LSSIP 2020 - TURKEY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
Document Title LSSIP Year 2020 for Turkey Info Centre Reference 20/12/22/90 Date of Edition 23/03/2021 LSSIP Focal Point Serdar GENÇ - [email protected] LSSIP Contact Person Maria LENNE-VAN WEGBERG - [email protected] EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring
Reference Documents
LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP http://ans.dhmi.gov.tr/ANSLogin.aspx
LSSIP Year 2020 Turkey Released Issue
LSSIP Year 2020 Turkey Released Issue
APPROVAL SHEET
The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020.
Stakeholder / Name Position Signature and date Organisation
Directorate General Prof. Dr. Kemal Acting Director of Civil Aviation YÜKSEK General (DGCA)
General Directorate Hüseyin KESKİN Director General of State Airports Authority
Turkish Air Force Brig. Gen. Bekir Erdal Head of Air Defence ÖZGENÇ and Command- Control Department
LSSIP Year 2020 Turkey Released Issue
TABLE OF CONTENTS
Executive Summary ...... 1 Introduction ...... 12 1. National ATM Environment ...... 13 Geographical Scope ...... 13 National Stakeholders ...... 15 2. Traffic and Capacity ...... 23 Evolution of traffic in Turkey ...... 23 Ankara ACC...... 24 3. Implementation Projects ...... 26 National projects ...... 26 4. Cooperation activities ...... 27 Multinational cooperation initiatives...... 27 5. Implementation Objectives Progress ...... 28 State View: Overall Objective Implementation Progress ...... 28 Objective Progress per SESAR Essential Operational Changes...... 29 ICAO ASBU Implementation Progress ...... 36 Detailed Objectives Implementation progress ...... 41 6. Annexes ...... 67 A. Specialists involved in the ATM implementation reporting for Turkey ...... 67 B. National stakeholders organisation charts ...... 68 C. Implementation Objectives’ links with other plans ...... 70 D. SESAR Solutions implemented in a voluntary way...... 75 E. Surveillance (SUR)...... 94 F. Glossary of abbreviations ...... 99
LSSIP Year 2020 Turkey Released Issue
Executive Summary
National ATM Context
Member State of:
Main national stakeholders: Civil aviation in Turkey is the responsibility of the Republic of Turkey Ministry of Transport and Infrastructure, which represents Turkey at the EUROCONTROL Commission. The Directorate General of Civil Aviation (DGCA) is the Turkish Regulatory Authority, which represents Turkey at the EUROCONTROL Provisional Council, and DHMI is the unique civil ANSP in Turkey. The Military Authority permit some military aerodromes to be used by civil aviation in order to improve air transport links within Turkey.
Main airport covered by LSSIP: • Istanbul Airport • Istanbul Atatürk Airport • Ankara Esenboga Airport • Antalya Airport
LSSIP Year 2020 Turkey 1 Released Issue Traffic and Capacity
Summer Forecast (May to October inclusive)
-55.0% 2020
2020
For Ankara ACC
0.00
2019-2020
Number of national projects: 4 Number of FAB projects: 0 Number of multinational projects: 0
Summary of 2020 developments: The objective on “Free Route Airspace” is planned in winter 2022 due COVID-19 pandemic. All phases of objective “New Pan-European Network Service (NewPENS) have been completed in 2020. VCS&VRS systems for LTCI, LTCB, LTCU, LTCV, LTCM, LTBD and LTAL is in operation by 2020.
LSSIP Year 2020 Turkey 2 Released Issue Progress per SESAR Phase
The figure below shows the progress made so far in the implementation of the SESAR baseline (Pre-SESAR and SESAR1 non- PCP) and the PCP elements. It shows the average implementation progress for all objectives grouped by SESAR Phases, excluding those for which the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3) 2020, i.e. disregarding the declared “NOT APPLICABLE” LSSIP progress status. The SESAR 1 (non-PCP) progress in the graphics below for this State is based on the following objectives:
Non-PCP Objectives are: AOP14-15 (Not yet planned), AOP16 (Planned), AOP17 (Not yet Planned), AOP18 (Planned) ATC02.9, (Completed) ATC18 (Not yet planned), ATC19 (Planned), ATC20 (Not yet planned) COM11.2 (Ongoing)
Pre-SESAR Phase 2000 2030
85%
SESAR 1 (PCP only) 2011 2025
40%
SESAR 1 (non-PCP) 2013 2030
20%
LSSIP Year 2020 Turkey 3 Released Issue Progress per SESAR Essential Operational Changes and Phase
The figure below shows the progress made so far, per SESAR Essential Operational Changes, in the implementation of the SESAR baseline and the PCP elements. The percentages are calculated as an average, per EOC, of the same objectives as in the previous paragraph.
ATM 50 % Interconnected 0 % Network 33 %
Airport and TMA 92 % performance 0 % 40 %
CNS 65 % Infrastructure 3 % and Services 77 %
Digital AIM and 68 % MET Services
Fully Dynamic 100 % and Optimised Airspace 43 %
Multimodal Mobility and N/A integration of all
Airspace Users Trajectory Based 100 % Operations 50 %
Virtualisation of Service Provision 0 %
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Pre-SESAR Phase SESAR 1 (non-PCP) SESAR 1 (PCP only)
LSSIP Year 2020 Turkey 4 Released Issue ICAO ASBUs Progress Implementation
The figure below shows the progress made so far in the implementation of the ICAO ASBUs Blocks. The overall percentage is calculated as an average of the relevant Objectives contributing to each of the relevant ASBUs; this is a summary of the table explained in Chapter 5.3 – ICAO ASBU Implementation Progress.
Block 0 2000 2030
78%
Block 1 2009 2030
42%
Block 2 2013 2030
14%
Block 3 2018 2025
0%
LSSIP Year 2020 Turkey 5 Released Issue ATM Deployment Outlook
State Objectives
Deployed in 2019 - 2020 - New Pan-European Network Service (NewPENS) COM12 - 100 % progress
By 2021 By 2022 By 2023 By 2024+
- Enhanced AMAN-DMAN - Implement ACAS II - Voice over Internet - RNP Approach Procedures integration compliant with TCAS II Protocol (VoIP) in to instrument RWY ATC19 - 00 % progress change 7.1 Airport/Terminal NAV10 - 61 % progress ATC16 - 71 % progress COM11.2 - 03 % progress - Information Exchanges - Free Route Airspace - Ensure Quality of using the SWIM Yellow TI AOM21.2 - 34 % progress Aeronautical Data and Profile - Voice over Internet Aeronautical Information INF08.1 - 00 % progress Protocol (VoIP) in En-Route ITY-ADQ - 36 % progress - RNP 1 in TMA Operations COM11.1 - 77 % progress NAV03.2 - 08 % progress - Direct Routing AOM21.1 - 33 % progress - Implement enhanced tactical flow management services FCM01 - 65 % progress
Airport Objectives - Istanbul Atatürk Airport
Deployed in 2019 - 2020 None
By 2021 By 2022 By 2023 By 2024+
- Continuous Descent Operations (CDO) ENV01 - 95 % progress
LSSIP Year 2020 Turkey 6 Released Issue Airport Objectives - Antalya Airport
Deployed in 2019 - 2020 None
By 2021 By 2022 By 2023 By 2024+
- Continuous Descent Operations (CDO) ENV01 - 95 % progress - Airport Collaborative Decision Making (A-CDM) AOP05 - 32 % progress
Airport Objectives - ISTANBUL AIRPORT
Deployed in 2019 - 2020 None
By 2021 By 2022 By 2023 By 2024+
- Airport Collaborative - Guidance assistance - Time-Based Separation Decision Making (A-CDM) through airfield ground AOP10 - 04 % progress AOP05 - 00 % progress lighting - Runway Status Lights AOP16 - 00 % progress (RWSL) AOP18 - 00 % progress - Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 - 26 % progress
LSSIP Year 2020 Turkey 7 Released Issue Overall situation of Implementation Objectives
Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 AOM13.1 Harmonise Operational Air Traffic (OAT) and General 0% Not yet Air Traffic (GAT) Handling planned AOM19.1 ASM Support Tools to Support Advanced FUA (AFUA) 67% Not yet * planned AOM19.2 ASM Management of Real-Time Airspace Data 0% Not yet * planned AOM19.3 Full Rolling ASM/ATFCM Process and ASM 0% Not yet * Information Sharing planned AOM19.4 Management of Pre-defined Airspace Configurations 0% Not yet * planned AOM21.1 Direct Routing 33% Late AOM21.2 Free Route Airspace 34% Late * AOP04.1(LTAC) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.1(LTAI) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.1(LTBA) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.1(LTFM) Advanced Surface Movement Guidance and Control 100% Completed * System A-SMGCS Surveillance (former Level 1) AOP04.2(LTAC) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(LTAI) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(LTBA) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2(LTFM) Advanced Surface Movement Guidance and Control 100% Completed * System (A-SMGCS) Runway Monitoring and Conflict
LSSIP Year 2020 Turkey 8 Released Issue
Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 Alerting (RMCA) (former Level 2) AOP05(LTAI) Airport Collaborative Decision Making (A-CDM) 32% Late * AOP05(LTBA) Airport Collaborative Decision Making (A-CDM) 100% Completed * AOP05(LTFM) Airport Collaborative Decision Making (A-CDM) 0% Late * AOP10(LTBA) Time-Based Separation 0% Not * Applicable AOP10(LTFM) Time-Based Separation 4% Late * AOP11(LTBA) Initial Airport Operations Plan 0% Not * Applicable AOP11(LTFM) Initial Airport Operations Plan 0% Not * Applicable AOP12(LTBA) Improve Runway and Airfield Safety with Conflicting 100% Completed * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12(LTFM) Improve Runway and Airfield Safety with Conflicting 100% Completed * ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP13(LTBA) Automated Assistance to Controller for Surface 0% Not yet * Movement Planning and Routing planned AOP13(LTFM) Automated Assistance to Controller for Surface 26% Ongoing * Movement Planning and Routing AOP14(LTCO) Remote Tower Services 0% Not yet 2030 planned AOP15(LTFM) Enhanced traffic situational awareness and airport 0% Not yet 2030 safety nets for the vehicle drivers planned AOP16(LTFM) Guidance assistance through airfield ground lighting 0% Planned 2030 AOP17(LTFM) Provision/integration of departure planning 0% Not yet 2030 information to NMOC planned AOP18(LTFM) Runway Status Lights (RWSL) 0% Planned 2030 ATC02.2 Implement ground based safety nets - Short Term 100% Completed Conflict Alert (STCA) - level 2 for en-route operations ATC02.8 Ground-Based Safety Nets 100% Completed * ATC02.9 Short Term Conflict Alert (STCA) for TMAs 100% Completed * ATC07.1(LTBA) AMAN Tools and Procedures 100% Completed *
LSSIP Year 2020 Turkey 9 Released Issue
Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 ATC07.1(LTFM) AMAN Tools and Procedures 100% Completed * ATC12.1 Automated Support for Conflict Detection, Resolution 100% Completed * Support Information and Conformance Monitoring ATC15.1 Information Exchange with En-route in Support of 100% Completed AMAN ATC15.2 Arrival Management Extended to En-route Airspace 100% Completed * ATC16 Implement ACAS II compliant with TCAS II change 7.1 71% Late ATC17 Electronic Dialogue as Automated Assistance to 100% Completed * Controller during Coordination and Transfer ATC18 Multi-Sector Planning En-route - 1P2T 0% Not yet 2030 planned ATC19 Enhanced AMAN-DMAN integration 0% Planned 2030 ATC20 Enhanced STCA with down-linked parameters via 0% Not yet 2030 Mode S EHS planned COM10 Migrate from AFTN to AMHS 100% Completed COM11.1 Voice over Internet Protocol (VoIP) in En-Route 77% Ongoing * COM11.2 Voice over Internet Protocol (VoIP) in 3% Ongoing * Airport/Terminal COM12 New Pan-European Network Service (NewPENS) 100% Completed * ENV01(LTAI) Continuous Descent Operations (CDO) 95% Ongoing * ENV01(LTBA) Continuous Descent Operations (CDO) 95% Ongoing * ENV02(LTAI) Airport Collaborative Environmental Management 100% Completed 2030 ENV02(LTBA) Airport Collaborative Environmental Management 100% Completed 2030 ENV03(LTAI) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(LTBA) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(LTBS) Continuous Climb Operations (CCO) 100% Completed 2030 ENV03(LTFE) Continuous Climb Operations (CCO) 100% Completed 2030 FCM01 Implement enhanced tactical flow management 65% Late services FCM03 Collaborative Flight Planning 100% Completed * FCM04.2 Short Term ATFCM Measures (STAM) - Phase 2 0% Not yet * planned FCM05 Interactive Rolling NOP 0% Not yet * planned
LSSIP Year 2020 Turkey 10 Released Issue
Progress Main Objectives Topic at the end Status 2020 2021 2022 2023 2024 2025 >2025 of 2020 FCM06 Traffic Complexity Assessment 100% Completed * INF07 Electronic Terrain and Obstacle Data (eTOD) 100% Completed INF08.1 Information Exchanges using the SWIM Yellow TI 0% Planned * Profile ITY-ACID Aircraft Identification 100% Completed * ITY-ADQ Ensure Quality of Aeronautical Data and Aeronautical 36% Late Information ITY-AGDL Initial ATC Air-Ground Data Link Services 0% Not yet * planned ITY-AGVCS2 8,33 kHz Air-Ground Voice Channel Spacing below 0% Not * FL195 Applicable ITY-COTR Implementation of ground-ground automated co- 100% Completed ordination processes ITY-FMTP Common Flight Message Transfer Protocol (FMTP) 100% Completed ITY-SPI Surveillance Performance and Interoperability 0% Not * Applicable NAV03.1 RNAV 1 in TMA Operations 100% Completed 2030 NAV03.2 RNP 1 in TMA Operations 8% Ongoing * NAV10 RNP Approach Procedures to instrument RWY 61% Ongoing * NAV12 ATS IFR Routes for Rotorcraft Operations 0% Not 2030 Applicable SAF11 Improve Runway Safety by Preventing Runway 100% Completed Excursions
LEGEND: * Full Operational Capability (FOC) date The Planned Implementation Date as reported in the LSSIP DB for each objective
LSSIP Year 2020 Turkey 11 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 2020, 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, it gives an overview of the Airspace Organisation and Classification, the ATC Units and the ATM systems operated by the main ANSP;
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 also presents the planned projects assumed to offer the required capacity, taking into account the current aviation situation caused by the COVID19 crisis;
Chapter 3 provides the main Implementation Projects (at national, FAB and multinational level) which contribute directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation Objectives. The Level 1 document covers a high-level list of the projects showing the applicable links. All other details like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided by the State per each project are available in the Level 2 document;
Chapter 4 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the FAB cooperation, as well as all other multinational initiatives, 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 5 contains aggregated information at State level covering the overall level of implementation, implementation per SESAR Essential Operational Change and implementation of ICAO ASBUs. In addition, it provides the high-level information on progress and plans of each Implementation Objective. 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.
The Level 1 document 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 (REG, ASP, MIL and APO) to achieve their respective Stakeholder Lines of Action (SLoAs) as established in the European ATM Master Plan L3 Implementation Plan Edition 2020. In addition, it covers a detailed description of the Implementation Projects for the State as extracted from the LSSIP DataBase.
The information contained in Chapter 5 – Implementation Objectives Progress is deemed sufficient to satisfy State reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.
LSSIP Year 2020 Turkey 12 Released Issue
1. National ATM Environment
Geographical Scope
International Membership
Turkey is a Member of the following international organisations in the field of ATM:
Organisation Since ECAC 1955 EUROCONTROL 1989 European Union NA EASA NA ICAO 1945 NATO 1952 ITU 1866
Geographical description of the FIR(s)
The geographical scope of this document addresses the Ankara and Istanbul FIRs.
LSSIP Year 2020 Turkey 13 Released Issue Airspace Classification and Organisation
Turkey is evaluating the implementation of ICAO classification for both present and future systems. Airspace reorganisation as a result of studies is planned. It is not yet possible to predict when this will be completed.
ATC Units
En-route air navigation services throughout Turkish Airspace from one Area Control Center located in Ankara. There are 27 TMAs and 12 MTMAs in Turkish Airspace. Description of the ATC units providing the services and their areas of responsibility; Size of the ATC unit (maximum number of sectors); Service provided (en-route or TMA – no more ref to TWR). The ATC units in the Turkish airspace, which are of concern to this LSSIP are the following:
ATC Unit Number of sectors Associated FIR(s) Remarks En-route TMA Ankara ACC / 38 2 Ankara Esenboga APP Istanbul Istanbul / Yeşilköy 14 Istanbul APP Izmir / Menderes 4 Istanbul APP Antalya APP 8 Istanbul Dalaman APP 3 İstanbul Bodrum APP 2 İstanbul Trabzon APP 2 Ankara
LSSIP Year 2020 Turkey 14 Released Issue National Stakeholders
The main National Stakeholders involved within ATM in Turkey are the following: - The Republic of Turkey Ministry of Transport and Infrastructure - The Directorate General of Civil Aviation – DGCA; - The Devlet Hava Meydanlari Isletmesi (Directorate General of State Airports (Turkey) – DHMI; - The Turkish Military Authority (Turkish Air Force); and - The Turkish State Meteorological Service.
