continuously observed, and make a

statistical analysis.

This whole system is for to make effort, so that Macedonia will be among the leaders of

air traffic service providers in Europe and at the same time to establish itself on the

economic development, which will bring them to the inclusion of the most developed

states in Europe.

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1.1 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. [7]

Picture 1 : Diagram of National Stakeholders‘ relation

[Source: Local Single Sky ImPlementation LSSIP Republic of Macedonia available in archives at www.eurocontrol.int]

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1.1.1 Civil Regulators

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 summarized in the table below. The CAA is further detailed in the following

sections. [7]

Table 1: CAA responsibilities

Activity in ATM Organization 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 Aviation Act

Environment Ministry of environment and

physical planning

Security CAA Aviation Act

Accident Investigation Committee for Investigation

of Aviation Accidents and

Serious Incidents

Aviation Act

[Source: Local Single Sky ImPlementation LSSIP Republic of Macedonia available in archives at

www.eurocontrol.int]

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1.2 Civil Aviation Authority

Civil Aviation Authority in Republic of Macedonia is founded in 1994 with the

Law for Civil Aviation Directorate, as body within the Ministry of transport and

communications. The Directorate was established for performing the regulatory

functions in the aviation as well as air navigation service provision.

In 2001 the name of the Directorate was changed into Civil Aviation

Administration, without any further changes with regard to its status or responsibilities.

With the new Aviation Act from 2006, Civil Aviation Administration is

transformed into the Authority under the name Civil Aviation Agency.

Under the Aviation Act, CAA should have a status of an independent state body

outside of the Ministry of transport and communications, directly responsible to the

Government of Republic of Macedonia and should not perform air navigation service

provision.

The actual separation of the air navigation service provision from CAA

happened in 2009 with establishment of the new ANS Provider M-NAV.

By amending the Aviation Law in May 2010, the Civil Aviation Agency of the

Republic of Macedonia has been transformed from an independent administrative body

under the governance of the Government of the Republic of Macedonia in an

independent regulatory body with public authorities, directly responsible to the

Parliament of the Republic of Macedonia.

The Civil Aviation Agency in their work during making decisions within their

authorizations is entirely political, financial and functional independent of other state

authority, other public legal person or company which carries on business in the field of

aviation and is impartial. [4]

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1.2.1 Responsibilities of the CAA

The aviation is a system being mutually dependent on all participants at

international as well as at national level, all bearing an international responsibility

therefore. The following is expected by the Safety and Aviation Standards Department

of the Agency:

establishment of the highest aviation safety standards increasing at the same

time the level of aviation safety;

establishment of the highest aviation security standards to minimize any risk and

to ensure citizens mobility;

achievement of regulatory efficiency and effectiveness by means of air transport

continuous oversight and follow up and implementation of the international

aviation standards and best practices;

achievement of set goals through development of human recourses that is

through initial and continuous training of its employees;

introduction and implementation of the quality standards and the sustainability

thereof;

improvement of regional cooperation and promotion of leadership within the

region;

active participation in and cooperation with the international aviation

organizations, such as ICAO, ECAC, EUROCONTROL, JAA and EASA,

raising the reputation of the Republic of Macedonia on the international scene;

its participation into the harmonization of the national aviation legislation with

the EU aviation, as well as cooperation with the European Agency of Aviation

Safety and European Commission;

contribution to the sustainable economic and social development of the Republic

of Macedonia;

contribution in respect of problem solving regarding the impact of the aviation

on the environment;

determination of real possibilities and capabilities for adjustment to already

started processes on regionalization and establishment of a functional airspace

block (FSB) within our environment and building a strategy therein;

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emphasizing the cooperation with the associations and clubs in the field of

aviation, in the process of creation of development programs regarding the

aviation issues as a prerequisite and postulate to follow up and develop the

aviation tradition of the Republic of Macedonia, using the opportunities for

submission of application for the EU pre–accession fund projects. [4]

1.2.2 Organization of the CAA

The CAA is organized as an aviation authority of the Republic of Macedonia and

its establishment as such provides efficient and timely execution of the regulatory

functions including a safety oversight system, as well as other functions connected to

the economic oversight, flight permissions etc.

The CAA main bodies are the Management Board and the Director General. The MB is

nominated by the Parliament. The DG is nominated by the MB. The National

Parliament nominates 3 members of CAA‟s Management Board. The CAA Director is

appointed by the CAA Management Board. [4]

The main competences and their execution actually define the reason for the existence

of the CAA and are provided for in ICAO Doc 9734. These main functions are carried

out by the various CAA Divisions as follows:

The International and Legal Affairs Division

The Flight Safety and Security Division

The Air Navigation Safety and Security Division

The Safety and Security of Airports and Protection of Passenger Rights

The Cabinet of the Director General

The Finance and General Affairs units

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1.2.2.3 The International and Legal Affairs Division

This division is in charge of some of the major regulatory functions comprising

the safety oversight system of ICAO Doc 9734 – the Safety Oversight Manual, i.e.

regulating, as well as issue of flight permissions.

The regulating competence is a prescriptive activity of the CAA for the purpose

of creating the legal framework to be applied by the aviation industry and it includes

drafting and conducting the procedure for concluding international agreements (bilateral

and multilateral) that become national laws by means of their ratification, as well as

procedures for drafting and enacting of national regulations aimed to harmonization

with international and European aviation standards and regulations. [4]

1.2.2.4 The Flight Safety and Security Division

The division is in charge of performing the major regulatory functions related to

air traffic, comprising the safety oversight system of ICAO Doc 9734 – the Safety

Oversight Manual.

The main regulatory functions of this division include certification, oversight and

enforcement measures related to aircraft operators, organizations engaged in aircraft

manufacture, design, and maintenance, aircraft registration, as well as personnel

licensing. [4]

1.2.2.5 The Air Navigation Safety and Security Division

This division is in charge with carrying out the main regulatory functions in

regard to air navigation comprising the safety oversight system of ICAO Doc 9734 – the

Safety Oversight Manual.

The main regulatory functions of this division include certification, oversight and

enforcement measures related to air navigation service providers, as well as

organization of search and rescue of aircraft and investigation of aviation incidents. [4]

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1.2.2.6 The Safety and Security of Airports and Protection of

Passenger Rights

The division is in charge of carrying out the main regulatory functions

comprising the safety oversight system of ICAO Doc 9734 – the Safety Oversight

Manual.

The major regulatory functions of this division include certification, oversight

and enforcement measures related to airport infrastructure operators, providers of airport

services, as well as organization of the passengers' rights protection. [4]

The remaining administrative competencies of the CAA are carried out by:

The Cabinet of the Director General that is in charge with the internal audits,

public procurements, human resources, economic oversight, coordination of the

collecting of route charges and assistance to the work of the Director General;

The Finance and General Affairs units are in charge with the financial matters

of the CAA and other secondary activities.

