RACP/TF/4−WP/12 26-30/01/2015 International Civil Aviation Organization the Fourth Meeting of the Regional ATM Contingency Plan Task Force (RACP/TF/4)

RACP/TF/4−WP/12 26-30/01/2015 International Civil Aviation Organization The Fourth Meeting of the Regional ATM Contingency Plan Task Force (RACP/TF/4)

Bangkok, Thailand, 26 – 30 January 2015

Agenda Item 3: Review the status of Asia/Pacific ATM Contingency Plans

INDONESIA ATM STATES CONTINGENCY PLAN (JAKARTA AND UJUNG PANDANG ATM CONTINGENCY PLAN)

(Presented by Indonesia)

SUMMARY This paper presents the status of Jakarta and Ujung Pandang ATM Contingency Plan that aims in advance preparedness and instantaneous response to a contingency arising due to disruption of Jakarta Air Traffic Services or Ujung Pandang Air Traffic Services with an objective of providing safe and orderly continuation of the international flights through Jakarta and Ujung Pandang FIR. This ATM Contingency Plan is the second edition of the Indonesian Air Traffic Management (ATM) Contingency Plan for Air Traffic Services (ATS) for the Upper Airspace of the Jakarta and Ujung Pandang Flight Information Region (FIR).

1. INTRODUCTION

1.1 Directorate General of Civil Aviation of Indonesia prepared first Indonesia ATM Contingency Plan for Jakarta FIR and Ujung Pandang FIR in April 2007 to meet the requirement of Annex 11 – Air Traffic Services, Chapter 2 paragraph 2.30.

1.2 The Jakarta and Ujung Pandang Air Traffic Management (ATM) Contingency contains arrangements to ensure the continued safety of air navigation in the event of partial or total disruption of air traffic services in the Jakarta FIR or Ujung Pandang FIR The Contingency Plan provides the ATS procedures and contingency route structure using existing airways in most cases that will allow aircraft operators to transit the Jakarta FIR or Ujung Pandang FIR.

1.3 The routes structure changed and the ATM State Contingencies Plan on the neighbouring states are updating. In order to harmonizing with the neighbouring states Indonesia reviewed the ATM State Contingency Plan and finally in October 2014 resulting two documents consist of the Jakarta ATM Contingency Plan and Ujung Pandang ATM Contingency Plan

2. DISCUSSION

2.1 Recognizing the difficulties between states to make an agreement and signing the ATM State Contingency Plan, Indonesia updating the ATM Contingency Plan for the level 2 by managed the international traffic between Ujung Pandang ACC and Jakarta ACC in the event one of ATS Services in the FIR is out of service. The reason is because the Jakarta and Ujung Pandang is separately far enough more than 600 NM and remained on the different island as well as having the different ATS System. RACP/TF/4−WP/12 2

2.2 This ATM Contingnecy Plan also to answer the possibility to the neighbouring states responsibility to the air traffic services in Indonesia and the financial impact.

2.3 The revised version of the Indonesia ATM Contingency Plan provides for the contingency level 2 for coordinated contingency plans involving two or more States / FIRs; and as category A which has a meaning that the Airspace Safe, but Restricted or No ATS, due to causal events such as industrial action, pandemic, earthquake, nuclear emergency that affecting the provision of ATS, or ATM system failure or degradation.

2.4 As per APANPIRG 22 in Bangkok, Thailand, 5-9 September 2011 which is agree to leveling and categorizing the ATM State Contingency Plan, the category B and C will be facilitated in the Level 3 (for sub-Regional or Regional contingency plans, detailing contingency arrangements affecting airspace users or services provided outside the contingency airspace).

2.5 The revised version also to accomodate the developing organization of the Air Navigation Services Provider in Indonesia that was established on the 2013 separately with the airport services provider namely Airnav Indonesia.

2.6 The reviewed documents as per latest contact details, coordinating bodies, contingency routes and flight level allocation scheme, name of contingency routes, contingency map and communication facilities as well as the proposal on the previous RACP/TF meeting.

2.7 All flights should follow the contingency requirement as below:

Indonesia Contingency Routes and FLAS

Contingency Routes ATS Route Direction FLAS ACCs COM Indonesia (CRI)

ADSC/CPDLC P627 NE Bound : UJUNG Log On WAAF CRI-1 POVUS - Two - way F290 and F390 PANDANG HF. 11396 , NIXUL SW Bound :F280 6556 ADSC/CPDLC P 574 NW Bound : F320 UJUNG Log On WAAF CRI-2 ANSAX- Two - way SE Bound : F370 PANDANG HF. 11396 , PUGER 6556 ADSC/CPDLC M300 UJUNG Log On WAAF CRI-3 SALAX - NW Bound F300 and F360 PANDANG HF. 11396 , TOPIN 6556 ADSC/CPDLC P756/P570 NW Bound : F340 UJUNG Log On WAAF CRI-4 NISOX - Two - way SE Bound : F310 PANDANG HF. 11396 , TAROS and F350 6556

N633/R469 ADSC/CPDLC SW Bound : F280 UJUNG CRI-5 TAROS- Two - way Log On WAAF NE Bound : F290 PANDANG POSOD HF. 11396 , 6556

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Contingency Routes ATS Route Direction FLAS ACCs COM Indonesia (CRI)

ADSC/CPDLC L897 NW Bound : F320 UJUNG Log On WAAF CRI-6 ATMAL- Two - way SE Bound : F370 PANDANG HF. 11396 , KETIV 6556 ADSC/CPDLC B469-G579 UJUNG Log On WAAF CRI-7 LAMOB - NW Bound F300 and F340 PANDANG HF. 11396 , PARDI 6556 B470/L511/ ADSC/CPDLC L895 UJUNG Log On WAAF CRI-8 SE Bound F290 and F330 ANITO - PANDANG HF. 11396 , SAPDA 6556 ADSC/CPDLC M635 JAKARTA Log On WAAF HF.11396, 6556 CRI-9 SURGA- SE Bound F310 and F350 TAVIP UJUNG HF 11396, 6556 TAVIP- PANDANG SURA ADSC/CPDLC M774 JAKARTA Log On WAAF NE NW HF.11396, 6556 CRI-10 bound TANUR- F320 and F360 only UJUNG KADAR HF 11396, 6556 KIKEM - PANDANG TANUR Northbound : F340, M768 F380 HF 11396 / 6556 CRI-11 ELBIS- Two-way Southbound : JAKARTA

MAMOK F330,F350, F370, F390

R340-A461 Northbound HF 11396 / 6556 CRI-12 GUTEV- F340, F380 JAKARTA only MOLLY

B472 CRI-13 Southbound HF 11396 / 6556 SELSO- F330, F370 JAKARTA only TOREX

B473 Northbound HF 11396 / 6556 CRI-14 OPABA- F340, F380 JAKARTA only SADAN

RACP/TF/4−WP/12 4

Contingency Routes ATS Route Direction FLAS ACCs COM Indonesia (CRI)

B462 Southbound CRI15 BIDOR- F330 and F370 JAKARTA HF 11396 / 6556 only KADAB

2.8 In the event that the Jakarta ACC premises are out of service, make arrangements for and facilitate the temporary relocation of the Jakarta ACC at Ujung Pandang ACC and the restoration of ATS services. All the International Flight who will flight transit through the Jakarta FIR shall make a contact to Ujung Pandang ACC. The flight monitoring will be provided by the Ujung Pandang ACC.

2.9 In the event that the Ujung Pandang ACC premises are out of service, make arrangements for and facilitate the temporary relocation of the Ujung Pandang ACC at Jakarta ACC and the restoration of ATS services. All the International Flight who will flight transit through the Ujung Pandang FIR shall make a contact to Jakarta ACC. The flight monitoring will be provided by the Jakarta ACC.

2.10 The contingency plans level 2 category B – Airspace Not Safe, due to causal events such as Volcanic Ash Cloud (VAC), military activity; All flights should avoid affected area and flight information service will be given by another FIR or others relevant information (ASHTAM).

2.11 The contingency plans level 2 Category C – Airspace Not Available, due to causal events such as pandemic, national security – normally a political decision.

2.11.1 All flights may elect to avoid the Jakarta FIR and re-routing to the west or east around the Jakarta FIR via the Melbourne and Colombo FIRs to the Chennai and Kuala Lumpur FIRs and vice versa or through Ujung Pandang FIR. The contingency routes to be used in this scenario will be provided by the ATS authorities concerned.

2.11.2 All flights may elect to avoid the Ujung Pandang FIR and re-route to the west to Jakarta FIR or to the east around the Ujung Pandang FIR via the Brisbane, Port Moresby, Oakland, Manila, and Kinabalu FIRs and vice versa. The contingency routes to be used in this scenario will be provided by the ATS authorities concerned

2.11.3 The ATM Contingency Plan for Jakarta FIR is provided at Attachment A, and for Ujung Pandang FIR at Attachment B. The Indonesia Manual Concerning Interception of Civil Aircraft is provided at Attachment C.

3. ACTION BY THE MEETING

3.1 The meeting is invited to:

a) Note the information contained in this paper; and

b) Adopt the Indonesia ATM contingency plan and discuss any relevant matters as appropriate. …………………………. RACP/TF/4-WP/12 Attachment A

THE INDONESIA AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN PART 1 - JAKARTA FIR

PREPARED BY

Indonesian Contingency Plan Team AIR TRAFFIC MANAGEMENT DIVISION DIRECTORATE GENERAL OF CIVIL AVIATION, INDONESIA 2013

1−2 DGCA-INDONESIA WIII FIR RACP/TF/4-WP/12 Attachment A

This document is issued as The Jakarta FIR Air Traffic Management Contingency Plan. The Contents are not mandatory until declared by ATS Authority. They provide information and explanation or may indicate best practice

THE INDONESIA

AIR TRAFFIC MANAGEMENT

CONTINGENCY PLAN

PART 1 - JAKARTA FIR

Edition No : 02

Edition Date :

Status :

Intended for : Indonesia ATS Personnel

DGCA-INDONESIA i WIII FIR RACP/TF/4-WP/12 Attachment A

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION EDITION INFOCENTRE PAGES REASON FOR CHANGE NUMBER DATE REFERENCE AFFECTED

TABLE OF CONTENTS

DGCA-INDONESIA ii WIII FIR RACP/TF/4-WP/12 Attachment A

Page

Foreword ii

Record of Amendments iii

Contingency Plan for the Jakarta FIR 1

Objective 1

States and FIRs Affected 1

Management of the Contingency Plan 2

Contingency Route Structure 3

ATM and Contingency Procedures 4

Pilots and Operator Procedures 7

Communication Procedures 9

Aeronautical Support Services 10

Search and Rescue 11

Appendix 1A – Contact Details 1A-1

Appendix 1B – Coordinating Bodies 1B-1

Appendix 1C – Specimen NOTAMs 1C-1

Appendix 1D – International Route Structure for Jakarta 1D-1 During Total Disruption

Appendix 1E – Chart of Contingency Routes 1E-1

Appendix 1F – Contingency Frequencies for Control 1F-1 and/or Flight Monitoring

Appendix 1G – Flight Planning 1G-1

Appendix 1H – Traffic Information Broadcasts by 1H-1 Aircraft Procedures

Appendix 1I – ICAO Interception Procedures 1I-1

Signatories

DGCA-INDONESIA iii WIII FIR RACP/TF/4-WP/12 Attachment A

FOREWORD

This is the second edition of the Indonesian Air Traffic Management (ATM) Contingency Plan for Air Traffic Services (ATS) for the Upper Airspace of the Jakarta Flight Information Region (FIR). The Contingency Plan will come into effect as determined by the Director General of the Directorate General of Civil Aviation (DGCA), who is the authority for civil aviation operations in Indonesia.

This Contingency Plan (the Plan) provides for the contingency arrangements to be introduced to permit the continuance of international flights to transit the Jakarta FIR, in the event that the air traffic and support services normally undertaken by the Jakarta Area Control Centre (ACC) should become partially or totally unavailable due to any occurrence that restricts flight operations

This Contingency plan provides for the contingency cryteria Level 2, for coordinated (inter-State/FIR) contingency plans involving two or more States/FIRs; and as Category A – Airspace Safe, but Restricted or No ATS, due to causal events such as industrial action, pandemic, earthquake, nuclear emergency affecting the provision of ATS, or ATM system failure or degradation.

This Plan has been developed in close co-operation and collaboration with the civil aviation authorities responsible for the adjacent FIRs and representatives of the users of the airspace. The Indonesian Air Force also has been consulted and recognizes the requirement for the Plan and the civil aviation procedures that apply thereto.

The Plan will be activated by promulgation of a NOTAM issued by the Indonesian International NOTAM Office (INO) as far in advance as is practicable. However, when such prior notification is impracticable for any reason, the Plan will be put into effect on notification by the designated authority, as authorized by the DGCA. It is expected that the civil aviation authorities concerned, and the airline operators will fully cooperate to implement the Plan as soon as possible.

This Plan has been prepared in coordination with the International Civil Aviation Organization (ICAO) to meet the requirements in ICAO Annex 11 ─ Air Traffic Services to provide for the safe and orderly continuation of international flights through Indonesian airspace.

Any proposed amendments to this plan shall be forwarded to:

Director General Directorate General of Civil Aviation Jl. Medan Merdeka Barat No. 8 Gedung Karya Lt. 5 Jakarta, 10110, Indonesia Tel: (62-21) 3505137 Fax: (62-21) 3505139 Email: [email protected]

DGCA-INDONESIA iv WIII FIR RACP/TF/4-WP/12 Attachment A

THE JAKARTA FIR ATM CONTINGENCY PLAN FOR INTERNATIONAL FLIGHTS TO TRANSIT ON THE UPPER AIRSPACE

Effective: day/month/year/time (UTC)

1. OBJECTIVE

1.1 The Jakarta Air Traffic Management (ATM) Contingency contains arrangements to ensure the continued safety of air navigation in the event of partial or total disruption of air traffic services in the Jakarta FIR in accordance with ICAO Annex 11 ─ Air Traffic Services, Chapter 2, paragraph 2.30. The Contingency Plan provides the ATS procedures and contingency route structure using existing airways in most cases that will allow aircraft operators to transit the Jakarta FIR.

1.2 This Contingency plan provides for the contingency cryteria Level 2, for coordinated (inter-State) contingency plans involving two or more States; and as Category A – Airspace Safe, but Restricted or No ATS, due to causal events such as industrial action, pandemic, earthquake, nuclear emergency affecting the provision of ATS, or ATM system failure or degradation.

1.3 This Contingency Plan does not address arrangements for aircraft arriving and departing at Indonesian airports or for domestic flight operations within Jakarta FIR For domestic flight the upper level is FL270.

2. STATES AND FIRS AFFECTED

2.1 In the event that the Director General, DGCA activates this Contingency Plan, the civil aviation authorities of the adjacent FIRs will be notified in accordance with the Operation Coordination Agreement (OCA) established between the States concerned. The adjacent States, FIRs and ACCs directly affected by this Contingency Plan are as follows:

a) Australia

Melbourne FIR (ACC)

b) India

Chennai FIR (ACC)

c) Malaysia

Kota Kinabalu FIR (ACC) Kuala Lumpur FIR (ACC)

d) Singapore

Singapore FIR (ACC)

e) Sri Lanka

Colombo FIR (ACC)

DGCA-INDONESIA 1 WIII FIR RACP/TF/4-WP/12 Attachment A

f) Indonesia

Ujung Pandang FIR (ACC)

2.2 The contact details of the civil aviation authorities and organizations concerned are contained in Appendix 1A. These details should be kept up to date and relevant information provided to the DGCA as soon as practicable.

3. TYPE OF CONTINGENCY PLAN

3.1 Level of contingency plans:

This is ATM State Contingency Plan Level 2, for coordinated (inter-State) contingency plans involving two or more States/FIRs;

3.2 Categories of contingency plans:

i. Category A – Airspace Safe, but Restricted or No ATS, due to causal events such as industrial action, pandemic, earthquake, nuclear emergency affecting the provision of ATS, or ATM system failure or degradation;

All flights should folllow the Contingency Requirement according to the Appendix 1D

ii. Category B – Airspace Not Safe, due to causal events such as Volcanic Ash Cloud (VAC), military activity;

All flights should avoid affected area and flight information service will be given by Ujung Pandang ACC or others relevant information (ASHTAM)

iii. Category C – Airspace Not Available, due to causal events such as pandemic, national security – normally a political decision.

All flights may elect to avoid the Jakarta FIR and re-route to the west or east around the Jakarta FIR via the Melbourne and Colombo FIRs to the Chennai and Kuala Lumpur FIRs and vice versa or through Ujung Pandang FIR. The contingency routes to be used in this scenario will be provided by the ATS authorities concerned.

4. MANAGEMENT OF THE CONTINGENCY PLAN

4.1 The contingency measures set out in this Plan are applicable in cases of foreseeable events caused by unexpected interruptions in ATS caused by natural occurrences or other circumstances, which, in one way or another, may impair or totally disrupt the provision of ATS and/or of the related support services in the Jakarta FIR.

4.2 The following arrangements have been put in place to ensure that the management of the Contingency Plan provides for international flights to proceed in a safe and orderly fashion through the Upper Airspace of the Jakarta FIR.

Central Coordinating Committee

4.3 As soon as practicable in advance of, or after a contingency event has occurred, the Director General, DGCA shall convene the Central Coordinating Committee (CCC) comprised of

DGCA-INDONESIA 2 WIII FIR RACP/TF/4-WP/12 Attachment A

representatives from:

1) Directorate General of Civil Aviation

2) Air Navigation Indonesia (Perum LPPNPI)

3) Indonesian Air Force

4) Ministry of Defense

5) Representative from the airlines committee

6) Meteorological and Geophysical Agency

7) Airport operator

8) Search and Rescue (SAR)

9) Other participants as required

4.4 The CCC shall oversee the conduct of the Contingency Plan and in the event that the Jakarta ACC premises are out of service for an extended period, make arrangements for and facilitate the temporary relocation of the Jakarta ACC at the Ujung Pandang ACC and the restoration of ATS services. The terms of reference for the CCC will be determined by the DGCA.

4.5 Contact details of the members of the CCC are provided in Appendix 1B.

ATM Operational Contingency Group

4.6 The ATM Operational Contingency Group (AOCG) will be convened by the CCC with a primary responsibility to oversee the day to day operations under the contingency arrangements, and coordinate operational ATS activities, 24 hours a day, throughout the contingency period. The terms of reference of the AOCG will be determined by the CCC. The AOCG will include specialized personnel from the following disciplines:

 Air traffic services (ATS)  Aeronautical telecommunication (COM)  Aeronautical meteorology (MET)  Aeronautical information services (AIS)  ATS equipment maintenance service provider

The mission of the AOCG shall include:

i) review and update of the Contingency Plan as required;

ii) keep up to date at all times of the contingency situation;

iii) organize contingency teams in each of the specialized areas;

iv) keep in contact with and update the ICAO Asia and Pacific Regional Office, operators and the IATA Regional Office;

v) exchange up-to-date information with the adjacent ATS authorities concerned to coordinate contingency activities;

DGCA-INDONESIA 3 WIII FIR RACP/TF/4-WP/12 Attachment A

vi) notify the designated organizations in Indonesia of the contingency situation sufficiently in advance and/or as soon as possible thereafter;

vii) take the necessary action for issuing NOTAMs according to the corresponding contingency situation, this plan or as otherwise needed (example NOTAMS are provided in Appendix 1C). If the situation is foreseeable sufficiently in advance, a NOTAM will be issued 48 hours in advance.

5. CONTINGENCY ROUTE STRUCTURE

5.1 In the event of disruption of the ATC services provided by Jakarta ACC, contingency routes will be introduced to ensure safety of flight and to facilitate limited flight operations commensurate with the prevailing conditions. Existing ATS routes form the basis of the contingency routes to be used, and a flight level assignment scheme introduced to minimize potential points of conflict and to limit the number of aircraft operating simultaneously in the system under reduced air traffic services. The contingency route structure for international flights is detailed in Appendix 1D. Additional contingency routes will be introduced as and when circumstances require, such as in the case of volcanic ash clouds forming.

5.2 In regard to domestic operations, if circumstances dictate, all flights shall be temporarily suspended until a full assessment of the prevailing conditions has been determined and sufficient air traffic services restored. A decision to curtail or restart domestic operations will be made by the CCC.

5.3 Aircraft on long-haul international flights and special operations (e.g. Search and Rescue (SAR), State aircraft, humanitarian flights, etc), shall be afforded priority for levels at FL290 and above. For flight planning purposes, domestic and regional operators should plan on the basis that FL290 and above may not be available.

5.4 International operators affected by the suspension of all operations from Indonesian airports will be notified by the relevant airport authority when operations may be resumed, and flight planning information will be made available pertaining to that airport. International flights who have received such approval may be required to flight plan via domestic routes to joint international contingency routes.

5.5 International operators may elect to avoid the Jakarta FIR and route to the west around the Jakarta FIR via the Melbourne and Colombo FIRs to the Chennai and Kuala Lumpur FIRs and vice versa. The contingency routes to be used in this scenario will be provided by the ATS authorities concerned.

5.6 Contingency Routes Structure

i. P627 (CRI 1)Leve F290 or F390 North East Bound Flight and F280 South West Bound Flight ii. P574 (CRI 2) level F320 for North West Bound and F370 South East Bound Flight iii. M300 (CRI 3) level F300 or F360 North west Bound Flight iv. P756/P570 (CRI 4) Level F340 North West Bound and F310 or F350 South East Bound Flight

DGCA-INDONESIA 4 WIII FIR RACP/TF/4-WP/12 Attachment A

v. N633/R469 (CRI 5) Level F280 South West Bound and F290 North East Bound Flight vi. L897 (CRI 6) Level F320 North West Bound and F370 South East Bound Flight vii. G579 (CRI 7) Level F300 or F340 North West Bound Flight viii. B470/L511/L895 (CRI 8)Level F290 or F330 South East Bound Flight. ix. M635 (CRI 9) Level F310 or F350 South East Bound Flight. x. M774( CRI 10) Level F320 or F360 North West Bound Flight.

6. AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES

Reduced ATS and provision of flight information services (FIS)

6.1 During the contingency critical period, ATS including ATC, may not be available, particularly with regard to availability of communications and radar services. In cases where service are not available, a NOTAM will be issued providing the relevant information, including an expected date and time of resumption of service. The contingency plan provides for limited flight information and alerting services to be provided by adjacent ACCs.

6.2 In the event that the Jakarta ACC premises are out of service for an extended period, make arrangements for and facilitate the temporary relocation of the Jakarta ACC at the Ujung Pandang ACC and the restoration of ATS services. All the International Flight who will flight transit through the Jakarta FIR shall make a contact to Ujung Pandang ACC.

6.3 The flight monitoring will be provided by the Ujung Pandang ACC. Except for the aircraft using ADSC/CPDLC, the communication, monitoring and controlling will be provided by Ujung pandang ACC as a designated ATS authorities on the contingency routes that enter their respective FIRs. A chart depicting the airspace arrangement is provided in Appendix 1E.

6.4 The primary means of communication will be by VHF or HF radio except for aircraft operating automatic dependent surveillance (ADS) and controller /pilot data link communication (CPDLC) systems. When CPDLC has been authorized for use by the relevant ATC authority, this will become the primary means of communication with HF as secondary. In the case of ADS automatic position reporting, this replaces voice position reporting and CPDLC or HF will become the secondary means. Details of the communication requirements are provided in Appendix 1F.

ATS Responsibilities

6.5 During the early stages of a contingency event, ATC may be overloaded and tactical action taken to reroute aircraft on alternative routes not included in this Plan.

6.6 In the event that ATS cannot be provided in the Jakarta FIR a NOTAM shall be issued indicating the following:

a) time and date of the beginning of the contingency measures;

b) airspace available for landing and overflying traffic and airspace to be avoided;

c) details of the facilities and services available or not available and any limits on ATS provision (e.g., ACC, APPROACH, TOWER and FIS), including an expected date of restoration of services if available;

DGCA-INDONESIA 5 WIII FIR RACP/TF/4-WP/12 Attachment A

d) information on the provisions made for alternative services;

e) any changes to the ATS contingency routes contained in this Plan;

f) any special procedures to be followed by neighbouring ATS units not covered by this Plan;

g) any special procedures to be followed by pilots; and

h) any other details with respect to the disruption and actions being taken that aircraft operators may find useful.

6.7 In the event that the Indonesian International NOTAM Office is unable to issue the NOTAM, the (alternate) International NOTAM Office at Singapore and/or Brisbane will take action to issue the NOTAM of closure airspace upon notification by the DGCA or its designated authority, e.g. the ICAO Asia and Pacific Regional Office.

Aircraft Separation

6.8 Aircraft separation criteria will be applied in accordance with the Procedures for Air Navigation Services-Air Traffic Management (PANS-ATM, Doc 4444) and the Regional Supplementary Procedures (Doc 7030).

6.9 The longitudinal separation will be 15 minutes. However, this may be reduced to 10 minutes in conjunction with application of the Mach number technique in light of developments and as authorized by the DGCA by the appropriate OCA

6.10 The route structure provides for lateral separation of 100 NM and in cases where this is less, and for crossing routes, a minimum vertical separation of 2000 ft will be applied.

Flight level restrictions

6.11 Where possible, aircraft on long-haul international flights shall be given priority with respect to cruising levels.

Airspace Classifications

6.12 If ATC services become unavailable during the interruption of air traffic services, and depending on the level of service and anticipated outage of facilities, airspace classifications may be changed to reflect the reduced level of services. Changes to airspace classification will be notified by NOTAM.

Aircraft position reporting

6.13 Pilots will continue to make routine position reports in line with normal ATC reporting procedures.

VFR operations

6.14 VFR flights shall not operate in the Jakarta FIR if there are extensive disruptions to ATC facilities, except in special cases such as State aircraft, Medivac flights, and any other essential flights authorized by the DGCA.

Procedures for ATS Units

DGCA-INDONESIA 6 WIII FIR RACP/TF/4-WP/12 Attachment A

6.15 The ATS units providing ATC services will follow their unit emergency operating procedures and activate the appropriate level of contingency procedures in line with the Operational Coordination Agreement. These procedures include the following:

a) the Jakarta ACC on determining that ATS may be reduced due to a contingency event, will inform pilots by the controller responsible of the emergency condition and advise if it is likely that the ACC will be evacuated and ATS suspended. In the event of it becoming necessary to evacuate the ACC building, the unit evacuation procedures will be activated, and time permitting, controllers will make an emergency evacuation transmission on the radio frequency in use providing pilots with alternate means of communication;

b) during the period the contingency procedures are in effect, flight plan messages must continue to be transmitted by operators to the Jakarta ACC and to the Ujung Pandang ACC via the AFTN using normal procedures;

Note: Depending on the phase of emergency and circumstances, the Indonesian INO may be suspended and alternative AFTN service introduced, e.g. at the Jakarta Airport Tower and Ujung Pandang ACC. Also, the INO of adjacent ATS authorities may be used to issue Indonesian NOTAMs.

c) on notification by DGCA, Indonesia, the ATS authorities operating the ACCs of the adjacent FIRs, viz. Brisbane, Chennai, Colombo, Kota Kinabalu, Kuala Lumpur, Ujung Pandang, Melbourne, Oakland, Manila and Singapore will activate the contingency procedures in accordance with their respective Operational Coordination Agreement;

d) prior to entry to the Jakarta FIR under the contingency arrangement, prior authorization must be obtained by operators to overfly the Jakarta FIR, and ATC approval granted by Ujung Pandang as the adjacent ATC authority (ACC);

e) the adjacent ACC responsible for aircraft entering for transit of the Jakarta FIR must communicate via ATS coordination circuits, and not less than 30 minutes beforehand, the estimated time over the reporting point for entry into the next FIR after the Jakarta FIR;

f) the ACC responsible for aircraft entering the Jakarta FIR will instruct pilots to maintain the last flight level assigned and speed (MACH number if applicable) while overflying the Jakarta FIR;

g) the ACC responsible will not authorize any change in flight level or speed (MACH number, if applicable) later than 10 minutes before the aircraft enters the Jakarta FIR, except in the case specified in h) below;

h) to facilitate arrival and departures at Singapore on the following route sectors, aircraft may climb and descend under the control of Singapore ACC in line with normal operating procedures:

- R469 - From Pekan Baru (PKU) to TAROS; - G579 - From Palembang (PLB) to PARDI; and - B470 - From ANITO to Pangkal Pinang (PKP)

DGCA-INDONESIA 7 WIII FIR RACP/TF/4-WP/12 Attachment A

i) the ACC responsible prior to aircraft entering the Jakarta FIR will inform aircraft that they must communicate with the next (downstream) ATC unit 10 minutes before the estimated time of entry into the next FIR; and

j) aircraft may also chose to avoid the Jakarta FIR, and the controlling authorities of the FIRs concerned will provide alternative contingency routes as appropriate and these will be published by NOTAM.

Transition to contingency scheme

6.16 During times of uncertainty when airspace closures seem possible, aircraft operators should be prepared for a possible change in routing while en-route, familiarization of the alternative routes outlined in this Contingency Plan, as well as those which may be promulgated by a State via NOTAM or AIP.

6.17 In the event of airspace closure that has not been promulgated, ATC should, if possible, broadcast to all aircraft in their airspace, what airspace is being closed and to stand by for further instructions.

6.18 ATS providers should recognize that when closures of airspace or airports are promulgated, individual airlines might have different company requirements as to their alternative routings. ATC should be alert to respond to any request by aircraft and react commensurate with safety.

Transfer of control and coordination

6.19 The transfer of control and communication should be at the common FIR boundary between ATS units unless there is mutual agreement between adjacent ATS units and authorization given to use alternative transfer of control points. These will be specified in the respective OCAs.

6.20 The ATS providers concerned should review the effectiveness of current coordination requirements and procedures in light of contingency operations or short notice of airspace closure, and make any necessary adjustments to the Contingency Plan and OCAs.

7. PILOTS AND OPERATOR PROCEDURES

Filing of flight plans

7.1 Flight planning requirements for the Jakarta FIR are to be followed in respect to normal flight planning requirements contained in the Indonesia Aeronautical Information Publication (AIP) and as detailed at Appendix 1G.

Overflight approval

7.2 Aircraft operators must obtain overflight approval from the DGCA, Indonesia prior to operating flights through the Jakarta FIR. During the period of activation of this Contingency Plan, when ATS is not being provided by Jakarta ACC, the Ujung Pandang as the adjacent ATS authority will approve aircraft to enter the Jakarta FIR on the basis that operators have obtained prior approval, and the responsibility remains with the operator to ensure such approval has been obtained.

DGCA-INDONESIA 8 WIII FIR RACP/TF/4-WP/12 Attachment A

Pilot operating procedures

7.3 Aircraft overflying the Jakarta FIR shall follow the following procedures:

a) all aircraft proceeding along the ATS routes established in this Contingency Plan will comply with the instrument flight rules (IFR) and will be assigned a flight level in accordance with the flight level allocation scheme applicable to the route(s) being flown as specified in Appendix 1D;

b) flights are to light plan using the Contingency Routes specified in Appendix 1D, according to their airport of origin and destination;

c) aircraft are to operate as close as possible to the centre line of the assigned contingency route;

d) pilots are to keep a continuous watch on the specified contingency frequency as specified in Appendix 1F and transmit the aircraft’s position in line with normal ATC position reporting procedures;

e) keep navigation and anti-collision lights on while overflying the Jakarta FIR;

f) pilots are to maintain during their entire flight time within Jakarta FIR, the flight level last assigned by the last ACC responsible prior to the aircraft entering the Jakarta FIR, and under no circumstances change this level and Mach Number, except in cases of emergency and for flight safety reasons. In addition, the last SSR transponder assigned shall be maintained or, if no transponder has been assigned, transmit on SSR code 2000;

g) aircraft are to reach the flight level last assigned by the responsible ACC at least 10 minutes before entering the Jakarta FIR or as otherwise instructed by the ATC unit in accordance with the OCA with Jakarta ACC;

h) pilots are to include in their last position report prior to entering the Jakarta FIR, the estimated time over the entry point of the Jakarta FIR and the estimated time of arrival over the relevant exit point of the Jakarta FIR;

i) pilots are to contact the next adjacent ACC as soon as possible, and at the latest, ten (10) minutes before the estimated time of arrival over the relevant exit point of Jakarta FIR;

j) pilots are to strictly adhere to the ICAO Traffic Information Broadcasts by Aircraft (TIBA) (reproduced in Appendix 1H, and maintain a continuous listening watch on the international air to air VHF frequency 123.45 MHz, as well as on the specified VHF and HF frequencies listed in Appendix 1F. When necessitated by emergency conditions, pilots are to transmit blind on these frequencies, their current circumstances and the commencement and completion of any climb and descent or deviation from the cleared contingency route;

k) whenever emergencies and/or flight safety reasons make it impossible to maintain the flight level assigned for transit of Jakarta FIR, pilots are to climb or descend well to the right of the centerline of the contingency route, and if deviating outside the Jakarta FIR, to inform immediately the ACC responsible for that airspace. Pilots are to make blind broadcast on the IFBP

DGCA-INDONESIA 9 WIII FIR RACP/TF/4-WP/12 Attachment A

VHF frequency 123.45 MHz of the relevant emergency level change message (comprising the aircraft call sign, the aircraft position, the flight levels being vacated and crossed, etc);

l) pilots are to maintain own longitudinal separation of 15 minutes from preceding aircraft at the same cruising level; and

m) not all operational circumstances can be addressed by this Contingency Plan and pilots are to maintain a high level of alertness when operating in the contingency airspace and take appropriate action to ensure safety of flight.

Interception of civil aircraft

7.4 Pilots need to be aware that in light of current international circumstances, a contingency routing requiring aircraft to operate off normal traffic flows, could result in an intercept by military aircraft. Aircraft operators must therefore be familiar with international intercept procedures contained in ICAO Annex 2 –Rules of the Air, paragraph 3.8 and Appendix 2, Sections 2 and 3.

7.5 The Indonesian Air Force may intercept civil aircraft over the territory of Indonesia in the event that a flight may not be known to and identified by the military authority. In such cases, the ICAO intercept procedures contained in Annex 11 (reproduced in Appendix I) will be followed by the Indonesian Air Force, and pilots are to comply with instructions given by the pilot of the intercepting aircraft. In such circumstances, the pilot of the aircraft being intercepted shall broadcast information on the situation.

7.6 If circumstances lead to the closure of the Indonesian airspace and no contingency routes are available through the Jakarta and Ujung Pandang FIRs, aircraft will be required to route around the Indonesian airspace. As much warning as possible will be provided by the appropriate ATS authorities in the event of the complete closure of Indonesian airspace.

7.7 Pilots need to continuously guard the VHF emergency frequency 121.5 MHz and should operate their transponder at all times during flight, regardless of whether the aircraft is within or outside airspace where secondary surveillance radar (SSR) is used for ATS purposes. Transponders should be set on a discrete code assigned by ATC or select code 2000 if ATC has not assigned a code.

8. COMMUNICATION PROCEDURES

Degradation of Communication - Pilot Radio Procedures

8.1 When operating within the contingency airspace of the Jakarta FIR, pilots should use normal radio communication procedures where ATS services are available. These will be in accordance with the communication procedures in this Plan or as otherwise notified by NOTAM.

8.2 If communications are lost unexpectedly on the normal ATS frequencies, pilots should try the next applicable frequency, e.g. if en-route contact is lost then try the next appropriate frequency, that is, the next normal handover frequency. Pilots should also consider attempting to contact ATC on the last frequency where two-way communication had been established. In the absence of no communication with ATC, the pilot should continue to make routine position reports on the assigned frequency, and also broadcast positions in accordance with the ICAO TIBA.

DGCA-INDONESIA 10 WIII FIR RACP/TF/4-WP/12 Attachment A

Communication frequencies

8.3 A list of frequencies to be used for the contingency routes and the ATS units providing FIS and air-ground communication monitoring for the Jakarta FIR is detailed at Appendix 1F

9. AERONAUTICAL SUPPORT SERVICES

Aeronautical Information Services (AIS)

9.1 A NOTAM contingency plan will be developed to ensure continuation of the NOTAM service for the Jakarta FIR in support of contingency operations. The NOTAMs will establish the actions to be take in order to reduce the impact of the failures in the air traffic services. The NOTAMs will also establish the necessary coordination and operational procedures that would be established before, during and after any Contingency phase.

9.2 It is not anticipated that there would any major disruption to the NOTAM service for the Jakarta FIR, as NOTAM services could be readily provided by neighboring AIS authorities.

Meteorological Services (MET)

9.3 The Indonesian Meteorological and Geophysical Agency (MGA) is the designated meteorological authority of Indonesia. MGA is also the provider of meteorological services for the international and domestic air navigation. In order to comply with the ICAO requirements on aeronautical meteorology specified in Annex 3, Meteorological Service for International Air Navigation and the ASIA/PAC Air Navigation Plan – Doc 9673, MGA should ensure regular provision of the following products and services:

a) aerodrome observations and reports – local MET REPORT and SPECIAL, as well as WMO-coded METAR and SPECI; METAR and SPECI should be provided for all international aerodromes listed in the AOP Table of ASIA/PAC Basic ANP and FASID Table MET 1A; b) terminal aerodrome forecast - TAF as per the requirements indicated in FASID Table MET 1A; c) SIGMET for the two Indonesian FIRs – Jakarta and Ujung Pandang; SIGMET should be issued by the meteorological watch offices (MWO) designated in FASID Table MET 1B – WIII and WAAA; d) information for the ATS units (TWR, APP, ACC) as agreed between the meteorological authority and the ATS units concerned; e) Flight briefing and documentation as per Annex 3, Chapter 9.

9.4 It is expected that the Indonesia MET services would continue to be available in the event of an ATS contingency situation. However, should ATS services for the Jakarta FIR be withdrawn, timely MET information may not be immediately available to pilots in flight. Alternative means of obtaining up to date MET information concerning the Jakarta FIR will be provided to the extent possible through the adjacent ATS authorities. In addition, alternative means of OPMET information transmission to the regional OPMET data bank Singapore and both WAFCs (London and Washington), which offers available contingency for the global dissemination of OPMET information will be attempted, e.g. making use of the communication networks of communication service providers (ARINC and SITA).

DGCA-INDONESIA 11 WIII FIR RACP/TF/4-WP/12 Attachment A

10. SEARCH AND RESCUE

Notification and Coordination

10.1 ACCs involved in this Contingency Plan are required to assist as necessary to ensure that the proper Search and Rescue (SAR) authorities are provided with the information necessary to support downed aircraft or aircraft with an in-flight emergency in respect to the Jakarta FIR.

10.2 The SAR authority responsible for the Jakarta FIR is the Jakarta Rescue Coordination Centre (Jakarta RCC/Jakarta SAR Office)

IDD 62-21-5501512 and 3521111 Fax 62-21-5501513 and 34832884 AFTN WIIIYKYX Email [email protected]

10.3 Each ACC shall assist as necessary in the dissemination of INCERFA, ALERFA and DETRESFA in respect to incidents in the Jakarta FIR.

10.4 In the event that the Jakarta ACC is not available, the responsibility for coordinating with the Jakarta RCC for aircraft emergencies and incidents involving the Jakarta FIR will be undertaken by the Ujung Pandang ACC. The CCC will take appropriate steps to ensure that SAR information is made available to the Jakarta RCC. The AOCG will also oversee SAR coordination and disseminate relevant contact information.

10.5 In the event that both Jakarta and Ujung Pandang ACCs are not available, there are 24 hour-alert SAR Offices (JRCCs) throughout Indonesia coordinated by the National SAR Agency (BASARNAS) to ensure the provision of SAR services in the Indonesian SSR.

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DGCA-INDONESIA 12 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX A

CONTACT DETAILS

NO NAME and POSITION ADDRESSES

1. Nasir Usman Director of Air Navigation Directorate, DGCA Jl. Medan Merdeka Barat No.8 Gedung Karya Lt.23 Dephub Elfi Amir Jakarta Indonesia 10110 Deputy Director of Air Traffic Management, Phone : 62-21-3507569, 3506617 DGCA Email : [email protected]

Indra Gunawan Chief of Airspace Management, Directorate of Air Navigation, DGCA

2. Ida Yuniarti Gedung Airnav Indonesia Safety & Quality Assurance Management Senior Jl. Ir. H Juanda Tangerang 15121 Manager Phone : 62-21-53915000 Fax : 62-21-55913100 www.airnavindonesia.co.id

3. Budi Hendro Setiyono JATSC Building 611 Soekarno-HattaAirport General Manager JATSC Tangerang – Indonesia Phone : 62 21 5506131 Fax : Email : [email protected]

4. Novy Pantaryanto JATSC Building 611 Soekarno-HattaAirport Deputy GM of ATS operations JATSC Tangerang – Indonesia

Phone : 62 21 55910575 Fax : Email : [email protected]

5. Suryadi JATSC Building 611 Soekarno-HattaAirport SMS Manager JATSC Tangerang – Indonesia

Phone : 62 21 55910613 Fax : Email : [email protected]

6 ATS Regional Coordinator JATSC JATSC Building 611 Soekarno Hatta Airport Jakarta – Indonesia Phone : 021-5506582 Fax : Email : [email protected] 7 ATS Operation Coordinator JATSC Building 611 Soekarno Hatta Airport Jakarta – Indonesia Phone : 021-5506582 Fax : Email : [email protected]

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DGCA-INDONESIA 13 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX B

JAKARTA FIR OPERATIONAL CONTINGENCY UNIT

1. DIRECTORATE GENERAL OF CIVIL AVIATION

Director Air Navigation Tel: 62, 21 3507569, 3506617 Fax: 62 21 3507569 AFTN: WRRRYNYX E-mail :

Deputy Director of Air Traffic Management Tel: 62 21 3506451, 3505191 Fax: 62 21 3507569 AFTN: WRRRYNYX E-mail: [email protected]

Deputy Director of Aeronautical Information Service Tel: 62 21 3507603, 350 6190 Fax: 62 21 3507603 AFTN: WRRRYNYX E-mail: [email protected]

2. AIRNAV INDONESIA

Safety & Quality Assurance Management Senior Manager Tel: 62 21 53915000 Fax: 62 21 55913100 E-mail : www.airnavindonesia.co.id

3. JATSC

General Manager JATSC Tel : 021-5506131 Fax : Email : [email protected]

Deputy General Manager of ATS Operations JATSC Tel : 021-55910575 Fax : Email : [email protected]

SMS Manager JATSC Tel: 62 21 55910613 Fax: 62 21 E-mail: [email protected]

ATS Regional Coordinator JATSC Tel: 62 21 5506582 Fax: 62 21 E-mail: [email protected]

DGCA-INDONESIA 14 WIII FIR RACP/TF/4-WP/12 Attachment A

ATS Operation Coordinator Tel: 62 21 5506582 Fax: 62 21 AFTN: WIIIZXKX E-mail: [email protected]

DGCA-INDONESIA 15 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX C

SAMPLE NOTAMS

a) Avoidance of airspace

NOTAM…………….DUE TO DISRUPTION OF ATS IN THE JAKARTA AND UJUNG PANDANG FIRS ALL ACFT ARE ADVISED TO AVOID THE FIRS. b) Airspace available Limited ATS

NOTAM ………..…DUE TO ANTICIPATED DISRUPTION OF ATS IN THE UJUNG PANDANG FIR ALL ACFT ARE ADVISED THAT THERE WILL BE LIMITED ATS. PILOTS MAY EXPERIENCE DLA AND OVERFLIGHTS MAY CONSIDER AVOIDING THE AIRSPACE. . c) Contingency plan activated

NOTAM …..…….DUE TO DISRUPTION OF ATS IN JAKARTA AND UJUNG PANDANG FIRs ALL ACT ARE ADVISED THAT THE INDONESIAN INTERNATIONAL CONTINGENCY PLAN FOR ACFT INTENDING TO OVERFLY THESE FIRS IS IN EFFECT. FLIGHT PLANNING MUST BE IN ACCORDANCE WITH THE CONTINGENCY ROUTES LISTED AND FL ASSIGNMENT. PILOTS MUST STRICKLY ADHERE TO THE CONTINGENCY PROCEDURES. ONLY APPROVED INTERNATIONAL FLIGHTS ARE PERMITTED TO OVERFLY INDONESIAN AIRSPACE.

