DHMİ has continued its participation to relevant international fora, placing particular emphasis on EUROCONTROL and ICAO activities.

Since Turkey is not a member of the European Union there is no obligation to apply SES regulations to national legislation. However, Turkey is actively aligning, wherever possible, its national aviation legislation / aviation environment with SES policy. All SES issues are tracked as well as all By-Laws that are under development are sent to the General Secretary for EU Affairs for review and modification where necessary to ensure compliance with EU Regulations.


Regional cooperation was still one of the important areas to optimise regional capacity under the European concepts and to increase the safety of air navigation services in the concerned area.


The military authorities also play a major role in managing the Turkish Airspace especially with regard to FUA. The regulation of Military Aviation (Turkish Air Force) comes under the Ministry of Defence. Military and Civil Air Traffic Control services are separated in Turkey. However, an efficient coordination between the military authorities and DHMİ is ensured through the Civil-Military Coordination Group. This Coordination Group is also responsible for the policy making and the airspace management at national level.

Though Flexible Use of Airspace (FUA) concept of EUROCONTROL has not been applied in Turkey, Turkish Air Force and DHMİ have developed their own alternative and practical flexible use of airspace concept, considering the special geo-political position of Turkey.


CASCADE (Cooperative ATS through Surveillance and Communication Applications Deployed in ECAC) Project based on ADS- B (Automatic Dependant SurveillanceBroadcast) is considered to be the one of the most important next generation surveillance systems.

EUROCONTROL, in line with the objectives of ATM 2000+ and SESAR, developed CRISTAL MED phase II Project in the context of CASCADE.

DHMİ signed a contract with EUROCONTROL (in June 2007) to have the trials in Trabzon Airport, NRA (non-radar area) where radar signals are not available below certain levels and the ADS-B system could be used as a sole means of surveillance. DHMİ will be one of the 3 member states in Europe aiming at implementation of ADS-B NRA following the obtainment of technical and operational validation.

ADS-B relies on the regular and frequent transmission of position reports via a broadcast data link. The position reports are sent periodically by the aircraft with no intervention from the ground function. Position reports may be received by any recipient in range of the transmitting aircraft. These recipients may be communications receivers (data acquisition units) on other aircraft, ground vehicles or fixed ground sites. If received by a data acquisition unit, the position report will be processed and may be forwarded to a controller/pilot display.

ADS-B ground infrastructure (ADS-B OUT) comprises a ground station (data processor), two antennas and CWP (controller working position). Compared to radar, ADS-B report transmission update is much more frequent (about half a second) and overall cost is about one tenth of a radar unit while as accurate as it and can be easily installed.

Having advantages of above mentioned features, ADS-B is commonly being implemented in USA and Australia which both have huge airspaces to control where mostly radar application is neither feasible nor practicable.

DHMİ considers ADS-B trials as a good opportunity to gain knowledge and practice in the planning of its future air navigation infrastructure in terms of implementing it to other sites where applicable to increase airspace capacity.