APSAPG/2−WP 15 6-10/8/2012 International Civil Aviation Organization Second Meeting of the ICAO Asia/Pacific Seamless ATM Planning Group (APSAPG/2)

Tokyo, Japan, 6 – 10 August 2012

Agenda Item 4: Asia/Pacific Seamless ATM Status and Strategies

COMBINED REGIONAL COMMUNICATIONS AND SURVEILLANCE COVERAGE

(Presented by Thailand)

SUMMARY

This working paper presents an update in collation of Communications and Surveillance coverage diagram for the Asia-Pacific region. This paper relates to –

Strategic Objectives: A: Safety – Enhance global civil aviation safety C: Environmental Protection and Sustainable Development of Air Transport – Foster harmonized and economically viable development of international civil aviation that does not unduly harm the environment

Global Plan Initiatives: GPI-1 Flexible use of airspace GPI-2 Reduced vertical separation minima GPI-3 Harmonization of level systems GPI-4 Alignment of upper airspace classifications GPI-5 RNAV and RNP (Performance-based navigation) GPI-7 Dynamic and flexible ATS route management GPI-8 Collaborative airspace design and management GPI-11 RNP and RNAV SIDs and STARs GPI-16 Decision support systems and alerting systems GPI-17 Data link applications GPI-18 Aeronautical information GPI-21 Navigation systems GPI-22 Communication infrastructure

1. INTRODUCTION

1.1 The meeting would recall Working Paper from Thailand to APSAPG/1 meeting in February – March 2012 suggesting collation of regional communications and ATS surveillance coverage intended to assist future APSAPG meetings identify problem areas and formulate recommendations for improvement. APSAPG/2–WP15 -2-

2. DISCUSSION

2.1 Since the APSAPG/1 meeting, Thailand received information from Hong Kong in the form of paper submitted to the 48th DGCA Conference in Attachment 1. Diagrams in the paper mainly include coverage of ATS Surveillance and planned ADS-B coverage in the region, which can be classified in ASBU module “B0-84 Initial Capability for Ground Surveillance”

2.2 Additionally, Thailand received information from ICAO Secretariat on ADS-B coverage from ADS-B Seminar in Attachment 2, Attachment 3 and Attachment 4 which outlined information from Australia, China and CANSO respectively.

2.3 Meanwhile, Thailand received information from IATA on Asia-Pacific AIDC and ADS-C/CPDLC coverage in Attachment 5 and Attachment 6 respectively, which can be classified in ASBU modules “B0-25 Increased Interoperability, Efficiency & Capacity through Ground-Ground Integration” and “B0-40 Safety & Efficiency through the Initial Application of Data Link En-Route”

2.4 From initial survey of the information provided, it is either information derived from simple drawing of circular theoretical coverage over static map or coverage diagram on Google Earth. Format of information provided presents technical scalability issue of the manpower required to approximate location of communications and surveillance facilities as well as their theoretical coverage.

2.5 Additionally, it is also possible that location of communications and surveillance facilities may be sensitive to States, so it may be potentially difficult to obtain precise coordinate and coverage range in order to combine diverse coverage diagrams into regional diagram.

2.6 Recognizing difficulties in paragraph 2.5, there are several possible solutions, which are not mutually exclusive:

a) Request States to provide data in the form of Google Earth KML or KMZ diagram without requesting actual coordinates of the facilities for States with such capability;

b) Request States to provide coordinate and coverage while allowing specifying some level of accuracy, so that location of actual communications and surveillance can be somewhat different from information provided within a certain parameters such as 1 NM range;

c) Designate the task of combining coverage diagram to subgroups coordinating Seamless ATM Planning activities for particular group of Major Traffic Flow(s) or ATM Planning groups such as SEACG or SAIOACG, while requiring output either in the form of Google Earth diagram or table of coordinates and coverage necessary to generate such diagram for seamless purposes.

2.7 For the meeting’s purpose, coverage diagrams presented to APSAPG/1 meeting are at Attachment 7 and Attachment 8.

2.8 A surveillance chart which was made available to the ADS-B SITF meeting is at Attachment 9. -3- APSAPG/2–WP15

3. ACTIONS BY THE MEETING

3.1 The meeting are invited to:

a) note information presented in this paper;

b) discuss potential use of the combined Communications and Surveillance coverage for the work of the APSAPG;

c) discuss solution in methodology of combining coverage diagram as mentioned in paragraph 2.5; and,

d) discuss any other relevant matters as appropriate.

