1. TECHNICAL UNIVERSITY OF KOŠICE
FACULTY OF AERONAUTICS
The System of Air Traffic Control
In
Republic of Macedonia
2015 Goce NIKOLOVSKI

2. TECHNICAL UNIVERSITY OF KOŠICE
FACULTY OF AERONAUTICS
The System of Air Traffic Control
In
Republic of Macedonia
BACHELOR THESIS
Study programme: Air Traffic Controller
Study specialization: 4.2.59 Transport
Department: Department of Flight Training
Supervisor: Ing. Juraj Vagner, Ing.
Consultant: Mr. Nikolce Taseski, INS
Košice 2015 Goce NIKOLOVSKI

3. Abstrakt
Cieľom Bakalárskej práce je popísať systém riadenia letovej prevádzky v Macedónsku a
oboznámiť s problematikou z tohto vyplývajúcou. Bakalárska práca sa skladá zo piatich
častí. V úvodnej časti je popísaná štruktúra Riaditeľstva civilného letectva, jeho orgány,
jednotlivé odbory ako aj jeho povinnosti a zodpovednosti. V druhej časti je vysvetlený
systém podnikania agentúry poskytujúcej letové prevádzkové služby spolu s jej cieľmi a
stratégiou. Tretia kapitola pojednáva o vzdušnom priestore Macedónska, jeho štruktúre,
rozdelení a klasifikácii. Opisuje aj zodpovednosti a úlohy zamestnancov v letiskovom,
približovacom a oblastnom stredisku riadenia. V štvrtej časti sú popísané v dnešnej dobe
využívané rádio-navigačné zariadenia ako aj ich krátky historický vývoj. Posledná časť je
zameraná na písomne i grafické vyjadrenie štatistických údajov, ktoré dokresľujú súčasný
stav prevádzkovej situácie nad územím Macedónska v posledných rokoch.
Kľúčové slová v SJ: Navigácia, MNAV, Riadenie letovej prevádzky, LÚ.
Abstract
The main goal of Bachelor thesis is to describe the system of air traffic control in
Macedonia and to familiarize with related problems. The Bachelor thesis consists of six
parts. The introductory section describes the authorities of civil aviation, the CAA, its
institutions, individual departments as well as its duties and responsibilities. The second
part explains objectives and strategy of Macedonian air traffic service agency. The third
chapter discusses the airspace of Macedonia, its structure, distribution and classification,
and same time focuses on the roles and responsibilities of staff in the Local control, the
approach and area control centers, as well as description of the airports. The fourth section
describes nowadays used radio navigation equipment, as well as its short history. The last
part consists of brief statistical overview, in written and graphic form, showing the success
rate of Macedonian air traffic management in the last few years.
Key words: Navigation, MNAV, Air Traffic Control, CAA.

5. Declaration
I hereby declare that this thesis is my own work and effort. Where others sources of
information have been used, they have been acknowledged.
Košice, 27. may 2015
..........................................
Signature

6. Acknowledgement
I would like to express my sincere thanks to my supervisor Ing, Juraj Vagner, Ing, the
main Supervisor. Special thanks should go to Mr. Nikolce Taseski, INS, for his constant
and constructive guidance throughout the study. To all others who gave a hand, I say thank
you very much.

7. Preface
The main reason for choosing this topic, is find all the information there is about the
system of Air Traffic Control in my home country Macedonia, because there is not much
information shared publicly, and I am really interested about finding out, and explain all of
that information in this thesis. The goal is to successfully present the system of Air Traffic
Control in Macedonia, and also to meet the personnel that works there, an honor for me,
because I am enthusiast and ambitious about working there in near future.
I see this thesis not only as a requirement, but as an inspiration to get myself into the
world of aviation itself, learn and experience as much as I can. After three years at the
Faculty of aviation, studying the Air Traffic Control system in Slovakia, I am very pleased
and honored to visit my home country‟s ACC and see for myself, how the things are in
function there, and I was very happy that my studies have paid off, because I understood
every word controllers told me and the stations themselves.
By writing this thesis, I want to show and prove that even though, the Macedonian
Navigation had its hard times, they are working to a greater goal, to make the Macedonian
Sky safe, and expedite the flow of air traffic. Now, with the opening of the Kosovo
Airspace, the air traffic over Macedonia increased significantly.

8. Contents
List of Symbols and Abbreviations ............................................................................. 11
List of Terms ................................................................................................................. 13
1 Introduction............................................................................................................. 14
1.1 National Stakeholders.......................................................................................... 15
1.1.1 Civil Regulators ........................................................................................... 16
1.2 Civil Aviation Authority...................................................................................... 17
1.2.1 Responsibilities of the CAA ........................................................................ 18
1.2.2 Organization of the CAA............................................................................. 19
1.2.3 Safety responsibilities of the CAA .............................................................. 21
1.2.4 Regulation.................................................................................................... 26
1.2.5 Membership ................................................................................................. 27
1.3 Military authorities .............................................................................................. 28
2 M-NAV, Macedonian Air Navigation ................................................................... 29
2.1 Organization ........................................................................................................ 30
2.2 MISSION............................................................................................................. 31
2.3 VISION................................................................................................................ 31
2.4 M-NAV services and activities ........................................................................... 32
2.4.1 CNS/ATM Systems ..................................................................................... 32
2.4.2 MET Service Unit........................................................................................ 37
2.4.3 Training Department.................................................................................... 39
2.4.4 ATC system in use....................................................................................... 39
2.5 Safety Management............................................................................................. 40
2.5.1 Quality Management System....................................................................... 41
2.5.2 Safety Management System......................................................................... 41
2.5.3 Reporting System......................................................................................... 42
2.5.4 International involvement of the SMS......................................................... 43
3 Macedonian Airspace.............................................................................................. 44
3.1 Airspace classification and organization............................................................. 45
3.2 Areas of airspace ................................................................................................. 46
3.2.1 CTR – Controlled traffic region................................................................... 46
3.2.2 TMA – Terminal maneuvering area ............................................................ 46

9. 3.2.3 LW R – Restricted airspace ......................................................................... 47
3.2.4 AWY – Airways .......................................................................................... 47
3.3 Airports................................................................................................................ 49
3.3.1 Airport Alexander the Great – Skopje ......................................................... 49
3.3.2 Airport St. Paul the Apostle – Ohrid............................................................ 49
3.3.3 Airports operator.......................................................................................... 50
3.4 Kosovo airspace................................................................................................... 50
3.5 Air Traffic Service............................................................................................... 51
3.5.1 Area Control Center..................................................................................... 52
3.5.2 Approach Control Center............................................................................. 52
3.5.3 Aerodrome Control (Tower)........................................................................ 53
3.5.4 Coordination and LOA ................................................................................ 55
3.5.5 Supervisor .................................................................................................... 55
3.5.6 ATC units..................................................................................................... 56
4 Radio navigational aids........................................................................................... 56
4.1 NDB..................................................................................................................... 57
4.2 VOR/DME........................................................................................................... 58
4.3 PSR/MSSR .......................................................................................................... 59
4.4 SSR...................................................................................................................... 60
4.5 GNSS deployment .................................................................................................. 61
5 Statistics ................................................................................................................... 62
Conclusion ..................................................................................................................... 64
List of used literature ................................................................................................... 65
Appendices..................................................................................................................... 66

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List of Pictures
Picture 1 : Diagram of National Stakeholders„ relation..................................................15
Picture 2: Area radar screen at Skopje ACC...................................................................40
Picture 3: Skopje TMA approach radar screen...............................................................40
Picture 4: Diagram the Safety Management‟s organization ...........................................42
Picture 5: Classification of the Macedonian Airspace....................................................44
Picture 6: Chart of lower airspace in Skopje FIR / Low Airways ..................................48
Picture 7: Chart of upper airspace Skopje FIR / High Airways......................................48
Picture 8: LWSK to left, LWOH to the right..................................................................50
Picture 9: Kosovo airspace .............................................................................................51
Picture 10: Skopje ACC Sector 1 ..................................................................................52
Picture 11: Skopje APP located in the Skopje ACC.......................................................53
Picture 12: Skopje TWR (to the right is the radar screen for observing) .......................54
Picture 13: M-NAV, Skopje ACC..................................................................................54
Picture 14: Chart of the NDBs in Skopje FIR ................................................................58
Picture 15: Chart of the VOR/DMEs within Skopje FIR ...............................................59
Picture 16 Chart with the locations of the Radars used in Skopje FIR...........................61
Picture 17: Diagram of traffic and en-route ATFM delays ............................................63
Picture 18: Diagram with evolution of IFR movements.................................................63

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List of Tables
Table 1: CAA responsibilities.........................................................................................16
Table 2: Aviation Personnel ...........................................................................................24
Table 3: List of all the licensed Airmen in R. Macedonia..............................................25
Table 4: M-NAV Profile.................................................................................................29
Table 5: ATC units in Skopje FIR..................................................................................56
Table 6: Realisation of Capacity Plan for 2014..............................................................62