Non adherence to the Contingency Plan

NOTAM …………..OPERATORS NOT ABLE TO ADHERE TO THE CONTINGENCY PLAN SHALL AVOID THE JAKARTA AND UJUNG PANDANG FIRS.

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DGCA-INDONESIA 16 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX D

INTERNATIONAL ROUTE STRUCTURE AND COMMUNICATIONS FOR TRANSIT OF THE JAKARTA FIR WHEN NO ATS AVAILABLE IN JAKARTA FIR

VHF Air to Air Frequency 123.45MHz

Contingency Routes of COMMUNICATION FL Indonesia ATS Route Direction ACCs (Frequency Details in Allocation (CRI) Appendix F) JAKARTA

CRI-1 290,390 NE Ujung Pandang HF. 11396 , 6556 P627 POVUS - Two-way ADSC/CPDLC WAAF NIXUL 280 SW Ujung Pandang HF. 11396 , 6556 ADSC/CPDLC WAAF

CRI-2 P574 320 NW Ujung Pandang HF. 11396 , 6556 ANSAX-PUGER TWO WAY ADSC/CPDLC WAAF 370 SE

CRI-3 M300 SALAX- Ujung Pandang HF. 11396 , 6556 TOPIN One way 300,360 ADSC/CPDLC WAAF North west

CRI-4 P756-P570-R469 340 W Ujung Pandang HF. 11396 , 6556 NISOK – MABIX Two-way ADSC/CPDLC WAAF – PKU - TAROS 350(310) E Ujung Pandang HF. 11396 , 6556 ADSC/CPDLC WAAF

CRI-5 R469-TAROS- 290 NE Ujung Pandang HF. 11396 , 6556 PKU(N633)- Two-way ADSC/CPDLC WAAF POSOD 280 SW Ujung Pandang HF. 11396 , 6556 ADSC/CPDLC WAAF

370 SE Ujung Pandang HF. 11396 , 6556 L897 ATMAL- ADSC/CPDLC WAAF

CRI-6 KETIV Two-way Ujung Pandang HF. 11396 , 6556

320 NW ADSC/CPDLC WAAF

CRI-7 B469-G579 Ujung Pandang HF. 11396 , 6556 LAMOB-DCT- Northbound 300, 340 ADSC/CPDLC WAAF PLB(G579)- (One-way) PARDI

CRI-8 B470-L511/L895- Ujung Pandang HF. 11396 , 6556 A585 Southbound 290,330 ADSC/CPDLC WAAF ANITO- (One-way) PKP(L511/L895)- MIMIX(L895)- SAPDA

CRI-9 Ujung Pandang HF. 11396 , 6556 M635 SURGA (One-way) SE 310 350, ADSC/CPDLC WAAF TAVIP bound

DGCA-INDONESIA 17 WIII FIR RACP/TF/4-WP/12 Attachment A

CRI-10 Ujung Pandang HF. 11396 , 6556 M774 - TANUR- (One-way) 320 360, ADSC/CPDLC WAAF KADAR NW bound + ACCs not providing FIS in the Jakarta FIR for these routes

Note 1: In the event that the Jakarta and Makassar ACCs are out of service and no ATS available for the Jakarta and Ujung Pandang FIRs, flight information service (FIS) for the upper airspace will be delegated to the designated ATS authority specified above with the airspace divided north/south at latitude 05 00 00S then along the existing Jakarta FIR boundary. FIS will be provided by the adjacent ACCs in accordance with the OCAs with Indonesia.

Note 2: On the CRI-6 sector LAMOB-PLB a direct track is established between the positions.

DGCA-INDONESIA 18 WIII FIR RACP/TF/4-WP/12 Attachment A

INTERNATIONAL ROUTE STRUCTURE AND COMMUNICATIONS FOR TRANSIT OF THE JAKARTA FIR WHEN NO ATS AVAILABLE IN JAKARTA FIR

VHF Air to Air Frequency 123.45MHz

Contingency COM Routes of FL ATS Route Direction ACCs (Frequency Details in Indonesia Allocation Appendix F) (CRI) CRI-1 290,390 NE Kuala Lumpur VHF, HF, ADS, CPDLC P627 POVUS - Two-way NIXUL 280 SW Colombo HF, ADS, CPDLC

CRI-2 P574 320 NW ANSAX-PUGER TWO WAY Kuala Lumpur VHF 370 SE CRI-3 M300 SALAX- Kuala Lumpur VHF, HF, ADS, CPDLC TOPIN One way 300,360 North west Ujung P. HF, ADS, CPDLC

CRI-4 P756-P570-R469 340 W Colombo HF, ADS, CPDLC

NISOK – Two-way MABIX – PKU - 350(310) E Singapore HF, VHF, ADS, CPDLC TAROS CRI-5 R469-TAROS- 290 NE Singapore HF, VHF, ADS, CPDLC PKU(N633)- Two-way POSOD 280 SW Brisbane HF, ADS, CPDLC

370 SE Brisbane HF, ADS, CPDLC L897 ATMAL-

CRI-6 KETIV Two-way 320 NW HF, ADS, CPDLC Colombo

CRI-7 B469-G579 Brisbane HF, ADS, CPDLC LAMOB-DCT- Northbound 300, 340 PLB(G579)- (One-way) Singapore HF, VHF, ADS, CPDLC PARDI- CRI-8 B470-L511/L895- Singapore HF, VHF, ADS, CPDLC A585 Southbound 290,330 ANITO- (One-way) Brisbane HF, ADS, CPDLC PKP(L511/L895)- CRI-9 MIMIX(L895)- Singapore HF, VHF, ADS, CPDLC M635SAPDA SURGA (One-way) SE 310 350, TAVIP bound UJUNG P HF, VHF, ADS, CPDLC

CRI-10 UJUNG P HF,VHF, ADS, CPDLC M774 - TANUR- (One-way) 320 360, KADAR NW bound Singapore HF, VHF, ADS, CPDLC + ACCs not providing FIS in the Jakarta FIR for these routes

Note 2: On the CRI-6 sector LAMOB-PLB a direct track is established between the positions.

DGCA-INDONESIA 19 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX E

DGCA-INDONESIA 20 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX F

CONTINGENCY FREQUENCIES FOR CONTROL AND/ OR FLIGHT MONITORING SERVICES IN JAKARTA FIR

CONTINGENCY

ROUTE OF ATS ROUTE ACC COM INDONESIA

(CRI) Ujung Pandang HF. 11396,6556 CRI-1 P627 POVUS - NIXUL CPDLC WAAF

P574 Ujung Pandang HF. 11396,6556 CPDLC WAAF CRI-2 ANSAX-PUGER M300 SALAX-TOPIN Ujung Pandang HF. 11396,6556 CPDLC WAAF CRI-3

P756-P570-R469 Ujung Pandang HF. 11396,6556 CPDLC WAAF CRI-4 NISOK – MABIX – PKU - TAROS

R469-TAROS-PKU(N633)- Ujung Pandang HF. 11396,6556 CPDLC WAAF POSOD CRI-5

Ujung Pandang HF. 11396,6556 CPDLC WAAF CRI-6 L897 ATMAL-KETIV

Ujung Pandang HF. 11396,6556 CPDLC WAAF B469-G579

CRI-7 LAMOB-DCT-PLB(G579)- PARDI- ANITO(B470)- Ujung Pandang HF. 11396,6556 CPDLC WAAF PKP(L511/L895)- CRI-8 MIMIX(L895)-SAPDA

Ujung Pandang HF. 11396,6556 CPDLC WAAF M635 SURGA TAVIP CRI-9

Ujung Pandang HF. 11396,6556 CPDLC WAAF CRI-10 M774 - TANUR-KADAR

* Next ACC not providing FIS in the Jakarta FIR for these routes

The adjacent ATS provider HF primary and secondary are interchangeable subject to climatic conditions. When CPDLC is being used, this will be the primary means of communication and HF will be secondary. When ADS is being used for automatic position reporting, pilots are not required to report position on CPDLC or HF unless requested by ATC. The frequencies to be used are contained in Appendix xx *) addressee for ADS/CPDLC must be re-confirmed ------

DGCA-INDONESIA 21 WIII FIR RACP/TF/4-WP/12 Attachment A

CONTINGENCY FREQUENCIES FOR CONTROL AND/ OR FLIGHT MONITORING SERVICES

CONTINGENCY

ROUTE OF ATS ROUTE ACC COM INDONESIA

(CRI) CRI-1 Kuala Lumpur VHF ,133.4 HF6655 P627 POVUS - NIXUL Colombo* HF. 11285,5670 CPDLC VCCF

CRI-2 P574 ANSAX-PUGER Kuala Lumpur VHF. 133.4, HF, 6655

CRI-3 M300 SALAX-TOPIN Kuala Lumpur VHF.123.75, 132.8 HF. 6655

Colombo* HF. 11285, 5670 CPDLC VCCF

CRI-4 P756-P570-R469 Colombo* HF.11285, 5670 CPDLC VCCF NISOK – MABIX – PKU Singapore - TAROS , VHF.133.25 HF. 8879 CPDLC WSJC

CRI-5 R469-TAROS- Singapore HF SEA-3, VHF: Primary 133.25 Mhz/ PKU(N633)-POSOD Secondary 135.8 Mhz.

Brisbane HF, 13306,8879, CPDLC YMMM CRI-6 HF, 13306, 8879 L897 ATMAL-KETIV Brisbane ADS/CCPDLC YMMM Colombo* HF.11285, 5670 CPDLC VCCF

CRI-7 Brisbane HF. 13306, 8879, CPDLC YMMM B469-G579 LAMOB-DCT- Singapore HF-SEA-3, VHF: Primary 134.4 Mhz/ PLB(G579)-PARDI- Secondary 128.1 Mhz, ADS/CPDLC: Logon WSJC CRI-8 ANITO(B470)- Singapore HF SEA-3, Primary 134.4 Mhz/Secondary PKP(L511/L895)- 128.1 Mhz, ADS/CPDLC: Logon WSJC MIMIX(L895)-SAPDA Brisbane HF. 13306, 8879, CPDLC YMMM CRI-9 HF SEA-3, VHF: Primary 134.4 Mhz/ M635 SURGA TAVIP Singapore Secondary 128.1 Mhz, ADS/CPDLC: Ujung P Logon WSJC HF. 11396, 6556, VHF. 132.5 CPDLC WAAF CRI-10 Brisbane HF.11396, 6556, VHF. 1325, CPDLC M774 - TANUR- Ujung P WAAF KADAR Singapore HF SEA-3, VHF: Primary 134.4 Mhz/ Secondary 128.1 Mhz, ADS/CPDLC: Logon WSJC

* Next ACC not providing FIS in the Jakarta FIR for these routes

*) addressee for ADS/CPDLC must be re-confirmed

DGCA-INDONESIA 22 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX G

FLIGHT PLANNING REQUIREMENT

Airline operators are expected to familiarize themselves with the Regional Contingency Plan as well as Contingency Plans of Ujung Pandang FIR and the activation times. For aircraft intending to operate in areas during periods when the contingency plans are activated, the operators shall plan the flight to conform with the activation times of the Contingency Plans. Airline operators shall ensure that flights are established on contingency routes prior to entering an area which is under Contingency Plan procedure.

The flight planning requirements during the contingency period will be in accordance to ICAO Annex 2 Chapter 3 and Doc 4444 Part II. Additional information, will, however, be required, to indicate that the flight will operate in airspace where the contingency plan is active. This information is to be indicated in the 'RMK/' field of item 18 of the ICAO flight plan, for example 'RMK/Contingency routes WIIIA/VTS' or WAAAA/VTS in the event that Ujung Pandang ACC has taken over the air traffic services for Jakarta ACC. (Remarks/aircraft will be operating on contingency routes in the Jakarta and Ujung Pandang FIRs),

Repetitive Flight Plans (RPLs/Bulk Stored) will not be accepted during the time that the contingency plan is activated. Airline operators are required to file flight plans in accordance with the contingency flight planning procedures. Flight plans should be filed at least 12 hours in advance in order to allow sufficient time for manual processing.

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DGCA-INDONESIA 23 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX H

ICAO TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) PROCEDURES CHANGES TO IN-FLIGHT PROCEDURES

Introduction of ICAO TIBA Procedures

TIBA Procedures.

1. Special procedures have been developed for pilot use in active contingency zones if communications are significantly degraded or unavailable. These TIBA procedures supercede and take the place of lost communication procedures that are outlined in Annex 2 to the Chicago Convention (Para 3.6.5.2.2 a) and PANS-RAC (DOC 4444, Part III, para. 17) and will enable traffic information broadcasts by aircraft (TIBA) to be made as well as providing collision hazard information. When aircraft will enter designated airspace in which it is known in advance that normal communication is not available, pilots should maintain a listening watch on the TIBA frequency 10 minutes prior to entering that airspace.

Times of Broadcast.

2. When a loss of normal communications requires TIBA procedures to be implemented, pilots shall make broadcasts in English on 126.9 MHz as follows: a) At the time the loss of normal communications is recognized;

b) 10 minutes before entering a designated airspace when it is known in advance that normal communications will not be available within that airspace or, for a pilot taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as appropriate after take-off; c) 10 minutes prior to crossing a reporting point;

d) 10 minutes prior to crossing or joining an ATS route;

e) at 20-minute intervals between distant reporting points;

f) 2 to 5 minutes, where possible, before a change in flight level;

g) at the time of a change in flight level; and

h) at any other time considered necessary by the pilot.

Note: Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.

DGCA-INDONESIA 24 WIII FIR RACP/TF/4-WP/12 Attachment A

Broadcast Format

3. TIBA broadcasts should be made using the following phraseology:

a) For other than those indicating changes in flight level:

ALL STATIONS (call sign) FLIGHT LEVEL (number) [or CLIMBING TO FLIGHT LEVEL (number)] (direction) (ATS route) [or DIRECT FROM (position) TO (position) POSITION] (position) AT (time) ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time) (call sign) FLIGHT LEVEL (number) (direction)

Example: “ALL STATIONS WINDAR 671 FLIGHT LEVEL 380 NORTHWEST BOUND B472 POSITION 80 MILES SOUTH EAST OF SELSO AT 2358 ESTIMATING SURAH AT 0020 WINDAR 671 FLIGHT LEVEL 380 NORTHWEST BOUND OUT”

Note: For broadcasts made when the aircraft is not near an ATS significant point, the position should be given as accurately as possible and in any case to the nearest 30 minutes of latitude and longitude. b) Before a change in flight level:

ALL STATIONS (call sign) (direction) (ATS route) [or DIRECT FROM (position) TO (position)] LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time) c) At the time of a change in flight level:

ALL STATIONS (call sign) (direction) (ATS route) [or DIRECT FROM (position) TO (position)] LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number) followed by:

ALL STATIONS (call sign) MAINTAINING FLIGHT LEVEL (number) d) When reporting a temporary flight level change to avoid an imminent collision risk: ALL STATIONS (call sign) LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number) followed as soon as practicable by:

ALL STATIONS (call sign) RETURNING TO FLIGHT LEVEL (number) NOW

DGCA-INDONESIA 25 WIII FIR RACP/TF/4-WP/12 Attachment A

4. TIBA broadcasts should not be acknowledged unless a potential collision risk is perceived. Cruising level changes

5. Cruising level changes should not be made within the designated airspace, unless considered necessary by pilots to avoid traffic conflicts, to climb to minimum en route or safe altitudes, to overcome operational limitations, to avoid adverse weather, or in response to an operational emergency. 6. When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual detection of the aircraft should be displayed while changing levels.

Collision avoidance

7. If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk, and this cannot be achieved in accordance with the right-of-way provisions of Annex 2 to the Chicago Convention, the pilot should: a) unless an alternative manoeuvre appears more appropriate, immediately descend 150 m (500 ft), or 300 m (1 000 ft) if above FL 290 in an area where a vertical separation minimum of 600 m (2 000 ft) is applied; b) display all available aircraft lighting which would improve the visual detection of the aircraft;

c) as soon as possible, reply to the broadcast advising action being taken;

d) notify the action taken on the appropriate ATS frequency; and

e) as soon as practicable, resume normal flight level, notifying the action on the appropriate ATS frequency.

Operation of Transponders.

8. When implementing TIBA procedures, pilots shall operate aircraft transponders on Modes A and C at all times. In the absence of alternative instructions from the appropriate ATS unit, aircraft not assigned a discrete code should squawk code 2000.

Operation of TCAS

9. Unless otherwise directed by an appropriate authority, pilots should operate TCAS in TA/RA Mode at maximum range setting during the cruise phase of flight and at a range setting appropriate to the traffic situation when in the departure or terminal phases of flight.

DGCA-INDONESIA 26 WIII FIR RACP/TF/4-WP/12 Attachment A

Special Operations

10. Specific aircraft may need to be involved in special operations during the period when a FIR is an activated contingency zone. These aircraft may therefore be unable to utilize the contingency route structure for a significant period of their flights. Aircraft that will be classified as special operations are as follows: a) Special operations of State aircraft

b) Aircraft in emergency situations or operating with significant reduction in operating efficiency c) Mercy flights and aircraft engaged in search and rescue, medical evacuation, and coastal surveillance operations.

Activation and Cancellation of TIBA Procedures

11. This procedure shall be included in State AIP Supplements or NOTAM on TIBA procedures and will be cancelled by NOTAM.

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DGCA-INDONESIA 27 WIII FIR RACP/TF/4-WP/12 Attachment A

APPENDIX I

SEPARATE VERSION AS INTERCEPTION OF CIVIL AIRCRAFT (SEE APPENDIX I)

DGCA-INDONESIA 28 WIII FIR RACP/TF/4-WP/12 Attachment B

THE INDONESIA AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN PART 2 - UJUNG PANDANG FIR

PREPARED BY

Indonesian Contingency Plan Team AIR TRAFFIC MANAGEMENT DIVISION DIRECTORATE GENERAL OF CIVIL AVIATION, INDONESIA 2013

1−2 DGCA-INDONESIA WAAA FIR RACP/TF/4-WP/12 Attachment B

THE INDONESIA

AIR TRAFFIC MANAGEMENT

CONTINGENCY PLAN

PART 2 - UJUNG PANDANG FIR

Edition No : 02 Edition Date : Status : Intended for : Indonesia ATS Personnel

DGCA-INDONESIA i WAAA FIR RACP/TF/4-WP/12 Attachment B

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION EDITION INFOCENTRE PAGES REASON FOR CHANGE NUMBER DATE REFERENCE AFFECTED

DGCA-INDONESIA ii WAAA FIR RACP/TF/4-WP/12 Attachment B

TABLE OF CONTENTS

Page

Foreword ii

Record of Amendments iii

Contingency Plan for the Ujung Pandang FIR 1

Objective 1

States and FIRs Affected 1

Management of the Contingency Plan 2

Contingency Route Structure 3

ATM and Contingency Procedures 4

Pilots and Operator Procedures 7

Communication Procedures 9

Aeronautical Support Services 10

Search and Rescue 11

Appendix 1A – Contact Details 1A-1

Appendix 1B – Coordinating Bodies 1B-1

Appendix 1C – Specimen NOTAMs 1C-1

Appendix 1D – International Route Structure for Jakarta 1D-1 During Total Disruption

Appendix 1E – Chart of Contingency Routes 1E-1

Appendix 1F – Contingency Frequencies for Control 1F-1 and/or Flight Monitoring

Appendix 1G – Flight Planning 1G-1

Appendix 1H – Traffic Information Broadcasts by 1H-1 Aircraft Procedures

Appendix 1I – ICAO Interception Procedures 1I-1

Signatories

DGCA-INDONESIA iii WAAA FIR RACP/TF/4-WP/12 Attachment B

FOREWORD

This is the second edition of the Indonesian Air Traffic Management (ATM) Contingency Plan for Air Traffic Services (ATS) for the Upper Airspace of the Ujung Pandang Flight Information Region (FIR). The Contingency Plan will come into effect as determined by the Director General of the Directorate General of Civil Aviation (DGCA), who is the authority for civil aviation operations in Indonesia.

This Contingency Plan (the Plan) provides for the contingency arrangements to be introduced to permit the continuance of international flights to transit the Ujung Pandang FIR, in the event that the air traffic and support services normally undertaken by the Ujung Pandang Area Control Centre (ACC) should become partially or totally unavailable due to any occurrence that restricts flight operations

This Contingency plan provides for the contingency cryteria Level 2, for coordinated (inter-State/FIR) contingency plans involving two or more States/FIR; andfor category A– Airspace Safe, but Restricted or No ATS, due to causal events such as industrial action, pandemic, earthquake, nuclear emergency affecting the provision of ATS, or ATM system failure or degradation.

The Plan will be activated by promulgation of a NOTAM issued by the Indonesian International NOTAM Office as far in advance as is practicable. However, when such prior notification is impracticable for any reason, the Plan will be put into effect on notification by the designated authority, as authorized by the DGCA. It is expected that the civil aviation authorities concerned, and the airline operators will fully cooperate to implement the Plan as soon as possible.

Any proposed amendments to this plan shall be forwarded to:

Director General Directorate General of Civil Aviation Jl. Medan Merdeka Barat No. 8 Gedung Karya Lt. 5 Jakarta, 10110, Indonesia Tel: (62-21) 3505137 Fax: (62-21) 3505139 Email: [email protected]

DGCA-INDONESIA iv WAAA FIR RACP/TF/4-WP/12 Attachment B

THE UJUNG PANDANG FIRATM CONTINGENCY PLAN FOR INTERNATIONAL FLIGHTS TO TRANSIT ON THE UPPER AIRSPACE

Effective: day/month/year/time (UTC)

1. OBJECTIVE

1.1 The Ujung Pandang Air Traffic Management (ATM) Contingency contains arrangements to ensure the continued safety of air navigation in the event of partial or total disruption of air traffic services in the Ujung Pandang FIR in accordance with ICAO Annex 11 ─ Air Traffic Services, Chapter 2, paragraph 2.30. The Contingency Plan provides the ATS procedures and contingency route structure using existing airways in most cases that will allow aircraft operators to transit the Ujung Pandang FIR.

