Airspace Reclassification For Tuzla Airport

Introduction

Glossary of terms and acronyms used

ATS Air Traffic Service. A generic term meaning variously, flight information service, alerting

service, air traffic advisory service, air traffic control service (area control service, approach control

service or aerodrome control service).

ATZ Aerodrome Traffic Zone. The airspace in the vicinity of an aerodrome, the size of which is

dependent on the length of the runway. For runways less than 1850 metres the airspace extends

from the surface to a height of 2000ft above the level of the aerodrome within the area bounded by

a circle centred on the notified mid-point of the longest runway and having a radius

of 2 nautical miles. Where the runway is more than 1850 metres e.g. as at HUY, the radius is 2 1/2

miles.

Aeronautical Information Service (AIS) A service established within the defined area of coverage

responsible for the provision of aeronautical information/data necessary for the safety,

regularity and efficiency of air navigation.

Aeronautical Information Publication (AIP) is a publication issued by or with the authority of a State

containing aeronautical information of a lasting character essential to air navigation

Airspace Configuration Is a pre-defined and coordinated organisation of routes and their

associated airspace structures, temporary airspace reservations and ATC sectorisation.

Airspace Management (ASM) is a planning function with the primary objective of maximising the

utilisation of available airspace by dynamic time-sharing and, at times, the segregation of

airspace among various categories of users based on short-term needs. In future systems,

airspace management will also have a strategic function associated with infrastructure

planning.

Aircraft Movement – An aircraft take-off or landing at an airport. For airport traffic purposes one arrival and one departure is counted as two movements.

Air Traffic Management (ATM) is the dynamic, integrated management of air traffic and airspace

including air traffic services, airspace management and air traffic flow management –

safely, economically and efficiently – through the provision of facilities and seamless

services in collaboration with all parties and involving airborne and ground-based

functions. (I)

The general objective of ATM is to enable aircraft operators to meet their planned departure

and arrival times and to adhere to their preferred flight profiles with the minimum constraints,

without compromising agreed levels of safety.

Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any desired

flight path within the coverage of station-referenced navigation aids or within the limits of the

capability of self-contained aids, or a combination of these. (I)

ATC Unit is a generic term meaning variously, area control centre, approach control office or

aerodrome control tower.

ATS Airspaces are airspaces of defined dimensions, alphabetically designated, within which specific

types of flights may operate and for which air traffic services and rules of operation are

specified. (I)

ATS airspaces are classified as Class A to G (I).

Air Traffic Control Clearance is an authorisation for an aircraft to proceed under conditions specified

by an Air Traffic Control unit. (I)

For convenience, the term “Air Traffic Control Clearance” is frequently abbreviated to “ATC

Clearance” or “Clearance” when used in appropriate contexts. (I)

The abbreviated term “Clearance” may be prefixed by the words “taxi”, “take-off”,

“departure”, “en-route”, “approach” or “landing” to indicate the particular portion of flight to

which the Air Traffic Control Clearance relates.

Airspace Management Cell (AMC) is a joint civil/military cell responsible for the day-to-day

management and temporary allocation of national or sub-regional airspace under the

jurisdiction of one or more ECAC State

Airspace Restriction is a defined volume of airspace within which, variously, activities dangerous to

the flight of aircraft may be conducted at specified times (a ‘danger area’); or such

airspace situated above the land areas or territorial waters of a State, within which the

flight of aircraft is restricted in accordance with certain specified conditions (a ‘restricted

area’); or airspace situated above the land areas or territorial waters of a State, within

which the flight of aircraft is prohibited (a ‘prohibited area’)

BS Basic Service. A Basic Service is an ATS provide for the purpose of giving advice and

information useful for the safe and efficient conduct of flights. This may include weather

information, changes of serviceability of facilities, conditions at aerodromes, general airspace

activity information, and any other information likely to affect safety. The avoidance of other traffic

is solely the pilot’s responsibility.

CAA Civil Aviation Authority. It is the duty of the CAA to develop, promulgate, monitor and

enforce a policy for the sustainable use of UK airspace and for the provision of necessary

supporting infrastructure for air navigation.

CAS Controlled Airspace. Refers to airspace in which traffic levels are such that it has been

determined that air traffic control(ATC) must provide some form of separation between aircraft.

The airspace is of defined, and published, dimensions.

Class A. Airspace Airways, except where they pass through a TMA or CTR of a lower status.

Aircraft flying under visual flight rules are not allowed in this airspace. Separation is provided to all

aircraft flying in this airspace.

Class B Airspace

Class C Airspace Except for 2 isolated segments this airspace is only used above FL 195 in the

UK.

Class D Airspace Mostly CTRs and CTAs that permit IFR and VFR flight in accordance with

specified conditions. The most common class of CAS established around airports within the UK.

Class E Airspace Allocated to segments of the Scottish TMA, Belfast TMA and Durham Tees

Valley Control Zone. It is similar to Class D but with a reduced traffic information from ATC and no

ATC clearance is required.

Class F Airspace This is for advisory routes along which a civil air traffic advisory service is

available to participating aircraft.

Class G Airspace Aircraft are able to fly without any flight plan or air traffic clearance in accordance

with specified flight rules. This is the most common class of airspace outside CAS and advisory

airspace in the UK.

CTA. Control Area. A controlled airspace extending upwards from a specified limit above the earth

to a specified upper limit. CTAs can be further classified as:

(i) Airway A control area, or part thereof, in the form of a corridor, equipped with radio navigation

aids.

(ii) Terminal Control Area (TMA) A control area, normally established at the confluence of airways,

in the vicinity of one or more major aerodromes.

CTR/CTR Control Zone. An area of controlled airspace extending upwards from the surface of the

earth to a specified upper limit.

dBA dBA is used to denote the levels of noise measured on an weighted decibel scale (i.e. a

frequency weighting that is applied to the electrical signal within a noise measuring instrument as a

way of simulating the way the human ear responds to a range of acoustic frequencies).

17

DAP Directorate of Airspace Policy. The airspace approval and regulatory authority that

conducts the planning of airspace and related arrangements in the UK. It ensures that the UK

airspace is utilized in a safe and efficient manner. This is achieved through the developments,

approvals and enforcement of policies for the effective allocation and use of UK airspace and its

supporting infrastructure taking into account the needs of all stakeholders.

DME Distance Measuring Equipment. A combination of ground and airborne equipment which

gives a continuous slant range distance-from-station readout by measuring time-lapse of a signal

transmitted by the aircraft to the station and responded back. DME can also provide groundspeed

and time-to-station readouts by differentiation.

DS Deconfliction Service. A radar service whereby pilots will be passed the position of conflicting

traffic, followed by advice to maintain separation. Exceptionally, at controllers’ discretion,

separation advice will be given first, followed by the position of the conflicting traffic.

FAT Final Approach Track. Between 4 and 12 nms of straight flight descending at a set rate

(usually an angle of between 2.5 and 6 degrees) following the magnetic track of the designated

runway prior to landing.

FL Flight Level. A surface of constant atmospheric pressure, which is related to a specific

pressure datum (1013.2mb, also known as the standard pressure setting, or SPS) and is

separated from other such surfaces by specific pressure intervals. FLs roughly equate to

thousands of feet, thus FL170 is around 17,000ft. All aircraft above a certain altitude fly on the

SPS, which then guarantees vertical separation between aircraft.

GA General Aviation. All flights other than military and scheduled flights, both private and

commercial.