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List of Symbols and Abbreviations
ACC – Area Control Center
AFTN - Aeronautical Fixed Telecommunication Network
AIP – Aeronautical Information Publication
AMHS - Aeronautical Message Handling System
ANS – Air Navigation Services
ARO – ATS Reporting Office
ATCO – Air Traffic Control Officer
ATM – Air Traffic Management
ATS – Air Traffic Services
AWOS - Automated Weather Observing System
CAA – Civil Aviation Authority
CADAS – Computer Controlled Avionics Data Acquisition System
CFMU - Network Manager Operations Centre
CIDIN – Common ICAO Data Interchange Network
CNS - Communications, Navigation, Surveillance
CTR – Control Zone
DME – Distance Measuring Equipment
EASA – European Aviation Safety Agency
ECAC – European Civil Aviation Conference
FCL - Flight Crew License
FD – Flight Dispatcher
FIR – Flight Information Region
FL – Flight Level
FPL – Flight Plan
GNSS – Global Navigation Satellite System
ICAO – International Civil Aviation Organization
IFR/VFR –Instrument/Visual Flight Rules
JAA – Joint Aviation Authorities

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JAR – Joint Aviation Requirements
MFC – Multi Frequency Coding
MNAV – Macedonian Air Navigation
MET - Aviation meteorology
MSSR – Mono-pulse Secondary Surveillance Radar
NDB – Non Directional Beacon
NOTAM – Notice to Airmen
OLDI – On-Line Data Interchange
OTJI – On The Job Training Instructor
PAMS – Published AIP Management System
PSR – Primary Surveillance Radar
RCO – Remote Communications Outlets
RWY – Runway
SAFA – The Safety Assessment of Foreign Aircraft
SAR – Search and Rescue
SITA – Société Internationale de Télécommunications Aéronautiques
SNOWTAM – Snow warning to Airmen
TMA – Terminal Control Area / Terminal Manoeuvring Area
VOR – Very High Frequency Omni Directional Radio Range

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List of Terms
Aerodrome control service (TWR or Local) - Air traffic control service for aerodrome
traffic
Aeronautical Information Publication (AIP) - A publication issued by or with the
authority of a State and containing aeronautical information of a lasting character essential
to air navigation.
Air Traffic Service (ATS) - A service provided for the purpose of preventing collisions
expediting and maintaining an orderly flow of air traffic (Aerodrome control service,
Approach control service, Area control service).
Approach control service - Air traffic control service for arriving or departing controlled
flights.
Area control centre (ACC). - A unit established to provide air traffic control service to
controlled flights in control areas under its jurisdiction.
Flight Information Region (FIR) - An airspace of defined dimensions within which flight
information service and alerting service are provided.
Flight Plan (FPL) - Specified information provided to air traffic services units, relative to
an intended flight or portion of a flight of an aircraft.
IFR flight – A flight conducted in accordance with the instrument flight rules.
VFR flight – A flight conducted in accordance with the visual flight rules.
Precision Approach Radar (PAR) - Primary radar equipment used to determine the
position of an aircraft during final approach, in terms of lateral and vertical deviations
relative to a nominal approach path, and in range relative to touchdown.
Procedural Control - Term used to indicate that information derived from an ATS
surveillance system is not required for the provision of air traffic control service.
Radar Separation - The separation used when aircraft position information is derived
from radar sources
Safety management system (SMS) - A systematic approach to managing safety, including
the necessary organizational structures, accountabilities, policies and procedures.

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1 Introduction
After the independence, Macedonian government had to establish authority i.e
organization that will be responsible for the aviation within Macedonian borders. Civil
Aviation Authority in Republic of Macedonia is founded in 1994 with the Law for Civil
Aviation Directorate, as body within the Ministryof transport and communications. The
Directorate was established for performing the regulatory functions in the aviation as
well as air navigation service provision, but until then, every operation was run by
Serbian civil aviation authority.
CAA was responsible for the air navigation services, until the actual separation
of the air navigation service provision from CAA happened in 2009 with establishment
of the new ANS Provider M-NAV. Air Navigation services at M-NAV are divided into:
 Aerodrome Control Service
 Approach Control Service
 Area Control Service
Every service has a group of qualified controllers, who are making sure to
expedite the flow of air traffic, and keep it safe. In order to get what is needed to make
the air traffic control safer, the traffic flow should be continuously observed, and make a
statistical analysis.
This whole system is for to make effort, so that Macedonia will be among the leaders of
air traffic service providers in Europe and at the same time to establish itself on the
economic development, which will bring them to the inclusion of the most developed
states in Europe.

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1.1 National Stakeholders
The main National Stakeholders involved in ATM in Macedonia are the
following:
- Civil Aviation Agency (CAA)
- Macedonian Air Navigation Service Provider (M-NAV)
- Military Authorities;
- Airport Operators
Their activities are detailed in the following subchapters and their
relationships are shown in the diagram below. [7]
Picture 1 : Diagram of National Stakeholders‘ relation
[Source: Local Single Sky ImPlementation LSSIP Republic of Macedonia available in archives at www.eurocontrol.int]

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1.1.1 Civil Regulators
Civil Aviation in the Republic of Macedonia is the responsibility of the Ministry
of Transport. The different national entities having regulatory responsibilities in ATM
are summarized in the table below. The CAA is further detailed in the following
sections. [7]
Table 1: CAA responsibilities
Activity in ATM Organization responsible Legal Basis
Rule-making CAA Aviation Act
Safety Oversight CAA Aviation Act
Enforcement actions in case
of non-compliance with
safety regulatory
requirements
CAA National regulation which
defines the mode, rules and
specific requirements
concerning the ATM safety
oversight
Airspace The government is
currently responsible for
managing the airspace. The
establishment of Airspace
Management board has been
done in November 2011.
CAA is responsible for
the oversight
Economic CAA Aviation Act
Environment Ministry of environment and
physical planning
Security CAA Aviation Act
Accident Investigation Committee for Investigation
of Aviation Accidents and
Serious Incidents
Aviation Act
[Source: Local Single Sky ImPlementation LSSIP Republic of Macedonia available in archives at
www.eurocontrol.int]

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1.2 Civil Aviation Authority
Civil Aviation Authority in Republic of Macedonia is founded in 1994 with the
Law for Civil Aviation Directorate, as body within the Ministry of transport and
communications. The Directorate was established for performing the regulatory
functions in the aviation as well as air navigation service provision.
In 2001 the name of the Directorate was changed into Civil Aviation
Administration, without any further changes with regard to its status or responsibilities.
With the new Aviation Act from 2006, Civil Aviation Administration is
transformed into the Authority under the name Civil Aviation Agency.
Under the Aviation Act, CAA should have a status of an independent state body
outside of the Ministry of transport and communications, directly responsible to the
Government of Republic of Macedonia and should not perform air navigation service
provision.
The actual separation of the air navigation service provision from CAA
happened in 2009 with establishment of the new ANS Provider M-NAV.
By amending the Aviation Law in May 2010, the Civil Aviation Agency of the
Republic of Macedonia has been transformed from an independent administrative body
under the governance of the Government of the Republic of Macedonia in an
independent regulatory body with public authorities, directly responsible to the
Parliament of the Republic of Macedonia.
The Civil Aviation Agency in their work during making decisions within their
authorizations is entirely political, financial and functional independent of other state
authority, other public legal person or company which carries on business in the field of
aviation and is impartial. [4]

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1.2.1 Responsibilities of the CAA
The aviation is a system being mutually dependent on all participants at
international as well as at national level, all bearing an international responsibility
therefore. The following is expected by the Safety and Aviation Standards Department
of the Agency:
 establishment of the highest aviation safety standards increasing at the same
time the level of aviation safety;
 establishment of the highest aviation security standards to minimize anyrisk and
to ensure citizens mobility;
 achievement of regulatory efficiency and effectiveness bymeans of air transport
continuous oversight and follow up and implementation of the international
aviation standards and best practices;
 achievement of set goals through development of human recourses that is
through initial and continuous training of its employees;
 introduction and implementation of the quality standards and the sustainability
thereof;
 improvement of regional cooperation and promotion of leadership within the
region;
 active participation in and cooperation with the international aviation
organizations, such as ICAO, ECAC, EUROCONTROL, JAA and EASA,
raising the reputation of the Republic of Macedonia on the international scene;
 its participation into the harmonization of the national aviation legislation with
the EU aviation, as well as cooperation with the European Agency of Aviation
Safety and European Commission;
 contribution to the sustainable economic and social development of the Republic
of Macedonia;
 contribution in respect of problem solving regarding the impact of the aviation
on the environment;
 determination of real possibilities and capabilities for adjustment to already
started processes on regionalization and establishment of a functional airspace
block (FSB) within our environment and building a strategy therein;