1.2 This Contingency plan provides for the contingency cryteria Level 2, for coordinated (inter-State/FIR) contingency plans involving two or more States/FIR; and as Category A – Airspace Safe, but Restricted or No ATS, due to causal events such as industrial action, pandemic, earthquake, nuclear emergency affecting the provision of ATS, or ATM system failure or degradation.

1.3 This Contingency Plan does not address arrangements for aircraft arriving and departing at Indonesian airports or for domestic flight operations within Ujung Pandang FIR. For domestic flight the upper level is F300

2. STATES AND FIRS AFFECTED

2.1 In the event that the Director General, DGCA activates this Contingency Plan, the civil aviation authorities of the adjacent FIRs will be notified in accordance with the Letter of Operation Coordination Agreement (LOCA) established between the States concerned. The adjacent States, FIRs and ACCs directly affected by this Contingency Plan are as follows:

a) Australia

Brisbane FIR (ACC)

b) Philippines

Manila FIR (ACC)

c) Malaysia

Kinabalu FIR (ACC)

d) United States of America

Oakland FIR (ACC)

e) Papua New Guinea

DGCA-INDONESIA 1 WAAA FIR RACP/TF/4-WP/12 Attachment B

Port Moresby FIR (ACC)

f) Indonesia

Jakarta FIR (ACC)

3. TYPE OF CONTINGENCY PLAN

3.1 Level of contingency plan :

This is ATM State Contingency Plan Level 2, for coordinated (inter-State) contingency plans involving two or more States/FIRs;

3.2 Categories of contingency plans:

i. Category B – Airspace Not Safe, due to causal events such as Volcanic Ash Cloud (VAC), military activity; All flight should avoid affected area and flight information service will be given by Jakarta ACC or others relevant information (ASHTAM)

ii. Category C – Airspace Not Available, due to causal events such as pandemic, national security – normally a political decision. All flights may elect to avoid the Ujung Pandang FIR and re-route to the west to Jakarta FIR or to the east around the Ujung Pandang FIR via the Brisbane, Port Moresby, Oakland, Manila, and Kinabalu FIRs and vice versa. The contingency routes to be used in this scenario will be provided by the ATS authorities concerned.

4. MANAGEMENT OF THE CONTINGENCY PLAN

Central Coordinating Committee

DGCA-INDONESIA 2 WAAA FIR RACP/TF/4-WP/12 Attachment B

4.3 As soon as practicable in advance of, or after a contingency event has occurred, the Director General, DGCA shall convene the Central Coordinating Committee (CCC) comprised of representatives from:

1) Directorate General of Civil Aviation

2) AirNav Indonesia (Perum LPPNPI)

3) Indonesian Air Force

4) Ministry of Defense

5) Representative from the airlines committee

6) Meteorological and Geophysical Agency

7) Airport operator

8) Search And Rescue (SAR)

9) Other participants as required

5. CONTACT DETAILS OF THE MEMBERS OF THE CCC ARE PROVIDED IN APPENDIX 1B.

ATM Operational Contingency Group

5.1 The ATM Operational Contingency Group (AOCG) will be convened by the CCC with a primary responsibility to oversee the day to day operations under the contingency arrangements, and coordinate operational ATS activities, 24 hours a day, throughout the contingency period. The terms of reference of the AOCG will be determined by the CCC. The AOCG will include specialized personnel from the following disciplines:

 Air traffic services (ATS)  Aeronautical telecommunication (COM)  Aeronautical meteorology (MET)  Aeronautical information services (AIS)  ATS equipment maintenance service provider

The mission of the AOCG shall include:

i) review and update of the Contingency Plan as required;

ii) keep up to date at all times of the contingency situation;

iii) organize contingency teams in each of the specialized areas;

iv) keep in contact with and update the ICAO Asia and Pacific Regional

DGCA-INDONESIA 3 WAAA FIR RACP/TF/4-WP/12 Attachment B

Office, operators and the IATA Regional Office;

v) exchange up-to-date information with the adjacent ATS authorities concerned to coordinate contingency activities;

vi) notify the designated organizations in Indonesia of the contingency situation sufficiently in advance and/or as soon as possible thereafter;

6. CONTINGENCY ROUTE STRUCTURE

6.1 In the event of disruption of the ATC services provided by Ujung Pandang ACC, contingency routes will be introduced to ensure safety of flight and to facilitate limited flight operations commensurate with the prevailing conditions. Existing ATS routes form the basis of the contingency routes to be used, and a flight level assignment scheme introduced to minimize potential points of conflict and to limit the number of aircraft operating simultaneously in the system under reduced air traffic services. The contingency route structure for international flights is detailed in Appendix 1D. Additional contingency routes will be introduced as and when circumstances require, such as in the case of volcanic ash clouds forming.

6.2 In regard to domestic operations, if circumstances dictate, all flights shall be temporarily suspended until a full assessment of the prevailing conditions has been determined and sufficient air traffic services restored. A decision to curtail or restart domestic operations will be made by the CCC.

6.3 Aircraft on long-haul international flights and special operations (e.g. Search and Rescue (SAR), State aircraft, humanitarian flights, etc), shall be afforded priority for levels at FL310 and above. For flight planning purposes, domestic and regional operators should plan on the basis that FL310 and above may not be available.

6.4 International operators affected by the suspension of all operations from Indonesian airports will be notified by the relevant airport authority when operations may be resumed, and flight planning information will be made available pertaining to that airport. International flights who have received such approval may be required to flight plan via domestic routes to join international contingency routes.

6.5 Contingency Routes Structure

i. M635 (CRI-9) Level F310 and F350 South Bound Flight. ii. M774(CRI-10)Level F320 and F360 North Bound Flight. iii. M768(CRI-11) Level F330, F350, F370, F390 South Bound Flight and F340, F380 North Bound Flight. iv. R340 and A461(CRI-12) Level F340 and F380 North Bound Flight. v. B472(CRI-13) Level F330 and F370 South Bound Flight. vi. B473(CRI-14) Level F340 and F380 North Bound Flight.

DGCA-INDONESIA 4 WAAA FIR RACP/TF/4-WP/12 Attachment B

vii. B462(CRI-15) Level F330 and F370 South Bound Flight.

7. AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES

Reduced ATS and provision of flight information services (FIS)

7.1 During the contingency critical period, ATS including ATC, may not be available, particularly with regard to availability of communications and radar services. In cases where service are not available, a NOTAM will be issued providing the relevant information, including an expected date and time of resumption of service. The contingency plan provides for limited flight information and alerting services to be provided by adjacent ACCs.

7.2 In the event that the Ujung Pandang ACC premises are out of service for an extended period, make arrangements for and facilitate the temporary relocation of the Ujung Pandang ACC atJakarta ACC and the restoration of ATS services. All the International Flight who will flight transit through the Ujung Pandang FIR shall make a contact to Jakarta ACC.

7.3 The flight monitoring will be provided by the Jakarta ACC.A chart depicting the airspace arrangement is provided in Appendix 1E.

7.4 The primary means of communication will be by VHF or HF radio except for aircraft operating automatic dependent surveillance (ADS) and controller /pilot data link communication (CPDLC) systems. When CPDLC has been authorized for use by the relevant ATC authority, this will become the primary means of communication with HF as secondary. In the case of ADS automatic position reporting, this replaces voice position reporting and CPDLC or HF will become the secondary means. Details of the communication requirements are provided in Appendix 1F.

8. ATS Responsibilities

8.1 During the early stages of a contingency event, ATC may be overloaded and tactical action taken to reroute aircraft on alternative routes not included in this Plan.

8.2 In the event that ATS cannot be provided in the Ujung Pandang FIR a NOTAM shall be issued indicating the following:

a) time and date of the beginning of the contingency measures;

b) airspace available for landing and overflying traffic and airspace to be avoided;

d) information on the provisions made for alternative services;

e) any changes to the ATS contingency routes contained in this Plan;

f) any special procedures to be followed by neighbouring ATS units not covered by this Plan;

g) any special procedures to be followed by pilots; and

DGCA-INDONESIA 5 WAAA FIR RACP/TF/4-WP/12 Attachment B

h) any other details with respect to the disruption and actions being taken that aircraft operators may find useful.

9. AIRCRAFT SEPARATION

9.1 Aircraft separation criteria will be applied in accordance with the Procedures for Air Navigation Services-Air Traffic Management (PANS-ATM, Doc 4444) and the Regional Supplementary Procedures (Doc 7030).

9.2 The longitudinal separation also may be reduced to RNAV/RNP 10 separation in conjunction with application RNAV/RNP 10 Separation in RNAV10 Routes in light of developments and as authorized by the DGCA by the appropriate OCA.

9.3 The route structure provides for lateral separation of 100 NM,this may be 15 minutes. However, this may be reduced to 10 minutes in conjunction with application of the Mach number technique in light of developments and as authorized by the DGCA by the appropriate OCA.

Flight level restrictions

9.4 Where possible, aircraft on long-haul international flights shall be given priority with respect to cruising levels.

Airspace Classifications

9.5 If ATC services become unavailable during the interruption of air traffic services, and depending on the level of service and anticipated outage of facilities, airspace classifications may be changed to reflect the reduced level of services. Changes to airspace classification will be notified by NOTAM.

Aircraft position reporting

9.6 Pilots will continue to make routine position reports in line with normal ATC reporting procedures.

VFR operations

9.7 VFR flights shall not operate in the Ujung Pandang FIR if there are extensive disruptions to ATC facilities, except in special cases such as State aircraft, Medivac flights, and any other essential flights authorized by the DGCA.

Procedures for ATS Units

9.8 The ATS units providing ATC services will follow their unit emergency operating procedures and activate the appropriate level of contingency procedures in line with the Operational Coordination Agreement. These procedures include the following:

a) the Ujung Pandang ACC on determining that ATS may be reduced due to a contingency event, will inform pilots by the controller responsible of the emergency condition and advise if it is likely that the ACC will be evacuated and ATS suspended. In the event of it becoming necessary to evacuate the ACC building, the unit evacuation procedures will be activated, and time

DGCA-INDONESIA 6 WAAA FIR RACP/TF/4-WP/12 Attachment B

permitting, controllers will make an emergency evacuation transmission on the radio frequency in use providing pilots with alternate means of communication;

b) during the period the contingency procedures are in effect, flight plan messages must continue to be transmitted by operators to the Ujung Pandang ACC and to the Jakarta ACC via the AFTN using normal procedures;

c) on notification by DGCA, Indonesia, the ATS authorities operating the ACCs of the adjacent FIRs, viz. Brisbane, Chennai, Colombo, Kinabalu, Kuala Lumpur, Jakarta, Melbourne, Oakland, Manila and Singapore will activate the contingency procedures in accordance with their respective Operational Coordination Agreement;

d) prior to entry to the Ujung Pandang FIR under the contingency arrangement, prior authorization must be obtained by operators to overfly the Ujung Pandang FIR, and ATC approval granted by Jakarta as the adjacent ATC authority (ACC);

e) the adjacent ACC responsible for aircraft entering for transit of the Ujung Pandang FIR must communicate via ATS coordination circuits, and not less than 30 minutes beforehand, the estimated time over the reporting point for entry into the next FIR after the Ujung Pandang FIR;

f) the ACC responsible for aircraft entering the Ujung Pandang FIR will instruct pilots to maintain the last flight level assigned and speed (MACH number if applicable) while overflying the Ujung Pandang FIR;

g) the ACC responsible will not authorize any change in flight level or speed (MACH number, if applicable) later than 10 minutes before the aircraft enters the Ujung Pandang FIR, except in the case specified in h) below;

h) the ACC responsible prior to aircraft entering the Ujung Pandang FIR will inform aircraft that they must communicate with the next (downstream) ATC unit 10 minutes before the estimated time of entry into the next FIR; and

i) aircraft may also chose to avoid the Ujung Pandang FIR, and the controlling authorities of the FIRs concerned will provide alternative contingency routes as appropriate and these will be published by NOTAM.

Transition to contingency scheme

DGCA-INDONESIA 7 WAAA FIR RACP/TF/4-WP/12 Attachment B

9.9 During times of uncertainty when airspace closures seem possible, aircraft operators should be prepared for a possible change in routing while en-route, familiarization of the alternative routes outlined in this Contingency Plan, as well as those which may be promulgated by a State via NOTAM or AIP.

9.10 In the event of airspace closure that has not been promulgated, ATC should, if possible, broadcast to all aircraft in their airspace, what airspace is being closed and to stand by for further instructions.

9.11 ATS providers should recognize that when closures of airspace or airports are promulgated, individual airlines might have different company requirements as to their alternative routings. ATC should be alert to respond to any request by aircraft and react commensurate with safety.

Transfer of control and coordination

9.12 The transfer of control and communication should be at the common FIR boundary between ATS units unless there is mutual agreement between adjacent ATS units and authorization given to use alternative transfer of control points. These will be specified in the respective OCAs.

9.13 The ATS providers concerned should review the effectiveness of current coordination requirements and procedures in light of contingency operations or short notice of airspace closure, and make any necessary adjustments to the Contingency Plan and OCAs.

10. PILOTS AND OPERATOR PROCEDURES

Filing of flight plans

10.1 Flight planning requirements for the Jakarta FIR are to be followed in respect to normal flight planning requirements contained in the Indonesia Aeronautical Information Publication (AIP) and as detailed at Appendix 1G.

Overflight approval

10.2 Aircraft operators must obtain overflight approval from the DGCA, Indonesia prior to operating flights through the Jakarta FIR. During the period of activation of this Contingency Plan, when ATS is not being provided by Ujung Pandang ACC, the Jakarta as the adjacent ATS authority will approve aircraft to enter the Ujung Pandang FIR on the basis that operators have obtained prior approval, and the responsibility remains with the operator to ensure such approval has been obtained.

Pilot operating procedures

10.3 Aircraft overflying the Jakarta FIR shall follow the following procedures:

b) flights are to light plan using the Contingency Routes specified in Appendix 1D, according to their airport of origin and destination;

DGCA-INDONESIA 8 WAAA FIR RACP/TF/4-WP/12 Attachment B

c) aircraft are to operate as close as possible to the centre line of the assigned contingency route;

e) keep navigation and anti-collision lights on while overflying the Jakarta FIR;

f) pilots are to maintain during their entire flight time within Ujung Pandang FIR, the flight level last assigned by the last ACC responsible prior to the aircraft entering the Ujung Pandang FIR, and under no circumstances change this level and Mach Number, except in cases of emergency and for flight safety reasons. In addition, the last SSR transponder assigned shall be maintained or, if no transponder has been assigned, transmit on SSR code 2000;

g) aircraft are to reach the flight level last assigned by the responsible ACC at least 10 minutes before entering the Ujung Pandang FIR or as otherwise instructed by the ATC unit in accordance with the OCA with Ujung Pandang ACC;

h) pilots are to include in their last position report prior to entering the Ujung Pandang FIR, the estimated time over the entry point of the Ujung Pandang FIR and the estimated time of arrival over the relevant exit point of the Ujung Pandang FIR;

i) pilots are to contact the next adjacent ACC as soon as possible, and at the latest, ten (10) minutes before the estimated time of arrival over the relevant exit point of Ujung Pandang FIR;

k) whenever emergencies and/or flight safety reasons make it impossible to maintain the flight level assigned for transit of Ujung Pandang FIR, pilots are to climb or descend well to the right of the centerline of the contingency route, and if deviating outside the Ujung Pandang FIR, to inform immediately the ACC responsible for that airspace. Pilots are to make blind broadcast on the IFBP VHF frequency 123.45 MHz of the relevant emergency level change message (comprising the aircraft call sign, the aircraft position, the flight levels being vacated and crossed, etc);

l) pilots are to maintain own longitudinal separation of 15 minutes from preceding aircraft at the same cruising level; and

m) not all operational circumstances can be addressed by this Contingency Plan and pilots are to maintain a high level of alertness when operating in the

DGCA-INDONESIA 9 WAAA FIR RACP/TF/4-WP/12 Attachment B

contingency airspace and take appropriate action to ensure safety of flight.

Interception of civil aircraft

10.4 Pilots need to be aware that in light of current international circumstances, a contingency routing requiring aircraft to operate off normal traffic flows, could result in an intercept by military aircraft. Aircraft operators must therefore be familiar with international intercept procedures contained in ICAO Annex 2 –Rules of the Air, paragraph 3.8 and Appendix 2, Sections 2 and 3.

10.5 The Indonesian Air Force may intercept civil aircraft over the territory of Indonesia in the event that a flight may not be known to and identified by the military authority. In such cases, the ICAO intercept procedures contained in Annex 11 (reproduced in Appendix I) will be followed by the Indonesian Air Force, and pilots are to comply with instructions given by the pilot of the intercepting aircraft. In such circumstances, the pilot of the aircraft being intercepted shall broadcast information on the situation.

10.6 If circumstances lead to the closure of the Indonesian airspace and no contingency routes are available through the Jakarta and Ujung Pandang FIRs, aircraft will be required to route around the Indonesian airspace. As much warning as possible will be provided by the appropriate ATS authorities in the event of the complete closure of Indonesian airspace.

10.7 Pilots need to continuously guard the VHF emergency frequency 121.5 MHz and should operate their transponder at all times during flight, regardless of whether the aircraft is within or outside airspace where secondary surveillance radar (SSR) is used for ATS purposes. Transponders should be set on a discrete code assigned by ATC or select code 2000 if ATC has not assigned a code.

11. COMMUNICATION PROCEDURES

Degradationof Communication - Pilot Radio Procedures

11.1 When operating within the contingency airspace of the Ujung Pandang FIR, pilots should use normal radio communication procedures where ATS services are available. These will be in accordance with the communication procedures in this Plan or as otherwise notified by NOTAM.

11.2 If communications are lost unexpectedly on the normal ATS frequencies, pilots should try the next applicable frequency, e.g. if en-route contact is lost then try the next appropriate frequency, that is, the next normal handover frequency. Pilots should also consider attempting to contact ATC on the last frequency where two-way communication had been established. In the absence of no communication with ATC, the pilot should continue to make routine position reports on the assigned frequency, and also broadcast positions in accordance with the ICAO TIBA.

Communication frequencies

11.3 A list of frequencies to be used for the contingency routes and the ATS units providing FIS and air-ground communication monitoring for the Ujung Pandang FIR is detailed at Appendix 1F

12. AERONAUTICAL SUPPORT SERVICES

Aeronautical Information Services (AIS)

DGCA-INDONESIA 10 WAAA FIR RACP/TF/4-WP/12 Attachment B

12.1 A NOTAM contingency plan will be developed to ensure continuation of the NOTAM service for the Ujung Pandang FIR in support of contingency operations. The NOTAMs will establish the actions to be take in order to reduce the impact of the failures in the air traffic services. The NOTAMs will also establish the necessary coordination and operational procedures that would be established before, during and after any Contingency phase.

12.2 It is not anticipated that there would any major disruption to the NOTAM service for the Ujung Pandang FIR, as NOTAM services could be readily provided by Jakarta NOTAM Office.

Meteorological Services (MET)

12.3 The Indonesian Meteorological and Geophysical Agency (MGA) is the designated meteorological authority of Indonesia. MGA is also the provider of meteorological services for the international and domestic air navigation. In order to comply with the ICAO requirements on aeronautical meteorology specified in Annex 3, Meteorological Service for International Air Navigation and the ASIA/PAC Air Navigation Plan – Doc 9673, MGA should ensure regular provision of the following products and services:

12.4 It is expected that the Indonesia MET services would continue to be available in the event of an ATS contingency situation. However, should ATS services for the Ujung Pandang FIR be withdrawn, timely MET information may not be immediately available to pilots in flight. Alternative means of obtaining up to date MET information concerning the Jakarta FIR will be provided to the extent possible through the adjacent ATS authorities. In addition, alternative means of OPMET information transmission to the regional OPMET data bank Singapore and both WAFCs (London and Washington), which offers available contingency for the global dissemination of OPMET information will be attempted, e.g. making use of the communication networks of communication service providers (ARINC and SITA).

DGCA-INDONESIA 11 WAAA FIR RACP/TF/4-WP/12 Attachment B

13. SEARCH AND RESCUE

Notification and Coordination

13.1 ACCs involved in this Contingency Plan are required to assist as necessary to ensure that the proper Search and Rescue (SAR) authorities are provided with the information necessary to support downed aircraft or aircraft with an in-flight emergency in respect to the Ujung Pandang FIR.

13.2 The SAR authority responsible for the Ujung Pandang FIR is the Jakarta Rescue Coordination Centre (Jakarta RCC/Jakarta SAR Office)

IDD 62-21-5501512 and 3521111 Fax 62-21-5501513 and 34832884 AFTN WIIIYKYX Email [email protected]

13.3 Each ACC shall assist as necessary in the dissemination of INCERFA, ALERFA and DETRESFA in respect to incidents in the Ujung Pandang FIR.

13.4 In the event that the Ujung Pandang ACC is not available, the responsibility for coordinating with the Ujung Pandang RCC for aircraft emergencies and incidents involving the Ujung Pandang FIR will be undertaken by the Jakarta ACC. The CCC will take appropriate steps to ensure that SAR information is made available to the Ujung Pandang RCC. The AOCG will also oversee SAR coordination and disseminate relevant contact information.

13.5 In the event that both Jakarta and Ujung Pandang ACCs are not available, there are 24 hour-alert SAR Offices (JRCCs) throughout Indonesia coordinated by the National SAR Agency (BASARNAS) to ensure the provision of SAR services in the Indonesian SSR.