1.2.3 Safety responsibilities of the CAA

1.2.3.1 SAFA Inspections

The Civil Aviation Agency executes SAFA inspections on third-country aircraft

landing at the airports located in the Republic of Macedonia. SAFA inspection is

performed in accordance with the Aviation Act, Regulation on procedure, rules and

special requirements for inspection and special requirements to be met by a person to

carry out inspection regarding the public air transport as well as in accordance with the

Working Agreement between EASA and the Civil Aviation Agency for executing

SAFA inspection. [4]

The Civil Aviation Agency signed such an Agreement for the first time on

14.12.2006. The new Agreement between the Civil Aviation Agency and EASA was

signed on 06.11.2013. In accordance with the Agreement, the objective of the SAFA

Programme is to establish a system covering analysis, making conclusions and enacting

measures, which will provide a high level of safety in aviation and which, in certain

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situations, may result in serious consequences (measures such as prohibition of entry

into the airspace for certain air carriers or for all air carriers from particular states). [4]

1.2.3.2 Flight Operations

CAA has regulatory responsibilities related to the safety and security of the flight

operations and flying itself. CAA regulatory functions in the area of Operations are:

Certification of the aviation industry for different types of flight operations (Aviation

Transport, Aerial Work, Aviation-Sports Activities), Continuing inspection of the

certificated entities from the industry, Inspection of any type of flying etc. [4]

1.2.3.3 Airworthiness and Aircraft Registration

CAA has regulatory responsibilities related to the safety of Aircrafts. CAA

regulatory functions in the area of Airworthiness and Aircraft Registration are:

Airworthiness certification, Registration of Aircraft, Maintenance Certification,

Construction and Design Certification of aircrafts and components, continuing

inspection of the certificated aircrafts and entities, etc. [4]

1.2.3.4 Airports

CAA has regulatory responsibilities related to the safety and security of:

airports/aerodromes; airfields; terrains and airport services. CAA regulatory functions

regarding Airports are: Certification of airports/aerodromes, airfields and terrains,

Approving the airport services, Continuing inspection of the certificated

airports/aerodromes, airfields, terrains and approved airport services, Construction

Approvals etc. [4]

1.2.3.5 Air Navigation

CAA has regulatory responsibilities related to the safety of air navigation service

provision. CAA regulatory functions in the area of Navigation are: Certification of

ANSPs (ATM, MET, CNS and AIS service providers), Approving of the Navigation

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Systems and their changes, Flight procedures approvals, continuing inspection of the

certified ANSPs etc. [4]

1.2.3.6 Licensing

Licensing and Aviation Medicine Department as part of the Flight Safety and

Security Division in the Civil Aviation Agency is responsible for licensing of the

aviation personnel and other qualified personnel.

Licensing and Aviation Medicine Department is performing the following

functions:

keeping a register of aviation personnel and other qualified personnel, certified

examiners and approved training organizations;

preparation of forms and procedures for issuance, revalidation and renewal of

licenses and ratings of aviation personnel and other qualified personnel;

issuance, renewal, extension, modification, suspension and withdrawal of

licenses / ratings / certificates / approvals of aviation personnel and other

qualified personnel;

preparation of list of aviation experts for conducting exams and testing of

aviation personnel and other qualified personnel;

organization and conducting examinations to verify the professional capability

of the flight personnel;

appointing examiners for conducting of skill tests and proficiency checks for

flight personnel;

recognition of completed trainings, programmes and exams; licenses and ratings

obtained in a foreign country;

approval of training programs for the aviation personnel and other qualified

personnel;

issuance, revalidation, renewal and modification of the Approval Certificate for

Training Organizations of aviation personnel and other qualified personnel.

Civil Aviation Agency issues licenses/certificates for the following aviation personnel

and other qualified personnel: [4]

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Table 2: Aviation Personnel

No. Category Standard

1 Pilot Aeroplane JAR FCL 1

2 Pilot Helicopter JAR FCL 2

3 Flight Navigator ICAO

4 Flight Engineer JAR-FCL 4

5 Ultra light Pilot Aviation Act

6 Glider Pilot ICAO

7 Free Balloon Pilot ICAO

8 Hang gliders Pilot ICAO

9 Parachutist ICAO

10 Aircraft Maintenance AMS/IRE ICAO

Part 66

11 Aeronautical Engineer AMS/IRE ICAO

Part 66

12 Air Traffic Controller ICAO/ESARR 5/ECAC

13 Assistant Air Traffic Controller ICAO/ESARR 5/ECAC

14 Student Air Traffic Controller ICAO/ESARR 5/ECAC

15 ATSEP ICAO/ESARR 5

16 MET Personnel ICAO

17 Aeronautical information services Aviation Act

18 Flow management position Aviation Act

19 Aviation security personnel Aviation Act

20 Ground handling personnel Aviation Act

[Source: www.caa.gov.mk]

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Table 3: List of all the licensed Airmen in R. Macedonia

No. Type of license Number of valid licenses

1 Flight Crew License

ATPL(A) 17

MPL(A) /

CPL(A) 24

PPL(A) 30

ATPL(H) /

CPL(H) /

PPL(H) /

2 Flight Crew License (Flight Engineer) /

3 Ultralight Pilot License 15

4 Glider Pilot License 14

5 Free Balloon Pilot License 1

6 Hang-gliders Pilot License 29

7 Parachutist License 21

8 Aircraft Maintenance Mechanic Technician License (ICAO) 62

9 Aircraft Maintenance License (Part 66) 2

10 Air Traffic Controller License 89

11 Assistant Air Traffic Controller License 27

12 Student Air Traffic Controller License 1

13 MET Personnel License 19

14 ATSEP License 32

15 Aeronautical information services certificate of competence 30

16 Flow management position certificate of competence 7

17 Flight Dispatcher License 7

[Source: www.caa.gov.mk]

1.2.3.7 Aviation Medicine

CAA has regulatory responsibilities related to the medical fitness of the Aviation

personnel from the aviation industry.

To exercise these regulatory functions, the CAA conducts: Certification of

Aeromedical Examiners – AME and Aeromedical Centres – AMC, Initial health

checks, Continuing inspection of certified AMEs and AMCs, Inspection of the

airport medical services, etc. [4]

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1.2.3.8 Aviation Incidents

CAA has regulatory responsibilities related to the Aviation Incidents.