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 emphasizing the cooperation with the associations and clubs in the field of
aviation, in the process of creation of development programs regarding the
aviation issues as a prerequisite and postulate to follow up and develop the
aviation tradition of the Republic of Macedonia, using the opportunities for
submission of application for the EU pre–accession fund projects. [4]
1.2.2 Organization of the CAA
The CAA is organized as an aviation authority of the Republic of Macedonia and
its establishment as such provides efficient and timely execution of the regulatory
functions including a safety oversight system, as well as other functions connected to
the economic oversight, flight permissions etc.
The CAA main bodies are the Management Board and the Director General. The MB is
nominated by the Parliament. The DG is nominated by the MB. The National
Parliament nominates 3 members of CAA‟s Management Board. The CAA Director is
appointed by the CAA Management Board. [4]
The main competences and their execution actually define the reason for the existence
of the CAA and are provided for in ICAO Doc 9734. These main functions are carried
out by the various CAA Divisions as follows:
 The International and Legal Affairs Division
 The Flight Safety and Security Division
 The Air Navigation Safety and Security Division
 The Safety and Security of Airports and Protection of Passenger Rights
 The Cabinet of the Director General
 The Finance and General Affairs units

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1.2.2.3 The International and Legal Affairs Division
This division is in charge of some of the major regulatory functions comprising
the safety oversight system of ICAO Doc 9734 – the Safety Oversight Manual, i.e.
regulating, as well as issue of flight permissions.
The regulating competence is a prescriptive activity of the CAA for the purpose
of creating the legal framework to be applied by the aviation industry and it includes
drafting and conducting the procedure for concluding international agreements (bilateral
and multilateral) that become national laws by means of their ratification, as well as
procedures for drafting and enacting of national regulations aimed to harmonization
with international and European aviation standards and regulations. [4]
1.2.2.4 The Flight Safety and Security Division
The division is in charge of performing the major regulatory functions related to
air traffic, comprising the safety oversight system of ICAO Doc 9734 – the Safety
Oversight Manual.
The main regulatoryfunctions of this division include certification, oversight and
enforcement measures related to aircraft operators, organizations engaged in aircraft
manufacture, design, and maintenance, aircraft registration, as well as personnel
licensing. [4]
1.2.2.5 The Air Navigation Safety and Security Division
This division is in charge with carrying out the main regulatory functions in
regard to air navigation comprising the safety oversight system of ICAO Doc 9734 – the
Safety Oversight Manual.
The main regulatoryfunctions of this division include certification, oversight and
enforcement measures related to air navigation service providers, as well as
organization of search and rescue of aircraft and investigation of aviation incidents. [4]

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1.2.2.6 The Safety and Security of Airports and Protection of
Passenger Rights
The division is in charge of carrying out the main regulatory functions
comprising the safety oversight system of ICAO Doc 9734 – the Safety Oversight
Manual.
The major regulatory functions of this division include certification, oversight
and enforcement measures related to airport infrastructure operators, providers of airport
services, as well as organization of the passengers' rights protection. [4]
The remaining administrative competencies of the CAA are carried out by:
 The Cabinet of the Director General that is in charge with the internal audits,
public procurements, human resources, economic oversight, coordination of the
collecting of route charges and assistance to the work of the Director General;
 The Finance and General Affairs units are in charge with the financial matters
of the CAA and other secondary activities.
1.2.3 Safety responsibilities of the CAA
1.2.3.1 SAFA Inspections
The Civil Aviation Agency executes SAFA inspections on third-countryaircraft
landing at the airports located in the Republic of Macedonia. SAFA inspection is
performed in accordance with the Aviation Act, Regulation on procedure, rules and
special requirements for inspection and special requirements to be met by a person to
carry out inspection regarding the public air transport as well as in accordance with the
Working Agreement between EASA and the Civil Aviation Agency for executing
SAFA inspection. [4]
The Civil Aviation Agency signed such an Agreement for the first time on
14.12.2006. The new Agreement between the Civil Aviation Agency and EASA was
signed on 06.11.2013. In accordance with the Agreement, the objective of the SAFA
Programme is to establish a system covering analysis, making conclusions and enacting
measures, which will provide a high level of safety in aviation and which, in certain

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situations, may result in serious consequences (measures such as prohibition of entry
into the airspace for certain air carriers or for all air carriers from particular states). [4]
1.2.3.2 Flight Operations
CAA has regulatory responsibilities related to the safetyand security of the flight
operations and flying itself. CAA regulatory functions in the area of Operations are:
Certification of the aviation industry for different types of flight operations (Aviation
Transport, Aerial Work, Aviation-Sports Activities), Continuing inspection of the
certificated entities from the industry, Inspection of any type of flying etc. [4]
1.2.3.3 Airworthiness and Aircraft Registration
CAA has regulatory responsibilities related to the safety of Aircrafts. CAA
regulatory functions in the area of Airworthiness and Aircraft Registration are:
Airworthiness certification, Registration of Aircraft, Maintenance Certification,
Construction and Design Certification of aircrafts and components, continuing
inspection of the certificated aircrafts and entities, etc. [4]
1.2.3.4 Airports
CAA has regulatory responsibilities related to the safety and security of:
airports/aerodromes; airfields; terrains and airport services. CAA regulatory functions
regarding Airports are: Certification of airports/aerodromes, airfields and terrains,
Approving the airport services, Continuing inspection of the certificated
airports/aerodromes, airfields, terrains and approved airport services, Construction
Approvals etc. [4]
1.2.3.5 Air Navigation
CAA has regulatory responsibilities related to the safetyof air navigation service
provision. CAA regulatory functions in the area of Navigation are: Certification of
ANSPs (ATM, MET, CNS and AIS service providers), Approving of the Navigation

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Systems and their changes, Flight procedures approvals, continuing inspection of the
certified ANSPs etc. [4]
1.2.3.6 Licensing
Licensing and Aviation Medicine Department as part of the Flight Safety and
Security Division in the Civil Aviation Agency is responsible for licensing of the
aviation personnel and other qualified personnel.
Licensing and Aviation Medicine Department is performing the following
functions:
 keeping a register of aviation personnel and other qualified personnel, certified
examiners and approved training organizations;
 preparation of forms and procedures for issuance, revalidation and renewal of
licenses and ratings of aviation personnel and other qualified personnel;
 issuance, renewal, extension, modification, suspension and withdrawal of
licenses / ratings / certificates / approvals of aviation personnel and other
qualified personnel;
 preparation of list of aviation experts for conducting exams and testing of
aviation personnel and other qualified personnel;
 organization and conducting examinations to verify the professional capability
of the flight personnel;
 appointing examiners for conducting of skill tests and proficiency checks for
flight personnel;
 recognition of completed trainings, programmes and exams; licenses and ratings
obtained in a foreign country;
 approval of training programs for the aviation personnel and other qualified
personnel;
 issuance, revalidation, renewal and modification of the Approval Certificate for
Training Organizations of aviation personnel and other qualified personnel.
Civil Aviation Agency issues licenses/certificates for the following aviation personnel
and other qualified personnel: [4]

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Table 2: Aviation Personnel
No. Category Standard
1 Pilot Aeroplane JAR FCL 1
2 Pilot Helicopter JAR FCL 2
3 Flight Navigator ICAO
4 Flight Engineer JAR-FCL 4
5 Ultra light Pilot Aviation Act
6 Glider Pilot ICAO
7 Free Balloon Pilot ICAO
8 Hang gliders Pilot ICAO
9 Parachutist ICAO
10 Aircraft Maintenance AMS/IRE ICAO
Part 66
11 Aeronautical Engineer AMS/IRE ICAO
Part 66
12 Air Traffic Controller ICAO/ESARR 5/ECAC
13 Assistant Air Traffic Controller ICAO/ESARR 5/ECAC
14 Student Air Traffic Controller ICAO/ESARR 5/ECAC
15 ATSEP ICAO/ESARR 5
16 MET Personnel ICAO
17 Aeronautical information services Aviation Act
18 Flow management position Aviation Act
19 Aviation security personnel Aviation Act
20 Ground handling personnel Aviation Act
[Source: www.caa.gov.mk]

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Table 3: List of all the licensed Airmen in R. Macedonia
No. Type of license Number of valid licenses
1 Flight Crew License ATPL(A) 17
MPL(A) /
CPL(A) 24
PPL(A) 30
ATPL(H) /
CPL(H) /
PPL(H) /
2 Flight Crew License (Flight Engineer) /
3 Ultralight Pilot License 15
4 Glider Pilot License 14
5 Free Balloon Pilot License 1
6 Hang-gliders Pilot License 29
7 Parachutist License 21
8 Aircraft Maintenance Mechanic Technician License (ICAO) 62
9 Aircraft Maintenance License (Part 66) 2
10 Air Traffic Controller License 89
11 Assistant Air Traffic Controller License 27
12 Student Air Traffic Controller License 1
13 MET Personnel License 19
14 ATSEP License 32
15 Aeronautical information services certificate of competence 30
16 Flow management position certificate of competence 7
17 Flight Dispatcher License 7
[Source: www.caa.gov.mk]
1.2.3.7 Aviation Medicine
CAA has regulatory responsibilities related to the medical fitness of the Aviation
personnel from the aviation industry.
To exercise these regulatory functions, the CAA conducts: Certification of
Aeromedical Examiners – AME and Aeromedical Centres – AMC, Initial health
checks, Continuing inspection of certified AMEs and AMCs, Inspection of the
airport medical services, etc. [4]

