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Sufficient numbers of well-trained, qualified staff are provided at each Azerbaijan facility. Capacity and congestion are not a problem at this time.
Azerbaijan has fully converted to the ICAO procedural standards of providing air traffic services with the Baku FIR. Major changes include The use of flight progress strips replacing the time-distance-altitude graphs and the application of active radar separation. Radar controllers now establish radar separation between flights, apply speed control where applicable and vector flights for separation purposes to increase sector capacity and to achieve more economic routings. Procedures in providing aerodrome control will change by implementing a local control position in the tower that is responsible for all departing and arriving aircraft landing at Bina airport. Azerbaijan has prepared a draft Aeronautical Information Publication (AIP). The draft is currently reviewed for formal governmental approval. Publication is expected in the near future.
Georgia
Georgia is assigned the airspace defined by the limits of the Tbilisi FIR. Within that airspace TMAs have established about the Batumi, Kutaisi and Tbilisi airports. See Map ES-4. Air traffic control services are provided by Tbilisi ACC, Tbilisi Approach, Tbilisi Tower, Tbilisi Krug, Kutaisi Approach, Kutaisi Tower, Batumi Tower and Military operations. See Map ES-6.
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Air traffic service at Tbilisi ACC and Approach is provided using new modern, state-of-the-art equipment. The ACC, approach, search and rescue and military coordination functions at the refurbished Tbilisi ACC facility. The approach function is in the same building on a different floor. ACC has two physical positions designated North Sector and West Sector and approach has one physical position that provides air traffic services.
Baku Krug is considered part of approach for airspace, staffing, etc. The Krug controls traffic within the boundaries of the Tbilisi TMA. Tbilisi tower provides service using the ICAO standard setup in an old facility. Local control and ground control are in the tower while PAR is located in the approach control. The number of qualified controllers required to provide services and controllers in training were not available. A new building to collocate all functions is in the construction phase. Capacity and congestion are not problematic at this time. Batumi and Kutaisi are special use airports with certain restrictions. Batumi is a special use airport with certain restrictions (Russian only language). Batumi tower provides service within the TMA surface to 000 meters, using the Russian air traffic standard setup. Kutaisi is a special use airport with certain restrictions (Russian only language). Kutaisi Approach provides service within the TMA surface to 000 meters, using the Russian standard air traffic setup.
Georgia is in the process of converting to the ICAO standards of providing air traffic services. Altitude in feet, as opposed to meters and airspeed in knots rather than kilometers are used above 10,000 feet. Georgia has published an ICAO compliant Aeronautical Information Publication (AIP).
Map ES-7 Caucasus Air Traffic Management Facilities
Caucasus Technical Infrastructure
All three Caucasus countries are currently operating a modern world-class en route air navigation system and are in the process of converting their terminal operations from Russian standards to ICAO standards. Map ES- depicts the locations of the Caucasus ATM facilities and interconnections between them and adjacent ATM facilities. Map ES-10 depicts the locations of the Caucasus en route CNS facilities and interconnections between them and ATM facilities.
Armenia
ATM Facilities. Yerevan Area Control Center (ACC), and Yerevan Approach Control APP are collocated and served by a Thales automation system installed in 000 A new Thales switch manages A/G and G/G voice and AFTN Data switching. Ground-Ground voice communications are provided between the ACC and adjacent ACCs. AFTN data service is provided through the Rostov node. Yerevan Tower, Gyumri Approach, Gyumri Tower, and Stepanavan Tower operate using Russian standards and older equipment.
A/G Communications. Yerevan, Mravian, and Andranik VHF A/G radio facilities and Yerevan HF A/G radio are remoted to the Yerevan ACC and are available at the en route sector. Yerevan Approach VHF A/G radios are local and remoted to the Yerevan Approach position in the Yerevan ACC. Yerevan Tower and Ground VHF A/G radio equipment are local and used at the Yerevan Tower. The Yerevan ATIS broadcasts local aeronautical information. The Gyumri Approach frequencies are local. Gyumri Tower and Ground are local. Stepanavan Tower radios are local.
Navigation Gyumri DVOR/DME, Yerevan VOR/DME, Andranik NDB, Megry NDB, Sisian NDB, Sevan NDB, Talin NDB, Yerevan NDB provide en route navigation. Yerevan RW0 Cat II ILS, Yerevan RW7 localizer, Gyumri RW0 ILS and Stepanavan RW1 NDB approach provide terminal navigation.