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DGCA-INDONESIA 12 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX A

CONTACT DETAILS

NO NAME and POSITION ADDRESSES

1. Nasir Usman Jl. Medan Merdeka Barat No.8 Director of Air Navigation Directorate, Gedung Karya Lt.23 Dephub DGCA Jakarta Indonesia 10110

Elfi Amir Phone : 62-21-3507569, 3506617 Deputy Director of Air Traffic Email : [email protected] Management, DGCA

Indra Gunawan Chief of Airspace Management, Directorate of Air Navigation, DGCA

2. Ida Yuniarti Gedung Airnav Indonesia Safety & Quality Assurance Management Jl. Ir. H Juanda Tangerang 15121 Senior Manager Phone : 62-21-53915000 Fax : 62-21-55913100 www.airnavindonesia.co.id

3. Bambang Rianto MATSC Building Hasanudin Airport General Manager MATSC Makassar – Indonesia Phone : 0411-4813210 ext 1134 Email : [email protected]

4. Ahmad Ruhendi MATSC Building Hasanudin Airport Deputy GM of ATS operations MATSC Makassar – Indonesia Phone : 0411-4813210 ext.2063 Email : [email protected]

5. Wawan Hernawan MATSC Building Hasanudin Airport ATS Regional Coordinator Makassar – Indonesia

Gatut Basuki Phone : ATS Operation Coordinator 0411-4813228, 4813210 ext3104, 2181 Email : Faruq [email protected], Safety&Procedure Junior Manager [email protected], Budi Santoso [email protected] ATS Operation Support Coordinator

Dedi Hidayat ATS Engineering Coordinator

ArieHarsa ACC West Supervisor

Sulistyowati ACC East Supervisor

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DGCA-INDONESIA 13 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX B

COORDINATING BODIES

NO COORDINATOR ADDRESSES

1 Directorat General of Civil Aviation Jl. Medan Merdeka Barat No.8 Gedung Karsa Lt.5 Dephub Jakarta Indonesia 10110

Phone 62-21 3507569, 3506617 Fax 62-21-350 7569 Email : [email protected]

2. Airnav Head Office Jl.Ir.H Juanda Tangerang 15121 Gedung Airnav Indonesia Phone : 021-55915000 Fax : 021-5591 5100

3. General Manager MATSC Makassar Air Traffic Service Center (MATSC) Jl. Bandara Baru, Gedung MATSC Makassar Phone : 0411-4813210 ext.1134 Fax : 0411-4813717

4. Deputy GM of ATS Operation Makassar Air Traffic Service Center (MATSC) Jl. Bandara Baru, Gedung MATSC Makassar Phone : 0411-4813210 ext.2063

5. SMS Manager MATSC Makassar Air Traffic Service Center (MATSC) Jl. Bandara Baru, Gedung MATSC Makassar Phone : 0411-4813210 ext.2181

6. ATS Regional Coordinator MATSC Makassar Air Traffic Service Center (MATSC) Jl. Bandara Baru, Gedung MATSC Makassar Phone : 0411-4813210 ext.3104

7. ATS Operation Coordinator Makassar Air Traffic Service Center (MATSC) Jl. Bandara Baru, Gedung MATSC Makassar Phone : 0411-4813228

DGCA-INDONESIA 14 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPERNDIX C

SAMPLE NOTAMS

a) Avoidance of airspace

NOTAM…………….DUE TO DISRUPTION OF ATS IN THE JAKARTA AND UJUNG PANDANG FIRS ALL ACFT ARE ADVISED TO AVOID THE FIRS. b) Airspace available Limited ATS

Non adherence to the Contingency Plan

NOTAM …………..OPERATORS NOT ABLE TO ADHERE TO THE CONTINGENCY PLAN SHALL AVOID THE JAKARTA AND UJUNG PANDANG FIRS.

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DGCA-INDONESIA 15 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX D

INTERNATIONAL ROUTE STRUCTURE AND COMMUNICATIONS FOR TRANSIT OF THE UJUNG PANDANG FIR WHEN NO ATS AVAILABLE IN UJUNG PANDANG FIR

VHF Air to Air Frequency 123.45MHz

Contingency COM Routes ATS Route Direction FLAS ACCs (Frequency Details Indonesia in Appendix 1F) (CRI) CRI-9 M635 Southbound 310, 350 Jakarta HF 11396 / 6556 TAVIP-ATMAP ADSC/CPDLC Log On : WIIF

CRI-10 M774 Northbound 320, 360 Jakarta HF 11396 / 6556 KIKEM-TANUR ADSC/CPDLC Log On : WIIF

CRI-11 M768 Two-way Northbound : Jakarta HF 11396 / 6556 ELBIS-MAMOK 340, 380 ADSC/CPDLC Southbound : Log On : WIIF 330,370 370, 390 CRI-12 R340-A461 Northbound Jakarta HF 11396 / 6556 GUTEV-MOLLY 340, 380 ADSC/CPDLC Log On : WIIF

CRI-13 B472 Southbound 330, 370 Jakarta HF 11396 / 6556, SELSO-TOREX ADSC/CPDLC Log On : WIIF

CRI-14 B473 Northbound 340, 380 Jakarta HF 11396 / 6556 OPABA-SADAN ADSC/CPDLC Log On : WIIF

CRI15 B462 Southbound 330,370 Jakarta HF 11396 / 6556 BIDOR-KADAB ADSC/CPDLC Log On : WIIF

DGCA-INDONESIA 16 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX E

DGCA-INDONESIA 17 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX F

CONTINGENCY FREQUENCIES FOR CONTROL AND/ OR FLIGHT MONITORING SERVICES

CONTINGENCY ROUTE ATS ROUTE ACC COM INDONESIA (CRI)

CRI-9 M635 TAVIP-ATMAP Jakarta HF 11396 / 6556 ADS/CPDLC: Logon WIIF

CRI-10 M774 HF 11396 / 6556 KIKEM-TANUR Jakarta ADS/CPDLC: Logon WIIF

CRI-11 M768 ELBIS-MAMOK Jakarta HF 11396 / 6556 ADS/CPDLC: Logon WIIF BIDIRECTIONAL

CRI-12 R340-A461 GUTEV-MOLLY Jakarta HF 11396 / 6556 ADS/CPDLC: Logon WIIF

CRI-13 B472 SELSO-TOREX Jakarta HF 11396 / 6556 ADS/CPDLC: Logon WIIF

CRI-14 B473 HF 11396 / 6556 OPABA-SADAN Jakarta ADS/CPDLC: Logon WIIF

CRI-15 B462 HF 11396 / 6556 BIDOR-KADAB Jakarta ADS/CPDLC: Logon WIIF

The adjacent ATS providers HF primary and secondary are interchangeable subject to climatic conditions. When CPDLC is being used, this will be the primary means of communication and HF will be secondary. When ADS is being used for automatic position reporting, pilots are not required to report position on CPDLC or HF unless requested by ATC. The frequencies to be used are contained in Appendix 1D

*) addresse for ADS/CPDLC must be re-confirmed

DGCA-INDONESIA 18 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX G

FLIGHT PLANNING REQUIREMENT

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DGCA-INDONESIA 19 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX H

ICAO TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) PROCEDURES

Changes to In-Flight Procedures

Introduction of ICAO TIBA Procedures

TIBA Procedures.

Times of Broadcast.

d) 10 minutes prior to crossing or joining an ATS route;

e) at 20-minute intervals between distant reporting points;

f) 2 to 5 minutes, where possible, before a change in flight level;

g) at the time of a change in flight level; and

h) at any other time considered necessary by the pilot.

Note: Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.

DGCA-INDONESIA 20 WAAA FIR RACP/TF/4-WP/12 Attachment B

Broadcast Format

3. TIBA broadcasts should be made using the following phraseology:

a) For other than those indicating changes in flight level:

Example: “ALL STATIONS WINDAR 671 FLIGHT LEVEL 380 NORTHWEST BOUND B472 POSITION 80 MILES SOUTH EAST OF SELSO AT 2358 ESTIMATING SURAH AT 0020 WINDAR 671 FLIGHT LEVEL 380 NORTHWEST BOUND OUT”

ALL STATIONS (call sign) (direction) (ATS route) [or DIRECT FROM (position) TO (position)] LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number) followed by:

ALL STATIONS (call sign) RETURNING TO FLIGHT LEVEL (number) NOW

DGCA-INDONESIA 21 WAAA FIR RACP/TF/4-WP/12 Attachment B

4. TIBA broadcasts should not be acknowledged unless a potential collision risk is perceived. Cruising level changes

Collision avoidance

c) as soon as possible, reply to the broadcast advising action being taken;

d) notify the action taken on the appropriate ATS frequency; and

e) as soon as practicable, resume normal flight level, notifying the action on the appropriate ATS frequency.

Operation of Transponders.

Operation of TCAS

DGCA-INDONESIA 22 WAAA FIR RACP/TF/4-WP/12 Attachment B

Special Operations

Activation and Cancellation of TIBA Procedures

11. This procedure shall be included in State AIP Supplements or NOTAM on TIBA procedures and will be cancelled by NOTAM.

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DGCA-INDONESIA 23 WAAA FIR RACP/TF/4-WP/12 Attachment B

APPENDIX I

SEPARATE VERSION AS INTERCEPTION OF CIVIL AIRCRAFT (SEE APPENDIX I)

DGCA-INDONESIA 24 WAAA FIR RACP/TF/4-WP/12 Attachment C

LAMPIRAN PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA NOMOR : SKEP / 24 / II / 2009 TANGGAL : 13 FEBRUARI 2009

Advisory Circular

AC 170 - 01 Manual Concerning Interception of Civil Aircraft

Revision : Original Date : 13 FEBRUARY 2009

REPUBLIC OF INDONESIA – MINISTRY OF TRANPORTATION DIRECTORATE GENERAL OF CIVIL AVIATION JAKARTA – INDONESIA

RACP/TF/4-WP/12 Attachment C RACP/TF/4-WP/12 Attachment C

AMENDMENT RECORD

Amendment Amendment Date Incorporated by Incorporated on Number

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TABEL OF CONTENTS

FOREWORD AMENDMENT RECORD TABLE OF CONTENTS

CHAPTER I INTRODUCTION

1. Terminology 2. Circumstances in which interception may occur

CHAPTER II GENERAL PRINCIPLES

CHAPTER III ELIMINATION OR REDUCTION OF THE NEED FOR INTERCEPTION

3. Identification of Civil Aircraft

a. General b. Submission of flight plans c. Air-ground communication and positions reporting d. Co-ordination between ATS units e. Transmission of ATS message f. Facilities for communications between ATS units g. Co-ordination between military and ATS authorities/units h. Facilities for communications between ATS units and military units i. Action by ATS units in respect of unidentified aircraft j. Identification by means of radar k. Identification by visual means

4. Navigation Aspects

a. General b. Airborne navigation equipment c. Adherence to flight plan d. Prohibited and Restricted Areas e. Navigational Assistance by ATS Units f. Navigational Assistance by Military Units

5. Promulgation of Information

a. Promulgation in Aeronautical Information Publication (AIP) b. Promulgation by NOTAM c. Depiction on Aeronautical Chart

CHAPTER IV ELIMINATION OR REDUCTION OF HAZARDS IN THE EVENT OF INTERCEPTION

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6. Interception

a. Action by States b. Action by Intercepting Aircraft c. Action by Intercepted Aircraft d. Air-to-air visual signals e. Air-ground Communications f. Action by Intercept Control Units g. Action by ATS units in the event of Interception

7. Availability of Information

a. Promulgation of Information in Aeronautical Information Publications (AIP) b. Carriage of Information on Board Aircraft

APPENDIX A ORIGIN OF MATERIAL REPRODUCED FROM ICAO DOCUMENTS

APPENDIX B MODEL OPERATIONAL LETTER OF AGREEMENT CONCLUDED BETWEEN (ATS UNIT) AND (MILITARY UNIT)

APPENDIX C SAMPLE STATEMENT OF PROCEDURES AND VISUAL SIGNALS FOR INCLUSION IN AERONAUTICAL INFORMATION PUBLICATIONS

APPENDIX D EXAMPLES OF FLASH CARDS FOR USE BY PILOTS IN THE EVENT OF INTERCEPTION

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RACP/TF/4-WP/12 Attachment C

CHAPTER 1 INTRODUCTION

1. TERMINOLOGY

a. The word “interception” when used in this manual does not include intercept and escort service provided, on request, to an aircraft in distress, in accordance with the Search and Rescue Manual (Doc 7333) b. The term “strayed aircraft” and “unidentified aircraft” when used in this manual have the following meanings:

Strayed aircraft. An aircraft which has deviated significantly from its intended track or which reports that it is lost.

Unidentified aircraft. An aircraft which has been observed or reported to be operating in a given area but whose identity has not been established.

Note. – An aircraft may be considered, at the same time, as a “strayed aircraft” by one unit and as an “unidentified aircraft” by another unit.

2. CIRCUMSTANCES IN WHICH INTERCEPTION MAY OCCUR

a. Pilots-in-command of civil aircraft should be aware that interception may take place in the event that military, customs or police of a State:

1). Are unable to secure positive identification of an aircraft observed in or entering the sovereign airspace of the State by means other than visual inspection are unable to secure positive , i.e. by co-ordination with air traffic services units and/or by secondary surveillance radar; 2). observe that an aircraft without proper authorization is about to enter, or has entered, an area in its territory in which civil flights are restricted or prohibited; 3). observe that an aircraft within its airspace deviates from a designated air traffic services (ATS) route, or a flight plan route outside the ATS route network, without a known or apparent valid reason for the deviation; or 4) suspect that an aircraft is engaged in illegal flight and/or transportation of illicit goods or persons, inconsistent with the aims of the Chicago Convention and contrary to the laws of said State.

b. Interception of civil aircraft may also take place if an aircraft: 1). Enters the sovereign airspace of a state without proper permission and fails to comply with instructions to land or to leave the airspace; 2). Enters the sovereign airspace of a State through different positions or routes from those stated in the overflight permission; or 3). constitutes a hazard to other aircraft.

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CHAPTER 2 GENERAL PRINCIPLES the Convention shall be applicable only to civil aircraft and shall not be applicable to State aircraft. Aircraft used in military, customs and police services shall be deemed to be State aircraft. Interception of civil aircraft shall be governed by appropriate regulations and administrative directives issued by Contracting States in compliance with the Convention on International Civil Aviation, and in particular Article 3 (d) under which Contracting States undertake, when issuing regulations for their State aircraft, to have due regard for the safety of navigation of civil aircraft. Accordingly, in drafting appropriate regulations and administrative directives, due regard shall be had to the principles in 2.5 below and the visual signals in 4.1.4.2 and 4.1.4.3.

Recognizing that it is essential for the safety of flight that any visual signals employed in the event of an interception which should be undertaken only as a last resort be correctly employed and understood by civil and military aircraft throughout the world, the Council of the International Civil Aviation Organization, when adopting the visual signals in 4.1.4.2 and 4.1.4.3, urged Contracting States to ensure that they be strictly adhered to by their State aircraft. As interceptions of civil aircraft are, in all cases, potentially hazardous, the Council has also formulated special recommendations which are included in this manual and which Contracting States are urged by the Council to apply in a uniform manner. The term “special recommendations” refers to all subsequent texts which have been extracted from Annex 2, Attachment A (see Appendix A).

Principles to be observed by States

To achieve the uniformity in regulations which is necessary for the safety of navigation of civil aircraft, due regard shall be had by Contracting States to the following principles when developing regulations and administrative directives:

a. interception of civil aircraft will be undertaken only as a last resort; b. if undertaken, an interception will be limited to determining the identity of the aircraft, unless it is necessary to return the aircraft to its planned track, direct it beyond the boundaries of national airspace, guide it away from a prohibited, restricted or danger area or instruct it to effect a landing at a designated aerodrome; c. practice interception of civil aircraft will not be undertaken; d. navigational guidance and related information will be given to an intercepted aircraft by radiotelephony, whenever radio contact can be established; and e. in the case where an intercepted civil aircraft is required to land in the territory overflown, the aerodrome designated for the landing is to be suitable for the safe landing of the aircraft type concerned.

Contracting States shall publish a standard method that has been established for the manoeuvring of aircraft intercepting a civil aircraft. Such method shall be designed to avoid any hazard for the intercepted aircraft.

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Note.— Special recommendations regarding a method for the manoeuvring are ontained in 4.1.2.

Contracting States shall ensure that provision is made for the use of secondary surveillance radar, where available, to identify civil aircraft in areas where they may be subject to interception.

To eliminate or reduce the need for interception of civil aircraft, it is important that:

a. all possible efforts be made by intercept control units to secure identification of any aircraft which may be a civil aircraft, and to issue any necessary instructions or advice to such aircraft, through the appropriate air traffic services units. To this end, it is essential that means of rapid and reliable communications between intercept control units and air traffic services units be established and that agreements be formulated concerning exchanges of information between such units on the movements of civil aircraft, in accordance with the provisions of 3.1.7 and 3.1.8;

b. areas prohibited to civil flights and areas in which civil flight is not permitted without special authorization by the State be clearly promulgated in aeronautical information publications (AIP) in accordance with the provisions of Annex 15, together with the risk, if any, of interception in the event of penetration of such areas. When delineating such areas in close proximity to promulgated ATS routes, or other frequently used tracks, States should take into account the availability and over-all systems accuracy of the navigation systems to be used by civil aircraft and their ability to remain clear of the delineated areas; and

c. the establishment of additional navigation aids be considered where necessary to ensure that civil aircraft are able safely to circumnavigate prohibited or, as required, restricted areas.

To eliminate or reduce the hazards inherent in interceptions undertaken as a last resort, all possible efforts should be made to ensure co-ordinated actions by the pilots and ground units concerned. See also 4.1.1.2.

The 25th Extraordinary Session of the ICAO Assembly on 10 May 1984 approved unanimously an amendment to the Convention incorporating the following new Article 3 bis into the Convention. The new article enters into force when the Protocol has been ratified by 102 Contracting States:

“Article 3 bis

a. The Contracting States recognize that every State must refrain from resorting to the use of weapons against civil aircraft in flight and that, in case of interception, the lives of persons on board and the safety of aircraft must not be endangered. This provision shall not be interpreted as modifying in any way the rights and obligations of States set forth in the Charter of the United Nations.

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RACP/TF/4-WP/12 Attachment C b. The Contracting States recognize that every State, in the exercise of its sovereignty, is entitled to require the landing at some designated airport of a civil aircraft flying above its territory; without authority or if there are reasonable grounds to conclude that it is being used for any purpose inconsistent with the aims of this Convention; it may also give such aircraft any other instructions to put an end to such violations. For this purpose, the Contracting States may resort to any appropriate means consistent with relevant rules of international law, including the relevant provisions of this Convention, specifically paragraph (a) of this Article. Each Contracting State agrees to publish its regulations in force regarding the interception of civil aircraft. c. Every civil aircraft shall comply with an order given in conformity with paragraph (b) of this Article. To this end each Contracting State shall establish all necessary provisions in its national laws or regulations to make such compliance mandatory for any civil aircraft registered in that State or operated by an operator who has his principal place of business or permanent residence in that State. Each Contracting State shall make any violation of such applicable laws or regulations punishable by severe penalties and shall submit the case to its competent authorities in accordance with its laws or regulations. d. Each Contracting State shall take appropriate measures to prohibit the deliberate use of any civil aircraft registered in that State or operated by an operator who has his principal place of business or permanent residence in that State for any purpose inconsistent with the aims of this Convention. This provision shall not affect paragraph (a) or derogate from paragraphs (b) and (c) of this Article.”

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CHAPTER 3 ELIMINATION OR REDUCTION OF THE NEED FOR INTERCEPTION

3. IDENTIFICATION OF CIVIL AIRCRAFT

a. General 1). The need for interception of civil aircraft can be significantly reduced if aircraft operators and pilots, air traffic services authorities and units, military authorities and intercept control units are thoroughly familiar with the following provisions and guidance material and if all take appropriate action to facilitate identification of all civil aircraft operating within given portions of airspace where national sovereignty and security are prime considerations.

2). The actions required include:

- submission and forward transmission of flight plans; - transmission of related ATS messages; - maintenance of two-way radio communications between aircraft and air traffic services units; - transmission of position reports from aircraft and notification of significant deviations from planned flight track; - provision of facilities for rapid and reliable communications between ATS units and between such units and intercept control units; and - exchanges of information regarding civil flights either on a routine basis or on request.

b. Submission of flight plans 1). Annex 2 prescribes that a flight plan shall be submitted prior to operating: a). any flight or portion thereof to be provided with air traffic control service; b). any IFR flight within advisory airspace; c). any flight within or into designated areas, or along designated routes, when so required by the appropriate ATS authority to facilitate the provision of flight information, alerting and search and rescue services; d). any flight within or into designated areas, or along designated routes, when so required by the appropriate ATS authority to facilitate co-ordination with appropriate military units or with air traffic services units in adjacent States in order to avoid the possible need for interception for the purpose of identification; and e). any flight across international borders.

2). The term “flight plan” is used in this context to mean variously, full information on all items comprised in the flight plan description, covering the whole route of a flight, or limited information required when the purpose is to obtain a clearance for a minor portion of a flight such as to cross an airway, to take off from, or to land at a controlled aerodrome.

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3). The requirement in 1) d) above may originate in a decision by military authorities but will be promulgated by the appropriate ATS authority.

4). To give effect to the provision in 1) d), Annex 11 prescribes that air traffic services authorities shall designate any areas or routes where the requirements of Annex 2 concerning submission of flight plans apply to all flights to ensure that pertinent data are available in appropriate air traffic services units specifically for the purpose of facilitating identification of civil aircraft. c. Air-ground communications and position reporting 1). An aircraft operated as a controlled flight shall maintain continuous listening watch on the appropriate radio frequency of, and establish two-way communication as necessary with, the appropriate air traffic control unit, except as may be prescribed by the appropriate ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled aerodrome.

2). Although selective calling system (SELCAL) or similar automatic signalling devices satisfy the requirement to maintain a listening watch, such devices should be used with discretion in areas where there is a risk of interception.

3). Aircraft on long over-water flights, or on flights over designated areas over which the carriage of survival radio equipment or emergency location beacon — aircraft (ELBA) is required, shall continuously guard the VHF emergency frequency 121.5 MHz, except for those periods when aircraft are carrying out communications on other VHF channels or when airborne equipment limitations or cockpit duties do not permit simultaneous guarding of two channels.

4). Aircraft shall continuously guard the VHF emergency frequency 121.5 MHz in areas or over routes where the possibility of interception of aircraft or other hazardous situations exist, and a requirement has been established by the appropriate authority.

a). Aircraft on flights other than those specified in 3) and 4) should guard the emergency frequency 121.5 MHz to the extent possible.