To exercise these regulatory functions, the CAA conducts: Organization and

investigation of the Incidents in all aviation areas, Inspection of the reporting procedures

and system established by the aviation industry, Analyzes, Record keeping and

Reporting of the aviation incidents etc. [4]

1.2.3.9 Search and Rescue

CAA has regulatory responsibilities related to the organization of the SAR

system. To exercise these regulatory functions, the CAA conducts: Planning and

coordination of SAR activities, Cooperation and participation in the Rescue

Coordination Centre and SAR Joint Committee etc. [4]

1.2.4 Regulation

One of the most important CAA responsibilities is the regulating and

establishment of the National Aviation Legal System for all the aviation areas.

The regulatory functions of the CAA related to the regulating are performed

by its International Legal Division.

Exercising the regulatory functions regarding regulation, the CAA conducts:

Drafting and enactment of the safety, security, and economic aviation rules and

regulations;

Transposition of the International and European standards and rules in the

national legislation;

Initiating and conducting procedure for bilateral and multilateral aviation

agreements;

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Observing the other national rules and regulations in order to check if they are

correspondence with the aviation national rules and regulations and ratified

aviation international agreements.

CAA keep records of all aviation rules and regulations, as well as ratified

multilateral agreements which are in force in Republic of Macedonia in the ;Aviation

Regulations Code; (ARC). CAA maintain a list of the bilateral air services

agreements, keep records of all transposed International and European standards and

rules within the national rules and regulations, and conducts translations and keep

records of all transposed International and European standards and rules such as:

ICAO-SARPs

JAA-JARs

EUROCONTROL-ESARRs;

EU Regulations and Directives;

EASA-CS [4]

1.2.5 Membership

The Republic of Macedonia is a member of the following international

organizations:

ICAO – International Civil Aviation Organization (joined

09.01.1993)

ECAC - European Civil Aviation Conference (joined 03.07.1997)

EUROCONTROL - European Organization for the safety of Air

Navigation (joined 01.11.1998)

JAA - Joint Aviation Authorities ( 03 December 2008 which ceased

as such on 30 June 2009, but moved to the EASA )

EASA - European Aviation Safety Agency

FSF - Flight Safety Foundation (joined 06.11.2013)

JARUS - Joint Authorities for Rulemaking on Unmanned Systems

(joined 01.12.2014 )

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1.3 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 organized at three levels. The highest level is

the ministerial level between MoT and MoD. The level of CAA and the Macedonian Air

Defense 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 coordinators (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 utilization.

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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. [7]

2 M-NAV, Macedonian Air Navigation

MNAV, PCL is company to which the Macedonian State delegates the

management and control of civilian air traffic in Macedonia.

MNAV PCL, is a result of the division of the Civil Aviation Agency into a

State-Controlled Enterprise MNAV and Regulatory Body which remain as Civil

Aviation Agency. This transformation has been realized in July 2009. The

organizational structure has its legal headquarters in Skopje and operating facilities

throughout the national territory. MNAV is a member of the international ATM (Air

Traffic Management) system and therefore participates in research and development

activities in coordination with the international control bodies for the sector such as

ICAO, EUROCONTROL.

Table 4: M-NAV Profile

[Source: Local Single Sky ImPlementation LSSIP Repblic of Macedonia available in archives at www.eurocontrol.int]

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2.1 Organization

M-NAV is organized in departments, which are given specific duties and trained

professionals. It is divided in three main divisions.

ATS division

CNS/ATM technical division

ATM division

The board of supervisors consists of 3 persons, and is selected by the

government of Republic of Macedonia, as owner of the M-NAV. The supervisors

select 3 persons as directors for the board of directors:

1. -Director in the ATS division

2. -Director in the CNS/ATM technical division (currently president of the board

of directors)

3. -Director in the ATM division, i.e. sector for the financial, legal affairs,

development and investment.

ATS division consists of : Area control center, TMA, Training department, Aerodrome

control Ohrid, department for security, department for flow management, aeronautical

meteorological service department, department for AIS, department for NOTAM, ARO

Aerodrome reporting office, RCO route charging office.

CNS - department for information systems, department for radar systems, department

for NAVAIDS, technical department Ohrid, department for power supply, department

for machine maintenance and air conditioning.

ATM division – department of finance, department of procurement and investment,

department of planning and development and budget control, department of legal

affairs, department of human resources, department of public affairs, department of

general affairs, department of internal affairs.

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2.2 MISSION

MNAV's primary task is to contribute to the efficiency of the national transport

system guaranteeing the safety and regularity of circulation within the Macedonian air

space to all categories of users, respecting the international obligations of the country.

Such an objective must be reached by obtaining the company's economic

efficiency and by satisfying the request expressed by the users in terms of effectiveness

and quality of service.

The company provides directly to the delivery of the management and air traffic

control services assuring the maximum technical and system standards in flight safety.

[5]

2.3 VISION

In order to continue guaranteeing flight security for millions of people and a key

role in European air transport to Macedonia, MNAV has to pay constant attention to its

medium and long term strategy choices.

These choices must take the context in which MNAV operates into

consideration, which is comprised of and controlled by bodies and institutions relevant

to the sector (ICAO, Eurocontrol) and regulated by European laws that have designed a

strategy for the international ATM system. These organizations determine regulations

and establish requisites along with clear quality and security standards for air

transporters. They are also committed to incrementing interoperability between

providers in every country.

MNAV faces all these challenges by defining development projects that set out

important and complex investment plans, designed to reach as many technical-

functional objectives as financial.

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Some of these principles are:

to increase production capacity and business continuity to meet demand, to

improve security and air traffic punctuality;

to implement an economic-financial plan capable of continuing improvements in

Company performance, both in terms of company cost cutting and maintaining

applied prices;

to assert ourselves as the Macedonian provider in the wider European ATM

panorama for international research and air traffic management development, planned

for the future. [5]

2.4 M-NAV services and activities

2.4.1 CNS/ATM Systems

2.4.1.1 Surveillance

Radar (an acronym of Radar Detection and Ranging) is a radio detection device

used to determine the aircraft position and to provide a reliable surveillance image of

the situation in the airspace and on the ground, ensuring a safe separation of controlled

traffic and improving the ATC capacity in the controlled area.

As far as civil and military air traffic control is concerned, M-NAV, PCL uses its

own radar systems. These radar systems with the radar systems of the neighboring

States are integrated in multi-radar tracking systems in order to provide multiple

coverage, high reliability and quality of target detection.

M-NAV, PCL owns three operational radar systems. The range of Secondary

Surveillance Radar System is 200 NM and they are used to provide control within en-

route and terminal control area. The range of Primary Surveillance Radar system is 60

NM and it is used to provide control within terminal control area. [5]

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Operational systems are:

Thomson MSSR Secondary Surveillance Radar System,

Alenia Radar System, Primary Surveillance Radar system (Alenia ATCR-335

DPC 19 KW) and Secondary Surveillance Radar System (Alenia SIR-M),

Indra (Indra MSSR) Secondary Surveillance Radar System. [5]

2.4.1.2 ATM Technical

Data processing systems

Information systems or data processing systems are integrated part of ATC

system. Taking into consideration the fact that provision of safe and efficient air traffic

is very complex process, the same one cannot be imagined without sophisticated data

processing systems. The data processed can be various, such as: radar data, pre-flight

and flight plan data, meteorological data, technical-status data, air traffic flow data,

statistics data etc.

