LSSIP 2022 - MONTENEGRO

Implementation Overview

LOCAL SINGLE SKY IMPLEMENTATION

FOREWORD

The EUROCONTROL Local Single Sky ImPlementation (LSSIP) is a long-standing successful process (almost

30 years) that, in combination with the European ATM Master Plan (Level 3), reaches out on a yearly and

continuous basis to all ECAC and Comprehensive States stakeholders to ensure the monitoring of the ATM

Modernisation in Europe.

In 2021, a major milestone has been achieved by the EUROCONTROL Network Manager and the SESAR

Deployment Manager (SDM) Teams by implementing a unified planning and monitoring process that

addresses the introduction of new systems, functionalities and procedures.

For the second year in a row, LSSIP will ensure the monitoring of implementation of the functionalities

detailed in the SESAR Deployment Programme, on which the European Commission is counting to ensure

compliance according to the EU Regulation 2021/116.

This year we have further developed tools and processes and a revised calendar, increasing the accuracy

of the LSSIP reporting. EUROCONTROL will continue along this path to be an essential part of the single

value chain that coordinates all steps from development to deployment with the goal to steer and

accelerate the modernisation of ATM across ECAC in support of European aviation.

The economic crisis keeps affecting all operational stakeholders in the aviation sector. It is in this

challenging context that the support of civil and military national organisations (Regulators and National

Supervisory Authorities, Air Navigation Service Providers and Airport Operators) to timely provide their

data, shows the commitment towards a robust planning and monitoring process for the European ATM

implementation in our evolving environment.

In addition to providing a consolidated picture of implementation progress at National and ECAC level,

LSSIP National documents are paramount for the development of ICAO’s Aviation System Block Upgrades

(ASBUs) Implementation Monitoring Report in the ICAO EUR Region. On behalf of ICAO, EUROCONTROL is

responsible for delivering this yearly update, for all 55 ICAO/EUR States, in accordance with the Global Air

Navigation Plan (GANP).

From this year on, the new EUR RASP questionnaire from EASA has been implemented into the LSSIP

process enlarging the view that the process offers on the modernisation of the European ATM system.

I would like to thank all our stakeholders for their continued engagement and significant effort in

contributing to the production of this LSSIP document and in supporting EUROCONTROL towards our goal

of diligently guiding and informing the Aviation community on ATM deployment.

Happy reading!

Iacopo Prissinotti

Director NM - Network Manager

EUROCONTROL

LSSIP Year 2022 Montenegro Released Issue

Document Title

LSSIP Year 2022 for Montenegro

Info Centre Reference

23/02/17/29

Date of Edition

06/04/2023

LSSIP Focal Point

Andrea DUKANAC -adukanac@caa.me – CAA

Marija GLOGOVAC - MGlogovac@caa.me - CAA

Jelena FASUJEVIĆ-OJKIĆ - jelena.fasujevic@smatsa.rs - SMATSA

LSSIP Contact Person

Octavian CIOARĂ - octavian.cioara@eurocontrol.int

EUROCONTROL / NMD/INF/PAS

LSSIP Support Team

lssip.support@eurocontrol.int

Status

Released Issue

Intended for

EUROCONTROL Stakeholders

Available in

https://www.eurocontrol.int/service/local-single-sky-implementation-

monitoring

Reference Documents

LSSIP Documents

https://www.eurocontrol.int/service/local-single-sky-implementation-

monitoring

Master Plan Level 3 – Plan

Edition 2022

https://www.eurocontrol.int/publication/european-atm-master-plan-

implementation-plan-level-3

Master Plan Level 3 – Report

Year 2022

https://www.eurocontrol.int/publication/european-atm-master-plan-

implementation-report-level-3

European ATM Portal

https://www.atmmasterplan.eu/

STATFOR Forecasts

https://www.eurocontrol.int/statfor

National AIP

https://smatsa.rs/en/aip-2/

LSSIP Year 2022 Montenegro Released Issue

APPROVAL SHEET

The following authorities have approved all parts of the LSSIP Year 2022 document, and the signatures confirm the

correctness of the reported information and reflect the commitment to implement the actions laid down in the

European ATM Master Plan Level 3 (Implementation View) – Edition 2022.

Stakeholder /

Organisation

Name Position Signature and date

CAA Mr. Zoran Maksimović Director

SMATSA Mr. Predrag Jovanović Director

LSSIP Year 2022 Montenegro Released Issue

TABLE OF CONTENTS

Executive Summary ............................................................................................ 1

Introduction ..................................................................................................... 11

1. National ATM Environment .......................................................... 12

Geographical Scope .............................................................................................. 12

National Stakeholders .......................................................................................... 14

2. Traffic and Capacity ...................................................................... 19

3. Implementation Projects .............................................................. 20

National projects .................................................................................................. 20

4. Cooperation activities ................................................................... 28

Multinational cooperation initiatives.................................................................. 28

5. Implementation Objectives Progress ............................................ 29

State View: Overall Objective Implementation Progress .................................. 29

Objective Progress per SESAR Essential Operational Changes.......................... 30

ICAO ASBU Implementation Progress ................................................................. 34

Detailed Objectives Implementation progress ................................................... 35

6. Annexes ........................................................................................ 63

A. Specialists involved in the ATM implementation reporting for Montenegro .. 63

B. National stakeholders organisation charts ......................................................... 64

C. Implementation Objectives’ links with other plans ........................................... 65

D. SESAR Solutions implemented in a voluntary way............................................. 75

E. Surveillance (SUR) Questionnaire...................................................................... 111

F. EAPAIRR and GAPPRE Questionnaire ................................................................ 112

G. Glossary of abbreviations .................................................................................. 151

LSSIP Year 2022 Montenegro 1 Released Issue

Executive Summary

National ATM Context

Member State of:

Main national stakeholders:

- Ministry of Capital Investments

- Montenegro Civil Aviation Agency

- Serbia and Montenegro Air Traffic Services SMATSA llc

- Ministry of Defence

Main airport covered by LSSIP: Podgorica Airport (LYPG).

Traffic and Capacity0F

Summer En-Route Delay

Number of ongoing national projects: 10

Summary of 2022 developments:

During the reporting cycle, two objectives have been implemented (ATC12.1 and FCM10). Based on the current

planning it is now expected that a substantial number of objectives, across all ATM domains, will be completed in

2023 (FCM03, FCM06.1, ITY-ACID and ITY-AGVCS2).

Figures for Serbia and for Montenegro (ACC Beograd)

Level of traffic compared to 2019 Traffic growth compared to 2021 Forecast between 2023-2028

2022

64%

102%

2.3% &

5.8%

2022

1.42

LSSIP Year 2022 Montenegro 2 Released Issue

Progress per SESAR Phase

The figure below shows the progress made so far in the implementation of objectives stemming from different R&D

phases (Pre-SESAR, SESAR1 and SESAR 2020).

It shows the average implementation progress for all objectives grouped by SESAR Phase, excluding those for which

the State is outside the applicability area as defined on a yearly basis in the European ATM Master Plan (Level 3)

2022, i.e., disregarding the declared “NOT APPLICABLE” LSSIP progress status.

Source: EUROCONTROL LSSIP+ DB

LSSIP Year 2022 Montenegro 3 Released Issue

Progress per SESAR Essential Operational Changes and Phase

The figure below shows the progress made so far, per SESAR Essential Operational Changes, in the implementation

of the SESAR phases. The percentages are calculated as an average, per EOC, of the same objectives as in the previous

paragraph.

Source: EUROCONTROL LSSIP+ DB

LSSIP Year 2022 Montenegro 4 Released Issue

ICAO ASBU Implementation Progress – Blocks 0 and 1

The figure below shows the progress made so far in the implementation of the ICAO ASBU Blocks 0 and 1, according

to ICAO Global Air Navigation Plan 6

Edition (2019). The overall percentage is calculated as an average of the

relevant Objectives contributing to each of the relevant ASBU Blocks; this is a summary of the table explained in

Chapter 5.3 – ICAO ASBU Implementation Progress.

Source: EUROCONTROL LSSIP+ DB

ATM Deployment Outlook

State Objectives

 Deployed in 2022

- A

utomated Support for Conflict Detection, Resolution Support Information and Conformance Monitoring

[ATC12.1] 100% progress

- Interactive Rolling NO

[FCM10] 100 % progress

By 2023

- Collaborative Flight Planning

[FCM03] 85% progress

- Automated Support for Traffic Complexity Assessment and Flight Planning interfaces

[FCM06.1] 95% progress

- 8,33 kHz Air-Ground Voice Channel Spacing below FL195

[ITY-AGVCS2] 75% progress

- Aircraft Identification

[ITY-ACID] 92% progress

By 2024

- Initial ATC Air-Ground Data Link Services

[ITY-AGDL] 43% progress

LSSIP Year 2022 Montenegro 5 Released Issue

By 2025

- ASM and A-FUA

[AOM19.5] 68 % progress

- Improve Runway Safety by Preventing Runway Excursions

[SAF11.1] 70 % progress

By 2026+

- Implement measures to reduce the risk to aircraft operations caused by airspace infringements

[SAF10.1] 60 % progress

- Aeronautical Information Exchange - Aerodrome mapping service

[INF10.7] 0 % progress

- Aeronautical Information Exchange – Digital NOTAM service

[INF10.6] 0 % progress

- Stakeholders’ SWIM PKI and cyber security

[INF10.2] 0 % progress

- Ensure Quality of Aeronautical Data and Aeronautical Information

[ITY-ADQ] 28 % progress

Source: EUROCONTROL LSSIP+ DB

LSSIP Year 2022 Montenegro 6 Released Issue

Overall situation of Implementation Objectives

Main Objectives Topic

Progress

at the end

of 2022

Status 2022 2023 2024 2025 2026 2027 >2027

AOM13.1

Harmonise Operational Air Traffic (OAT) and General

Air Traffic (GAT) Handling

Not

Applicable

AOM19.4

Management of Predefined Airspace Configurations

Not

Applicable

AOM19.5

ASM and A-FUA

68%

Ongoing

AOM21.2

Initial Free Route Airspace

100%

Completed

AOM21.3

Enhanced Free Route Airspace Operations

100%

Completed

AOP04.1(LYPG)

Advanced Surface Movement Guidance and Control

System A-SMGCS Surveillance Service (former ICAO

Level 1)

Not

Applicable

AOP04.2(LYPG)

Advanced Surface Movement Guidance and Control

System (A-SMGCS) Runway Monitoring and Conflict

Alerting (RMCA) (Airport Safety Support Service =

former ICAO Level 2)

Not

Applicable

AOP05(LYPG)

Airport Collaborative Decision Making (A-CDM)

Not

Applicable

AOP10(LYPG)

Time-Based Separation

Not

Applicable

AOP11.1(LYPG)

Initial Airport Operations Plan

Not

Applicable

AOP11.2(LYPG)

Extended Airport Operations Plan

Not

Applicable

2027

AOP12.1(LYPG)

Airport Safety Nets

Not

Applicable

AOP13(LYPG)

Automated Assistance to Controller for Surface

Movement Planning and Routing

Not

Applicable

AOP14.1(LYPG)

Remote Tower Services

Not

Applicable

2030

AOP15(LYPG)

Enhanced traffic situational awareness and airport

safety nets for the vehicle drivers

Not

Applicable

2030

LSSIP Year 2022 Montenegro 7 Released Issue

Main Objectives Topic

Progress

at the end

of 2022

Status 2022 2023 2024 2025 2026 2027 >2027

AOP16(LYPG)

Guidance assistance through airfield ground lighting

Not

Applicable

2030

AOP17(LYPG)

Provision/integration of departure planning

information to NMOC

Not

Applicable

2030

AOP18(LYPG)

Runway Status Lights (RWSL)

Not

Applicable

2030

AOP19(LYPG)

Departure Management Synchronised with Pre-

departure sequencing

Not

Applicable

AOP25(LYPG)

De-icing management tool

Not

Applicable

2030

AOP26(LYPG)

Reduced separation based on local Runway

Occupancy Time (ROT) characterisation

Not

Applicable

2030

ATC02.8

Ground-Based Safety Nets

100%

Completed

ATC07.1(LYPG)

AMAN Tools and Procedures

Not

Applicable

ATC12.1

Automated Support for Conflict Detection, Resolution

Support Information and Conformance Monitoring

100%

Completed

ATC15.1

Information Exchange with En-route in Support of

AMAN

Not

Applicable

ATC15.2(LYPG)

Arrival Management Extended to En-route Airspace

Not

Applicable

ATC18

Multi-Sector Planning En-route - 1P2T

Not

Applicable

2030

ATC19(LYPG)

AMAN/DMAN Integration

Not

Applicable

2027

ATC20

Enhanced STCA with down-linked parameters via

Mode S EHS

100%

Completed

2030

ATC26(LYPG)

Point Merge in complex TMA

Not

Applicable

2030

COM10.2

Extended AMHS

100%

Completed

COM11.1

Voice over Internet Protocol (VoIP) in En-Route

100%

Completed

COM11.2

Voice over Internet Protocol (VoIP) in

Airport/Terminal

100%

Completed

LSSIP Year 2022 Montenegro 8 Released Issue

Main Objectives Topic

Progress

at the end

of 2022

Status 2022 2023 2024 2025 2026 2027 >2027

COM12

New Pan-European Network Service (NewPENS)

100%

Completed

COM13

Air Traffic Services (ATS) datalink using SatCom Class B

Not

Applicable

2030

ENV01(LYPG)

Continuous Descent Operations (CDO)

Not

Applicable

ENV02(LYPG)

Airport Collaborative Environmental Management

Not

Applicable

2030

ENV03(LYPG)

Continuous Climb Operations (CCO)

Not

Applicable

2030

FCM03

Collaborative Flight Planning

85%

Ongoing

FCM04.2

Enhanced Short Term ATFCM Measures

Not yet

planned

FCM06.1

Automated Support for Traffic Complexity

Assessment and Flight Planning interfaces

95%

Ongoing

FCM10

Interactive Rolling NOP

100%

Completed

FCM11.1(LYPG)

Initial AOP/NOP Information Sharing

Not

Applicable

FCM11.2(LYPG)

AOP/NOP integration

Not

Applicable

2027

INF07

Electronic Terrain and Obstacle Data (eTOD)

Not yet

planned

INF10.10

Meteorological Information Exchange - Aerodrome

Meteorological information Service

Not

Applicable

INF10.11

Meteorological Information Exchange - En-Route and

Approach Meteorological information service

Not

Applicable

INF10.12

Meteorological Information Exchange - Network

Meteorological Information

Not

Applicable

INF10.13

Cooperative Network Information Exchange - ATFCM

Tactical Updates Service (Airport Capacity and

Enroute)

Not

Applicable

INF10.14

Cooperative Network Information Exchange – Flight

Management Service (Slots and NOP/AOP integration)

Not

Applicable

INF10.15

Cooperative Network Information Exchange –

Not

LSSIP Year 2022 Montenegro 9 Released Issue

Main Objectives Topic

Progress

at the end

of 2022

Status 2022 2023 2024 2025 2026 2027 >2027

Measures Service (Traffic Regulation)

Applicable

INF10.16

Cooperative Network Information Exchange - Short

Term ATFCM Measures services (MCDM, eHelpdesk,

STAM measures)

Not

Applicable

INF10.17

Cooperative Network Information Exchange – Counts

service (ATFCM Congestion Points)

Not

Applicable

INF10.19

Flight Information Exchange (Yellow Profile) - Flight

Data Request Service

Not

Applicable

INF10.2

Stakeholders’ SWIM PKI and cyber security

Planned

INF10.20

Flight Information Exchange (Yellow Profile) -

Notification Service

Not

Applicable

INF10.21

Flight Information Exchange (Yellow Profile) - Data

Publication Service

Not

Applicable

INF10.23

Flight Information Exchange (Yellow Profile) -

Extended AMAN SWIM Service

Not

Applicable

INF10.3

Aeronautical Information Exchange - Airspace

structure service

Not

Applicable

INF10.4

Aeronautical Information Exchange - Airspace

Availability Service

Not

Applicable

INF10.5

Aeronautical Information Exchange - Airspace

Reservation (ARES)

Not

Applicable

INF10.6

Aeronautical Information Exchange – Digital NOTAM

service

Planned

INF10.7

Aeronautical Information Exchange - Aerodrome

mapping service

Planned

INF10.8

Aeronautical Information Exchange - Aeronautical

Information Features service

Not

Applicable

INF10.9

Meteorological Information Exchange - Volcanic Ash

Mass Concentration information service

Not

Applicable

ITY-ACID

Aircraft Identification

92%

Ongoing

ITY-AGDL

Initial ATC Air-Ground Data Link Services

43%

Ongoing

ITY-AGVCS2

8,33 kHz Air-Ground Voice Channel Spacing below

FL195

75%

Ongoing

LSSIP Year 2022 Montenegro 10 Released Issue

Main Objectives Topic

Progress

at the end

of 2022

Status 2022 2023 2024 2025 2026 2027 >2027

ITY-FMTP

Common Flight Message Transfer Protocol (FMTP)

100%

Completed

NAV03.1

RNAV 1 in TMA Operations

Not

Applicable

2030

NAV03.2

RNP 1 in TMA Operations

100%

Completed

2030

NAV10

RNP Approach Procedures to instrument RWY

100%

Completed

NAV11.1

Implement precision approach procedures using GBAS

CAT II based on GAST C

Not

Applicable

2030

NAV12

ATS IFR Routes for Rotorcraft Operations

Not

Applicable

2030

SAF10.1

Implement measures to reduce the risk to aircraft

operations caused by airspace infringements

Ongoing

2030

SAF11.1

Improve Runway Safety by Preventing Runway

Excursions

Ongoing

2030

LEGEND:

Full Operational Capability (FOC) date

The Planned Implementation Date as reported in the LSSIP DB for each objective

Source: EUROCONTROL LSSIP+ DB

LSSIP Year 2022 Montenegro 11 Released Issue

Introduction

he Local Single Sky ImPlementation (LSSIP) documents, as an integral part of the Master Plan (MP) Level 3 (L3)/LSSIP

mechanism, constitute a short/medium term implementation plan containing ECAC States’ actions to achieve the

Implementation Objectives as set out by the MP Level 3 and to improve the performance of their national ATM

System. This LSSIP document describes the situation in the State at the end of December 2022, together with plans

for the next years.

Chapter 1 provides an overview of the ATM institutional arrangements within the State, the membership of the

State in various international organisations, the organisational structure of the main ATM players -civil and military-

and their responsibilities under the national legislation. In addition, it gives an overview of the Airspace Organisation

and Classification, the ATC Units and the ATM systems operated by the main ANSP.

Chapter 2 provides a comprehensive picture of the situation of Air Traffic, Capacity and ATFM Delay per each ACC

in the State. It shows the evolution of Air Traffic and Delay in the last five years and the forecast for the next five

years. It also presents the achieved performance in terms of delay during the summer season period and the planned

projects assumed to offer the required capacity which will match the foreseen traffic increase and keep the delay at

the agreed performance level.

Chapter 3 provides the main Implementation Projects (at national, FAB and multinational level) which contribute

directly to the implementation of the MP Operational Improvements and/or Enablers and Implementation

Objectives. The LSSIP document covers a high-level list of the projects showing the applicable links. All other details

like description, timescale, progress made and expected contribution to the ATM Key Performance Areas provided

by the State per each project are available in the LSSP DB (extraction can be asked to LSSIP FP or LSSIP CP).

hapter 4 deals with other cooperation activities beyond Implementation Projects. It provides an overview of the

FAB cooperation, as well as all other multinational initiatives, which are out of the FAB scope. The content of this

chapter generally is developed and agreed in close cooperation between the States concerned.

Chapter 5 contains aggregated information at State level covering the overall level of implementation,

implementation per SESAR Essential Operational Change and implementation of ICAO ASBUs. In addition, it provides

the high-level information on progress and plans of each Implementation Objective. The information for each

Implementation Objective is presented in boxes giving a summary of the progress and plans of implementation for

each Stakeholder. The conventions used are presented at the beginning of the section.

The information contained in Chapter 5 – I

mplementation Objectives Progress is deemed sufficient to satisfy State

reporting requirements towards ICAO in relation to ASBU (Aviation System Block Upgrades) monitoring.

LSSIP Year 2022 Montenegro 12 Released Issue

1. National ATM Environment

Geographical Scope

International Membership

Montenegro is a Member of the following international organisations in the field of ATM:

Organisation Since

ECAC



2008

EUROCONTROL



2007

European Union - -

EASA - -

ICAO



2007

NATO



2017

ITU



2006

eographical description of the FIR(s)

The geographical scope of this document addresses the airspace over Montenegro land areas and territorial waters

adjacent thereto, as illustrated on the picture below.

LSSIP Year 2022 Montenegro 13 Released Issue

Airspace Classification and Organisation

The Montenegrin airspace is generally divided into uncontrolled and controlled portions according to the By-law on

conditions of use and classification of airspace in Montenegro published in the Official Gazette of Montenegro No.

52/17.

ICAO classes C, D, E and G apply to Montenegrin airspace in the following manner:

a) Class C applies to all TMAs and to airspace above 10000 ft AMSL;

b) Class D applies to all CTRs;

c) Class E applies to airspace between 1500 ft AGL and 10000 ft AMSL except TMAs and CTRs; and

d) Class G applies to airspace from the ground up to 1500 ft AGL, except CTRs.

The Montenegrin airspace is sub-divided into:

a) En-route (FL145 – FL660) for which the responsibility rests upon ATCC Beograd,

b) Two TMAs and CTRs for which the responsibility rests upon the Approach Offices located at the respective

airports. The lower limit of TMAs is 1500ft AGL while the upper limit is FL145 for Podgorica TMA and 7500 ft AMSL

for Tivat TMA, Tivat TMA being included within the Podgorica TMA.