Surveillance. The Russian made TRLK-11 PSR/SSR installed in 1 provides the principle surveillance data for en route operations in the Yerevan ACC. The older Russian made Irtish provides the principle surveillance data for Yerevan terminal operations. Installation of the Mravian SSR is planned for the implementation of Surveillance Step and will be remoted to the Yerevan ACC and Gyumri App. The older Gyumri Irtish currently provides surveillance information to the Gyumri APP.
Azerbaijan
ATM Facilities. Baku Area Control Center (ACC) and Approach Control (APP) are collocated and served by a Thales Automation system installed in 000. A Thales communications switch manages A/G and G/G voice and AFTN data switching. Ground-Ground voice communications are provided between the ACC and adjacent ACCs. AFTN service is provided through the Rostov and Kiev nodes. Baku Tower is currently being converted from Russian standard operation to ICAO standard operations and installation of suitable equipment. Gyandzha Approach Control (APP), Gyandzha Tower, Nakhichevan Approach Control (APP), Nakhichevan Tower continue to operate using older Russian standard equipment. Plans are made to modernize these facilities and convert operations to ICAO standards.
Map ES-8 Caucasus ATM Facilities With Connectivity Between Them And To Adjacent ATM Facilities
Air Ground Communications. The Baku VHF A/G Radio, Gyandzha VHF A/G Radio, Nakhichevan VHF A/G Radio, Baku HF A/G Radio are or will be remoted to the Baku ACC en route sector. The Baku Approach facilities are remoted to the Baku Approach position in Baku ACC. Baku Tower and facilities are local. The Baku ATIS broadcasts local aeronautical information. Gyandzha Tower and Ground frequencies are local. Nakhichevan Tower and Ground frequencies are local.
Navigation. Baku DVOR/DME, Gyandzha DME, Akhsu NDB, Yevlakh NDB, Kala NDB, and MO NDB provide en route navigation. Baku RW16 ILS, Baku RW 18 ILS, Baku RW4 ILS, Baku RW6, Gyandzha RW0 ILS, Gyandzha RW1 NDB approach provide terminal navigation.
Azerbaijan Surveillance. The Baku En Route PSR/SSR and the Baku Aerodrome SSR are remoted to the Baku ACC where they are the principle surveillance devises for en route operations and terminal operations. Installation of the Gyandzha PSR/SSR is planned for Surveillance Step and will be remoted to the Baku ACC and the Gyandzha APP. Installation of the Nakhichevan PSR/SSR is planned during Surveillance Step and will be remoted to the Baku ACC and Nakhichevan APP. Azerbaijan is currently installing new Airsys secondary radar at Baku aerodrome and plans to move the current secondary radar system to Gyandzha.
Georgia
ATM Facilities. Tbilisi Area Control Center (ACC) and Tbilisi Approach Control (APP) are collocated and served by a Northrop Grumman Automation system installed in 000. An associated communications switch both A/G and G/G voice communications. A new AFTN data switch is planned to replace an older switch. Ground-Ground voice communications are provided between the ACC and adjacent ACCs. AFTN service is provided through the Rostov node. Tbilisi Tower uses ICAO standard procedures in an older facility with some new equipment. Kutaisi Approach Control (APP), Kutaisi Tower, and Batumi Tower continue to operate using Russian standards and older equipment.
Air-Ground Communications. The Kutaisi VHF A/G Radio, Poti VHF A/G Radio, Tbilisi #1 VHF A/G Radio, Tbilisi #1VHF A/G Radio are remoted to the Tbilisi ACC West Sector, and the ACC North Sector. Tbilisi Approach is remoted to the approach position located in the Yerevan ACC. Tbilisi Tower and Ground communications equipment are located at the Tbilisi # facility and used at the Tbilisi Tower. The Tbilisi ATIS broadcasts local aeronautical information. The Kutaisi Approach and Tower frequency equipment are local. Batumi Tower equipment is local and used by tower operations.
Georgia Navigation. Kutaisi VOR/DME, Tbilisi VOR/DME, Ali NDB, Batumi NDB, Gori NDB, Mukhrani NDB, and Tsnori NDB provide en route navigation. Tbilisi RW1L ILS, Tbilisi RW1R NDB Approach provides terminal navigation.