General Air Traffic (GAT) encompasses all flights conducted in accordance with the rules and

procedures of ICAO and/or the national civil aviation regulations and legislation.

GAT can include military flights for which ICAO rules and procedures satisfy entirely their

operational requirements.

HEIGHT Height. The vertical distance of a level, a point or object considered as a point measured

from a specified datum.

IFR Instrument Flight Rules. To be obeyed by pilots when it is not possible for an aircraft to be

flown in Visual Meteorological Conditions or at night, or when operating in airspace in which

IFR must be adhered to in all meteorological conditions.

LARS Lower Airspace Radar Service. Its primary objective is to aid the flow of air traffic arriving

at, and departing from, those airfields by encouraging aircraft transiting the area to receive an

air traffic service (ATS). This reduces the amount of avoiding action for all aircraft and also

enhances the efficient use of that airspace by providing a known traffic environment. However,

it’s use by transiting aircraft is not mandatory.

MSD Minimum Separation Distance. The distance that must be maintained between any part of

an aircraft in flight and the ground, water or any object.

NDB Non-Directional Beacon. A medium frequency navigational aid which transmits nondirectional

signals, superimposed with a Morse Code identifier and received by an aircraft’s

automatic direction finder.

PSR Primary Surveillance Radar. The PSR transmits a beam of RF (Radio Frequency) energy in

a given direction through 360° as the radar antenna rotates. This beam is narrow in azimuth

and wide in elevation. The RF energy is reflected by objects within the beam and these objects are

referred to as targets. Some of the reflected energy is collected by the antenna and routed to the

radar receiver that will then process the received signals and produce a target report containing the

18 range and azimuth position of the target. If digital processing is used, then the heading and velocity

of the target can also be calculated. Data is sent to a radar display system that produces a Plan

Position Indicator (PPI) map that is then displayed on a monitor for the use of the ATC controller.

Reporting Points Reporting Points. Navigational points within a piece of CAS (normally part of an

airway).

TS Traffic Service. This service provides only traffic information i.e. bearing, distance and if

available the level of conflicting traffic. No avoiding action will be offered and pilots

are wholly responsible for maintaining separation from other traffic whether or not controllers have

passed traffic information.

STAR Standard Arrival Route. A designated IFR arrival route linking a significant point, normally

on an ATS route, with a point from which a published instrument approach procedure can be

commenced.

SSR Secondary Surveillance Radar. SSR differs from PSR in that it transmits a coded

interrogation as a series of pulses to a responder fitted to the aircraft. When the transponder

receives the message it responds with a coded reply, the content of which is dependant on the

type of interrogation. The coded reply can be one of several parameters. The azimuth of the radar

scanner at the time of the reply and the time delay between interrogation and reply derive the

azimuth and range of the aircraft relative to the radar. In addition, the interrogation can be

used to ascertain the barometric height of an aircraft. SSR is an active system and only displays

returns on a PPI from suitably equipped aircraft and thus is immune to the clutter arising from

passive reflective objects that affect PSR.

SVFR Special Visual Flight Rules. A flight made at any time in a control zone which is Class A

airspace, or in any other control zone in IMC or at night, in respect of which the appropriate air

traffic control unit has given permission for the flight to be made in accordance with special

instructions given by that unit instead of in accordance with the Instrument Flight Rules and in the

course of which flight the aircraft complies with any instructions given by that unit and remains

clear of cloud and in sight of the surface.

VOR Very High Frequency Omni-Directional (Radio) Range. A radio navigation aid operating in

the 108-118 MHz band. A VOR ground station transmits a 2-phase directional signal through

360 degrees. The aircraft’s VOR receiver enables a pilot to identify his radial or bearing from/to the

ground station.

VFR Visual Flight Rules. Meteorological conditions expressed in terms of visibility, horizontal and

vertical distance equal to or better than a specified minima.

VRP Visual Reference Point. A prominent natural or man-made feature which will be readily

identifiable from the air established in the vicinity of an aerodrome located within CAS in order to

facilitate access to and from aerodromes located within, and transit of, CAS by VFR traffic. They

Aerodrome elevation. The elevation of the highest point of the landing area.

Along-track tolerance (ATT). A fix tolerance along the nominal track resulting from the airborne and ground

equipment tolerances.

Altitude. The vertical distance of a level, a point or an object considered as a point, measured from mean sea level

(MSL).

Area minimum altitude (AMA). The lowest altitude to be used under instrument meteorological conditions (IMC)

which will provide a minimum vertical clearance of 300 m (1 000 ft) or in designated mountainous terrain 600 m

(2 000 ft) above all obstacles located in the area specified, rounded up to the nearest (next higher) 30 m (100 ft).

Note.— In the exact calculation 984 feet can be used as an equivalent to 300 metres.

Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired flight path within

the coverage of the station-referenced navigation aids or within the limits of the capability of self-contained aids, or

a combination of these.

Base turn. A turn executed by the aircraft during the initial approach between the end of the outbound track and the

beginning of the intermediate or final approach track. The tracks are not reciprocal.

Note.— Base turns may be designated as being made either in level flight or while descending, according to the

circumstances of each individual procedure.

Change-over point. The point at which an aircraft navigating on an ATS route segment defined by reference to very

high frequency omnidirectional radio ranges is expected to transfer its primary navigational reference from the

facility behind the aircraft to the next facility ahead of the aircraft.

Note.— Change-over points are established to provide the optimum balance in respect of signal strength and

quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft

operating along the same portion of a route segment.

Circling approach. An extension of an instrument approach procedure which provides for visual circling of the

aerodrome prior to landing.

Contour line. A line on a map or chart connecting points of equal elevation.

Cross-track tolerance (XTT). A fix tolerance measured perpendicularly to the nominal track resulting from the

airborne and ground equipment tolerances and the flight technical tolerance (FTT).

Datum crossing point (DCP). The DCP is a point on the glide path directly above the LTP or FTP at a height specified

by the RDH.

Dead reckoning (DR) navigation. The estimating or determining of position by advancing an earlier known position

by the application of direction, time and speed data.

Decision altitude (DA) or decision height (DH). A specified altitude or height in the precision approach or approach

with vertical guidance at which a missed approach must be initiated if the required visual reference to continue the

approach has not been established.

Note 1.— Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the

threshold elevation.

Note 2.— The required visual reference means that section of the visual aids or of the approach area which should

have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change

of position, in relation to the desired flight path. In Category III operations with a decision height the required visual

reference is that specified for the particular procedure and operation.

Note 3.— For convenience where both expressions are used they may be written in the form “decision

altitude/height” and abbreviated “DA/H”.

Dependent parallel approaches. Simultaneous approaches to parallel or near-parallel instrument runways where radar

separation minima between aircraft on adjacent extended runway centre lines are prescribed.

Descent fix. A fix established in a precision approach at the FAP to eliminate certain obstacles before the FAP, which

would otherwise have to be considered for obstacle clearance purposes.

DME distance. The line of sight distance (slant range) from the source of a DME signal to the receiving antenna.

Elevation. The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sea

level.

Fictitious threshold point (FTP). The FTP is a point over which the final approach segment path passes at a relative

height specified by the reference datum height. It is defined by the WGS-84 latitude, longitude and ellipsoid height.

The FTP replaces the LTP when the final approach course is not aligned with the runway extended centreline or

when the threshold is displaced from the actual runway threshold. For non-aligned approaches the FTP lies on the

intersection of the perpendicular from the FAS to the runway threshold. The FTP elevation is the same as the actual

runway threshold elevation.