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1.2.3.8 Aviation Incidents
CAA has regulatory responsibilities related to the Aviation Incidents.
To exercise these regulatory functions, the CAA conducts: Organization and
investigation of the Incidents in all aviation areas, Inspection of the reporting procedures
and system established by the aviation industry, Analyzes, Record keeping and
Reporting of the aviation incidents etc. [4]
1.2.3.9 Search and Rescue
CAA has regulatory responsibilities related to the organization of the SAR
system. To exercise these regulatory functions, the CAA conducts: Planning and
coordination of SAR activities, Cooperation and participation in the Rescue
Coordination Centre and SAR Joint Committee etc. [4]
1.2.4 Regulation
One of the most important CAA responsibilities is the regulating and
establishment of the National Aviation Legal System for all the aviation areas.
The regulatory functions of the CAA related to the regulating are performed
by its International Legal Division.
Exercising the regulatory functions regarding regulation, the CAA conducts:
 Drafting and enactment of the safety, security, and economic aviation rules and
regulations;
 Transposition of the International and European standards and rules in the
national legislation;
 Initiating and conducting procedure for bilateral and multilateral aviation
agreements;

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 Observing the other national rules and regulations in order to check if they are
correspondence with the aviation national rules and regulations and ratified
aviation international agreements.
CAA keep records of all aviation rules and regulations, as well as ratified
multilateral agreements which are in force in Republic of Macedonia in the ;Aviation
Regulations Code; (ARC). CAA maintain a list of the bilateral air services
agreements, keep records of all transposed International and European standards and
rules within the national rules and regulations, and conducts translations and keep
records of all transposed International and European standards and rules such as:
 ICAO-SARPs
 JAA-JARs
 EUROCONTROL-ESARRs;
 EU Regulations and Directives;
 EASA-CS [4]
1.2.5 Membership
The Republic of Macedonia is a member of the following international
organizations:
 ICAO – International Civil Aviation Organization (joined
09.01.1993)
 ECAC - European Civil Aviation Conference (joined 03.07.1997)
 EUROCONTROL - European Organization for the safety of Air
Navigation (joined 01.11.1998)
 JAA - Joint Aviation Authorities ( 03 December 2008 which ceased
as such on 30 June 2009, but moved to the EASA )
 EASA - European Aviation Safety Agency
 FSF - Flight Safety Foundation (joined 06.11.2013)
 JARUS - Joint Authorities for Rulemaking on Unmanned Systems
(joined 01.12.2014 )

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1.3 Military authorities
The Military Authorities in Macedonia are composed of:
- Macedonian Aviation Operation Unit (MAOU);
- Macedonian Air Sovereignty Operation Centre;
The civil/military co-ordination is organized at three levels. The highest level is
the ministerial level between MoT and MoD. The level of CAA and the Macedonian Air
Defense Operation Centre within MoD is mainly concerned with technical matters. The
operational problems of airspace use, co-ordination procedures and day-to-day problems
are discussed between M-NAV and MAOU (Macedonian Aviation Operation Unit). A
further level exists for tactical decisions on Skopje ACC/APP and MAOU level. For the
time being, the Macedonian militaries do not possess military transport fleet.
Inside the Macedonian Aviation Operation Centre, the ATM team is staffed with
7 persons. The military coordinators (3 persons) are responsible for the supervision of
the military activities. The military controllers are responsible for the provision of ATS
to the military flights inside the temporary restricted airspace. Outside the temporarily
restricted area, the civilian ATCOs control the military flights.
The military zones for IFR/VFR flights are dynamically allocated within the
Skopje FIR airspace on tactical and daily basis, upon militaryrequest. Dynamic airspace
management is achieved through the real time verbal civil-military co-ordination; no
plans exist for enhanced civil-military co-ordination with electronic tools.
The co-ordination of the militaryflights inside temporarilyrestricted area is done
from the military premises, using their own equipment. For a purpose of co-ordination
with the civilian ATC authorities, a telephone hot line has been established, in order to
transfer the estimates about military flight exit/entry conditions in restricted areas.
The national equivalent of FUA concept is implemented; there are no operational
needs for CDRs and the necessity of AMC has to be evaluated for further utilization.

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Restricted areas are assigned by CAA NOTAM office, upon the military request. They
are published in the national AIP.
Co-operation between the CAA and military with regard to Search and Rescue
(SAR) activities is defined in the Government Regulation on method, organization and
entities for Aircraft Search and Rescue, that was enacted in 2013 and published in
Official Gazette of RM", No. 36/13. [7]
2 M-NAV, Macedonian Air Navigation
MNAV, PCL is company to which the Macedonian State delegates the
management and control of civilian air traffic in Macedonia.
MNAV PCL, is a result of the division of the Civil Aviation Agency into a
State-Controlled Enterprise MNAV and Regulatory Body which remain as Civil
Aviation Agency. This transformation has been realized in July 2009. The
organizational structure has its legal headquarters in Skopje and operating facilities
throughout the national territory. MNAV is a member of the international ATM (Air
Traffic Management) system and therefore participates in research and development
activities in coordination with the international control bodies for the sector such as
ICAO, EUROCONTROL.
Table 4: M-NAV Profile
[Source: Local Single Sky ImPlementation LSSIP Repblic of Macedonia available in archives at www.eurocontrol.int]

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2.1 Organization
M-NAV is organized in departments, which are given specific duties and trained
professionals. It is divided in three main divisions.
 ATS division
 CNS/ATM technical division
 ATM division
The board of supervisors consists of 3 persons, and is selected by the
government of Republic of Macedonia, as owner of the M-NAV. The supervisors
select 3 persons as directors for the board of directors:
1. -Director in the ATS division
2. -Director in the CNS/ATM technical division (currently president of the board
of directors)
3. -Director in the ATM division, i.e. sector for the financial, legal affairs,
development and investment.
ATS division consists of : Area control center, TMA, Training department, Aerodrome
control Ohrid, department for security, department for flow management, aeronautical
meteorological service department, department for AIS, department for NOTAM, ARO
Aerodrome reporting office, RCO route charging office.
CNS - department for information systems, department for radar systems, department
for NAVAIDS, technical department Ohrid, department for power supply, department
for machine maintenance and air conditioning.
ATM division – department of finance, department of procurement and investment,
department of planning and development and budget control, department of legal
affairs, department of human resources, department of public affairs, department of
general affairs, department of internal affairs.

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2.2 MISSION
MNAV's primary task is to contribute to the efficiency of the national transport
system guaranteeing the safety and regularity of circulation within the Macedonian air
space to all categories of users, respecting the international obligations of the country.
Such an objective must be reached by obtaining the company's economic
efficiency and by satisfying the request expressed by the users in terms of effectiveness
and quality of service.
The company provides directly to the delivery of the management and air traffic
control services assuring the maximum technical and system standards in flight safety.
[5]
2.3 VISION
In order to continue guaranteeing flight security for millions of people and a key
role in European air transport to Macedonia, MNAV has to pay constant attention to its
medium and long term strategy choices.
These choices must take the context in which MNAV operates into
consideration, which is comprised of and controlled by bodies and institutions relevant
to the sector (ICAO, Eurocontrol) and regulated by European laws that have designed a
strategy for the international ATM system. These organizations determine regulations
and establish requisites along with clear quality and security standards for air
transporters. They are also committed to incrementing interoperability between
providers in every country.
MNAV faces all these challenges by defining development projects that set out
important and complex investment plans, designed to reach as many technical-
functional objectives as financial.