……………………… DGCA ⎯ 48/DP/3/8

48th CONFERENCE OF DIRECTORS GENERAL OF CIVIL AVIATION ASIA AND PACIFIC REGIONS

Noumea, New Caledonia 10 – 14 October 2011

AGENDA ITEM 3: AIR NAVIGATION PLANNING AND IMPLEMENTATION

REGIONAL ADS-B IMPLEMENTATION PLAN

(Presented by Hong Kong, China)

SUMMARY

This paper highlights the current progress of ADS-B implementation in the Asia and Pacific (APAC) Regions and a need for States to submit their implementation plan. Besides, based on a pioneering framework for harmonizing ADS-B implementation over ATS routes L642 and M771 along the South China Sea, this paper recommends extending this framework to other high density routes in the Regions to reap the full benefits of ADS-B deployment.

DGCA ⎯ 48/DP/3/8

REGIONAL ADS-B IMPLEMENTATION PLAN

1. INTRODUCTION

1.1 The growth of air traffic in APAC Regions has risen steadily over the past decade to become the world’s largest domestic passenger market. According to International Air Transport Association (IATA), the projected increase of air traffic demand for international passenger and cargo freight from 2009 to 2014 will be 7.6% and 9.8% respectively. Aviation stakeholders have been implementing various plans to cope with these challenges.

1.2 ADS-B has been identified as an essential radar-like component in enhancing global safety and achieving efficiency objectives. It is one of the well-known key enablers to bring tangible operational benefits to aviation stakeholders. According to a cost-benefit analysis conducted by CANSO with IATA in 2009, a strong business case was shown through implementing ADS-B over 2 main trunk routes (L642 and M771) along the South China Sea (SCS) with estimated annual savings of US$4 million and 1.3 million kg of fuel burn; and reduction in 4.5 million kg of carbon emissions per year.

2. DISCUSSION

2.1 Since 2002, APANPIRG has established an ADS-B Study and Implementation Task Force (ADS-B/SITF) with a view to promoting ADS-B based surveillance in APAC Regions. The Task Force together with its ADS-B Southeast Asia Working Group (ADS-B SEA/WG) formed in 2007 has been promoting ADS-B implementation and formulating various guidance material such as guidelines for development of ADS-B implementation plan; guidelines for airworthiness and operational approvals for ADS-B avionics equipage; template for aircraft equipage requirements; ADS-B implementation and operations guidance document; sample agreement for sharing of ADS-B data, etc.

2.2 Under the leadership of the ICAO and collaborative efforts from IATA and CANSO, Australia, Hong Kong, China and Singapore, have published notices for mandate carriage of ADS-B avionics in their respective airspace by 12 December 2013. During the 6th meeting of ADS-B SEA/WG in February 2011, Hong Kong, China initiated to strengthen collaboration among the concerned states/administrations for harmonized ADS-B implementation and seamless operations along L642 and M771 (see Attachment 1). An ad-hoc working group consisting of Hong Kong, China, Mainland China, Vietnam and Singapore was subsequently formed to discuss and agree on the framework regarding implementation timeline, avionics standard, optimal flight levels, and ATC handling procedures (see Attachment 2).

2.3 Currently, a number of major ADS-B collaboration and data sharing projects in the Regions are in progress with a view to providing enhanced surveillance over major air traffic routes. These include A576 between Australia and Singapore through Indonesia, and L642/M771 between Hong Kong, China and Singapore. Other high density routes being studied by the ADS-B/SITF include N884/M767 between Singapore and the Philippines through Brunei; N892/L625 between Singapore and Taibei through Vietnam, Sanya and Manila; as well as those in the Bay of Bengal areas involving Sri Lanka, Thailand, Myanmar, India, Indonesia and Malaysia. An overall surveillance coverage for both radar and ADS-B along these trunk routes is given at Attachment 3. Enhanced surveillance over these major routes would improve safety for cross FIR flights and enhance operational efficiency by providing opportunities for reduction in longitudinal separation between suitably equipped aircraft. It is considered that the above implementation framework for L642/M771 would serve as a useful template for extension to other high density routes to harmonize ADS-B implementation.