ATC Units

The ATC units in the Montenegrin airspace, which are of concern to this LSSIP are the following:

ATC Unit

Number of sectors

Associated FIR(s) Remarks

En-route TMA

- - - -

ATC in the en-route portion is provided

by Beograd ATCC.

Podgorica

APP/TWR

1 Beograd FIR

MSL

1500 FT AGL

ATZ/RMZ

10000 FT AMSL

P/D/R

TSA/TRA

CBA

TMA

CTR

LSSIP Year 2022 Montenegro 14 Released Issue

National Stakeholders

he main National Stakeholders involved in ATM in Montenegro are Government of Montenegro (mainly, Ministry

of Capital Investments), Montenegro Civil Aviation Agency (CAA) that has a role of competent authority and Serbia

and Montenegro Air Traffic Services – SMATSA llc, Serbian and Montenegrin joint ANS provider. Their activities are

detailed in the following subchapters and their relationships are shown in the diagram below.

Civil Regulator(s)

General Information

The different national entities having regulatory overseeing responsibilities in ATM are summarised in the table

below. The CAA is further detailed in the following sections.

Activity in ATM: Organisation responsible Legal Basis

Rule-making Parliament, Government,

Ministry of Capital

Investments and CAA

Aviation Act (“Official Gazette of Montenegro” No30/12,

30/17 and 82/2020)

Safety Oversight CAA Aviation Act (“Official Gazette of Montenegro” No30/12,

30/17 and 82/2020)

Enforcement actions in case of

non-compliance with safety

regulatory requirements

CAA Aviation Act (“Official Gazette of Montenegro” No30/12,

30/17 and 82/2020)

Airspace Government, Ministry of

Capital Investments and

CAA

Aviation Act (“Official Gazette of Montenegro” No30/12,

30/17 and 82/2020)

Economic Ministry of Capital

Investments and CAA

Aviation Act (“Official Gazette of Montenegro” No30/12,

30/17 and 82/2020)

LSSIP Year 2022 Montenegro 15 Released Issue

Environment Ministry of Capital

Investments,

Environment Protection

Agency of Montenegro

and CAA

Aviation Act (“Official Gazette of Montenegro” No30/12

30/17 and 82/2020)

Security

Government, National

Security Board and CAA

Aviation Act (“Official Gazette of Montenegro” No30/12,

30/17 and 82/2020)

Accident investigation

National Commission for

Aircraft Accidents and

Serious Incidents

Investigation

Aviation Act (“Official Gazette of Montenegro” No30/12,

30/17 and 82/2020)

CAA

The Civil Aviation Agency of Montenegro is founded by the Government as a public agency (Article 5 of the Aviation

Act, “Official Gazette of Montenegro” No30/12, 30/17 and 82/2020)) and entrusted with the tasks of regulation,

oversight, certification, licensing and record keeping in the civil aviation in Montenegro, as well as cooperating with

the international aviation organizations.

Bodies of the CAA are the Council and the Executive Director. The Council, consisting of five members, manages the

Agency. The CAA is headed by the Executive Director.

CAA is the competent authority and as such issues certificates and performs safety oversight over ANSPs.

As the ANS provision is separated from the Regulator, the CAA, apart from the above, is responsible for rule making,

collection, analysis, keeping and distribution of occurrence reports; safety performance monitoring and other tasks

defined in the transposed SES legislation.

Annual Report published: Y

The ANS Safety Oversight Annual Report for 2022 is available, on request, under

ref. no. ANS-REP-001 of February 24

2023.

The Montenegro CAA web-site can be visited at: www.caa.me

Air Navigation Service Provider(s)

SMATSA

Services provided

Governance: Two State Enterprise Ownership: Government of Serbia=92%;

Government of Montenegro=8%

Services provided Y/N Comment

ATC en-route Y

ATC approach Y

ATC Aerodrome(s) Y

AIS Y

CNS Y

MET Y

ATCO training Y

Others Y Flight validation and flight inspection service for FPD/NAVAIDs / COM /

Additional information:

Provision of services in

other State(s):

Y Serbia (within the entire controlled airspace)

LSSIP Year 2022 Montenegro 16 Released Issue

Annual Report published: Y https://smatsa.rs/en/publications/

This is the annual report covering yearly activities of the ANSP.

SMATSA web address: www.smatsa.rs

The organisational chart of SMATSA is depicted in the Annex “National stakeholder’s organisation charts” of this

document.

ATC systems in use

Main ANSP part of any technology alliance1F

FDPS

Specify the manufacturer of the ATC system currently in use: Thales

Upgrade2F

of the ATC system is performed or planned?

major upgrade finished in November 2022. Upgrade

of the TopSky-ATC System DPS functionalities, Step 3

planned to be in operation by the end of 2023.

Replacement of the ATC system by the new one is planned?

ATC Unit Podgorica APP

SDPS

Specify the manufacturer of the ATC system currently in use: Thales

Upgrade of the ATC system is performed or planned?

major upgrade finished in November 2022. Upgrade

of the TopSky-ATC System DPS functionalities, Step 3

planned to be in operation by the end of 2023.

Replacement of the ATC system by the new one is planned?

ATC Unit Podgorica APP

Airports

General information

There are two international airports in Montenegro: Podgorica Airport and Tivat Airport, both owned by a public

enterprise Airports of Montenegro, established by the Government of Montenegro in 1999.

Airports of Montenegro can be visited at: http://www.montenegroairports.com/

Airport(s) covered by the LSSIP

Referring to the List of Airports in the European ATM Master Plan Level 3 Implementation Plan Edition 2022 –

Annex 3, it is up to the individual State to decide which additional airports will be reported through LSSIP for those

Objectives.

Therefore, Podgorica Airport (LYPG) is the only Montenegrin airport covered by the LSSIP Year 2022.

The EUROCONTROL Public Airport Corner also provides information for the Podgorica (LYPG) and Tivat (LYTV)

airports:

Technology alliance is an alliance with another service provider for joint procurement of technology from a particular supplier

(e.g., COOPANS alliance)

Upgrade is defined as any modification that changes the operational characteristics of the system (SES Framework Regulation

549/2004, Article 2 (40))

LSSIP Year 2022 Montenegro 17 Released Issue

https://ext.eurocontrol.int/airport_corner_public/

Military Authorities

The Military Aviation Authority in Montenegro is the Ministry of Defence.

Military units don’t have any particular role in ATS provision, but are involved in ASM planning processes and co-

ordination, organisation and control of activities in TSAs. Military activities in Montenegro have no significant effect

on the airspace users.

Regulatory role

Regulatory framework and rule making

Oversight

Service Provision role

OAT GAT

OAT and provision of service for OAT governed by

national legal provisions?

Provision of service for GAT by the Military governed

by national legal provisions?

N/A

Level of such legal provision: Ministerial Decree, and Air

Force Regulation (Standard Operational Procedures)

Level of such legal provision: N/A

Authority signing such legal provision: Minister of Defence Authority signing such legal provision: N/A

These provisions cover: These provisions cover:

Rules of the Air for OAT Y

Organisation of military ATS for OAT N/A Organisation of military ATS for GAT N/A

OAT/GAT Co-ordination Y OAT/GAT Co-ordination N/A

ATCO Training N/A ATCO Training N/A

ATCO Licensing N/A ATCO Licensing N/A

ANSP Certification N/A ANSP Certification N/A

ANSP Supervision N/A ANSP Supervision N/A

Aircrew Training Y ESARR applicability N/A

Aircrew Licensing Y

Additional Information: - Additional Information: -

Means used to inform airspace users (other than military)

about these provisions:

Means used to inform airspace users (other than military)

about these provisions:

National AIP Y National AIP N/A

National Military AIP Y National Military AIP N/A

EUROCONTROL eAIP N EUROCONTROL eAIP N/A

Other:

- Other:

OAT GAT

National oversight body for OAT:

Ministry of Defence

N/A

Additional information: -

OAT GAT

Services Provided: Services Provided: N/A

En-Route N SMATSA is providing service En-Route

LSSIP Year 2022 Montenegro 18 Released Issue

Military ANSP providing GAT

services SES certified?

N/A If YES, since:

Duration of the

Certificate:

Certificate issued by:

If NO, is this fact reported to the EC in

accordance with SES regulations?

Additional Information:

User role

Flexible Use of Airspace (FUA)

Approach/TMA N SMATSA is providing service Approach/TMA

Airfield/TWR/GND N SMATSA is providing service Airfield/TWR/GND

AIS N SMATSA is providing service AIS

MET N SMATSA is providing service MET

SAR Y if needed RCC is involved SAR

TSA/TRA monitoring Y FIS

Other: Other:

Additional Information: Additional Information:

IFR inside controlled airspace, Military aircraft can

fly?

OAT only GAT only Both OAT and GAT Y

If Military fly OAT-IFR inside controlled airspace, specify the available options:

Free Routing Y Within specific corridors only Y

Within the regular (GAT) national route network Y Under radar control Y

Within a special OAT route system N Under radar advisory service N

If Military fly GAT-IFR inside controlled airspace, specify existing special arrangements:

No special arrangements Y Exemption from Route Charges

Exemption from flow and capacity (ATFCM) measures Provision of ATC in UHF

CNS exemptions: RVSM 8.33 Mode S ACAS

Others:

Military in <State> applies FUA requirements as specified in the Regulation No 2150/2005: Y

FUA Level 1 implemented: Y

FUA Level 2 implemented: Y

FUA Level 3 implemented: Y

LSSIP Year 2022 Montenegro 19 Released Issue

2. Traffic and Capacity

The information related to the en-route traffic and capacity can be found in the LSSIP of the Republic of Serbia.

Montenegro and Serbia have founded a common ANSP organisation (SMATSA – Serbia and Montenegro Air Traffic

Services llc) whose principal place of operations is in Belgrade, namely Beograd ATCC.

LSSIP Year 2022 Montenegro 20 Released Issue

3. Implementation Projects

The tables below present the detailed information about the main projects currently ongoing in Montenegro.

National projects

National Projects

AIM

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2016-2026

Progress Description: Ongoing

Description: SMATSA is going to implement AIM (direct electronic connection with data originators

and integrated aeronautical database) system that will consist of:

1) the direct electronic connection aimed to improve data transfer between AIS and

data originators; and

2) Integrated aeronautical database.

Link and references

ATM MP links: -

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: +

Improvement of aeronautical data quality (consistency, reliability, security

and integrity)

Environment: -

Capacity: -

Cost-efficiency: +

Reduction of manual manipulation of data and human labour across data

chain.

Operational efficiency: -

Security: -

Air-Ground radio network upgrade

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2017-2026

Progress Description: Ongoing

Description: Implementation of additional radio site on mountain Lovcen for enhancement of radio

coverage of the south-west area of responsibility, including lease of the facility (contract

with facility owners), existing facilities adaptation, equipment procurement and

implementation.

Link and references

LSSIP Year 2022 Montenegro 21 Released Issue

Air-Ground radio network upgrade

ATM MP links: L3: COM11.1, ITY-AGVCS2

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: + Improved through better R/T coverage and higher availability. Redundancy

and avoidance of frequency interference.

Environment: -

Capacity: + Increased capacity through increase of frequencies available to the ATCOs.

Cost-efficiency: -

Operational efficiency: + Improved through better R/T coverage and higher availability.

Security: -

CPDLC

Organisation(s): SMATSA (ME) Type of project: National

Schedule: First quarter of 2024.

Progress Description: Ongoing

Description: Controller Pilot Data Link Communications (CPDLC)

Link and references

ATM MP links: L3: ITY-AGDL, ITY-FMTP

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: ++ CPDLC offers the potential to relieve some congestion, enhancing existing

communications between the air and the ground, and offering unambiguous

transmission of routine messages between controllers and pilots. In

addition, shortcomings such as stuck microphones, blocking of frequencies

or simultaneous transmissions are avoided, contributing to the overall

safety of the ATC system. CPDLC reduces the pilot's and the air traffic

controller's communication workload, allows them to concentrate on other

essential tasks.

Increased safety through automation.

Environment: -

Capacity: +++ Increased capacity through reduction of the controller workload and better

usage of the available resources.

Cost-efficiency: + Increased controller productivity through the use of advanced tools.

Operational efficiency: ++ CPDLC reduces the pilot's and the air traffic controller's communication

workload, allows them to concentrate on other essential tasks, and reduces

of code conflicts and SSR code change.

LSSIP Year 2022 Montenegro 22 Released Issue

CPDLC

Security: -

Implementation of Voice and Data transfer over Internet Protocol (IP) in ATM

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2015-2023

Progress Description: Ongoing

Description: Implementation of voice communication in accordance with EUROCAE ED-137.

COM11 dates are defined based on dates when VoIP becomes available and operational

in our system and that was completed in May 2022 (thorough SMATSA IP Communication

Network project).

Link and references

ATM MP links: L3: COM11.1

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: + Better redundancy and "fault-tolerance".

Environment: -

Capacity: + Allows more flexible dynamic sectorisation and allocation of resources

Cost-efficiency: ++ Single common network infrastructure providing reductions in total cost of

operation and maintenance (less

equipment, better standardization,

optimized logistics).

Operational efficiency: -

Security: -

NDB renewal

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2021 - 2024

Progress Description: Ongoing

Description: Renewal of NDB equipment.

Link and references

ATM MP links: -

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: +

Improved through better availability and reliability of the NAV

infrastructure.

LSSIP Year 2022 Montenegro 23 Released Issue

NDB renewal

Environment: -

Capacity: -

Cost-efficiency: + Reduced operations and maintenance costs

Operational efficiency: -

Security: -

New radar station at Besna Kobila site

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2015-2023

Progress Description: Ongoing

Description: New radar station building, along with the procurement of new primary + secondary radar

system to be installed at the station.

Link and references

ATM MP links: -

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: + Improved SSR coverage redundancy in a south-eastern parts of airspace and

better air traffic situation awareness for inbound flights originating from

neighboring countries’ airports (Sofia, Skopje). Improved air traffic situation

awareness using primary radar.

Environment: -

Capacity: + Improved SSR coverage redundancy on lower altitudes in south-eastern

parts of airspace will lead to more optimal radar vectoring in those areas.

Cost-efficiency: -

Operational efficiency: + More optimal radar vectoring.

Security: -

NewPENS

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2018-2024 (NewPENS contract between BT/EUROCONTROL/ANSP is until 2028.)

Progress Description: Ongoing

Description: NewPENS (Pan-European Network Service) ANSP backbone service implementation.

NewPENS project is related to NewPENS ANSP backbone service implementation, which

will be finished by 2019. However, migration of all services to this backbone will not

happen before the end of 2024.

Link and references

ATM MP links: L3: COM12, ITY-FMTP

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

LSSIP Year 2022 Montenegro 24 Released Issue

NewPENS

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: -

Environment: -

Capacity: -

Cost-efficiency: ++ More cost effective than fragmented network services, meet current and

future communication needs. Will reduce the coordination effort between

ANSPs to validate, test and transition ATM applications.

Operational efficiency: -

Security: -

SDDS

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2023 - 2024

Progress Description: Planned

Description: SDDS system implementation as a substitute for ADR. The project kick-off is postponed

for 2023.

Link and references

ATM MP links: -

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: + Safety-

related features include a high availability hardware platform,

alternative data path selection, syntax and range checking, static and

dynamic filtering.

An automatic switch-over function ensures data availability in case of loss of

a data source by activating the connection to a substitute.

Environment: -

Capacity: -

Cost-efficiency: ++ Reduced operations and maintenance costs.

Simultaneous use of a wide variety of communication protocols.

These gateway functions are not restricted to surveillance data and can be

used in transparent mode for practically any type of information.

NewPENS compatibility and it will facilitate its transformation into a "real"

SWIM solution as soon as SWIM’s requirements are mature.

Operational efficiency: -

Security: -

LSSIP Year 2022 Montenegro 25 Released Issue

SWIM

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2027 - begging of 2030

Progress Description: Planned

Description: Implementation of the System Wide Information Management

Link and references

ATM MP links: L3: INF07, COM11.1, INF10.7, INF10.6, INF10.2

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: + All stakeholders will share access to the information they need, including

more reliable information about the future state of the ATM system and its

environment. Greater automation of ATM will allow air traffic controllers to

focus more on monitoring and contingency planning and this will also reduce

data entry errors.

Environment: + Increased predictability of air traffic movements and infrastructure usage at

the airport will lead to optimised usage of resources, which will have a

positive impact on the environment.

Capacity: -

Cost-efficiency: + As the SWIM concept grows in maturity, standardization and re-use of

services between systems as well as the reduced duplication in managing

the same information in multiple systems will bring down system operating

costs for all ATM stakeholders.

Operational efficiency: -

Security: -

Secondary radar Vrsuta

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2018-2024

Progress Description: Canceled

Description: Implementation of secondary radar for south-west SMATSA´s en-route airspace canceled

due to inability to resolve issues related to construction of power infrastructure on

selected location and consequently inability to construct radar site.

Link and references

ATM MP links: -

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

LSSIP Year 2022 Montenegro 26 Released Issue

Secondary radar Vrsuta

Safety: + Improved secondary radar coverage redundancy in a south-west parts of

SMATSA’s en-route airspace, improved SSR coverage in TMA Podgorica

airspace and better air traffic situation awareness for inbound flights

originating from neighboring countries’ airports (Tirana, Dubrovnik).

Environment: -

Capacity: + Enhanced secondary radar coverage on lower altitudes in south-west parts

of SMATSA’s en-route airspace will lead to more optimal radar vectoring in

those areas, especially having in mind that SMATSA llc has implemented

Free Route Airspace concept – SECSI FRA since February 2018, from FL205

upwards, and possible plans to further lower said altitude.

Cost-efficiency: -

Operational efficiency: + More optimal radar vectoring.

Security: -

Upgrade of functionality of the DPS with the transition to TopSky System, step2

Organisation(s): SMATSA (ME) Type of project: National

Schedule: 2020-2022

Progress Description: Completed

Description: Software upgrade of the TopSky-ATC system towards newest generation of the Thales

ATC product.

Link and references

ATM MP links: -

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: + Increased safety through automation and new functionalities of the system.

Environment: -

Capacity: + Increased capacity through reduction of the controller workload and better

usage of the available resources.

Cost-efficiency: + Increased controller productivity through the use advanced tools.

Operational efficiency: + Increased controller productivity through the use advanced tools.

Security: -

Upgrade of the TopSky-ATC System DPS functionalities, Step 3

Organisation(s): SMATSA (ME) Type of project: National

Schedule: By the end of 2023

Progress Description: Ongoing

Description: TopSky-ATC system software upgrade: TCT functionality improvement with What Else

Probe - WEP, RVSM Status for APL, TSA Merge, SWIM (export data) and Vulnerability

Management System.

Link and references

LSSIP Year 2022 Montenegro 27 Released Issue

Upgrade of the TopSky-ATC System DPS functionalities, Step 3

ATM MP links: -

Other links: -

Project included in RP2

Performance Plan:

- Name/Code in RP2

Performance Plan:

Project included in RP3

Performance Plan:

- Name/Code in RP3

Performance Plan:

Project included in DP: - Name/Code in DP: -

Performance contribution

Safety: ++ Increased safety through automation and new functionalities of the system.

Environment: -

Capacity: + Increased capacity through reduction of the controller workload and better

usage of the available resources.

Cost-efficiency: + Increased controller productivity through the use advanced tools.

Operational efficiency: ++ Increased controller productivity through the use advanced tools.

Security: ++ With this evolution the system will be monthly checked on cybersecurity

networks with reports containing contextualization.

LSSIP Year 2022 Montenegro 28 Released Issue

4. Cooperation activities

Multinational cooperation initiatives

The European Common Aviation Area Agreement (ECAA Agreement), signed on 9 June 2006 and ratified by Montenegro

in November 2007, provided legal basis for a whole set of SES regulatory acts listed in Annex I of the ECAA Agreement

to be transposed into national legislative system and implemented. The ECAA Agreement entered into force in the

European Union only in December 2017 (11 years after the signing). As a significant number of regulations had been

published during this period, a new updated Annex 1 was adopted by the European Commission and published in the

Official Journal of the EU in August 2019. Montenegro has initiated legal changes with the purpose of transposition of

updated Annex 1 to the ECAA Agreement into national legal system.

Montenegro was a beneficiary of ISIS and ISIS II programme (Implementation of the Single European Sky in the South

East Europe) which provided support to the state in developing institutional capacity to implement EU regulations.

Montenegro was a beneficiary of BEYOND (EGNSS Building Capacity on EU Neighbouring multimodal Domains) and

CaBilAvi (Capacity Building for aviation Stakeholders) projects, promoting the use of EGNSS in countries neighbouring

the EU and building technical and operational capacity for the use of EGNOS.

On 1 February 2018, South East Common Sky Initiative Free Route Airspace (SECSI FRA) was implemented above FL 205

by ANSPs from Austria, Bosnia and Herzegovina, Croatia, Serbia and Montenegro and Slovenia, offering airspace users

significant benefits along the South East Axis, by delivering the shortest routes options from Central Europe to Greece,

Egypt or Turkey.

LSSIP Year 2022 Montenegro 29 Released Issue

5. Implementation Objectives Progress

State View: Overall Objective Implementation Progress

he graph below shows progress for all Implementation Objectives (applicable and not applicable to the State).

Summary of the implementation of the objectives

CM03 is ongoing and will be completed by the end of 2023. The objective was completed within the framework of the

FAMUS project. Messages are manually handled, although the ATM system is capable to exchange messages.

Automation in processing (exchange) of AFP messages is expected during 2023. Implementation of SUSAN Project Step

2 was prerequisite for additional tests with NM.

ITY-ACID is ongoing. SMATSA has technically implemented this objective on 08/12/2016. Plan to declare “Mode S” area

and to achieve full compliance when Serbia does.