Their activities are detailed in the following subchapters. Civil aviation in Turkey is the responsibility of the Republic of Turkey Ministry of Transport and Infrastructure, which represents Turkey at the EUROCONTROL Commission. The Directorate General of Civil Aviation (DGCA) is the Turkish Regulatory Authority, which represents Turkey at the EUROCONTROL Provisional Council, and DHMI is the unique civil ANSP in Turkey. The Military Authority permit some military aerodromes to be used by civil aviation in order to improve air transport links within Turkey. Civil ATM incidents are investigated by the “Investigation and Assessment Commission” which reports incidents and investigation findings to the DGCA. The commission is formed from experts with sufficient qualifications. Where requested by the DHMI and/or if DGCA consider it necessary, experts from DGCA will also join the commission in accordance with SHY 65-02. For civil or civil/military ATM related incidents occurring within the Military Terminal Area and military joint user airports, the DGCA will receive all documentation/reports concerning the incident from the military authorities and a joint investigation will be carried out. The Advisory and Steering Committee holds regular (quarterly) meetings with the participation of aviation organisations as coordinated by the DGCA to classify incidents, prepare statistical data, evaluate reports of the “Investigation and Assessment Commission” and to impose actions and/or give recommendations to the aviation community to prevent the re-occurrence of similar incidents. The committee has the authority to include any aviation related issue on its agenda. Members of this Committee are comprised from the following organisations as appropriate: - DGCA (www.shgm.gov.tr ) - DHMI (www.dhmi.gov.tr ) - Military Authority - School of Civil Aviation (Aviation Experts) - Turkish Airline Pilots’ Association (TALPA) - Air Traffic Controllers Association of Turkey - Other related stakeholders. Their activities are detailed in the following subchapters.
LSSIP Year 2020 Turkey 15 Released Issue Civil Regulator(s)
General Information
Civil Aviation in Turkey is the responsibility of the Republic of Turkey Ministry of Transport and Infrastructure. The different national entities having regulatory responsibilities in ATM are summarised in the table overleaf. The DGCA is further detailed in the following sections.
Activity in ATM: Organisation responsible Legal Basis Rule-making DGCA The Law No: Presidential decree No: 4 and 5431 Safety Oversight DGCA The Law No: Presidential decree No: 4 and 5431 Enforcement actions in case of DGCA The Law No: Presidential decree No: 4 and 5431 non-compliance with safety regulatory requirements Airspace DGCA The Law No: Presidential decree No: 4 and 5431 Economic The Republic of Turkey Ministry of Transport and Infrastructure Environment DGCA and Ministry of Environment and Urbanism Security DGCA The Law No: Presidential decree No: 4 and 5431 Accident investigation Investigation and Assessment Commission
LSSIP Year 2020 Turkey 16 Released Issue DGCA
The Regulator is the Directorate General of Civil Aviation (DGCA). The DGCA is a body within the Republic of Turkey Ministry of Transport and Infrastructure with its own operating budget. The CAA responsibility is processed by DGCA. The DGCA is responsible for: - Licensing of Aircrew and Engineers - Licensing of Air Traffic Controllers - Licensing of ATSEPs - Certificate of Airworthiness (CoA) of aircraft - Approval of all airborne electronic equipment - Oversight and certification of airports - Investigation of Incidents by means of participation in Investigation and Assessment Commission and holding Advisory and Steering Committee Meetings. - Approval and generation of all ATM rules/regulations (including ESARRs) in coordination with stakeholders (DHMI, Turkish Air Force General Staff and other bodies as appropriate).
Economic regulation is carried out by the Republic of Turkey Ministry of Transport and Infrastructure.
Annual Report published: N www.shgm.gov.tr Organisation chart is shown in Annexes of this document.
ANSP-DHMI
Services provided
Devlet Hava Meydanları Isletmesi (DHMI) Air Navigation Department of Directorate General of State Airports of Turkey (www.dhmi.gov.tr) is the unique Provider of Civil Air Navigation Services for Turkey. DHMI is a 100 % State- owned Governmental department. DHMI provides all the Air Traffic Services within civil airspace (Controlled Airspace, TMA and CTRs).
LSSIP Year 2020 Turkey 17 Released Issue Name of the ANSP: Devlet Hava Meydanları Isletmesi (DHMI) Air Navigation Department of Directorate General of State Airports of Turkey
Governance: Governmental department Ownership: 100% State owned Services provided Y/N Comment ATC en-route Y ATC approach Y ATC Aerodrome(s) Y AIS Y CNS Y MET N Turkish State Meteorological Service ATCO training Y Others Y Airport management Additional information: Provision of services in N other State(s): Annual Report published: Y https://www.dhmi.gov.tr/Sayfalar/EN/AnnualReport.aspx www.dhmi.gov.tr Organisation chart is shown in Annexes.
ATC systems in use
Main ANSP part of any technology alliance1 N
FDPS Specify the manufacturer of the ATC system currently in use: Leonardo S.p.A. Upgrade2 of the ATC system is performed or planned? 2021 Replacement of the ATC system by the new one is planned? - ATC Unit Ankara ACC, Yesilkoy APP
SDPS Specify the manufacturer of the ATC system currently in use: Leonardo S.p.A. Upgrade of the ATC system is performed or planned? 2021 Replacement of the ATC system by the new one is planned? - ATC Unit Ankara ACC, Yesilkoy APP
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 2020 Turkey 18 Released Issue Airports
General information Turkey has 58 airports used by GAT. These range from busy international airports to small regional airports with perhaps ten or less movements daily.
Airport(s) covered by the LSSIP
Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2020 – Annex 2, it is up to the individual State to decide which additional airports will be reported through LSSIP for those Objectives
The airports covered by this LSSIP document are as follows: - Istanbul Airport-LTFM - Istanbul Ataturk Airport - LTBA - Ankara Esenboga Airport - LTAC - Antalya Airport – LTAI - The EUROCONTROL Public Airport Corner also provides information for the following airport(s): https://ext.eurocontrol.int/airport_corner_public/LTBA https://ext.eurocontrol.int/airport_corner_public/LTAC https://ext.eurocontrol.int/airport_corner_public/LTAI https://ext.eurocontrol.int/airport_corner_public/LTBJ https://ext.eurocontrol.int/airport_corner_public/LTBS https://ext.eurocontrol.int/airport_corner_public/LTFE https://ext.eurocontrol.int/airport_corner_public/LTFJ https://ext.eurocontrol.int/airport_corner_public/LTFM
LSSIP Year 2020 Turkey 19 Released Issue Military Authorities
The military authority also plays a major role in managing the Turkish Airspace especially with regard to FUA. Military ATC is entirely separated from Civil ATC, although very good civil/military co-ordination is maintained. Co-ordination between the military authority and the DHMI is ensured through a Civil-Military Co-ordination Group. Some (11) airports/airfields of military origin are jointly used by military and civil aviation. For the eight (8) airports of them, all aircraft are under military ATC control. Currently, Turkish Military Authority and DHMI have their own alternative FUA concept, which is considered more suitable for the local geo-political situation. In order to increase the capacity of Turkish airspace, with implementation of the SMART system, DHMI and the Military Authority are planning to implement EUROCONTROL Flexible Use of Airspace (FUA) concept to do that necessary legislation has been published at Official Gazette dated 18 April 2014. The studies are going on to establish infrastructure and units. The military regulatory, service provision and user role within ATM is detailed below.
Regulatory role
Regulatory framework and rule-making
OAT GAT OAT and provision of service for OAT governed by Y Provision of service for GAT by the Military governed y national legal provisions? by national legal provisions? Level of such legal provision: State Law 2920. Level of such legal provision: State Law 2920 Authority signing such legal provision: Parliament Authority signing such legal provision: Parliament These provisions cover: These provisions cover: Rules of the Air for OAT N Organisation of military ATS for OAT Y Organisation of military ATS for GAT Y OAT/GAT Co-ordination Y OAT/GAT Co-ordination Y ATCO Training Y ATCO Training Y ATCO Licensing Y ATCO Licensing Y ANSP Certification N ANSP Certification N ANSP Supervision N ANSP Supervision N Aircrew Training Y ESARR applicability N Aircrew Licensing N Additional Information: Other than the State Law 2920 Additional Information: There is a protocol between the which grants provision for OAT the Turkish Air Force operate General Staff and the Republic of Turkey Ministry of under different State or NATO regulations Transport and Infrastructure for the use of military airports by civil aircraft. Means used to inform airspace users (other than military) Means used to inform airspace users (other than military) about these provisions: about these provisions: National AIP Y National AIP Y National Military AIP NA National Military AIP N EUROCONTROL eAIP N EUROCONTROL eAIP N Other: NA Other: NA
LSSIP Year 2020 Turkey 20 Released Issue Oversight
OAT GAT National oversight body for OAT: National Supervisory Authority (as per SES reg. 550/2004) for GAT services Turkish General Staff HQ. provided by the military.
Service Provision role
OAT GAT Services Provided: Services Provided: En-Route NA En-Route N Approach/TMA Y Approach/TMA Y Airfield/TWR/GND Y Airfield/TWR/GND Y AIS Y AIS Y MET N Turkish State Meteorological MET Y Service (The Turkish State Meteorological Service) SAR Y By the Turkish Air Force for both SAR Y OAT and GAT TSA/TRA monitoring Y FIS Y Other: Security Services Other: Additional Information: NIL. Additional Information: NIL.
Military ANSP providing GAT N If YES, since: - Duration of the - services SES certified? Certificate: Certificate issued by: MOD If NO, is this fact reported to the EC in accordance with SES regulations? Additional Information:
User role
IFR inside controlled airspace, Military aircraft can OAT only GAT only Both OAT and GAT Y fly?
If Military fly OAT-IFR inside controlled airspace, specify the available options: Free Routing N Within specific corridors only Within the regular (GAT) national route network Y Under radar control Y Within a special OAT route system Under radar advisory service Y
LSSIP Year 2020 Turkey 21 Released Issue If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements: No special arrangements Exemption from Route Charges Y Exemption from flow and capacity (ATFCM) measures Y Provision of ATC in UHF Y CNS exemptions: RVSM Y 8.33 Y Mode S Y ACAS Y Others: The above exemptions do not apply to military heavy transport or VIP aircraft.
Flexible Use of Airspace (FUA)
Military in Turkey applies FUA requirements as specified in the Regulation No 2150/2005: N FUA Level 1 implemented: N FUA Level 2 implemented: N FUA Level 3 implemented: N
LSSIP Year 2020 Turkey 22 Released Issue 2. Traffic and Capacity
Evolution of traffic in Turkey
Turkey - Annual IFR Movements 1800000 Turkey - Distribution (Ref. year 2019) 1600000
1400000 International Dep/Arr 44% 1200000
1000000
IFR flights 800000 Domestic 600000 IFR movements - Actuals flights 22% IFR movements - Scenario 2 400000 IFR movements - Scenario 1
200000 IFR movements - Scenario 3 Overflights 34% 0 2016 A 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F A = Actual F = Forecast
EUROCONTROL Five-Year Forecast 2020-2024
IFR flights yearly growth 2017 A 2018 A 2019 A 2020 F 2021 F 2022 F 2023 F 2024 F
Sc1 -56.0% 60.3% 27.8% 11.3% 8.8% Turkey Sc2 6.0% 8.2% 1.1% -57.4% 15.3% 48.2% 17.3% 15.4% Sc3 -57.7% 13.1% 20.5% 18.5% 14.7% Sc1 -55.1% 61.9% 21.9% 8.9% 6.8% ECAC Sc2 4.0% 3.8% 0.8% -56.4% 16.6% 41.9% 14.1% 12.2% Sc3 -56.6% 14.5% 17.5% 14.8% 11.6%
2020
Traffic in Turkey decreased by 55% in 2020 compared to 2019.
LSSIP Year 2020 Turkey 23 Released Issue Ankara ACC
Traffic and en-route ATFM delays 2016-2024
LTAAACC - Traffic and en-route ATFM delays
6000 1.0
0.9 5000 0.8
0.7 4000 0.6
3000 0.5 IFR flightsIFR (Daily Average)
0.4
2000 Enroute Delay (minutes per flight) 0.3
0.2 1000 0.1
0 0.0 2016 2017 2018 2019 2020 2021 2022 2023 2024 Peak Day Traffic 4377 4629 4949 5019 3469 Summer Traffic 3842 4128 4476 4429 1546 Yearly Traffic 3443 3631 3940 3911 1745 Summer Traffic Forecast 2968 3845 4280 4651 Summer enroute delay (all causes) 0.00 0.00 0.06 0.00 0.00 Yearly enroute delay (all causes) 0.00 0.00 0.03 0.00 0.00
2020 performance
Traffic evolution (2020 vs 2019) En-route Delay (min. per flight) Ankara ACC Actual Traffic All reasons
Year -55% 0.00
Summer -65% 0.00
Summer 2020 performance assessment The average delay per flight was zero in Summer 2020.
Operational actions Achieved Comments Improved civil/military coordination Yes Third runway operations at new Istanbul airport June 2020 Yes Improved ATFCM, including STAM Yes ATS route structure development Yes Additional controllers (45 per year for en-route) Yes New airport in Istanbul phase 1B Yes Independent parallel runway and new ground infrastructure at LTFJ No Expected end of 2021 New airport in Istanbul - 3 additional phases (depending on capacity Ongoing triggers)
LSSIP Year 2020 Turkey 24 Released Issue Planning Period – Summer 2021
2021 Summer Capacity Plan
Free Route Airspace
Airspace Management Improved civil/military coordination Advanced FUA Airport & TMA Network Integration Independent parallel operations at LTFJ Cooperative Traffic Management Improved ATFCM, including STAM ATS route structure development Airspace
Procedures Staffing Additional controllers (45 per year for en-route) Technical
Capacity
Significant Events Additional information
LTAAACC - May-October
18 16 14 12 10 8 6 4 2 0 00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
Nb sectors (std) Nb sectors (max)
Summer 2021 Outlook No capacity issues are foreseen for Ankara ACC in summer 2021.
LSSIP Year 2020 Turkey 25 Released Issue 3. Implementation Projects
The tables below presents the high-level information about the main projects currently ongoing in Turkey. The details of each project are available in Chapter 2 of the Level 2 - Detailed Implementation Status document.
National projects
Name of project: Organisation(s): Schedule: Progress Description: Links: ATC System Support and DHMI (TR) 2020-2023 Some part of project is - Upgrade Project accepted. Mode S SSR system for DHMI, DHMI (TR) 2020-2021 Contract signed in 2020 - Istanbul Airport (LTFM) Procurement and Installation DHMI (TR) 2018-2020 Completed - of VCS-VRS (LTCI-LTCB-LTCU- LTCV-LTCM-LTBD-LTAL) VCS&VRS Upgrade for ACC DHMI (TR) 2020-2022 Contract signed in 2020 and - and APPs installation activities started after that. First phase of project for Ankara ACC is completed.
LSSIP Year 2020 Turkey 26 Released Issue 4. Cooperation activities
Multinational cooperation initiatives
It is to be noted that Turkey maintains very close cooperation/co-ordination with all neighbouring states. Turkey has taken on responsibility of some transition tasks in the area and arranging air traffic flow to / from Europe. Turkey is co-operating with neighbouring states such as Greece and Bulgaria to optimise the performance of Ground- Ground Networks and data exchange.
It is also considered that, collaborating as closely as we can with our neighbouring civil air navigation service providers has a paramount importance in order to optimise the airspace design and management and increase the regional capacity, safety and quality. Therefore, Turkey undertakes initiatives and efforts to ensure the application of same concepts, standards and projects under the EUROCONTROL framework.
On 16 May 2012, a Memorandum of Co-operation (MoC) was signed between DHMI and Bulgarian Air Traffic Services Authority (BULATSA) and
On 20 June 2012 Ukrainian State Air Traffic Service Enterprise (UkSATSE) and DHMI signed a MOU.
The AMHS/AFTN/CIDIN systems have been actived in Turkey. The existing system is making data exchange and no need to Implement gateway between national non-AMHS network (other than AFTN) and AMHS at the moment. NewPENS infrastructure has adapted in 2019. Migration of services was completed by the first quarter of 2020.
Regarding with the enhancement of traffic flow between airspaces of Turkey and her neighbouring countries, DHMI has been co-operated with ANSPs to implement airspace changes (new COPs and routes) at the Bulgarian, Georgian, Iranian and Iraq interfaces. As a result of this co-operation, DHMI has completely changed the routes on main axes for traffic between Europe and Mid-East / Gulf Area / Asia / Far-East.
In addition, together with her neighbouring ANSPs and EUROCONTROL, DHMI completed the working on the airspace changes that are required to facilitate the traffic flow for Istanbul Airport.
LSSIP Year 2020 Turkey 27 Released Issue 5. Implementation Objectives Progress
State View: Overall Objective Implementation Progress
The graph below shows progress for all Implementation Objectives (applicable and not applicable to the State).
6; [8%]
Completed 14; [19%] Ongoing 36; [48%] Planned Late
8; [11%] Not yet planned Not Applicable 4; [5%] 7; [9%]
Summary of the implementation of the objectives
The objective on “Free Route Airspace” is planned in winter 2022 due COVID-19 pandemic. All phases of objective “New Pan-European Network Service (NewPENS) have been completed in 2020. VCS&VRS systems for LTCI, LTCB, LTCU, LTCV, LTCM, LTBD and LTAL is in operation by 2020.