Final approach and take-off area (FATO). A defined area over which the final phase of the approach manoeuvre to

hover or landing is completed and from which the take-off manoeuvre is commenced. Where the FATO is to be

used by performance Class 1 helicopters, the defined area includes the rejected take-off area available.

Final approach segment. That segment of an instrument approach procedure in which alignment and descent for

landing are accomplished.

Final approach track. The flight track in the final approach segment that is normally aligned with the runway

centreline. For offset final approach segments, the final approach track is aligned with the orientation of the FTP

and the FPAP.

Flight level (FL). A surface of constant atmospheric pressure which is related to a specific pressure datum,

1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals.

Note 1.— A pressure type altimeter calibrated in accordance with the Standard Atmosphere:

a) when set to a QNH altimeter setting, will indicate altitude;

b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum;

c) when set to a pressure of 1 013.2 hPa, may be used to indicate flight levels.

Note 2.— The terms “height” and “altitude”, used in Note 1 above, indicate altimetric rather than geometric

heights and altitudes.

Flight path alignment point (FPAP). The FPAP is a point in the same lateral plane as the LTP or FTP that is used to

define the alignment of the final approach segment. For approaches aligned with the runway centreline, the FPAP is

located at or beyond the opposite threshold of the runway. The delta length offset from the opposite threshold of the

runway defines its location.

GBAS azimuth reference point (GARP). The GARP is defined to be beyond the FPAP along the procedure centreline

by a fixed offset of 305 m (1 000 ft). It is used to establish the lateral deviation display limits.

Geoid. The equipotential surface in the gravity field of the Earth, which coincides with the undisturbed mean sea level

(MSL) extended continuously through the continents.

Note.— The geoid is irregular in shape because of local gravitational disturbances (wind tides, salinity, current,

etc.) and the direction of gravity is perpendicular to the geoid at every point.

Geoid undulation. The distance of the geoid above (positive) or below (negative) the mathematical reference ellipsoid.

Note.— In respect to the World Geodetic System — 1984 (WGS-84) defined ellipsoid, the difference between the

WGS-84 ellipsoidal height and orthometric height represents WGS-84 geoid undulation.

Heading. The direction in which the longitudinal axis of an aircraft is pointed, usually expressed in degrees from North

(true, magnetic, compass or grid).

Height. The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.

Holding procedure. A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting

further clearance.

Independent parallel approaches. Simultaneous approaches to parallel or near-parallel instrument runways where

radar separation minima between aircraft on adjacent extended runway centre lines are not prescribed.

Independent parallel departures. Simultaneous departures from parallel or near-parallel instrument runways.

Initial approach fix (IAF). A fix that marks the beginning of the initial segment and the end of the arrival segment, if

applicable.

Initial approach segment. That segment of an instrument approach procedure between the initial approach fix and the

intermediate approach fix or, where applicable, the final approach fix or point.

Instrument approach procedure (IAP). A series of predetermined manoeuvres by reference to flight instruments with

specified protection from obstacles from the initial approach fix, or where applicable, from the beginning of a

defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed,

to a position at which holding or en-route obstacle clearance criteria apply. Instrument approach procedures are

classified as follows:

Non-precision approach (NPA) procedure. An instrument approach procedure which utilizes lateral guidance

but does not utilize vertical guidance.

Approach procedure with vertical guidance (APV). An instrument procedure which utilizes lateral and vertical

guidance but does not meet the requirements established for precision approach and landing operations.

Precision approach (PA) procedure. An instrument approach procedure using precision lateral and vertical

guidance with minima as determined by the category of operation.

Note.— Lateral and vertical guidance refers to the guidance provided either by:

a) a ground-based navigation aid; or

b) computer generated navigation data.

Intermediate approach segment. That segment of an instrument approach procedure between either the intermediate

approach fix and the final approach fix or point, or between the end of a reversal, racetrack or dead reckoning track

procedure and the final approach fix or point, as appropriate.

Intermediate fix (IF). A fix that marks the end of an initial segment and the beginning of the intermediate segment.

Landing threshold point (LTP). The LTP is a point over which the glide path passes at a relative height specified by

the reference datum height. It is defined by the WGS-84 latitude, longitude and ellipsoid height. The LTP is

normally located at the intersection of the runway centreline and threshold.

Level. A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or

flight level.

Minimum descent altitude (MDA) or minimum descent height (MDH). A specified altitude or height in a nonprecision

approach or circling approach below which descent must not be made without the required visual

reference.

Note 1.— Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is

referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7 ft) below the aerodrome

elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation.

Note 2.— The required visual reference means that section of the visual aids or of the approach area which should

have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change

of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the

runway environment.

Note 3.— For convenience when both expressions are used they may be written in the form “minimum descent

altitude/height” and abbreviated “MDA/H”.

Minimum sector altitude (MSA). The lowest altitude which may be used which will provide a minimum clearance of

300 m (1 000 ft) above all objects located in an area contained within a sector of a circle of 46 km (25 NM) radius

centred on a radio aid to navigation.

Minimum stabilization distance (MSD). The minimum distance to complete a turn manoeuvre and after which a new

manoeuvre can be initiated. The minimum stabilization distance is used to compute the minimum distance between

waypoints.

Missed approach holding fix (MAHF). A fix used in RNAV applications that marks the end of the missed approach

segment and the centre point for the missed approach holding.

Missed approach point (MAPt). That point in an instrument approach procedure at or before which the prescribed

missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not

infringed.

Missed approach procedure. The procedure to be followed if the approach cannot be continued.

Missed approach turning fix (MATF). A fix different from MAPt that marks a turn in the missed approach segment.

Mountainous area. An area of changing terrain profile where the changes of terrain elevation exceed 900 m (3 000 ft)

within a distance of 18.5 km (10.0 NM).

Near-parallel runways. Non-intersecting runways whose extended centre lines have an angle of convergence/divergence

of 15 degrees or less.

No transgression zone (NTZ). In the context of independent parallel approaches, a corridor of airspace of defined

dimensions located centrally between the two extended runway centre lines, where a penetration by an aircraft

requires a controller intervention to manoeuvre any threatened aircraft on the adjacent approach.

Obstacle assessment surface (OAS). A defined surface intended for the purpose of determining those obstacles to be

considered in the calculation of obstacle clearance altitude/height for a specific ILS facility and procedure.

Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The lowest altitude or the lowest height

above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing

compliance with appropriate obstacle clearance criteria.

Note 1.— Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to

the threshold elevation or in the case of non-precision approaches to the aerodrome elevation or the threshold

elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling

approach is referenced to the aerodrome elevation.

Note 2.— For convenience when both expressions are used they may be written in the form “obstacle clearance

altitude/height” and abbreviated “OCA/H”.

Note 3.— See Part I, Section 4, Chapter 5, 5.4 for specific applications of this definition.

Note 4.— See Part IV, Chapter 1 for Area navigation (RNAV) point-in-space (PinS) approach procedures for

helicopters using basic GNSS receivers, Part IV, Chapter 1. The general criteria for OCA/H apply (Part I, Section 4,

Chapter 5, 5.4) with the addition that the OCH is above the highest terrain/surface within 1.6 km (0.86 NM) of the

MAPt.

Obstacle free zone (OFZ). The airspace above the inner approach surface, inner transitional surfaces, and balked

landing surface and that portion of the strip bounded by these surfaces, which is not penetrated by any fixed

obstacle other than a low-mass and frangibly mounted one required for air navigation purposes.