From the above-mentioned types of data, the following equipment and systems

can be listed:

Air Traffic Control (Radar and Flight Plan Data Processing) Systems

Air Traffic Simulator

Message Exchange Systems – AFTN/CIDIN/AMHS, SITA

Message Handling Systems – CADAS/Extended functions of AFTN

Meteorological ground and satellite data acquisition, processing and presentation

systems – AWOS, ATIS, VOLMET, MESSIR, VCS 2MET

Systems for processing of AIS data NOTAM, SNOTAM, SDO, PAMS

Administrative Campus with Intranet infrastructure

Information Display System – IDS

Local technical support for CFMU and RCO terminals

Security Systems [5]

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2.4.1.3 Communication

M-NAV, PCL provides all types of communication ensuring safe air navigation

services within the airspace of Republic of Macedonia and at the two international

airports, in accordance with ICAO SARPS and European Commission Directives which

are binding for this area. [5]

2.4.1.3.1 Air-Ground communication systems

Air-Ground communication systems are radio communication systems providing

communication between aircrafts and air traffic control unit within the area of

responsibility. Communication systems operate in the VHF band dedicated for this type

of communication according to the international coordination for allocation of

frequency. of bands.

Users of this service are aircrafts overflying the territory, aircrafts using the two

international airports, sport aircrafts, general aviation as well as military aircrafts.

The equipment used has been installed on the location of Solunska Glava,

having an aim to provide good radio coverage throughout Republic of Macedonia. For

the purpose of redundancy and for Aerodrome Control Tower, a radio equipment has

been installed at the Airport “Alexander the Great”, whereas appropriate equipment for

Aerodrome Control Tower has been installed at Ohrid “St. Paul the Apostle” Airport.

[5]

2.4.1.3.2 Ground-ground communication systems

Air Traffic Control Unit in Skopje exchanges various aeronautical data with the

neighboring centers.

Aeronautical data exchanged with Belgrade:

Voice channels 2xMFC R2

Radar data from the Skopje Radar is sent to Belgrade.

OLDI

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Aeronautical data exchanged with Sofia:

Voice channels 1xMFC R2

1xLB (spare)

AFTN

OLDI

Radar data from the Skopje Radar for Sofia and radar image from the Vitosa

Radar for Skopje.

Aeronautical data exchanged with Athens:

Voice channels 2xMFC R2

OLDI

AFTN

Aeronautical data exchanged with Thessaloniki:

Voice channel 1xLB

Radar data from the Thessaloniki Radar towards Skopje.

Aeronautical data exchanged with Tirana:

OLDI

Radar data from the Skopje Radar towards Tirana.

Voice Communication Switch System (VCS System) is a system consisting of

Controller Working Positions with touch screen pad, communication plugs

(microphone, speaker headset) and peripheral communication systems (VHF radio,

leased lines with the neighboring centres), enabling safe air-ground communication and

ground-ground communication of air traffic controllers with the aircrafts and the

neighboring centres, too. [5]

2.4.1.3.3 VHF Direction Finder

VHF Direction Finders in approach have been installed at the two International

airports.

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2.4.1.3.4 Recording systems

Air Traffic Control unit in Skopje has in possession digital recorder of voice

channels with a recording capacity of maximum of 120 channels. The records are kept

on two independent systems within period of minimum of 30 days, in accordance with

ICAO recommendations.

Air Traffic Control unit in Ohrid has also digital recorder. [5]

2.4.1.3.5 Meteorological systems

Accurate meteorological data are being provided by a system of electronic

sensors for measuring meteorological measurements and occurrences, such as:

temperature, wind speed and direction, visibility, cloud height base, atmospheric

discharges etc. The sensors are located in vicinity of runway threshold in Skopje and

Ohrid. [5]

2.4.1.4 Power supply

Power supply equipment/systems provide a vital role in the operation of

CNS/ATM systems and consequentially to safe and orderly operation of air navigation

services.

The electrical power supply sources/equipment/systems - quality, availability, capacity

and reliability are one of the basic technical prerequisites for high integrity and

reliability of CNS/ATM system services.

To fulfill the requirements the proper design, installation, maintenance,

monitoring and control should be met according to electrical power supply standards

and regulations, both national and international.

In terms of type and function, there is a clear difference between primary

or commercial power supply (EVN Macedonia) as an external element and the

secondary power supply (backup, uninterruptible) as internal element of M-NAV.

M-NAV buildings and systems for provision of air navigation services, are

properly equipped with power supply plants and installations, starting from the

connection points to EVN Macedonia, through its own (internal) power sources and

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power distribution network, to the points of connection with consumers - CNS/ATM

equipment/systems.

Depending of consumer (load) type and requirements, it can be categorized

according to “allowed” time failure in the power supply, as a :

Cat. M loads (on Mains) - power supply interruption can be longer in time;

Cat. G loads (on Generator) - power supply interruption shall be shorter in

time;

Cat. U loads (on UPS) - no interruption allowed (CNS/ATM flight operative

loads).

Equipment and systems used for power supply can be briefly mentioned and

described as abbreviations: commercial or public mains supply (Mains), stand-by

engine-generator set (GenSet), uninterruptible power supplies (UPS), AC/DC

rectifiers/chargers, batteries and battery station (Bat.), substations (SS), transformers

(TR), control panels, switchboards, power supply distribution network, etc. [5]

2.4.2 MET Service Unit

The "M-NAV" aeronautical MET service consists of one aeronautical MET

forecast unit located at Skopje airport acting as aerodrome MET office as well as

meteorological watch office and two aeronautical MET observations units located at

Skopje and Ohrid airports.

The main products and services provided by the aeronautical MET forecast unit

are:

- Maintaining of continuous survey and forecasts of local meteorological

conditions at Skopje and Ohrid airports

- Maintaining watch over meteorological conditions affecting flight

operations within the area of responsibility (Skopje FIR)

- To provide briefing, consultation and flight documentation to flight crew

members and/or other flight operations personnel

- Aerodrome forecasts (TAF) and landing forecasts (TREND)

- Take-off forecasts

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- SIGMET warnings and GAFOR forecasts

- Aerodrome and wind shear warnings

The main products and services provided by the aeronautical MET observations

units are:

- Routine observations and MET elements measurements

- Special observations and reports

- Preparation and dissemination of routine aerodrome MET reports (METAR)

- Local MET reports and Special MET reports

- Synoptic observations and reports (SYNOP)

- Climatological observations. [5]

2.4.2.1 MET products

The main task of the "M-NAV" aeronautical MET service is to provide

meteorological information for the benefit of air navigation safety. In the first place, the

users are air traffic controllers, pilots of the commercial flights, aerodrome operators,

military and police units and sport and general aviation pilots.

