TABLE OF CONTENTS i-1
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History of the meeting
ii-1 Introduction
ii-1.1 Pursuant to Conclusion 7/4 of the Seventh Meeting for the Improvement of Air Traffic Services over the South Atlantic (SAT/7 Meeting) a SAT Task Force Meeting (SAT/TF/2) was organized in Recife, Brazil from 24 –28 May 1999. The Terms of Reference of the Task Force is at appendix A to the Report
ii-1.2 Colonel Robinson Vladimir Botello Lucas, Commander of CINDACTA III, from Brazil officially opened the meeting. The speaker emphasized the importance of Informal South Atlantic Meetings, in particular in the context of the implementation of the CNS/ATM systems and offered the Task Force all support in completing the Tasks which have been assigned to it by the SAT/7 Meeting. Mr Francisco Castro Rodriguez, ICAO Programme Co-ordinator at the Air Navigation International Management Division (AENA), from Spain was unanimously chosen as the Rapporteur and Moderator for the Task Force meeting. Mr. Castro Rodriguez was assisted by Mr. Jorge Fernandez and Mr. Dhiraj Ramdoyal, Regional Officers in the ATM field from the ICAO, Lima and Dakar Offices respectively.
ii-2 Attendance
ii-2.1 The meeting was attended by 39 participants from 5 contracting States (Brazil, Cape Verde, Morocco, Senegal, and Spain) and 5 international organizations (the Agency for the Safety of Aerial Navigation in Africa and Madagascar (ASECNA), Corporacion Centroamericana de Servicios de Navegacion Aerea (COCESNA), the International Air Transport Association (IATA), International Federation of Airline Pilot’s Association (IFALPA) and Aeronautical Radio Incorporated (ARINC).
ii-2.2 The List of participants as well as a List of contacts are shown at Appendix G
ii-3 Working languages
ii-3.1 The meeting was conducted in English and Portuguese languages and simultaneous interpretation services were provided by 2 freelance interpreters who were graciously provided by Brazil.
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Agenda
The meeting adopted at its opening session the following agenda:
Agenda item 1 : Development of a common AIC and a consolidated AIP Supplement for the development of:
a) the new ATS route network; and
b) RVSM in the EUR/SAM corridor
Agenda item 2: Follow-up on :
a) the processing of the AFI and SAM Air Navigation Plans ANPs) and the amendment to the Regional supplementary Procedures (SUPPs) Doc 7030.; and
b) the safety assessment for RNP 10 and RVSM operations in the EUR/SAM corridor
Agenda item 3 : Development of the operational approval for RNP in the EUR/SAM corridor
Agenda item 4 Implementation of CNS/ATM systems in the EUR/SAM corridor
Agenda item 5: Development of a co-ordinated contingency plan for the SAT area, including the Y2K problem
Agenda item 6: VSAT networks
a) CAMSAT;
b) CAFSAT Network-Project steps and implementation datelines
b.1) Network final requirements
b.2) CAFSAT Network project design and projects; and
b.3) tender process
Agenda Item 7 : Any other business.
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LIST OF CONCLUSIONS
Report on Agenda Item 1
Report on Agenda Item 1: Development of a common AIC and a consolidated AIP
Supplement
- Introduction
- Under this Agenda Item the meeting was requested to develop a common AIC for the new ATS route network in an RNP 10 environment.
- The meeting accordingly reviewed the different working papers and materials presented by Brazil, Spain and IATA on this issue and concluded that these two States would undertake further work in order to present a final draft AIC to the forthcoming SAT/8 Meeting to be held in Las Palmas, Spain from 8 – 12 November 1999.
- The material for the development of an AIC as proposed by Brazil and Spain on the implementation of the new ATS route network and RNP 10 are attached at Appendices A, B and C to the Report under this Agenda Item.. Also, a proposal for the development of an AIP Supplement for the implementation of RVSM within the EUR/SAM corridor as presented by Spain is attached at Appendix D.
- The Group agreed to develop an advance AIC to inform operators of its intentions concerning the implementation of the proposed new route network in an RNP10/50 NM lateral spacing Minima environment and the phased implementation of RVSM in the EUR/SAM corridor for consideration in the aircraft certification process.
Conclusion 1/1: Development of an AIC for new ATS routes, RNP 10 environment and an AIP Supplement
That:
- Brazil and Spain undertake to prepare an AIC for new ATS routes in the EUR/SAM corridor and for the implementation of RNP 10/50 NM separation minima.;
- Brazil and Spain undertake to prepare an AIP Supplement for the implementation of RVSM in specific portions of the EUR/SAM corridor ; and
- The above AIC and AIP Supplement be presented for consideration by the SAT/8 Meeting.
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Agenda Item 2: Follow-up on :
- the processing of the AFI and SAM Air Navigation Plans (ANPs) and the amendment to the Regional supplementary Procedures (SUPPs) Doc 7030.; and
- the safety assessment for RNP 10 and RVSM operations in the EUR/SAM corridor.