Point-in-space approach (PinS). The point-in-space approach is based on a basic GNSS non-precision approach

procedure designed for helicopters only. It is aligned with a reference point located to permit subsequent flight

manoeuvring or approach and landing using visual manoeuvring in adequate visual conditions to see and avoid

obstacles.

Point-in-space reference point (PRP). Reference point for the point-in-space approach as identified by the latitude and

longitude of the MAPt.

Precision approach procedure. An instrument approach procedure utilizing azimuth and glide path information

provided by ILS or PAR.

Primary area. A defined area symmetrically disposed about the nominal flight track in which full obstacle clearance is

provided. (See also Secondary area.)

Procedure altitude/height. A specified altitude/height flown operationally at or above the minimum altitude/height and

established to accommodate a stabilized descent at a prescribed descent gradient/angle in the intermediate/final

approach segment.

Procedure turn. A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite

direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track.

Note 1.— Procedure turns are designated “left” or “right” according to the direction of the initial turn.

Note 2.— Procedure turns may be designated as being made either in level flight or while descending, according to

the circumstances of each individual procedure.

Racetrack procedure. A procedure designed to enable the aircraft to reduce altitude during the initial approach segment

and/or establish the aircraft inbound when the entry into a reversal procedure is not practical.

Reference datum height (RDH). The height of the extended glide path or a nominal vertical path at the runway

threshold.

Required navigation performance (RNP). A statement of the navigation performance necessary for operation within a

defined airspace.

Note.— Navigation performance and requirements are defined for a particular RNP type and/or application.

Reversal procedure. A procedure designed to enable aircraft to reverse direction during the initial approach segment of

an instrument approach procedure. The sequence may include procedure turns or base turns.

Secondary area. A defined area on each side of the primary area located along the nominal flight track in which

decreasing obstacle clearance is provided. (See also Primary area.)

Segregated parallel operations. Simultaneous operations on parallel or near-parallel instrument runways in which one

runway is used exclusively for approaches and the other runway is used exclusively for departures.

Significant obstacle. Any natural terrain feature or man-made fixed object, permanent or temporary, which has vertical

significance in relation to adjacent and surrounding features and which is considered a potential hazard to the safe

passage of aircraft in the type of operation for which the individual procedure is designed.

Note.— The term “significant obstacle” is used in this document solely for the purpose of specifying the objects

considered in calculations of relevant elements of the procedure and intended to be presented on an appropriate chart

series.

Standard instrument arrival (STAR). A designated instrument flight rule (IFR) arrival route linking a significant point,

normally on an ATS route, with a point from which a published instrument approach procedure can be commenced.

Standard instrument departure (SID). A designated instrument flight rule (IFR) departure route linking the aerodrome

or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at

which the en-route phase of a flight commences.

Station declination. The angle between the 360°R of the VOR and true north.

Terminal arrival altitude (TAA). The lowest altitude that will provide a minimum clearance of 300 m (1 000 ft) above

all objects located in an arc of a circle defined by a 46 km (25 NM) radius centred on the initial approach fix (IAF),

or where there is no IAF on the intermediate approach fix (IF), delimited by straight lines joining the extremity of

the arc to the IF. The combined TAAs associated with an approach procedure shall account for an area of

360 degrees around the IF.

Threshold (THR). The beginning of that portion of the runway usable for landing.

Track. The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is usually

expressed in degrees from North (true, magnetic or grid).

Vertical path angle (VPA). Angle of the published final approach descent in Baro-VNAV procedures.

Visual manoeuvring (circling) area. The area in which obstacle clearance should be taken into consideration for

aircraft carrying out a circling approach.

Waypoint. A specified geographical location used to define an area navigation route or the flight path of an aircraft

employing area navigation. Waypoints are identified as either:

Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the next segment

of a route or procedure, or

Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.

Terms

AMSL – Above Mean Sea Level

AIRAC – Aeronautical Regulation and Control

AIP – Aeronautical Infrmation Publication

ASM Airspace Management

AO Aircraft Operator

AMA AMC Manageable Area

AMC Airspace Management Cell

ATC – Air Traffic Control

CDA – Continuous Descent Approach

ATC – Air Traffic Control

CTA – Control Area

CTR – Control Zone

EC – European Commission

FIR Flight Information Region

Ft – Feet (height)

GA – General Aviation

IAS – Indicated Air Speed

ICAO – International Civil Aviation Organisation

IFR – Instrument Flight Rules

Km – Kilometres

Kts -Knots (speed)

MOT Ministry of Transport

NDB – Non-Directional Beacon

Nm – Nautical Mile

PPR – Prior Permission Required

RSA Restricted Airspace

SAR Search and Rescue

TMA Terminal Control Area

SERA – Standardised European Rules of the Air

SVFR – Special Visual Flight Rules

TCAS RA – Traffic Collision Avoidance System, Resolution Advisory

TMZ – Transponder Mandatory Zone

VFR – Visual Flight Rules

VMC – Visual Meteorological Conditions

Introduction

Summary

In aceasta lucrare este prezentata reclasificarea unui spatiu aerian din Romania, cu tot ceea ce implica aceasta schimbare.Inainte de aceasta reclasificare sunt anumite demersuri ce trebuiesc urmate. In continuare este prezentata o propunere de cum va arata in viitor si asteptari. Dupa aceasta propunere, identificand anumite probleme sau complicatii, am ajuns la o propunere modificata ce satisface situatia si nevoile operatorului.

Abstract

The traffic is continously increasing which influences directly the demand. With this increase, the capacity can be exceeded . Sometimes it can be tricky because of the old structure of the airspaces/routes. It can be required an upgrade or a downgrade depending on the situation. The airspace is in a continuum improvement. In this paper is presented a particular case where a reclassification of the airspaces is demanded. This airspace from Tuzla Airport it can only be upgraded from an uncontrolled airspace to a controlled airspace. Comparing this case with other cases and gathering all sorts of information and data, the purpose is to find the best solution for satisfying all the implicated parties. Even more than that I will design procedures and to find out what is the best alternative in fuel consumption. Considering the evironment a noise map is essential in analysing and understanding what are the causes of the change, and thus modify the initial plan. In terms of safety, which should come first at all times, a risk assessment has to be thoroughly

Another interesting tool which is used in this paper is Risk Assessment, which if it is done right it gives an overview of all the risks involved and offers solutions. The main idea of this paper is to help . It highlights how sensitive a modification can be and how . This subject has to be treated with great importance mainly because a change like this one can influence

Airspace in Romania

In Romania there are varius types of airspaces, but mainly „controlled” and „uncontrolled” . The „uncontrolled” airspaces are also called class G airspaces and there is no need for ATC services, so there are only VFR flights. Going a little further, there are also class C, D spread in the vecinity of the airsports across Romania, where the flights are controlled, in other words services are provided depending on the traffic, demands and requirements.

Usually there are class C airspaces and at Otopeni and Baneasa there are also clas A airspaces.

Services provided in Romania by Romatsa ATC en-route – ATC approach – ATC Airport(s) – AIS Y PIB only (starting 01.01.2014 ROMATSA will provide AIS in full) CNS – MET – ATCO training Y – SAR .