LSSIP Year 2020 Turkey 28 Released Issue Objective Progress per SESAR Essential Operational Changes
Legend:
100% = Objective completed = Implementation Objective timeline (to FOC date)
## % = Expected completion / % Progress = Completion beyond Implementation Objective timeline
<17 17 18 19 20 21 22 23 24 25 26 >27
COM10 Migrate from AFTN to AMHS 100 %
COM11.1 Voice over Internet Protocol (VoIP) in En- 77 % Route
COM11.2 Voice over Internet Protocol (VoIP) in 3 % Airport/Terminal
ITY-ACID Aircraft Identification 100 %
ITY-AGDL Initial ATC Air-Ground Data Link Services 0 %
NAV10 RNP Approach Procedures to instrument 61 % RWY
LSSIP Year 2020 Turkey 29 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM13.1 Harmonise Operational Air Traffic (OAT) and 0 % General Air Traffic (GAT) Handling
AOP11 Initial Airport Operations Plan
LTFM - ISTANBUL AIRPORT 0 %
AOP17 Provision/integration of departure planning information to NMOC
LTFM - ISTANBUL AIRPORT 0 %
COM12 New Pan-European Network Service 100 % (NewPENS)
FCM03 Collaborative Flight Planning 100 %
FCM04.2 Short Term ATFCM Measures (STAM) - 0 % Phase 2
FCM05 Interactive Rolling NOP 0 %
FCM06 Traffic Complexity Assessment 100 %
INF08.1 Information Exchanges using the SWIM 0 % Yellow TI Profile
LSSIP Year 2020 Turkey 30 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
INF07 Electronic Terrain and Obstacle Data (eTOD) 100 %
ITY-ADQ Ensure Quality of Aeronautical Data and 36 % Aeronautical Information
<17 17 18 19 20 21 22 23 24 25 26 >27
AOP14 Remote Tower Services
LTCO - AGRI 0 %
LSSIP Year 2020 Turkey 31 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOP04.1 Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1)
LTAC - Ankara Esenboga Airport 100 %
LTAI - Antalya Airport 100 %
LTBA - Istanbul Atatürk Airport 100 %
LTFM - ISTANBUL AIRPORT 100 %
AOP04.2 Advanced Surface Movement Guidance and Control System (A-SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2)
LTAC - Ankara Esenboga Airport 100 %
LTAI - Antalya Airport 100 %
LTBA - Istanbul Atatürk Airport 100 %
LTFM - ISTANBUL AIRPORT 100 %
AOP05 Airport Collaborative Decision Making (A- CDM)
LTAI - Antalya Airport 32 %
LTBA - Istanbul Atatürk Airport 100 %
LTFM - ISTANBUL AIRPORT 0 %
AOP10 Time-Based Separation
LTFM - ISTANBUL AIRPORT 4 %
AOP12 Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC)
LTBA - Istanbul Atatürk Airport 100 %
LTFM - ISTANBUL AIRPORT 100 %
AOP13 Automated Assistance to Controller for Surface Movement Planning and Routing
LTBA - Istanbul Atatürk Airport 0 %
LTFM - ISTANBUL AIRPORT 26 %
AOP15 Enhanced traffic situational awareness and airport safety nets for the vehicle drivers
LTFM - ISTANBUL AIRPORT 0 %
AOP16 Guidance assistance through airfield ground lighting
LSSIP Year 2020 Turkey 32 Released Issue LTFM - ISTANBUL AIRPORT 0 %
AOP18 Runway Status Lights (RWSL)
LTFM - ISTANBUL AIRPORT 0 %
ATC07.1 AMAN Tools and Procedures
LTBA - Istanbul Atatürk Airport 100 %
LTFM - ISTANBUL AIRPORT 100 %
ATC19 Enhanced AMAN-DMAN integration 0 %
ENV01 Continuous Descent Operations (CDO)
LTAI - Antalya Airport 95 %
LTBA - Istanbul Atatürk Airport 95 %
ENV02 Airport Collaborative Environmental Management
LTAI - Antalya Airport 100 %
LTBA - Istanbul Atatürk Airport 100 %
ENV03 Continuous Climb Operations (CCO)
LTAI - Antalya Airport 100 %
LTBA - Istanbul Atatürk Airport 100 %
LTBS - MUGLA/DALAMAN (MIL.CIV.) 100 %
LTFE - MILAS/BODRUM 100 %
100 NAV03.1 RNAV 1 in TMA Operations %
NAV03.2 RNP 1 in TMA Operations 8 %
SAF11 Improve Runway Safety by Preventing 100 % Runway Excursions
LSSIP Year 2020 Turkey 33 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
AOM19.1 ASM Support Tools to Support Advanced 67 % FUA (AFUA)
AOM19.2 ASM Management of Real-Time Airspace 0 % Data
AOM19.3 Full Rolling ASM/ATFCM Process and ASM 0 % Information Sharing
AOM19.4 Management of Pre-defined Airspace 0 % Configurations
AOM21.1 Direct Routing 33 %
ATC12.1 Automated Support for Conflict Detection, 100 % Resolution Support Information and Conformance Monitoring
ATC15.1 Information Exchange with En-route in 100 % Support of AMAN
ATC15.2 Arrival Management Extended to En-route 100 % Airspace
ATC17 Electronic Dialogue as Automated Assistance 100 % to Controller during Coordination and Transfer
ITY-FMTP Common Flight Message Transfer Protocol 100 % (FMTP)
LSSIP Year 2020 Turkey 34 Released Issue <17 17 18 19 20 21 22 23 24 25 26 >27
ATC02.8 Ground-Based Safety Nets 100 %
ATC02.9 Short Term Conflict Alert (STCA) for TMAs 100 %
ATC20 Enhanced STCA with down-linked 0 % parameters via Mode S EHS
This EOC Chart is not applicable for Turkey since Objective NAV12 is not applicable
LSSIP Year 2020 Turkey 35 Released Issue ICAO ASBU Implementation Progress
The following tables show, for each of the ASBU Elements belonging to a particular ASBU Thread and Block, the overall status, the final date foreseen for completion and the percentage of progress achieved in the current cycle.
These results were determined using the LSSIP Year 2020 declared statuses and progress of the relevant implementation objectives in accordance with the initial mapping between ATM Master Plan Level 3 and new ICAO GANP 6th Edition (2019), as reflected in the Implementation Plan 2020. A comprehensive analysis performed as part of the ongoing ICAO EURGANT Project Team activity may result in updating the mapping following EASPG approval
Legend:
= Completed (during 2020 or before) = Missing planning date = Progress achieved in 2020 = Not applicable
ACAS <17 17 18 19 20 21 22 23 24 25 26 >27
ACAS-B1/1 ACAS Improvements 100 % 71.0 %
ACDM
<17 17 18 19 20 21 22 23 24 25 26 >27
ACDM-B0/2 Integration with ATM Network function 100 % 44.0 %
AMET
<17 17 18 19 20 21 22 23 24 25 26 >27
AMET-B2/4 Meteorological information service in SWIM 100 % 0.0 %
LSSIP Year 2020 Turkey 36 Released Issue APTA
<17 17 18 19 20 21 22 23 24 25 26 >27
APTA-B0/1 PBN Approaches (with basic capabilities) 100 % 61.0 % APTA-B0/2 PBN SID and STAR procedures (with basic 100 % capabilities)
APTA-B0/4 CDO (Basic) 100 % 95.0 % APTA-B0/5 CCO (Basic) 100 %
APTA-B1/1 PBN Approaches (with advanced 100 % capabilities)
APTA-B1/2 PBN SID and STAR procedures (with 61.0 % advanced capabilities) 8.0 %
COMI
<17 17 18 19 20 21 22 23 24 25 26 >27
COMI-B0/4 VHF Data Link (VDL) Mode 2 Basic No Plan
COMI-B0/7 ATS Message Handling System (AMHS) 100 %
COMI-B1/1 Ground-Ground Aeronautical 100 % Telecommunication Network/Internet Protocol Suite (ATN/IPS)
COMI-B1/2 VHF Data Link (VDL) Mode 2 Multi- No Plan Frequency
COMI-B2/1 Air-Ground ATN/IPS 100 % 40.0 %
DAIM
<17 17 18 19 20 21 22 23 24 25 26 >27
DAIM-B1/3 Provision of digital terrain data sets 100 %
DAIM-B1/4 Provision of digital obstacle data sets 100 %
DAIM-B2/1 Dissemination of aeronautical information in 100 % a SWIM environment 0.0 %
FICE
<17 17 18 19 20 21 22 23 24 25 26 >27
FICE-B0/1 Automated basic inter facility data exchange 100 % (AIDC)
LSSIP Year 2020 Turkey 37 Released Issue FRTO
<17 17 18 19 20 21 22 23 24 25 26 >27
FRTO-B0/1 Direct routing (DCT) 100 % 33.0 % FRTO-B0/2 Airspace planning and Flexible Use of No Plan Airspace (FUA)
FRTO-B1/1 Free Route Airspace (FRA) 100 % 34.0 % FRTO-B1/3 Advanced Flexible Use of Airspace (FUA) and No Plan management of real time airspace data
FRTO-B1/4 Dynamic sectorization No Plan
FRTO-B1/5 Enhanced Conflict Detection Tools and 100 % Conformance Monitoring
FRTO-B1/6 Multi-Sector Planning No Plan
NAVS
<17 17 18 19 20 21 22 23 24 25 26 >27
NAVS-B0/2 Satellite Based Augmentation Systems 100 % (SBAS) 61.0 %
NOPS
<17 17 18 19 20 21 22 23 24 25 26 >27
NOPS-B0/2 Collaborative Network Flight Updates 100 % 82.5 % NOPS-B0/4 Initial Airport/ATFM slots and A-CDM 100 % Network Interface 33.0 % NOPS-B1/1 Short Term ATFM measures No Plan
NOPS-B1/2 Enhanced Network Operations Planning No Plan
NOPS-B1/4 Dynamic Traffic Complexity Management 100 %
NOPS-B1/5 Full integration of airspace management No Plan with air traffic flow management
NOPS-B1/6 Initial Dynamic Airspace configurations No Plan
NOPS-B1/8 Extended Arrival Management supported by 100 % the ATM Network function
LSSIP Year 2020 Turkey 38 Released Issue RATS
<17 17 18 19 20 21 22 23 24 25 26 >27
RATS-B1/1 Remotely Operated Aerodrome Air Traffic No Plan Services
RSEQ
<17 17 18 19 20 21 22 23 24 25 26 >27
RSEQ-B0/1 Arrival Management 100 %
RSEQ-B0/2 Departure Management 100 % 44.0 % RSEQ-B1/1 Extended arrival metering 100 %
RSEQ-B2/1 Integration of arrival and departure 100 % management 0.0 %
SNET
<17 17 18 19 20 21 22 23 24 25 26 >27
SNET-B0/1 Short Term Conflict Alert (STCA) 100 %
SNET-B0/2 Minimum Safe Altitude Warning (MSAW) 100 %
SNET-B0/3 Area Proximity Warning (APW) 100 %
SNET-B0/4 Approach Path Monitoring (APM) 100 %
SNET-B1/1 Enhanced STCA with aircraft parameters No Plan
SNET-B1/2 Enhanced STCA in complex TMAs 100 %
LSSIP Year 2020 Turkey 39 Released Issue SURF
<17 17 18 19 20 21 22 23 24 25 26 >27
SURF-B0/2 Comprehensive situational awareness of 100 % surface operations
SURF-B0/3 Initial ATCO alerting service for surface 100 % operations
SURF-B1/1 Advanced features using visual aids to 100 % support traffic management during ground 0.0 % operations SURF-B1/3 Enhanced ATCO alerting service for surface 100 % operations
SURF-B1/4 Routing service to support ATCO surface No Plan operations management
SURF-B2/2 Comprehensive vehicle driver situational No Plan awareness on the airport surface
SURF-B2/3 Conflict alerting for pilots for runway 100 % operations 0.0 %
SWIM
<17 17 18 19 20 21 22 23 24 25 26 >27
SWIM-B3/1 Air/Ground SWIM for safety critical 100 % information 0.0 %
WAKE
<17 17 18 19 20 21 22 23 24 25 26 >27
WAKE-B2/7 Time based wake separation minima for arrival 100 % based on leader/follower static pair-wise 4.0 %
LSSIP Year 2020 Turkey 40 Released Issue Detailed Objectives Implementation progress
Objective/Stakeholder Progress Code: Completed Not yet planned Ongoing Not Applicable Planned Missing Data Late
There were delays in some ATM/CNS implementation projects due Covid-19 pandemic situation. Because of the local/international travel restrictions imposed by authorities, contractors had to postpone activities or completed it through local entities. For example, ATC software upgrade, which includes some important functionalities were postponed to the second quarter of 2021.
Main Objectives
Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT) Handling Not yet AOM13.1 Timescales: 0% planned Initial operational capability: 01/01/2012 Full operational capability: 31/12/2018 - Amendment of existing legislation is required. The target date has not defined yet. - REG (By:12/2018) Not yet DGCA No current plan until appropriate legislation is passed. - 0% planned - ASP (By:12/2018) Not yet Amendment of existing legislation is required. The DHMI - 0% planned target date has not defined yet. - MIL (By:12/2018) Not yet Mil. Waiting to be coordinated. - 0% planned Authority -
LSSIP Year 2020 Turkey 41 Released Issue ASM Support Tools to Support Advanced FUA (AFUA) Timescales: Not yet AOM19.1 67% Initial operational capability: 01/01/2011 planned Full operational capability: 01/01/2022 - LARA Application has been installed at AMC. Establishment of TSA and TRA awaited for the - AUP integration with NMOC. This objective will be re-evaluated for the next LSSIP cycles. ASP (By:01/2022) LARA Application has been installed at AMC. Not yet Establishment of TSA and TRA awaited for the AUP planned DHMI - 67% integration with NMOC. . This objective will be re- - evaluated for the next LSSIP cycles.
ASM Management of Real-Time Airspace Data Timescales: Not yet AOM19.2 0% Initial operational capability: 01/01/2017 planned Full operational capability: 01/01/2022 - All civil-military ATM Systems are established so as to exchange civil traffic data with military - units. ASP (By:01/2022) Not yet DHMI - - 0% planned -
Full Rolling ASM/ATFCM Process and ASM Information Sharing Timescales: Not yet AOM19.3 0% Initial operational capability: 01/01/2014 planned Full operational capability: 01/01/2022 - No plan - ASP (By:01/2022) Not yet DHMI - - 0% planned -
Management of Pre-defined Airspace Configurations Timescales: Not yet AOM19.4 0% Initial operational capability: 01/01/2018 planned Full operational capability: 01/01/2022 - No plan - ASP (By:01/2022) Not yet DHMI No plan - 0% planned -
LSSIP Year 2020 Turkey 42 Released Issue Free Route Airspace Timescales: AOM21.2 34% Late Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - Implementation of free route airspace is planned in winter 2022 due to Covid-19 pandemic. 31/12/2022 ASP (By:01/2022) Implementation of free route airspace is planned in Late DHMI - 34% winter 2022 due to Covid-19 pandemic. 31/12/2022
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTAC - Ankara Esenboga Airport Ankara Esenboga Airport implemented A-SMGS Level 1 and 2 in June 2010. 30/06/2010 REG (By:12/2010) Ankara Esenboga Airport implemented A-SMGS Level 1 Completed DGCA - 100% and 2 in June 2010. - ASP (By:01/2021) Ankara Esenboga Airport implemented A-SMGS Level 1 Completed DHMI - 100% and 2 in June 2010. 30/06/2010 APO (By:01/2021) ANKARA Completed Esenboga Drivers received instructions on the system. - 100% 30/06/2010 Airport
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTAI - Antalya Airport Antalya implemented A-SMGCS Level 1 and 2 in June 2010. 30/06/2010 REG (By:12/2010) Antalya implemented A-SMGCS Level 1 and 2 in June Completed DGCA - 100% 2010. - ASP (By:01/2021) Antalya implemented A-SMGS Level 1 and 2 in June Completed DHMI 2010. All training and development of procedures has - 100% 30/06/2010 been completed. APO (By:01/2021) ANTALYA Completed Drivers have received instruction on the system - 100% Airport 30/06/2010
LSSIP Year 2020 Turkey 43 Released Issue Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTBA - Istanbul Atatürk Airport Istanbul Atatürk Airport implemented A-SMGCS Level 1 and 2 in June 2010. 30/06/2010 REG (By:12/2010) Istanbul Atatürk Airport implemented A-SMGCS Level 1 Completed DGCA - 100% and 2 in June 2010. - ASP (By:01/2021) Istanbul Atatürk Airport implemented A-SMGCS Level 1 Completed DHMI and 2 in June 2010. All training and development of - 100% 30/06/2010 procedures has been completed. APO (By:01/2021) ISTANBUL Completed Atatürk Drivers have received instruction on the system. - 100% 30/06/2010 Airport
Advanced Surface Movement Guidance and Control System A-SMGCS Surveillance (former Level 1) AOP04.1 Timescales: 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTFM - ISTANBUL AIRPORT Istanbul Airport implemented A-SMGCS Level 1 and 2 in 2018. 29/10/2018 REG (By:12/2010) Completed DGCA - - 100% 29/10/2018 ASP (By:01/2021) İstanbul Airport is operated by private company named Completed DHMI İGA operations but ATC services have been provided by - 100% 29/10/2018 DHMİ. APO (By:01/2021) Istanbul Completed - - 100% Airport 29/10/2018
Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTAC - Ankara Esenboga Airport Ankara Esenboga Airport implemented A-SMGS Level 1 and 2 in June 2010. 30/06/2010 ASP (By:01/2021) Ankara Esenboga Airport implemented A-SMGS Level 1 Completed DHMI - 100% and 2 in June 2010. 30/06/2010 APO (By:01/2021) ANKARA Completed Esenboga Drivers have received instruction on the system. - 100% 30/06/2010 Airport
LSSIP Year 2020 Turkey 44 Released Issue Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTAI - Antalya Airport Antalya implemented A-SMGS Level 1 and 2 in June 2010. 30/06/2010 ASP (By:01/2021) Antalya implemented A-SMGS Level 1 and 2 in June Completed DHMI - 100% 2010. 30/06/2010 APO (By:01/2021) ANTALYA Completed Drivers have received instruction on the system. - 100% Airport 30/06/2010
Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTBA - Istanbul Atatürk Airport Istanbul Atatürk Airport implemented A-SMGS Level 1 and 2 in June 2010. 30/06/2010 ASP (By:01/2021) Istanbul Atatürk Airport implemented A-SMGS Level 1 Completed DHMI - 100% and 2 in June 2010. 30/06/2010 APO (By:01/2021) ISTANBUL Completed Atatürk Drivers have received instruction on the system. - 100% 30/06/2010 Airport
Advanced Surface Movement Guidance and Control System (A- SMGCS) Runway Monitoring and Conflict Alerting (RMCA) (former Level 2) AOP04.2 100% Completed Timescales: Initial operational capability: 01/01/2007 Full operational capability: 01/01/2021 LTFM - ISTANBUL AIRPORT Istanbul Airport implemented A-SMGCS Level 1 and 2 in 2018. 29/10/2018 ASP (By:01/2021) Istanbul Airport implemented A-SMGCS Level 1 and 2 in Completed DHMI - 100% 2018. 29/10/2018 APO (By:01/2021) İstanbul Airport is operated by private company named Completed DHMI IGA Airport Operations but ATC services have been - 100% 29/10/2018 provided by DHMI.