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Some of these principles are:
 to increase production capacity and business continuity to meet demand, to
improve security and air traffic punctuality;
 to implement an economic-financial plan capable of continuing improvements in
Company performance, both in terms of company cost cutting and maintaining
applied prices;
 to assert ourselves as the Macedonian provider in the wider European ATM
panorama for international research and air traffic management development, planned
for the future. [5]
2.4 M-NAV services and activities
2.4.1 CNS/ATM Systems
2.4.1.1 Surveillance
Radar (an acronym of Radar Detection and Ranging) is a radio detection device
used to determine the aircraft position and to provide a reliable surveillance image of
the situation in the airspace and on the ground, ensuring a safe separation of controlled
traffic and improving the ATC capacity in the controlled area.
As far as civil and military air traffic control is concerned, M-NAV, PCLuses its
own radar systems. These radar systems with the radar systems of the neighboring
States are integrated in multi-radar tracking systems in order to provide multiple
coverage, high reliability and quality of target detection.
M-NAV, PCL owns three operational radar systems. The range of Secondary
Surveillance Radar System is 200 NM and they are used to provide control within en-
route and terminal control area. The range of Primary Surveillance Radar system is 60
NM and it is used to provide control within terminal control area. [5]

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Operational systems are:
 Thomson MSSR Secondary Surveillance Radar System,
 Alenia Radar System, Primary Surveillance Radar system (Alenia ATCR-335
DPC 19 KW) and Secondary Surveillance Radar System (Alenia SIR-M),
 Indra (Indra MSSR) Secondary Surveillance Radar System. [5]
2.4.1.2 ATM Technical
Data processing systems
Information systems or data processing systems are integrated part of ATC
system. Taking into consideration the fact that provision of safe and efficient air traffic
is very complex process, the same one cannot be imagined without sophisticated data
processing systems. The data processed can be various, such as: radar data, pre-flight
and flight plan data, meteorological data, technical-status data, air traffic flow data,
statistics data etc.
From the above-mentioned types of data, the following equipment and systems
can be listed:
 Air Traffic Control (Radar and Flight Plan Data Processing) Systems
 Air Traffic Simulator
 Message Exchange Systems – AFTN/CIDIN/AMHS, SITA
 Message Handling Systems – CADAS/Extended functions of AFTN
 Meteorological ground and satellite data acquisition, processing and presentation
systems – AWOS, ATIS, VOLMET, MESSIR, VCS 2MET
 Systems for processing of AIS data NOTAM, SNOTAM, SDO, PAMS
 Administrative Campus with Intranet infrastructure
 Information Display System – IDS
 Local technical support for CFMU and RCO terminals
 Security Systems [5]

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2.4.1.3 Communication
M-NAV, PCL provides all types of communication ensuring safe air navigation
services within the airspace of Republic of Macedonia and at the two international
airports, in accordance with ICAO SARPS and European Commission Directives which
are binding for this area. [5]
2.4.1.3.1 Air-Ground communication systems
Air-Ground communication systems are radio communication systems providing
communication between aircrafts and air traffic control unit within the area of
responsibility. Communication systems operate in the VHF band dedicated for this type
of communication according to the international coordination for allocation of
frequency. of bands.
Users of this service are aircrafts overflying the territory, aircrafts using the two
international airports, sport aircrafts, general aviation as well as military aircrafts.
The equipment used has been installed on the location of Solunska Glava,
having an aim to provide good radio coverage throughout Republic of Macedonia. For
the purpose of redundancy and for Aerodrome Control Tower, a radio equipment has
been installed at the Airport “Alexander the Great”, whereas appropriate equipment for
Aerodrome Control Tower has been installed at Ohrid “St. Paul the Apostle” Airport.
[5]
2.4.1.3.2 Ground-ground communication systems
Air Traffic Control Unit in Skopje exchanges various aeronautical data with the
neighboring centers.
Aeronautical data exchanged with Belgrade:
 Voice channels 2xMFC R2
 Radar data from the Skopje Radar is sent to Belgrade.
 OLDI

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Aeronautical data exchanged with Sofia:
 Voice channels 1xMFC R2
 1xLB (spare)
 AFTN
 OLDI
 Radar data from the Skopje Radar for Sofia and radar image from the Vitosa
Radar for Skopje.
Aeronautical data exchanged with Athens:
 Voice channels 2xMFC R2
 OLDI
 AFTN
Aeronautical data exchanged with Thessaloniki:
 Voice channel 1xLB
 Radar data from the Thessaloniki Radar towards Skopje.
Aeronautical data exchanged with Tirana:
 OLDI
 Radar data from the Skopje Radar towards Tirana.
Voice Communication Switch System (VCS System) is a system consisting of
Controller Working Positions with touch screen pad, communication plugs
(microphone, speaker headset) and peripheral communication systems (VHF radio,
leased lines with the neighboring centres), enabling safe air-ground communication and
ground-ground communication of air traffic controllers with the aircrafts and the
neighboring centres, too. [5]
2.4.1.3.3 VHF Direction Finder
VHF Direction Finders in approach have been installed at the two International
airports.

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2.4.1.3.4 Recording systems
Air Traffic Control unit in Skopje has in possession digital recorder of voice
channels with a recording capacity of maximum of 120 channels. The records are kept
on two independent systems within period of minimum of 30 days, in accordance with
ICAO recommendations.
Air Traffic Control unit in Ohrid has also digital recorder. [5]
2.4.1.3.5 Meteorological systems
Accurate meteorological data are being provided by a system of electronic
sensors for measuring meteorological measurements and occurrences, such as:
temperature, wind speed and direction, visibility, cloud height base, atmospheric
discharges etc. The sensors are located in vicinity of runway threshold in Skopje and
Ohrid. [5]
2.4.1.4 Power supply
Power supply equipment/systems provide a vital role in the operation of
CNS/ATM systems and consequentially to safe and orderly operation of air navigation
services.
The electrical power supply sources/equipment/systems - quality, availability, capacity
and reliability are one of the basic technical prerequisites for high integrity and
reliability of CNS/ATM system services.
To fulfill the requirements the proper design, installation, maintenance,
monitoring and control should be met according to electrical power supply standards
and regulations, both national and international.
In terms of type and function, there is a clear difference between primary
or commercial power supply (EVN Macedonia) as an external element and the
secondary power supply (backup, uninterruptible) as internal element of M-NAV.
M-NAV buildings and systems for provision of air navigation services, are
properly equipped with power supply plants and installations, starting from the
connection points to EVN Macedonia, through its own (internal) power sources and

38. FOA DOFT
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power distribution network, to the points of connection with consumers - CNS/ATM
equipment/systems.
Depending of consumer (load) type and requirements, it can be categorized
according to “allowed” time failure in the power supply, as a :
 Cat. M loads (on Mains) - power supply interruption can be longer in time;
 Cat. G loads (on Generator) - power supply interruption shall be shorter in
time;
 Cat. U loads (on UPS) - no interruption allowed (CNS/ATM flight operative
loads).
Equipment and systems used for power supply can be briefly mentioned and
described as abbreviations: commercial or public mains supply (Mains), stand-by
engine-generator set (GenSet), uninterruptible power supplies (UPS), AC/DC
rectifiers/chargers, batteries and battery station (Bat.), substations (SS), transformers
(TR), control panels, switchboards, power supply distribution network, etc. [5]
2.4.2 MET Service Unit
The "M-NAV" aeronautical MET service consists of one aeronautical MET
forecast unit located at Skopje airport acting as aerodrome MET office as well as
meteorological watch office and two aeronautical MET observations units located at
Skopje and Ohrid airports.
The main products and services provided by the aeronautical MET forecast unit
are:
- Maintaining of continuous survey and forecasts of local meteorological
conditions at Skopje and Ohrid airports
- Maintaining watch over meteorological conditions affecting flight
operations within the area of responsibility (Skopje FIR)
- To provide briefing, consultation and flight documentation to flight crew
members and/or other flight operations personnel
- Aerodrome forecasts (TAF) and landing forecasts (TREND)
- Take-off forecasts

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- SIGMET warnings and GAFOR forecasts
- Aerodrome and wind shear warnings
The main products and services provided by the aeronautical MET observations
units are:
- Routine observations and MET elements measurements
- Special observations and reports
- Preparation and dissemination of routine aerodrome MET reports (METAR)
- Local MET reports and Special MET reports
- Synoptic observations and reports (SYNOP)
- Climatological observations. [5]
2.4.2.1 MET products
The main task of the "M-NAV" aeronautical MET service is to provide
meteorological information for the benefit of air navigation safety. In the first place, the
users are air traffic controllers, pilots of the commercial flights, aerodrome operators,
military and police units and sport and general aviation pilots.
The aeronautical MET service offers the following MET products:
- METAR, LOCAL MET reports and SYNOP reports
- TAF and TREND
- SIGMET
- GAFOR
- Aerodrome warnings
- Model output products
- Remote sensing products. [5]

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2.4.3 Training Department
The training department is established in 2009 with the creation of M-NAV.
It is vital for producing and maintaining the high level qualifications of the
ATCO‟s and FD‟s required for the safe conduct of the air traffic in Republic of
Macedonia.
It consists of the Head of the training department and 3 instructors within the
department. When necessary, 7 OJTI‟s from Skopje ACC, 5 OJTI‟s from Skopje TMA
and 1 OJTI from Ohrid aerodrome control help in conducting the theoretical, simulator
and OJT training.
Besides the ATCO‟s training (transitional, pre-OJT and OJT) and FD‟s training,
the training department is also responsible for creation and revision of the relevant
documents, such as Unit Training Plan, Unit Competency Scheme etc.
M-NAV is using advanced equipment and technology in order to perform the
assignments assigned by the State. The equipment and the environment require a lot of
specialized training, which is provided by the training department. All the training has
been developed in compliance with EUROCONTROL‟s standards and
recommendations. The training department has modern facilities at its disposal. The
Pre-OJT training of Skopje ACC and Skopje TMA ATCO‟s is conducted on site-
specific simulator, identical to the system used in the OPS room. [5]
2.4.4 ATC system in use
ALENIA SELEX is currently in use for ATM. As a part of the multi radar
tracking 3 radar heads are currently deployed in Republic of Macedonia (Alenia,
Thompson and Indra). By the end of 2017, as a part of deployment of the new ATM
system, all 8 EATMN systems will be affected.