DGCA ⎯ 48/DP/3/8 -2-

2.4 Based on the latest development, there is a trend that many states/administrations in the APAC Regions have taken proactive steps to plan, conduct trials and implement ADS-B technology (see Attachment 4). However, in a survey conducted by the ADS-B/SITF in April 2011 to 16 states/administrations on their plan to implement ADS-B, it was revealed that only 6 of them provided an implementation roadmap with specific timelines.

2.5 It is obvious that full benefits of ADS-B will only be achieved by its harmonized implementation and seamless operations. To maximize operational benefits in the APAC Regions, this will best be done by developing a regional ADS-B Implementation Plan, taking into account their existing SSR coverage, with initial focus on major air traffic routes between Australia and Singapore; between Hong Kong, China and Singapore; in the eastern part of the SCS between Singapore and the Philippines/Taibei; as well as in the Bay of Bengal areas. Such a regional ADS-B Implementation Plan could provide useful reference for aircraft operators to early plan for equipping their fleets with necessary avionics and obtaining operational approval from the concerned state of registry. As such, it is recommended that the concerned states/administrations to review their strategy on surveillance coverage and submit their ADS-B implementation plan to the ICAO APAC Regional Office before end of 2012.

3. ACTION BY THE CONFERENCE

3.1 The Conference is invited to:

a) note the progress of ADS-B implementation in APAC Regions;

b) make reference to the framework on ADS-B implementation timeline, avionics standard, optimal flight levels, and ATC handling procedures for harmonized implementation and seamless operations;

c) urge member states/administrations, with near term plan to implement ADS-B by 2013, to publish their mandate no later than 2011 in accordance with APANPIRG Conclusion 21/39 to give sufficient prior notice to aircraft operators for planning and implementation; and

d) request concerned states/administrations along the trunk routes between Australia and Singapore; between Hong Kong, China and Singapore; in the eastern part of the SCS between Singapore and the Philippines/Taibei; as well as in the Bay of Bengal to review their strategy on surveillance coverage and submit their ADS-B Implementation Plan to the ICAO APAC Regional Office before end of 2012.

⎯ END ⎯

DGCA - 48/DP/3/8

Attachment 1 Surveillance (ADS-B/SSR) Coverage along L642 and M771) Hong Kong [O-2013]-

Legend L642 M771

(1) “ ” - Location of ADS-B ground station Sanya

(2) [O – 20xx] Planned year for ADS-B in [O-2013] operational use*

Existing ADS-B Coverage** with Trial Activities

Proposed ADS-B Coverage** with Planned Date Con Son [O-2013] Existing SSR Coverage

Note : (*) Pre-requisites for ADS-B operations include :- (a) Availability of ground station, Natuna communication backbone and ATM system that could meet ICAO requirements for [O-2013] ADS-B separation services [ by ANSP ] Matak (b) Operational approval on aircraft equipage Singapore [ by regulators & airlines ] [O-2013] (c) Approval on safety cases for ADS-B [O-2013] separation services [ by regulators & ANSP ] (**) Coverage assumes to be 250nm at FL410 DGCA - 48/DP/3/8

Attachment 2 Harmonization Plan for L642 and M771 (Work in progress)

No. What to harmonize What was agreed Issue / what needs to be further discussed 1 Mandate Effective SG - 12 Dec 2013 HK - 12 Dec 2013 VN - TBD (ADS-B SEA/WG/7 in late 2011) CN - TBD (ADS-B SEA/WG/7) 2 ATC Operating Procedures No need to harmonize Refer to SEACG for consideration of the impact of expanding ADS-B surveillance on ATC Operating Procedures including Large Scale Weather procedures. 3 Mandate Publish Date No need to harmonize To publish equipment requirements as early as possible. 4 Date of Operational Approval No need to harmonize