LSSIP Year 2020 Turkey 45 Released Issue Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 32% Late Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 LTAI - Antalya Airport A draft MoU has been circulated to key stakeholders. Studies for Antalya are going on. 31/12/2021 ASP (By:01/2021) DHMI has initiated action to implement this objective. A Late DHMI draft MoU has been developed and circulated to key - 37% 31/12/2021 stakeholders. APO (By:01/2021) DHMI has initiated action to implement this objective. A Late ANTALYA draft MoU has been developed and circulated to key - 27% Airport 31/12/2021 stakeholders
Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 100% Completed Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 LTBA - Istanbul Atatürk Airport A MoU has been agreed and signed. Working groups have been formed. CDM platform has 31/12/2018 been established and tests have been completed. ASP (By:01/2021) A MoU has been agreed and signed. Working groups Completed DHMI have been formed. CDM platform has been established - 100% 31/12/2018 and tests have been completed. APO (By:01/2021) ISTANBUL A MoU has been agreed and signed. Working groups Completed Atatürk have been formed. CDM platform has been established. - 100% 31/12/2018 Airport The exchange of messages will be implemented.
Airport Collaborative Decision Making (A-CDM) Timescales: AOP05 0% Late Initial operational capability: 01/01/2004 Full operational capability: 01/01/2021 LTFM - ISTANBUL AIRPORT Late implementation 31/12/2021 ASP (By:01/2021) Late DHMI Late implementation - 0% 31/12/2021 APO (By:01/2021) Istanbul Late Late implementation - 0% Airport 31/12/2021
LSSIP Year 2020 Turkey 46 Released Issue Time-Based Separation Not AOP10 Timescales: 0% Applicable - not applicable - LTBA - Istanbul Atatürk Airport (Outside Applicability Area) The implementation of TBS is planned for Istanbul Airport (LTFM) in 2024. No plan for İstanbul - Atatürk Airport (LTBA). REG (By:01/2024) Not Necessary actions will be taken before the DGCA - 0% Applicable implementation date. - ASP (By:01/2024) The implementation of TBS is planned for Istanbul Not DHMI Airport (LTFM) in 2024. No plan for İstanbul Atatürk - 0% Applicable Airport. -
Time-Based Separation Timescales: AOP10 4% Late Initial operational capability: 01/01/2015 Full operational capability: 01/01/2024 LTFM - ISTANBUL AIRPORT The implementation of TBS is planned for Istanbul Airport (LTFM) in 2024. 31/12/2024 REG (By:01/2024) Late DGCA - - 5% 31/12/2024 ASP (By:01/2024) The implementation of TBS is planned for Istanbul Late DHMI - 3% Airport (LTFM) in 2024. 31/12/2024
Initial Airport Operations Plan Not AOP11 Timescales: 0% Applicable - not applicable - LTBA - Istanbul Atatürk Airport (Outside Applicability Area) All information effecting the air traffic flow for airports has been published via AIP, EAD, - NOTAMs and airport corner web site. ASP (By:01/2021) All information effecting the air traffic flow for airports Not DHMI has been published via AIP, EAD, NOTAMs and airport - 0% Applicable corner web site. - APO (By:01/2021)
LSSIP Year 2020 Turkey 47 Released Issue Initial Airport Operations Plan Timescales: Not AOP11 0% Initial Operational Capability: 01/01/2015 Applicable Full Operational Capability: 01/01/2021 LTFM - ISTANBUL AIRPORT LTFM is out of scope. - ASP (By:01/2021) Not DHMI LTFM is out of scope. - 0% Applicable - APO (By:01/2021) Not Istanbul - - 0% Applicable Airport -
Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 100% Completed Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 LTBA - Istanbul Atatürk Airport The installation of the electronic flight strips with DCL function have been implemented for Istanbul Airport (LTFM) which is fully integrated with A-SMGCS system. A-SMGCS&DCL/EFS 31/12/2018 system has the functionality of ATC clearances monitoring tools. ASP (By:01/2021) The installation of the electronic flight strips with DCL Completed function have been implemented for Istanbul Airport DHMI (LTFM) which is fully integrated with A-SMGCS system. - 100% 31/12/2018 A-SMGCS&DCL/EFS system has the functionality of ATC clearances monitoring tools. APO (By:01/2021) The installation of the electronic flight strips with DCL Completed ISTANBUL function have been implemented for Istanbul Airport Atatürk (LTFM), which is fully integrated with A-SMGCS system. - 100% 31/12/2018 Airport A-SMGCS&DCL/EFS system has the functionality of ATC clearances monitoring tools.
LSSIP Year 2020 Turkey 48 Released Issue Improve Runway and Airfield Safety with Conflicting ATC Clearances (CATC) Detection and Conformance Monitoring Alerts for Controllers (CMAC) AOP12 100% Completed Timescales: Initial operational capability: 01/01/2015 Full operational capability: 01/01/2021 LTFM - ISTANBUL AIRPORT The installation of the electronic flight strips with DCL function have been implemented for Istanbul Airport (LTFM), which is fully integrated with A-SMGCS system. A-SMGCS&DCL/EFS 29/10/2018 system has the functionality of ATC clearances monitoring tools and safety nets. (inc. RMCA and CATS/CMAC) ASP (By:01/2021) The installation of the electronic flight strips with DCL Completed function have been implemented for Istanbul Airport (LTFM), which is fully integrated with A-SMGCS system. DHMI - 100% A-SMGCS&DCL/EFS system has the functionality of ATC 29/10/2018 clearances monitoring tools and safety nets. (inc. RMCA and CATS/CMAC) APO (By:01/2021) Istanbul Completed - - 100% Airport 15/10/2018
Automated Assistance to Controller for Surface Movement Planning and Routing Not yet AOP13 Timescales: 0% planned Initial operational capability: 01/01/2016 Full operational capability: 01/01/2024 LTBA - Istanbul Atatürk Airport These functions will be available for Istanbul Airport (LTFM). - REG (By:01/2024) Not yet DGCA All actions will be taken before implementation date. - 0% planned - ASP (By:01/2024) Not yet These functions will be available for Istanbul Airport DHMI - 0% planned (LTFM). -
Automated Assistance to Controller for Surface Movement Planning and Routing AOP13 Timescales: 26% Ongoing Initial operational capability: 01/01/2016 Full operational capability: 01/01/2024 LTFM - ISTANBUL AIRPORT Automated Assistance to Controller for Surface Movement Planning and Routing functions are 31/01/2021 part of A-SMGCS system. REG (By:01/2024) Ongoing DGCA - - 10% 31/01/2021 ASP (By:01/2024) Automated Assistance to Controller for Surface Ongoing DHMI Movement Planning and Routing functions are part of A- - 29% 31/01/2021 SMGCS system.
LSSIP Year 2020 Turkey 49 Released Issue Ground-Based Safety Nets Timescales: ATC02.8 100% Completed Initial operational capability: 01/01/2009 Full operational capability: 01/01/2022 - All functions implemented. 18/11/2015 ASP (By:01/2022) Military units have APM functionality but due to the Completed Mil. dynamic nature of OAT operations this functionality is - 100% Authority 31/12/2008 only enabled at airports that serve GAT. APW level 2 has been implemented with the SMART Completed project, which was completed 11/2015. MSAW has been implemented with the SMART system. APM, in line with DHMI - 100% EUROCONTROL specifications, has been implemented at 18/11/2015 Istanbul, Esenboga, Antalya, Dalaman, Bodrum and Izmir airports in parallel with SMART.
Short Term Conflict Alert (STCA) for TMAs Timescales: ATC02.9 100% Completed Initial operational capability: 01/01/2018 Full operational capability: 31/12/2020 - Implementation of multi-hypothesis STCA function in TMA's has already adapted to major 31/12/2015 TMAs like Istanbul, Ankara, Antalya, Izmir, Dalaman, Bodrum and Trabzon. ASP (By:12/2020) Implementation of STCA function in TMA has already Completed DHMI adapted to major TMAs like Istanbul, Ankara, Antalya, - 100% 31/12/2015 Izmir; Dalaman, Bodrum and Trabzon.
AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 LTBA - Istanbul Atatürk Airport Tender and acceptance of AMAN has already been done for Atatürk and S.Gölçen Airports. AMAN has been operational since last quarter of 2016 and at the first quarter of 2019, İstanbul 30/09/2016 Airport (LTFM) have been joined into AMAN system . ASP (By:01/2020) Tender and acceptance of AMAN has already been done Completed for Atatürk and S.Gölçen Airports. AMAN has been DHMI operational since last quarter of 2016 and at the first - 100% 30/09/2016 quarter of 2019, İstanbul Airport (LTFM) have been joined into AMAN system .
LSSIP Year 2020 Turkey 50 Released Issue AMAN Tools and Procedures Timescales: ATC07.1 100% Completed Initial operational capability: 01/01/2007 Full operational capability: 01/01/2020 LTFM - ISTANBUL AIRPORT Tender and acceptance of AMAN has already been done for Atatürk and S.Gölçen Airports. AMAN has been operational since last quarter of 2016 and at the first quarter of 2019, İstanbul 01/03/2019 Airport (LTFM) have been joined into AMAN system . (Ref. ATC07.1 AMAN Tools and Procedures for LTBA.) ASP (By:01/2020) Tender and acceptance of AMAN has already been done Completed for Atatürk and S.Gölçen Airports. AMAN has been operational since last quarter of 2016 and at the first DHMI - 100% quarter of 2019, İstanbul Airport (LTFM) have been 01/03/2019 joined into AMAN system . (Ref. ATC07.1 AMAN Tools and Procedures for LTBA.)
Automated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring ATC12.1 Timescales: 100% Completed Initial operational capability: 01/01/2015 Full operational capability: 01/01/2022 - MONA functions has been implemented. ATCO training on MONA has been conducted. 07/07/2015 ASP (By:01/2022) MONA functions has been implemented. Completed DHMI - 100% ATCO training on MONA has been conducted. 07/07/2015
Information Exchange with En-route in Support of AMAN Timescales: ATC15.1 100% Completed Initial operational capability: 01/01/2012 Full operational capability: 31/12/2019 - AMAN is operational for Istanbul, İstanbul Atatürk and S.Gökçen Airports. Adjacent ACC sectors within SMART project have been equipped with AMAN supporting systems, including monitors and software. Besides this related ACC sectors of Sofia ACC have been equipped with AMAN 30/11/2019 supporting systems, including monitors and software. Also SMART ATC System will be upgraded to handle AMA OLDI messages by mid of 2021. ASP (By:12/2019) AMAN is operational for Istanbul, İstanbul Atatürk and Completed S.Gökçen Airports. Adjacent ACC sectors within SMART project have been equipped with AMAN supporting systems, including monitors and software. Besides this DHMI - 100% related ACC sectors of Sofia ACC have been equipped 30/11/2019 with AMAN supporting systems, including monitors and software. Also, SMART ATC System will be upgraded to handle AMA OLDI messages by mid of 2021.
LSSIP Year 2020 Turkey 51 Released Issue Arrival Management Extended to En-route Airspace ATC15.2 Timescales: 100% Completed Full operational capability: 01/01/2024 - Extended AMAN project for Istanbul TMA and related ACC sectors including Sofia ACC has been 31/12/2018 completed. ASP (By:01/2024) Extended AMAN project for Istanbul TMA and related Completed DHMI - 100% ACC sectors including Sofia ACC has been completed. 31/12/2018
Electronic Dialogue as Automated Assistance to Controller during Coordination and Transfer ATC17 Timescales: 100% Completed Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - OLDI messages in the scope of this objective are supported. 18/11/2015 ASP (By:01/2022) Not Mil. - - 0% Applicable Authority - OLDI messages in the scope of this objective are Completed DHMI - 100% supported. 18/11/2015
Migrate from AFTN to AMHS Timescales: COM10 100% Completed Initial operational capability: 01/12/2011 Full operational capability: 31/12/2018 - The AMHS/AFTN/CIDIN system is active now. The existing system is making data exchange. There is no need to Implement gateway between national non-AMHS network (other than AFTN) and AMHS at the moment. 31/10/2014
Military units have their own communication network for OAT message purposes. The system is fully interoperable with the ANSP. ASP (By:12/2018) Completed DHMI - - 100% 31/10/2014 The AMHS/AFTN/CIDIN system is active now. The Not existing system is making data exchange. There is no Applicable need to Implement gateway between national non- AMHS network (other than AFTN) and AMHS at the Mil. moment. - 0% Authority - Military units have their own communication network for OAT message purposes. The system is fully interoperable with the ANSP.
LSSIP Year 2020 Turkey 52 Released Issue Voice over Internet Protocol (VoIP) in En-Route Timescales: COM11.1 77% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 01/01/2022 - Turkey has implemented VoIP based network in en-route by 2019. Upgrade or new Voice 01/01/2022 communication in military system tested, validated and will be in operation by 31/12/2021. ASP (By:01/2022) Mil. Ongoing - - 32% Authority 01/01/2022 Turkey has implemented VoIP based network in en- Completed DHMI - 100% route by 2019. 01/07/2015
Voice over Internet Protocol (VoIP) in Airport/Terminal Timescales: COM11.2 3% Ongoing Initial operational capability: 01/01/2013 Full operational capability: 31/12/2023 - The project to install VoIP based VCS for Adana (LTAF), Gaziantep (LTAJ), Muş (LTCK), Siirt(LTCL) airports has been started by 2015 and completed by 2017. Installation of VoIP based VCS and VoIP based TWR-GRS communication lines for Istanbul (LTFM) airport is completed by 2018. 31/12/2023 The project to install VoIP based VCS for Van (LTCI), Ordu-Giresun (LTCB), Kastamonu (LTAL), Bingöl (LTCU), Şırnak (LTCV), Aydın Çıldır (LTBD), Sinop (LTCM) airports has been started by 2018 and completed by 2020. The process of procurement VoIP based VCS for other airports is ongoing. ASP (By:12/2023) The project to install VoIP based VCS for Adana (LTAF), Ongoing Gaziantep (LTAJ), Muş (LTCK), Siirt(LTCL) airports has been started by 2015 and completed by 2017. Installation of VoIP based VCS and VoIP based TWR-GRS communication lines for Istanbul (LTFM) airport is completed by 2018. DHMI - 3% The project to install VoIP based VCS for Van (LTCI), 31/12/2023 Ordu-Giresun (LTCB), Kastamonu (LTAL), Bingöl (LTCU), Şırnak (LTCV), Aydın Çıldır (LTBD), Sinop (LTCM) airports has been started by 2018 and completed by 2020. The process of procurement VoIP based VCS for other airports is ongoing.
LSSIP Year 2020 Turkey 53 Released Issue New Pan-European Network Service (NewPENS) Timescales: COM12 100% Completed Initial operational capability: 01/01/2018 Full operational capability (Other stakeholders): 01/01/2025 - Infrastructure has adapted for NewPENS in 2019. Testing phase has completed at the end of 31/03/2020 2019. Migration of services is completed by the first quarter of 2020. ASP (By:01/2025) Infrastructure has adapted for NewPENS in 2019. Completed Testing phase has completed at the end of 2019. DHMI - 100% Migration of services is completed by the first quarter of 31/03/2020 2020. APO (By:01/2025) Completed DHMI - - 100% 31/03/2020
Continuous Descent Operations (CDO) Timescales: ENV01 95% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LTAI - Antalya Airport CDO are tactically executed whenever possible by controllers. Also PBN procedures are in line 22/02/2021 with CDO/CDA criteria. ASP (By:12/2023) CDO are tactically executed whenever possible by Ongoing DHMI - 94% controllers. 22/02/2021 APO (By:12/2023) ANTALYA CDO are tactically executed whenever possible by Completed - 100% Airport controllers. 09/02/2010
Continuous Descent Operations (CDO) Timescales: ENV01 95% Ongoing Initial operational capability: 01/07/2007 Full operational capability: 31/12/2023 LTBA - Istanbul Atatürk Airport CDO are tactically executed whenever possible by controllers. Also PBN procedures are in line 25/02/2021 with CDO/CDA criteria. ASP (By:12/2023) CDO are tactically executed whenever possible by Ongoing DHMI controllers. Also PBN procedures are in line with - 94% 25/02/2021 CDO/CDA criteria. APO (By:12/2023) ISTANBUL CDO are tactically executed whenever possible by Completed Atatürk controllers. Also PBN procedures are in line with - 100% 09/02/2010 Airport CDO/CDA criteria.
LSSIP Year 2020 Turkey 54 Released Issue Collaborative Flight Planning Timescales: FCM03 100% Completed Initial operational capability: 01/01/2000 Full operational capability: 01/01/2022 - The SMART system is capable of compliance with all SLoAs other than ASP09. The other 01/06/2016 remaining objectives are in use. ASP (By:01/2022) The SMART system is capable of compliance with all Completed DHMI SLoAs other than ASP09. The other remaining - 100% 01/06/2016 objectives are in use.