The aeronautical MET service offers the following MET products:

- METAR, LOCAL MET reports and SYNOP reports

- TAF and TREND

- SIGMET

- GAFOR

- Aerodrome warnings

- Model output products

- Remote sensing products. [5]

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2.4.3 Training Department

The training department is established in 2009 with the creation of M-NAV.

It is vital for producing and maintaining the high level qualifications of the

ATCO‟s and FD‟s required for the safe conduct of the air traffic in Republic of

Macedonia.

It consists of the Head of the training department and 3 instructors within the

department. When necessary, 7 OJTI‟s from Skopje ACC, 5 OJTI‟s from Skopje TMA

and 1 OJTI from Ohrid aerodrome control help in conducting the theoretical, simulator

and OJT training.

Besides the ATCO‟s training (transitional, pre-OJT and OJT) and FD‟s training,

the training department is also responsible for creation and revision of the relevant

documents, such as Unit Training Plan, Unit Competency Scheme etc.

M-NAV is using advanced equipment and technology in order to perform the

assignments assigned by the State. The equipment and the environment require a lot of

specialized training, which is provided by the training department. All the training has

been developed in compliance with EUROCONTROL‟s standards and

recommendations. The training department has modern facilities at its disposal. The

Pre-OJT training of Skopje ACC and Skopje TMA ATCO‟s is conducted on site-

specific simulator, identical to the system used in the OPS room. [5]

2.4.4 ATC system in use

ALENIA SELEX is currently in use for ATM. As a part of the multi radar

tracking 3 radar heads are currently deployed in Republic of Macedonia (Alenia,

Thompson and Indra). By the end of 2017, as a part of deployment of the new ATM

system, all 8 EATMN systems will be affected.

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2.5 Safety Management

M-NAV is committed to the safety of the users of the Macedonian airspace and

airfields as well as to the efficient handling of their flights. M-NAV will therefore afford

safety the highest priority over commercial, operational, environmental or social

pressures and constraints.

The principal safety objective is to minimize M-NAV contribution to the risk of

an aircraft accident or incident as far as reasonably practicable while providing an

expeditious service.

Picture 2: Area radar screen at Skopje ACC

[Source: Own work ]

Picture 3: Skopje TMA approach radar screen

[Source: Own work]

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The management pays special attention to the Quality Management

System that ensures the prime quality of services to full satisfaction of our users and

partners. [5]

2.5.1 Quality Management System

QMS separate but complementary with SMS deals with:

Quality of ANS provided, including quality in cooperation with

stakeholders(including adjacent ACC, regional cooperation, etc)

Quality of Operational and Safety job done,

Quality by ISO Standards

The role of the QMS is to monitor compliance with and the adequacy of

procedures required to ensure quality operational practices. The QMS and SMS have

complementary but independent functions with the QMS monitoring the SMS. The M-

NAV is developing Quality Management System (QMS) to help cultivate sound project

and operational service management. Many of the records required by the QMS and the

Safety Management System are very similar. [5]

2.5.2 Safety Management System

M-NAV has a safety management system in place that meets national and

international parameters. It is organized independently of operational management and

works on a proactive basis. Safety management supports and monitors the operational

safety objectives of M-NAV by ensuring that the safety requirements are met in all

areas of the company and improvements are implemented where necessary.

The safety management system mainly comprises the following functions for

ensuring and increasing safety:

Representing M-NAV interests in the development of national and international

norms and standards for safety management;

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Implementing external norms and standards for safety management in M-NAV

internal regulations, including developing M-NAV - wide uniform means, methods

and procedures;

Monitoring and checking adherence to and application of M-NAV - internal rules,

means, methods and procedures of safety management, including the initiation and

management of any improvements required;

Monitoring and checking operational safety, including the initiation and

development of any improvements required. [5]

2.5.3 Reporting System

All occurrences that are safety-related as well as those which may pose a hazard

to the safety of air traffic at M-NAV have to be reported to the Safety Department. They

are all investigated by the experts of the safety management units. The sole purpose of

this investigation is to detect safety risks in the air traffic management system. This will

allow us to mitigate them or to eliminate them by taking suitable countermeasures.

Diagram 1 Picture 4: Diagram the Safety Management’s organization

[Source: www.mnavagitaion.mk]

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Safety-related occurrences are:

Aircraft accidents

Infringements of separation

Aircraft proximities (AIRPROX)

Runway incursions

Outage/failures of technical air navigation services facilities

Deviations of technical air navigation services facilities from the required state

Acts of unlawful interference in air traffic or against technical air navigation

services facilities

Other occurrences posing a hazard to the safety of air traffic

In addition to the compulsory reporting system, M-NAV has a voluntary,

confidential reporting system offering staff the opportunity to report any potential safety

- related problems in the air traffic management system to a central unit and, thus, to

initiate a systematic analysis. The primary aim of the voluntary confidential reporting

system is to detect any potential risks in day-to-day operations and systematically

investigate them. [5]

2.5.4 International involvement of the SMS

M-NAV Pcl applies all SES requirements in the field of SMS to a very large

extent, taking Regulation (EC) No. 2096/2005 and ESARRs as the main references,

and complying simultaneously with all applicable national legislation. M-NAV Pcl has

been certified in March 2010 by CAA of Republic of Macedonia.

M-NAV takes an active part in a number of international initiatives and

processes, having its representative in the Eurocontrol Safety Team (composed of the

safety managers of European ANSPs), as well as representatives in certain safety related

working groups. Eurocontrol‟s European Safety Programme is one of the main drives of

M-NAV's SMS activities.

Eurocontrol‟s SASI Project encompasses ANSPs from more than 20 countries

and supports them in SMS implementation-NAV is highly involved in SASI activities,

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with a large number of its experts participating in working sessions or training, and

hosting one or two SASI events a year. The results of safety maturity studies conducted

by Eurocontrol over the last few years show that M-NAV Pcl has been continuously and

rapidly improving its SMS, striving to make it as mature as possible and thus to achieve

the highest safety level in the provision of air navigation services. [5]

3 Macedonian Airspace

Picture 5: Classification of the Macedonian Airspace

[Source: Local Single Sky ImPlementation LSSIP Republic of Macedonia available in archives at

www.eurocontrol.int]

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3.1 Airspace classification and organization

M-NAV is responsible for providing Air Traffic Services on area of 25,713 km2 .