The processing of the AFI and SAM Air Navigation Plans (ANPs) and the amendment to the Regional supplementary Procedures (SUPPs) Doc 7030
- Weather deviation strategies;
- results of risk analysis, etc…
2.4 Furthermore, the Meeting was informed that the introduction of the proposed new route network and RVSM in the area should be addressed by the CAR/SAM/3 RAN Meeting which would be held Buenos Aires, Argentina from 5 - 15 October 1999.
2.5 The meeting accordingly established an Ad Hoc group which reviewed and finalized the draft proposal for the amendment of the AFI and SAM ANPs and SUPPS. To this effect it was noted that the Secretariat will develop a working paper on behalf of the States concerned for submission to CAR/SAM/3 RAN meeting.
T he safety assessment for RNP 10 and RVSM operations in the EUR/SAM corridor.
2.7 The safety assessment for RNP 10/50 NM Lateral separation minimum was carried out using the similarities of the airspace structure in the North Pacific Region and the assessment for the introduction of RVSM used the North Atlantic Airspace (NAT) MNPS airspace as a reference system. The results of the safety assessments demonstrate that the introduction of RNP 10/50 NM Lateral separation minima and RVSM in the EUR/SAM corridor is similar to and in some instances better than the reference systems being used in all safety-related aspects and can thus be assumed to be safe.
2.11 The meeting also was presented with a model letter of agreement by IATE for the monitoring of aircraft navigation errors along the EUR/SAM corridor. The meeting agreed that Brazil, spain and IATA will review the letter of agreement indicated at Appendix C to the Report for consideration by SAT/8 Meeting.
Agenda Item 3: Development of the operational approval procedures for RNP in the EUR/SAM corridor
Conclusion 3/1 : Development of operational approval procedures for RNP 10 operations along the EUR/SAM corridor
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Agenda Item 4: Implementation of CNS/ATM along the EUR/SAM traffic flow
- The meeting reviewed the progress and achievements in the SAT area concerning ATM improvements. Consideration was also given to the implementation of CNS/ATM systems within the homogeneous areas of the AFI/SAM (AR-1) and Trans-Atlantic routine area AR-2, based on the AFI CNS/ATM Implementation Plan.(Doc 003) and HA1 based on the CAR/SAM CNS/ATM Implementation Document.
- The meeting was informed that pursuant to SAT/7 conclusion 5/1 the Secretariat had updated the material contained in the AFI CNS/ATM systems development evolution plan, which was developed by the SAT/7 meeting. The meeting noted that the Implementation Work Sheets (IWS) of the AFI CNS/ATM Implementation Plan have already been reviewed by the CNS/ATM Sub-Group and will be presented for consideration by the APIRG/12 Meeting to be held in Tunis, Tunisia from 21 – 25 June 1999.
- The meeting was also informed of the ADS/CPDLC system being installed in the operations room of the Canarias ACC which will eventually be operational by the end of 1999. The information provided to the meeting describes the main aspects of the system which is based on FANS 1/A technology. The ADS components of the system is to be used as a surveillance technique in which aircraft automatically provide, via data link, data derived from the onboard navigation and position fixing system. The aircraft position information received through ADS reports would be combined with SSR radar data, when available, for the purpose of the tracking function and situation display. Regarding the CPDLC element, the pilot and controller will find it a quick means to communicate via data link for the transmission of ATS related messages thereby reducing significantly their respective workloads.
- Representative from Aeronautical Radio Incorporated (ARINC) made a presentation to the meeting concenrning their central ADS service architecture for the North Atlantic and new developments on international FANS communication services. In addition, ARINC made a proposal for a South Atlantic ADS service. The key features, functions and capabilities of the proposed ADS system for the SAT area was also described.
- The Corporacion Centroamericana para Servicios de Navegacion Aerea (COCESNA) informed the meeting about their satellite network characteristics.
- The meeting, was further informed by the Empresa Brasileira of Telecommunication (EMBRATEL) of their project in support of the Brazilian Administration concerning the implementation of new technologies and systems derived from CMS/ATM.
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Agenda Item 5: Development of the co-ordinated Contingency Plan for the SAT area, including the Y2K problem.
5.1 INTRODUCTION
5.1.1 Considering the importance of this issue, the meeting agreed to discuss the development of the Contingency Plan for the EUR/SAM corridor by an Ad Hoc committee, which was formed by Brazil, Cape Verde, Spain, Senegal and IATA. Brazil was appointed as Rapport of the Committee.
5.1.2 During two days the Committee met and discussed in depth all the aspects related to the Y2K problem, and prepared a draft of the Contingency Plan for the EUR/SAM corridor, harmonised the Contingency Plans of SAM-AFI and EUR Regions, taking into account that after the millennium bug problem it could be used as a permanent contingency plan for the SAT area. The meeting also agreed that the Operational Letter of Agreement, which is part of the Contingency Plan for the AFI region, should be reviewed and harmonized as well as an Aeronautical Information Circular (AIC) presented by Spain.
5.1.3 During the discussions the Information and Working Papers, which were presented by the different States involved and the Secretariat were taken into consideration. The meeting recognised that the time available was very short in order to review all the materials produced and to complete the elaboration of the Contingency Plans, prior to its dissemination.