5). Unless exempted by the appropriate ATS authority or by the appropriate air traffic services unit under conditions specified by that authority, a controlled flight shall report to the appropriate air traffic services unit, as soon as possible, the time and level of passing each designated compulsory reporting point, together with any other required information. Position reports shall similarly be made in relation to additional points when requested by the appropriate air traffic services unit. In the absence of designated reporting points, position reports shall be made at intervals prescribed by the appropriate ATS authority or specified by the appropriate air traffic services unit.

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RACP/TF/4-WP/12 Attachment C

Note.— The conditions and circumstances in which secondary surveillance radar (SSR) Mode C transmission of pressure-altitude satisfies the requirement for level information in position reports are indicated in the PANS-RAC, Part II (Doc 4444).

6). Visual flight rules (VFR) flights shall comply with the provisions of 1) and 5) when operated in controlled airspace (instrument/visual).

7). A VFR flight operating outside controlled airspace (instrument/visual) but within or into areas, or along routes, designated by the appropriate ATS authority in accordance with 3.1.2.1 c) or d), shall maintain continuous listening watch on the appropriate radio frequency of, and report its position as necessary to, the air traffic services unit providing flight information service.

8). An instrument flight rules (IFR) flight operating outside controlled airspace but within or into areas, or along routes, designated by the appropriate ATS authority in accordance with 3.1.2.1 c) or d), shall maintain a listening watch on the appropriate radio frequency and establish two-way communication, as necessary, with the air traffic services unit providing flight information service.

9). An IFR flight operating outside controlled airspace and required by the appropriate ATS authority to: - submit a flight plan, - maintain a listening watch on the appropriate radio frequency and establish two-way communication, as necessary, with the air traffic services unit providing flight information service, shall report position as specified in 3.1.3.5 for controlled flights.

10). Aircraft electing to use the air traffic advisory service whilst operating IFR within specified advisory airspace are expected to comply with the provisions of 3.1.3.1 and 3.1.3.5, except that the flight plan and changes thereto are not subjected to clearances and that two-way communication will be maintained with the unit providing the air traffic advisory service. d. Co-ordination between ATS units

Co-ordination in respect of the provision of flight information service and alerting service

1). Where this is deemed necessary by the appropriate ATS authority or authorities, co-ordination between ATS units providing flight information service in adjacent flight information regions (FIRs) shall be effected in respect of IFR and VFR flights, in order to ensure continued flight information service to such aircraft in specified areas or along specified

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routes. Such co-ordination shall be effected in accordance with an agreement between the ATS units concerned.

2). Where co-ordination of flights is effected in accordance with 3.1.4.1 above, this shall include transmission of the following information on the flight concerned:

a). appropriate items of the current flight plan; and b). the time at which last contact was made with the aircraft concerned.

3). This information shall be forwarded to the air traffic services unit in charge of the next flight information region in which the aircraft will operate prior to the aircraft entering such flight information region.

4). When so required by agreement between the appropriate ATS authorities to assist in the identification of strayed or unidentified aircraft and thereby eliminate or reduce the need for interception, flight plan and flight progress information for flights along specified routes or portions of routes in close proximity to flight information region boundaries shall also be provided to the air traffic services units in charge of the flight information regions adjacent to such routes or portions of routes.

Co-ordination in respect of the provision of air traffic advisory service

5). ATS units providing air traffic advisory service shall apply the coordination procedures specified in 3.1.4.6 to 3.1.4.19 with respect to such aircraft having elected to use this type of service.

Co-ordination between units providing area control service within contiguous control areas

6). Area control centres shall forward from centre to centre, as the flight progresses, necessary flight plan and control information.

7). The information specified in 3.1.4.6 shall be transmitted in sufficient time to permit reception and analysis of the data by the receiving centre and necessary co-ordination between the two centres concerned.

8). If the departure aerodrome of an aircraft is not a sufficient distance from the boundary of an adjacent control area to permit transmission of the necessary flight plan and control information to the accepting centre after take-off and allow adequate time for reception, analysis and coordination, the transferring centre shall, prior to clearing the aircraft, forward the data required by 3.1.4.6 to the accepting centre together with a request for acceptance in accordance with 3.1.4.10.

a). In the case of an aircraft in flight requiring an initial clearance at a similar distance from the boundary of an adjacent control area, the

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aircraft shall be held within the transferring centre’s area until flight plan and control information can be forwarded and co-ordination can be effected with the adjacent centre. b). In the case of an aircraft requesting a change in its current flight plan, or of a transferring centre proposing to change the current flight plan of an aircraft in the vicinity of the boundary in circumstances similar to that described, the revised clearance shall be withheld pending acceptance of the proposal by the adjacent centre.

9). When boundary estimate data are to be transmitted in the circumstances mentioned in 3.1.4.8, the time in respect of an aircraft not yet departed shall be based upon the estimated time of departure as determined by the ATC unit at the departure aerodrome. In respect of an aircraft in flight requiring an initial clearance, the time shall be based on the estimated elapsed time from the holding point to the boundary plus the time expected to be needed for co-ordination.

10). With regard to the information provided by the transferring centre in accordance with 3.1.4.6 and 3.1.4.8, the accepting centre shall notify the transferring centre either that it is able to accept the aircraft concerned under the conditions specified or it shall specify to the transferring centre which changes to the flight plan are required so that the aircraft can be accepted; however, where special arrangements exist between the ATC units concerned, this notification shall only be required if the aircraft cannot be accepted as offered by the transferring centre.

11). The primary responsibility for the control of air traffic remains with the area control centre in whose control area the aircraft is operating until the time the aircraft is estimated to cross the boundary of that control area, even when control of one or more aircraft is exercised under delegation by other air traffic control units. It is emphasized that the accepting centre which is in communication with an aircraft not yet having reached the incoming transfer of control point shall not alter the clearance of such aircraft without the prior approval of the transferring centre.

Note.— When so agreed between the area control centres concerned, the transfer of control point may be a point other than the control area boundary.

12). In order to effect the transfer of control of an aircraft, the transferring centre shall, except as provided in 3.1.4.13 and in 3.1.4.13.1, notify the accepting centre that the aircraft is in position to be handed over to it, and that the responsibility for control should be assumed by the accepting centre, either forthwith or, if a specified transfer of control point has been established, at the time when the aircraft passes that point. If the SSR mode and code currently radiated by the aircraft are known, and the accepting centre is able to make use of these data,

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they should be included in such notification. If transfer of radar control is to be effected, such notification shall also include information regarding the position (and track and speed, if required) of the radar target of the aircraft. Such notification shall also include significant changes in the data transmitted in accordance with 3.1.4.6 which have not been previously forwarded.

13). Where special arrangements exist between two area control centres which are not equipped with radar and which do not employ automatic data processing equipment, the notification in 3.1.4.12 need only be made in circumstances where it is appropriate to forward a revision to previously transmitted current flight plan and control data at the time when the aircraft is in a position to be handed over to the accepting centre.

a). Except when transfer of radar control is to be effected, non-radar separation shall be established by a radar controller before an aircraft under radar control reaches the limits of that controller’s area of responsibility, or before the aircraft leaves the area of radar coverage.

14). Where non-radar separation minima are being applied, the transfer of air-ground communications of an aircraft from the transferring to the accepting centre shall be made five minutes before the time at which the aircraft is estimated to reach the common control area boundary, unless otherwise agreed between the two area control centres concerned.

15). In circumstances where radar separation minima are being applied at the time of transfer of control, the transfer of air-ground communications of an aircraft from the transferring to the accepting centre shall be made immediately after the accepting centre has agreed to assume control unless the provisions of 3.1.4.13.1 are applied.

16). A notification from the transferring centre that the aircraft will be cleared or has already been cleared to establish radiocommunications with the accepting centre is only required in those cases where this has been agreed between the two area control centres concerned.

17). The accepting centre shall notify the transferring centre that radiocommunication has been established with the aircraft being transferred and control of the aircraft has been assumed, unless otherwise specified by agreement between the area control centres concerned.

18). In cases where a portion of a control area is so situated that the time taken by aircraft to traverse it does not permit the application of control by the centre concerned, agreement should be reached to provide for direct transfer between the centres responsible for the adjacent control

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areas, provided that the intermediate centre is fully informed of such traffic; it may also require the other centres to comply with any necessary requests to obviate interference with its own traffic.

19). In the case where a flight ceases to be operated as a controlled flight, i.e. by leaving controlled airspace or by cancelling its IFR flight and proceeding on VFR in airspace where VFR flights are not controlled, the area control centre concerned shall ensure that appropriate information on the flight is forwarded to ATS unit(s) responsible for the provision of flight information and alerting services for the remaining portion of the flight, in order to ensure that such services will, in fact, be provided to the aircraft. e. Transmission of ATS message

Filed flight plan (FPL) messages

1) Unless repetitive flight plan procedures are being applied or current flight plan messages are being employed, FPL messages shall be transmitted for all flights for which a flight plan has been submitted with the object of being provided with air traffic control service, flight information service or alerting service along part or the whole of the route of flight.

2) An FPL message shall be originated and addressed as follows by the air traffic services unit serving the departure aerodrome or, when applicable, by the air traffic services unit receiving a flight plan from an aircraft in flight:

a). an FPL message shall be sent to the area control centre or flight information centre serving the control area or flight information region within which the departure aerodrome is situated;

b). unless basic flight plan data are already available as a result of arrangements made for repetitive flight plans, an FPL message shall be sent to all centres in charge of each flight information region or upper flight information region along the route, which are unable to process current data. In addition, an FPL message shall be sent to the aerodrome control tower at the destination aerodrome. If so required, an FPL message shall also be sent to flow management centres responsible for ATS units along the route;

c). when a potential reclearance in flight request (RIF) is indicated in the flight plan, the FPL message shall be sent to the additional centres concerned and to the aerodrome control tower of the revised destination aerodrome;

d). where it has been agreed to use current flight plan (CPL) messages but where information is required for early planning of

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traffic flow, an FPL message shall be transmitted to the area control centres concerned;

e). for a flight along routes where flight information service and alerting service only are provided, an FPL message shall be addressed to the centre in charge of each flight information region or upper flight information region along the route and to the aerodrome control tower at the destination aerodrome.

3). In the case of a flight through intermediate stops, where flight plans for each stage of the flight are filed at the first departure aerodrome, the following procedure shall be applied:

a). the air traffic services reporting office at the first departure aerodrome shall:

(1). transmit an FPL message for the first stage of flight in accordance with 3.1.5.2; (2). transmit a separate FPL message for each subsequent stage of flight, addressed to the air traffic services reporting office at the appropriate subsequent departure aerodrome;

b). the air traffic services reporting office at each subsequent departure aerodrome shall take action on receipt of the FPL message as if the flight plan has been filed locally.

4). When so required by agreement between the appropriate ATS authorities to assist in the identification of flights and thereby eliminate or reduce the need for interceptions in the event of deviations from assigned track, FPL messages for flights along specified routes or portions of routes in close proximity to flight information region boundaries shall also be addressed to the centres in charge of each flight information region or upper flight information region adjacent to such routes or portions of routes.

5). FPL messages shall normally be transmitted immediately after the filing of the flight plan. However, if a flight plan is filed more than 24 hours in advance of the estimated off-block time of the flight to which it refers, that flight plan shall be held in abeyance until at most 24 hours before the flight begins so as to avoid the need for the insertion of a date group into that flight plan. In addition, if a flight plan is filed early and the provisions of 3.1.5.2 b) or e) or 3.1.5.3 apply, transmission of the FPL message may be withheld until one hour before the estimated off- block time, provided that this will permit each air traffic services unit concerned to receive the information at least 30 minutes before the time at which the aircraft is estimated to enter its area of responsibility.

Current flight plan (CPL) messages

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6). Unless basic flight plan data have already been distributed (FPL or RPL) which will be supplemented by coordination data in the estimate message, a CPL message shall be transmitted by each area control centre to the next area control centre and from the last area control centre to the aerodrome control tower at the destination aerodrome, for each controlled flight, and for each flight provided with air traffic advisory service along routes or portions of routes where it has been determined by the appropriate ATS authority that adequate point-to- point communications exist and that conditions are otherwise suitable for forwarding current flight plan information.

7). When an aircraft traverses a very limited portion of a control area where, by agreement between the appropriate ATS authorities concerned, co-ordination of air traffic through that portion of the control area has been delegated to and is effected directly by the two centres whose control areas are separated by that portion, CPLs shall be transmitted directly between such units.

8). A CPL message shall be transmitted in sufficient time to permit each air traffic services unit concerned to receive the information at least 20 minutes before the time at which the aircraft is estimated to pass the transfer of control point or boundary point at which it comes under the control of such unit, unless another period of time has been prescribed by the appropriate ATS authority. This procedure shall apply whether or not the ATS unit responsible for origination of the message has assumed control of, or established contact with, the aircraft by the time the transmission is to be effected.

9). When a CPL message is transmitted to a centre which is not using automatic data processing equipment, the period of time specified in 3.1.5.8 may be insufficient, in which case an increased lead-time shall be agreed.

10). A CPL message shall include only information concerning the flight from the point of entry into the next control area or advisory airspace to the destination aerodrome.

Departure (DEP) messages

11). Unless otherwise prescribed on the basis of regional air navigation agreements, a DEP message shall be transmitted immediately after the departure of an aircraft for which basic flight plan data have been previously distributed.

12). The DEP message shall be transmitted by the ATS unit serving the departure aerodrome to all recipients of basic flight plan data.

13). On the basis of regional air navigation agreement, DEP messages may be omitted for IFR flights operated within areas or along routes designated by mutual agreement between the States concerned,

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provided reliable ATS speech circuits exist between successive ATS units.

Estimate (EST) messages

14). When basic flight plan data for a flight have been provided, an EST message shall be transmitted by each area control centre or flight information centre to the next area control centre or flight information centre along the route of flight.

15). An EST message shall be transmitted in sufficient time to permit the air traffic services unit concerned to receive the information at least 20 minutes before the time at which the aircraft is estimated to pass the transfer of control point or boundary point at which it comes under the control of such unit, unless another period of time has been prescribed by the appropriate ATS authority. This procedure shall apply whether or not the area control centre or flight information centre responsible for origination of the message has assumed control of, or established contact with, the aircraft by the time the transmission is to be effected.

16). When an EST message is transmitted to a centre which is not using automatic data processing equipment, the period of time specified in 3.1.5.15 may be insufficient, in which case an increased lead-time shall be agreed. f. Facilities for communications between ATS units

Note.— Indication by time of the speed with which the communication should be established is provided as a guide to communication services, particularly to determine the types of communication channels required, e.g. that “instantaneous” is intended to refer to communications which effectively provide for immediate access between controllers; “fifteen seconds” to accept switchboard operation and “five minutes” to mean methods involving retransmission.

Communications within a flight information region

1). A flight information centre shall have facilities for communications with the following units providing a service within its area of responsibility:

a). the area control centre, unless collocated; b). approach control offices; c). aerodrome control towers.

2). An area control centre, in addition to being connected to the flight information centre as prescribed in 3.1.6.1, shall have facilities for communications with the following units providing a service within its area of responsibility:

a). approach control offices;

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b). aerodrome control towers; c). air traffic services reporting offices, when separately established.

3). The communication facilities required under 3.1.6.1 and 3.1.6.2 shall include provisions for:

a). communications by direct speech, whereby for the purpose of transfer of radar control the communications can be established instantaneously and for other purposes the communications can normally be established within fifteen seconds; and b). printed communications, when a written record is required; the message transit time for such communications being no longer than five minutes.

4). In all cases where automatic transfer of data to and/or from air traffic services computers is required, suitable facilities for automatic recording should be provided.

Note.— The requirements for communication between ATS units and military units are given in 3.1.8.

5). The communication facilities required in accordance with 3.1.6.1 and 3.1.6.2 should be supplemented, as and where necessary, by facilities for other forms of visual or audio communications, for example, closed circuit television or separate information processing systems.

6). All facilities for direct-speech communications between air traffic services units and between air traffic services units and appropriate military units shall be provided with automatic recording.

Communications between flight information regions

7). Flight information centres and area control centres shall have facilities for communications with all adjacent flight information centres and area control centres.

a). These communication facilities shall in all cases include provisions for messages in a form suitable for retention as a permanent record, and delivery in accordance with transit times specified by regional air navigation agreements. b). Unless otherwise prescribed on the basis of regional air navigation agreements, facilities for communications between area control centres serving contiguous control areas shall, in addition, include provisions for direct-speech communications with automatic recording, whereby for the purpose of transfer of radar control the communications can be established instantaneously and for other purposes the communications can normally be established within fifteen seconds.

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(1). When so required by agreement between the States concerned in order to eliminate or reduce the need for interceptions in the event of deviations from assigned track, facilities for communications between adjacent flight information centres or area control centres other than those mentioned in 3.1.6.7.2 shall include provisions for directspeech communications. The communication facilities shall be provided with automatic recording. (2). The communication facilities in 3.1.6.7.2.1 should permit communications to be established normally within fifteen seconds.

8). Adjacent ATS units should be connected in all cases where special circumstances exist.

Note.— Special circumstances may be due to traffic density, types of aircraft operations and/or the manner in which the airspace is organized and may exist even if the control areas and/or control zones are not contiguous or have not (yet) been established.

9). Wherever local conditions are such that it is necessary to clear aircraft into an adjacent control area prior to departure, an approach control office and/or aerodrome control tower should be connected with the area control centre serving the adjacent area.

10). The communication facilities in 3.1.6.8 and 3.1.6.9 should include provisions for communications by direct speech with automatic recording, whereby for the purpose of transfer of radar control the communications can be established instantaneously and for other purposes the communications can normally be established within fifteen seconds.

11). In all cases where automatic exchange of data between air traffic services computers is required, suitable facilities for automatic recording should be provided.

12). Appropriate procedures for direct-speech communications should be developed to permit immediate connexions to be made for very urgent calls concerning the safety of aircraft, and the interruption, if necessary, of less urgent calls in progress at the time.

g. Co-ordination between military and ATS authorities/units

1). Air traffic services authorities shall establish and maintain close co- operation with military authorities responsible for activities that may affect flights of civil aircraft.

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2). Co-ordination of activities potentially hazardous to civil aircraft shall be effected in accordance with Annex 11, 2.16.

3). Arrangements shall be made to permit information relevant to the safe and expeditious conduct of flights of civil aircraft to be promptly exchanged between air traffic services units and appropriate military units.

a) Air traffic services units shall, either routinely or on request, in accordance with locally agreed procedures, provide appropriate military units with pertinent flight plan and other data concerning flights of civil aircraft. In order to eliminate or reduce the need for interceptions, air traffic services authorities shall designate any areas or routes where the requirements of Annex 2 concerning flight plans, two-way communications and position reporting apply to all flights to ensure that all pertinent data are available in appropriate air traffic services units specifically for the purpose of facilitating identification of civil aircraft.

b) Special procedures shall be established in order to ensure that:

(1). air traffic services units are notified if a military unit observes that an aircraft which is, or might be, a civil aircraft is approaching, or has entered, any area in which interception might become necessary; (2). all possible efforts are made to confirm the identity of the aircraft and to provide it with the navigational guidance necessary to avoid the need for interception. (3). A model operational Letter of Agreement between an ATS unit and a military unit is presented in Appendix B. h. Facilities for communications between ATS units and military units

Note.— Indication by time of the speed with which the communication should be established is provided as a guide to communication services, particularly to determine the types of communication channels required, e.g. that “instantaneous” is intended to refer to communications which effectively provide for immediate access between controllers, “fifteen seconds” to accept switchboard operation and “five minutes” to mean methods involving retransmission.

1). A flight information centre and an area control centre shall have facilities for communications with appropriate military units providing a service within their respective area of responsibility.

2). An approach control office and an aerodrome control tower shall have facilities for communications with appropriate military units providing a service within their respective area of responsibility.

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3). The communication facilities required under 3.1.8.1 shall include provisions for rapid and reliable communications between the air traffic services unit concerned and the military unit(s) responsible for control of interception operations within the area of responsibility of the air traffic services unit.

4). The communication facilities required under 3.1.8.1 shall include provisions for:

5). In all cases where automatic transfer of data to and/or from air traffic services computers is required, suitable facilities for automatic recording should be provided.

6). The communication facilities required in accordance with 3.1.8.1 and 3.1.8.2 should be supplemented, as and where necessary, by facilities for other forms of visual or audio communications, for example, closed circuit television or separate information processing systems.

7). The communication facilities required under 3.1.8.2 shall include provisions for communications by direct speech arranged for conference communications.

8). All facilities for direct-speech communications between air traffic services units and between air traffic services units and appropriate military units shall be provided with automatic recording.

9). Appropriate procedures for direct-speech communications should be developed to permit immediate connexions to be made for very urgent calls concerning the safety of aircraft, and the interruption, if necessary, of less urgent calls in progress at the time. i. Action by ATS units in respect of unidentified aircraft

1). As soon as an air traffic services unit becomes aware of an unidentified aircraft in its area, it shall endeavour to establish the identity of the aircraft whenever this is necessary for the provision of air traffic services or required by the appropriate military authorities in accordance with locally agreed procedures. To this end, the air traffic services unit shall take such of the following steps as are appropriate in the circumstances:

a). attempt to establish two-way communication with the aircraft;

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b). inquire of other air traffic services units within the flight information region about the flight and request their assistance in establishing two-way communication with the aircraft; c). inquire of air traffic services units serving the adjacent flight information regions about the flight and request their assistance in establishing two-way communication with the aircraft; d). attempt to obtain information from other aircraft in the area.

2). The air traffic services unit shall, as necessary, inform the appropriate military unit as soon as the identity of the aircraft has been established.

Note.— Requirements for co-ordination between military authorities and air traffic services are specified in 3.1.7. j. Identification by means of radar

Establishment of radar identity

1). Radar identification shall be achieved by at least one of the following methods:

a). by correlating a particular radar target with an aircraft reporting its position over, or as bearing and distance from, a prescribed point displayed on the radar map, and by ascertaining that the track of the particular target is consistent with the aircraft path or reported heading;

Note 1.— Caution must be exercised when employing this method since a position reported in relation to a prescribed point may not coincide precisely with the radar target of the aircraft on the radar map. The appropriate ATS authority may, therefore, prescribe additional conditions for the application of this method, e.g.: i). a level or levels above which this method should not be applied in respect of specified navigation aids; ii). a distance from the radar site beyond which this method should not be applied; iii). position reports over fan marker beacons should be used for identification purposes only when the aircraft traverses the minor axis.