5 Flight Level SG - At or Above FL290 (ADS-B airspace) - Below FL290 (Non-ADS-B airspace) HK - At or Above FL290 (ADS-B airspace) - Below FL290 (Non-ADS-B airspace) VN - TBD (ADS-B SEA/WG/7) CN - At or Above FL290 (ADS-B airspace) - Below FL290 (Non-ADS-B airspace)

6 Avionics Standard (CASA/AMC2024) SG - CASA or AMC2024 ADS-B Task Force agreed that DO260B HK - CASA or AMC2024 will be accepted as well. VN - CASA or AMC2024 CN - CASA or AMC2024 (subject to approval)

7 Flight Planning Before 15 Nov 2012, as per AIDG Same as Australia / Canada On or after 15 Nov 2012, as per new flight plan format DGCA - 48/DP/3/8

8 Aircraft Approval 8a) Procedures if Aircraft Not approved SG - FL280 and Below HK - FL280 and Below VN - FL280 and Below (subject to confirmation – in ADS-B SEA/WG/7) CN - FL280 and Below

8b) Aircraft Approved but Transmitting Bad For known aircraft, treat as non ADS-B aircraft. Address the need of maintaining a black Data If in-flight, provide other form of separation (subject list / white list registry. to bilateral agreement). Is this something that can be addressed by From radar/ADS-B environment to ADS-B only ICAO at the regional level? environment, system may be able to provide early notification of ADS-B failure.

9 Contingency Plan 9a) Systemic Failure such as Ground System Revert back to current procedure. / GPS Failure 9b) Avionics Failure Provide other form of separation, subject to bilateral Address the procedure for aircraft agreement. transiting from radar to ADS-B airspace and from ADS-B to ADS-B airspace. 10 Letter of Operation Agreement SEACG Need for commonly agreed minimal in- trail spacing throughout.

DGCA - 48/DP/3/8

Attachment 3

DGCA - 48/DP/3/8

Attachment 4

In 2010

Continent wide system operational in Australia In 2010 ADS-B data sharing operational Indonesian data is “on screen” in Brisbane ATC centre

Impact on safety of FIR boundary

• Increased safety •Error detection •Safety nets •Increased situational awareness

We dreamt of filling in Surveillance holes in SE Asia

. ADS-B (in red)

. More to do, but much achieved here !

We dreamt of filling in Surveillance holes in SE Asia

. ADS-B (in red)

. More to do, but much achieved !

& the Pacific

Guam Marshall Is

Naru . ADS-B (in red)

Samoa Honiara . We are Vanuatu commencing in the Fiji Tahiti Pacific New Caledonia Tonga Cook Islands

Norfolk Lord Howe

 Cheng Du-Jiu Zhaigou ADS-B validation project  Cheng Du- Lhasa Air Route ADS-B surveillance project  H15 Air Route(Domestic ATS Route) ADS-B surveillance trial project  Li Jiang Airport ADS-B trial project  Chao Yang Airport General Aviation ADS-B surveillance trial project

Chengdu Jiuzhaigou ADS-B project is the first ADS-B project in China which completed the installation on 08MAR2008. It is mainly used for the experiment and evaluation of the ADS-B technology.

 The Receiver is provide by Sensis.  The evaluation mainly contains ： ◦ Accuracy evaluation ◦ Speed info evaluation ◦ Heading info evaluation ◦ Pseudo target rate evaluation ◦ Position report evaluation ◦ Data link evaluation The coverage of Chengdu - Lhasa project  As of February 2012, Chengdu- Lhasa project has played an important role. ◦ Narrowing of the route clearance interval (from 10 minutes to adjust to 7 minutes) ◦ Gradually increase the flow of the airspace ◦ Increase route capacity and flight punctuality

 The future, ADS-B technology, on the route, the flight interval will be shortened to 5 minutes, the implementation time will also be all- weather operation, will also use the RVSM level standards – from 600m vertical separation adjusted to 300 m.