ITY-AGDL is ongoing. FIR Beograd is not in the applicability area of this objective but SMATSA plans to implement this

objective by 02/2024.

ITY-AGVCS2 is ongoing. ANSP’s voice communication systems have been upgraded to support 8.33kHz channel spacing.

All aircraft, including state aircraft, are equipped with 8.33kHz radios. Operational 8.33 kHz deployment will be done

simultaneously with Serbia.

Source: EUROCONTROL LSSIP+ DB

LSSIP Year 2022 Montenegro 30 Released Issue

Objective Progress per SESAR Essential Operational Changes

LSSIP Year 2022 Montenegro 31 Released Issue

No implementation objectives are available for this EOC.

LSSIP Year 2022 Montenegro 32 Released Issue

This EOC Chart is not applicable for Montenegro since the objective AOP14.1 is not applicable.

LSSIP Year 2022 Montenegro 33 Released Issue

This EOC Chart is not applicable for Montenegro since the objective NAV12 is not applicable.

Source: EUROCONTROL LSSIP+ DB

LSSIP Year 2022 Montenegro 34 Released Issue

ICAO ASBU Implementation Progress

The tables below show for each ASBU Elements belonging to a particular ASBU Thread and Block, the overall status, the

final date foreseen for completion and the percentage of progress achieved in the current cycle.

The final set of Block 0 and Block 1 ASBU elements to be monitored in ICAO EUR Region has been approved through

written consultation by European Aviation System Planning Group (EASPG) in May 2022, based on the conclusions of

the EUR Global Air Navigation Plan (GANP) Transition Project Team.

Results below were determined using the LSSIP Year 2022 declared statuses and progress of the relevant

Implementation objectives in accordance with the updated mapping approved by the EASPG/3 meeting.

Note: Only the ASBU elements that are linked to an active implementation Objective are shown.

Source: EUROCONTROL LSSIP+ DB

LSSIP Year 2022 Montenegro 35 Released Issue

Detailed Objectives Implementation progress

Objective/Stakeholder Progress Code:

Completed Not yet planned

Ongoing Not Applicable

Planned Missing Data

Main Objectives

AOM13.1

Harmonise Operational Air Traffic (OAT) and General Air Traffic (GAT)

Handling

Timescales:

Initial operational capability: 01/01/2012

Full operational capability: 31/12/2018

Not

Applicable

For the time being, Montenegro does not plan to implement this objective. OAT traffic is at low

level and FUA implementation satisfies the needs of both civil and military flying.

REG (By:12/2018)

Military

Authority

OAT traffic is at low level and FUA implementation

satisfies the needs of both civil and military flying.

Not

Applicable

Montenegro

CAA

OAT traffic is at low level and FUA implementation

satisfies the needs of both civil and military flying.

Not Applicable

ASP (By:12/2018)

SMATSA

OAT traffic is at low level and FUA

implementation

satisfies the needs of both civil and military flying.

Not Applicable

MIL (By:12/2018)

Military

Authority

OAT traffic is at low level and FUA implementation

satisfies the needs of both civil and military flying.

Not

Applicable

SDP 3.1.2

AOM19.4

Management of Predefined Airspace Configurations

Timescales:

Initial operational capability: 01/01/2018

Full Operational Capability / Target Date: 31/12/2022

Not

Applicable

There is no operational need for the implementation of this objective.

ASP (By:12/2022)

SMATSA

SMATSA is considering the implementation of this

objective but no concrete plans are developed yet.

Not Applicable

LSSIP Year 2022 Montenegro 36 Released Issue

SDP 3.1.1

AOM19.5

ASM and A-FUA

Timescales:

Initial Operational Capability: 01/01/2014

Full Operational Capability / Target Date: 31/12/2022

68%

Ongoing

LARA is in operational status in AMC Montenegro as of 26/01/2023

CIAM was in operational use since

December 2021 and continue to be in operations as LARA

back

-up system

Procedures and processes for a full rolling ASM/ATFCM process are

partially implemented and

full implementation is planned until 31/12/2025 following the TopSky ATC system upgrades

CIMAC

T is partially implemented in Montenegrin Air Forces and SMATSA. Full implementation is

planned until the end of 2023 which will support implementation of procedures related to ASM

level 3 (tactical) and information exchange

31/12/2025

ASP (By:12/2022)

SMATSA

LARA is in operational status in AMC Montenegro as of

26/01/2023

CIAM was in operational use since December 2021 and

continue to be in operations as LARA back

-up system

Procedures and processes for a full rolling ASM/ATFCM

process are

partially implemented and full

implementation is planned until 31/12/2025 following

the TopSky ATC system upgrades

CIMACT is

partially implemented in Montenegrin Air

Forces and SMATSA. Full

implementation is planned until

the end of 2023 which will support implementation of

procedures related to ASM level 3 (tactical) and

information exchange

70%

Ongoing

31/12/2025

SDP 3.2.1

AOM21.2

Initial Free Route Airspace

Timescales:

Initial operational capability: 01/01/2015

Full Operational Capability / Target Date: 31/12/2022

100%

Completed

Night cross-border FRA was implemented in April 2015. Full cross-border FRA above FL325

implemented on

08/12/2016. SMATSA implemented cross-border FRA above FL205 on

01/02/2018.

01/02/2018

ASP (By:12/2022)

SMATSA

Night cross border FRA was implemented in April 2015.

Full cross border FRA above FL325 implemented on

08/12/2016. SMATSA implemented

cross-border FRA

above FL205 on 01/02/2018.

100%

Completed

01/02/2018

SDP 3.2.2

AOM21.3

Enhanced Free Route Airspace Operations

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

100%

Completed

Elements of this objective have already been implemented on 1 FEB 18 with implementation of

SECSI FRA. The number of States forming SECSI FRA was increased on 2 DEC 21. Further

enlargements of FRA application are expected in upcoming years.

01/02/2018

ASP (By:12/2025)

SMATSA

Elements of this objective have already been

implemented on 1 FEB 18 with implementation of SECSI

FRA. The number of States forming SECSI FRA was

increased on 2 DEC 21. Further

enlargements of FRA

application are expected in upcoming years.

100%

Completed

01/02/2018

LSSIP Year 2022 Montenegro 37 Released Issue

AOP04.1

Advanced Surface Movement Guidance and Control System A-SMGCS

Surveillance Service (former ICAO Level 1)

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective. There is no need to implement this

objective (there are no complex airport layouts and the traffic is not at a high level).

REG (By:12/2010)

Montenegro

CAA

LYPG is not in the

applicability area of this objective. -

Not Applicable

ASP (By:01/2021)

SMATSA

Not in the applicable area and no operational need.

Not Applicable

APO (By:01/2021)

Podgorica

Airport

There is no need to implement this objective (there are

no complex airport layouts and the traffic is not at a high

level).

Not Applicable

AOP04.2

Advanced Surface Movement Guidance and Control System (A-SMGCS)

Runway

Monitoring and Conflict Alerting (RMCA) (Airport Safety

Support Service = former ICAO Level 2)

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective. There is no need to implement this

objective (there are no complex airport layouts and the traffic is not at a high level).

ASP (By:12/2025)

SMATSA

Not in the applicable area and no

operational need. -

Not Applicable

ASP (By:12/2025)

Podgorica

Airport

There is no need to implement this objective (there are

no complex airport layouts and the traffic is not at a high

level).

Not Applicable

AOP05

Airport Collaborative Decision Making (A-CDM)

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:01/2021)

SMATSA

Not in the

applicability area and no operational need. -

Not Applicable

LSSIP Year 2022 Montenegro 38 Released Issue

APO (By:01/2021)

Podgorica

Airport

Not in the applicability area and no operational need.

Not Applicable

AOP10

Time-Based Separation

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective as there is on operational need for

implementation.

REG (By:01/2024)

Montenegro

CAA

LYPG is not in the

applicability area of this objective. -

Not Applicable

ASP (By:12/2024)

SMATSA

Not in the applicable area and no operational need.

Not Applicable

SDP 2.2.1

AOP11.1

Initial Airport Operations Plan

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2023)

SMATSA

Not in the applicable area and no operational need.

Not

Applicable

APO (By:12/2023)

Podgorica

Airport

LYPG is not in the applicability area of this objective.

Not Applicable

SDP 2.2.2

AOP11.2

Extended Airport Operations Plan

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2027)

SMATSA

Not in the applicable area and no operational need.

Not Applicable

APO (By:12/2027)

Podgorica

Airport

LYPG is not in the applicability area of this objective.

Not Applicable

LSSIP Year 2022 Montenegro 39 Released Issue

SDP 2.3.1

AOP12.1

Airport Safety Nets

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Not in the applicable area and no operational need.

Not Applicable

APO (By:12/2025)

Podgorica

Airport

LYPG is not in the

applicability area of this objective. -

Not Applicable

AOP13

Automated Assistance to Controller for Surface Movement Planning

and Routing

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

No operational need has been identified for the implementation of this Objective

REG (By:12/2025)

Montenegro

CAA

No operational need has been identified for the

implementation of this Objective

Not

Applicable

ASP (By:12/2025)

SMATSA

No operational need determined for the implementation

of this objective.

Not Applicable

SDP 2.1.1

AOP19

Departure Management Synchronised with Pre-departure sequencing

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2022)

SMATSA

No operational need determined for the implementation

of this objective.

Not Applicable

APO (By:12/2022)

Podgorica

Airport

LYPG is not in the applicability area of this objective.

Not Applicable

LSSIP Year 2022 Montenegro 40 Released Issue

SDP 3.2.1

ATC02.8

Ground-Based Safety Nets

Timescales:

Initial operational capability: 01/01/2009

Full operational capability: 31/12/2021

100%

Completed

APW and MSAW have been implemented in 2014. There are no intentions to implement APM

function in Podgorica APP/TWR.

31/01/2014

ASP (By:12/2021)

SMATSA

APW and MSAW have been implemented in 2014. There

are no intentions to implement APM function in

Podgorica APP/TWR.

100%

Completed

31/01/2014

ATC07.1

AMAN Tools and Procedures

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:01/2020)

SMATSA

No operational need determined for the

implementation

of this objective.

Not Applicable

SDP 3.2.1

ATC12.1

Automated Support for Conflict Detection, Resolution Support

Information and Conformance Monitoring

Timescales:

Initial operational capability: 01/01/2015

Full operational capability: 31/12/2021

100%

Completed

Resolution support function will be implemented accordingly when available from manufacturer

side.

22/11/2022

ASP (By:12/2021)

SMATSA

Resolution support function will be implemented

accordingly when available from manufacturer side.

100%

Completed

22/11/2022

ATC15.1

Information Exchange with En-route in Support of AMAN

Timescales:

Initial operational capability: 01/01/2012

Full operational capability: 31/12/2019

Not

Applicable

Belgrade ACC has implemented this objective for the purposes of LYBE’s AMAN. Information

Exchange with En

-route in Support of AMAN is in operational use since November 2022, as a

part of ATM System software upgrade.

ASP (By:12/2019)

SMATSA

Belgrade ACC has implemented this objective for the

purposes of LYBE’s AMAN. Information Exchange with En

route in Support of AMAN is in operational use since

November 2022, as a part of ATM System software

upgrade.

Not Applicable

LSSIP Year 2022 Montenegro 41 Released Issue

SDP 1.1.1

ATC15.2

Arrival Management Extended to En-route Airspace

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

There is no operational need for this objective.

ASP (By:12/2024)

SMATSA

There is no operational need for this objective.

Not Applicable

SDP 1.2.1

ATC19

AMAN/DMAN Integration

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2027)

SMATSA

Not in the applicable area and no operational need.

Not Applicable

APO (By:12/2027)

Podgorica

Airport

LYPG is not in the

applicability area of this objective. -

Not Applicable

COM10.2

Extended AMHS

Timescales:

Initial Operational Capability: 01/12/2011

Full Operational Capability: 31/12/2024

100%

Completed

AFTN/AMHS system was upgraded with Extended ATSMHS functionalities.

31/12/2019

ASP (By:12/2024)

SMATSA

100%

Completed

31/12/2019

LSSIP Year 2022 Montenegro 42 Released Issue

COM11.1

Voice over Internet Protocol (VoIP) in En-Route

Timescales:

Initial operational capability: 01/01/2013

Full operational capability: 31/12/2021

100%

Completed

SMATSA implemented Voice over Internet Protocol (VoIP) in ATM.

31/12/2021

ASP (By:12/2021)

SMATSA

SMATSA implemented Voice over Internet Protocol (VoIP)

in ATM.

Air-Ground

radio network

upgrade /

Implementati

on of Voice

and Data

transfer over

Internet

Protocol (IP)

in ATM /

SWIM

100%

Completed

31/12/2021

COM11.2

Voice over Internet Protocol (VoIP) in Airport/Terminal

Timescales:

Initial operational capability:

01/01/2013

Full operational capability: 31/12/2023

100%

Completed

The objective was implemented in accordance with VoIP implementation roadmap.

31/12/2021

ASP (By:12/2023)

SMATSA

SMATSA implemented Voice over Internet Protocol (VoIP)

in ATM.

VoIP links to ground radio stations were planned

to be implemented only to the radio stations on sites that

are used both for ACC and Airport/Terminal purposes, but

not to the radio stations on sites that are used for

Airport/Terminal solely.

100%

Completed

31/12/2021

COM12

New Pan-European Network Service (NewPENS)

Timescales:

Initial operational capability: 01/01/2018

Full operational capability: 31/12/2024

100%

Completed

Plan is to migrate voice and data operational services to newPENS after coordination with

adjacent ATC units, until the end of 2024.

20/04/2021

ASP (By:12/2024)

SMATSA

Plan is to migrate voice and data operational services to

newPENS after coordination with adjacent ATC units,

until the end of 2024.

NewPENS

100%

Completed

20/04/2021

APO (By:12/2024)

Podgorica

Airport

Podgorica airport assessed that there is

no need to join

new PENS at this time.

Not Applicable

LSSIP Year 2022 Montenegro 43 Released Issue

ENV01

Continuous Descent Operations (CDO)

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2023)

SMATSA

Not in the applicable area and no operational need.

Not Applicable

APO (By:12/2023)

Podgorica

Airport

LYPG is not in the applicability area of this objective.

Not

Applicable

FCM03

Collaborative Flight Planning

Timescales:

Initial operational capability: 01/01/2000

Full operational capability: 31/12/2022

85%

Ongoing

The objective was completed within the framework of the FAMUS project. Messages are

manually handled, although the ATM system is capable to exchange messages.

31/12/2023

ASP (By:12/2022)

SMATSA

Automation in processing (exchange) of AFP messages is

expected during 2023. Implementation of SUSAN Project

Step 2 was prerequisite for additional tests with NM.

85%

Ongoing

31/12/2023

SDP 4.1.1

FCM04.2

Enhanced Short Term ATFCM Measures

Timescales:

Initial operational capability: 01/11/2017

Full Operational Capability / Target Date: 31/12/2022

Not yet

planned

Currently only tentative planes exist regarding this objective.

ASP (By:12/2022)

SMATSA

Currently only

tentative planes exist regarding this

objective.

Not yet

planned

SDP 4.3.1

FCM06.1

Automated Support for Traffic Complexity Assessment and Flight

Planning interfaces

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target date: 31/12/2022

95%

Ongoing

SMATSA is planning to implement this objective in 2023.

31/12/2023

ASP (By:12/2022)

SMATSA

SMATSA is planning to implement this objective in 2023.

97%

Ongoing

31/12/2023

LSSIP Year 2022 Montenegro 44 Released Issue

SDP 4.2.1

FCM10

Interactive Rolling NOP

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2023

100%

Completed

CHMI, CIAM, LARA, NOP protected, CIREN, CITO, nConnect for RAD are in use

31/12/2022

ASP (By:12/2023)

SMATSA

CHMI, CIAM, LARA, NOP protected, CIREN, CITO,

nConnect for RAD are in use

100%

Completed

31/12/2022

APO (By:12/2023)

Podgorica

Airport

LYPG is not in the applicability area of this objective.

Not Applicable

SDP 4.2.2

FCM11.1

Initial AOP/NOP Information Sharing

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2023)

SMATSA

Traffic demand doesn't justify the investment.

Not Applicable

APO (By:12/2023)

Podgorica

Airport

LYPG is not in the

applicability area of this objective. -

Not Applicable

SDP 4.4.1

FCM11.2

AOP/NOP integration

Timescales:

- not applicable -

Not

Applicable

LYPG - Podgorica Airport

(Outside Applicability Area)

LYPG is not in the applicability area of this objective.

ASP (By:12/2027)

SMATSA

Traffic demand doesn't justify the investment.

Not Applicable

APO (By:12/2027)

Podgorica

Airport

LYPG is not in the applicability area of this objective.

Not

Applicable

LSSIP Year 2022 Montenegro 45 Released Issue

INF07

Electronic Terrain and Obstacle Data (eTOD)

Timescales:

Initial operational capability: 01/11/2014

Full operational capability: 31/12/2018

Not yet

planned

Montenegro intends to implement this objective, but there are no firm plans established for the

time being. It is assessed that multiple laws need to be changed and it is not possible to predict

when the implementation will start. Only Area 1 electronic terrain data is available.

REG (By:01/2019)

Montenegro

CAA

There are no plans to implement this objective for the

time being.

Not yet

planned

ASP (By:01/2019)

SMATSA

SMATSA is intending to implement eTOD, but

awaiting

the development of a National TOD policy before creating

its related plans.

SWIM

Not yet

planned

APO (By:01/2019)

Podgorica

Airport

There are no plans to implement this objective for the

time being.

Not yet

planned

SDP 5.2.1

INF10.2

Stakeholders’ SWIM PKI and cyber security

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Planned

SMATSA is intending to implement Digital NOTAM service and Aerodrome Mapping Database

(AMDB) as it is planned through Business Strategic Plan.

31/12/2029

ASP (By:12/2025)

SMATSA

SMATSA is intending to

implement Digital NOTAM service

and Aerodrome Mapping Database (AMDB) as it is

planned through Business Strategic Plan.

SWIM

Planned

31/12/2029

APO (By:12/2025)

Podgorica

Airport

LYPG is not in the applicability area and traffic doesn't

justify the investment.

Not Applicable

MET (By:12/2025)

SMATSA

Montenegro is not in the applicability area and SMATSA

only plans to implement Digital NOTAM service and

Aerodrome Mapping Database (AMDB).

SWIM

Not Applicable

LSSIP Year 2022 Montenegro 46 Released Issue

SDP 5.3.1

INF10.3

Aeronautical Information Exchange - Airspace structure service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for this objective.

Not Applicable

SDP 5.3.1

INF10.4

Aeronautical Information Exchange - Airspace Availability Service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for this objective.

Not Applicable

SDP 5.3.1

INF10.5

Aeronautical Information Exchange - Airspace Reservation (ARES)

Timescales:

Initial Operational Capability:

01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for

this objective.

Not Applicable

SDP 5.3.1

INF10.6

Aeronautical Information Exchange – Digital NOTAM service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Planned

Montenegro is not in the applicability area of this objective. SMATSA is intending to implement

Digital NOTAM service as it is planned through our business plans.

31/12/2029

ASP (By:12/2025)

SMATSA

SMATSA is intending to implement Digital NOTAM

service

as it is planned through our business plans.

SWIM

Planned

31/12/2029

AIS (By:12/2025)

SMATSA

SMATSA is intending to implement Digital NOTAM service

as it is planned through our business plans.

SWIM

Planned

31/12/2029

LSSIP Year 2022 Montenegro 47 Released Issue

SDP 5.3.1

INF10.7

Aeronautical Information Exchange - Aerodrome mapping service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Planned

Montenegro is not in the applicability area of this objective. SMATSA is intending to implement

Aerodrome Mapping Database (AMDB) as it is planned through our business plans.

31/12/2029

AIS (By:12/2025)

SMATSA

SMATSA is intending to implement Aerodrome Mapping

Database

(AMDB) as it is planned through our business

plans.

SWIM

Planned

31/12/2029

SDP 5.3.1

INF10.8

Aeronautical Information Exchange - Aeronautical Information Features

service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for this

objective.

Not Applicable

AIS (By:12/2025)

SMATSA

Outside of the applicability area.

Not Applicable

SDP 5.4.1

INF10.9

Meteorological Information Exchange - Volcanic Ash Mass

Concentration information service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Outside of the

applicability area. There is no operational

need for this objective.

Not Applicable

MET (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for this objective.

Not Applicable

LSSIP Year 2022 Montenegro 48 Released Issue

SDP 5.4.1

INF10.10

Meteorological Information Exchange - Aerodrome Meteorological

information Service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for this objective.

Not Applicable

APO (By:12/2025)

Podgorica

Airport

Outside of the

applicability area. There is no operational

need for this objective.

Not Applicable

MET (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for this objective.

Not Applicable

SDP 5.4.1

INF10.11

Meteorological Information Exchange - En-Route and Approach

Meteorological information service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Outside of the applicability area. There is no operational

need for this objective.

Not Applicable

MET (By:12/2025)

SMATSA

Outside of the

applicability area. There is no operational

need for this objective.

Not Applicable

SDP 5.4.1

INF10.12

Meteorological Information Exchange - Network Meteorological

Information

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

LSSIP Year 2022 Montenegro 49 Released Issue

SMATSA

Outside of the applicability area. There is no operational

need for this objective.

Not Applicable

MET (By:12/2025)

SMATSA

Outside of the applicability area. There is no

operational

need for this objective.

Not Applicable

SDP 5.5.1

INF10.13

Cooperative Network Information Exchange - ATFCM Tactical Updates

Service (Airport Capacity and Enroute)

Timescales:

Initial Operational Capability:

01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

For the time being, no investment are

planned for this

objective.