Romania’s airport network consists of 16 controlled civil aerodromes – published in the AIP Romania, ensuring a good coverage of all the territory. From administrative point of view, 4 airports (Bucuresti Henri Coanda Intl. Airport, Bucuresti BaneasaAurel Vlaicu Intl. Airport, Timișoara – Traian Vuia Intl. Airport and Constanta – Mihail Kogalniceanu Intl. Airport) are considered airports of national interest and are owned by the State, represented by MoT. The other 12 airports are of local interest and are owned by the local county authorities. All romanian aerodromes are placed under RCAA’s safety oversight. All Romanian civil airports are authorized/certified in accordance with ICAO requirements in force (Airport Manual, SMS). These requirements are included in the national regulation RACR – AD – AADC: Civil aerodromes authorization (Issue no. 1 / 2003 approved by Order of MoT no. 744 / 2003).

The AOC (Air Operations Centre) is the military air traffic services provider for military OAT flights and is responsible for the provision of separation between OAT and GAT flights. There is a continuous level 2 (pre-tactical) coordination between Airspace Management Cell of AOC and ROMATSA regarding the air traffic and the management of the national airspace. Tactical coordination is provided through the Military Coordination Offices collocated within the civil ACC facilities. The AOC includes the Air Defence (AD) and military ATC/ATM entities. The AOC provides ATS only for the operational air traffic and coordinates the military SAR participation. Foreign military aircraft may operate within the Romanian Airspace but not on a regular basis and only for training purposes, based upon bi-lateral agreements. The military ATC units provide control only to the military OAT and coordination between military OAT and GAT flights and do not provide air traffic control to the GAT flights. The Civil/Military Coordination is organized at: Strategic Level – by the Airspace Management Council (CMSA); Pre-Tactical Level – by the Airspace Management Cell; Tactical Level – through the Military Coordination Offices collocated with the civil ACC/APP units. The Military Authorities in Romania consist in the Air Force Staff (ROU AF), which was designated as National Military Aeronautical Authority. ROU AF reports to the Ministry of National Defence. Their regulatory, service provision and user role in ATM are detailed below.

2013 Traffic in Romania increased by 7.0% during Summer 2013 (May to October), when compared to Summer 2012. 2014-2018/19 The STATFOR medium-term forecast (MTF) predicts an average annual traffic growth between 2.1% and 5.7% throughout the planning cycle, with a baseline growth of 3.9%.

Also in 2007 there were dissolved class D airspaces from several aeroclubs.But it seems like in Europe there are cases in which the airspaces does not evolve anymore, moreover the airspaces downgrade which is less controlled and which provides less services, in order to make things easier. The conclusion is that a change in airspaces has to be very carefuly analysed, from all the points of view.

Tuzla Airport

Tuzla airport is the 3rd busiest airport in Romania, taking into consideration that it has runways made of grass, not concrete or asphalt. There are 2 operable runways . One is longer than the other and they are positioned in such a way that the predominant wind blows. The first one has 950 m and the directions 040 – 220. The other one has 380 m and the directions 160 – 340. The most used direction by the traffic flow is 040, so the IFR procedure will be implemented with regard to this runway. There are also landing sites for helicopters, which have to be taken into account when creating the procedure.

The position is a strategical one, because it is situated near the Black Sea and not far of the Danube Delta, so it offers a great potential regarding turism. It has a veriety of services to offer, especially offshore which is a big win in this industry. This is one of the reasons why there is also a great traffic of helicopters, with a calculation of 97.% of all the movements all around Romania are made at Tuzla Airport. Recently it has became international, with the posiibility of connecting the main attractions of Romania with the sourrounding neighbours over the sea.

The traffic at Tuzla airport is increasing year by year, thus there is a need in changing the infrastructure. Moreover there is a high demand coming from the clients and the people that uses this aerodrome. This reclassification will satisfy the needs of all users/clients and in the same time it will be more efficient to use.

Services available

Private School for PPL A, ATPL A, PPL H.

Offshore flights, also Sea Survival School

„”Regional Air Services is undergoing at the moment pioneer work in the filed of Romanian aviation due to the fact that it’s the first private aviation school where it is possible to obtain a pilot license, both PPL and ATPL.

ATC services :

AFTN Aeronautical Fix Telecommunications Network for a/c FPL ; movement messages and aeronautical information

2 radio station VHF for ground to air communications

1 radio station for ground and handling operations

1radio com station maritime band for off shore operations

Automatic Weather Station VAISALA

Touch Input Devices for all lights system HAPI on both directions 3 levels of light intensity

Double phone/ fax connections

Alternate electrical power generator t=4 sec if electrical failure occures

NDB procedures in progress beacon already installed

Radar picture RDP in progress

full offshore helicopter operation services to Petrom’s offshore oil activities

more than 600 flight hours/each year

around 3000pax and 60 tons of freight transported each year, without major incidents, injured people or fatalities „”

Traffic

Table 1. Aicrafts Movement comparison between Tuzla and other airports in Romania

Figure 2. Excel diagram of Aircraft movements of all the airports in Romania – 2009

Table 2. Aircraft movements comparison from 2008 to 2014

Fig. Diagram of Aircraft Movements with all the airports in Romania (2009 – 2014)

Table . Total traffic of passengers in Romania from 2008 to 2014

Diagram. Total traffic of passengers in Romania from 2008 to 2014

Current configuration of airspace

The controlled airspace sourrounding Tuzla

Over Tuzla, there is a Class A TMA named ”Bucuresti 1”, with a lower limit of 4500 ft QNH and a higer limit of FL175

Figure 1. Represent the lower airspace of an en-route chart from the AIP

Uncontrolled airspaces in Romania

There are 67 aerodromes which function in class G airspace. There is another class G private aerodrom, at Costinesti, close to Tuzla Airport.

Airspace Reclassification process

Strategic Management

”Strategic management involves the formulation and implementation of the major goals and initiatives taken by a company's top management on behalf of owners, based on consideration of resources and an assessment of the internal and external environments in which the organization competes.[1]

Strategic management provides overall direction to the enterprise and involves specifying the organization's objectives, developing policies and plans designed to achieve these objectives, and then allocating resources to implement the plans. Academics and practicing managers have developed numerous models and frameworks to assist in strategic decision making in the context of complex environments and competitive dynamics.[2] Strategic management is not static in nature; the models often include a feedback loop to monitor execution and inform the next round of planning.[3][4][5]

Michael Porter identifies three principles underlying strategy: creating a "unique and valuable [market] position", making trade-offs by choosing "what not to do", and creating "fit" by aligning company activities with one another to support the chosen strategy.[6] Dr.Vladimir Kvint defines strategy as "a system of finding, formulating, and developing a doctrine that will ensure long-term success if followed faithfully."

Corporate strategy involves answering a key question from a portfolio perspective: "What business should we be in?" Business strategy involves answering the question: "How shall we compete in this business?" In management theory and practice, a further distinction is often made between strategic management and operational management. Operational management is concerned primarily with improving efficiency and controlling costs within the boundaries set by the organization's strategy.

Off-shore industry

The off-shore industry is increasing it’s standards to a higher level of requirements, thus as a client of Tuzla Airport, it will demand at least the same level of safety. Consequently an upgrade in airspace class will grant more controlabillity and will offer more serius services at a higher quality. From this point of view, the modificaion is more than welcomed, as the traffic rate will grow or it will remain the same.

Traffic regarding helicopter may increase.

Flying School

Air Taxi

Skydiving

Sightseeing Flights

Crop Dusting

Aerial Advertising

Aerial surveillance of ground targets

Aerial photography and filming

Stakeholders

Stakeholders are very important in this process of change. Actually stakeholders are very important to get them involved in any project where they have an interest, or are affected by. Understanding the community and involving all the interested parties could bring new ideas, it could bring a support and it could make the process go smoother.