The provision of radar services is based on en-route and approach radar facilities on

Macedonian territory augmented by additional radar information from facilities in

Bulgaria.

Skopje FIR neighboring FIRs are :

Tirana FIR (Albania)

Belgrade FIR ( Serbia )

Sofia FIR (Bulgaria)

Athens FIR ( Greece)

Pristina FIR ( Kosovo)

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 centered at Skopje

Airport, or 1000ft AGL or 9000 AMSL outside the circle, whichever is

higher

o Upper limit FL 145

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

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

3. 3. Airspace class E applied to CTA within Skopje FIR lateral limits, with

exemption of CTRs, TMA and ATS routes, lower limit 1000ftAGL, upper limit

FL105, and within Skopje TMA lower limit GND upper limit 1000 ft within 20

NM circle centered at Skopje airport or 1000 ft AGL or 9000 AMSL outside this

circle, whichever is higher.

4. Airspace class G applied with lateral limits of Skopje FIR with exemption of

TMA and CTRs from GND till 1000 AGL

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

FL285.

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

national regulations. [1][7]

3.2 Areas of airspace

Within Skopje FIR, there are areas of airspace which are under the jurisdiction of

the M-NAV. Those are:

CTR – controlled traffic regions ( LWSK and LWOH)

TMA – Terminal maneuvering area (LWSK and LWOH)

LWR – Restricted airspace. (LWR01, LWR02, LWR03 )

All of those areas have own lateral and vertical limits, and have specific flight rules.

3.2.1 CTR – Controlled traffic region

CTR (Controlled traffic region) is a volume of controlled airspace, normally

around an airport, which extends from the surface to a specified upper limit, in this case

is up to 4000 ft AGL, established to protect air traffic operating to and from that airport.

The CTRs are controlled by the TWR controllers. There are two CTRs within

Skopje FIR:

LWSK

LWOH

3.2.2 TMA – Terminal maneuvering area

TMA – terminal control area, a control area normally established at the

confluence of ATS routes in the vicinity of one or more major aerodromes. Within

Skopje FIR there are 2 TMAs:

LWSK TMA

LWOH TMA

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Vertical limits are 1000 AGL within 20 NM from the airport, and 1000 AGL /

9000 AMSL, whichever is higher, further, until FL145.

3.2.3 LW R – Restricted airspace

Restricted airspace is an area (volume) of airspace in which the local

controlling authorities have determined that air traffic must be restricted (if not

continually prohibited) for safety or security concerns. [2] Within the Skopje FIR, the

restricted airspaces are activated by NOTAM. There are three restricted zones within

Skopje FIR [picture 7, marked with red borders]:

LW R01 – GND/ 6000 m – Nature of risk : collision with anti-hair rockets ,

military exercise and training areas.

LW R02 – GND / 3350 m – Nature of risk: collision with anti-hail rockets,

military exercise and training areas.

LW R03 – GND / 4500 ft – All Traffic prohibited except for emergency flights,

hospital flights, SAR flights, flights with special approval from the CAA. [1] [2]

3.2.4 AWY – Airways

Airways are legally defined corridors that connect one specified location to

another at a specified altitude. Airways are defined with segments within a specific

altitude block, corridor width, and between fixed geographic coordinates for satellite

navigation systems, or between ground-based radio transmitter navigational

aids (navaids) (such as VORs or NDBs) or the intersection of specific radials of two

navaids. There are two types of airways:

L AWY ( Low Airways )

H AWY (High Airways ) [1][2]

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Picture 6: Chart of lower airspace in Skopje FIR / Low Airways

[Source: AIP Macedonia http://www.mnavigation.mk/Data/Sites/1/media/eaip/en/index.htm ]

Picture 7: Chart of upper airspace Skopje FIR / High Airways

[Source: AIP Macedonia http://www.mnavigation.mk/Data/Sites/1/media/eaip/en/index.htm ]

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3.3 Airports

The total network of airports in Republic of Macedonia is comprised of:

Two airports for international air traffic – airports "Alexander the Great” –

Skopje and “St. Paul the Apostle” - Ohrid

Five sport airports with grassy landing field: Skopje - Stenkovec, Kumanovo,

Stip, Bitola and Prilep adequate for all types of sport aviation

Eight landing strips for Aerial work that are used mainly in agriculture and

forestry. [4]

3.3.1 Airport Alexander the Great – Skopje

The runway at the Skopje Airport encompasses runway 2,450 m long and 45 m

wide, system of taxiways and platform with 15 stands for all types of aircraft, starting

from the general aviation up to B747 and AN 124. The airport is 25km away from the

city at 238m altitude and referent temperature of +29 degrees Celsius (in July). During

the winter, particularly in February there is a haze.

One of the latest bigger reconstructions dates back from 1996 - 1997, when the

entire lighting signalization for second category was installed, and with the other

construction activities the airport is enabled for taking off, landing and maneuvering of

all aircraft types. [4]

3.3.2 Airport St. Paul the Apostle – Ohrid

The runway at the Ohrid Airport is 2,550m long and 45m wide, which has 13

stands for the aircraft of the general aviation to the TU 154 aircraft. The airport is 9 km

away from the city, on 708m altitude and referent temperature of +27,7C (in August).

The last reconstruction of the Ohrid Airport was performed in 2004, when new lightning

system of first category with simple approaching lights was installed. The other features

enable taking off, landing and maneuvering starting from the smallest aircraft category

up to the referent type of aircraft - TU 154. [4]

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Picture 8: LWSK to left, LWOH to the right.

[Source: www.airports.com.mk]

3.3.3 Airports operator

The operator of the airports in Macedonia open to international air traffic is TAV

MACEDONIA, Ltd, which undertakes airports on 01 March 2010 from the previous

operator PAES "Airports of Macedonia”.

3.4 Kosovo airspace

Kosovo airspace was closed until 3rd

of April, 2014. Now, it is controlled by the

Kosovo authorities, Pristina ACC until FL205. From FL205 until FL660 is controlled

by Hungarocontrol i.e Budapest ACC.

The opening of the Kosovo airspace lead to shorter flight routes in the region an

thus generate savings for airspace users in terms of flight efficiency. It is estimated that

around 180‟000 flights annually will fly 370‟000 less NM, resulting in reduced

operation costs of about 18 Million Euros, approximately 24,000 tons less fuel burned

and CO2 emissions reduced by 75,000 tons.

