To increase the capacity and absorb the traffic growth without any notable en-route delays, Turkey has made some arrangements in its airspace design (e.g. re-sectorisation) together with the improvements in surveillance infrastructure and A/G - G/G communications infrastructure. The smooth implementation of all improvements has ensured a significant enhancement of safety and capacity in the region.

Recent developments in the neighboring states have also had positive effects on the capacity through reduced controller workload. These developments can be summarized as follows:

- The re-opening of Iraqi airspace,
- As a result of starting the use of radar systems in the provision of air traffic services in Iran, the application of radar separation between Turkey and Iran (This has led to a decrease in the separation minimum between two aircraft, to be handed over to Tehran ACC, from 10 minutes or 80 NM to 30 NM),
- The termination of the RVSM transition task due to the commencement of RVSM implementation in the South Caucasus region,
- Reduction in radar separation with Rostov and Tbilisi ACCs from 40 NM to 20 NM.

Turkey also implemented a route network reorganization in 2005, including:

- New ATS routes
- R/UR 317 between Turkey and Armenia (with a new coordination point, REBLO), and
- P/UP 29 between Turkey and Ukraine
- Modifications:
- Replacement of Airway UT 711 by N/UN 644 with a new coordination point, ROLIN between Turkey and Georgia
- Restructuring the existing bi-directional airways as uni-directional so as to better handle traffic flow between Turkey and Ukraine.

The new ATS route network meets the requirements of international civil aviation and airspace users, as well as the specific national and international needs of the states concerned. Additionally, some major TMAs have been re-organized, together with the necessary SIDs/STARs, which ensure the connection with the new ATS route structure.

In order to increase the capacity, Turkey has also accelerated its long term project called SMART (Systematic Modernization of ATM Resources in Turkey). Full implementation of the SMART project (including the new centralized Ankara ACC) will be completed by the end of 2010 and the project will provide sufficient ATC capacity to absorb traffic growth up to at least 2025. Turkish airspace will be completely reconfigured upon the installation of new Ankara ACC, which will provide control service for all en-route traffic above FL 245. Although, the re-sectorization of all ATC units will also be addressed during the implementation phase of the SMART project; 25 sectors are planned for the new ATM system in Ankara ACC, 5 sectors for the new APP units in İstanbul, İzmir and Antalya (2 additional spare sectors will be available in each of the three APPs.) and, 3 and 2 operational sectors for Dalaman and Bodrum APPs respectively.

An early implementation of interim upgrade systems in the existing ACCs and APPs will also be realized by 2007 to cope with the traffic growth. An interim upgrade of the ATM system, enabling a reduction of radar separation within Turkish airspace, will lead to an increase in the overall capacity. Also, the implementation of safety nets, such as Short Term Conflict Alert in all en-route and approach units, will significantly improve safety.