Note 2.— The term “a prescribed point” refers to a geographical point designated by the appropriate ATS authority as suitable for the purpose of radar identification. It is normally a reporting point defined by reference to a radio navigation aid or aids but it may be a prominent landmark.

b). by ascertaining the aircraft heading, if circumstances require, and following a period of track observation: - instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movements of one

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particular radar target with the aircraft’s acknowledged execution of the instructions given; or - correlating the movements of a particular radar target with manoeuvres currently executed by an aircraft having so reported.

When using these methods, the radar controller shall:

(1). verify that the movements of not more than one radar target correspond with those of the aircraft; (2). ensure that the manoeuvre(s) will not carry the target outside the coverage of the radar display;

Note 1.— Caution must be exercised when employing these methods in areas where route changes normally take place.

Note 2.— With reference to ii) above, see also 3.2.5.5 regarding radar vectoring of controlled aircraft.

c). by correlating the position of an observed radar target with a Class A position (accurate within 9 km (5 NM)) of an aircraft obtained by direction-finding triangulation, superimposed on the radar map, and by ascertaining that the track of the observed radar target is consistent with the aircraft’s reported heading;

d). by correlating an observed radar target with an aircraft which is known to have just departed, provided that the identification is achieved within 2 km (1 NM) from the end of the runway used;

Note.— Particular care should be taken to avoid confusion with aircraft holding over or overflying the aerodrome, or with aircraft departing from or making a missed approach over adjacent runways.

e). by transfer of radar identity (see 3.1.10.6 and 3.1.10.7).

2). Use should be made of direction-finding bearings to assist in radar identification of an aircraft. This method, however, should not be used as the sole means of establishing radar identity, unless so prescribed by the appropriate ATS authority for particular cases under specified conditions.

3). When two or more radar targets are observed in close proximity, or are observed to be making similar movements at the same time, or when doubt exists as to the identity of a radar target for any other reason, changes of heading should be prescribed or repeated as many times as necessary, or additional methods of identification should be employed, until all risk of error in identification is eliminated.

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4). Where SSR is used, aircraft may be identified by one or more of the following procedures:

Note.— The procedures a) to d) below are not listed in order of preference.

a). Observation of compliance with an instruction to operate the special position identification (SPI) feature.

Note.— Caution must be exercised when employing this method since: i). excessive radar coverage caused by anomalous wave propagation in certain meteorological conditions may produce SPI-type responses originating in areas beyond the coverage of the display, and ii). nearly simultaneous requests for SPI transmission within the same area may give rise to errors in identification.

b). Observation of compliance with an instruction to set a specific code. c). Observation of compliance with an instruction to change mode. d). Recognition of an assigned individual code the setting of which has been verified.

Note 1.— The use of this procedure requires a system of code allotment which ensures that each aircraft in a given portion of airspace is assigned a distinct code (see 3.1.10.8 and 3.1.10.9).

Note 2.— When an individual (four-digit) code has been assigned to an aircraft a check must be made at the earliest opportunity to ensure that the code set by the pilot is identical to that assigned for the flight. Only after this verification check has been made may the individual code be used as a basis for identification.

Note 3.— If the code is assigned by an ATS unit not having 4 096 code capability, the first ATS unit with such a capability should check that the code setting is correct. Once the check has been made the individual code may be used continuously as a means of maintaining identity.

5). When no other means of establishing identification is available, instructions may be given to switch the transponder from “ON” to “STANDBY” and back to “ON” again, provided that the aircraft concerned is operating in an area of proven SSR coverage. Extreme caution should be used when employing this method since the same effect may be observed on the display as a result of:

a). temporary antenna shadowing caused by a change in attitude of another aircraft in the area; or

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b). simultaneous use of the same procedure by another radar controller operating within the same geographical area.

Transfer of radar identity (see also 3.1.10.1 e))

6). Transfer of identity of a radar target from one radar controller to another should only be attempted when it is considered that the aircraft is within the coverage of the accepting controller’s radar display.

7). Transfer of radar identity shall be effected by one of the following methods:

a). direct designation (pointing with the finger) of the radar target, if the two radar displays are adjacent, or if a common “conference” type of radar display is used;

Note.— Attention must be given to any errors which might occur due to parallax effects.

b). designation of the radar target by reference to, or in terms of bearing and distance from, a geographical position or navigational facility accurately indicated on both radar displays, together with the track of the observed radar target if the route of the aircraft is not known to both controllers;

Note.— Caution must be exercised before establishing radar identity using this method, particularly if other radar targets are observed on similar headings and in close proximity to the aircraft under radar control. Inherent radar deficiencies, such as inaccuracies in bearing and distance of the targets displayed on individual radars and parallax errors, may cause the indicated position of an aircraft in relation to the known point to differ between the two radar displays. The appropriate ATS authority may, therefore, prescribe additional conditions for the application of this method, e.g.:

i). a maximum distance from the common reference point used by the two controllers; and

ii). a maximum distance between the position of the target as observed by the accepting controller and the one stated by the transferring controller.

c). designation of the radar target by an electronic marker or symbol, provided that only the one radar target is thereby indicated and there is no possible doubt of correct identification;

OR where SSR is used:

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d). instruction to the aircraft by the transferring controller to change code and the observation of the change by the accepting controller;

e). instruction to the aircraft by the transferring controller to operate the SPI feature and observation of this response by the accepting controller;

Note.— Successful use of procedures d) and e) requires prior coordination between the controllers, since the indications to be observed by the accepting controller are of short duration.

f). notification of the individual code of the aircraft.

Note.— See Note 1 following 3.1.10.4 d).

SSR codes

8). The specific codes to be applied should be agreed between the administrations concerned, taking into account other users of the system.

9). The appropriate ATS authority shall establish procedures for the allotment of SSR codes in conformity with regional air navigation agreements. These procedures should be based on the following principles:

a). The number of code changes required of a pilot should be kept to the minimum consistent with the essential needs of ATS. b). Where there is a need for individual identification and ground equipment permits its employment, each aircraft should be assigned a different code. c). The procedures (for code assignment) should be compatible with those practised in adjacent areas.

10). A controller shall only assign codes in accordance with the procedures laid down by the appropriate ATS authority.

11). Whenever a code is assigned to an aircraft, the setting of this code shall be verified by the controller at the earliest opportunity.

12). Code 7700 shall be used on Mode A to provide recognition of an aircraft in an emergency.

13). Code 7600 shall be used on Mode A to provide recognition of an aircraft with radiocommunication failure.

14). Code 7500 shall be used on Mode A to provide recognition of an aircraft which is being subjected to unlawful interference.

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15). Appropriate provisions should be made in the ground equipment to ensure immediate recognition of Codes 7500, 7600, and 7700.

16). Code 0000 should be reserved for allocation subject to regional agreement, as a general purpose code.

17). Code 2000 shall be reserved for use on Mode A to provide recognition of an aircraft which has not received any instructions from air traffic control units to operate the transponder.

Transponder operating procedures

18). To ensure the safe and efficient use of SSR, pilots and controllers should strictly adhere to published operating procedures. In particular, standard radiotelephony phraseology shall be used and the correct setting of modes and codes in transponders and ground decoding equipment shall be ensured at all times.

19). When an aircraft carries a serviceable transponder, the pilot shall operate the transponder at all times during flight, regardless of whether the aircraft is within or outside airspace where SSR is used for ATS purposes.

20). In the event of transponder failure, the pilot should inform the appropriate ATS units.

21). Except as specified in 3.1.10.29, 3.1.10.30 and 3.1.10.31 in respect of emergency, radiocommunication failure or unlawful interference, the pilot shall:

a). operate the transponder and select modes and codes as individually directed by the ATC unit with which the pilot is in contact; or b). operate the transponder on modes and codes as prescribed on the basis of regional air navigation agreements; or c). in the absence of any ATC directions or regional air navigation agreements, operate the transponder on Mode A Code 2000.

22). When the aircraft carries serviceable Mode C equipment, the pilot shall continuously operate this mode, unless otherwise directed by ATC.

23). Whenever Mode C is operated, pilots shall, in air-ground voice communications wherein the transmission of level information is required, give such information by stating their level to the nearest full 30 m or 100 ft as indicated on the pilot’s altimeter.

24). When requested by ATC to specify the type of transponder carried aboard the aircraft, pilots shall indicate this by using the characters prescribed for insertion of this information in the flight plan, e.g. “TRANSPONDER C (spoken as Charlie)”.

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25). When requested by ATC to “RECYCLE (mode, code)” the pilot shall reselect the assigned mode and code.

26). When requested by ATC to “CONFIRM THAT YOU ARE SQUAWKING ASSIGNED CODE [mode] (assigned code)” the pilot shall verify the mode and code setting on the transponder and confirm to ATC the setting displayed on the controls of the transponder.

27). Pilots shall not operate the SSR SPI feature unless requested by ATC.

Note.— Although a low sensitivity feature is not required in SSR airborne equipment by the specification of Annex 10, it is known that some equipment still in use does have this feature. Pilots of aircraft fitted with such equipment should not use the low sensitivity feature except when requested by ATC.

28). It should be noted that the use by civil aircraft of SSR transponders which do not conform to the specifications in Annex 10 may result in misidentification of the aircraft.

29). Emergency procedures

a). The pilot of an aircraft encountering a state of emergency shall set the transponder to Mode A Code 7700 except when previously directed by ATC to operate the transponder on a specified code. In the latter case the pilot shall maintain the specified code unless otherwise advised by ATC. b). Notwithstanding the procedures at 3.1.10.29.1, a pilot may select Mode A Code 7700 whenever there is specific reason to believe that this would be the best course of action.

Note 1.— Attention is drawn to the fact that the use of Mode A Code 7700 in certain areas may result in the elimination of the SSR response of the aircraft from the ATC radar display in cases where the ground equipment is not provided with automatic means for its immediate recognition.

Note 2.— The requirement for automatic means of recognition of Mode A Code 7700 is contained in Annex 10, Volume I, 2.5.4.2.1.

30). Radiocommunication failure procedures

a). The pilot of an aircraft losing two-way communications shall set the transponder to Mode A Code 7600.

Note.— A controller observing a response on the radiocommunications failure code will ascertain the extent of the failure by instructing the pilot to operate the SPI feature or to change code. Where it is determined that the aircraft receiver is

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functioning, further control of the aircraft will be continued using code changes or SPI transmission to acknowledge receipt of clearances issued.

31). Unlawful interference with aircraft in flight

a). Should an aircraft in flight be subjected to unlawful interference, the pilot-in-command shall endeavour to set the transponder to Mode A Code 7500 to give indication of the situation unless circumstances warrant the use of Code 7700. b). When a pilot has selected Mode A Code 7500 and is subsequently requested to confirm the code by ATC in accordance with 3.1.10.24 the pilot shall, according to circumstances, either confirm this or not reply at all.

Note.— The absence of a reply from the pilot will be taken by ATC as an indication that the use of Code 7500 is not due to an inadvertent false code selection. k. Identification by visual means

1). In daytime and good visibility, identification of a civil aircraft is possible by observing the aircraft type and the nationality and registration marks painted on the aircraft or affixed by other means. At night and in reduced visibility conditions, the installation of a special spotlight on interceptor aircraft will greatly assist in locating and reading civil aircraft registration marks.

2). Annex 7 prescribes that the nationality and registration marks on lighter-than-air aircraft (other than balloons) shall be visible both from the sides and from the ground and that the height of the marks shall be at least 50 centimetres. On heavier-than-air aircraft, the Annex specifies that the marks shall appear once on the lower surface of the wing structure and either on each side of the fuselage or on the upper halves of the vertical tail surfaces, and that the height of the marks shall be at least 50 centimetres on the wings and at least 30 centimetres on the fuselage or tail surfaces.

3). Annex 7 specifies only the minimum size of the registration marks. However, it is necessary also to consider the size, colour contrast and precise position of the fuselage marking in relation to easy visual recognition by an intercepting aircraft from the Phase II intercept position.

4). At night and in poor visibility, identification of a civil aircraft may be enhanced by illumination of the airline logos and/or the nationality and registration marks. Operators whose aircraft operate in areas where there is a risk of interception should therefore consider equipping new aircraft with logo lights and requiring illumination of such lights, where

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fitted, at all times during flight or at least during periods of twilight, darkness and poor visibility and while flying in cloud.

5). The visibility of nationality and registration marks, and other markings which might identify the aircraft as civil, would be enhanced by the use of reflective paint or other marking material.

6). Pilots of intercepting aircraft should be aware that, due to the leasing of aircraft, flights conducted by an operator and using the radiotelephony call sign of that operator may be using aircraft carrying the logo of another operator, e.g. TRANSWORLD 20 may be using an aircraft carrying the logo of Pan American World Airways.

7). Identification of an aircraft as a civil aircraft may also be enhanced by switching on all cockpit and cabin lights.

4. NAVIGATION ASPECTS

a. General

1). Modern navigation systems are very accurate and reliable. However, experience shows that the superior performance of such systems may induce complacency, which, together with any lapse in the meticulous care required for operating such systems, may lead to serious navigation errors. Vigilance and adherence to established procedures are essential elements for accurate navigation and when combined with the provisions contained in this document will reduce the possibility of interception of civil aircraft.

2). Guidance relating to the use of long range navigation systems is contained in the North Atlantic MNPS Airspace Operations Manual and the NOPAC Operations Manual.

b. Airborne navigation equipment

Rules applicable to all IFR flights

1). Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to be flown.

International commercial aircraft

2). An aeroplane shall be provided with navigation equipment which will enable it to proceed:

a). in accordance with its operational flight plan; and b). in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under the visual flight rules is accomplished by visual reference to landmarks.

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International general aviation aircraft

3). An aeroplane shall be provided with navigation equipment which will enable it to proceed:

a). in accordance with the flight plan; and b). in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under the visual flight rules is accomplished by visual reference to landmarks at least every 110 km (60 NM).

4). Aeronautical information publications specify the navigation equipment to be carried on particular routes. c. Adherence to flight plan

1). Unless otherwise authorized or directed by the appropriate air traffic control unit, controlled flights shall, in so far as practicable:

a). when on an established ATS route, operate along the defined centre line of that route; or b). when on any other route, operate directly between the navigation facilities and/or points defining that route.

2). Deviation from the requirements in 3.2.3.1 shall be notified to the appropriate air traffic services unit.

Inadvertent changes

3). In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken:

a). Deviation from track: if the aircraft is off track, action shall be taken forthwith to adjust the heading of the aircraft to regain track as soon as practicable. d. Prohibited and restricted areas

a). Aircraft shall not be flown in a prohibited area, or in a restricted area, the particulars of which have been duly published, except in accordance with the conditions of the restrictions or by permission of the State over whose territory the areas are established. b). The phrase “duly published” in this context is understood to mean published in accordance with the provisions of Annex 15. e. Navigational assistance by ATS units

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1). As soon as an air traffic services unit becomes aware of a strayed aircraft, it shall take all necessary steps as outlined in 3.2.5.1.1 and 3.2.5.1.2 to assist the aircraft and to safeguard its flight.

Note.— Navigational assistance by an air traffic services unit is particularly important if the unit becomes aware of an aircraft straying, or about to stray, into an area where there is a risk of interception or other hazard to its safety.

a). If the aircraft’s position is not known, the air traffic services unit shall:

(1). attempt to establish two-way communication with the aircraft, unless such communication already exists; (2). use all available means to determine its position; (3). inform other ATS units into whose area the aircraft may have strayed or may stray, taking into account all the factors which may have affected the navigation of the aircraft in the circumstances; (4). inform, in accordance with locally agreed procedures, appropriate military units and provide them with pertinent flight plan and other data concerning the strayed aircraft; (5). request from the units referred to in c) and d) and from other aircraft in flight every assistance in establishing communication with the aircraft and determining its position.

Note.— The requirements in d) and e) apply also to ATS units informed in accordance with c).

b). When the aircraft’s position is established, the air traffic services unit shall:

(1). advise the aircraft of its position and corrective action to be taken; and (2). provide, as necessary, other ATS units and appropriate military units with relevant information concerning the strayed aircraft and any advice given to that aircraft.

2). The information presented on a radar display may be used to perform the following functions in the provision of air traffic control service:

a). maintain a watch on the progress of air traffic in order to provide the air traffic control unit concerned with:

(1). improved position information regarding aircraft under control, (2). supplementary information regarding other traffic, (3). information regarding any significant deviations, by aircraft, from the terms of their respective air traffic control clearances, including their cleared routes;

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Note.— Where tolerances regarding such matters as adherence to path, speed or time have been prescribed by the appropriate ATS authority, deviations are not considered significant until such tolerances are exceeded.

b). maintain radar monitoring of air traffic in order to provide aircraft concerned with information or advice relative to any significant deviations from the terms of their air traffic control clearances, including their cleared routes;

Note.— See Note under 3.2.5.2 a) iii) above.

3). An identified controlled aircraft observed to deviate significantly from its intended route or designated holding pattern should be advised accordingly. Appropriate action should also be taken if, in the opinion of the controller, such deviation is likely to affect the control being exercised.

4). Except when transfer of radar control is to be effected, navigational assistance should normally be provided in such a manner as to ensure that the aircraft will not be less than 4.6 km (2.5 NM) from the limit of the controlled airspace unless local arrangements have been made so that separation minima would exist between radar-controlled aircraft operating in adjoining areas.

5). Controlled aircraft should not be vectored into uncontrolled airspace except in case of emergency or in order to circumnavigate severe weather (in which cases the pilot should be so informed), or at the specific request of the pilot.

Use of radar in the flight information service

6). The information presented on a radar display may be used to provide identified aircraft with information to assist the aircraft in its navigation. f. Navigational assistance by military units

1). Special procedures shall be established in order to ensure that:

a). air traffic services units are notified if a military unit observes that an aircraft which is, or might be, a civil aircraft is approaching, or has entered, any area in which interception might become necessary; b). all possible efforts are made to confirm the identity of the aircraft and to provide it with the navigational guidance necessary to avoid the need for interception.

2). It is expected that navigational guidance will be provided through the appropriate air traffic services unit.

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Visual signals used to warn an unauthorized aircraft flying in, or about to enter a restricted, prohibited or danger area

3). By day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each showing, on bursting, red and green lights or stars will indicate to an unauthorized aircraft that it is flying in or about to enter a restricted, prohibited or danger area, and that the aircraft is to take such remedial action as may be necessary.

5. PROMULGATION OF INFORMATION

a. Promulgation in aeronautical information publications (AIP)

Air traffic services system

1). Annex 15 requires a description in AIPs of the air traffic services provided and, where necessary, graphic portrayal of flight information regions, controlled airspaces, advisory areas, designated areas and designated routes.

2). A description in the RAC part of the AIP of the procedures governing the operation of SSR transponders, the system of SSR code assignment, and the specific code groups allocated for use within the State, will assist intercept control units in their attempts to identify radar responses as those of civil aircraft.

3). Annex 15 also requires a description or identification in AIPs of designated areas or routes where the requirements of Annex 2 concerning flight plans, two-way communications and position reporting apply to all flights in order to eliminate or reduce the need for interceptions.

Prohibited, restricted and danger areas

4). Description and graphic portrayal, where appropriate, of prohibited, restricted and danger areas shall be given in AIPs and shall include, as appropriate:

a). identification; b). geographical co-ordinates, lateral and vertical limits; c). type of restriction or nature of hazard; d). risk of interception in the event of penetration; e). any other pertinent details.

b. Promulgation by NOTAM

1). A NOTAM shall be originated and issued promptly whenever the information to be disseminated is of a temporary nature, or is issued under the AIRAC system, or would not be made available with sufficient rapidity by the issue of, or amendment to, an AIP.

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2). A NOTAM shall be originated and issued whenever the following information is of direct operational significance:

Note: establishment or discontinuance (including activation or de- activation) as applicable, or changes in the status of prohibited, restricted or danger areas

3). Information to be notified by AIRAC NOTAM

a). The establishment, withdrawal of, and premeditated significant changes (including operational trials) to limits (horizontal and vertical), regulations and procedures applicable to:

(1). flight information regions; (2). control areas; (3). control zones; (4). advisory areas; (5). ATS routes; (6). permanent danger, prohibited and restricted areas (including type and periods of activity when known) and ADIZ.

b). The establishment and withdrawal of, and premeditated significant changes to temporary danger, prohibited and restricted areas and navigational hazards, military exercises and mass movements of aircraft. c. Depiction on aeronautical charts

Prohibited restricted and danger areas

1). In accordance with Annex 4, prohibited, restricted and danger areas shall be depicted with their identification and vertical limits on Enroute Charts — ICAO and Area Charts — ICAO. They shall also be shown on World Aeronautical Charts — ICAO 1:1 000 000 and Aeronautical Charts — ICAO 1:500 000.

2). Annex 4 recommends, in addition, that prohibited, restricted and danger areas should be shown on Aeronautical Navigation Charts — ICAO Small Scale, when considered to be of importance to air navigation.

Air traffic services system

3). In accordance with Annex 4, the components of the established air traffic services system shall be shown on Enroute Charts — ICAO, where appropriate, and on Area Charts — ICAO, Standard Departure Charts — Instrument (SID) — ICAO and Standard Arrival Charts — Instrument (STAR) — ICAO.

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4). Annex 4 also prescribes that significant elements of the air traffic services system shall be shown on World Aeronautical Charts — ICAO 1:1 000 000 and Aeronautical Charts — ICAO 1:500 000 and shall include, where practicable, control zones, aerodrome traffic zones, control areas, flight information region boundaries, controlled airspace (instrument/visual), and other controlled airspace in which VFR flights operate.

5). Annex 4 further recommends that significant elements of the air traffic services system should be shown on Aeronautical Navigation Charts — ICAO Small Scale, when considered to be of importance to air navigation.

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CHAPTER 4 ELIMINATION OR REDUCTION OF HAZARDS IN THE EVENT OF INTERCEPTION

6. INTERCEPTION

a. Action by States

1). As interceptions of civil aircraft are, in all cases, potentially hazardous, the Council of ICAO has formulated special recommendations which Contracting States are urged to apply in a uniform manner. The term “special recommendations” refers to all subsequent texts which have been extracted from Annex 2, Attachment A (see source references in Appendix A).