Short Term ATFCM Measures (STAM) - Phase 2 Not yet FCM04.2 Timescales: 0% planned Full operational capability: 01/01/2022 - Not yet planned. - ASP (By:01/2022) Not yet DHMI - - 0% planned -
Interactive Rolling NOP Timescales: Not yet FCM05 0% Initial operational capability: 01/09/2013 planned Full operational capability: 01/01/2022 - The decision to implementation of interactive rolling NOP has not been taken yet. - ASP (By:01/2022) Not yet DHMI - - 0% planned - APO (By:01/2022) Not yet DHMI No plan - 0% planned -
Traffic Complexity Assessment FCM06 Timescales: 100% Completed Full operational capability: 01/01/2022 - Only Traffic Load Management Tool is implemented as part of this objective. - ASP (By:01/2022) Completed DHMI - - 100% -
LSSIP Year 2020 Turkey 55 Released Issue Electronic Terrain and Obstacle Data (eTOD) Timescales: INF07 100% Completed Initial operational capability: 01/11/2014 Full operational capability: 01/01/2019 - National law has been published to enable the provision of electronic terrain and obstacle data for Area 1. Area 4 terrain and obstacle data sets have been completed for all CAT II/III aerodromes. Area 2a terrain and obstacle data sets have been completed for all major international aerodromes. 31/12/2017 Area 3 terrain and obstacle data sets have been completed for some international aerodromes. The list of aerodromes, which have eTOD, is available at AIP Turkey GEN 3.1.6. Terrain and obstacle data sets for mandatory areas of eTOD have been completed.
REG (By:01/2019) National law has been published to enable the provision Completed of electronic terrain and obstacle data for Area 1. Area 4 terrain and obstacle data sets have been completed for all CAT II/III aerodromes. Area 2a terrain and obstacle data sets have been completed for all major international aerodromes. DGCA - 100% Area 3 terrain and obstacle data sets have been 31/12/2017 completed for some international aerodromes. List of aerodromes, which have eTOD, is available at AIP Turkey GEN 3.1.6. Terrain and obstacle data sets for mandatory areas of eTOD have been completed. . ASP (By:01/2019) National law has been published to enable the provision Completed of electronic terrain and obstacle data for Area 1. Area 4 terrain and obstacle data sets have been completed for all CAT II/III aerodromes. Area 2a terrain and obstacle data sets have been completed for all major international aerodromes. DHMI - 100% Area 3 terrain and obstacle data sets have been 31/12/2017 completed for some international aerodromes. List of aerodromes, which have eTOD, is available at AIP Turkey GEN 3.1.6. Terrain and obstacle data sets for mandatory areas of eTOD have been completed. APO (By:01/2019) All actions have been completed in accordance with Completed DHMI - 100% national TOD regulations. 31/12/2017
LSSIP Year 2020 Turkey 56 Released Issue Information Exchanges using the SWIM Yellow TI Profile INF08.1 Timescales: 0% Planned - not applicable - - Studies are in progress. 01/01/2024 ASP (By:01/2025) Planned DHMI - - 0% 01/01/2024 MIL (By:01/2025) Not yet Mil. - - 0% planned Authority - APO (By:01/2025) Planned DHMI - - 0% 01/01/2024
Aircraft Identification Timescales: ITY-ACID 100% Completed Entry into force of the Regulation: 13/12/2011 System capability: 02/01/2020 - Transition into Mode-S to be decided by DHMI. If implemented, DHMI will keep the enhanced ORCAM in place along with Mode-S. Ready to implement but awaiting implementation of 01/06/2018 Mode-S at neighboring countries. ASP (By:01/2020) Transition into Mode-S to be decided by DHMI. If Completed implemented, DHMI will keep the enhanced ORCAM in DHMI place along with Mode-S. Ready to implement but - 100% 01/06/2018 awaiting implementation of Mode-S at neighboring countries.
Ensure Quality of Aeronautical Data and Aeronautical Information Timescales: Entry into force of the regulation: 16/02/2010 Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by: ITY-ADQ 36% Late 30/06/2013 Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to be implemented by: 30/06/2014 All data requirements implemented by: 30/06/2017 - Data quality and digital exchange format requirements have been implemented. The other 31/12/2023 actions will be completed before implementation date. REG (By:06/2017) Verification processes will be completed before the Late DGCA - 0% implementation date. 31/12/2023 ASP (By:06/2017) Data quality and digital exchange format requirements Late DHMI have been implemented. The other actions will be - 40% 31/12/2023 completed before implementation date. APO (By:06/2017) Data quality and digital exchange format requirements Late DHMI have been implemented. The other actions will be - 52% 31/12/2023 completed before implementation date.
LSSIP Year 2020 Turkey 57 Released Issue Initial ATC Air-Ground Data Link Services Timescales: Not yet ITY-AGDL 0% ATS unit operational capability: 05/02/2018 planned Aircraft capability: 05/02/2020 - Not yet planned - REG (By:02/2018) Not yet DGCA - - 0% planned - ASP (By:02/2018) Not yet DHMI - - 0% planned - MIL (By:01/2019) Not yet Mil. - - 0% planned Authority -
8,33 kHz Air-Ground Voice Channel Spacing below FL195
Not ITY-AGVCS2 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - TR is not in the applicability area. - REG (By:12/2018) Not DGCA - - 0% Applicable - ASP (By:12/2018) Not DHMI - - 0% Applicable - MIL (By:12/2020) Not Mil. - - 0% Applicable Authority - APO (By:12/2018)
LSSIP Year 2020 Turkey 58 Released Issue Common Flight Message Transfer Protocol (FMTP) Timescales: Entry into force of regulation: 28/06/2007 All EATMN systems put into service after 01/01/09: 01/01/2009 ITY-FMTP 100% Completed All EATMN systems in operation by 20/04/11: 20/04/2011 Transitional arrangements: 31/12/2012 Transitional arrangements when bilaterally agreed between ANSPs: 31/12/2014 - The common flight message transfer protocol has been introduced with the SMART system. 31/05/2015 ASP (By:12/2014) Military has its own network between military sites and Completed Mil. there is no plan to upgrade this system. The interface - 100% Authority between military/civil sites has been completed. Current 31/05/2015 interface is limited for monitoring the selected flights. The common flight message transfer protocol has been Completed DHMI - 100% introduced with the SMART system. 31/05/2015 MIL (By:12/2014) Military has its own network between military sites and Completed Mil. there is no plan to upgrade this system. The interface - 100% Authority 31/05/2015 between military/civil sites has been completed.
Surveillance Performance and Interoperability
Not ITY-SPI (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - Turkey is not an EU+ State. - REG (By:02/2015) Not DGCA Turkey is not EU+ State. - 0% Applicable - ASP (By:02/2015) Not DHMI Turkey is not EU+ State. - 0% Applicable - MIL (By:12/2020) Not Mil. Turkey is not EU+ State. - 0% Applicable Authority -
LSSIP Year 2020 Turkey 59 Released Issue RNAV 1 in TMA Operations Timescales: NAV03.1 Initial operational capability: 01/01/2001 100% Completed Locally determined number of RNAV1 SID/STAR, where established: 06/06/2030 - RNAV1 SIDs and STARs have been implemented at Istanbul Atatürk, S.Gökçen, Antalya, Esenboga, Dalaman, Bodrum, Trabzon Airports. Implementation at other airports will continue 31/12/2017 in due course. REG (By:06/2030) RNAV1 SIDs and STARS have been implemented at Completed Istanbul Atatürk, S.Gökçen, Antalya, Esenboga, DGCA - 100% Dalaman, Bodrum, Trabzon Airports. Implementation at - other airports will continue in due course. ASP (By:06/2030) RNAV1 SIDs and STARS have been implemented at Completed Istanbul Atatürk, S.Gökçen, Antalya, Esenboga, DHMI - 100% Dalaman, Bodrum Airports. Implementation at other 31/12/2017 airports will continue in due course.
RNP 1 in TMA Operations Timescales: NAV03.2 Start: 07/08/2018 8% Ongoing Locally determined number of RNP1 SID/STAR, where established.: 06/06/2030 - Design of RNP 1 SID&STAR procedures is going on and target date to have procedures 06/06/2030 implemented for all airports in Turkey is 25.01.2024 (PBN IR 2018/1048) REG (By:06/2030) Design of RNP 1 SID&STAR procedures is going on and Ongoing DGCA target date to have procedures implemented for all - 10% 25/01/2024 airports in Turkey is 25.01.2024 (PBN IR 2018/1048) ASP (By:06/2030) Design of RNP 1 SID&STAR procedures is going on and Ongoing DHMI target date to have procedures implemented for all - 7% 06/06/2030 airports in Turkey is 25.01.2024 (PBN IR 2018/1048)
LSSIP Year 2020 Turkey 60 Released Issue RNP Approach Procedures to instrument RWY Timescales: Initial operational capability: 01/06/2011 NAV10 Instrument RWY ends served by precision approach (including PCP 66% Ongoing airports): 25/01/2024 Instrument RWY ends without precision approach at other ECAC+ instrument RWYs.: 25/01/2024 - Regulation for RNP Approach Operations including APV BARO -VNAV operations has been published. APV BARO-VNAV procedures for some airports have been published. Studies to 25/01/2024 design new procedures are going on for the rest of airports in Turkey. REG (By:01/2024) Regulation for RNP Approach Operations including APV Completed DGCA - 100% BARO -VNAV operations has been published. 31/12/2015 ASP (By:01/2024) Regulation for RNP Approach Operations including APV Ongoing BARO -VNAV operations has been published. APV BARO- DHMI VNAV procedures for some airports have been - 60% 25/01/2024 published. Studies to design new procedures are going on for the rest of airports in Turkey.
ATS IFR Routes for Rotorcraft Operations
Not NAV12 (Outside Applicability Area) 0% Applicable Timescales: - not applicable - - Considered as not applicable in TR. - REG (By:06/2030) Not DGCA - - 0% Applicable - ASP (By:06/2030) Not DHMI - - 0% Applicable -
LSSIP Year 2020 Turkey 61 Released Issue Improve Runway Safety by Preventing Runway Excursions Timescales: SAF11 100% Completed Initial operational capability: 01/09/2013 Full operational capability: 31/01/2018 - Local runway safety teams have been established for each aerodromes. These teams are 31/12/2016 responsible for runway excursions. REG (By:01/2018) Mil. Completed Necessary actions have been handled. - 100% Authority - Completed DGCA Necessary actions have been handled. - 100% 31/12/2016 ASP (By:12/2014) Local runway safety teams have been established for Completed DHMI each aerodromes. These teams are responsible for - 100% 31/12/2016 runway excursions. APO (By:12/2014) ISTANBUL Local runway safety teams have been established for Completed Atatürk each aerodromes. These teams are responsible for - 100% 31/12/2015 Airport runway excursions.
LSSIP Year 2020 Turkey 62 Released Issue Additional Objectives for ICAO ASBU Monitoring
Direct Routing Timescales: AOM21.1 33% Late Initial Operational Capability: 01/01/2015 Full Operational Capability: 31/12/2017 - Implementation of direct routing planned and necessary activities will be completed before 31/12/2022 31/12/2022 due to Covit-19 pandemic. ASP (By:12/2017) Implementation of direct routing planned and necessary Late DHMI activities will be completed before 31/12/2022 due to - 33% 31/12/2022 Covit-19 pandemic.
Implement ground based safety nets - Short Term Conflict Alert (STCA) - level 2 for en-route operations ATC02.2 Timescales: 100% Completed Initial operational capability: 01/01/2008 Full operational capability: 31/01/2013 - Completed 30/09/2008 ASP (By:01/2013) Completed DHMI - - 100% 30/09/2008
Implement ACAS II compliant with TCAS II change 7.1 Timescales: ATC16 71% Late Initial operational capability: 01/03/2012 Full operational capability: 31/12/2015 - The training plan for ACAS II version 7.1 has been developed. ATC units have been monitoring the warnings of ACAS. Regulation on ACAS II version 7.1 has been published on 06 November 31/12/2022 2015. Certain type of the military transport aircraft have been equipped with ACAS. REG (By:12/2015) Regulation on ACAS II version 7.1 has been published on Completed DGCA - 100% 06 November 2015. 01/12/2015 ASP (By:03/2012) The training plan for ACAS II version 7.1 has been Completed DHMI developed. ATC units have been monitoring the - 100% 31/03/2012 warnings of ACAS. MIL (By:12/2015) Certain type of the transport aircraft have been Late Mil. equipped with ACAS. The training has been completed. - 0% Authority All the transport type A/C with ACAS II is planned to be 31/12/2022 equipped.
LSSIP Year 2020 Turkey 63 Released Issue Implement enhanced tactical flow management services Timescales: FCM01 65% Late Initial operational capability: 01/08/2001 Full operational capability: 31/12/2006 - SLoA FCM01-ASP01, ASP02 and ASP08 are not yet planned. The other remaining SLoAs are ready and FSA messages for Ankara/Istanbul systems have been tested with CFMU, approved, 31/12/2022 and are currently in operational use. ASP (By:07/2014) SLoA FCM01-ASP01, ASP02 and ASP08 are not yet Late planned. The other remaining SLoAs are ready and FSA DHMI messages for Ankara/Istanbul systems have been tested - 65% 31/12/2022 with CFMU, approved, and are currently in operational use.
Implementation of ground-ground automated co-ordination processes
ITY-COTR (Outside Applicability Area) 100% Completed Timescales: - not applicable - - - 20/05/2014 ASP (By:12/2012) Completed DHMI Completed - 100% 20/05/2014 MIL (By:12/2012) Not Mil. - - 0% Applicable Authority -
LSSIP Year 2020 Turkey 64 Released Issue Local Objectives
Note: Local Objectives are addressing solutions that are considered beneficial for specific operating environments, therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no deadline and voluntary applicability area.
Remote Tower Services Not yet AOP14 0% Applicability and timescale: Local planned LTCO - AGRI Remote tower services project has been postponed. 31/12/2021
Enhanced traffic situational awareness and airport safety nets for the Not yet AOP15 vehicle drivers % planned Applicability and timescale: Local LTFM - ISTANBUL AIRPORT No plans regarding the implementation of Enhanced traffic situational awareness and airport - safety nets for the vehicle drivers.
Guidance assistance through airfield ground lighting AOP16 % Planned Applicability and timescale: Local LTFM - ISTANBUL AIRPORT Planned for İstanbul Airport (LTFM) for all runways (16R/34L, 17R-L/35L-R, 18/36). 31/12/2022
Provision/integration of departure planning information to NMOC Not yet AOP17 % Applicability and timescale: Local planned LTFM - ISTANBUL AIRPORT No plans for the implementation of provision/integration of departure planning information to - NMOC.
Runway Status Lights (RWSL) AOP18 % Planned Applicability and timescale: Local LTFM - ISTANBUL AIRPORT Planned for İstanbul Airport (LTFM) for runways 18/36 and Sabiha GÖKÇEN airport (LTFJ) for 31/12/2021 the new runway.
Multi-Sector Planning En-route - 1P2T Not yet ATC18 % planned Applicability and timescale: Local - MSP is not yet planned for Turkey. -
Enhanced AMAN-DMAN integration ATC19 0% Planned Applicability and timescale: Local - Coupled AMAN/DMAN operations will be planned at the end of 2021. 31/12/2021
Enhanced STCA with down-linked parameters via Mode S EHS Not yet ATC20 0% Applicability and timescale: Local planned - Not yet planned -
LSSIP Year 2020 Turkey 65 Released Issue Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LTAI - Antalya Airport SIDs have been designed to provide noise abatement over the most congested areas. Noise monitors have been established and data is being analysed in a noise map pilot project. There is legislation regarding maximum noise levels generated by aircraft but no system of 30/04/2015 enforcement/punitive measures has been developed yet. Local traffic regulations have been developed in coordination with airport and airline operators in 2014 and implemented at first half of 2015.
Airport Collaborative Environmental Management ENV02 100% Completed Applicability and timescale: Local LTBA - Istanbul Atatürk Airport SIDs have been designed to provide noise abatement over the most congested areas. Noise monitors have been established and data is being analysed in a noise map pilot project. 31/12/2014 There is legislation regarding maximum noise levels generated by aircraft but no system of enforcement/punitive measures has been developed yet.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local LTAI - Antalya Airport PBN SIDs have been developed and implemented for Antalya Airport. These SIDs are designed to provide optimised vertical profile and short track and to avoid the conflict btn. STARs and SIDs as possible. 01/06/2016 Also, CCO techniques are implemented by ATC as tactically for stated airports now. The necessary notification in AIP will be issued in short term.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local LTBA - Istanbul Atatürk Airport PBN SIDs have been developed and implemented for Istanbul Atatürk. These SIDs are designed to provide optimised vertical profile and short track and to avoid the conflict btn. STARs and SIDs as possible. 01/06/2016
Also, CCO techniques are implemented by ATC as tactically for stated airports now. The necessary notification in AIP will be issued in short term.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local LTBS - MUGLA/DALAMAN (MIL.CIV.) PBN SIDs have been developed and implemented for Dalaman Airport. These SIDs are designed to provide optimised vertical profile and short track and to avoid the conflict btn. STARs and SIDs as possible. 01/06/2016 Also, CCO techniques are implemented by ATC as tactically for stated airports now. The necessary notification in AIP will be issued in short term.
Continuous Climb Operations (CCO) ENV03 100% Completed Applicability and timescale: Local LTFE - MILAS/BODRUM PBN SIDs have been developed and implemented for Milas Bodrum Airport. These SIDs are designed to provide optimised vertical profile and short track and to avoid the conflict btn. STARs and SIDs as possible. 01/06/2016 Also, CCO techniques are implemented by ATC as tactically for stated airports now. The necessary notification in AIP will be issued in short term.