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3.5 Air Traffic Service

Air traffic service (ATS) is a service which regulates and assists aircraft in real-

time to ensure their safe operations, in other words to prevent collisions between

aircraft, to conduct and maintain an orderly flow of air traffic and notify concerned

organizations of and assist in search and rescue operations.[3] It is divided into three

sections:

Area Control Center

Approach Control Center

Aerodrome (Tower) Control

There are currently licensed Air Traffic Controllers. The controllers on one shift

switch every 2 hours. There are three general shifts:

Morning shift - 7:30 – 15:30

Day shift – 15:30 – 23:30

Night shift - 23:30 – 7:30

Picture 9: Kosovo airspace

[Source: www.scgvacc.net]

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3.5.1 Area Control Center

Area Control Center (ACC) is a facility responsible for controlling aircraft en

route in a particular volume of airspace (a Flight Information Region) at high altitudes

between airport approaches and departures.[2]

The Area Control Centre has been established on the 8th

November 1996. It is

situated at the “Alexander The Great “airport. At that time it has been working in the old

TMA OPS room and using rather old equipment. In January 2002 Skopje ACC was

transferred in a new OPS room equipped with at the time state of the art system. Now

Skopje ACC is handling approximately 150000 flights a year, and more than 600 flights

during the peak summer day. The services are provided by up to 4 ACC sectors, with

capacity up to 30 aircraft per sector. Each sector consists of two identical working

positions, of which one is assigned to the planning and one to the executive controller.

3.5.2 Approach Control Center

The Approach Control Center is responsible for controlling the TMA around the

airport i.e traffic that departs and approaches the airport, and traffic that operates within

the TMA airspace.

TMA Skopje is situated at Alexander the Great airport.

Picture 10: Skopje ACC Sector 1

[Source: Own work ]

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Besides handling approximately 12000 IFR flights a year, TMA Skopje also

handles most of the military traffic in R. Macedonia as well as most of the General

Aviation Traffic (GAT). Apart from the Alexander the Great airport, under its

jurisdiction are several smaller airfields used by the GAT and aircraft specialized for

farm dusting.

TMA Skopje uses the same modern multi-radar system as Skopje ACC. It

consists of one executive position.

3.5.3 Aerodrome Control (Tower)

Visual observation from a control tower constitutes the primary method of

controlling air traffic on the ground and in close proximity of an airport. The control

tower is a tall, windowed structure that offers the air traffic controllers a panoramic

view covering the airport and its surroundings. Aerodrome controllers - or "tower

controllers" - are responsible for the separation and efficient movement of aircraft and

vehicles operating on the taxiways and runways of the airport, as well as for aircraft in

the air in the vicinity of the airport.

Picture 11: Skopje APP located in the Skopje ACC

[Source: Own work]

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There is a radar display available at the tower at LWSK, but is used only for

observation. All control, delivery ground and tower control is done by one person at

LWSK.

At LWOH, it is a procedural control, and the TWR controllers are responsible for

the approach control as well. It consists of one executive position and one assistant

position.

Picture 12: Skopje TWR (to the right is the radar screen for observing)

[Source: Own work]

Picture 13: M-NAV, Skopje ACC

[Source: Own work]

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3.5.4 Coordination and LOA

The purpose of coordination is the direct communication between two or several

different air traffic controllers with sending and receiving flight data or ATC

information. The coordination is used to:

Inform adjacent air traffic controllers about the activation or deactivation of

the area of responsibility

Negotiating the transfer of any traffic which is under one controller‟s zone

of responsibility to another zone.

Negotiating a clearance or control instruction for any traffic in a

controller‟s area of responsibility when the instruction needs approval by

adjacent air traffic controller.

Realizing adequate regulation inside one controller‟s area of

responsibility without generating any problem for adjacent air traffic

controller.

Integration of incoming traffic in one controller‟s area of responsibility

without causing any loss of separation.

The Air Traffic Controllers at Skopje ACC, coordinate between themselves

verbally and using the telephone system. Firstly the telecommunications are transferred,

and after that is done the handoff. There is also coordination between Skopje ACC and

its adjacent ACCs such as Sofia ACC, Belgrade ACC, Tirana ACC, Pristina

ACC/Hungarocontrol, Makedonia ACC. There are LOAs between all the ACCs, and

every coordination is done according to the LOAs.

Hungarocontrol controls the Kosovo airspace from FL205, and below FL205 is

the Pristina ACC.

3.5.5 Supervisor

There are only two supervisors at the Skopje ACC, one at Skopje ACC/APP and

one in Ohrid TWR/APP. He controls and oversees all the operations, and is responsible

for the controllers‟ performance. He also takes notes of every problem, and every

mistake done by the controllers and takes action.

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3.5.6 ATC units

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.

[Source: LSSIP of Republic of Macedonia, available www.eurocontrol.int]

4 Radio navigational aids

The service of Air Traffic Control wasn‟t born in a day. The ATC service,

emerged as a result of the progress in aviation itself. Since the first flight of the airplane,

the scientists and engineers were searching for a way of locating the airplane itself.

That‟s how the ATC service changed within years, since the use of radio goniometer in

1931 till now.

Nowadays, within LWSS, the Technical Department at M-NAV are responsible for the

radio navigational aids. They are responsible for the aids‟ installation and controlling its

functions. M-NAV is responsible for all the annexes that should be active for the radio

navigational aids.

Table 5: ATC units in Skopje FIR

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Radio navigational aids within Skopje FIR:

Locator (L)

LF/MF NDB

VDF

ILS

VOR

DME

SSR

All the radio navigational aids have accuracy that is tolerated according to the

ICAO Annex 10, and their value is RNP 5. RNP 5 means that there is navigational

accuracy of +/- 5 NM during 5% of the flight. Aircraft, other than state aircraft,

operating on the ATS routes within Skopje FIR shall be equipped with, as a minimum,

RNAV equipment meeting the Required Navigation Performance (RNP) 5 in

accordance with the requirements set out in DOC 7030 Regional Supplementary

Procedures (EUR RAC Section 14).

4.1 NDB

A non-directional (radio) beacon (NDB) is a radio transmitter at a known

location, used as an aviation or marine navigational aid. NDB signals follow the

curvature of the Earth, so they can be received at much greater distances at lower

altitudes, a major advantage over VOR. However, NDB signals are also affected more

by atmospheric conditions, mountainous terrain, coastal refraction and electrical storms,

particularly at long range. There are a few NDBs within Skopje FIR:

IZD - Ohrid NDB

PEP – Prilep NDB

PT – Skopje NDB

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Picture 14: Chart of the NDBs in Skopje FIR

[Source: Own work, used www.skyvector.com]

4.2 VOR/DME

VHF Omni Directional Radio Range (VOR) is a type of short-range radio

navigation system for aircraft, enabling aircraft with a receiving unit to determine their

position and stay on course by receiving radio signals transmitted by a network of fixed

ground radio beacons. It uses frequencies in the very high frequency (VHF) band from

108 to 117.95 MHz.

Distance measuring equipment (DME) is a transponder-based radio navigation

technology that measures slant range distance by timing the propagation

delay of VHF or UHF radio signals.