2). To eliminate or reduce the hazards inherent in interceptions undertaken as a last resort, all possible efforts should be made to ensure coordinated actions by the pilots and ground units concerned. To this end, it is essential that Contracting States take steps to ensure that:

a). all pilots of civil aircraft be made fully aware of the actions to be taken by them and the visual signals to be used, as specified in 4.1.3 and 4.1.4; b). operators or pilots-in-command of civil aircraft implement the provisions in 4.1.5.2 and 4.1.5.3 regarding the capability of aircraft to communicate on 121.5 MHz and the availability of interception procedures and visual signals on board aircraft; c). all air traffic services personnel be made fully aware of the actions to be taken by them in accordance with the provisions of 4.1.7; d). all pilots-in-command of intercepting aircraft be made aware of the general performance limitations of civil aircraft and of the possibility that intercepted civil aircraft may be in a state of emergency due to technical difficulties or unlawful interference; e). clear and unambiguous instructions be issued to intercept control units and to pilots-in-command of potential intercepting aircraft, covering interception manoeuvres, guidance of intercepted aircraft, action by intercepted aircraft, air-to-air visual signals, radiocommunication with intercepted aircraft, and the need to refrain from resorting to the use of weapons;

Note.— See paragraphs 4.1.1.3, 4.1.2, 4.1.4 and 4.1.6.

f). intercept control units and intercepting aircraft be provided with radiotelephony equipment compatible with the technical specifications of Annex 10, Volume I so as to enable them to communicate with intercepted aircraft on the emergency frequency 121.5 MHz; g). secondary surveillance radar facilities be made available to the extent possible to permit intercept control units to identify civil aircraft in areas where they might otherwise be intercepted. Such

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facilities should permit recognition of discrete four-digit codes in Mode A, including immediate recognition of Mode A, Codes 7500, 7600 and 7700.

Interception manoeuvres

3). A standard method should be established for the manoeuvring of aircraft intercepting a civil aircraft in order to avoid any hazard for the intercepted aircraft. Such method should take due account of the performance limitations of civil aircraft, the need to avoid flying in such proximity to the intercepted aircraft that a collision hazard may be created and the need to avoid crossing the aircraft’s flight path or to perform any other manoeuvre in such a manner that the wake turbulence may be hazardous, particularly if the intercepted aircraft is a light aircraft.

Note.— See recommended method in 4.1.2.1, 4.1.2.2 and 4.1.2.3. b. Action by intercepting aircraft

Manoeuvres for visual identification

1). The following method is recommended for the manoeuvring of intercepting aircraft for the purpose of visually identifying a civil aircraft:

Phase I

The intercepting aircraft should approach the intercepted aircraft from astern. The element leader, or the single intercepting aircraft, should normally take up a position on the left (port) side, slightly above and ahead of the intercepted aircraft, within the field of view of the pilot of the intercepted aircraft, and initially not closer to the aircraft than 300 metres. Any other participating aircraft should stay well clear of the intercepted aircraft, preferably above and behind. After speed and position have been established, the aircraft should, if necessary, proceed with Phase II of the procedure.

Phase II

The element leader, or the single intercepting aircraft, should begin closing in gently on the intercepted aircraft, at the same level, until no closer than absolutely necessary to obtain the information needed. The element leader, or the single intercepting aircraft, should use caution to avoid startling the flight crew or the passengers of the intercepted aircraft, keeping constantly in mind the fact that manoeuvres considered normal to an intercepting aircraft may be considered hazardous to passengers and crews of civil aircraft. Any other participating aircraft should continue to stay well clear of the intercepted aircraft. Upon completion of identification, the intercepting aircraft

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RACP/TF/4-WP/12 Attachment C should withdraw from the vicinity of the intercepted aircraft as outlined in Phase III.

Phase III

The element leader, or the single intercepting aircraft, should break gently away from the intercepted aircraft in a shallow dive. Any other participating aircraft should stay well clear of the intercepted aircraft and rejoin their leader. a). The recommended method is illustrated in Figure 1 below.

Manoeuvres for navigational guidance b). If, following the identification manoeuvres in Phase I and Phase II above, it is considered necessary to intervene in the navigation of the intercepted aircraft, the element leader, or the single intercepting aircraft, should normally take up a position on the left (port) side, slightly above and ahead of the intercepted aircraft, to enable the pilotin- command of the latter aircraft to see the visual signals given. c). It is recognized that meteorological conditions or terrain may occasionally make it necessary for the element leader, or the single intercepting aircraft, to take up a position on the right (starboard) side, slightly above and ahead of the intercepted aircraft. In such case, the pilot-in-command of the intercepting aircraft must take particular care that the intercepting aircraft is clearly visible at all times to the pilot-in-command of the intercepted aircraft.

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RACP/TF/4-WP/12 Attachment C d). The recommended manoeuvres are illustrated in Figure 2 below.

Attracting attention by visual means e). It must be recognized that, even in visual meteorological conditions in daytime, it may take several minutes before the flight crew of a civil aircraft notice an intercepting aircraft within their normal limited field of view. This may be particularly true even more so in the case of a civil transport aircraft operating on an IFR flight plan at night under air traffic control service in a low traffic density area. f). It is indispensable that the pilot-in-command of the intercepting aircraft be satisfied that the pilot-in-command of the intercepted aircraft is aware of the interception and acknowledges the signals given.

Figure 2. Manoeuvres for navigational guidance (Annex 2, Attachment A, 3.3) g). The visual signal recommended for use to attract the attention of the pilot-in-command of the intercepted aircraft is the Series 1 signal in 4.1.4. If repeated attempts to attract attention by use of this signal are unsuccessful, other methods of signalling may be used for this purpose, including as a last resort the visual effect of the reheat/afterburner, provided that no hazard, including hazardous effects of wake turbulence, is created for the intercepted aircraft. h). During daytime, the use of smoke-producing devices, such as those used during aerobatic displays, producing smoke of a vivid colour may have the desired effect. During daytime as well as at night, the use of high-power strobe lights, whenever installed on the intercepting aircraft for collision avoidance purposes, would also be of assistance. i). As a very last resort, and if directed carefully, the use of reheat/afterburner may achieve the desired result. This method is clearly most effective at night but can be both disturbing and noisy for the intercepted aircraft, especially if used during Phase II, i.e.

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well within 300 metres. Reheat/afterburner must therefore be used with great caution. j). The use of tracer bullets to attract attention is hazardous and must be strongly discouraged so that the lives of persons on board and the safety of the aircraft will not be endangered. The potential hazards to persons and property on the ground are additional factors that must be taken into account. k). In view of the practical difficulty of attracting the attention of an intercepted aircraft by visual means, training programmes for interceptor crews should include practice interceptions of military transport aircraft, with the object of practicing the most visible and attention-getting positioning of the intercepting aircraft. Under no circumstances should practice interception of civil aircraft be undertaken (see 2.5 c)).

Guidance of an intercepted aircraft l). Navigational guidance and related information should be given to an intercepted aircraft by radiotelephony, whenever radio contact can be established. m). When navigational guidance is given to an intercepted aircraft, care must be taken that the aircraft is not led into conditions where the visibility may be reduced below that required to maintain flight in visual meteorological conditions and that the manoeuvres demanded of the intercepted aircraft do not add to already existing hazards in the event that the operating efficiency of the aircraft is impaired. n). It must be realized that failure to comply with instructions given does not necessarily indicate unfriendly intentions. In fact, there are many reasons why an intercepted civil aircraft may not be able to comply with the instructions given by an intercepting aircraft visually or by radio. The most obvious of these are that the aircraft is in a state of emergency due to aircraft malfunctioning or hijacking. In the latter case the intercept control unit and/or the appropriate ATS unit may be able to confirm the situation by observing that the aircraft is squawking the emergency SSR Code 7700 or the hijacked code 7500. The intercepted aircraft may also have flight technical problems which are not in the nature of an emergency but which, in the opinion of the pilot-in-command, would make it hazardous to comply with the instructions given. An example of such problems is inadequate fuel to proceed to a designated aerodrome. o). It must also be realized that failure by the intercepted aircraft to comply with instructions given may be due to general confusion as to the reasons for the interception, inability to interpret visual

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signals correctly, linguistic misunderstanding of radio messages and, in rare cases, hypoxia. p). In the event that an intercepted aircraft fails to respond to repeated attempts to convey instructions by visual signals or radiotelephony, the intercepting aircraft should continue to observe the intercepted aircraft until it lands or leaves the restricted or prohibited airspace. A full report on the incident should then be submitted to the appropriate authority and forwarded by that authority to the State of registry for action (see 2.10, Article 3 bis).

Note.— Possibility of manoeuvres by the intercepted aircraft in response to resolution advisories provided by an airborne collision avoidance system (ACAS) also needs to be taken into account. If the intercepted aircraft is so equipped, the ACAS may perceive the interceptor as a collision threat and thus provide a resolution advisory for avoidance. Therefore, care must be taken that such an avoidance manoeuvre(s), if undertaken before the pilot-in- command of the intercepted aircraft is aware of the interception, is not misinterpreted as an indication of unfriendly intentions. This situation can be avoided if the interceptor suppresses the transmission of pressure-altitude information in its SSR transponder replies within a range of at least 20 NM (approximately 30 seconds) of the aircraft being intercepted. This prevents the ACAS in the intercepted aircraft from using resolution advisories in respect of the interceptor, while the ACAS traffic advisory information will remain available.

Provision of information for landing q). In the exceptional case where an intercepted civil aircraft is required to land in the territory overflown, care must also be taken that:

(1). the designated aerodrome is suitable for the safe landing of the aircraft type concerned, especially if the aerodrome is not normally used for civil air transport operations; (2). the surrounding terrain is suitable for circling, approach and missed approach manoeuvres; (3). the intercepted aircraft has sufficient fuel remaining to reach the aerodrome; (4). if the intercepted aircraft is a civil transport aircraft, the designated aerodrome has a runway with a length equivalent to at least 2 500 m at mean sea level and a bearing strength sufficient to support the aircraft; and (5). whenever possible, the designated aerodrome is one that is described in detail in the relevant aeronautical information publication.

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r). When requiring a civil aircraft to land at an unfamiliar aerodrome, it is essential that sufficient time be allowed it to prepare for a landing, bearing in mind that only the pilot-in-command of the civil aircraft can judge the safety of the landing operation in relation to runway length and aircraft mass at the time.

s). It is particularly important that all information necessary to facilitate a safe approach and landing be given to the intercepted aircraft by radiotelephony.

t). Ideally, the intercepted aircraft should be requested to obtain the necessary information and ATC clearance for flight to the designated aerodrome from the appropriate ATS unit and, in due course, to establish direct contact with the aerodrome control tower at the designated aerodrome either on one of the normal control tower frequencies or on 121.5 MHz. If such direct communication is not possible, the necessary information to enable the intercepted aircraft to make a safe landing should be relayed through any other unit or any other aircraft which may be in contact with the intercepted aircraft. If this fails, the information should be transmitted blind on 121.5 MHz and any other available frequency on which the aircraft might be listening, including available voice channel(s) on local approach and landing aids such as VOR and ILS.

u). If all else fails, the pilot of the intercepting aircraft is expected to use discretion with regard to the use of hand signals and/or Morse signals to supplement the Series 3 visual signal in 4.1.4.2. c. Action by intercepted aircraft

1). The pilot-in-command of a civil aircraft, when intercepted, shall comply with the Standards in 4.1.3.2 and 4.1.3.5, interpreting and responding to visual signals as specified in 4.1.4.

Note.— See also Annex 2, 2.1.1 and 3.4.

2). An aircraft which is intercepted by another aircraft shall immediately:

a). follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals in accordance with the specifications in 4.1.4; b). notify, if possible, the appropriate air traffic services unit; c). attempt to establish radiocommunication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.5 MHz, giving the identity of the intercepted aircraft and the nature of the flight; and if no contact has been established and if practicable, repeating this call on the emergency frequency 243 MHz

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because some military aircraft may not have a VHF capability; and d). if equipped with SSR transponder, select Mode A Code 7700, unless otherwise instructed by the appropriate air traffic services unit.

3). If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft shall request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft.

4). If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft.

Radiocommunication during interception

5). If radio contact is established during interception but communication in a common language is not possible, attempts shall be made to convey instructions, acknowledgement of instructions and essential information by using the phrases and pronunciations in the following table and transmitting each phrase twice:

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d. Air-to-air visual signals

Application

1). Recognizing that it is essential for the safety of flight that any visual signals employed in the event of an interception which should be undertaken only as a last resort be correctly employed and understood by civil and military aircraft throughout the world, the Council of the International Civil Aviation Organization, when adopting the visual signals 4.1.4.2 and 4.1.4.3, urged Contracting States to ensure that they be strictly adhered to by their State aircraft.

Signal for use in the event of interception

2). Signal initiated by intercepting aircraft and responses by intercepted aircraft:

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3). Signals initiated by intercepted aircraft and responses by intercepting aircraft:

e. Air-ground communications

Note.— See also 4.1.3.5 and 4.1.6.1.

Use of the emergency channel

1). The emergency channel (121.5 MHz) shall be used only for genuine emergency purposes, as broadly outlined in the following:

a). to provide a clear channel between aircraft in distress or emergency and a ground station when the normal channels are being utilized for other aircraft; b). to provide a VHF communication channel between aircraft and aerodromes, not normally used by international air services, in case of an emergency condition arising; c). to provide a common VHF channel for communication between civil aircraft and intercepting aircraft or intercept control units and between civil or intercepting aircraft and air traffic services units in the event of interception of the civil aircraft.

2). The frequency of 121.5 MHz shall be available to intercept control units where considered necessary for the purpose specified in 4.1.5.1 f).

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a). Aircraft shall continuously guard the VHF emergency frequency 121.5 MHz in areas or over routes where the possibility of interception of aircraft or other hazardous situations exist, and a requirement has been established by the appropriate authority. b). Aircraft on flights other than those specified in 4.1.5.3 and 4.1.5.3.1 should guard the emergency frequency 121.5 MHz to the extent possible.

Communication equipment for international commercial aeroplanes

4). An aircraft shall be provided with radiocommunication equipment capable of:

a). conducting two-way communication for aerodrome control purposes; b). receiving meteorological information at any time during flight; c). conducting two-way communication at any time during flight with at least one aeronautical station and with such other aeronautical stations and on such frequencies as may be prescribed by the appropriate authority.

# Note.— The requirements of 4.1.5.4 are considered fulfilled if the ability to conduct the communications specified therein is established during radio propagation conditions which are normal for the route

d). The radiocommunication equipment required in accordance with 4.1.5.4 shall provide for communications on the aeronautical emergency frequency 121.5 MHz.

Communication equipment for international general aviation aircraft

5). An aeroplane to be operated in accordance with the instrument flight rules or at night shall be provided with radiocommunication equipment. Such equipment shall be capable of conducting two- way communication with those aeronautical stations and on those frequencies prescribed by the appropriate authority.

Note.— The requirements of 4.1.5.5 are considered fulfilled if the ability to conduct the communications specified therein is established during radio propagation conditions which are normal for the route.

a). When compliance with 4.1.5.5 requires that more than one communication equipment unit be provided, each shall be independent of the other or others to the extent that a failure in any one will not result in failure of any other.

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6). An aircraft to be operated in accordance with the visual flight rules, but as a controlled flight, shall, unless exempted by the appropriate authority, be provided with radiocommunication equipment capable of conducting two-way communication at any time during flight with such aeronautical stations and on such frequencies as may be prescribed by the appropriate authority.

a). An aircraft to be operated on a flight to which the provisions of Annex 6, Part II, 6.3.3 or 6.4 or Part III, Section III, 4.3 or 4.4 apply shall, unless exempted by the appropriate authority, be provided with radio-communication equipment capable of conducting two-way communication at any time during flight with such aeronautical stations and on such frequencies as may be prescribed by the appropriate authority.

7). The radiocommunication equipment required in accordance with 4.1.5.5 to 4.1.5.6.1 shall provide for communication on the aeronautical emergency frequency 121.5 MHz.

Communication equipment for intercept control units and intercepting aircraft

8). it is essential that Contracting States take steps to ensure that:

a). intercept control units and intercepting aircraft be provided with radiotelephony equipment compatible with the technical specifications of Annex 10, Volume I so as to enable them to communicate with intercepted aircraft on the emergency frequency 121.5 MHz;

Communication equipment for ATS and other ground units

9). The frequency of 121.5 MHz shall be provided at:

a). all area control centres and flight information centres; and b). aerodrome control towers and approach control offices serving international aerodromes and international alternate aerodromes; and c). any additional location designated by the appropriate ATS authority, where the provision of that frequency is considered necessary to ensure immediate reception of distress calls or to serve the purposes specified in 4.1.5.1.

Note.— Where two or more of the above facilities are collocated, provision of 121.5 MHz at one would meet the requirement.

10). The frequency of 121.5 MHz should be provided at any additional locations where such provision is considered necessary to ensure

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immediate reception of distress calls or to serve the purposes specified in 4.1.5.1.

a). All military intercept control units should be equipped with the frequency of 121.5 MHz.

11). The emergency channel shall be guarded continuously during the hours of service of the units at which it is installed.

12). The emergency channel shall be guarded on a single channel simplex operation basis. f. Action by intercept control units

Radiocommunication between the intercept control unit or the intercepting aircraft and the intercepted aircraft

1). When an interception is being made, the intercept control unit and the intercepting aircraft should:

a). first attempt to establish two-way communication with the intercepted aircraft in a common language on the emergency frequency 121.5 MHz, using the call signs “INTERCEPT CONTROL”, “INTERCEPTOR (call sign)” and “INTERCEPTED AIRCRAFT” respectively; and

b). failing this, attempt to establish two-way communication with the intercepted aircraft on such other frequency or frequencies as may have been prescribed by the appropriate ATS authority, or to establish contact through the appropriate ATS unit(s).

Co-ordination between intercept control units and air traffic services units

2). It is essential that close co-ordination be maintained between an intercept control unit and the appropriate air traffic services unit during all phases of an interception of an aircraft which is, or might be, a civil aircraft, in order that the air traffic services unit is kept fully informed of the developments and of the action required of the intercepted aircraft. g. Action by ATS units in the event of interception

1). As soon as an air traffic services unit learns that an aircraft is being intercepted in its area of responsibility, it shall take such of the following steps as are appropriate in the circumstances:

a). attempt to establish two-way communication with the intercepted aircraft on any available frequency, including the

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emergency frequency 121.5 MHz, unless such communication already exists; b). inform the pilot of the intercepted aircraft of the interception; c). establish contact with the intercept control unit maintaining two- way communication with the intercepting aircraft and provide it with available information concerning the aircraft; d). relay messages between the intercepting aircraft or the intercept control unit and the intercepted aircraft, as necessary; e). in close co-ordination with the intercept control unit take all necessary steps to ensure the safety of the intercepted aircraft; and f). inform ATS units serving adjacent flight information regions if it appears that the aircraft has strayed from such adjacent flight information regions.

2). As soon as an air traffic services unit learns that an intercepted aircraft is required by the State authorities concerned to make a landing in the territory overflown, it shall take such of the following steps as are appropriate in the circumstances:

a). inform the pilot of the intercepted aircraft of the requirement to make a landing at the designated aerodrome; b). provide the intercepted aircraft with all necessary information regarding flight to and landing at the designated aerodrome, including established instrument approach procedures; and c). issue, following co-ordination with the State authorities concerned, any air traffic control clearance or routing instructions necessary for the aircraft to proceed to the designated aerodrome.

3). As soon as an air traffic services unit learns that an aircraft is being intercepted outside its area of responsibility, it shall take such of the following steps as are appropriate in the circumstances:

a). inform the ATS unit serving the airspace in which the interception is taking place, providing this unit with available information that will assist in identifying the aircraft and requesting it to take action in accordance with 4.1.7.1; and b). relay messages between the intercepted aircraft and the appropriate ATS unit, the intercept control unit or the intercepting aircraft.

7. AVAILABILITY OF INFORMATION

a. Promulgation of information in aeronautical information publications (AIP)

1). Annex 15 requires that a complete statement of procedures and visual signals to be used in the event of interception shall be included in the RAC part of each AIP.

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2). A sample statement reflecting the current ICAO provisions without change is contained in the Aeronautical Information Services Manual (Doc 8126) and is reproduced at Appendix C for convenience. 3). It is particularly important to indicate clearly any national differences from the ICAO provisions, and/or any additional procedures or signals to be used. 4). In the event that a State has determined that interceptions will not be undertaken, a statement to that effect in the AIP will be sufficient. 5). Where a State has designated selected aerodromes for use in the event that intercepted aircraft are required to land in the territory overflown, it is important that complete information regarding these aerodromes be included in the AIP and specifically mentioned in the section dealing with interception. b. Carriage of information on board aircraft

1). Annex 6, Part I and Part III, Section II prescribe that, for international commercial air transport operations, an operations manual, which may be issued in separate parts corresponding to specific aspects of operations, shall contain at least:

a). procedures, as prescribed in 4.1.3 above for pilots-in-command of intercepted aircraft; and b). visual signals for use by intercepting and intercepted aircraft, as contained in 4.1.4 above.

2). Annex 6, Part II and Part III, Section III, applicable to international general aviation operations, specify that all aircraft on all flights shall carry the information identified in 4.2.2.1 a) and b) above.

3). Examples of flash cards which may be used by pilots are shown at Appendix D.

4). For flights conducted in the vicinity of areas where there is a risk of interception, available illustrations of the markings of interceptor aircraft used by the State(s) concerned should be carried on board the civil aircraft.

5). For flights conducted in the vicinity of restricted or prohibited areas or other areas where unplanned incursion may result in an interception, and/or a requirement to land in the territory overflown, appropriate aerodrome information and approach charts for aerodromes likely to be used should be carried on board the aircraft.

6). Interceptor pilots should be provided with illustrations of nationality and registration markings which appear on aircraft belonging to operators conducting regular flights in, or in the immediate vicinity of, the territory of their State. Operators should provide information on the various markings and insignias on State aircraft used for interception for use by civil flight crews.

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RACP/TF/4-WP/12 Attachment C

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RACP/TF/4-WP/12 Attachment C

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