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2.5 Safety Management
M-NAV is committed to the safety of the users of the Macedonian airspace and
airfields as well as to the efficient handling of their flights. M-NAV will therefore afford
safety the highest priority over commercial, operational, environmental or social
pressures and constraints.
The principal safety objective is to minimize M-NAV contribution to the risk of
an aircraft accident or incident as far as reasonably practicable while providing an
expeditious service.
Picture 2: Area radar screen at Skopje ACC
[Source: Own work ]
Picture 3: Skopje TMA approach radar screen
[Source: Own work]

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The management pays special attention to the Quality Management
System that ensures the prime quality of services to full satisfaction of our users and
partners. [5]
2.5.1 Quality Management System
QMS separate but complementary with SMS deals with:
 Quality of ANS provided, including quality in cooperation with
stakeholders(including adjacent ACC, regional cooperation, etc)
 Quality of Operational and Safety job done,
 Quality by ISO Standards
The role of the QMS is to monitor compliance with and the adequacy of
procedures required to ensure quality operational practices. The QMS and SMS have
complementary but independent functions with the QMS monitoring the SMS. The M-
NAV is developing Quality Management System (QMS) to help cultivate sound project
and operational service management. Many of the records required by the QMS and the
Safety Management System are very similar. [5]
2.5.2 Safety Management System
M-NAV has a safety management system in place that meets national and
international parameters. It is organized independently of operational management and
works on a proactive basis. Safety management supports and monitors the operational
safety objectives of M-NAV by ensuring that the safety requirements are met in all
areas of the company and improvements are implemented where necessary.
The safety management system mainly comprises the following functions for
ensuring and increasing safety:
 Representing M-NAV interests in the development of national and international
norms and standards for safety management;

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 Implementing external norms and standards for safety management in M-NAV
internal regulations, including developing M-NAV - wide uniform means, methods
and procedures;
 Monitoring and checking adherence to and application of M-NAV - internal rules,
means, methods and procedures of safety management, including the initiation and
management of any improvements required;
 Monitoring and checking operational safety, including the initiation and
development of any improvements required. [5]
2.5.3 Reporting System
All occurrences that are safety-related as well as those which may pose a hazard
to the safety of air traffic at M-NAV have to be reported to the Safety Department. They
are all investigated by the experts of the safety management units. The sole purpose of
this investigation is to detect safety risks in the air traffic management system. This will
allow us to mitigate them or to eliminate them by taking suitable countermeasures.
Diagram 1Picture 4: Diagram the Safety Management’s organization
[Source: www.mnavagitaion.mk]

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Safety-related occurrences are:
 Aircraft accidents
 Infringements of separation
 Aircraft proximities (AIRPROX)
 Runway incursions
 Outage/failures of technical air navigation services facilities
 Deviations of technical air navigation services facilities from the required state
 Acts of unlawful interference in air traffic or against technical air navigation
services facilities
 Other occurrences posing a hazard to the safety of air traffic
In addition to the compulsory reporting system, M-NAV has a voluntary,
confidential reporting system offering staff the opportunityto report anypotential safety
- related problems in the air traffic management system to a central unit and, thus, to
initiate a systematic analysis. The primary aim of the voluntary confidential reporting
system is to detect any potential risks in day-to-day operations and systematically
investigate them. [5]
2.5.4 International involvement of the SMS
M-NAV Pcl applies all SES requirements in the field of SMS to a very large
extent, taking Regulation (EC) No. 2096/2005 and ESARRs as the main references,
and complying simultaneously with all applicable national legislation. M-NAV Pcl has
been certified in March 2010 by CAA of Republic of Macedonia.
M-NAV takes an active part in a number of international initiatives and
processes, having its representative in the Eurocontrol Safety Team (composed of the
safety managers of European ANSPs), as well as representatives in certain safety related
working groups. Eurocontrol‟s European SafetyProgramme is one of the main drives of
M-NAV's SMS activities.
Eurocontrol‟s SASI Project encompasses ANSPs from more than 20 countries
and supports them in SMS implementation-NAV is highly involved in SASI activities,

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with a large number of its experts participating in working sessions or training, and
hosting one or two SASI events a year. The results of safety maturity studies conducted
by Eurocontrol over the last few years show that M-NAV Pcl has been continuously and
rapidly improving its SMS, striving to make it as mature as possible and thus to achieve
the highest safety level in the provision of air navigation services. [5]
3 Macedonian Airspace
Picture 5: Classification of the Macedonian Airspace
[Source: Local Single Sky ImPlementation LSSIP Republic of Macedonia available in archives at
www.eurocontrol.int]

46. FOA DOFT
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3.1 Airspace classification and organization
M-NAV is responsible for providing Air Traffic Services on area of 25,713 km2
.
The provision of radar services is based on en-route and approach radar facilities on
Macedonian territory augmented by additional radar information from facilities in
Bulgaria.
Skopje FIR neighboring FIRs are :
 Tirana FIR (Albania)
 Belgrade FIR ( Serbia )
 Sofia FIR (Bulgaria)
 Athens FIR ( Greece)
 Pristina FIR ( Kosovo)
1. Airspace class C is applied to UTA from FL 245 till 660 and for CTA from FL
200 till FL 245 within the lateral limits of Skopje FIR
2. Airspace class D applied to:
 CTA from FL 105 till FL 200 within the lateral limits of Skopje FIR
 all ATS routes within Skopje FIR (lower limit 1000ft AGL, upper limit FL200)
 Within the lateral limits of Skopje TMA
o Lower limit 1000ft AGL within 20 NM circle centered at Skopje
Airport, or 1000ft AGL or 9000 AMSL outside the circle, whichever is
higher
o Upper limit FL 145
 Skopje CTR within its lateral limits, lower limit GND upper limit 4000ft AMSL
 Ohrid CTR within its lateral limits, lower limit GND upper limit 4000ft AMSL
3. 3. Airspace class E applied to CTA within Skopje FIR lateral limits, with
exemption of CTRs, TMA and ATS routes, lower limit 1000ftAGL, upper limit
FL105, and within Skopje TMA lower limit GND upper limit 1000 ft within 20
NM circle centered at Skopje airport or 1000 ft AGL or 9000 AMSLoutside this
circle, whichever is higher.
4. Airspace class G applied with lateral limits of Skopje FIR with exemption of
TMA and CTRs from GND till 1000 AGL
5. The Division Flight Level (DFL) separating upper from lower ATS airspace is
FL285.

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Metric system is not used, only imperial system is available in accordance with
national regulations. [1][7]
3.2 Areas of airspace
Within Skopje FIR, there are areas of airspace which are under the jurisdiction of
the M-NAV. Those are:
 CTR – controlled traffic regions ( LWSK and LWOH)
 TMA – Terminal maneuvering area (LWSK and LWOH)
 LWR – Restricted airspace. (LWR01, LWR02, LWR03 )
All of those areas have own lateral and vertical limits, and have specific flight rules.
3.2.1 CTR – Controlled traffic region
CTR (Controlled traffic region) is a volume of controlled airspace, normally
around an airport, which extends from the surface to a specified upper limit, in this case
is up to 4000 ft AGL, established to protect air traffic operating to and from that airport.
The CTRs are controlled by the TWR controllers. There are two CTRs within
Skopje FIR:
 LWSK
 LWOH
3.2.2 TMA – Terminal maneuvering area
TMA – terminal control area, a control area normally established at the
confluence of ATS routes in the vicinity of one or more major aerodromes. Within
Skopje FIR there are 2 TMAs:
 LWSK TMA
 LWOH TMA

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Vertical limits are 1000 AGL within 20 NM from the airport, and 1000 AGL /
9000 AMSL, whichever is higher, further, until FL145.
3.2.3 LW R – Restricted airspace
Restricted airspace is an area (volume) of airspace in which the local
controlling authorities have determined that air traffic must be restricted (if not
continually prohibited) for safety or security concerns. [2] Within the Skopje FIR, the
restricted airspaces are activated by NOTAM. There are three restricted zones within
Skopje FIR [picture 7, marked with red borders]:
 LW R01 – GND/ 6000 m – Nature of risk : collision with anti-hair rockets ,
military exercise and training areas.
 LW R02 – GND / 3350 m – Nature of risk: collision with anti-hail rockets,
military exercise and training areas.
 LW R03 – GND / 4500 ft – All Traffic prohibited except for emergency flights,
hospital flights, SAR flights, flights with special approval from the CAA. [1] [2]
3.2.4 AWY – Airways
Airways are legally defined corridors that connect one specified location to
another at a specified altitude. Airways are defined with segments within a specific
altitude block, corridor width, and between fixed geographic coordinates for satellite
navigation systems, or between ground-based radio transmitter navigational
aids (navaids) (such as VORs or NDBs) or the intersection of specific radials of two
navaids. There are two types of airways:
 L AWY ( Low Airways )
 H AWY (High Airways ) [1][2]