Georgia Surveillance Facilities. Tbilisi #1 SSR, Tbilisi # PSR/SSR, Senaki SSR data is remoted to the Tbilisi ACC automation equipment where it is fused and become the principle surveillance information for en route operations. The Tbilisi ASR data is the principle surveillance information Tbilisi terminal operations. Georgia has two new Northrop Grumman secondary radar systems.
Map ES- Caucasus En Route Communication, Navigation, and Surveillance Facilities and Connectivity Between Them and ATM Facilities
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Project Summary
The following is a list of projects proposed by the ARMATS, AZANS and SAKAERONAVIGATSIA staffs for modernization and enhancement of the Caucasus regional and individual air navigation systems. Table ES-4 lists regional projects that require cooperation between the countries to complete. Table ES-5 lists the ARMATS proposed Armenian system projects. Table ES-6 lists the AZANS proposed Azerbaijani system projects. Table ES-7 lists SAKAERONAVIGATSIA proposed Georgian an system. Project descriptions are provided in the Projects Chapter of this report.
Note that this study was to focus on en route operations in the Caucasus Region. The study observes that the countries on objective have done much. Incremental improvements are required to follow through on this objective, including some of the projects listed here. In addition it is proposed that the three countries continue the study groups concept of the ICAO CANSO even if the minister level is not pursued. These efforts would lead to continued improvements in the procedural operations in the region. The study noted that terminal systems and procedures in the Capital city airports have progressed toward ICAO standards but the systems and procedures of the other airports are dated and retain Russian standards. The Azerbaijani project proposal includes modernization activities. Armenia and Georgia may also need approach this requirement.
Table ES-4 Regional Proposed Projects
No.StepDescriptionStartEstimated Cost
1Comm-Establish ATC unit coordination and data exchangeUnknown
Comm-Subtotal
Nav-Assure Global Navigation Satellite ServiceUnknown
Nav-Subtotal
Sur-Establish Dual Secondary Surveillance Radar (SSR) coverage Unknown
4Sur-Establish the sharing of radar data
Sur-Subtotal
5ATM-Establish Reduced Vertical Separation Minima (RVSM) Unknown
6ATM-Establish future Required Navigation Performance 5 (RNP-5) route(s) Unknown
ATM-Subtotal
7ATC-Establish Airborne Collision Avoidance System II (ACAS II)Unknown
ATC-Subtotal
Total
Table ES-5 Armenia Proposed Projects
No.StepDescriptionStartEstimated Cost
1Nav-Replace 5 Non-Directional Beacons (NDB) with Distance Measuring Equipments (DME)$400,000
Nav-Subtotal$400,000
Sur-Install Mono-pulse Secondary Radar (MSSR) at Mravian$1,500,000
Sur-Subtotal$1,500,000
Sur-Replace Secondary Surveillance Radar (SSR) with MSSR$1,50,000
Sur-Subtotal$1,50,000
4AIS-Implement European Aeronautical Information Services DatabaseUnknown
AIS-Subtotal
5ATC-Establish harmonized selection, recruitment and training of Air Traffic Management (ATM) staffUnknown
ATC-Subtotal
6ATM-South Gate II (ARMCASP I)Unknown
7ATM-South Gate II (ARMCASP II)Unknown
ATM-Subtotal
Total$,150,000
Table ES-6 Azerbaijan Proposed Projects
No.StepDescriptionStartEstimated Cost
1Comm-Install remote transceivers with back-up at Ghandja and connect transceivers in Ghandja with Baku$100,000
Comm-Subtotal$100,000
Comm-Establish Satellite Communications between Baku and Nakhichevan$100,000
Comm-Establish Aeronautical Fixed Telecommunications Network (AFTN) capability at Nakhichevan$60,000
Comm- Subtotal$160,000
4Nav-Replace Non-Directional Beacon (NDB) at Baku$150,000
5Nav-Replace NDB at Gyandzha$150,000
6Nav-Replace NDB at Nakhichevan$150,000
7Nav-Install Distance Measuring Equipment (DME) at Ghandja$00,000
Nav-Subtotal$650,000
8Nav-Install Cat III Approach Lighting System (ALS) at Baku$100,000
Nav-Install Cat III ALS at Gyandzha$100,000
10Nav-Install Cat III ALS at Nakhichevan$100,000
11Nav-Install Cat III Instrument Landing System (ILS) at Baku$1,500,000
1Nav-Install Cat III ILS at Gyandzha$1,500,000
1Nav-Install Cat III ILS at Nakhichevan$1,500,000
14Nav-Install ADS-B for helicopter operations and SARUnknown
Nav-Subtotal$4,800,000
15Sur-Replace Secondary Surveillance Radar (SSR) at Gyandzha$1,50,000
16Sur-Replace Secondary Surveillance Radar (SSR) at Nakhichevan$1,50,000
17Sur-Replace Primary Airport Surveillance Radar (ASR) at Baku$4,000,000
18Sur-Replace ASR at Gyandzha$4,000,000
1Sur-Replace ASR at Nakhichevan$4,000,000