LSSIP Year 2020 Turkey 66 Released Issue 6. Annexes
A. Specialists involved in the ATM implementation reporting for Turkey
LSSIP Co-ordination
LSSIP Focal Points Organisation Name
LSSIP National Focal Point DHMI Serdar GENÇ
Other Focal Points Organisation Name
Focal Point for NETSYS DHMI Fatih AKSOY Focal Point for NETSYS DHMI A. Eren BELLIKLI Focal Point for SUR DHMI Fatih AKSOY
LSSIP Year 2020 Turkey 67 Released Issue B. National stakeholders organisation charts DHMI Organisational Chart
LSSIP Year 2020 Turkey 68 Released Issue DGCA Organisational Chart
LSSIP Year 2020 Turkey 69 Released Issue C. Implementation Objectives’ links with other plans
The table below (extracted from the MPL3 Progress Plan 2020) shows for each implementation objective, the mapping of the L3 implementation Objectives to the corresponding SESAR Essential Operational Changes, the SESAR Solutions, the Deployment Program families, the ICAO ASBU, the EASA EPAS, the Network Strategy Plan, the Airspace Architecture Study Transition Plan (AAS TP) Milestones and the SESAR Key Features.
EOC Level 3 Implementation Objectives SESAR Sol. DP family ICAO ASBUs EPAS NSP AAS TP KF
ATC21-Composite surveillance ADS- ASUR-B0/1 RMT.0679 SO8/3 #114 - - EAI B/WAM ASUR-B0/2 RMT.0519 SO8/4 COM10 - Migration from AFTN to - - COMI B0/7 - - - EAI AMHS COM11.1 - Voice over Internet 3.1.4 - COMI B2/1 - SO8/4 AM-1.3 EAI Protocol (VoIP) in En-Route 3.2.1 COM11.2 - Voice over Internet - - COMI B2/1 - SO8/4 - EAI Protocol (VoIP) in Airport/Terminal
ITY-ACID - Aircraft identification - - - - SO8/2 - EAI 6.1.1 ITY-AGDL - Initial ATC air-ground data COMI B0/4 SO4/1 - 6.1.3 RMT.0524 AM-1.1 EAI link services COMI B1/2 SO8/3 6.1.4 ITY-AGVCS2 – 8.33 kHz Air-Ground - - - - SO8/1 - EAI Voice Channel Spacing below FL195 ITY-SPI - Surveillance performance ASUR B0/1 RMT.0679 SO8/3 - - - EAI and interoperability ASUR B0/3 RMT.0519 SO8/4 APTA B0/1 APTA NAV10 - RNP Approach Procedures 1.2.1 RMT.0639 #103 B1/1 SO6/5 - AATS to instrument RWY 1.2.2 RMT.0445 NAVS B0/2 NAV11 - Precision Approach using #55 - NAVS B1/1 - - - HPO GBAS CAT II/III based on GPS L1 AOM13.1 - Harmonise OAT and GAT - - - - SO6/2 - OANS handling
LSSIP Year 2020 Turkey 70 Released Issue AOP11 - Initial Airport Operations #21 2.1.4 NOPS B1/3 - SO6/2 - HPAO Plan AOP17 – Provision/integration of DPI #61 - NOPS B0/4 - - - HPAO to NMOC SO2/3 5.1.2 SO2/4 COM12 - NewPENS - COMI B1/1 - - EAI 5.2.1 SO8/3 SO8/4 SO4/2 FCM03 - Collaborative flight planning - 4.2.3 NOPS B0/2 - SO5/1 AM-1.14 OANS SO5/6 SO4/3 FCM04.2 - STAM phase 2 #17 4.1.2 NOPS B1/1 - AM-1.11 OANS SO5/4 SO2/1 4.2.2 SO2/2 FCM05 - Interactive rolling NOP #20, #21 NOPS B1/2 - AM-1.12 OANS 4.2.4 SO2/3 SO2/4 FCM06 - Traffic Complexity SO4/3 #19 4.4.2 NOPS B1/4 - AM-1.13 OANS Assessment SO5/4 FCM09 - Enhanced ATFM Slot #56 - NOPS B1/7 - SO6/1 - OANS swapping 5.1.3, 5.1.4, SO2/4 5.2.1, 5.2.2, AMET B2/4 INF08.1 - Information Exchanges SO2/5 #35, #46 5.2.3, 5.3.1, DAIM B2/1 - AM-1.5 EAI using the SWIM Yellow TI Profile SO5/2 5.4.1, 5.5.1, SWIM B3/1 SO5/5 5.6.1 5.1.3, 5.1.4, INF08.2 - Information Exchanges #28, SWIM B3/1, TBO SO5/2SO5 5.2.1, 5.2.2, - AM-9.1 EAI using the SWIM Blue TI Profile #46 B3/1 /5 5.2.3, 5.6.2 INF07 - Electronic Terrain and DAIM B1/4 RMT.0703 - 1.2.2 SO2/5 - EAI Obstacle Data (e-TOD) DAIM B1/4 RMT.0722 DAIM B1/7, AMET INF09 - Digital Integrated Briefing #34 - SO2/5 - EAI B1/4 ITY-ADQ - Ensure quality of RMT.0722 aeronautical data and aeronautical - 1.2.2 - SO2/5 - EAI RMT.0477 information
LSSIP Year 2020 Turkey 71 Released Issue ------
#12, #71, AOP14 – Remote Tower Services - RATS B1/1 RMT.0624 - - HPAO #52, #13
AOP04.1 - A-SMGCS Surveillance #70 2.2.1 SURF B0/2 MST.029 SO6/6 - HPAO (former Level 1) AOP04.2 - A-SMGCS RMCA (former - 2.2.1 SURF B0/3 MST.029 SO6/6 - HPAO Level 2) ACDM B0/2 2.1.1 AOP05 - Airport CDM #106 NOPS B0/4 - SO6/4 - HPAO 2.1.3 RSEQ B0/2 AOP10 - Time Based Separation #64 2.3.1 WAKE B2/7 - SO6/5 - HPAO AOP12 - Improve RWY and Airfield 2.1.2 safety with CATC detection and #02 SURF B1/3 MST.029 SP6/6 - HPAO 2.5.1 CMAC AOP13 - Automated assistance to #22 Controller for Surface Movement 2.4.1 SURF B1/4 MST.029 SO6/6 - HPAO #53 planning and routing AOP15 - Safety Nets for vehicle #04 - SURF B2/2 MST.029 - - HPAO drivers AOP16 - Guidance assistance through #47 - SURF B1/1 MST.029 - - HPAO airfield lighting
AOP18 - Runway Status Lights #01 - SURF B2/2 MST.029 - - HPAO
ATC07.1 - Arrival management tools - 1.1.1 RSEQ B0/1 - SO4/1 - AATS
ATC19 - Enhanced AMAN-DMAN SO6/5 #54 - RSEQ B2/1 - - AATS integration SO4/1 ENV01 – Continuous Descent - - APTA B0/4 - SO6/5 - AATS Operations ENV02 – Airport Collaborative ------HPAO Environmental Management ENV03 – Continuous Climb - - APTA B0/5 - SO6/5 - AATS Operations
LSSIP Year 2020 Turkey 72 Released Issue RMT.0639 NAV03.1 – RNAV1 in TMA Operations #62 - APTA B0/2 SO6/5 - AATS RMT.0445 1.2.3 RMT.0639 NAV03.2 – RNP1 in TMA Operations #09, #51 APTA B1/2 SO6/5 - AATS 1.2.4 RMT.0445 MST.007 SAF11 - Improve runway safety by - - - RMT.0570 - - HPAO preventing runway excursions RMT.0703 AOM19.1 - ASM tools to support A- SO3/2 #31 3.1.1 FRTO B0/2 - AM-1.8 OANS FUA SO3/3 AOM19.2 - ASM management of real- FRTO B1/3 SO3/2 #31 3.1.2 - AM-1.8 OANS time airspace data NOPS B1/5 SO3/3 AOM19.3 - Full rolling ASM/ATFCM NOPS B1/5 SO3/2 #31 3.1.3 - AM-1.8 OANS process and ASM information sharing FRTO B1/3 SO3/3 AOM19.4 – Management of Pre- NOPS B1/6 SO3/2 #31 3.1.4 - - OANS defined Airspace Configurations FRTO B1/4 SO3/3 AM-1.6 3.2.1 SO3/1 AOM21.2 - Free Route Airspace #33, #66 FRTO B1/1 - AM-1.10 AATS 3.2.4 SO3/4 AM-5.1 SO3/1 AM-1.15 ATC12.1 - MONA, TCT and MTCD #27, #104 3.2.1 FRTO B1/5 - AATS SO4/1 AM-5.1 ATC15.1 - Initial extension of AMAN - 1.1.2 - - SO4/1 - AATS to En-route ATC15.2 - Extension of AMAN to En- RSEQ B1/1 #05 1.1.2 - SO4/1 AM-1.3 AATS route NOPS B1/8 ATC17 - Electronic Dialog supporting SO3/1 - 3.2.1 - - AM-1.3 AATS COTR SO4/1 ATC18 - Multi Sector Planning En- AM-4.3 #63 - FRTO B1/6 - SO4/1 AATS route – 1P2T AM-5.1 ITY-FMTP - Apply a common flight - - - - SO8/3 AM-1.3 EAI message transfer protocol (FMTP)
LSSIP Year 2020 Turkey 73 Released Issue SNET B0/1 SNET B0/2 ATC02.8 - Ground based safety nets - 3.2.1 - SO4/1 - AATS SNET B0/3 SNET B0/4 ATC02.9 - Enhanced STCA for TMAs #60 - SNET B1/2 MST.030 SO4/1 - AATS
ATC20 – Enhanced STCA with DAP via #60 - SNET B1/1 - SO7/2 - AATS Mode S EHS NAV12 – ATS IFR Routes for #113 - APTA B0/6 MST.031 SO6/5 - AATS Rotorcraft Operations
LSSIP Year 2020 Turkey 74 Released Issue D. SESAR Solutions implemented in a voluntary way3
These SESAR Solutions are not included yet in the ATM MP L3 Plan. EUROCONTROL is tasked by the SJU to identify the implementation progress of functionalities corresponding to validated SESAR Solutions published in the SJU Solutions Catalogue (https://www.sesarju.eu/newsroom/brochures- publications/sesar-solutions-catalogue), for which there is no implementation Objective (yet) in the ATM MP L3 Plan. This will allow to identify early movers and to gauge the interest generated by some of these functionalities, with the view of potentially addressing them with new Implementation Objectives in the ATM MPL3 Plan. The specific description of the new 34 SESAR Solutions implemented in a voluntary way introduced in 2020 are hosted on the LSSIP SharePoint : New SESAR Solutions non-committed - Description A facilitated questionnaire using the existing ATM MP L3 / LSSIP methodology is added to capture information on non- committed SESAR solutions. For practical reasons, since the LSSIP 2017 cycle the questionnaire is included in the LSSIP Annex.
Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify
GBAS has limited (GBAS Local Object Consideration Areas) or no protection areas, usually located outside aircraft movement areas. This allows the reduction of runway occupancy times in LVP, reducing spacing between arrival aircraft. Use of GBAS Cat II/III eliminates ILS critical zones, enables flexible approaches, offers PA where ILS cannot due to geography and signal stability (immune to signal Precision bends inherent in ILS), complements ILS at approach airports with multiple RWYs during LVP, the #55 N N using GBAS rationalization of some ILS thus reducing Category II/III operation and maintenance costs and optimizing spectrum; offers PA at aerodromes without SBAS coverage or where PA performances cannot be achieved with SBAS. GBAS CATII/II improves resilience of airport capacity with fewer flight cancellations due to LVP in force. GBAS CATII/III will enable runway ends that are not ILS CATII/III equipped to be used for CATII/III operations as long as the runway is CATII/III qualified.
3 Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.
LSSIP Year 2020 Turkey 75 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services. The technical solution AeroMACS is based on commercial 4G technology and uses Aeronautical the IEEE 802.16 (WiMAX) standard. Designed to mobile airport operate in reserved (aeronautical) frequency #102 communicatin N N bands, AeroMACS can be used for ANSPs, system airspace users and airport authority (AeroMACS) communications, in compliance with SESAR’s future communication infrastructure (FCI) concept. AeroMACS is an international standard and supports globally harmonised and available capabilities according to ICAO Global Air Navigation Plan (GANP). The Iris Precursor offers a viable option for ATS datalink using existing satellite technology Air traffic systems to support initial four-dimensional services (ATS) (i4D) datalink capability. The technology can be #109 N N datalink using used to provide end-to-end air–ground Iris Precursor communications for i4D operations, connecting aircraft and air traffic management ground systems. The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ADS-B ground system by outside agents. These surveillance of techniques can also be used to cope with #110 aircraft in N N malfunctioning of avionics equipment. SESAR flight and on has contributed to the relevant standards, such the surface as EUROCAE technical specifications, incorporating new functionalities developed for the ADS-B ground station, ASTERIX interface specifications as well as to the SDPD specifications. By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz RF load and improve spectrum efficiency. It achieves this through the integration of Composite validated data items into the WAM channel, #114 Surveillance N N thereby preventing a need to re-interrogate the ADS-B / WAM data item. Since the two surveillance layers share hardware components, the system offers improved cost efficiency. Furthermore, the use of the system contributes to an improved security by successfully mitigating associated ADS-B threats.
LSSIP Year 2020 Turkey 76 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify SESAR has contributed to the relevant standards, such as EUROCAE technical specifications for WAM and ADS-B that are implementing this “composite” concept.
The SESAR Solution PJ14.02.06 (“AeroMACS integrated with ATN, Digital Voice and Multilink”) builds upon Solution #102 AeroMACs (AeroMACS) published in the SESAR 1 integrated catalogue. PJ.14-02-06 with ATN, N N AeroMACS is part of the Future Communication Digital Voice Infrastructure supporting the Airport Surface and Multilink Component and is reflected within the ICAO Global Air Navigation Plan (GANP) and the ICAO Communication Roadmap in the GANP. Alternative-Position, Navigation and Timing (A- PNT) is the technological enabler related with the need to introduce ground and airborne systems that can support currently defined and standardized PBN and other CNS-based RNP1 operations and provide a backup with the reversion PJ.14-03-04 required level of performance in case of N N based on degradation and absence/loss of GNSS. DME-DME According to the existing regulations, RNP1 navigation integrity requires the use of GNSS positioning. Therefore, the GNSS loss may become a critical issue for the design of TMA airspace complying with PBN-IR.
LSSIP Year 2020 Turkey 77 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Target times (TT) shall be applied to selected flights for ATFCM purposes to manage ATFCM at the point of congestion rather than only at departure. Where available, the target times of arrival (TTA) shall be derived from the airport operations plan (AOP). TTAs shall be used to support airport arrival sequencing processes in the en-route phase. Calculated NM's systems shall be able to adjust CTOTs take-off time based on refined and agreed TTAs at the Y #18 (CTOT) and destination airport; TTAs shall be integrated N İstanbul Airport (LTFM) target time of into the AOP for subsequent refinement of the A-CDM including DMAN arrival (TTA) NOP. Flight data processing systems may need to be adapted in order to process downlinked trajectory data (ADS-C EPP). In a first step, NM system will transmit calculated target times (TT) at the most penalising regulation reference point in addition to CTOT to all concerned users. Those users should manage this new feature so potential system upgrades should be foreseen. Airspace Users are allowed to change among themselves (via the pre-departure User-driven management process in CDM airports) the prioritisation priority order of flights in the pre-departure Y #57 process sequence. The departure time will be N İstanbul Airport (LTFM) (UDPP) automatically communicated/coordinated with A-CDM including DMAN departure the Network Management Function (NMF) via the DPI message as described in the A-CDM concept. Europe’s vision to achieve high-performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while AOC data minimising constraints due to airspace and increasing service configurations. SESAR has introduced an #67 trajectory early version, which makes use of flight N N prediction planning data sourced from airline operational accuracy control (AOC) to help controllers optimise aircraft flight paths. This solution represents an initial step towards the extended flight plan solution and flight and flow information for a collaborative environment (FF-ICE). Some elements of AOP/NOP information are important to consider in AU flight planning in order to better align AU and NM trajectories, improve AU fuel prediction and support target Collaborative times management. Y network PJ.09-03-02 These elements are: N İstanbul Airport (LTFM) management • The departure taxi time A-CDM including DMAN functions • The planned departure runways • The planned SID. With the implementation of airport CDM procedures, NM receives from most of the
LSSIP Year 2020 Turkey 78 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify major airports up-to-date and reliable information in DPI messages and updates much more dynamically than the FOC this information in its planned trajectory thanks to live information received from airports. Therefore, this solution defines new information flows for AUs to consider same information as NM related to the departure phase of the flight. The purpose of the Sub-regional Demand Capacity Balancing (DCB) Service (Supporting Sub-regional the DCB capability within the ICAO Global Demand Concept) is to facilitate an improved usage of PJ.15-01 Capacity N N the airspace at the sub-regional level, through Balancing enhanced planning and consequently more Service appropriate tactical intervention in support of AU and AO operations. The SWIM-TI Purple Profile (PP) consists of open standards based on reliable and secure SWIM technical infrastructure enabling the SWIM TI integration of the aircraft into the SWIM purple profile network, thus giving it access to air/ground for airground SWIM services (e.g. uplink and downlink of PJ.17-01 N N advisory meteorological and aeronautical information). information It will enable operational applications to uplink sharing meteorological and aeronautical information using SWIM, as well as downlink (e.g. aircraft provided meteorological observations) of information using SWIM.
This objective provides digital AIS data, in particular Digital NOTAM (encoded as “events” in AIXM format), and digital MET data (METAR, TAF, SIGMET in the ICAO iWXXM format) to pilots and dispatchers in the form of digital briefing products and services, which are merged (joint) with the geographical and SESAR solution: N planned flight trajectory information, and Y, EAD solutions are Digital National project: Y presented (visualised) in a graphical way. expected for the Digital #34 integrated The digital integrated briefing is currently NOTAM integrated briefing due briefing visualization targeted for ground use (FOC/WOC, pre‐flight available in AIS to being an EAD user. briefing rooms and ARO offices). Some enablers PORTAL (Digital NOTAM and digital MET data) support the use in the cockpit, in all phases of flight, while enablers for transmission into the cockpit are not yet mature (see IS‐0206 Digital Integrated Briefing during flight execution phase).