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Picture 6: Chart of lower airspace in Skopje FIR / Low Airways
[Source: AIP Macedonia http://www.mnavigation.mk/Data/Sites/1/media/eaip/en/index.htm ]
Picture 7: Chart of upper airspace Skopje FIR / High Airways
[Source: AIP Macedonia http://www.mnavigation.mk/Data/Sites/1/media/eaip/en/index.htm ]

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3.3 Airports
The total network of airports in Republic of Macedonia is comprised of:
 Two airports for international air traffic – airports "Alexander the Great” –
Skopje and “St. Paul the Apostle” - Ohrid
 Five sport airports with grassy landing field: Skopje - Stenkovec, Kumanovo,
Stip, Bitola and Prilep adequate for all types of sport aviation
 Eight landing strips for Aerial work that are used mainly in agriculture and
forestry. [4]
3.3.1 Airport Alexander the Great – Skopje
The runway at the Skopje Airport encompasses runway 2,450 m long and 45 m
wide, system of taxiways and platform with 15 stands for all types of aircraft, starting
from the general aviation up to B747 and AN 124. The airport is 25km away from the
city at 238m altitude and referent temperature of +29 degrees Celsius (in July). During
the winter, particularly in February there is a haze.
One of the latest bigger reconstructions dates back from 1996 - 1997, when the
entire lighting signalization for second category was installed, and with the other
construction activities the airport is enabled for taking off, landing and maneuvering of
all aircraft types. [4]
3.3.2 Airport St. Paul the Apostle – Ohrid
The runway at the Ohrid Airport is 2,550m long and 45m wide, which has 13
stands for the aircraft of the general aviation to the TU 154 aircraft. The airport is 9 km
away from the city, on 708m altitude and referent temperature of +27,7C (in August).
The last reconstruction of the Ohrid Airport was performed in 2004, when new lightning
system of first category with simple approaching lights was installed. The other features
enable taking off, landing and maneuvering starting from the smallest aircraft category
up to the referent type of aircraft - TU 154. [4]

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Picture 8: LWSK to left, LWOH to the right.
[Source: www.airports.com.mk]
3.3.3 Airports operator
The operator of the airports in Macedonia open to international air traffic is TAV
MACEDONIA, Ltd, which undertakes airports on 01 March 2010 from the previous
operator PAES "Airports of Macedonia”.
3.4 Kosovo airspace
Kosovo airspace was closed until 3rd
of April, 2014. Now, it is controlled by the
Kosovo authorities, Pristina ACC until FL205. From FL205 until FL660 is controlled
by Hungarocontrol i.e Budapest ACC.
The opening of the Kosovo airspace lead to shorter flight routes in the region an
thus generate savings for airspace users in terms of flight efficiency. It is estimated that
around 180‟000 flights annually will fly 370‟000 less NM, resulting in reduced
operation costs of about 18 Million Euros, approximately 24,000 tons less fuel burned
and CO2 emissions reduced by 75,000 tons.

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3.5 Air Traffic Service
Air traffic service (ATS) is a service which regulates and assists aircraft in real-
time to ensure their safe operations, in other words to prevent collisions between
aircraft, to conduct and maintain an orderly flow of air traffic and notify concerned
organizations of and assist in search and rescue operations.[3] It is divided into three
sections:
 Area Control Center
 Approach Control Center
 Aerodrome (Tower) Control
There are currently licensed Air Traffic Controllers. The controllers on one shift
switch every 2 hours. There are three general shifts:
 Morning shift - 7:30 – 15:30
 Day shift – 15:30 – 23:30
 Night shift - 23:30 – 7:30
Picture 9: Kosovo airspace
[Source: www.scgvacc.net]

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3.5.1 Area Control Center
Area Control Center (ACC) is a facility responsible for controlling aircraft en
route in a particular volume of airspace (a Flight Information Region) at high altitudes
between airport approaches and departures.[2]
The Area Control Centre has been established on the 8th
November 1996. It is
situated at the “Alexander The Great “airport. At that time it has been working in the old
TMA OPS room and using rather old equipment. In January 2002 Skopje ACC was
transferred in a new OPS room equipped with at the time state of the art system. Now
Skopje ACC is handling approximately 150000 flights a year, and more than 600 flights
during the peak summer day. The services are provided by up to 4 ACC sectors, with
capacity up to 30 aircraft per sector. Each sector consists of two identical working
positions, of which one is assigned to the planning and one to the executive controller.
3.5.2 Approach Control Center
The Approach Control Center is responsible for controlling the TMA around the
airport i.e traffic that departs and approaches the airport, and traffic that operates within
the TMA airspace.
TMA Skopje is situated at Alexander the Great airport.
Picture 10: Skopje ACC Sector 1
[Source: Own work ]

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Besides handling approximately 12000 IFR flights a year, TMA Skopje also
handles most of the military traffic in R. Macedonia as well as most of the General
Aviation Traffic (GAT). Apart from the Alexander the Great airport, under its
jurisdiction are several smaller airfields used by the GAT and aircraft specialized for
farm dusting.
TMA Skopje uses the same modern multi-radar system as Skopje ACC. It
consists of one executive position.
3.5.3 Aerodrome Control (Tower)
Visual observation from a control tower constitutes the primary method of
controlling air traffic on the ground and in close proximity of an airport. The control
tower is a tall, windowed structure that offers the air traffic controllers a panoramic
view covering the airport and its surroundings. Aerodrome controllers - or "tower
controllers" - are responsible for the separation and efficient movement of aircraft and
vehicles operating on the taxiways and runways of the airport, as well as for aircraft in
the air in the vicinity of the airport.
Picture 11: Skopje APP located in the Skopje ACC
[Source: Own work]

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There is a radar display available at the tower at LWSK, but is used only for
observation. All control, delivery ground and tower control is done by one person at
LWSK.
At LWOH, it is a procedural control, and the TWR controllers are responsible for
the approach control as well. It consists of one executive position and one assistant
position.
Picture 12: Skopje TWR (to the right is the radar screen for observing)
[Source: Own work]
Picture 13: M-NAV, Skopje ACC
[Source: Own work]

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3.5.4 Coordination and LOA
The purpose of coordination is the direct communication between two or several
different air traffic controllers with sending and receiving flight data or ATC
information. The coordination is used to:
 Inform adjacent air traffic controllers about the activation or deactivation of
the area of responsibility
 Negotiating the transfer of any traffic which is under one controller‟s zone
of responsibility to another zone.
 Negotiating a clearance or control instruction for any traffic in a
controller‟s area of responsibility when the instruction needs approval by
adjacent air traffic controller.
 Realizing adequate regulation inside one controller‟s area of
responsibility without generating any problem for adjacent air traffic
controller.
 Integration of incoming traffic in one controller‟s area of responsibility
without causing any loss of separation.
The Air Traffic Controllers at Skopje ACC, coordinate between themselves
verbally and using the telephone system. Firstly the telecommunications are transferred,
and after that is done the handoff. There is also coordination between Skopje ACC and
its adjacent ACCs such as Sofia ACC, Belgrade ACC, Tirana ACC, Pristina
ACC/Hungarocontrol, Makedonia ACC. There are LOAs between all the ACCs, and
every coordination is done according to the LOAs.
Hungarocontrol controls the Kosovo airspace from FL205, and below FL205 is
the Pristina ACC.
3.5.5 Supervisor
There are only two supervisors at the Skopje ACC, one at Skopje ACC/APP and
one in Ohrid TWR/APP. He controls and oversees all the operations, and is responsible
for the controllers‟ performance. He also takes notes of every problem, and every
mistake done by the controllers and takes action.