Sur-Subtotal$14,500,000
0WX-1Install Meteorological Radar at Baku$600,000
1WX-1Install Meteorological Radar at Gyandzha$600,000
WX-1Install Meteorological Radar at Nakhichevan$600,000
WX-1Subtotal$1,800,000
ATM-1Modernize Gyandzha Approach Control (APP)$5,000,000
4ATM-1Modernize Nakhichevan Approach Control (APP)$5,000,000
ATM-1Subtotal$10,000,000
Total$,010,000
Table ES-7 Georgia Proposed Projects
No.StepDescriptionStartEstimated Cost
1Establish Collaborative Civil-Military Airspace PlanningUnknown
Subtotal
Total
Financial
Revenue is expected to follow the demand for services and in particular the number of long range flights transiting the region. Projections of that demand are discussed in Chapter 1 of this report.
The second important factor in assessing the alternative futures for the Caucasus Air Navigation system is how operating cost changes as the volume of air movements increases or declines. Our report makes its assumptions very explicit and bases them on the information available from other regions.
As air navigation services around the world have been privatized, restructured, and prepared for dramatic technology changes, officials have been increasingly concerned with the additional cost of managing the system as volumes increase (or decline). As mentioned above there is considerable uncertainty about whether costs increase barely at all versus half as fast as volume. These operations have too short a track record to statistically analyze changes in cost and attribute it between volume and other factors. But their insights are supportive of our assumptions.
NAV CANADA, Airservices Australia, EUROCONTROL, and the US FAA have produced a number of studies of cost and performance. Failing to fine a clear connection between cost and distance or cost and numbers of sectors. EUROCONTROL studies reveal that the countries with the largest numbers of flights have the highest costs. They do find that the cost of providing services per kilometer flown is declining significantly over time suggesting that growth could be a factor, combined with cost-saving innovations in controlling costs.
Costs in the Caucasus region have shown no discernible increase in response to the growth in volume of air traffic. In part this is a consequence of currency devaluations, which have little or no effect on revenue collected in dollars, but may result in declines in employee and other costs in dollars. Also, the growth over the past three years has not been dramatic, especially considering that the flights by national carriers, which are not charged, have been declining at the same time, probably improving reported revenue and reported flights without any increased burden on the air navigation system.
Over time, with potential air traffic increasing by nearly 100%, the extent to which costs track revenues is an important determinant of the financial health of the systems. It is recognized by all that the systems themselves are a very large fixed cost, so that costs should increase far less than in proportion to volumes. But there is considerable uncertainty about precisely how fast.
The U.S. General Accounting Office, in its 17 study of the additional cost borne by the FAA for providing Air Traffic Services to the Department of Defense (DOD) concluded that "total" costs increase about 1-to-6 with volume of air navigation services utilization. We believe that even that figure is likely to be high rather than low, due to the emphasis placed on "allocating" costs in some sort of "sharing" process, rather than determining if the costs are truly marginal. Our round-number assumptions detailed in the table located in Section 5, pg. 5-, "ASSUMPTIONS ABOUT GROWTH Percentage Change in Air Nav Revenues & Costs Associated with 100% Increase in Aircraft Movements", imply a consistent but slightly conservative figure to a 1-to-5 increase in costs relative to volume.
The Bottom Line
Doubling the number of flights and doubling revenue will produce a major boost to the air navigation organizations' bottom lines. In fact, the total net "profit" for the region as a whole would approximately triple, was no other operations changes made.
By contrast, safety, rate, or efficiency problems would suggest a far different future. Losing half of the revenue from flights through the region would result in a nearly 5% decline in the region's total margin of revenue over cost. Two of the three countries would in fact be put into a loss situation.
Table ES-4 Income Statement
Individual Country income statements are provided separately.
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