Not Applicable

SDP 5.5.1

INF10.14

Cooperative Network Information Exchange – Flight Management

Service (Slots and NOP/AOP integration)

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

For the time being, no investment is planned for this

objective.

Not

Applicable

APO (By:12/2025)

Podgorica

Airport

LYPG is not in the applicability area of this objective.

Not Applicable

SDP 5.5.1

INF10.15

Cooperative Network Information Exchange – Measures Service (Traffic

Regulation)

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

For the time

being, no investment is planned for this

objective.

Not Applicable

LSSIP Year 2022 Montenegro 50 Released Issue

SDP 5.5.1

INF10.16

Cooperative Network Information Exchange - Short Term ATFCM

Measures services (MCDM, eHelpdesk, STAM measures)

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

For the time being, no investment is planned for this

objective.

Not Applicable

SDP 5.5.1

INF10.17

Cooperative Network Information Exchange – Counts service (ATFCM

Congestion Points)

Timescales:

- not applicable -

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

For the time being, no investment is planned for

this

objective.

Not Applicable

SDP 5.6.1

INF10.19

Flight Information Exchange (Yellow Profile) - Flight Data Request

Service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Insufficient resources to fund this project.

Not Applicable

SDP 5.6.1

INF10.20

Flight Information Exchange (Yellow Profile) - Notification Service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Insufficient resources to fund this project.

Not Applicable

LSSIP Year 2022 Montenegro 51 Released Issue

SDP 5.6.1

INF10.21

Flight Information Exchange (Yellow Profile) - Data Publication Service

Timescales:

Initial Operational Capability:

01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Insufficient resources to fund this project.

Not

Applicable

SDP 5.6.1

INF10.23

Flight Information Exchange (Yellow Profile) - Extended AMAN SWIM

Service

Timescales:

Initial Operational Capability: 01/01/2021

Full Operational Capability / Target Date: 31/12/2025

Not

Applicable

Montenegro is not in the applicability area of this objective.

ASP (By:12/2025)

SMATSA

Insufficient resources to fund this project.

Not Applicable

ITY-AGDL

Initial ATC Air-Ground Data Link Services

Timescales:

ATS unit

operational capability: 05/02/2018

Aircraft capability: 05/02/2020

43%

Ongoing

FIR Beograd is not in the applicability area of this objective. SMATSA plans to implement this

objective by 02/2024.

29/02/2024

REG (By:02/2018)

Montenegro

CAA

FIR Beograd is not in the applicability area of this

objective, but SMATSA plans to

implement this objective

by 02/2024 and the CAA will support SMATSA in

implementation.

40%

Ongoing

29/02/2024

ASP (By:02/2018)

SMATSA The objective will be met by 02/2024. CPDLC

45%

Ongoing

29/02/2024

MIL (By:01/2019)

Military

Authority

Military traffic is at a very low level and there are no

transport type state aircraft in Montenegro.

Not

Applicable

LSSIP Year 2022 Montenegro 52 Released Issue

ITY-AGVCS2

8,33 kHz Air-Ground Voice Channel Spacing below FL195

Timescales:

Entry into force:

07/12/2012

New and upgraded radio equipment: 17/11/2013

New or upgraded radios on State aircraft: 01/01/2014

Interim target for freq. conversions: 31/12/2014

All radio equipment: 31/12/2017

All frequencies converted: 31/12/2018

State aircraft

equipped, except those notified to EC: 31/12/2018

State aircraft equipped, except those exempted [Art 9(11)]: 31/12/2020

75%

Ongoing

Montenegro has transposed Commission Implementing Regulation (EU) No. 1079/2012 in 2014

to provide for the legal basis for the implementation of this objective. ANSP's voice

communication systems have been upgraded to support 8.33kHz channel spacing. All a

ircraft,

including state aircraft, are equipped with 8.33kHz radios. Operational 8.33 kHz deployment will

be done simultaneously with Serbia.

30/11/2023

REG (By:12/2018)

Montenegro

CAA

Montenegro has transposed Commission Implementing

Regulation (EU) No. 1079/2012 in 2014 to provide for the

legal basis for the implementation of this objective.

Montenegro plans to implement this objective.

55%

Ongoing

30/11/2023

ASP (By:12/2018)

SMATSA

Voice communication systems have already been

upgraded to support 8.33kHz channel spacing.

Air-Ground

radio

network

upgrade

73%

Ongoing

30/11/2023

MIL (By:12/2020)

Military

Authority

There are no military ANSPs in Montenegro. SMATSA is

providing service for both civil and military users. All

military aircraft have been equipped with 8.33 kHz

radios.

100%

Completed

31/12/2016

APO (By:12/2018)

Montenegro

Airports

All the communication equipment used by Montenegro

airports vehicles operates in UHF and therefore is not

the subject of Regulation (EU) No. 1079/2012.

Not

Applicable

ITY-ACID

Aircraft Identification

Timescales:

Entry into force of the Regulation: 13/12/2011

System capability: 02/01/2020

92%

Ongoing

SMATSA has technically implemented this objective on 08/12/2016. Plan to declare "Mode S"

area and to achieve full compliance when Serbia does.

30/12/2023

ASP (By:01/2020)

SMATSA

SMATSA has

technically implemented this objective on

08/12/2016. Plan to declare "Mode S" area and to

achieve full compliance when Serbia does.

92%

Ongoing

30/12/2023

LSSIP Year 2022 Montenegro 53 Released Issue

ITY-FMTP

Common Flight Message Transfer Protocol (FMTP)

Timescales:

Entry into

force of regulation: 28/06/2007

All EATMN systems put into service after 01/01/09: 01/01/2009

All EATMN systems in operation by 20/04/11: 20/04/2011

Transitional arrangements: 31/12/2012

Transitional arrangements when bilaterally agreed between ANSPs:

31/12/2014

100%

Completed

The objective was implemented through the framework of FAMUS modernisation programme of

the common Montenegrin / Serbian ANSP.

Currently, there are 6 of 9 operational FMTP (IPv6) connections. OLDI partners Tirana,

Skopje

and Brindisi are still connected to Belgrade FDP system using FDE

-ICD (X.25) connections due to

either unavailability of the partners to support FMTP/IPv6 or lack of initiative to implement the

FMTP/IPv6 connection.

30/06/2013

ASP (By:12/2014)

SMATSA

ATM-systems have been enhanced to support OLDI over

IP v.6 according to the FAMUS implementation schedule.

Currently, there are 6 of 9 operational FMTP (IPv6)

connections. OLDI partners Tirana, Skopje and Brindisi are

still

connected to Belgrade FDP system using FDE-ICD

(X.25) connections due to either unavailability of the

partners to support FMTP/IPv6 or lack of initiative to

implement the FMTP/IPv6 connection.

CPDLC /

NewPENS

100%

Completed

30/06/2013

MIL (By:12/2014)

Military has no role in ATS provision. -

Not

Applicable

NAV03.1

RNAV 1 in TMA Operations

Timescales:

Initial operational capability: 01/01/2001

Locally determined number of RNAV1 SID/STAR, where established:

06/06/2030

Not

Applicable

Objective is not applicable because in the given environment ATS surveillance is limited due to

mountainous terrain and it is not possible to provide it in the entire TMA airspace.

REG (By:06/2030)

Montenegro

CAA

Objective is not applicable because in the given

environment ATS surveillance is limited due to

mountainous terrain and it is not possible to provide it in

the entire TMA airspace.

Not Applicable

ASP (By:06/2030)

SMATSA

Objective is not applicable because in the given

environment, ATS surveillance is limited due to

mountainous terrain and it is not possible to provide it in

the entire TMA airspace.

Not Applicable

NAV03.2

RNP 1 in TMA Operations

Timescales:

Start: 07/08/2018

Locally determined number of RNP1 SID/STAR, where established.:

06/06/2030

100%

Completed

PBN Regulation (EU) 2018/1048 has been transposed into national legal system. Montenegro

introduced RNP1

procedures in accordance with the published State PBN Implementation Plan.

For the time being there is no operational justification to implement RF.

31/01/2021

LSSIP Year 2022 Montenegro 54 Released Issue

REG (By:06/2030)

Montenegro

CAA

PBN Regulation (EU) 2018/1048 has been transposed into

national legal system.

100%

Completed

31/01/2021

ASP (By:06/2030)

SMATSA

SMATSA has implemented RNP1 SID/STARs with vertical

paths defined by the constraints at Podgorica and Tivat

airports in accordance with State PBN Implementation

Plan.

100%

Completed

31/01/2021

NAV10

RNP Approach Procedures to instrument RWY

Timescales:

Initial operational capability: 01/06/2011

Instrument RWY ends served by precision approach.: 25/01/2024

Instrument RWY ends without precision approach at other ECAC+

instrument RWYs.: 25/01/2024

100%

Completed

Montenegro has implemented this objective.

31/01/2021

REG (By:01/2024)

Montenegro

CAA

EASA AMC 20-27, EASA AMC 20-28 and Commission

Implementing Regulation (EU) 2018/1048 have been

transposed into national legislative system.

100%

Completed

31/01/2021

ASP (By:01/2024)

SMATSA

SMATSA has implemented RNP APCH procedure to LNAV,

LNAV/VNAV and LPV minima to

RWY 36 at Podgorica

airport.

100%

Completed

31/01/2021

NAV12

ATS IFR Routes for Rotorcraft Operations

Timescales:

IFR ATS route above/below FL150, SID and STAR for Rotorcraft

Operations, where established: 06/06/2030

Not

Applicable

There are no established ATS routes, SIDs or STARs for rotorcraft operations due to lack of

demand for IFR rotorcraft operations.

REG (By:06/2030)

Montenegro

CAA

There is no demand for IFR rotorcraft operations.

Not

Applicable

ASP (By:06/2030)

SMATSA

There is no demand for IFR rotorcraft operations.

Not Applicable

LSSIP Year 2022 Montenegro 55 Released Issue

Additional Objectives for ICAO ASBU Monitoring

AOM21.1

Direct Routing

(Outside Applicability Area)

Timescales:

- not applicable -

Not

Applicable

SMATSA has implemented FRA concept.

ASP (By:12/2017)

SMATSA SMATSA has implemented FRA concept. -

Not

Applicable

ATC02.2

Implement ground-based safety nets - Short Term Conflict Alert (STCA)

- level 2 for en-route operations

Timescales:

Initial operational capability: 01/01/2008

Full operational capability: 31/01/2013

100%

Completed

The implementation of STCA - level 2 was done under the FAMUS Project.

ASP (By:01/2013)

SMATSA

STCA is implemented in the current system and is

applied in the en-route portion of the airspace over

Montenegro, and within the Podgorica TMA.

100%

Completed

ATC02.9

Short Term Conflict Alert (STCA) for TMAs

Timescales:

Initial operational capability: 01/01/2018

Full operational capability: 31/12/2020

100%

Completed

There is no operational need at the moment to use of a multi-hypothesis algorithm. The same

STCA algorithm is used in TMA and in en-route.

31/01/2014

ASP (By:12/2020)

SMATSA

There is no operational need at the moment to use a

multi-hypothesis algorithm. The same STCA algorithm is

used in TMA and in en-route.

100%

Completed

31/01/2014

ATC16

Implement ACAS II compliant with TCAS II change 7.1

Timescales:

Initial operational capability: 01/03/2012

Full operational capability: 31/12/2015

100%

Completed

Montenegro has transposed Commission Regulation (EU) No 1332/2011. All aircraft in

Montenegro that are required to be equipped with ACAS are equipped with ACAS II (TCAS 7.1).

Training of the ANSP personnel was completed in 2012.

31/12/2012

REG (By:12/2015)

Montenegro

CAA

Montenegro has transposed Commission Regulation

(EU) No 1332/2011. All aircraft in Montenegro that are

required to be equipped with ACAS are equipped with

ACAS II (TCAS 7.1).

100%

Completed

31/12/2012

LSSIP Year 2022 Montenegro 56 Released Issue

ASP (By:03/2012)

SMATSA Training completed in March 2012. -

100%

Completed

MIL (By:12/2015)

Military

Authority

Military traffic is at a very low level and there are no

transport-type nor tactical aircraft in Montenegro.

Not

Applicable

COM10.1

Migrate from AFTN to AMHS (Basic service)

Timescales:

Initial Operational Capability: 01/12/2011

Full Operational Capability: 31/12/2018

100%

Completed

Since the new AFTN/AMHS system is implemented by FAMUS project, migration from AFTN to

AMHS was done after successful tests performed with adjacent COM centres and software

upgrade which includes additional AMHS features - AMC import and AMHS statistical export.

30/06/2017

ASP (By:12/2018)

SMATSA

Basic AMHS features have been upgraded with new

features - AMC import and AMHS statistical export in

2016 is validated. Operational use of first AMHS

international line started in July 2017.

100%

Completed

30/06/2017

FCM01

Implement enhanced tactical flow management services

Timescales:

Initial operational capability: 01/08/2001

Full operational capability: 31/12/2006

100%

Completed

No direct benefit for ANSP, but the objective has been implemented through FAMUS project.

ASP (By:07/2014)

SMATSA

No direct benefit for ANSP, but the objective has been

implemented through FAMUS project.

100%

Completed

ITY-ADQ

Ensure Quality of Aeronautical Data and Aeronautical Information

Timescales:

Entry into force of the regulation: 16/02/2010

Article 5(4)(a), Article 5(4)(b) and Article 6 to 13 to be implemented by:

30/06/2013

Article 4, Article5(1) and Article 5(2), Article 5(3) and Article 5(4)(c) to

be implemented by: 30/06/2014

All data requirements implemented by: 30/06/2017

28%

Ongoing

Montenegro plans to implement this objective.

Currently, the legal basis for the implementation of this objective is not established. It is

assessed that multiple laws need to be changed. Implementation has been slowed down by

COVID-19 pandemic.

31/12/2026

LSSIP Year 2022 Montenegro 57 Released Issue

REG (By:06/2017)

Montenegro

CAA

Commission Regulation (EU) No. 139/2014 is transposed

into national legal system but with implementation

postponed to 2023.

Commission Implementing Regulation (EU) No.2020/469

is in administrative procedure for transposition into

national legal system with implementation postponed

until 2024.

It is assessed that multiple laws need to be changed, but

this has been slowed down by COVID-19 pandemic.

Ongoing

31/12/2026

ASP (By:06/2017)

SMATSA

SMATSA has developed the ADQ roadmap. This

document contains detailed implementation plan to

meet requirements of ADQ.

49%

Ongoing

31/12/2026

APO (By:06/2017)

Montenegro

Airports

Montenegro Airports is not ready to implement this

objective fully, but the implementation has started with

the signing of SLA with AIS.

Ongoing

31/12/2026

ITY-COTR

Implementation of ground-ground automated co-ordination processes

Timescales:

Entry into force of Regulation: 27/07/2006

For putting into service of EATMN systems in respect of notification and

initial coordination processes: 27/07/2006

For putting into service of EATMN systems in respect of Revision of

Coordination, Abrogation of Coordination, Basic Flight Data and Change

to Basic Flight Data: 01/01/2009

To all EATMN systems in operation by 12/2012: 31/12/2012

100%

Completed

Montenegro has transposed Commission Regulation (EC) No 1032/2006. The objective was met

through the framework of FAMUS modernization program of the common Montenegro /

Serbian ANSP.

ASP (By:12/2012)

SMATSA

The objective met within the framework of the FAMUS

project.

100%

Completed

MIL (By:12/2012)

Military

Authority

Military has no role in ATS provision. -

Not

Applicable

LSSIP Year 2022 Montenegro 58 Released Issue

Local Objectives

ote: Local Objectives are addressing solutions that are considered beneficial for specific operating environments,

therefore for which a clear widespread commitment has not been expressed yet. They are characterised with no

deadline and voluntary applicability area.

AOP14.1

Remote Tower Services

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

There is no need to provide remote tower service at any airport in Montenegro (ATC is

provided from the tower at the airport).

REG (By:)

Montenegro

CAA

Not

Applicable

ASP (By:)

SMATSA

There is no need to provide remote tower service at any

airport in Montenegro (ATC is provided from the tower

at the airport).

Not

Applicable

APO (By:)

Podgorica

Airport

Not

Applicable

AOP15

Enhanced traffic situational awareness and airport safety nets for the

vehicle drivers

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

There is no need to implement this objective (there are no complex airport layouts and the

traffic is not at a high level).

REG (By:04/2019)

Montenegro

CAA

Not

Applicable

APO (By:)

Podgorica

Airport

Not

Applicable

AOP16

Guidance assistance through airfield ground lighting

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

Since the implementation of the AOP13 is not planned this objective is not applicable.

ASP (By:)

SMATSA

Since the implementation of the AOP13 is not planned

this objective is not applicable.

Not

Applicable

LSSIP Year 2022 Montenegro 59 Released Issue

APO (By:)

Podgorica

Airport

Not

Applicable

AOP17

Provision/integration of departure planning information to NMOC

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

No operational need for the implementation of this objective.

ASP (By:)

SMATSA

No operational need for the implementation of this

objective.

Not

Applicable

AOP18

Runway Status Lights (RWSL)

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

There is no need to implement this objective (there are no complex airport layouts and the

traffic is not at a high level).

REG (By:)

Montenegro

CAA

Not

Applicable

ASP (By:)

SMATSA

There is no need to implement this objective (there are

no complex airport layouts and the traffic is not at a

high level).

Not

Applicable

APO (By:)

Podgorica

Airport

Not

Applicable

AOP25

De-icing management tool

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

De-icing is not provided and A-CDM is not implemented at LYPG.

ASP (By:)

SMATSA A-CDM is not implemented at LYPG. -

Not

Applicable

APO (By:)

Podgorica

Airport

De-icing is not provided at LYPG. -

Not

Applicable

LSSIP Year 2022 Montenegro 60 Released Issue

AOP26

Reduced separation based on local Runway Occupancy Time (ROT)

characterisation

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

No operational need for the implementation of this objective.

ASP (By:)

SMATSA

No operational need for the implementation of this

objective.

Not

Applicable

ATC18

Multi-Sector Planning En-route - 1P2T

Applicability and timescale: Local

Not

Applicable

Present sector configuration does not allow 1P2T.

ASP (By:01/2030)

SMATSA Present sector configuration does not allow 1P2T. -

Not

Applicable

ATC20

Enhanced STCA with down-linked parameters via Mode S EHS

Applicability and timescale: Local

100%

Completed

Completed as a part of software and hardware upgrade of FAMUS TopSky-ATC system.

REG (By:01/2030)

Montenegro

CAA

Completed

24/05/2018

ASP (By:01/2030)

SMATSA

Completed as a part of software and hardware upgrade

of FAMUS TopSky-ATC system.

Completed

24/05/2018

ATC26

Point Merge in complex TMA

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

There is no operational need for implementation of this objective.

ASP (By:)

SMATSA

There is no operational need for implementation of this

objective.

Not

Applicable

COM13

Air Traffic Services (ATS) datalink using SatCom Class B

Applicability and timescale: Local

Not

Applicable

No operational need for implementation of this objective.

REG (By:)

Montenegro

CAA

No operational need for implementation of this

objective.

Not

Applicable

LSSIP Year 2022 Montenegro 61 Released Issue

ASP (By:)

SMATSA

No operational need for implementation of this

objective.

Not

Applicable

ENV02

Airport Collaborative Environmental Management

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

There is no operational justification for the implementation of this objective.

ASP (By:)

SMATSA

There is no operational justification for the

implementation of this objective.

Not

Applicable

APO (By:)

Podgorica

Airport

De-icing is not provided at LYPG. -

Not

Applicable

ENV03

Continuous Climb Operations (CCO)

Applicability and timescale: Local

Not

Applicable

LYPG - Podgorica Airport

Traffic flows and IFP design is dominantly influenced by terrain which makes implementation

of CCO impossible at the moment.

ASP (By:)

SMATSA

Traffic flows and IFP design is dominantly influenced by

terrain which makes implementation of CCO impossible

at the moment.

Not

Applicable

APO (By:)

Podgorica

Airport

Traffic flows and IFP design is dominantly influenced by

terrain which makes implementation of CCO impossible

at the moment.

Not

Applicable

NAV11.1

Implement precision approach procedures using GBAS CAT II based on

GAST C

Applicability and timescale: Local

Not

Applicable

Installation of GBAS GAST C CAT II ground equipment and implementation of GLS procedures

are not planned in foreseeable future.

REG (By:)

Montenegro

CAA

- -

Not

Applicable

ASP (By:)

SMATSA

Installation of GBAS GAST C CAT II ground equipment

and implementation of GLS procedures are not planned

in foreseeable future.

Not

Applicable

LSSIP Year 2022 Montenegro 62 Released Issue

SAF10.1

Implement measures to reduce the risk to aircraft operations caused

by airspace infringements

Applicability and timescale: Local

60%

Ongoing

Most of EAPAIRR recommendations were implemented, more than 60% and rest of them are

planned for implementation.

31/12/2027

REG (By:)

Montenegro

CAA

Most of EAPAIRR recommendations were implemented

and the rest of them are planned for implementation.

Ongoing

31/12/2027

ASP (By:)

SMATSA

Most of EAPAIRR recommendations were implemented,

more than 60% and rest of them are planned in near

future.

Ongoing

31/12/2024

AIS (By:)

SMATSA

Most of EAPAIRR recommendations were implemented

and rest of them are planned in near future.

Ongoing

31/12/2024

SAF11.1

Improve Runway Safety by Preventing Runway Excursions

Applicability and timescale: Local

70%

Ongoing

Most of GAPPRE recommendations that are relevant in Montenegro are implemented and the

rest of them are planned for implementation.

31/12/2025

REG (By:)

Montenegro

CAA

Most of GAPPRE recommendations that are relevant in

Montenegro are implemented and the rest of them are

planned for implementation.