 Lijiang Airport 24 hours of the ADS-B data in real time coverage area map (red line for the ADS-B tracks)

 In complex terrain (located on the southern edge ofthe Tibetan Plateau, t he mountains from 2000 m to 5000 m canyon Transitional Zone) as far as observation distance of more than 300Km(track appear dis continuous phenomenon is d ue to surrounding terrain)  The Northwest Air Traffic Management 名称 坐标 距上点的距离 Bureau start H15 air route ADS-B trial project, to test H15 route aircraft ADS-B Lanzhou N 36-30-48 #N/A surveillance .H15 route is a domestic ATS E 103-37-24 route that link Tibet and Lanzhou,it's no radar area. Xining N 36-31-42 142.7Km E 102-01-54  6 ADS-B stations ( Lanzhou, Xining, Golmud, Delingha, Chaka, Budongquan) Chaka N 36-47-27 265.8Km E 99-04-45  The total length of the coverage area of more than 990Km, the Delingha N 37-21-00 174.3Km highest station 4200 m abovesea level. E 97-15-00

Golmud N 36-23-36 316.4Km  The project use ADSB-2000A Receiver E 93-54-36 Budongquan N 35-32-36 94.4Km E 93-54-36 H15 route overlays, dark red background foraltitude over 4000 meters above the region(Qinghai-Tibet Plateau areas) Surveillance maps at the H15 route the ADS-B track real-time

 H15 route trial project results: ◦ Verify the reliability of domestic equipment in the high altitude, in complex terrain areas. ◦ Verify the functionality and efficiency of the domestic ADS-B data processing center 。 ◦ The remote sites are built in the Chinese mobile communication base stations, test the feasibility ofthe use of mobile base stations, and data linkavailability and reliability. ◦ ADS-B airborne equipment installation rate /availability / accuracy of basic data collection in China's western region.

The CAAC Northeast Regional Administration launched ChaoYang Airport General Aviation ADS-B surveillance trial project in Oct 2011. The Ground Station installed in the Phoenix Mountains,Chaoyang. the project using ADSB- 2000A receiver.

ATC display system image

 Chaoyang Airport is shared a transport aviation and general aviation share airport, this project will push forward the construction of airport’s ADS-B system.

 General Aviation can also use 1090ES datalink. UAT is not the only option for General Aviation

Chaoyang Airport aircraft ADS-B detected initial position

THANKS

Jeju, Republic of Korea

Prepared by: [email protected] Presented by: Hao Jiasheng (ATMB) 2012.04.24

Project Scope

The global voice of ATM Project Scope

The global voice of ATM Project Scope

The global voice of ATM Benefits - Capacity Increase Examine delays due to limited capacity vs. the demand 70 forecast. 60 50 Examine hourly demand vs. 40 30 hourly capacity and run a 20 10 0 queuing model to estimate Region in Demand Hourly 0 5 10 15 20 2007 delay difference between 2010 Local Hour 2015 2020 baseline capacity and new 2025 Baseline Capacity ADS-B enabled capacity New Capacity Monetize delay savings benefit in terms of reduced Aircraft Example of Hourly Demand Direct Operating Costs and Passenger Value of Time

The global voice of ATM Economic Analysis Business Case – Net Present Value (NPV) [> 0] – Benefit to Cost Ratio (B/C ratio) [> 1] – Internal Rate of Return (IRR) [> Cost of Capital] – Payback Year

SE Asia - Most Likely Estimate $100 $80 3% growth 5% growth $60 Example7% of growth outputs $40 $20 $0

($20) Cumulative Present Value $M Value Present Cumulative

$2,000

$1,500

$1,000

$500

$0 ($500) 2008 2012 2016 2020 2024 2028 2032

Cumulative Present Value $M Present Cumulative ($1,000) 2008 2013 2018 2023 2028 2033

The global voice of ATM Results of Cost Benefit Study (For a 5% medium traffic growth scenario)

Annual savings of nearly 3 million lbs of fuel burn Annual reduction of 10 million lbs of CO2 emissions Total Economic savings of over US $ 4m annually IRR of 22%

The global voice of ATM Proposed ADS-B coverage for additional high density routes over the South China Sea

Manila

Quezon Pahlawan Con Son

Brunei

Natuna Matak

Singapore Routes benefitting from the additional coverage Operational Trials on L642 and M771 Current ADS-B Project Coverage Proposed ADS-B Coverage Myanmar ADS-B Implementation Plan Radar

ADS-B Lashio Airport

Manday International Airport

Kyaing Tone Airport

5 ADS-B Sittwe Airport stations proposed 3 SSR radar for En-route Yangon International Airport 1 PSR for Pathein Airport Terminal