Stakeholders can be characterized by their relation to any parts of the pottential projects. Stakeholders can be influenced depending on the situation(pozitive or negative), but likewise they can be affected in a direct or indirect way.

The advantages of stakeholders involment are quite obvious:

All interested parties have the right to communicate all the distatisfactions or objections.

They can add new ideas or improve the existing structure.

It is easier as an overview image to be created, which leads to a better understanding of the situation and to a more complete analysis.

In this process, it is advisable that the stakeholders should be involved as early as possible.

The stakeholdershave to be kept in a loop with everything that is going on.

They have to be consulted and they’re opinions have to be taken into consideration and if there are any problems, the proposed solutions have to satisfy everyone.

Airport Operator

The traffic can increase, at least reffering to the IFR pilots, who will become more confident in using Tuzla Airport as a destination, as a pit stop or as a business trip.

Aircraft Owners and pilots

Helicopter pilots

Air traffic controllers

IFR pilots

VFR pilots

TNT Brothers – skydiving club

When the reclassification of the airspace is made, it can have a major impact on the shareholders, thus there can be more risks and accidents can occur.

Pilots performing VFR flights, due to lack of equipment. Usually they set they’re own approach procedures using VFR points as guidance. These VFR points are often landmarks as lakes, big intersections, railway, forests, silos and all sorts of fixed and visible ground points. After the implementation of the IFR procedure, a consistent number of traffic can be controlled, but some VFR flights may remain uncontrolled due to lack of VFR procedures. Another scenario may apply, which involves the habits of pilots who are refusing to adapt to the new conditions, or their adapting process is difficult.

Among the VFR pilots, some of them are not „trained” or used to communicate all the time with the air traffic controller and to get clearance or explain their intentions. This can lead to a decrease in traffic because pilots prefer not to use this aerodrom anymore.

Based on the same subject, problems may arise which are related to gliders. For a scenario when a glider reaches the boundary of the controlled airspace and does not get the clearance to transit, it represents an very bad situation because they could run out of lift.

SWOT Analysis

”SWOT stands for Strengths, Weaknesses, Opporunities and Threats

SWOT Analysis is a useful technique for understanding your Strengths and Weaknesses, and for identifying both the Opportunities open to you and the Threats you face.

Used in a business context, it helps you carve a sustainable niche in your market. Used in a personal context , it helps you develop your career in a way that takes best advantage of your talents, abilities and opportunities.

This article looks at how to use SWOT in a business context. (Click here  to learn how to do a Personal SWOT Analysis .

Business SWOT Analysis

What makes SWOT particularly powerful is that, with a little thought, it can help you uncover opportunities that you are well-placed to exploit. And by understanding the weaknesses of your business, you can manage and eliminate threats that would otherwise catch you unawares.

More than this, by looking at yourself and your competitors using the SWOT framework, you can start to craft a strategy that helps you distinguish yourself from your competitors, so that you can compete successfully in your market.

How to Use the Tool

Originated by Albert S Humphrey in the 1960s, the tool is as useful now as it was then. You can use it in two ways – as a simple icebreaker helping people get together to "kick off" strategy formulation, or in a more sophisticated way as a serious strategy tool.

Tip:

Strengths and weaknesses are often internal to your organization, while opportunities and threats generally relate to external factors. For this reason, SWOT is sometimes called Internal-External Analysis and the SWOT Matrix is sometimes called an IE Matrix.

To help you to carry out your analysis, download and print off our free worksheet, and write down answers to the following questions.

Strengths

What advantages does your organization have?

What do you do better than anyone else?

What unique or lowest-cost resources can you draw upon that others can't?

What do people in your market see as your strengths?

What factors mean that you "get the sale"?

What is your organization's Unique Selling Proposition  (USP)?

Consider your strengths from both an internal perspective, and from the point of view of your customers and people in your market.

Also, if you're having any difficulty identifying strengths, try writing down a list of your organization's characteristics. Some of these will hopefully be strengths!

When looking at your strengths, think about them in relation to your competitors. For example, if all of your competitors provide high quality products, then a high quality production process is not a strength in your organization's market, it's a necessity.

Weaknesses

What could you improve?

What should you avoid?

What are people in your market likely to see as weaknesses?

What factors lose you sales?

Again, consider this from an internal and external basis: Do other people seem to perceive weaknesses that you don't see? Are your competitors doing any better than you?

It's best to be realistic now, and face any unpleasant truths as soon as possible.

Opportunities

What good opportunities can you spot?

What interesting trends are you aware of?

Useful opportunities can come from such things as:

Changes in technology and markets on both a broad and narrow scale.

Changes in government policy related to your field.

Changes in social patterns, population profiles, lifestyle changes, and so on.

Local events.

Tip:

A useful approach when looking at opportunities is to look at your strengths and ask yourself whether these open up any opportunities. Alternatively, look at your weaknesses and ask yourself whether you could open up opportunities by eliminating them.

Threats

What obstacles do you face?

What are your competitors doing?

Are quality standards or specifications for your job, products or services changing?

Is changing technology threatening your position?

Do you have bad debt or cash-flow problems?

Could any of your weaknesses seriously threaten your business?

Tip:

When looking at opportunities and threats, PEST Analysis  can help to ensure that you don't overlook external factors, such as new government regulations, or technological changes in your industry.

Further SWOT Tips

If you're using SWOT as a serious tool (rather than as a casual "warm up" for strategy formulation), make sure you're rigorous in the way you apply it:

Only accept precise, verifiable statements ("Cost advantage of $10/ton in sourcing raw material x", rather than "Good value for money").

Ruthlessly prune long lists of factors, and prioritize  them, so that you spend your time thinking about the most significant factors.

Make sure that options generated are carried through to later stages in the strategy formation process.

Apply it at the right level – for example, you might need to apply the tool at a product or product-line level, rather than at the much vaguer whole company level.

Use it in conjunction with other strategy tools (for example, USP Analysis  andCore Competence Analysis ) so that you get a comprehensive picture of the situation you're dealing with.

Note:

You could also consider using the TOWS Matrix  . This is quite similar to SWOT in that it also focuses on the same four elements of Strengths, Weaknesses, Opportunities and Threats. But TOWS can be a helpful alternative because it emphasizes the external environment, while SWOT focuses on the internal environment.

Example

A start-up small consultancy business might draw up the following SWOT Analysis:

Strengths

We are able to respond very quickly as we have no red tape, and no need for higher management approval.

We are able to give really good customer care, as the current small amount of work means we have plenty of time to devote to customers.

Our lead consultant has strong reputation in the market.

We can change direction quickly if we find that our marketing is not working.

We have low overheads, so we can offer good value to customers.

Weaknesses

Our company has little market presence or reputation.

We have a small staff, with a shallow skills base in many areas.

We are vulnerable to vital staff being sick, and leaving.

Our cash flow will be unreliable in the early stages.

Opportunities

Our business sector is expanding, with many future opportunities for success.

Local government wants to encourage local businesses.

Our competitors may be slow to adopt new technologies.

Threats

Developments in technology may change this market beyond our ability to adapt.

A small change in the focus of a large competitor might wipe out any market position we achieve.

As a result of their analysis, the consultancy may decide to specialize in rapid response, good value services to local businesses and local government.

Marketing would be in selected local publications to get the greatest possible market presence for a set advertising budget, and the consultancy should keep up-to-date with changes in technology where possible.