Ongoing

31/12/2025

ASP (By:)

SMATSA

New established recommendations from GAPPRE are

more demanding in training issues and network level

sharing data from excursion experience. Those activities

shall be taken.

Ongoing

31/12/2024

APO (By:)

Podgorica

Airport

All relevant GAPPRE recommendations are

implemented.

Completed

31/12/2021

LSSIP Year 2022 Montenegro 63 Released Issue

6. Annexes

A. Specialists involved in the ATM implementation reporting for Montenegro

LSSIP Co-ordination

LSSIP Focal Points

Organisation

Name

LSSIP National Focal Point Civil Aviation Agency Andrea DUKANAC

LSSIP Focal Point for NSA/CAA Civil Aviation Agency Andrea DUKANAC

LSSIP Focal Point for ANSP SMATSA Jelena FASUJEVIĆ OJKIĆ

LSSIP Focal Point for Military Montenegrin Air Force Boško KUVELJIĆ

Other Focal Points

Organisation

Name

Focal Point for NETSYS SMATSA Miroslav GLAVONJIĆ

Focal Point for SUR SMATSA Danijel Gavrilović

LSSIP Year 2022 Montenegro 64 Released Issue

B. National stakeholders organisation charts

LSSIP Year 2022 Montenegro 65 Released Issue

C. Implementation Objectives’ links with other plans

he table below (extracted from the MPL3 Plan 2022) shows for each implementation objective, the mapping of the L3

implementation Objectives to the corresponding SESAR Essential Operational Changes, the SESAR Solutions, the

Deployment Program families, the ICAO ASBU, the EASA EPAS, the Network Strategy Plan, the Airspace Architecture

Study Transition Plan (AAS TP) Milestones and the SESAR Key Features.

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

OI Steps/

Enablers

ICAO

ASBUs

EPAS NSP AAS TP KF

ATC21 – Composite

surveillance ADS-

B/WAM

#114 -

CTE-S06,

CTE-S05,

CTE-S03a,

CTE-S03b,

CTE-S04a

ASUR-

B0/1

ASUR-

B0/2

RMT.067

RMT.051

SO8/3

SO8/4

AM-1.17

EAI

COM10.2 – Extended

AMHS

- - CTE-C06c

COMI-

B0/7

- SO7/4 - EAI

COM11.1 – Voice

over Internet Protocol

(VoIP) in En-Route

- -

CTE-C0

MI-

B2/1

- SO8/4 AM-1.3 EAI

COM11.2 – Voice

over Internet Protocol

(VoIP) in

Airport/Terminal

- -

CTE-C0

MI-

B2/1

- SO8/4 - EAI

COM13 – Air Traffic

Services (ATS)

datalink using SatCom

Class B

#109 -

POI-0018-

COM

COMI-

B1/3

- - AM-1.16

EAI

ITY-ACID – Aircraft

identification

- - GSURV-0101 - - SO8/2 - EAI

ITY-AGDL – Initial ATC

air-ground data link

services

- -

-0301

COMI-

B0/4

COMI-

B1/2

RMT.052

SO4/1

SO8/3

AM-1.1

EAI

ITY-AGVCS2 – 8.33

kHz Air-Ground Voice

Channel Spacing

below FL195

- - CTE-C01a - - SO8/1 - EAI

NAV10 – RNP

Approach Procedures

to instrument RWY

#103 -

-0602

-0604

-N06a

CTE-N06b

APTA-

B0/1

APTA-

B1/1

NAVS-

B0/2

RMT.044

RMT.064

SO6/5 -

AAT

NAV11.2 –

Implement precision

approach procedures

using GBAS CAT II/III

#55 - AO-0505-A

VS-

B1/1

RMT.068

- -

HPA

LSSIP Year 2022 Montenegro 66 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

OI Steps/

Enablers

ICAO

ASBUs

EPAS NSP AAS TP KF

based on GPS L1

and/or GALILEO E1

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enabl

ers

ICAO

ASBUs

EPAS NSP AAS TP KF

AOM13.1 –

Harmonise OAT and

GAT handling

- -

-0301

OM-0303

- - SO6/2 -

OAN

AOP11.1 – Initial

Airport Operations

Plan

#21 2.2.1 AO-0801-A

DM-

B1/1

- SO6/2 -

HPA

AOP11.2 – Extended

Airport Operations

Plan

#21 2.2.2

AO-0801-A,

AO-0802-A,

AO-0803,

DCB-0310

ACDM-

B1/1

- SO5/2 -

HPA

AOP17 –

Provision/integration

of DPI to NMOC

#61 - DCB-0304

OPS-

B0/4

- - -

HPA

COM12 – NewPENS - - CTE-C06b

OMI-

B1/1

SO2/3,

SO2/4,

SO8/3,

SO8/4

- EAI

FCM03 –

Collaborative flight

planning

- - IS-0102

OPS-

B0/2

- SO4/3 AM-1.14

OAN

FCM04.2 – Enhanced

Short Term ATFCM

Measures

#17 4.1.1 DCB-0308

OPS-

B1/1

- SO4/5 AM-1.11

OAN

FCM06.1 –

Automated Support

for Traffic Complexity

Assessment and Flight

Planning interfaces

#19

PJ.18-

02c

4.3.1

CM-0101

-0103

IS-0102

NOPS-

B0/2

NOPS-

B1/4

SO4/3

SO4/5

AM-1.13

OAN

FCM10 – Interactive

rolling NOP

#18

#20

4.2.1

-0102

NOPS-

B1/2

NOPS-

B1/9

SO2/2,

SO4/2,

SO4/5

AM-1.9

AM-1.12

OAN

FCM11.1 – Initial

AOP/NOP

Information Sharing

#20

#21

4.2.2

DCB-0103-A

AO-0801-A

NOPS-

B0/4

SO4/4,

SO4/5,

SO5/2

AM-1.12

OAN

LSSIP Year 2022 Montenegro 67 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enabl

ers

ICAO

ASBUs

EPAS NSP AAS TP KF

FCM11.2 – AOP/NOP

integration

#18

#20

#21

4.4.1

AO-0801–A,

AO-0802–A,

AO-0803,

DCB-0310,

DCB-0103-A,

DCB-0208

NOPS-

B1/3

SO4/4,

SO4/5,

SO5/2

AM-1.12

OAN

INF10.2 –

Stakeholders’ SWIM

PKI and cyber security

#46 5.2.1 IS-0901-A

WIM-

B2/3

RMT.072

SO2/4 AM-1.5 EAI

INF10.3 –

Aeronautical

Information Exchange

- Airspace structure

service

#46 5.3.1 IS-0901-A - - SO2/4 AM-1.5 EAI

INF10.4 –

Aeronautical

Information Exchange

- Airspace availability

service

#46 5.3.1 IS-0901-A - - SO2/4 AM-1.5 EAI

INF10.5 –

Aeronautical

Information Exchange

- Airspace

Reservation (ARES)

service

#46 5.3.1 IS-0901-A - - SO2/4 AM-1.5 EAI

INF10.6 –

Aeronautical

Information Exchange

- Digital NOTAM

service

#34

#46

5.3.1

IS-0901-A

IS-0205

- - SO2/4 AM-1.5

EAI

INF10.7 –

Aeronautical

Information Exchange

- Aerodrome Mapping

information exchange

service

#34

#46

5.3.1

IS-0901-A

IS-0205

- - SO2/4 AM-1.5

EAI

INF10.8 –

Aeronautical

Information Exchange

- Aeronautical

Information Features

service

#34

#46

5.3.1

IS-0901-A

IS-0205

- - SO2/4 AM-1.5

EAI

INF10.9 –

Meteorological

Information Exchange

- Volcanic ash

concentration service

#34

#35

#46

5.4.1

IS-0901-A

IS-0205

MET-0101

- - SO2/4 AM-1.5

EAI

LSSIP Year 2022 Montenegro 68 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enabl

ers

ICAO

ASBUs

EPAS NSP AAS TP KF

INF10.10 –

Meteorological

Information Exchange

- Aerodrome

Meteorological

information Service

#34

#35

#46

5.4.1

IS-0901-A

IS-0205

MET-0101

- - SO2/4 AM-1.5

EAI

INF10.11 –

Meteorological

Information Exchange

- En-Route and

Approach

Meteorological

information service

#34

#35

#46

5.4.1

IS-0901-A

IS-0205

MET-0101

- - SO2/4 AM-1.5

EAI

INF10.12 –

Meteorological

Information Exchange

- Network Manager

Meteorological

Information

#34

#35

#46

5.4.1

IS-0901-A

IS-0205

MET-0101

- - SO2/4 AM-1.5

EAI

INF10.13 –

Cooperative Network

Information Exchange

- ATFCM Tactical

Updates Service

#46 5.5.1 IS-0901-A - - SO2/4 AM-1.5 EAI

INF10.14 –

Cooperative Network

Information Exchange

- Flight Management

Service

#46 5.5.1 IS-0901-A - -

SO2/4

SO5/2

AM-1.5 EAI

INF10.15 –

Cooperative Network

Information Exchange

- Measures Service

#46 5.5.1 IS-0901-A - -

SO2/4

SO4/5

AM-1.5

EAI

INF10.16 –

Cooperative Network

Information Exchange

- Short Term ATFCM

Measures services

#46 5.5.1 IS-0901-A - -

SO2/4

SO4/5

AM-1.5 EAI

INF10.17 –

Cooperative Network

Information Exchange

- Counts service

#46 5.5.1 IS-0901-A - - SO2/4 AM-1.5 EAI

INF10.18 – Flight

Information Exchange

-Filing Service

#46 5.6.1 AUO-0207

FICE-

B2/2

- SO2/4 AM-1.5 EAI

INF10.19 – Flight

Information Exchange

#46 5.6.1 AUO-0207

FICE-

B2/4

- SO2/4 AM-1.5 EAI

LSSIP Year 2022 Montenegro 69 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enabl

ers

ICAO

ASBUs

EPAS NSP AAS TP KF

- Flight Data Request

Service

INF10.20 – Flight

Information Exchange

- Notification Service

#46 5.6.1 AUO-0207

FICE-

B2/5

- SO2/4 AM-1.5 EAI

INF10.21 – Flight

Information Exchange

- Publication Service

#46 5.6.1 AUO-0207

FICE-

B2/6

- SO2/4 AM-1.5 EAI

INF10.22 – Flight

Information Exchange

- Trial Service

#46 5.6.1 AUO-0219

FICE-

B2/3

- SO2/4 AM-1.5 EAI

INF10.23 – Flight

Information Exchange

- Extended AMAN

SWIM Service

#46 5.6.1 AUO-0207

DAIM-

B2/1

SWIM-

B3/1

- SO2/4 AM-1.5 EAI

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

INF07 – Electronic

Terrain and Obstacle

Data (e-TOD)

- -

IMS

-16

DAIM-

B1/3

DAIM-

B1/4

RMT.070

RMT.072

SO2/5 - EAI

INF11.1 – Enhanced

Ground Weather

Management System

(GWMS) as local

4DWxCube

PJ.18-

04b-01

POI-0044-

MET

- - - -

INF11.2 – Cb-global

capability and service

PJ.18-

04b-02

POI-0048-

MET

- - - -

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

AOP04.1 – A-SMGCS

Surveillance Service

(former ICAO Level 1)

#70

#110

AO-0201

AO-0201-A

POI-0071-

SUR

SURF-

B0/2

MST.002

SO6/6 -

HPA

LSSIP Year 2022 Montenegro 70 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

AOP04.2 – A-SMGCS

RMCA (former ICAO

Level 2)

- - AO-0102

SURF-

B0/3

MST.002

SO6/6 -

HPA

AOP05 – Airport CDM - -

-0501,

AO-0601,

-0602,

-0603,

-0201

ACDM-

B0/1

ACDM-

B0/2

NOPS-

B0/4

- SO6/4 -

HPA

AOP10 – Time Based

Separation

#64 - AO-0303

WAKE-

B2/7

- SO6/5 -

HPA

AOP12.1 – Airport

Safety Nets

#02 2.3.1 AO-0104-A

SURF-

B1/3

MST.002

SP6/6 -

HPA

AOP13 – Automated

assistance to

Controller for Surface

Movement planning

and routing

#22

#53

AO-0205

-0202

SURF-

B1/4

MST.002

SO6/6 -

HPA

AOP15

– Safety Nets

for vehicle drivers

#04 -

-0105

-0204

URF-

B2/2

MST.002

- -

HPA

AOP16 – Guidance

assistance through

airfield lighting

#47 - AO-0222-A

URF-

B1/1

MST.002

- -

HPA

AOP18 – Runway

Status Lights

#01 -

-0209

SURF-

B2/2,

SURF-

B2/3-

MST.002

- -

HPA

AOP19 – Departure

Management

Synchronised with

Pre-departure

sequencing

#53

#106

2.1.1

AO-0602

TS-0201

RSEQ-

B0/2

- -

HPA

AOP20 – Wake

Turbulence

Separations for

Departures based on

Static Aircraft

Characteristics (S-

PWS-D)

PJ.02-01-

- AO-0323

RMT.047

HPA

AOP21 – Wake

Turbulence

Separations for

Arrivals based on

Static Aircraft

Characteristics (S-

PWS-A)

PJ.02-01-

- AO-0306

RMT.047

HPA

LSSIP Year 2022 Montenegro 71 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

AOP22 – Minimum

pair separations

based on SRP

PJ.02-03 - AO-0309 - - -

HPA

AOP23 – Integrated

runway sequence for

full traffic

optimization on single

and multiple runway

airports

PJ.02-08-

- TS-0301

RSEQ-

B2/1

- -

HPA

AOP24 – Optimised

use of runway

configuration for

multiple runway

airports

PJ.02-08-

- TS-0313 - -

HPA

AOP25 – De-icing

Management Tool

#116 -

POI-0070-

- - - -

HPA

AOP26 – Reduced

separation based on

local Runway

Occupancy Time

(ROT)

characterisation

PJ.02-08-

- AO-0337 - - - - -

ATC07.1 – Arrival

management tools

- - TS-0102

RSEQ-

B0/1

- SO4/1 -

AAT

ATC19 – Enhanced

AMAN-DMAN

integration

#54 1.2.1 TS-0308

EQ-

B2/1

SO6/5

SO4/1

AAT

ATC26 – Point Merge

in complex TMA

#107 - AOM-0601

RSEQ-

B0/3

- - -

AAT

ENV01 – Continuous

Descent Operations

#11 -

-0701

-0702

APTA-

B0/4

APTA-

B1/4

- SO6/5 -

AAT

ENV02 – Airport

Collaborative

Environmental

Management

- -

AO-0703,

AO-0705,

AO-0706

- - - -

HPA

ENV03 – Continuous

Climb Operations

- -

-0703

APTA-

B0/5

APTA-

B1/5

- SO6/5 -

AAT

NAV03.1

– RNAV1 in

TMA Operations

#62 -

-0601

-N

PTA-

B0/2

RMT.044

SO6/5 -

AAT

NAV03.2 – RNP1 in

TMA Operations

#09

#51

AOM-0603

AOM-0605

APTA-

B1/2

RMT.044

SO6/5 -

AAT

LSSIP Year 2022 Montenegro 72 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

NAV11.1 – GLS CAT II

operations using

GBAS GAST-C

#119 - AO-0506

NAVS-

B1/1

RMT.068

RMT.379

- -

HPA

SAF11.1 – Improve

runway safety by

preventing runway

excursions

- - - - - - -

HPA

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

AOM19.4 –

Management of Pre-

defined Airspace

Configurations

#31

#66

3.1.2

AOM-0202-

AOM-0206-

CM-0102-A

FRTO-

B1/4,

NOPS-

B1/6

SO3/2

SO3/3

AM-1.10

AM-1.8-

OAN

AOM19.5 – ASM and

A-FUA

#31

#66

3.1.1

AOM-0202

AOM-0202-

AOM-0206-

SO3/2

SO3/3

AM-1.10

AM-1.8

OAN

AOM21.2 – Initial

Free Route Airspace

#32

#33

#66

3.2.1

AOM-0501

AOM-0505

CM-0102-A

FRTO-

B1/1

SO3/1

SO3/4

AM-1.10

AM-5.1

AAT

AOM21.3 – Enhanced

Free Route Airspace

Operations

#33

PJ.06-01

3.2.2

AOM-0501

-0505

FRTO-

B2/3

SO3/1

SO3/4

AM-1.6

AM-1.7

AAT

ATC12.1 – MONA,

TCT and MTCD

#27

#104

# PJ.10-

02a1

3.2.1

CM-0202,

CM-0203,

-0205,

CM-0207-A

FRTO-

B0/4

FRTO-

B1/5

SO3/1

SO4/1

AM-1.15

AM-5.1

AAT

ATC15.1 – Initial

Extension of AMAN to

En-route

- - TS-0305 - - SO4/1 -

AAT

ATC15.2 – Arrival

Management

Extended to En-route

Airspace

#05 1.1.1 TS-0305-A

RSEQ-

B1/1

NOPS-

B1/8

- SO4/1 AM-1.3

AAT

ATC18 – Multi Sector

Planning En-route –

1P2T

#63

#118

PJ.10-

01a1

- CM-0301

RTO-

B1/6

- SO4/1

AM-4.3

AM-5.1

AAT

LSSIP Year 2022 Montenegro 73 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

ITY-FMTP – Apply a

common flight

message transfer

protocol (FMTP)

- - CTE-C06 - - SO8/3 AM-1.3 EAI

SAF10.1 – Implement

measures to reduce

the risk to aircraft

operations caused by

airspace

infringements

- - - - SI.2025 - -

AAT

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

ATC02.8 – Ground

based safety nets

- 3.2.1

-0801

SNET-

B0/2

SNET-

B0/3

SNET-

B0/4

- SO4/1 -

AAT

ATC20 – Enhanced

STCA with DAP via

Mode S EHS

#69 - CM-0807-A

NET-

B1/1

MST.003

SO7/2 -

AAT

ATC22 – Initial Air-

Ground Trajectory

Information Sharing

(Airborne Domain)

#115 6.1.1 IS-0303-A -

RMT.068

SO4/5 AM-1.2 EAI

ATC23 – Initial Air-

Ground Trajectory

Information Sharing

(Ground Domain)

#115

PJ.18-

06b1

6.1.2 IS-0303-A -

RMT.068

SO4/5 AM-1.2

EAI

ATC24 – Network

Manager Trajectory

Information

Enhancement

PJ.18-

06b1

6.2.1

POI-0011-IS

POI-0013-IS

RMT.068

SO4/5 -

EAI

ATC25 – Initial

Trajectory

Information Sharing

ground distribution

#115 6.3.1 IS-0303-A -

MST.003

AM-1.2 EAI

LSSIP Year 2022 Montenegro 74 Released Issue

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

NAV12 – ATS IFR

Routes for Rotorcraft

Operations

#113 - AOM-0810

PTA-

B0/6

MST.003

SO6/5 -

AAT

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

- - - - - - - - -

Level 3

Implementation

Objective

SESAR

Solution

SDP

Family

Steps/Enab

lers

ICAO

ASBUs

EPAS NSP AAS TP KF

AOP14.1 – Remote

Tower Services

#12 #13

#52 #71

SDM-0201

SDM-0204

SDM-0205

RATS-

B1/1

RMT.062

SO6/5 -

HPA

AOP14.2 – Multiple

Remote Tower

Module

PJ.05-02 - SDM-0207

RATS-

B1/1

RMT.062

SO6/5 -

HPA

LSSIP Year 2022 Montenegro 75 Released Issue

D. SESAR Solutions implemented in a voluntary way3F

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

#114

Composite

Surveillance

ADS-B / WAM

https://www.

sesarju.eu/ses

ar-

solutions/com

posite-

surveillance-

ads-b-wam

By allowing the use of ADS-B data that has been

validated against data derived in parallel by a

WAM system, the system can help to reduce

the number of interrogations and number of

replies and therefore reduce the 1030/1090

MHz RF load and improve spectrum efficiency.

It achieves this through the integrati

on of

validated data items into the WAM channel,

thereby preventing a need to re-interrogate the

data item. Since the two surveillance layers

share hardware components, the system offers

improved cost efficiency. Furthermore, the use

of the system contribu

tes to an improved

security by successfully mitigating associated

ADS-B threats. SESAR has contributed to the

relevant standards, such as EUROCAE technical

specifications for WAM and ADS-B that are

implementing this “composite” concept.

Not Applicable

PJ.14-02-06 AeroMACs LYPG Not Applicable There is no need to

Referred as ‘Non-committed’ SESAR solutions in the MP L3 Report.

LSSIP Year 2022 Montenegro 76 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

integrated

with ATN,

Digital Voice

and Multilink

https://www.

sesarju.eu/ses

ar-

solutions/aer

omacs-

integrated-

atn-digital-

voice-and-

multilink

The SESAR Solution PJ14.02.06 (“AeroMACS

integrated with ATN, Digital Voice and

Multilink”) builds upon Solution #102

(AeroMACS) published in the SESAR 1

catalogue. AeroMACS is part of the Future

Communication Infrastructure supporting the

Airport Surface Component and is reflected

within the ICAO Global Air Navigation Plan

(GANP) and the ICAO Communication Roadmap

in the GANP.

implement this SESAR

solution in foreseeable

future (traffic is not at a

high level).

PJ.14-03-04

RNP1

reversion

based on

DME-DME

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/rnp

1-reversion-

based-

dmedme

Alternative-Position, Navigation and Timing (A-

PNT) is the technological enabler related with

the need to introduce ground and airborne

systems that can support currently defined and

standardized PBN and other CNS-based

operations and provide a backup with the

required level of performance in case of

degradation and absence/loss of GNSS.

According to the existing regulations, RNP1

navigation integrity requires the use of GNSS

positioning. Therefore, the GNSS loss may

become a critical issue for the design of TMA

airspace complying with PBN-IR.