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3.5.6 ATC units
Two sectors configuration encompassed two vertical sectors, divided as follows:
 From GND to 365
 From 365 to 660 or
 From GND to 345
 From 345 to 660, depending on the traffic demand.
Three sectors configuration encompassed three vertical sectors, divided as
follows:
 From GND to 365
 365-385
 385-660
Three-sector configuration is supported by the ATM system and VHF/VCS
system.
[Source: LSSIP of Republic of Macedonia, available www.eurocontrol.int]
4 Radio navigational aids
The service of Air Traffic Control wasn‟t born in a day. The ATC service,
emerged as a result of the progress in aviation itself. Since the first flight of the airplane,
the scientists and engineers were searching for a way of locating the airplane itself.
That‟s how the ATC service changed within years, since the use of radio goniometer in
1931 till now.
Nowadays, within LWSS, the Technical Department at M-NAV are responsible for the
radio navigational aids. They are responsible for the aids‟ installation and controlling its
functions. M-NAV is responsible for all the annexes that should be active for the radio
navigational aids.
Table 5: ATC units in Skopje FIR

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Radio navigational aids within Skopje FIR:
 Locator (L)
 LF/MF NDB
 VDF
 ILS
 VOR
 DME
 SSR
All the radio navigational aids have accuracy that is tolerated according to the
ICAO Annex 10, and their value is RNP 5. RNP 5 means that there is navigational
accuracy of +/- 5 NM during 5% of the flight. Aircraft, other than state aircraft,
operating on the ATS routes within Skopje FIR shall be equipped with, as a minimum,
RNAV equipment meeting the Required Navigation Performance (RNP) 5 in
accordance with the requirements set out in DOC 7030 Regional Supplementary
Procedures (EUR RAC Section 14).
4.1 NDB
A non-directional (radio) beacon (NDB) is a radio transmitter at a known
location, used as an aviation or marine navigational aid. NDB signals follow the
curvature of the Earth, so they can be received at much greater distances at lower
altitudes, a major advantage over VOR. However, NDB signals are also affected more
by atmospheric conditions, mountainous terrain, coastal refraction and electrical storms,
particularly at long range. There are a few NDBs within Skopje FIR:
 IZD - Ohrid NDB
 PEP – Prilep NDB
 PT – Skopje NDB

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Picture 14: Chart of the NDBs in Skopje FIR
[Source: Own work, used www.skyvector.com]
4.2 VOR/DME
VHF Omni Directional Radio Range (VOR) is a type of short-range radio
navigation system for aircraft, enabling aircraft with a receiving unit to determine their
position and stay on course by receiving radio signals transmitted by a network of fixed
ground radio beacons. It uses frequencies in the very high frequency (VHF) band from
108 to 117.95 MHz.
Distance measuring equipment (DME) is a transponder-based radio navigation
technology that measures slant range distance by timing the propagation
delay of VHF or UHF radio signals.
VOR/DME refers to combined radio navigation station for aircraft, which
consists of two radio beacons, placed together, a VHF omnidirectional range (VOR)
and distance measuring equipment (DME). VOR produces an angle between the station
and the receiver in the aircraft, while DME does the same for range. Together, they
provide the two measurements needed to produce a navigational "fix" using a chart.

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VOR/DME aids in Skopje FIR are:
 SKJ – Skopje
 OHR (DVOR/DME) – Ohrid
 SIN – Sinko
Picture 15: Chart of the VOR/DMEs within Skopje FIR
[Source: Own work, used www.skyvector.com]
4.3 PSR/MSSR
There is no use of Primary Radar, for the purpose of providing Radar Control
Service by the CAA of Macedonia. However the primary radar coverage of Skopje FIR
is provided by two PSR stations:
• BR - station at Banjski Rid Hill (PSR and MSSR) 41º57‟34”N, 021º38‟31”E,
Range PSR 60 NM.
• TAR station at Thessaloniki, Republic of Greece (PSR and MSSR) 40º28‟16”N,
022º55‟41”E, range PSR 60 NM

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PSR derived information may be available for radar monitoring, providing traffic
information, and aircraft emergencies.
4.4 SSR
Multi Radar Tracking-MRT provided by the automated ATC System in Skopje
ACC and Skopje TMA is used for provision of radar control service. ATCOs are
qualified to provide radar control service to all aircraft in controlled airspace of Skopje
FIR with exemption of CTRs. Radar control service shall be provided H24. However for
purposes of training for procedural controllers, in periods of low traffic density and
when reasonable assurance exists that efficiencyshall be maintained, procedural control
might be applied. MRT used in Skopje ACC and Skopje Approach is provided by three
radar stations:
1. SK - station at Airport Skopje (MSSR) Range 250NM.
2. BR - station at Banjski Rid Hill (PSR and MSSR) (41º57‟34”N,
021º38‟31”E) MSSR range 200NM
3. VI - station at Vitosha Mountain Republic of Bulgaria 42º33‟47”N,
023º17‟10”E, range 200 NM
4. TAR station at Thessaloniki, Republic of Greece (PSR and MSSR)
40º28‟16”N, 022º55‟41”E, range MSSR 200 NM The ground equipment
will interrogate on Modes A and C, being capable of decoding 4096
codes. If pilot selects on Mode A either code 7700, 7600 or 7500 this
will be indicated on display automatically.
Radar identification is achieved according to the provisions specified by ICAO
Radar control services is provided in controlled airspace to aircraft operating within the
Skopje CTA/UTA and Skopje TMA.

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4.5 GNSS deployment
At the Macedonian airports there are instrumental and visual approaches. The
instrumental is CAT 1, but because of the bad weather conditions, especially during
winter, CAA made a decision to implement the new GNSS approach system at LWSK
and LWOH. The project is still in progress.
Diagram 2
Picture 16 Chart with the locations of the Radars used in Skopje FIR
[Source: Own work, used www.skyvector.com]

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5 Statistics
With the reopening of Kosovo Airspace, the air traffic above the Macedonian
airspace increased by 20%. Until April, 2014, there were around 110‟000 – 130‟000
overflights above the Macedonian airspace, but after that it increased by 30‟000
overflights more, as well as departures from the Skopje Airport. Following tables are
taken from the Annual Network Operations Report by Eurocontrol.
[Source: Annual Network Operations Report 2014, available on www.eurocontrol.int ]
Table 6: Realisation of Capacity Plan for 2014

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Picture 17: Diagram of traffic and en-route ATFM delays
[Source: Local Single Sky ImPlementation LSSIP Repblic of Macedonia available in archives at www.eurocontrol.int]
Picture 18: Diagram with evolution of IFR movements
[Source: Local Single Sky ImPlementation LSSIP Repblic of Macedonia available in archives at www.eurocontrol.int]

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Conclusion
All of the facts mentioned and discussed in this thesis are backed up with real
intel i.e data that I got from my visit in M-NAV, in the department of air traffic service
and the other departments too. It allowed me to meet new people in the ATC business,
and learn more about the ATC world in my country, as well as the problems they are
facing and how everything functions.
On the basis from the data that I collected and analysis made of the system of air
traffic control in Macedonia, as well as with my knowledge gained during my studies at
the Faculty of Aeronautics in Kosice, I came to conclusion that, even though Slovakia‟s
airspace is larger than the Macedonian, there are no big differences between the system
of Air Traffic Control. Both sides are trying to improve their ATS as much as possible.
Macedonia is also trying to be equal with the European standards, because of not being
part of EU.
Air traffic control is one of the most important things in every country, both
locally and internationally. Macedonia in all these years is trying to show Eurocontrol
and EU states, that their ATC system is of a great quality, and is ready to move on and
get better in every aspect. The vision is to get safe and efficient air services operation
entirely integrated into the European transport net contributing to the sustainable
development of the Republic of Macedonia.
The Republic of Macedonia constantly promotes and boosts the co-operation in
the region through their active participation in several regional initiatives and
agreements, as Radar Data Sharing Agreement with the neighboring countries, Bilateral
agreement of co-ordination in ATM field, cooperation with ECAA, the special coo-
operation agreement with NATO-KFOR for the Kosovo airspace, the agreement with
Tirana ACC for delegation of the airspace in vicinity of Ohrid airport in order to
facilitate terminal operations at the Ohrid Airport, and so on.
All of the above mentioned, proves that Macedonia is willing and working
greatly, with a goal , to be a part of the European Union.

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List of used literature
[1] AIP Macedonia, updated year 2015, available on
www.mnavigation.mk/Data/Sites/1/media/eaip/en/index.htm
[2] www.wikipedia.com
[3] ICAO DOC 4444 – Air Traffic Management, 15th
Edition, year 2007, ISBN
978-92-9231-011-0
[4] www.caa.gov.mk
[5] www.mnavigation.mk
[6] Annual Network Operations Report, year 2014, available on
https://www.eurocontrol.int/publications
[7] Local Single Sky ImPlementation LSSIP Republic of Macedonia, year 2014,
available www.eurocontrol.int/publications

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Appendices
Appendix A: Charts of the Lower/Upper Airspace Skopje FIR
Appendix B Chart of Skopje TMA/MRVA
Appendix C: Diagram of the CAA‟s organizational structure
Appendix D: CD – bachelor thesis and appendices in electronic form.

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Appendix A
ENROUTE CHART ICAO / LOWER/UPPER AIRSPACE
28.05.2015 MACEDONIA AIP

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Appendix B
Skopje TMA/MRVA Chart ICAO,
28.05.2015 AIP MACEDONIA

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Appendix C
DIAGRAM OF THE MACEDONIAN CAA‟S INTERNAL
ORGANISATION STRUCTURE

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