Coo co island Airport

Myeik Airport Potential ADS-B coverage for high density routes over Bay of Bengal

Calcutta

Bubaneshwar Sittwe

Vishakhapatnam Mahanadi Basin Pathien

Coco Island Bangkok Krishna-Godavari Chennai Basin Andaman Nicobar Basin

Port Blair

Trincomalee Car Nicobar Phuket

Aceh

High Density Routes over Bay of Bengal Potential ADS-B coverage from sites on land Potential ADS-B coverage from offshore sites India and Myanmar: ADS-B sites announced to-date

Lashio Sittwe Yangon

Coco

Myeik Kawthaung t Vishakhapatnam M770

P628 L759 Coco Island L510 P762

N877 Port Blair

Aceh

High Density Routes Benefitting from ADS-B Coverage Potential ADS-B coverage from sites FIG 2C

P646 Calcutta

Sittwe N895 L507

Vishakhapatnam Yangon

Coco Island

Port Blair M770

High Density Routes Benefitting from ADS-B Coverage Potential ADS-B coverage from sites

In 2009 intra-Asia Pacific travel eclipsed North America as the world’s largest aviation market.

The global voice of ATM AIDC Implementation across SEA Last update: 18 August 2011

State FIR Comments 2011 Update

Full AIDC Partial AIDC Planned No information 1 Afghanistan Kabul - No update - 2 Australia Brisbane Missing: data sharing with SE Asia. - No update - 2 Australia Melbourne Missing: data sharing with SE Asia. - No update - 3 Bangladesh Dhaka - No update - 4 Bhutan Kolkata Doesn't have own FIR. - No update - 5 Brunei Kota Kinabalu Doesn't have own FIR. - No update - 6 Cambodia Phnom Penh - No update - 7 China Urumqi - No update - 7 China Lanzhou - No update - 7 China Kunming - No update - 7 China Hainan - No update - 7 China Shanghai - No update - 7 China Beijing - No update - 7 China Shenyang - No update - 7 China Wuhan - No update - 7 China Guangzhou - No update - 8 Hong Kong Hong Kong Some delays 9 Macau Guangzhou Doesn't have own FIR. - No update - 10 Cook Islands Auckland Oceanic Doesn't have own FIR. - No update - 11 North Korea Pyongyang - No update - 12 Fiji Nadi - No update - 13 Tahiti Tahiti - No update - 14 India Delhi New trials being conducted 14 India Mumbai New trials being conducted 14 India Chennai New trials being conducted 14 India Kolkata New trials being conducted 15 Indonesia Ujung Pandang - No update - 15 Indonesia Jakarta - No update - 16 Japan Fukuoka - No update - 17 Kiribati Oakland Oceanic Doesn't have own FIR. - No update - 18 Lao PDR Vientiane - No update - 19 Malaysia Kuala Lumpur Data link with BKK Delayed 19 Malaysia Kota Kinabalu Data link with BKK Delayed 20 Maldives Male Delayed 21 Marshall Islands Oakland Oceanic Doesn't have own FIR. - No update - 22 Micronesia Oakland Oceanic Doesn't have own FIR. - No update - 23 Mongolia Ulan Bator - No update - 24 Myanmar Yangon - No update - 25 Nauru Nauru - No update - 26 Nepal Kathmandu - No update - 27 New Caledonia Nadi Doesn't have own FIR. - No update - 28 New Zealand Auckland Oceanic - No update - 28 New Zealand New Zealand - No update - 29 Pakistan Lahore Only internal. Plans to integrate with Mumbai and Muscat 29 Pakistan Karachi Only internal. Plans to integrate with Mumbai and Muscat 30 Papua New Guinea Port Moresby - No update - 31 Philippines Manila Delayed 32 Solomon Islands Honiara - No update - 33 South Korea Incheon - No update - 34 Singapore Singapore - No update - 35 Sri Lanka Colombo Trials planned 36 Thailand Bangkok Delayed 37 Taiwan Taibei - No update - 38 Tonga Auckland Oceanic - No update - 39 United States Anchorage Arctic - No update - 39 United States Anchorage Continental - No update - 39 United States Anchorage Oceanic - No update - 39 United States Oakland Oceanic - No update - 40 Vanuatu Nadi Doesn't have own FIR. - No update - 41 Vietnam Ho Chi Minh - No update - 41 Vietnam Hanoi - No update - ADS-C + CPDLC Implementation across SEA Last update: August 18 2011