LYPG Not Applicable

As ICAO standards

recognise only GNSS as

appropriate navaid for

RNP 1 operations, for

the time being existing

conventional

procedures will be used

as a fallback solution.

PJ.16-04-01

Multi-touch

inputs (MTI)

for the

human

machine

Providing the human machine interface (HMI)

of the controller working position (CWP) with

advanced technologies can help to minimise

the workload and mental strain on controllers

LYBA Not Applicable

LSSIP Year 2022 Montenegro 77 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

interface

(HMI) of the

controller

working

position

(CWP)

https://www.

sesarju.eu/ses

ar-

solutions/mul

ti-touch-

inputs-mti-

human-

machine-

interface-hmi-

controller-

working-

position-cwp

in area control centres and towers. This is

especially true when managing high density

traffic or complex operations. SESAR 1 research

found multi-

touch functionality including

handheld or tablet devices are technically

mature enough to be used in the ATC/ATM

environment. In addition to providing faster

input methods such as ‘one-t

ouch’ cleared

flights, the technology supports complex tools

such as map manipulation and gestures

recognition to enhance usability and controller

productivity.

#55

Precision

approach

using GBAS

Category II/III

https://www.

sesarju.eu/ses

ar-

solutions/pre

cision-

approaches-

using-gbas-

cat-iiiii

GBAS has limited (GBAS Local Object

Consideration Areas) or no protection areas,

usually located outside aircraft movement

areas. This allows the reduction of runway

occupancy times in LVP, reducing spacing

between arrival aircraft. Use of GBAS Cat II/III

eliminates ILS critical zones, enables flexible

approaches, offers PA where ILS cannot due to

geography and signal stability (immune to

signal bends inherent in ILS), complements ILS

at airports with multiple RWYs during LVP, the

rationalization of some ILS thus reducing

operation and mai

ntenance costs and

optimizing spectrum; offers PA at aerodromes

LYPG Not Applicable

Installation of GBAS

GAST C CAT II ground

equipment and

implementation of GLS

procedures are not

planned in future

period.

LSSIP Year 2022 Montenegro 78 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

without SBAS coverage or where PA

performances cannot be achieved with SBAS.

GBAS CATII/II improves resilience of airport

capacity with fewer flight cancellations due to

LVP in force. GBAS CATII/III will enable runway

ends that are not ILS CATII/III equipped to be

used for CATII/III operations as long as the

runway is CATII/III qualified.

#102

Aeronautical

mobile airport

communicatio

n system

(AeroMACS)

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/aer

onautical-

mobile-

airport-

communicatio

n-system-

aeromacs

The aeronautical mobile airport communication

system (AeroMACS) offers a solution to offload

the saturated VHF datalink communications in

the airport environment and support new

services. The technical solution AeroMACS is

based on commercial 4G technology and uses

the IEEE 802.16 (WiMAX) standard. Designed to

operate in reserved (aeronautical) frequency

bands, AeroMACS can be used for ANSPs,

airspace users and airport authority

communications, in compliance with SESAR’s

future communicat

ion infrastructure (FCI)

concept. AeroMACS is an international

standard and supports globally harmonised and

available capabilities according to ICAO Global

Air Navigation Plan (GANP).

LYPG Not Applicable

There is no need to

implement this solution

in foreseeable future

(traffic is not at a high

level).

#110

ADS-B

surveillance

of aircraft in

flight and on

the surface

https://www.

The SESAR solution consists of the ADS-B

ground station and the surveillance data

processing and distribution (SDPD)

functionality. The solution also offers mitigation

techniques against deliberate spoofing of the

ground system by outside agents. These

Not Applicable

LSSIP Year 2022 Montenegro 79 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

sesarju.eu/ses

ar-

solutions/ads-

surveillance-

aircraft-flight-

and-surface

techniques can also be used to cope with

malfunctioning of avionics equipment. SESAR

has contributed to the relevant standards, such

as EUROCAE technical specifications,

incorporating new functionalities developed for

the ADS-B ground station, ASTERIX interface

specifications as we

ll as to the SDPD

specifications.

PJ.14-W2-

84f

Surveillance

Performance

Monitoring –

end-to-end

https://www.

sesarju.eu/ses

ar-

solutions/surv

eillance-

performance-

monitoring-

end-end

Surveillance Performance Monitoring – End-to-

End aims at enabling an improved performance

monitoring of surveillance systems in line with

the Performance-

Based Surveillance (PBS)

approach. This Solution focuses on the

development of Surveillance Performance

Monitoring Tools for end-to-end surveillance

chain. One of the objectives of the Solution is

the harmonisation of the tools. Recognising

there is a trend of the standards towards

harmonisation, the choice has been made to

harmonise the various metric assessment

methods. Solution tasks include tools

specification aligned with existing and

developing Surveillance Standards, quasi real-

time assessment, development of tool

prototypes and verification of these prototypes.

The results of tools verification are a potential

input to the standardisation, in particular the

ESASSP specification.

Not Applicable

LSSIP Year 2022 Montenegro 80 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

#57

User-driven

prioritisation

process

(UDPP)

departure

https://www.

sesarju.eu/ses

ar-

solutions/user

-driven-

prioritisation-

process-udpp-

departure

Airspace Users are allowed to change among

themselves (via the pre-departure

management process in CDM airports) the

priority order of flights in the pre-departure

sequence. The departure time will be

automatically communicated/coordinated with

the Network Management Function (NMF) via

the DPI message as described in the A-CDM

concept.

LYPG Not Applicable

LYPG is not a CDM

airport, and probably

won't be in the

foreseeable future.

#67

AOC data

increasing

trajectory

prediction

accuracy

https://www.

sesarju.eu/ses

ar-

solutions/aoc-

data-

increasing-

trajectory-

prediction-

accuracy

Europe’s vision to achieve high-performing

aviation by 2035 builds on the idea of

trajectory-based operations –

meaning that

aircraft can fly their preferred trajectory while

minimising constraints due to airspace and

service configurations. SESAR has introduced an

early

version, which makes use of flight

planning data sourced from airline operational

control (AOC) to help controllers optimise

aircraft flight paths. This solution represents an

initial step towards the extended flight plan

solution and flight and flow information for a

Not Applicable

LSSIP Year 2022 Montenegro 81 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

collaborative environment (FF-ICE).

PJ.09-03-02

AOP/NOP

departure

information

integrated in

EFPL

https://www.

sesarju.eu/ses

ar-

solutions/aop

nop-

departure-

information-

integrated-

efpl

Some elements of AOP/NOP information are

important to consider in AU flight planning in

order to better align AU and NM trajectories,

improve AU fuel prediction and support target

times management. These elements are: •

The departure taxi time • The

planned departure runways • The

lanned SID. With the implementation of

airport CDM procedures, NM receives from

most of the major airports up-to-

date and

reliable information in DPI messages and

updates much more dynamically than the FOC

this information in its planned trajectory thanks

to live information received from airports.

Therefore, this solution defines new

information flows for AUs to consider same

information as NM related to the departure

phase of the flight.

LYPG Not Applicable

LYPG is not in the

applicability area for

AOP/NOP LSSIP

objectives, and there is

no operational need to

implement them or this

SESAR solution.

PJ.15-01

Sub-regional

Demand

Capacity

Balancing

Service

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/sub-

regional-

demand-

capacity-

The purpose of the Sub-

regional Demand

Capacity Balancing (DCB) Service (Supporting

the DCB capability within the ICAO Global

Concept) is to facilitate an improved usage of

the airspace at the sub-regional level, through

enhanced planning and co

nsequently more

appropriate tactical intervention in support of

AU and AO operations.

Not Applicable

LSSIP Year 2022 Montenegro 82 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

balancing-

common-

service

PJ.17-01

SWIM TI

purple profile

for airground

advisory

information

sharing

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/swi

m-t1-purple-

profile-

airground-

advisory-

information-

sharing

The SWIM-TI Purple Profile (PP) consists of

open standards based on reliable and secure

SWIM technical infras

tructure enabling the

integration of the aircraft into the SWIM

network, thus giving it access to air/ground

SWIM services (e.g., uplink and downlink of

meteorological and aeronautical information).

It will enable operational applications to uplink

meteorological and aeronautical information

using SWIM, as well as downlink (e.g., aircraft

provided meteorological observations) of

information using SWIM.

Not Applicable

PJ.18-02b

Flight object

interoperabili

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/fligh

t-object-

interoperabili

An essential component of the future system is

ground-to-

ground interoperability (IOP), a

solution designed to enable the swift and

seamless exchange of flight trajectory

information in real time between Europe’s

network of air traffic control centres.

Not Applicable

#37

Extended

Flight Plan

https://www.

The extended flight plan is an extension of the

ICAO 2012 FPL. New information encompasses:

- The 4D trajectory as calculated by the FOC

Not Applicable

LSSIP Year 2022 Montenegro 83 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

sesarju.eu/ses

ar-

solutions/exte

nded-flight-

plan

flight planning system in support to the

generation of the operational flight plan. The

4D trajectory information in not limited to 4D

points. It contains additional elements for each

point of the trajectory such at speeds, and

aircraft mass;

- Flight specific performance data: the climbing

and descending capabilities of the aircraft

specific to the flight.

Short term use cases for EFPL are:

Use extended flight plan information to

improve the process of validation of flight plans

by the Network Manager, in particular by

reducing the number of flight plan rejections

resulting from the low resolution of the ICAO

2012 flight plan;

Use extended flight plan information to

improve traffic predictions for traffic

flow/complexity management;

Use extended flight plan information to

improve ATC processes (traffic prediction,

detection/resolut

ion of conflicts, AMAN

operations).

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

LSSIP Year 2022 Montenegro 84 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

PJ.15-10

The common

service for

aeronautical

information

management

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/com

mon-service-

aeronautical-

information-

management

The Common Service for Aeronautical

Information Management significantly reduces

the overall cost of providing AIM services by

using a common, managed service instead of

operating numerous individual national

systems. Instead of duplicating aeronautical

information and manually updating the

aeronautical information in different Ground

Systems, the Common Service for Aeronautical

Information Management offers a means of

maintaining and validating the aeronautical

information once and centrally. The ground

systems will have to replace their legacy data

storage by an interface based on SWIM allowing

direct access to quality assured and consistent

aeronautical information.

AIS Planned 12/31/29

PJ.15-11

Aeronautical

digital map

common

service

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/aer

onautical-

digital-map-

The Aeronautical Digital Map Common Service

(COSER) provides users the capability to

retrieve graphical representation of

aeronautical data/information. The output is a

standardized/harmonised graphic information

that can be retrieved by individual requests

demanding speci

fic geographical areas. The

retrieval can be performed using regular

internet protocols or through SWIM services.

AIS Planned 12/31/29

LSSIP Year 2022 Montenegro 85 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

common-

service

Instead of having to perform the rendering of

aeronautical information as a visualisation in a

GIS viewer or aeronautical map over and over

ain for different systems, generating

tremendous development efforts and

potentially diverging and unharmonized

representations that could potentially lead to

safety risks, a harmonized visualisation for

different use-cases can be provided centrally.

PJ.18-04a

Aeronautical

dataset

service

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/aer

onautical-

dataset-

service

The Aeronautical Dataset Service supports the

provision of the aeronautical information

product digital data set as defined by ICAO

Annex 15: AIP data set, Obstacle data set,

Terrain data set, Airport mapping data set,

Instrument flight procedure data set. Providing

dataset in digital format w

ill improve the

consistency and quality of the data and

enhance the exchange of information. The

Aeronautical Dataset Service will also help

service providers meet the requirements for

the provision of digital dataset information

required by ICAO. The service is created fully in

line with the requirements and guidelines

defined in the EUROCONTROL SWIM

Specifications.

AIS Planned 12/31/29

PJ.18-04b-

Ground

weather

management

system

(GWMS)

This solution addresses the provision of local

MET information to airports and considers the

use of existing sensors and MET capabilities for

the measurement and generation of MET data.

The Glide Wind Profile has been developed as

MET Not Applicable

LSSIP Year 2022 Montenegro 86 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

https://www.

sesarju.eu/ses

ar-

solutions/gro

und-weather-

management-

system-gwms

the provider of glide wind data to the Ground

Weather Management System (GWMS) using

mature sources like Radar and Lidar sensors.

The purpose is to enhance separation

procedures based on the collected wind data.

The METForTAM is an information service that

provides enhanced local MET information (e.g.,

METEO forecasts and observations) to a specific

airport (airport operational centre, APOC). The

developed capability and information service

aim at enhancing MET data provision

capabilities in order to improve the accuracy

and timely delivery of expected Meteorological

conditions at an airport.

PJ.18-04b-

Improved

MET

information

services

https://www.

sesarju.eu/ses

ar-

solutions/imp

roved-met-

information-

services

Cb-

global capability uses data from

geostationary satellites to detect, track, and

nowcast thunderstorms in order to provide

pilots an overview of the current weather

hazard situation beyond the limited view of the

on-board radar. It is relevant for the upper

airspace En-

route and enables a pilot to

strategically plan a safe and smart flight route

around the thunderstorms well ahead in time

instead of flying tactical manoeuvres and

searching for gaps between the thunder cells.

LYBA Not Applicable

LSSIP Year 2022 Montenegro 87 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

#11

Continuous

descent

operations

(CDO) using

point merge

https://www.

sesarju.eu/ses

ar-

solutions/con

tinuous-

descent-

operations-

cdo-using-

point-merge

Progressive implementation of procedures for

Continuous Descent Operations (CDO) and

Continuous Climb Operations (CCO) in higher

density traffic or to higher levels, optimised for

each airport arrival/departure procedure

LYPG Not Applicable

Currently, there is no

operational justification

for the implementation

of point merge

concept, since the TMA

Podgorica is not

considered a high-

density traffic

environment and has

extensive terrain

limitations.

#23

D-TAXI service

for controller-

pilot datalink

communicatio

ns (CPDLC)

application

https://www.

sesarju.eu/ses

ar-

solutions/d-

taxi-service-

controller-

pilot-datalink-

Use of data link communications between the

Tower Controllers and the flight crew during

surface movement. It is based on the D-TAXI

service from the CPDLC application, as

standardised by RTCA SC214/EUROCAE WG78

(DO-350 & DO-351). It also includes the access

to this service for end users, through the Tower

CWP for the ATCO and through the aircraft

DCDU for the flight crew.

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

LSSIP Year 2022 Montenegro 88 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

communicatio

ns-cpdlc-

application

#26

Manual taxi

routing

function

Presenting a graphical display of the taxi route

instructions received from air traffic control

provides another means for the flight crew to

check they are following the right route. The on-

board moving map of the airfield can be

overlaid with the taxi route so the pilot can see

exactly where the aircraft is in relation to the

cleared route. If the taxi clearance is sent via

datalink, through the D-TA

XI service, the

corresponding message is interpreted and

translated as a graphical path by the on-board

moving map database. If the taxi clearance is

sent via voice, the flight crew can enter it

manually into the airport moving map.

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (there are no

complex airport layouts

and the traffic is not at

a high level).

#48

Virtual block

control in low

visibility

procedures

(LVPs)

https://www.

sesarju.eu/ses

ar-

solutions/virt

ual-block-

control-low-

visibility-

procedures-

lvps

In low visibility conditions, the tower controller

working positions are provided with Virtual

Stop Bars (VSB) to improve low visibility

operations and enhance controllers’ situational

awareness. Virtual Stop Bars can be used by the

controller to reduce block-sizes once

procedural control applies. Additional

controller safety nets will be available to

indicate violations of Stop Bars (including

Virtual Stop Bars) and to monitor aircraft for

any kind of unauthorised movement (Watch

Dog).

LYPG Not Applicable

Low visibility

operations are not

allowed in

Montenegro. Adverse

weather conditions are

not affecting the traffic

at any significant level.

https://

www.sesarju.eu

/sesar-

solutions/

nual-taxi-

routing-function

LSSIP Year 2022 Montenegro 89 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

#117

Reducing

Landing

Minima in

Low Visibility

Conditions

using

Enhanced

Flight Vision

Systems

(EFVS)

https://www.

sesarju.eu/ses

ar-

solutions/red

ucing-landing-

minima-low-

visibility-

conditions-

using-

enhanced-

flight-vision

The SESAR Solution “Reducing landing minima

in low visibility conditions using enhanced Flight

vision systems (EFVS)” is intended for flight

crews and corresponds to the use of EFVS visual

based technologies displayed in HUD or an

equivalent display system. The objective is to

provide operational credit in approach as

permitted per EASA EU 965/2012 and its

coming amendments (NPA 2018-06 AWO) to

face to Low visibility conditions. Enabling EFVS

operations with operational credits provides a

greater availability of suitable destination and

alternate aerodromes during periods of

reduced visibility. This effectively reduces the

number of weather-

related delays,

cancellations or diversions of flights to CAT II/III

aerodrome

s, permits shorter routings and

reduced fuel costs, a faster return to scheduled

operations, and less passenger inconveniences.

A unique advantage of the EFVS on board

solution is that it is mainly supported by the

aircraft system instead of airports and the need

of complex and costly ground infrastructures as

those implemented in CATII/III airports. From a

global ATM network standpoint, the EFVS

operation allows to retain traffic at most of

secondary aerodromes by providing

operational credit at most of runway ends with

precision or non-precision landing minima (LPV,

LNAV/ VNAV, ILS CAT1, etc.). The operational

credit provided by EFVS is particularly

LYPG Not Applicable

Low visibility

operations are not

allowed in

Montenegro. Adverse

weather conditions are

not affecting the traffic

at any significant level.

LSSIP Year 2022 Montenegro 90 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

important regarding secondary aerodromes

because they usually have CAT1 or higher than

CAT 1 RVR - DA/DH minima and are therefore

potentially more frequently impacted by

adverse weather conditions. In addition, EFVS

capability is a key operational advantage more

especially for the business aviation community

that is mainly composed of small/ medium

operators with limited resources and operating

frequently at small/ medium airports. Beyond

operational credit, the Vision Systems such as

the EFVS improves situational awareness in all

weather conditions for all operators at all

airports contributing supporting decision-

making and increasing safety margin all the

time.

PJ.02-01-01

Optimised

Runway

Delivery on

Final

Approach

https://www.

sesarju.eu/ses

ar-

solutions/opti

mised-

runway-

delivery-final-

approach

Optimised Runway Delivery (ORD) tool is the

ATC support tool to enable safe, consistent and

efficient delivery of the required separation or

spacing between arrival pairs on final approach

to the runway-landing threshold. The ORD tool

can be used to support the application of

Distance Based and Time Based wake

separation rules e.g., ICAO, RECAT-EU, PWS-A

and WDS-A wake separation schemes, and aims

at consistently and efficiently managing the

spacing compression that occurs on short final

from the lead aircraft crossing the deceleration

fix.

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

PJ.02-01-06

Wake

Turbulence

The Static PairWise Separation for Departures

LYPG Not Applicable

For the time being,

there is no need to

LSSIP Year 2022 Montenegro 91 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

Separations

(for

Departures)

based on

Static Aircraft

Characteristic

https://www.

sesarju.eu/ses

ar-

solutions/wak

e-turbulence-

separations-

departures-

based-static-

aircraft-

characteristic

(S-PWS-D) concept optimises wake separations

between departures on the initial departure

path by moving from schemes defined by a

small number of wake categories (4 to 7 wake

categories) to a scheme defined between

aircraft type pairs for the 96 aircraft types

frequently at European major airports, together

with a scheme defined by a larger number of

wake categories (20-CAT (6-CAT + 14-CAT)) for

other aircraft type combinations. S-PWS for

departures are applied using the OSD tool; the

pairwise separations will be used as input into

the OSD tool.

implement this SESAR

solution (traffic is not at

a high level).

PJ.02-01-07

Wake Vortex

Decay

Enhancing

Devices

https://www.

sesarju.eu/ses

ar-

solutions/wak

e-decay-

enhancing-

devices

PJ.02-01-07 is a technological solution reducing

the Wake Turbulence Risk via positioning of

decay enhancing devices that accelerate the

Wake Vortex Decay in Ground Proximity. Wake

Vortex Decay Enhancing Devices, so-called

plate lines, can be installed at any major

European airport in order to increase safety by

reducing the risk of low-

altitude wake

encounters.

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution.

PJ.02-03

Minimum-

pair

separations

based on

This solution has a technical aspect and an

operational aspect. On the technical aspect, the

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

LSSIP Year 2022 Montenegro 92 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

required

surveillance

performance

(RSP)

https://www.

sesarju.eu/ses

ar-

solutions/min

imum-pair-

separations-

based-

required-

surveillance-

performance-

rsp

solution has validated to V3 that the application

of 2NM minimum radar separation (MRS)

between two aircraft established on the final

approach

course to the same runway

sufficiently mitigates the risk of collision

between them, provided the required

surveillance performance (RSP) are complied

with. In addition to the MRS, runway occupancy

time and wake separation constraints need to

be considered when determining the minimum

separation or spacing required to be applied

between two aircraft (the largest of the

constraints will need to be applied). The routine

application of the 2NM minimum on final

approach may require an increased consistency

and accuracy in the separation delivery service

on final approach. More specifically, the

maximum acceptable rate of under-separated

pairs on final approach may be lower if the

minimum radar separation that is applied is

2NM than if it were to be 2.5 NM, because the

consequences of an under-separation event are

potentially more severe. For ATC facilities with

a separation monitoring function (SMF) that

alerts the supervisor, and also possibly the final

approach controller, of a significant separation

infringement on final approach, where there is

currently a spacing minimum margin of 0.5 NM

before the alert is triggered, consideration

should be given to reducing this margin, e.g., to

0.2NM.

a high level).