LSSIP Year 2020 Turkey 79 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Common Service for Aeronautical Information Management significantly reduces the overall cost of providing AIM services by using a common, managed service instead of operating numerous individual national systems. Instead of duplicating aeronautical information and manually updating the Static Y, We are planning to aeronautical information in different Ground PJ.15-10 aeronautical Y, using EAD SDO transition to EAD SDD Systems, the Common Service for Aeronautical data service within 2 years. Information Management offers a means of maintaining and validating the aeronautical information once and centrally. The ground systems will have to replace their legacy data storage by an interface based on SWIM allowing direct access to quality assured and consistent aeronautical information. The Aeronautical Digital Map Common Service (COSER) provides users the capability to retrieve graphical representation of aeronautical data/information. The output is a standardized/harmonised graphic information that can be retrieved by individual requests demanding specific geographical areas. The Y, EAD solutions are retrieval can be performed using regular Aeronautical expected for the internet protocols or through SWIM services. PJ.15-11 digital map N Aeronautical digital Instead of having to perform the rendering of service map service due to aeronautical information as a visualisation in a being an EAD user. GIS viewer or aeronautical map over and over again for different systems, generating tremendous development efforts and potentially diverging and unharmonized representations that could potentially lead to safety risks, a harmonized visualisation for different use-cases can be provided centrally. AIP data set: within 5- The Aeronautical Dataset Service supports the 10 years provision of the aeronautical information Digital data sets in A product digital data set as defined by ICAO IXM 5.1: Terrain data set: within Annex 15: AIP data set, Obstacle data set, AIP data set: N 5-10 years Terrain data set, Airport mapping data set, Aerodrome mapping da Aeronautical Instrument flight procedure data set. Providing Terrain data set: Y ta sets: within 5-10 information dataset in digital format will improve the Obstacle data sets: years PJ.18-04a management consistency and quality of the data and enhance Y (AIM) the exchange of information. The Aeronautical Aerodrome mappin Instrument flight proce information Dataset Service will also help service providers g data sets: N dure data sets: within meet the requirements for the provision of 10 years digital dataset information required by ICAO. Instrument flight pr Note: EAD solutions are The service is created fully in line with the ocedure data sets: N expected for all the requirements and guidelines defined in the above issues due to EUROCONTROL SWIM Specifications. being an EAD user.
LSSIP Year 2020 Turkey 80 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify This solution addresses the provision of local MET information to airports and considers the use of existing sensors and MET capabilities for the measurement and generation of MET data. The Glide Wind Profile has been developed as the provider of glide wind data to the Ground Weather Management System (GWMS) using mature sources like Radar and Lidar sensors. Meteorologic The purpose is to enhance separation EAD solutions are PJ.18-04b- al (MET) procedures based on the collected wind data. N expected for the MET 01 information- The METForTAM is an information service that information due to GWMS provides enhanced local MET information (e.g. being an EAD user. METEO forecasts and observations) to a specific airport (airport operational centre, APOC). The developed capability and information service aim at enhancing MET data provision capabilities in order to improve the accuracy and timely delivery of expected Meteorological conditions at an airport. Cb-global capability uses data from geostationary satellites to detect, track, and nowcast thunderstorms in order to provide Meteorologic pilots an overview of the current weather al information hazard situation beyond the limited view of the PJ.18-04b- (MET) on-board radar. It is relevant for the upper N N 02 services-Cb- airspace en-route and enables a pilot to global strategically plan a safe and smart flight route around the thunderstorms well ahead in time instead of flying tactical manoeuvres and searching for gaps between the thunder cells.
Continuous Progressive implementation of procedures for
descent Continuous Descent Operations (CDO) and Y #11 operations Continuous Climb Operations (CCO) in higher Y İstanbul Airport (CDO) using density traffic or to higher levels, optimised for (LTFM) point merge each airport arrival/departure procedure Use of data link communications between the Tower Controllers and the flight crew during D-TAXI service surface movement. for controller- It is based on the D-TAXI service from the CPDLC pilot datalink #23 application, as standardised by RTCA N N communicatio SC214/EUROCAE WG78 (DO-350 & DO-351). It ns (CPDLC) also includes the access to this service for end application users, through the Tower CWP for the ATCO and through the aircraft DCDU for the flight crew. In low visibility conditions, the tower controller Virtual block working positions are provided with Virtual #48 control in low N N Stop Bars (VSB) to improve low visibility visibility operations and enhance controllers’ situational
LSSIP Year 2020 Turkey 81 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify procedures awareness. Virtual Stop Bars can be used by the (LVPs) controller to reduce block-sizes once procedural control applies. Additional controller safety nets will be available to indicate violations of Stop Bars (including Virtual Stop Bars) and to monitor aircraft for any kind of unauthorised movement (Watch Dog). This new procedure design builds upon Point merge precision navigation technology (P-RNAV in complex concept) for merging traffic into a single entry Y Already implemented in #107 terminal point, which allows efficient integration and İstanbul TMA İstanbul TMA airspace sequencing of inbound traffic together with Continuous Descent Approaches (CDA). Point Merge in high density environment and complex Extended TMA (E-TMA) sectors Arrival replaces radar vectoring with a more efficient Management Y Already implemented in #108 and simplified traffic synchronisation (AMAN) and İstanbul TMA İstanbul TMA mechanism that reduces communication Point Merge workload and increases collective traffic predictability. The solution increases the accuracy of information related to when the procedure is going to take place, how long it will take and when the aircraft will be ready to taxi for departure, which is currently calculated by predetermined estimates. The solution means that air traffic controllers no longer need to work without situational awareness of de-icing activities and needing to make their own estimates of when aircraft are ready for departure. The solution envisages that de-icing operations are no longer characterised by the A- CDM concept as ‘adverse conditions’, i.e. a state De-icing that is in need of collaborative recovery #116 management N N procedures, but rather a part of normal tool operations in the winter period. The DIMT allows for the scheduling and monitoring of de-icing operations. It is an internet browser-based tool that addresses three distinct procedures for de-icing: - Remote de-icing, which occurs at a specific location on the airport away from the parking stand; - On-stand de-icing, which occurs just before the aircraft leaves its stand; and - After-push de-icing, which occurs after the aircraft has pushed back from the stand and is positioned to start taxiing after de-icing. Reducing The SESAR Solution “Reducing landing minima Landing in low visibility conditions using enhanced Flight Minima in vision systems (EFVS)” is intended for flight #117 N N Low Visibility crews, and corresponds to the use of EFVS Conditions visual based technologies displayed in HUD or using an equivalent display system. The objective is to
LSSIP Year 2020 Turkey 82 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Enhanced provide operational credit in approach as Flight Vision permitted per EASA EU 965/2012 and its Systems coming amendments (NPA 2018-06 AWO) to (EFVS) face to Low visibility conditions. Enabling EFVS operations with operational credits provides a greater availability of suitable destination and alternate aerodromes during periods of reduced visibility. This effectively reduces the number of weather- related delays, cancellations or diversions of flights to CAT II/III aerodromes, permits shorter routings and reduced fuel costs, a faster return to scheduled operations, and less passenger inconveniences. A unique advantage of the EFVS on board solution is that it is mainly supported by the aircraft system instead of airports and the need of complex and costly ground infrastructures as those implemented in CATII/III airports. From a global ATM network standpoint, the EFVS operation allows to retain traffic at most of secondary aerodromes by providing operational credit at most of runway ends with precision or non-precision landing minima (LPV, LNAV/ VNAV, ILS CAT1, etc.). The operational credit provided by EFVS is particularly important regarding secondary aerodromes because they usually have CAT1 or higher than CAT 1 RVR - DA/DH minima and are therefore potentially more frequently impacted by adverse weather conditions. In addition, EFVS capability is a key operational advantage more especially for the business aviation community that is mainly composed of small/ medium operators with limited resources and operating frequently at small/ medium airports. Beyond operational credit, the Vision Systems such as the EFVS improves situational awareness in all weather conditions for all operators at all airports contributing supporting decision-making and increasing safety margin all the time. Optimised Runway Delivery (ORD) tool is the ATC support tool to enable safe, consistent and efficient delivery of the required separation or Optimised spacing between arrival pairs on final approach Runway to the runway-landing threshold. The ORD tool Y PJ.02-01-01 Delivery on can be used to support the application of N İstanbul Airport (LTFM) Final Distance Based and Time Based wake Approach separation rules e.g. ICAO, RECAT-EU, PWS-A and WDS-A wake separation schemes, and aims at consistently and efficiently managing the spacing compression that occurs on short final
LSSIP Year 2020 Turkey 83 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify from the lead aircraft crossing the deceleration fix. “Optimised Separation Delivery for Departure” (OSD) is the ATC support to enable safe, consistent and efficient delivery of the required separation or spacing between departure pairs from the follower aircraft becoming airborne. Different variants of the tool have been developed in SESAR 2020 Wave 1. These variants include an automatic wake count down Optimised timer and a distance indicator displayed on the Separation PJ.02-01-02 tower controller’s radar screen. The OSD tools N N Delivery for can be used to support the tower controllers in Departure the delivery of time or distance separations. This includes the departure wake separations of ICAO, RECAT-EU, PWS-D and WDS-D as well as departure route separations such as the SID separations and MDIs and ADIs. In airports that require support for both TB and DB separation and spacing rules a combined TBS / DBS variant of the OSD tool may be necessary. Weather Dependent Separations (WDS) for departures is the conditional reduction or suspension of wake separation minima on path of departures over the straight-out initial departure path, applicable under pre-defined Weather- wind conditions, so as, to enable runway Dependent throughput increase compared to the Reductions of applicable standard weather independent wake Wake separation minima. This is on the basis that PJ.02-01-03 N N Turbulence under the pre-defined wind conditions the Separations wake turbulence generated by the lead aircraft for is either wind transported out of the path of the Departures follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The solution covers WDS cross wind concept for departures in segregated mode runway operations. Static PairWise Separation for arrivals (S-PWS- A) is the efficient aircraft type pairwise wake Wake separation rules for final approach consisting of Turbulence both the 96 x 96 aircraft type based wake Separations separation minima (for the most common (for Arrivals) aircraft in ECAC area) and the twenty wake PJ.02-01-04 N N based on category (20-CAT) based wake separation Static Aircraft minima for arrival pairs involving all the Characteri- remaining aircraft types. stics The S-PWS are applied using a separation delivery tool; the pairwise separations will be used as input into the separation delivery tool. Weather- “Weather-Dependent Reductions of Wake PJ.02-01-05 Dependent Turbulence Separations for Final Approach” N N Reductions of aims at the optimisation of the ICAO wake
LSSIP Year 2020 Turkey 84 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify Wake turbulence separation by use of weather- Turbulence dependent separation minima on arrivals Separations (WDS-A), applicable under given wind for Final conditions. This allows conditional reduction or Approach suspension of separation minima for most aircraft pairs, enabling runway throughput increase compared to ICAO scheme, whilst maintaining acceptable levels of safety. This is on the basis that under the pre-defined wind conditions the wake turbulence generated by the lead aircraft is either wind transported out of the path of the follower aircraft on final approach or has decayed sufficiently to be acceptable to be encountered by the follower aircraft. The Static PairWise Separation for Departures (S-PWS-D) concept optimises wake separations between departures on the initial departure Wake path by moving from schemes defined by a Turbulence small number of wake categories (4 to 7 wake Separations categories) to a scheme defined between (for Y aircraft type pairs for the 96 aircraft types Already implemented in PJ.02-01-06 Departures) İstanbul Airport frequently at European major airports, together İstanbul TMA based on (LTFM) with a scheme defined by a larger number of Static Aircraft wake categories (20-CAT (6-CAT + 14-CAT)) for Characteri- other aircraft type combinations. stics S-PWS for departures are applied using the OSD tool; the pairwise separations will be used as input into the OSD tool. PJ.02-01-07 is a technological solution reducing the Wake Turbulence Risk via positioning of decay enhancing devices that accelerate the Wake Vortex Wake Vortex Decay in Ground Proximity. Decay PJ.02-01-07 Wake Vortex Decay Enhancing Devices, so- N N Enhancing called plate lines, can be installed at any major Devices European airport in order to increase safety by reducing the risk of low-altitude wake encounters. This solution has a technical aspect and an operational aspect. On the technical aspect, the solution has validated to V3 that the application of 2NM minimum radar separation (MRS) Minimum-pair between two aircraft established on the final separations approach course to the same runway based on sufficiently mitigates the risk of collision PJ.02-03 required between them, provided the required N N surveillance surveillance performance (RSP) are complied performance with. In addition to the MRS, runway occupancy (RSP) time and wake separation constraints need to be considered when determining the minimum separation or spacing required to be applied between two aircraft (the largest of the constraints will need to be applied).
LSSIP Year 2020 Turkey 85 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The routine application of the 2NM minimum on final approach may require an increased consistency and accuracy in the separation delivery service on final approach. More specifically, the maximum acceptable rate of under-separated pairs on final approach may be lower if the minimum radar separation that is applied is 2NM than if it were to be 2.5 NM, because the consequences of an under- separation event are potentially more severe. For ATC facilities with a separation monitoring function (SMF) that alerts the supervisor, and also possibly the final approach controller, of a significant separation infringement on final approach, where there is currently a spacing minimum margin of 0.5 NM before the alert is triggered, consideration should be given to reducing this margin, e.g. to 0.2NM. Trajectory based Integrated RWY Sequence function establishes an integrated arrival and departure sequence by providing accurate Target Take off Times (TTOTs) and Target Landing Times (TLDTs), including dynamic balancing of arrivals and departures while optimising the runway throughput. It supports TWR and APP ATCOs. Trajectory The look ahead Time Horizon is the time at based which flights become eligible for the integrated Y PJ.02-08-01 Integrated sequence. The Stable Sequence Time Horizon is N İstanbul Airport (LTFM) Runway the time horizon within which no automatic A-CDM including DMAN Sequence swapping of flights in the sequence will occur, but landing and departure time will still be updated. The value of these time horizons is determined by the local implementation and they are not necessarily the same for arrivals and departures. The Integrated Runway Sequence is planned before Arrival flights top of decent and linked with Airport CDM procedures for departures. Runway Manager (RMAN), is a support tool for the Tower Supervisor to determine the optimal runway configuration and distribution of demand according to capacity and local constraints. During the Planning Phase, the RMAN checks Runway the intentional demand versus the available Y PJ.02-08-02 N Manager capacity and it is capable of forecasting İstanbul Airport (LTFM) imbalances, raising alarms and alerts based on A-CDM including DMAN the indicators provided. In the Execution Phase, the RMAN monitors departure, arrival and overall delay and punctuality, in addition to the capacity shortage proposing changes if necessary.
LSSIP Year 2020 Turkey 86 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify RMAN continuously computes the optimal runway configuration and the associated Forecasted Landing (FLDT) and Take Off (FTOT) Times of arrival and departures flights that maximises the runway throughput. The Forecasted Times calculated by the RMAN are provided to the Integrated Runway Sequence using them to calculate the final Target Times. As a conclusion TLDT and TTOT calculated by the Integrated Sequence, follow the Runway DCB Plan allowing the feedback to the RMAN to monitor the status of the Runway and to detect possible imbalances. The intention is to reduce the in-trail separation on final approach by taking into account the Runway Occupancy Time (ROT). A new separation minimum is computed based on the prediction of the ROT, the MRS and WTC separation. ROCAT defines separation sub- categories based on ROT, wake minima from Increased RECAT and reduced radar separation based on Runway ICAO approved minima. The solution consists Throughput on developing the runway occupancy minima PJ.02-08-03 based on local through big data analytics to identify a ROT per N N ROT aircraft type using machine learning techniques characterizati and historical data. on (ROCAT) A change in the separation minima used by ATCO for the aircraft on final approach is supported by decision support tool called LORD (Leading Optimised Runway Delivery). ROCAT can increase runway throughput where the traffic is predominantly medium aircraft, especially where RECAT is inefficient due to the lack of wide-body aircraft types. “Enhanced Visual Operations” are enabled by enhanced vision systems (EVS), synthetic vision systems (SVS), which make more aircraft capable of LVC operations and enable more efficient approach, landing and taxi and operations in LVC. This is applicable to all platforms, even if the main airline platforms have auto land capabilities to facilitate Enhanced approaches in LVC. The solution consists of 3 PJ.03a-04 visual activities focusing on: N N operations • HMD fitted with taxi routing and traffic information for easing taxi operation in degraded weather conditions. • HMD equipment as an alternative to HUD equipment for EFVS operations using legacy EFVS sensors. • Use of active sensor with improved performance to overcome the observed limitation of EVS legacy sensors.
LSSIP Year 2020 Turkey 87 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify The Vision based System is an on board alternative solution to heavy and expensive ground infrastructures for approach in LVC. Although TCAS has been in use since long time ago, there is currently no aircraft system to prevent runway collisions. “Traffic alerts for pilots for airport operations” improves safety during airport operations. The flight crew is provided with alert when the on-board system detects a risk of collision with an aircraft on runway or taxiways. The improvement is further split into 2 implementations: • The mainline aircraft implementation Traffic alerts consists of an on-board system, which for pilots for PJ.03b-05 detects risk of collision with other traffic N N airport during runway operations and provides the operations Flight Crew with aural alerts (mostly ‘warning’ alert level). • The business aircraft implementation consists of an on-board system, which detects potential and actual risk of collision with other traffic during runway and taxiway operations and provides the Flight Crew with visual and aural alerts (indication, caution and warning alert levels). The E-AMAN Common Service provides functions necessary to operate Arrival Management with an extended horizon in an environment where multiple actors are involved e.g. multiple Airports, AMANs, ACCs, UACs and other interested parties, e.g. NM (i.e. Cross Boarder Arrival Management). The capability provided by the E-AMAN E-AMAN Y PJ.15-02 Federation Common Service is the capability of Service İstanbul TMA harmonising the output of local E-AMAN technical capabilities on different geographic or organisational levels (ECAC, FAB, however any other scaling could be considered in principle). The output of the Common Service is delivered to the end-users (e.g. adjacent ACCs / UACs). By this, relocation of functions between stakeholders is performed.