State FIR Comments

Implemented Partial Trials Planned information No 1 Afghanistan Kabul 2 Australia Brisbane 2 Australia Melbourne 3 Bangladesh Dhaka 4 Bhutan Kolkata Doesn't have own FIR 5 Brunei Kota Kinabalu Doesn't have own FIR 6 Cambodia Phnom Penh 7 China Urumqi Only L888 route 7 China Lanzhou Only L888 route 7 China Kunming Only L888 route 7 China Hainan 7 China Shanghai 7 China Beijing 7 China Shenyang 7 China Wuhan 7 China Guangzhou 8 Hong Kong Hong Kong 9 Macau Guangzhou Doesn't have own FIR 10 Cook Islands Auckland Oceanic Doesn't have own FIR 11 North Korea Pyongyang 12 Fiji Nadi 13 Tahiti Tahiti 14 India Delhi 14 India Mumbai 14 India Chennai 14 India Kolkata 15 Indonesia Ujung Pandang 15 Indonesia Jakarta 16 Japan Fukuoka 17 Kiribati Oakland Oceanic Doesn't have own FIR 18 Lao PDR Vientiane 19 Malaysia Kuala Lumpur 19 Malaysia Kota Kinabalu 20 Maldives Male 21 Marshall Islands Oakland Oceanic Doesn't have own FIR 22 Micronesia Oakland Oceanic Doesn't have own FIR 23 Mongolia Ulan Bator 24 Myanmar Yangon 25 Nauru Nauru 26 Nepal Kathmandu 27 New Caledonia Nadi Doesn't have own FIR 28 New Zealand Auckland Oceanic 28 New Zealand New Zealand 29 Pakistan Lahore 29 Pakistan Karachi 30 Papua New Guinea Port Moresby 31 Philippines Manila 32 Solomon Islands Honiara 33 South Korea Incheon 34 Singapore Singapore 35 Sri Lanka Colombo 36 Thailand Bangkok 37 Taiwan Taibei 38 Tonga Auckland Oceanic 39 United States Anchorage Arctic 39 United States Anchorage Continental 39 United States Anchorage Oceanic 39 United States Oakland Oceanic 40 Vanuatu Nadi Doesn't have own FIR 41 Vietnam Ho Chi Minh 41 Vietnam Hanoi APSAPG/1−WP15 Attachment 7

Attachment 7: Combined Regional Communications Coverage Diagram (VHF) as of APSAPG/1 meeting

APSAPG/1−WP15 Attachment 8

Attachment 8: Combined Regional Surveillance Coverage Diagram (SSR) as of APSAPG/1 meeting GUANGZHOU FIR TAIPEI FIR DHAKA FIR Hong Kong FUKOUKA FIR HANOI FIR HONG YANGON FIR VIENTIANE KONG FIR Sanya FIR Pasuquin KOLKATA FIR SANYA FIR

BANGKOK FIR Manila

MANILA FIR Siem Reap Stung Treng PHNOM OAKLAND FIR PENH FIR Phnom Penh CHENNAI FIR Puerto Princesa HO CHI MINH FIR

Con Son Quezon Palawan

Brunei SINGAPORE FIR Aceh KUALA Natuna LUMPUR FIR Matak KOTA COLOMBO FIR KINABALU FIR Galela Tarakan Manado Singapore Potianak

UJUNG PANDANG FIR

JAKARTA FIR

Saumlaki Merauke Bali

Waingapu Bayu Groove Udan Thursday Kupang Island MELBOURNE FIR

BRISBANE FIR Doongan Broome

ATE_FIR.msx 14 Nov 2007 Hong Kong

Full ADS‐B M771 Pasuquin Sanya Coverage in Sanya FIR N892 L625 Manila L642

Con Son N884 Puerto L644 M767 Princesa Quezon N891 M753 Palawan

Natuna Brunei Matak

Singapore