VOR/DME refers to combined radio navigation station for aircraft, which

consists of two radio beacons, placed together, a VHF omnidirectional range (VOR)

and distance measuring equipment (DME). VOR produces an angle between the station

and the receiver in the aircraft, while DME does the same for range. Together, they

provide the two measurements needed to produce a navigational "fix" using a chart.

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VOR/DME aids in Skopje FIR are:

SKJ – Skopje

OHR (DVOR/DME) – Ohrid

SIN – Sinko

Picture 15: Chart of the VOR/DMEs within Skopje FIR

[Source: Own work, used www.skyvector.com]

4.3 PSR/MSSR

There is no use of Primary Radar, for the purpose of providing Radar Control

Service by the CAA of Macedonia. However the primary radar coverage of Skopje FIR

is provided by two PSR stations:

• BR - station at Banjski Rid Hill (PSR and MSSR) 41º57‟34”N, 021º38‟31”E,

Range PSR 60 NM.

• TAR station at Thessaloniki, Republic of Greece (PSR and MSSR) 40º28‟16”N,

022º55‟41”E, range PSR 60 NM

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PSR derived information may be available for radar monitoring, providing traffic

information, and aircraft emergencies.

4.4 SSR

Multi Radar Tracking-MRT provided by the automated ATC System in Skopje

ACC and Skopje TMA is used for provision of radar control service. ATCOs are

qualified to provide radar control service to all aircraft in controlled airspace of Skopje

FIR with exemption of CTRs. Radar control service shall be provided H24. However for

purposes of training for procedural controllers, in periods of low traffic density and

when reasonable assurance exists that efficiency shall be maintained, procedural control

might be applied. MRT used in Skopje ACC and Skopje Approach is provided by three

radar stations:

1. SK - station at Airport Skopje (MSSR) Range 250NM.

2. BR - station at Banjski Rid Hill (PSR and MSSR) (41º57‟34”N,

021º38‟31”E) MSSR range 200NM

3. VI - station at Vitosha Mountain Republic of Bulgaria 42º33‟47”N,

023º17‟10”E, range 200 NM

4. TAR station at Thessaloniki, Republic of Greece (PSR and MSSR)

40º28‟16”N, 022º55‟41”E, range MSSR 200 NM The ground equipment

will interrogate on Modes A and C, being capable of decoding 4096

codes. If pilot selects on Mode A either code 7700, 7600 or 7500 this

will be indicated on display automatically.

Radar identification is achieved according to the provisions specified by ICAO

Radar control services is provided in controlled airspace to aircraft operating within the

Skopje CTA/UTA and Skopje TMA.

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4.5 GNSS deployment

At the Macedonian airports there are instrumental and visual approaches. The

instrumental is CAT 1, but because of the bad weather conditions, especially during

winter, CAA made a decision to implement the new GNSS approach system at LWSK

and LWOH. The project is still in progress.

Diagram 2 Picture 16 Chart with the locations of the Radars used in Skopje FIR

[Source: Own work, used www.skyvector.com]

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5 Statistics

With the reopening of Kosovo Airspace, the air traffic above the Macedonian

airspace increased by 20%. Until April, 2014, there were around 110‟000 – 130‟000

overflights above the Macedonian airspace, but after that it increased by 30‟000

overflights more, as well as departures from the Skopje Airport. Following tables are

taken from the Annual Network Operations Report by Eurocontrol.

[Source: Annual Network Operations Report 2014, available on www.eurocontrol.int ]

Table 6: Realisation of Capacity Plan for 2014

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Picture 17: Diagram of traffic and en-route ATFM delays

[Source: Local Single Sky ImPlementation LSSIP Repblic of Macedonia available in archives at www.eurocontrol.int]

Picture 18: Diagram with evolution of IFR movements

[Source: Local Single Sky ImPlementation LSSIP Repblic of Macedonia available in archives at www.eurocontrol.int]

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Conclusion

All of the facts mentioned and discussed in this thesis are backed up with real

intel i.e data that I got from my visit in M-NAV, in the department of air traffic service

and the other departments too. It allowed me to meet new people in the ATC business,

and learn more about the ATC world in my country, as well as the problems they are

facing and how everything functions.

On the basis from the data that I collected and analysis made of the system of air

traffic control in Macedonia, as well as with my knowledge gained during my studies at

the Faculty of Aeronautics in Kosice, I came to conclusion that, even though Slovakia‟s

airspace is larger than the Macedonian, there are no big differences between the system

of Air Traffic Control. Both sides are trying to improve their ATS as much as possible.

Macedonia is also trying to be equal with the European standards, because of not being

part of EU.

Air traffic control is one of the most important things in every country, both

locally and internationally. Macedonia in all these years is trying to show Eurocontrol

and EU states, that their ATC system is of a great quality, and is ready to move on and

get better in every aspect. The vision is to get safe and efficient air services operation

entirely integrated into the European transport net contributing to the sustainable

development of the Republic of Macedonia.

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 Radar Data Sharing Agreement with the neighboring countries, Bilateral

agreement of co-ordination in ATM field, cooperation with ECAA, the special coo-

operation agreement with NATO-KFOR for the Kosovo airspace, the agreement with

Tirana ACC for delegation of the airspace in vicinity of Ohrid airport in order to

facilitate terminal operations at the Ohrid Airport, and so on.

All of the above mentioned, proves that Macedonia is willing and working

greatly, with a goal , to be a part of the European Union.

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List of used literature

[1] AIP Macedonia, updated year 2015, available on

www.mnavigation.mk/Data/Sites/1/media/eaip/en/index.htm

[2] www.wikipedia.com

[3] ICAO DOC 4444 – Air Traffic Management, 15th

Edition, year 2007, ISBN

978-92-9231-011-0

[4] www.caa.gov.mk

[5] www.mnavigation.mk

[6] Annual Network Operations Report, year 2014, available on

https://www.eurocontrol.int/publications

[7] Local Single Sky ImPlementation LSSIP Republic of Macedonia, year 2014,

available www.eurocontrol.int/publications

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Appendices

Appendix A: Charts of the Lower/Upper Airspace Skopje FIR

Appendix B Chart of Skopje TMA/MRVA

Appendix C: Diagram of the CAA‟s organizational structure

Appendix D: CD – bachelor thesis and appendices in electronic form.

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Appendix A

ENROUTE CHART ICAO / LOWER/UPPER AIRSPACE

28.05.2015 MACEDONIA AIP

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Appendix B

Skopje TMA/MRVA Chart ICAO,

28.05.2015 AIP MACEDONIA

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Appendix C

DIAGRAM OF THE MACEDONIAN CAA‟S INTERNAL

ORGANISATION STRUCTURE

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