Key Points

SWOT Analysis is a simple but useful framework for analyzing your organization's strengths and weaknesses, and the opportunities and threats that you face. It helps you focus on your strengths, minimize threats, and take the greatest possible advantage of opportunities available to you.

It can be used to "kick off" strategy formulation, or in a more sophisticated way as a serious strategy tool. You can also use it to get an understanding of your competitors, which can give you the insights you need to craft a coherent and successful competitive position.

When carrying out your analysis, be realistic and rigorous. Apply it at the right level, and supplement it with other option-generation tools where appropriate.

Table. SWOT Analysis

Need for change

From all the airspace classes presented above, after a thorough analysis, and after verifying all the posibilities, the most suitable class of airspace is class C. First it was a reconmendation , and the ACC backed up this option, after they have analysed the traffic.

Due to the growing number of traffic and clients requirements, the best option is a class C airspace.

This reclassification will satisfy the needs of all users/clients and in the same time it will be more efficient to use.

Airspace Classes

Airspace classes

Controlled and Uncontrolled Airspace

The skies above Romania are divided into various categories of “Controlled” and “Uncontrolled” airspace. Controlled airspace exists primarly to protect passenger carrying aircraft during their flight .Tuzla Airport is surrounded by a Control Zone (CTR) of Class G Uncontrolled Airspace. All aircraft operating in this airspace are not required to communicate with Air Traffic Control (ATC) and comply with ATC instructions. Airspace that lays outside of Controlled Airspace (CAS) is Uncontrolled Airspace where airspace users may fly without communicating with, or seeking approval from, ATC.

Class A: All operations must be conducted under IFR. All aircraft are subject to ATC clearance. All flights are separated from each other by ATC.

Class B: Operations may be conducted under IFR, SVFR, or VFR. All aircraft are subject to ATC clearance. All flights are separated from each other by ATC.

Class C: Operations may be conducted under IFR, SVFR, or VFR. All aircraft are subject to ATC clearance (country-specific variations notwithstanding). Aircraft operating under IFR and SVFR are separated from each other and from flights operating under VFR, but VFR flights are not separated from each other. Flights operating under VFR are given traffic information in respect of other VFR flights.

Class D: Operations may be conducted under IFR, SVFR, or VFR. All flights are subject to ATC clearance (country-specific variations notwithstanding). Aircraft operating under IFR and SVFR are separated from each other, and are given traffic information in respect of VFR flights. Flights operating under VFR are given traffic information in respect of all other flights.

Class E: Operations may be conducted under IFR, SVFR, or VFR. Aircraft operating under IFR and SVFR are separated from each other, and are subject to ATC clearance. Flights under VFR are not subject to ATC clearance. As far as is practical, traffic information is given to all flights in respect of VFR flights.

Class F: Operations may be conducted under IFR or VFR. ATC separation will be provided, so far as practical, to aircraft operating under IFR. Traffic Information may be given as far as is practical in respect of other flights.

Class G: Operations may be conducted under IFR or VFR. ATC has no authority but VFR minimums are to be known by pilots. Traffic Information may be given as far as is practical in respect of other flights.

Table. Characteristics of Airspace Classes

The aim is to change the class of the airspace to a controlled one, more exactly, to a class C airspace, so that Tuzla Airport can offer more services and at a much better quality than it currently does. After the analysis of the traffic density, costs needed for the new reclassification of the airspace(training, equipment), and future benefits, the conclusion is that this can not be tackled on short term. It is needed a long-term process, because in this way the progress is much easier to measure. The main idea is that for the current configuration, the simplest solution in order to improve the quality of the services, is to keep for the moment the current class of airspace which is G, and to implement AFIS and TIZ.

AFIS – TIZ

There is a considerable number of small aircrafts that are IFR capable in Europe, but most of the small aerodromes are offering services only for VFR flights. And if an aircraft is IFR capable, the reccomondation is that it should use as much as possible IFR aerodromes, because it’s safer. Of coure here intervines the cost, and it is true that more money have to be invested. So this is one of the drawbacks, but there are also advantages.

The most common airspace used in Europe, is ATZ. The biggest advantage, when compairing TIZ with ATZ, is that with a TIZ airspace, there is liberty to implement an IFR procedure, because there are no restriction. Whereas the ATZ airspace is limited at a radius of 3 nautical miles, which is not enough for an IFR procedure to be implemented.

”Among the European countries using TIZ is Norway. This airspace was introduced in order to allow flights at uncontrolled aerodromes in meteorological conditions which do not meet the VMC minima. In traffic information zone is provided AFIS and mandatory two-way radio communication ensures that AFIS officer may transmit information to all aircraft about all traffic located in TIZ.

Pilots are still responsible for maintaining separation, which may be in IMC quite a challenge. Therefore AFIS tend to have available output from surveillance systems for the accurate location information of other traffic. In some cases the number of aircraft that can move in TIZ the same time is also limited.”

„TIZ important feature is that the regulations do not strictly defined its dimensions and therefore it is always possible to establish the best airspace for each aerodrome, which it is not possible when using ATZ.”

First strategic plan

Tuzla airport is already providing services that are not required in a class G airspace, so CAA had to make 2 visits. A preliminary visit, in order to evaluate the current configuration, and another visit to be able to make a long term plan of how the process of the reclassification will evolve.

1. Organization and the authorization of a traffic unit, i.e. authorization as a service provider with everything that implies (staff training, technical manual, Safety Management System manual etc.)

2. After the above part is completed, it is needed a report and a request to the CMSA(Airspace Management Board), in order to be approved the new configuration of the airspace. If CMSA agrees, it proposes a draft to the Government.

4. The new airspace configuration is amended in the AIP, after obaining the governmental decision.

Since it is extremely difficult we approached in two phases:

a) Organization and authorization of AFIS in G airspace.

b) Approaching the phases for changing into class E airspace(in Romania does not exist)

c) The next stage is training staff and equipe with everything that is necessary in order to furfill the requirements for changing into class C airspace.

In our category and it now cee Space Needle class C does not suppor t the practical viewpoint and economically.

There was an audit team from AACR to the airport in order to evaluate the current situation

A preliminary audit has been made, in order to asses the current situation of the airport(services) and to inform the administrator the needed services in order to become a clas G+ airspace.

Modified Plan

After the CAA visit, the initial plan was modified as follows:

AFIS authorisation which implies that Regional Air Support has to be authorised as well as an air navigation service provider. For ths to be possible there is needed AFISO and licensed aeronautical meteorologists and technical staff for air navigation protection(PNA-Tc)

After the completion of the above, RMZ and TMZ are implemented with a radius of 6.5 nautical miles, and maintaining the class G airspace.

Further on, the services provided need to be improved i.e. training and licensing the staff according, purchasing of equipments according to the requirements and regulations.

It follows a transitional phase, in which there is implemented and maintained a class F/E airspace for a certain period of time(2-3 years)

Reclassification to a class C airspace.

Reclassification 1

The first reclassification is needed to be done, after all the points presented in the Modified Plan, are completed.

Consideration of Possible Options

Class A

This class of airspace can not be taken into consideration, because in this class, there are allowed only IFR flights.

Class B ( disscounted )

In comparison with the class A airspace, this class allows VFR flights. However this will increase considerably the workload of the air traffic controllers, because all types of flights must be separated from one another, including VFR from VFR.

Class C

Class D

Class E

ClassF

Class G

Transition phase

The transition phase of 2-3 years is a very important part of the process, because it allows the flexibillity to cancel the next reclassification and to stick with the current one. There were many cases in Europe, where after a period of time, because the traffic growth increased too much, they were forced to do a downgrade, rather then the upgrade. It may seem uncommon, but the following reason will clarify this problem.