Based on Advanced-RNP navigation Optimised specification, design of optimised routes e.g. route network #10 spaced parallel routes, Fixed Radius Transition N N using (FRT) and Tactical Parallel Offset (TPO) further advanced RNP enhanced by onboard performance monitoring
LSSIP Year 2020 Turkey 88 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify and alerting and the execution of more predictable aircraft behaviour
The basic Extended ATC Planner aims at bridging the gap between Air Traffic Flow and Capacity Management (ATFCM) and Air Traffic Control (ATC) providing real-time and fine- tuning measures to solve ATFCM hotspots and to perform early measures to alleviate complexity closest to ATC activities. The solution consists of an automated tool and Basic EAP associated procedures supporting the basic (Extended communication between the Local DCB position #118 N N ATC Planning) and the Controllers' Work Positions allowing the function EAP and the ATC team in identifying, assessing and resolving local complexity situations. The basic EAP relies on a real time integrated process for managing the complexity of the traffic with capability to reduce traffic peaks through early implementation of fine-tuned solutions to solve workload imbalances at the local level, compatible with the short-term timeframe of execution phase of the flights. “Optimized traffic management to enable Free Routing in high and very high complexity environment” supports the implementation of FRA across ACC/FIR borders by contributing to the improvement of ATM at local level. More precisely, it focuses on the improvement of Optimised Separation Provision to enable Free Routing traffic operations within high and very high complexity management cross-border environments in Upper En Route to enable free airspace. The Solution is not targeting PJ.06-01 routing in N N unrestricted free routing operations, but aims high and very at enabling safe and efficient operations in FRA high with minimum structural limits to manage complexity airspace and demand complexity. The Solution environments also relies on the Network Management (NM) function to cope with any Demand and Capacity imbalances created from changes in dominant traffic flows in FRA through the monitoring of the traffic complexity levels together with the level of the traffic demand. High “High Productivity Controller Team Productivity Organisation in En-Route (including eTMA)” Controller consists of developing new concepts of Team operation and identifying the nature of system PJ.10-01a1 Organisation support required for operating in team N N in En-Route structures that are not the usual (including Planner/Executive (1PC – 1EC) two-person ATC eTMA) (1PC – sector team. In particular, the Multi-Sector 2ECs) Planner (MSP) where a Planner Controller has
LSSIP Year 2020 Turkey 89 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify responsibility for the airspace under the executive control of two independent Executive Controllers (1PC – 2ECs). The SESAR Solution “High Productivity Controller Team Organisation in En-Route (including eTMA)” focused on the typical one Planner Controller to 2 Executive Controllers MSP organization and team organisation in eTMA (lower En Route sectors) as well as in En Route.
The CTA (Controlled Time of Arrival) is an ATM imposed time constraint on a defined point associated with an arrival runway, using Controlled airborne capabilities to improve arrival time of arrival management. When a time constraint is needed (CTA) in for a flight, the ground system may calculate a medium- #06 CTA as part of the arrival management process, N N density/ and then it may be proposed to the flight for medium- achievement by avionics within required complexity accuracy. Airborne information may be used by environments the ground system in determining the CTA (e.g. ETA min/max) and in monitoring the implementation of the CTA. The system provides support to coordination of traffic flows into multiple airports to enable a smooth delivery to the runways. The 'Center Manager' (CMAN) which accompanies the AMANs of the airports generates a combined Already implemented in planning for several arrival streams into Arrival İstanbul TMA (İstanbul different airports by calculating the sequence of management Y Airport (LTFM), İstanbul #08 aircraft flying towards an area where their into multiple İstanbul TMA Atatürk Airport (LTBA) routes intersect. By imposing an adequate airports and Sabiha Gökçen spacing of the aircraft in that area, a Time To Airport (LTFJ)) Lose (TTL) for the appropriate upstream E-TMA sector is calculated to meet this constraint. Both AMAN-TTL for the runway and TTL for the E- TMA sector are superimposed and presented to the upstream en-route sector controllers. The ACAS provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers ACAS Ground rely on pilots to report RAs by radio as they Monitoring occur in accordance with ICAO regulations. #100 and However these reports can come late, N Presentation incomplete or are, absent in some instances. System This solution consists of a set of monitoring stations and a server system, which enable the continuous monitoring and analysis of ACAS RAs
LSSIP Year 2020 Turkey 90 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify and coordination messages between airborne units from the ground. This solution consists of an enhanced TCAS capability, adding passive surveillance methods Extended and reducing the need for active Mode-S #101 hybrid interrogations. By making fewer active N N surveillance interrogations, this solution allows the aircraft to significantly reduce the usage of the 1090 MHz frequency. The Flight Delay Criticality Indicator (FDCI) information, for a flight having an ATFCM delay, is provided by the Airspace User to both NM and FMPs to indicate that the concerned flight is critical for his business and that he requested that the flight progresses and arrives as much as possible on time. • The resolution of an FDCI request is NMOC AU Processes driven upon the reception of the FDCI PJ.07-01-01 for Trajectory improvement request and when more N N Definition than one regulation is affecting the flight, alternatively in the case there is only one regulation affecting the flight the local FMP can requests the resolution to NMOC. • The resolution is mostly a regulation exclusion or delay reduction (force slot) by NMOC. In this, the focus is put on reactive FDCI that means the FDC flight has an ATFCM delay and slot issued. Integrated tactical and medium conflict detection & resolution (CD&R) services and conformance monitoring tools for En-Route and TMA aims at improving the separation (tactical layer) in the En-Route and TMA (but not APP) operational environments through improved Integrated ground trajectory prediction. This is achieved tactical and using existing information on lateral and vertical medium clearances that are known by the ground Conflict system and airborne information such as Mode Detection & S data. Resolution This solution is built on SESAR 1 Sol. #27. PJ.10-02a1 (CD&R) New features and enhancement brought by N Y (planned for 2021) services and PJ10.02a1 are : Conformance • Extension of TCT to all environments : Monitoring TMA & ER tools for En- • Improvement of the MTCD to handle Route and level segments TMA • Enhanced resolution features for MTCD & TCT including what-if and what-else probes. • Conformance monitoring tool, based on improved ground trajectory prediction and enriched with
LSSIP Year 2020 Turkey 91 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify additional alerts, such as rate monitoring.
This solution addresses the technical enablers supporting the distribution of eFPL information to ATC systems in order to improve the ATC prediction with additional information to better assess the expected sector load and to reduce eFPL the number of false conflict detections, as well supporting PJ.18-02c as to provide the ATCO with better knowledge N N SBT transition of airline intentions thanks to a more accurate to RBT profile and additional elements such as ToC or ToD. The main actors are the Network Manager that provides the eFPL distribution service, and the ATS service providers that integrate and use the information in the ATC systems.
The main driver for MRTM (multiple remote tower module) is increased cost efficiency. The objective is to implement a MRTM that allows the ATCO to maintain situational awareness for 2 or 3 airports simultaneously (including traffic mix of IFR and VFR, as well as aerodrome vehicles). MRTM requires advanced features of the visual reproduction as well as additional voice Multiple services. It is assumed that an ATCO can hold PJ.05-02 remote tower N N endorsements for up to 3 (single) different module airports. There is a fixed allocation of airports to a set of MRTMs. However, in case of high workload, due to e.g. emergency, high traffic volumes or degraded mode, the ATCO can split one airport into a spare MRTM if required. The prerequisite for multiple remote tower operations is the single remote tower operations. This solution enables the separation of the data Enabling centre where the data is produced (the ATM rationalisation Data Service Provider - ADSP) from the ATCOs of location (the Virtual Centre ATSU). Virtual PJ.16-03 infrastructure N N Centre is a grouping of Air Traffic Service Units using virtual (ATSU), possibly geographically separated, centre based sharing ATC operations amongst themselves technology using data services provided by one or more
LSSIP Year 2020 Turkey 92 Released Issue Are there Has the SESAR implementation Solution been plans in your State implemented for the SESAR SESAR SESAR in your State? Solution? (Y-N-N/A) Solution Solution Solution Description (Y-N) - If “Yes” please Code Title - if “Yes” report when and please report where it is planned where - If “N/A” please justify ADSPs through interfaces defined in Service Level Agreements, in a safe and secure manner. This decoupling delivers the flexibility and performance aspects of the services to ensure the ability of the virtual centre solution to at least support or to improve the operational performance.
This solution refers to simultaneous and non- interfering operations through SBAS (and GBAS as an optional enabler) approach/departure procedures independent from the main runway and dedicated only to rotorcraft operations. Independent The aim is to move rotorcraft operations from rotorcraft PJ.02-05 the active runway to facilitate fixed wing operations at N N aircraft. Specific PBN RNP0.3 IFR procedures the airports to/from an existing VFR FATO shall be deployed to reach a point-in-space (PinS) to access FATO. The solution targets, in particular, relatively large and very large airports and high complexity airspaces. “Enhanced Rotorcraft operations in the TMA” integrate pilot support of both EVS (enhanced vision systems) including visual segments and Enhanced automated flight path following by autopilot rotorcraft system. Advanced Point-In-Space RNP operations approaches and departures to/from FATO are PJ.01-06 and GA based on SBAS navigation. The corresponding N N operations in rotorcraft specific contingency procedures in the TMA case of loss of communication are defined. The pilot is supported during these operations by dedicated symbology presented on a Head Mounted Display system.
LSSIP Year 2020 Turkey 93 Released Issue E. Surveillance (SUR)
European ATM Surveillance data are captured to enable Network performance improvements and ensure global interoperability. This Annex includes Surveillance implementation information related to projects, sensors and data integration. The objective for the inclusion of this information in LSSIP is to consolidate the data collection process and increase efficiency by avoiding parallel surveys. The corresponding tables have been prefilled with information already available from recent surveys within the surveillance area.
For practical reasons to harmonise the reporting, since the LSSIP 2020 cycle the questionnaire is included in the LSSIP Annex.
Surveillance Projects This section includes Surveillance system projects covering the full chain from Sensor to Surveillance data integration into SDPS and CWP.
Activity Description System Description Expected contribution to the Schedule Key Performance 4 Areas Area / Airspace ADS-B for several airports ADS-B Capacity: Potentially capacity Sensor installation date: increase through deployment Objective: Surveillance Sensor/Sites: 10+ Project ongoing of surveillance solutions in Coverage Extension Provider: DHMI/TUBITAK area where procedural Operational date: Airspace: TMA/CTR (The Scientific and separation is applied Technological Research ADS-B operational integration : Aerodrome Operational-Efficiency: Service Council of Turkey) date (ATCO CWP) where Control Service applicable: Safety: Deployment of Coverage: 10 ADS-B Density: Medium/Low surveillance solutions in non- Estimated End of Life: system are installed in radar areas Traffic: General some airports. Security: More is going to be installed in the coming Environment: years. RF/Spectrum: Cost-Efficiency: Reduced investment cost, implementing an ADS-B system in non-radar area compared to a radar installation is much lower.
4 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Turkey 94 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance 5 Areas Area / Airspace Istanbul Sabiha Gökcen WAM/ADS-B Capacity: Capacity increase is Sensor installation date: WAM/ADS-B expected with new APP unit Sensor/Sites: Project ongoing and WAM/ADS-B system. Objective: Surveillance Provider: SAAB/Sensis Operational date: Coverage Extension, Gap Operational-Efficiency: Filling In order to provide ADS-B operational integration Safety: date (ATCO CWP) where Airspace: TMA/CTR Approach Control Services at İstanbul Security: applicable: Service: Approach Control Sabiha Gokcen Airport Environment: Estimated End of Life: Service required surveillance RF/Spectrum: Density: High data will be provided by Cost-Efficiency: Potentially Traffic: General existing surveillance coverage and new cheaper than large scale radar infrastructure WAM/ADS-B system deployment.
Coverage:
Activity Description System Description Expected contribution to the Schedule Key Performance 6 Areas Area / Airspace Trabzon Mode S Mode S Radar and ADS-B Capacity: Provides capacity Sensor installation date: Approach Radar with increase through deployment Sensor/Sites: 1 Operational date: ADS-B of surveillance solutions in Provider: INDRA area where procedural Operational Surveillance Objective: separation was applied. Coverage, Gap Filling Coverage: ADS-B ADS-B operational integration surveillance data is used Operational-Efficiency: date (ATCO CWP) where Airspace: TMA/CTR to cover radar‘s cone of applicable: Safety: Deployment of Service: Approach Control silence area surveillance solutions in non- Service Estimated End of Life: radar areas.
Density: Medium Security: Traffic: General Environment: RF/Spectrum: Cost-Efficiency:
5 Check NOP for better KPI and link to performance improvements.
6 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Turkey 95 Released Issue Activity Description System Description Expected contribution to the Schedule Key Performance 7 Areas Area / Airspace Istanbul Sabiha Gökcen LAM with ADS-B Capacity: Improve the Sensor installation date: capability capacity in low visibility Airport Operational date: Objective: conditions Surveillance Sensor/Sites: ADS-B operational integration Operational-Efficiency: Airspace: Airport Surface Provider: SAAB/Sensis date (ATCO CWP) where and Approach Safety: With A-SMGCS applicable: Coverage: services airport safety is Service: Airport Estimated End of Life: increased. Surveillance Project completed Security: Density: Environment: Traffic: General RF/Spectrum: Cost-Efficiency:
Istanbul Airport LAM with ADS-B Capacity: Improve the Sensor installation date: capability capacity in low visibility Airport Phase 1 (3 runways) completed. Objective: conditions Surveillance Sensor/Sites: More than Operational date: 50 sensors only for Phase Operational-Efficiency: Airspace: Airport Surface 1 (3 runways) ADS-B operational integration and Approach Safety: With A-SMGCS date (ATCO CWP) where Provider: SAAB/Sensis services airport safety is : Airport Service increased. applicable: Surveillance Coverage: Estimated End of Life: Security: Density:
Environment: Traffic: General RF/Spectrum: Cost-Efficiency:
Surveillance sensors (just numbers, no technical/ops details)
This section summarises the number of Surveillance sensors per state. This covers all current and planned sensors intended for operational use. Note: Please only count each sensor once even if it is part of combined systems. A combined PSR and Mode S SSR is only counted once in the row for CMB PSR Mode S (and consequently not counted in the PSR nor in the Mode S rows). Similarly, for a multilateration system, providing coverage both on the airport surface and in the CTR or TMA the individual sensor can be allocated to one or the other but each sensor must only be counted once, either in one of the MLAT/WAM rows or in one of the Airport MLAT/LAM rows.
7 Check NOP for better KPI and link to performance improvements.
LSSIP Year 2020 Turkey 96 Released Issue Sensor Type 2020 2021 2022 2023 2024 2025
Mode A/C
CMB PSR Mode A/C
Mode S 16 1
CMB PSR Mode S 8
PSR stand alone
WAM Sensors
ADS-B stand alone 10
Space-based ADS-B
Surface Movement Radar (SMR) 13
Airport MLAT Sensors 100
ADS-B equipped Vehicles 300
Surveillance Data Use This section provides and overview of the use of Surveillance data per state. This includes usage of Downlinked Aircraft derived Parameters (DAP) / Aircraft Derived Data (ADD) and ADS-B data.
ADD/DAP data usage
ATCO, System, Tools (which tool)
ADD/DAP data usage Operational Usage (ATCO, system, tools, etc.) or planned ops date
Selected Altitude Operational Used as part of ATCO procedures
Barometric pressure setting
Roll angle Operational Available for display to the ATCA as information
True track angle Operational Available for display to the ATCA as information
Ground speed Operational Available for display to the ATCA as information
Track angle rate Operational Available for display to the ATCA as information
Magnetic heading Operational Used as part of ATCO procedures
Indicated airspeed Operational Used as part of ATCO procedures below FL250
Mach No Operational Used as part of ATCO procedures above FL250
Vertical rate (Baro, Inertial) Operational Used as part of ATCO procedures
ADS-B integration
ADS-B use case and integration date Operational or Sites planned ops date
ACC ATC integration ENR
LSSIP Year 2020 Turkey 97 Released Issue ADS-B use case and integration date Operational or Sites planned ops date
ACC ATC integration TMA
ATC integration TWR CTR/TMA
Flight Information Service
ATCO Traffic Awareness
Traffic planning e.g. Arrival Manager
Conflict Alerting, e.g. STCA
Airport surveillance e.g. Traffic awareness, Target identification support
Other:
LSSIP Year 2020 Turkey 98 Released Issue F. Glossary of abbreviations
This Annex mainly shows the abbreviations that are specific to the LSSIP Document for Turkey Other general abbreviations are in the Acronyms and Abbreviations document in: https://www.eurocontrol.int/airial/
Term Description
AF ATM Functionality FT Fast Track PCP Pilot Common Project PDP Preliminary Deployment Programme S-AF Sub ATM Functionality ACAS Airborne Collision Avoidance System ACC Area Control Centre AF ATM Functionality AIS Aeronautical Information Services AMC Acceptable means of Compliance ANS Air Navigation Services ANSP ANS Provider AOP Airports Operations (Domain) APV Approach with Vertical Guidance ARN ATS Route Network ATC Air Traffic Control ATCO Air Traffic Controller ATFM Air Traffic Flow Management ATM Air Traffic Management ATS Air Traffic Services CAD Civil Aviation Department CDM Collaborative Decision Making CEATS Central European Air Traffic Services CFMU Central Flow Management Unit CNS Communications, Navigation and Surveillance COM Communications CTR Control Zone DFL Division Flight Level EAD European AIS Database EAIP European Aeronautical Information Publication EATM European Air Traffic Management
LSSIP Year 2020 Turkey 99 Released Issue