PJ.02-08-01 Integrated LYPG Not Applicable

LSSIP Year 2022 Montenegro 93 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

Runway

Sequence for

full traffic

Optimization

on Single and

Multiple

Runway

Airports

https://www.

sesarju.eu/ses

ar-

solutions/inte

grated-

runway-

sequence-full-

traffic-

optimisation-

single-and-

multiple-

runway

Trajectory based Integrated RWY Sequence

function establishes an integrated arrival and

departure sequence by providing accurate

Target Take off Times (TTOTs) and Target

Landing Times (TLDTs), including dynamic

lancing of arrivals and departures while

optimising the runway throughput. It supports

TWR and APP ATCOs. The look ahead Time

Horizon is the time at which flights become

eligible for the integrated sequence. The Stable

Sequence Time Horizon is the time horizon

within which no automatic swapping of flights

in the sequence will occur, but landing and

departure time will still be updated. The value

of these time horizons is determined by the

local implementation and they are not

necessarily the same for arriva

ls and

departures. The Integrated Runway Sequence is

planned before Arrival flights top of decent and

linked with Airport CDM procedures for

departures.

PJ.02-08-02

Optimised use

of runway

configuration

for multiple

runway

airports

https://www.

sesarju.eu/ses

ar-

solutions/opti

mised-use-

Runway Manager (RMAN), is a support tool for

the Tower Supervisor to determine the optimal

runway configuration and distribution of

demand according to capacity and local

constraints. During the Planning Phase, the

RMAN checks the intentional demand versus

the available capacity and it is capable of

forecasting imbalances, raising alarms and

alerts based on the indicators provided. In the

Execution Phase, the RMAN monitors

LYPG Not Applicable

There are no airports

with more than one

RWY in Montenegro.

LSSIP Year 2022 Montenegro 94 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

runway-

configuration-

multiple-

runway-

airports

departure, arrival and overall delay and

punctuality, in addition to the capacity shortage

proposing changes if necessary. RMAN

continuously computes the optimal runway

configuration and the associated Forecasted

Landing (FLDT) and Take Off (FTOT) Times of

arrival and departures flights that maximises

the runway throughput. The Forecasted Times

calculated by the RMAN are provided to the

Integrated Runway Sequence using them to

calculate the final Target Times. As a conclusion

TLDT and TTOT calculated by the Integrated

Sequence, follow the Runway DCB Plan allowing

the feedback to the RMAN to monitor the

status of the Runway and to detect possible

imbalances.

PJ.03a-04

Enhanced

visual

operations

https://www.

sesarju.eu/ses

ar-

solutions/enh

anced-visual-

operations

“Enhanced Visual Operations” are enabled by

enhanced vision systems (EVS), synthetic vision

systems (SVS), which make more aircraft

capable of LVC operations and enable more

efficient approach, landing and taxi and

operations in LVC. This is applicable to all

platforms, even if the main airline platforms

have auto lan

d capabilities to facilitate

approaches in LVC. The solution consists of 3

activities focusing on:•

HMD fitted with

taxi routing and traffic information for easing

taxi operation in degraded weather

conditions.•

HMD equipment as an

alternative to HUD equip

ment for EFVS

operations using legacy EFVS sensors.•

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution. LVC are not

affecting the traffic at

any significant level.

LSSIP Year 2022 Montenegro 95 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

Use of active sensor with improved

performance to overcome the observed

limitation of EVS legacy sensors. The Vision

based System is an on board alternative

solution to heavy and expensive ground

infrastructures for approach in LVC.

PJ.03b-05

Traffic alerts

for pilots for

airport

operations

https://www.

sesarju.eu/ses

ar-

solutions/traf

fic-alerts-

pilots-airport-

operations

Although TCAS has been in use since long time

ago, there is currently no aircraft system to

prevent runway collisions. “Traffic alerts for

pilots for airport operations” improves safety

during airport operations. The flight crew is

provided with alert when the on-board system

detects a risk of collision with an aircraft on

runway or taxiways. The improvement is

further split into 2 implementations:• The

mainline aircraft implementation consists of an

on-board system, which detects risk of collision

with other traffic during runway operations and

provides the Flight Crew with aural alerts

(mostly ‘warning’ alert level). • The

business aircraft implementation consists of an

on-board system, which detects potential and

actual risk of collision with other traffic during

runway and taxiway operations and provides

the Flight Crew with visual and aural alerts

(indication, caution and warning alert levels).

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

PJ.15-02

E-AMAN

Service

https://www.

sesarju.eu/ses

The E-

AMAN Common Service provides

functions necessary to operate Arrival

Management with an extended horizon in an

environment where multiple actors are

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level). AMAN is

LSSIP Year 2022 Montenegro 96 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

ar-

solutions/e-

aman-

common-

service

involved e.g. multiple Airports, AMANs, ACCs,

UACs and other interested parties, e.g. NM (i.e.

Cross Boarder Arrival Management).The

capability provided by the E-AMAN Federation

Common Service is the capability of

harmonising the output of local E-AMAN

technical capabilities on different geographic or

organisational levels (ECAC, FAB, however any

other scaling could be considered in principle).

The output of the Common Service is delivered

to the end-users (e.g., adjacent ACCs / UACs).

By this, relocation of functions between

stakeholders is performed.

not implemented in

Montenegro.

PJ.02-01-02

Optimised

Separation

Delivery for

Departure

https://www.

sesarju.eu/ses

ar-

solutions/opti

mised-

separation-

delivery-

departure

“Optimised Separation Delivery for Departure”

(OSD) is the ATC support to enable safe,

consistent and efficient delivery of the required

separation or spacing between departure pairs

from the follower aircraft becoming airborne.

Different variants of the tool have been

developed in SESAR 2020

Wave 1. These

variants include an automatic wake count down

timer and a distance indicator displayed on the

tower controller’s radar screen. The OSD tools

can be used to support the tower controllers in

the delivery of time or distance separations.

This includes the departure wake separations of

ICAO, RECAT-EU, PWS-D and WDS-D as well as

departure route separations such as the SID

separations and MDIs and ADIs. In airports that

require support for both TB and DB separation

and spacing rules a combined TBS / DBS variant

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

LSSIP Year 2022 Montenegro 97 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

of the OSD tool may be necessary.

PJ.02-01-03

Weather-

Dependent

Reductions of

Wake

Turbulence

Separations

for

Departures

https://www.

sesarju.eu/ses

ar-

solutions/wea

ther-

dependent-

reductions-

wake-

turbulence-

separations-

departures

Weather Dependent Separations (WDS) for

departures is the conditional reduction or

suspension of wake separation minima on path

of departures over the straight-

out initial

departure path, applicable under pre-defined

wind conditions, so

as, to enable runway

throughput increase compared to the

applicable standard weather independent wake

separation minima. This is on the basis that

under the pre-

defined wind conditions the

wake turbulence generated by the lead aircraft

is either wind transported out of the path of the

follower aircraft on final approach or has

decayed sufficiently to be acceptable to be

encountered by the follower aircraft. The

solution covers WDS cross wind concept for

departures in segregated mode runway

operations.

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

PJ.02-01-04

Wake

Turbulence

Separations

(for Arrivals)

based on

Static Aircraft

Characteristic

https://www.

sesarju.eu/ses

ar-

solutions/wak

Static PairWise Separation for arrivals (S-PWS-

A) is the efficient aircraft type pairwise wake

separation rules for final approach consisting of

both the 96 x 96 aircraft type based wake

separation minima (for the most common

aircraft in ECAC area) and the twenty wake

category (20-

CAT) based wake separation

minima for arrival pairs involving all the

remaining aircraft types. The S-PWS are applied

using a separation delivery tool; the pairwise

separations will be used as inpu

t into the

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

LSSIP Year 2022 Montenegro 98 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

e-turbulence-

separations-

arrivals-

based-static-

aircraft-

characteristic

separation delivery tool.

PJ.02-01-05

Weather-

Dependent

Reductions of

Wake

Turbulence

Separations

for Final

Approach

https://www.

sesarju.eu/ses

ar-

solutions/wea

ther-

dependent-

reductions-

wake-

turbulence-

separations-

final-

approach

“Weather-

Dependent Reductions of Wake

Turbulence Separations for Final Approach”

aims at the optimisation of the ICAO wake

turbulence separation by use of weather-

dependent separation minima on arrivals

(WDS-A), applicable under

given wind

conditions. This allows conditional reduction or

suspension of separation minima for most

aircraft pairs, enabling runway throughput

increase compared to ICAO scheme, whilst

maintaining acceptable levels of safety. This is

on the basis that under the pre-defined wind

conditions the wake turbulence generated by

the lead aircraft is either wind transported out

of the path of the follower aircraft on final

approach or has decayed sufficiently to be

acceptable to be encountered by the follower

aircraft.

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

PJ.25-01

Collaborative

Decision

Making

(CDM)

between

airports,

TMAs and

The solution aims at balancing demand on

XMAN Services with air traffic controller

workload in order to make best use of the

available ACC/UAC resources. The information

regarding the demand/availability of the Arrival

Manager (AMAN) service is shared, via a portal,

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level). LYPG is

not a CDM airport.

LSSIP Year 2022 Montenegro 99 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

ACCs for

Overlapping

AMANs

between TMAs/airports and ACCs: with the

advent of multiple Extended AMAN (E-AMAN)

operations in the core area of Europe it will

become necessary to coordinate these

especially between ATS units and the E-AMAN

units. The solution increases the situational

awareness of what is going-

on at various

airports by providing information on the

current arrival situation and provides a

collaboration platform with multi-lateral

communication mechanism for information

sha

ring and decision making enabling the

application of XMAN strategies. These XMAN

strategies are defined and prepared per flow

regarding sector airspace design, coordinated

through a CDM process between all ATSUs

involved and activated per flow and per period

of time when required. The solution contributes

to make a better use of available resources,

reduce vectoring and holding and fuel

consumption.

PJ.25-02

Target Time

of Arrival

(TTA)

management

for seamless

integration of

out-of-area

arrival flights

The solution optimises the Target Time of

Arrival (

TTA) management at an airport to

better integrate the out-of-area inbound flights.

TTAs for long-

haul flights departing from

airports outside of the European Regulation

Area are computed by the FMP at the arrival

TMA relatively to the Estimated Times of Arrival

provided by the FOC before departure, for the

aircraft to adjust their take-off time. Once the

aircraft is airborne, the FMP at the arrival TMA

LYPG Not Applicable

For the time being,

there is no need to

implement this SESAR

solution (traffic is not at

a high level).

https://

www.sesarju.

eu/sesar-

solutions/

collaborative

-decision-

making-cdm-

between-

irports-

tmas-and-

accs-

overlapping-

amans

LSSIP Year 2022 Montenegro 100 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

receives a new TTA though the FOC. If needed,

a revised TTA is sent though the FOC to the

aircraft for the aircraft to adjust their speed in

flight.

NM is in the loop all along this process, thereby

ensuring that the network always has the most

up-to-date information from long-haul flights:

• Estimated Time Over (ETOs) received from

long hauls outside IFPS zone are sent via B2B

uplink channel to the NM to update ETFMS

flight profiles;

• Target Time Over (TTOs) are sent via B2B

uplink channel to update ETFMS flight profiles

and for NM to have full awareness of the airport

targeted landing sequence;

• Archive flight data from NM is retrieved via

B2B downlink to establish a post-analysis

treatment and presentation for statistics and

analysis purposes

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

#10 Optimised FIR Beograd Not Applicable

https://

www.sesa

rju.

eu/sesar-

solutions/

target-time-

arrival-tta-

management-

seamless-

integration-

out-area-

arrival-flights

LSSIP Year 2022 Montenegro 101 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

route

network using

advanced RNP

https://www.

sesarju.eu/ses

ar-

solutions/opti

mised-route-

network-

using-

advanced-rnp

Based on Advanced-RNP navigation

specification, design of optimised routes e.g.,

spaced parallel routes, Fixed Radius Transition

(FRT) and Tactical Parallel Offset (TPO) further

enhanced by onboard performance monitoring

and alerting and the execution of more

predictable aircraft behaviour

#118

Basic EAP

(Extended

ATC Planning)

function

https://www.

sesarju.eu/ses

ar-

solutions/basi

c-extended-

atc-planning-

beap

The basic Extended ATC Planner aims at

bridging the gap between Air Traffic Flow and

Capacity Management (ATFCM) and Air Traffic

Control (ATC) providing real-time and fine-

tuning measures to solve ATFCM hotspots, and

to perform early measures to alleviate

complexity closest to ATC activities. The

solution consists of an automated tool and

associated procedures supporting the basic

communication between the Local DCB position

and the Controllers' Work Positions allowing

the EAP and the ATC team in identifying,

assessing and resolving local complexity

situations. The basic EAP relies on a real time

integrated process for managing the complexity

of the traffic with capability to reduce traffic

peaks through early implementation of fine-

tuned solutions to solve workload imbalances

at the local level, compatible with the short-

term timeframe of execution phase of the

Not Applicable

LSSIP Year 2022 Montenegro 102 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

flights.

PJ.10-01a1

High

Productivity

Controller

Team

Organisation

in En-Route

(including

eTMA)

https://www.

sesarju.eu/ses

ar-

solutions/high

-productivity-

controller-

team-

organisation-

en-route-

including-

etma

“High Productivity Controller Team

Organisation in En-

route (including eTMA)”

consists of developing new concepts of

operation and identifying the nature of system

support required for operating in team

structures that are not the usual

Planner/Executive (1PC – 1EC) two-person ATC

sector team. In particular, the Multi-Sector

Planner (MSP) where a Planner Controller has

responsibility for the airspace under the

executive control of two independent Executive

Controllers (1PC – 2ECs). The SESAR Solution

“High Productivity Controller Team

Organisation in En-

route (including eTMA)”

focused on the typical one Planner Controller to

2 Executive Controllers MSP organization and

team organisation in eTMA (lower En-route

sectors) as well as in En-route.

Not Applicable

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

LSSIP Year 2022 Montenegro 103 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

#06

Controlled

time of arrival

(CTA) in

medium-

density/medi

um-

complexity

environments

https://www.

sesarju.eu/ses

ar-

solutions/con

trolled-time-

arrival-cta-

medium-

densitymediu

complexity-

environment

The CTA (Controlled Time of Arrival) is an ATM

imposed time constraint on a defined point

associated with an arrival runway, using

airborne capabilities to improve arrival

management. When a time constraint is

needed for a flight, the ground system may

calculate a CTA as part of the arrival

management process, and then it may be

proposed to the flight for achievement by

avionics within required accuracy. Airborne

information may be used by the ground system

in determining the CTA (e.g., ETA min/max) and

in monitoring the implementation of the CTA.

Not Applicable

#08

Arrival

management

into multiple

airports

https://www.

sesarju.eu/ses

ar-

solutions/arri

val-

management-

multiple-

airports

The system provides support to coordination of

traffic flows into multiple airports to enable a

smooth delivery to the runways. The 'Center

Manager' (CMAN) which accompanies the

AMANs of the airports generates a combined

planning for several arrival streams into

different airports by calculating the sequence of

aircraft flying towards an area where their

routes intersect. By imposing an adequate

spacing of the aircraft in that area, a Time To

Lose (TTL) for the appropriate upstream E-TMA

sector is calculated to meet this constraint.

Both AMAN-TTL for the runway and TTL for the

Not Applicable

LSSIP Year 2022 Montenegro 104 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

E-TMA sector are superimposed and presented

to the upstream En-route sector controllers.

#100

ACAS Ground

Monitoring

and

Presentation

System

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/aca

s-ground-

monitoring-

and-

presentation-

system

The ACAS provides resolution advisories (RAs)

to pilots in order to avoid collisions. Controllers

rely on pilots to report RAs by radio as they

occur in accordance with ICAO regulations.

However,

these reports can come late,

incomplete or are, absent in some instances.

This solution consists of a set of monitoring

stations and a server system, which enable the

continuous monitoring and analysis of ACAS

RAs and coordination messages between

airborne units from the ground.

Not Applicable

#101

Extended

hybrid

surveillance

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/exte

nded-hybrid-

surveillance

This solution consists of an enhanced TCAS

capability, adding passive surveillance methods

and reducing the need for active Mode-S

interrogat

ions. By making fewer active

interrogations, this solution allows the aircraft

to significantly reduce the usage of the 1090

MHz frequency.

Not Applicable

PJ.07-01-01

Reactive flight

delay

criticality

indicator

(FDCI)

https://www.

The Flight Delay Criticality Indicator (FDCI)

information, for a flight having an ATFCM delay,

is provided by the Airspace User to both NM

and FMPs to indicate that the concerned flight

is critical for his business and that he requested

that the flight progresses and arrives as much as

Not Applicable

LSSIP Year 2022 Montenegro 105 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

sesarju.eu/ses

ar-

solutions/reac

tive-flight-

delay-

criticality-

indicator-fdci

possible on time. • The resolution of

an FDCI request is NMOC driven upon the

reception of the FDCI improvement request and

when more than one regulation is affecting the

flight, alternatively in the case there is only one

regulation affecting the flight the local FMP can

requests the resolution to NMOC. • The

resolution is mostly a regulation exclusion or

delay reduction (force slot) by NMOC. In this,

the focus is put on reactive FDCI that means the

FDC flight has an ATFCM delay and slot issued.

PJ.10-02a1

Improved

performance

in the

provision of

separation

without use

of ADS-C/p

data

https://www.

sesarju.eu/ses

ar-

solutions/imp

roved-

performance-

provision-

separation-

without-use-

ads-cepp-data

Integrated tactical and medium conflict

detection & resolution (CD&R) services and

conformance monitoring tools for En-Route and

TMA aims at improving the separation (tactical

layer) in the En-Route and TMA (but not APP)

operational envi

ronments through improved

ground trajectory prediction. This is achieved

using existing information on lateral and

vertical clearances that are known by the

ground system and airborne information such

as Mode S data. This solution is built on SESAR

1 Sol. #27. New features and enhancement

brought by PJ10.02a1 are: • Extension of TCT to

all environments : TMA & ER •

Improvement of the MTCD to handle

level segments •

Enhanced resolution

features for MTCD & TCT including what-if and

what-else probes. • Conformance

monitoring tool, based on improved ground

trajectory prediction and enriched with

LYBA Ongoing 12/31/23

MTCD, TCT and what-if

probe are in operation

from 07.12.2022.

What-else probe is

planned by the end of

2023.

LSSIP Year 2022 Montenegro 106 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

additional alerts, such as rate monitoring.

#115

Extended

Projected

Profile (EPP)

availability on

ground

https://www.

sesarju.eu/ses

ar-

solutions/exte

nded-

projected-

profile-epp-

availability-

ground

Trajectory management is a key cornerstone of

the ATM system. The better the trajectory

prediction is, the better the whole ATM system

will be. Nowadays there are multiple trajectory

predictions held and maintained by air and

ground actors. They take into account different

parameters (e.g.,

aircraft model,

route/restrictions, operating preferences &

weather forecast) leading to inconsistencies

and different accuracy levels depending on

flight phases. These inconsistencies lead to an

inefficient ATM system as a whole.

'EPP

availability on ground' technological

solution is a first step towards a full ground-air

trajectory synchronization required for the

implementation of the targeted Trajectory

based operations. It allows the provision to the

ground systems of the aircraft view on the

planned route and applicable restrictions

known to the airborne system, together with

the corresponding optimal planned trajectory

computed on-board and speed preferences,

This information is automatically downlinked

from the airborne Flight Management System

via ADS-C data link to the ground ATC unit which

has subscribed to the needed service contract

(e.g. Extended Projected Profile & Speed

Schedule Profile contracts) and made available

to the controllers.

Not Applicable

PJ.18-06b1 NM Profile Not Applicable

LSSIP Year 2022 Montenegro 107 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

Improvement

using ADS-C

ATFCM and early ATC planning rely on the

trajectory computed by the NM systems. In

order to get to the best possible trajectory, the

NM fuses data from different sources: e.g.,

correlated radar data or ATC system computed

trajectories at activation. The airborne

trajectory is considered as being another

important information to use in order to further

improve the trajectory. This solution studies the

possible improvements brought by the ADS-C

report data elements in order to improve the

NM profiles.

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

PJ.05-02

Multiple

remote tower

module

https://www.

sesarju.eu/ses

ar-

solutions/mul

tiple-remote-

The main driver for MRTM (multiple remote

tower module) is increased cost efficiency. The

objective is to implement a MRTM that allows

the ATCO to maintain situational awareness for

2 or 3 airports simultaneously (including traffic

mix of IFR and VFR, as well as aerodrome

vehicles). MRTM requires advanced features of

Not Applicable

For the time being,

there is no need to

implement this SESAR

solution in

Montenegro. There are

no remote towers or

small airports in need

of one.

https://

www.sesarju.e

u/sesa

solutions/

tactical-and-

nm-trajectory-

performance-

improvement

LSSIP Year 2022 Montenegro 108 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

tower-module

the visual reproduction as well as additional

voice services. It is assumed that an ATCO can

hold endorsements for up to 3 (single) different

airports. There is a fixed allocation of airports to

a set of MRTMs. However, in case of high

workload, due to e.g., emergency, high traffic

volumes or degraded mode, the ATCO can split

one airport into a spare MRTM if required. The

prerequisite for multiple remote tower

operations is the single remote tower

operations.

PJ.16-03

Enabling

rationalisatio

n of

infrastructure

using virtual

centre based

technology

https://www.

sesarju.eu/ind

ex.php/sesar-

solutions/ena

bling-

rationalisatio

infrastructure

-using-virtual-

centre-based-

technology

This solution enables the separation of the data

centre where the data is produced (the ATM

Data Service Provider - ADSP) from the ATCOs

location (the Virtual Centre ATSU). Virtual

Centre is a grouping of Air Traffic Service Units

(ATSU), possibly geographically separated,

sharing ATC operations amongst themselves

using data services provided by one or more

ADSPs through interfaces defined in Service

Level Agreements, in a safe and secure manner.

is decoupling delivers the flexibility and

performance aspects of the services to ensure

the ability of the virtual centre solution to at

least support or to improve the operational

performance.