Moreover in the case that there will be implemented a controlled airspace of class C/D, the transition phase will help the VFR pilots become aware of the intention that a change will be made in a certain period of time. Therefor the pilots becoming familiar with the new procedures will not be a major problem anymore.

1.There were releases back to Class G status of the entire airspace or only certain portions of the Classes A, C and D CTR’s to which enabled General Aviation (GA) and other Airspace Users a greater freedom to operate in those areas.

2. To create a simplified CTR structure delineated by appropriately positioned Visual Reference Points (VRPs) that enable easier navigation. This helped to mitigate against CAS infringements thereby creating a safer environment for all.

3. To reduce the need for CAS entry clearances. By releasing Airspace to Class G status the need for many CAS crossing clearance requests will be nullified thereby reducing ATC and Pilot workload. By reclassifying the airspace from Class D to Class G the constraint of having to make R/T calls on a busy ATC frequency will be removed and the consequent reduction of R/T loading will be beneficial to pilots and ATC alike.

4. The existing airspaces were complex and awkward to navigate and the proposal seeks to simplify the CTR structure thereby securing a more efficient use of airspace that will satisfy the requirements of all users whilst also mitigating against potentially hazardous CAS infringements. Also other measures were taken, for example new Visual Reference Points (VRPs) were introduced which clearly delineate both the existing and proposed new CTR structure.

5. Airspace users greater choice of route selection without the need to contact ATC.

Reclassification 2

Class A

Class B

Class C

Class D

Class E

ClassF

Class G

Proposed Procedure Design

The procedures (SID/STAR) published in the AIP for TMA Constanta, offers a vertical buffer distance of 1000 ft from all the other procedures. So there is no posibillity for a conflict to appear.

To the West side of the aerodrom there is a restricted airspace which is activated from time to time. This can be verified in the NOTAM. The name of the restricted airspace is LRR 32.

Current Traffic patterns :

For runway 16 – 34

For runway 04 – 22

The types of aircrafts that operate on Tuzla airport are the following:

Diamond DA 20, Diamond DA 40, Diamond DA 42, Cessna 152, Cessna 172, Cessna 182, Piper PA-64

Table. Categories of Aircraft depending on speeds

For this case we use category A, because all the aircrafts operating at Tuzla airport, have the Vat(Sped at threshold) smaller than 91 knots. This speed is calculated using Vso(stall speed) multiplied by 1.3.

ILS procedure

Taking into consideration that the majority of the traffic that operates at Tuzla Airport uses RWY 04 for landing, the ILS procedure will be designed for the

This procedure is based on Instrumental Landing Sstem guidance, on both lateral and vertical planes, which makes it a precision approach. A feature of this ground based intrument is that the landing can be made during Instrumental meteorological conditions. This option may seem expensive with regard to the specifications of the runway, but it is recommended a fezability test, because it can be a very good long term option.

There are three categories as follows:

Table. ILS Categories for precision instrument approach and landing

Category I Notes: Either visibility not less than 800 m or 2,400 ft or a runway visual range (RVR) not less than 550 meters (1,800 ft) on runway with touchdown zone and centerline lighting.

Category II Notes: ICAO and FAA: 350 meters (1,150 ft) or JAA: 300 meters (980 ft).

The best apropriate option for our case is ILS of category I, considering that at Tuzla Airport there are only operating aircrafts of category A.

First of all, every obstacle in that area must be identified and measured, so that a database can be created. The obstacles may be man-made or natural(terrain).

Table. Complete list of all the obstacles in the area

Parameters

RWY elevation = 167 ft / 51 m

RDH = 61 m

LOC course aligned with Runway centerline

D(thr,localiser)= 900 m + 1100 m

GP = 3 degrees

There are usually five segments, as follows: Arrival, Initial, Intermediate, Final and Missed. Each segment has five characteristics which have to be folled so that the procedure can be properly done: Allignment, Length, Area, Gradient and Minimum Obstacle Clearance.

Initial segment

Length: no Min, noMAX.

Gradient: Optimum: 4%

Max:8%

Area and

MOC:

MOC primary = 300 m (948 ft)

MOC secundary =

D – distance to center line

MOCA- Monimum Obstacle Clearance Altitude

MOCA = MOC + Ho + GNDelev

Ho – Obstacle Height

Elev – Ground Elevation

Final Approach Segment

Begins at FAF.

Final Approach obstacles are prior to x = -900 m

OCH = Hobst + HL

For category A, Height Loss is 40 m.

OCH = 31.98 + 40 = 72 m

OCA = 72 + 48 = 120 m

Missed Approach Segment

Missed Approach obstacles the following formula is applied:

OCH = ha + HL

ha

No obstacles penetrates the Y area in the OAS.

So I took a random obstacle: O44

ha m

OCH = 10.13 + 40 = 50.13 m

OCA = 50.13 + 48 = 98.13 m

AHac = OCH + dz * 0.025

dz – distance to obstacle. Which in our case is 1260 m

AHac = 51 + 1260 * 0.025 = 82.5 m

RHac = Hobs + MOC

RHac = 24 + 50 = 74 m

So the Aircraft Height is bigger than the required height to pass clear the obstacle.

Even if this obstacle would have been passed, i will turn back and use for further calculations obstacle O26.

X SOC = -900 + (Hobst/tan 3)

X SOC = -900 + (32 / tan 3 ) = -289 m

Z SOC = 32 m

The coordinates for SOC are : { x = -289, z = 32 }

FAP altitude = – 15 + 5 * 1852 *tan 3 = 470 m

FAP ALT = 470 m

RHac = 204 + 50 = 254

dz – distance needed to reach the required height.

dz = ( 254 – 32 ) / 0.025

dz = 8880 m

TIA = SOC + dz

TIA = 289 + 880

TIA = 9169 m

Final Phase

Turning rate

R =

α – bank angle ( 15)

V – TAS

IAS = 110 kts ( for Missed Approach Final)

TAS = 115 kts (for 1000 ft)

R = 2.54 grade/sec

Radius of Turn (r)

r =

r = 0.72 NM

Missed Approach Segment

This segment is composed of three phases :

Initial

Intermediate

Final

Initial Phase (starts at MAPt and ends at SOC) :

Speed: Final Approach Speed( see column from table)

MOC = MOC Final Approach

Wind = 10 kts

Intermediate Phase :

Climb standard: 2.5 %

MOC = 30 m (96 ft)

No secundaries

Final Phase :

Starts from the point where the turn is designated

MOC = 50 m

Speed: Final Missed Approach ( See table Column)

Wind = 30 kts

Bank Angle = 15 degrees

D(Mapt ->SOC) = d + x + MAP att

d + x =

MAP att = 0.25 NM + 0.0125 * FM

FM = d( FAF -> MAPt )

MOCA = OCH/A = …

Intermediate Segment

Alignment: aligned with the Final Segment

Length: 5 NM – Optimum

Gradient : 0%

MOC : 150 m ( 492 ft )

MOC primary : 150 m

MOC secundary =

The next formula is applied in order to find the position of the obstacle, whether is located in the Primary or in the Secondary. If it is in the Secundary, the second formula is applied.

MOCA = MOC + Ho + GNDelev

Environment considerations

Environmental Impact Assesment

Noise Map

Noise preferential routings will be changed

Fuel Consumption

Reduction on noise, fuel burn and emissions.

Further steps

Conclusion