Not Applicable

PJ.10-W2-

96 UPMS

User Profile

Management

System

The objective is to ensure a complete and

instant personalization of work stations

according to ATCOs’ individual operational

Not Applicable

LSSIP Year 2022 Montenegro 109 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

https://www.

sesarju.eu/ses

ar-

solutions/user

-profile-

management-

system

needs, requirements and preferences so that,

for instance, ATCOs will be prevented from

accid

entally overlooking potential

misalignments of key functionalities or tools.

Additionally, the UPMS shall also eliminate the

currently existing risk of distraction of ATCOs’

attention from operational situation due to the

need for customisation.

The concept consists of two main packages: the

‘Identification (authentication) system’ and

‘UPMS configuration system.

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

PJ.02-05

Independent

rotorcraft

operations at

the airports

https://www.

sesarju.eu/ses

ar-

solutions/ind

ependent-

This solution refers to simultaneous and non-

interfering operations through SBAS (and GBAS

as an optional enabler) approach/departure

procedures independent from the main runway

and dedicated only to rotorcraft operations.

The aim is to move rotorcraft operations from

the active runway to facilitate fixed wing

aircraft. Specific PBN RNP0.3 IFR procedures

LYPG Not Applicable

There were no

established ATS routes,

SID or STAR for

rotorcraft operations.

LSSIP Year 2022 Montenegro 110 Released Issue

SESAR

Solution

Code

SESAR

Solution

Title(hyper

link)

Solution Description Location Status

(Planned) Date of

implementation

Comment

rotorcraft-

operations-

airports

to/from an existing VFR FATO shall be deployed

to reach a point-in-space (PinS) to access FATO.

The solution targets, in particular, relatively

large and v

ery large airports and high

complexity airspaces.

PJ.01-06

Enhanced

rotorcraft

operations in

the TMA

https://www.

sesarju.eu/ses

ar-

solutions/enh

anced-

rotorcraft-

operations-

tma

"Enhanced Rotorcraft operations in the TMA"

integrate pilot support of both EVS (enhanced

vision systems) including visual segments and

automated flight path following by autopilot

system. Advanced Point-In-

Space RNP

approaches and departures to/from FATO are

based on SBAS navigation. The corresponding

rotorcraft specific contingency procedures in

case of loss of communication are defined. The

pilot is supported during these operations by

dedicated symbology presented on a Head

Mounted Display system.

LYPG Not Applicable

There were no

established ATS routes,

SID or STAR for

rotorcraft operations.

LSSIP Year 2022 Montenegro 111 Released Issue

E. Surveillance (SUR) Questionnaire

The information related to the surveillance projects, sensors and data integration can be found in the LSSIP of the

Republic of Serbia, as Montenegro and Serbia have founded a common ANSP organisation (SMATSA – Serbia and

Montenegro Air Traffic Services llc).

LSSIP Year 2022 Montenegro 112 Released Issue

F. EAPAIRR and GAPPRE Questionnaire

 European Action Plan for Airspace Infringement Risk Reduction

This section aims at gathering data/information in order to monitor, and therefore try reducing the risk of mid-air collision caused by infringement. Tackling

airspace infringements is a high priority for many European ANSPs, based on the data from the ECR (European Central Repository for Aviation accident and

Incident Reports), and retrieved by EASA.

EAPAIRR

Recommendation

Code

EAPAIRR

recommendation

Recommendation Description Location Status

(Planned) Date

implementation

Comment

Airspace Design (AD)

AD1

The design principles

should encompass

the safety,

environmental and

operational criteria,

and the strategic

policy objectives that

the change sponsor

seeks to achieve in

developing the

airspace change

proposal.

Design principles must be set through a two-way

process and involve effective engagement.

The change proposal should include the maintenance of

a high level of safety and avoid overflying densely

populated areas where possible.

The proposal should also include other design principles

that reflect local considerations or impacts on other

airspace users so that they are considered as part of the

design process. The development of these design

principles can be undertaken by the change sponsor

without additional engagement. All design options will

need to demonstrate how they meet (or don’t meet)

the design principles. The design principles should

consider U-Space and UAS operations.

Montenegro

Completed

31/12/2021

ANSP follows

principles and

recommendation

s from ERNIP.

Current airspace

organization and

amount of VFR

traffic or UAS

operations does

not require

further actions.

AD2

Any change must be

transparent and

involve stakeholder

engagement

throughout the entire

Those potentially affected by a change in airspace

design should feel confident that their voice has a

formal place in the process if trust is not to be eroded.

Openness also allows change sponsors to see more

clearly what is expected from them.

Montenegro

Completed

31/12/2021

Apart from

regular

customers

surveys SMATSA

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Code

EAPAIRR

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Recommendation Description Location Status

(Planned) Date

implementation

Comment

process.

The change should include assessing the impact of

airspace changes on certified navigation systems and

apps.

information

regarding its own

projects using

NM developed

platforms like

ERNIP data base

or via AICs.

AD3

Maintain and

enhance safety by

design

States should perform an assessment of the impact of

airspace complexity on the workload for all affected

airspace users and publish the results of an agreed

objective measurement either for each airspace change

or at regular intervals.

Montenegro

Completed

31/12/2021

SMATSA

performs safety

assessments on

regular bases

which are

focused on

service provision.

AD4

Where possible,

design airspace

boundaries with

ground features that

are not susceptible to

significant change,

and do not delimit

airspace by national

borders

Features such as roads, railways and major

topographical features aid navigation and situational

awareness. This is less true of towns, cities, and

industrial parks as they grow with economic expansion.

Montenegro

Completed

31/12/2021

AD5

Where new airspace

is established

provision should be

made for ATS outside

of controlled airspace

to facilitate airspace

infringement

prevention. See also

recommendation

ANSP8

ATS should provide airspace infringement warning and

navigational assistance.

Montenegro

Completed

31/12/2021

AD6

The design should be

as simple as possible

to avoid confusion or

pilot overload in

Complex airspace with multiple CTAs or differing levels

and complex shapes are inherent airspace infringement

hot spots. The design should consider adjacent

controlled airspaces to avoid creating narrow corridors

Montenegro

Completed

31/12/2021

It will be taken

into account

during work

explained in

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implementation

Comment

interpreting the

airspace.

that increase funnelling and risk of airspace

infringement and mid-air collision.

AD14 as well.

AD7

Base levels of CTA

should be as high as

possible to allow

containment of SIDs

and STARs but also

elevate lower limits of

TMAs where possible.

Enable the retention of as much uncontrolled airspace

as possible.

Montenegro

Completed

31/12/2021

Where necessary

RMZs are

implemented and

further

improvements

will be included

with airspace

changes

explained in

AD12.

AD8

National authorities

should play the

leading role in

establishing and

promoting local

implementation

priorities and actions

in consultation with

airspace users and

service provider

organisations.

While airspace infringement is an important operational

risk across much of Europe, the nature and scale of the

problem varies between States. There are several key

factors which will shape the local airspace infringement

risk reduction strategies. These will determine the most

appropriate and effective actions to be taken by

individual States. These are: the complexity of the

airspace structure; the scale of military flying activity;

the scale and maturity of both commercial and general

aviation sectors; the scope and nature of air traffic

service provision; and the State's regulatory and

legislative frameworks. Therefore, the number of Action

Plan recommendations that can be implemented is

likely to vary from State to State.

Montenegro

Completed

31/12/2021

SMATSA as

service provider

is open for all

proposals, ideas

and

communicate

with all airspace

users, and with

any airspace

change tries to

find solution

suitable for all

stakeholders.

AD9

Review the controlled

airspace structure

and simplify

boundaries where

possible.

A safety assessment must be made for all changes at

the functional system level with regard to the Airspace

Structure.

This action is particularly relevant to areas of dense VFR

traffic. It should aim to simplify, where possible, the

numerous boundary level changes of TMAs and CTRs

that can contribute to vertical navigation error. It should

also aim to ensure the protection of the IFR traffic

established on the extended runway centreline and

within 15 NM from the runway threshold from nearby

uncontrolled VFR traffic. This would reduce the number

Montenegro

Completed

31/12/2021

ANSP follows

principles and

recommendation

s from ERNIP.

Current airspace

organization and

amount of VFR

traffic or UAS

operations does

not require

further actions.

LSSIP Year 2022 Montenegro 115 Released Issue

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EAPAIRR

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Recommendation Description Location Status

(Planned) Date

implementation

Comment

of operationally unnecessary RAs generated by TCAS.

Alignment of the <FL195 airspace structure, boundaries

and of ATS routes for VFR flights (hereinafter referred to

VFR routes) with prominent ground features and

landmarks should be sought to make them more easily

identifiable by pilots during flights. The review should

be informed by identification of hot spots based on the

analysis of incident reports (e.g., airspace

infringements) or other appropriate methods.

Automated tools may also be used to plot actual flight

tracks in a particular area onto the existing airspace

structures in order to identify potential inconsistencies

in the design of protected (controlled) airspaces. Such

methods will also facilitate the identification of under-

utilised portions of controlled or restricted airspaces

that may be released for use by GA VFR flights. This

action concerns ANSPs that have been delegated the

responsibility of developing and implementing changes

to the airspace organisation subject to the approval of

the National authorities.

AD10

Harmonise airspace

classification below

FL195 in line with the

strategic airspace

design principles.

An appropriate strategic design of the airspace is crucial

in permitting the ATM System to provide the right

services, at the right time and in the right places

decreasing routine tasks and the requirement for

tactical intervention. Harmonisation of airspace

classification below FL195 should be based on the ICAO-

defined airspace classes. It should aim for the

establishment of common vertical limits, as far as

practicable. It should also include harmonised

application of associated rules, procedures, and air

traffic services.

It is highly recommended deploying airspace structures

that provide a greater degree of strategic de-confliction

with particular consideration of cross-border

operations. The EUROCONTROL Agency should support

and facilitate the harmonisation efforts of the Member

States within the framework of the existing EATM

Montenegro

Completed

31/12/2021

Further strategic

de-confliction will

be done with

resize of TMAs

(AD12) In Serbia

usage of airspace

classes is

connected with

airspace

structures and

harmonisation

and simplification

is always taken

into account.

LSSIP Year 2022 Montenegro 116 Released Issue

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Code

EAPAIRR

recommendation

Recommendation Description Location Status

(Planned) Date

implementation

Comment

working arrangements (NETOPS and sub-groups)

providing the required expertise, and in line with the

approved Strategic Guidance in support of the

execution of the European ATM Master Plan and SES

regulations.

AD11

Eliminate class A from

TMAs and airspace

below FL195

wherever and

whenever possible.

This increases the availability of airspace for General

Aviation while providing a more tailored approach to

retaining the necessary controlled airspace for

commercial flights to operate.

Montenegro

Not

Applicable

No class A

airspace.

AD12

Resize CTRs and TMAs

on a case-by-case

basis, especially at

lower levels.

This increases the availability of airspace for General

Aviation while providing a more tailored approach to

retaining the necessary controlled airspace for

commercial flights to operate.

Montenegro

Not yet

planned

Mentioned

ideas/plans do

not include CTR’s

resizing just

TMAs.

AD13

Create VFR routes in

the CTRs if they are

deemed beneficial in

accordance with the

needs of all

stakeholders in this

area.

This may lead to a more predictable traffic behaviour

for both pilots and controllers, with routes between

easily identifiable points.

Montenegro

Completed

31/12/2021

Mentioned

routes are

published on

specially

developed charts

as AD2 LYXX 9.1-1

instead of ENR

3.4.

AD14

Resize special

activities airspace to

limit them to the

minimum required

and restrict their

activation to what is

strictly necessary.

Eliminate those

areas/zones that are

no longer needed.

This increases the availability of airspace for General

Aviation and reduces the frequency of ‘technical’

airspace infringements, i.e., those ‘infringements’ where

the airspace is notified as restricted but eventually no

activity is taking place in it.

This concerns: Prohibited, Restricted and Danger Areas

Military Exercise Area, Military Training Area, Air

Defence Identification Zone (ADIZ), Cross-Border Area

(CBA), Temporary Reserved Area (TRA), Temporary

Segregated Area (TSA) Flight plan Buffer Zone (FBZ)

Montenegro

Not yet

planned

No changes

planned for

Montenegro .

Process is under

HLAPB’s

responsibility and

follows regular

cycles.

ANSPs

LSSIP Year 2022 Montenegro 117 Released Issue

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Code

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Recommendation Description Location Status

(Planned) Date

implementation

Comment

ANSP1

Ensure ATCO and

FISO communication

skills and discipline is

included in FIS

training and

licensing/certification

. See also

recommendation AU8

This action reinforces the objectives and provisions of

the Action Plan for Air Ground Communications,

focusing on the aspects that are of particular

importance in the communication exchange between

ATS units and VFR flights. ATS staff should be trained to:

Strictly apply the readback/hearback procedure;

Actively seek confirmation in case of doubt; Use

unambiguous call-signs - full call-sign or call-sign

coupled with type of aircraft; Use published reference

points in ATS messages to pilots as far as possible; Use

simple ATC clearances and instructions; Use more

concise transmissions, if necessary broken into shorter

segments; Use reduced rate of speech and better

articulation when talking to VFR pilots; Issue pre-

warning of instructions to be passed; Provide FIS in

English language; Acquire adequate knowledge of and

apply communication failure procedures as required.

Improve and harmonise FISO training curriculum. The

training curriculum should be improved to adequately

match the level of service to be provided. FIC staff

should receive dedicated training to improve their

awareness and understanding of VFR flights’ needs,

specificities, and light aircraft performances. Best

practices already exist (e.g., in Germany) to deliver

emergency situation training to FIC staff and VFR pilots

in a coordinated manner. A sufficient number of FIC

staff should be made available to support the provision

of enhanced FIS. A number of ATS providers have

already implemented dedicated training programmes

for staff that become redundant or underutilised due to

the increasing automation of ATS provision (e.g.,

implementation of OLDI). See also 6.20 and 6.23 above.

Add familiarization basic training for: ATCO and FISO in

training meetings; for Pilots at ATC/FIS Centres.

LYPG

Completed

27/10/2022

ANSP2

Implement a properly

tuned Area Proximity

The objective is to implement an automated safety net

function that should systematically alert controllers of

LYPG

Completed

18/06/2020

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Code

EAPAIRR

recommendation

Recommendation Description Location Status

(Planned) Date

implementation

Comment

Warning function.

airspace infringements, i.e., of unauthorised entries into

controlled and restricted airspaces. Implementation

decision should be based on positive cost-benefit-

analysis and safety assessment. Area Proximity Warning

(APW) is a ground-based safety net intended to warn

the controller of unauthorised penetration into an

airspace volume by generating, in a timely manner, an

alert of a potential or actual infringement.

Use APW Safety net data to highlight “hotspots” where

potential or actual airspace infringements have

occurred. This can in turn be used to focus work on

airspace infringement causes and mitigations This can

also be used for the investigation of the causes of the

potential airspace infringements and later for the

mitigations.

It is recommended that a survey is undertaken to

determine the relevant implementation of this function

and its effectiveness.

ANSP3

Establish a platform

to discuss

procedures, incidents

and hotspots

between aerodromes,

local ATS units and

flying clubs. See also

recommendation

AU7.

This action aims to establish standard coordination

procedures between closely located ATS units, military,

and user sites. The implementation of such procedures

will reduce the volume of routine coordination, and

thus controller and pilot workload. The FUA concept

implementation work should also take account of the

specific needs of the GA VFR flights with regard to the

timely dissemination of information about the

activation/deactivation of reserved airspaces (including

those for glider activity). Implementation of (direct)

communication lines or means between local ATS units,

military units and GA airports/airfields should be

considered in this respect. The implementation of the

above referred coordination procedures, which would

enhance the FUA procedures in <FL195 airspace at local

level, should be preceded by careful safety assessment

Establish Local Airspace Infringement Teams (LAITs) to

be run by the airspace owner. Participants should be

included from ANSP’s, airspace users (GA, CA and MA),

LYPG

Completed

04/11/2021

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Code

EAPAIRR

recommendation

Recommendation Description Location Status

(Planned) Date

implementation

Comment

local airports and regulators. Provide more general

information on hotspots and ways of communication.

ANSP4

The ANSP & Regulator

should establish a

procedure to provide

feedback on

individual incidents to

the ‘Airspace

Infringer’.

Set up a process to allow direct access to individual

pilots to acquire the relevant information immediately

after an incident.

Be aware that information provided «right after an

incident» may not be sufficiently considered. It is useful

to have information as soon as possible in order to

avoid repeated mistakes if the infringer continues

operating. However, all parties should assess whether

the completeness of the available information might

risk cancelling out the advantages brought by

immediate access to the pilot.

This direct process should respect Just Culture principles

to avoid any negative consequences e.g., TXPD off.

Anonymous ways of providing the relevant safety

information could be considered.

LYPG

Completed

ANSP5

Enhance and

harmonise FIS

provision to VFR

flights

Harmonisation of FIS provided to VFR flights should be

based on European IRs/AMCs/GMs, ICAO SARPs and

existing best practices. Examples of best practices are

thus the Low Airspace Radar Service provided in UK

airspace and the radar information services provided in

German airspace.

Radar-derived information available at ATS units should

be used to enhance the information passed to pilots. It

should include, as appropriate, navigational assistance,

coordination of controlled airspace entry/crossing

clearance, passing traffic information and information

about restricted airspace activation/deactivation and

concerned traffic, as well as provision of other

aeronautical information and information about

potentially hazardous conditions. The service could

include provision of warnings to pilots of any

unfavourable factors including airspace infringement

and traffic warnings. FIS “level” could be raised to

enable proactive prevention of potential conflict

situations. The scope of this action should include the

LYPG

Completed

03/01/2019

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EAPAIRR

Recommendation

Code

EAPAIRR

recommendation

Recommendation Description Location Status

(Planned) Date

implementation

Comment

harmonisation of services provided by civil and military

FIS provider organisations.

Provision of FIS across Europe is not consistent.

There are good reasons for different levels of service

provision under FIS. Level of service is a decision that

rests with the state. As long as the service meets the

minimum required by the state then the state is

deemed compliant. At the moment there are no

ongoing initiatives to harmonise FIS at the European

level. EASA is waiting for the implementation of Part

ATS and will review this later to see if any further action

is needed.

The principles and fundamentals of provision of FIS are

established in Commission Implementing Regulation No.

923/2012. The upcoming PART-ATS which will be

included in Commission Implementing Regulation

2017/373, will further detail the specific technical

requirements for FIS and provide harmonization to the

suitable extent. Based on the implementation feedback,

consideration for further refinement of existing FIS

provision could be undertaken.

ANSP6

Review the controlled

airspace structure

and simplify

boundaries where

possible

This action is particularly relevant to areas of dense VFR

traffic. It should aim to simplify, where possible, the

numerous boundary level changes of TMAs and CTRs

that can contribute to vertical navigation error. It should

also aim to ensure the reliable protection of the IFR

traffic established on the extended runway centreline

and within 15 NM from the runway threshold from the

nearby VFR traffic. This would reduce the number of

operationally unnecessary RAs generated by TCAS.

Alignment of <FL195 airspace structure boundaries and

of VFR routes (corridors) with prominent ground

features and landmarks should be sought to make them

more easily identifiable by pilots during flights. The

review should be informed by identification of hot spots

based on the analysis of incident reports (e.g., airspace

infringements) or other appropriate methods.

LYPG

Completed

05/11/2020

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Recommendation

Code

EAPAIRR

recommendation

Recommendation Description Location Status

(Planned) Date

implementation

Comment

Automated tools may also be used to plot actual flight

tracks in a particular area onto the existing airspace

structures in order to identify potential inconsistencies

in the design of protected (controlled) airspaces. Such

methods will also facilitate the identification of

underutilised portions of controlled or restricted

airspaces that may be released for use by GA VFR

flights. This action concerns ANSPs that have been

delegated the responsibility of developing and

implementing changes to the airspace organisation

subject to the approval of the National authorities.

Introduce, where necessary, standard VFR entry, exit

and crossing procedures and/or routes in busy

controlled airspaces.

Meet with relevant stakeholders for review of

proposals, e.g., Airlines, ANSP’s, GA, etc.

Add the promotion of implementing VFR

routes/corridors in controlled airspace – if they are

deemed beneficial – where simplification is not

possible.

ANSP7

Facilitate the

exchange of

information and

operational

experience between

ATCOs/FISOs and

pilots at local level.

“Open doors days” at ATS units and familiarisation visits

by ATS staff to flying clubs and military sites should

improve the understanding of each other's operational

needs, capabilities, and concerns. ATS staff will improve

their awareness of single-pilot aircraft operation (pilot

workload, limits, priorities, etc.) and mission/training

requirements (for military). Pilots will improve their

knowledge of controllers' tasks, ways of working and

the assistance that may be provided to them by ATS.

Other approaches that could be adopted are dedicated

safety seminars with the participation of all airspace

user types, service provider organisations and

regulatory authorities, or periodic safety analyses (e.g.,

bi-annual) of the common use of airspace. Pilot

associations and flying clubs could play a role in

improving the interface with ATC. Knowledge exchange

programmes should include pilots with different

LYPG

Planned

31/05/2023

LSSIP Year 2022 Montenegro 122 Released Issue

EAPAIRR

Recommendation

Code

EAPAIRR

recommendation

Recommendation Description Location Status

(Planned) Date

implementation

Comment

experience from the various type of operations, e.g.,

pilots of light aircraft, gliders, helicopters, etc.

ANSP8

Ensure adequate

Radio and

Surveillance data

coverage in the

airspace where FIS is

provided.