5.1.4 It was considered that, notwithstanding the efforts carried out by the States to make their equipment and systems Y2K compliant, there is still a risk that the adopted measures are not sufficient and that a partial or total disruption of ATS and related services may occur before, during or after the change of the millennium.
5.1.5 The meeting also recognised that the main objective of the ATS contingency plans is to have other facilities and services in operation during a temporary disruption of systems and services foreseen in the regional air navigation plan and that, in addition, it is the States’ responsibility to take the necessary measures to guarantee the safety of international civil aviation operations.
5.1.6 It was considered that the Y2K problem is one more factor, together with other causes such as communications and surveillance problems resulting from a number of factors, which might generate a partial or total disruption of air traffic services and their related systems; reason why it is necessary to be prepared to face and overcome any contingency situation likely to arise.
5.1.7 At the same time, it was recognised that the difference, in this case, is that the problems which might result from the millennium bug could be of a massive nature; that is, more than one difficulty could occur at the same time; therefore, the solutions to overcome this difficulty could be even more complicated than normal.
5.2 National ATS Contingency Plans
5.2.1 Upon reviewing the question of national ATS contingency plans, the meeting took note that the Third Meeting of the Planning and Implementation Groups (ALLPIRG/3) held in Montreal, Canada, from 5 to 7 April 1999, adopted the 12 August 1999 as the deadline for the publication by all States of their National ATS Contingency Plans.
5.2.2 Likewise, it was deemed advisable that the States should harmonise these plans, since any contingency measure adopted by one State will undoubtedly affect the adjacent FIRs, especially with regard to operational procedures to be established, co-ordination and traffic re-routing.
5.2.3 In relation to this item, a draft AIC that should be used by the States for the publication of their national contingency plans was developed, and the following conclusion has been reached:
CONCLUSION 5/1 - DISSEMINATION OF NATIONAL ATS CONTINGENCY PLANS
That the National ATS Contingency Plans be published by States through an Aeronautical Information Circular on 12 August 1999.
5.3 Regional ATS Contingency Plan
5.3.1. Continuing with the analysis of the contingency plans, the meeting considered that, even if the administrations had taken well in advance the necessary measures to overcome the Y2K problem, one or more regional units might be affected by the millennium bug during the critical period. Therefore, it was deemed advisable that the SAT area prepare and adopt an ATS Contingency Plan which, in addition to the national ATS contingency plans, should be harmonised with the ATS contingency plans of adjacent Regions.
5.3.2 The basic principles that will serve as a frame of reference for the drafting of the EUR-SAM Y2K Contingency Plan were approved by the meeting and are shown in Appendix 1 to the Contingency Plan.
5.3.3 In relation with the dissemination of the EUR-SAM corridor Contingency Plans the meeting formulated the following conclusion:
CONCLUSION 5/2 - DISSEMINATION OF EUR-SAM CORRIDOR CONTINGENCY PLANS
The ICAO Secretariat co-ordinates with ICAO Headquarters to finalize the contingency plan for the EUR-SAM and forward it to States concerned for prompt dissemination through Aeronautical Information Circular as shown in Appendix 1 to this part of the report.
5.4 Strategy for the activation of a Regional ATS Contingency Plan
5.4.1 The meeting took note of the global strategy being followed with respect to the application and activation of the Regional Contingency Plans. This strategy foresees the gradual application of the Plan a few hours in advance to the Y2K critical period (UTC time), in order to reach the change of the millennium with a manageable traffic volume in the event of a partial or total interruption of ATS Services in the EUR-SAM corridor or adjacent Regions. Taking into consideration the ATS route network and the geographical position of the involved FIRs, the meeting examined this matter and concluded that the Contingency Plan for the EUR-SAM corridor will be activated from 1400 UTC on 31 December 1999. Taking this into consideration the meeting formulated the following conclusion:
CONCLUSION 5/3 IMPLEMENTATION OF THE Y2K CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
That the Y2K Contingency Plan developed for the EUR/SAM corridor Attached to this report be co-ordinated with ICAO Headquarters by the Secretariat prior to application by the involved States from 1400 UTC on 31 December 1999 and any other agreed dates associated with the y2k problem.
5.5 National Co-ordination Centres
- On the other hand, the meeting considered that Y2K National Co-ordination Centres (Y2K-NCC) should be established in every State. The mission of Y2KNCCs would be to carry out and co-ordinate activities on a national and 24-hours basis during the contingency situation. The mission of the Y2KNCCs is described in Appendix 4 to the EUR-SAM corridor Contingency Plan. Based on the foregoing, the Meeting formulated the following conclusion:
CONCLUSION 5/4 IMPLEMENTATION OF NATIONAL CO-ORDINATION CENTRES (Y2KNCC)
That Brazil, Cape Verde, Spain and Senegal establish a National Co-ordination Centre in each State with the objective contained in Appendix 4 to the EUR-SAM corridor Contingency Plan.
5.6 Regional Co-ordination Centres
5.6.1 The meeting took note that at a global level, in each ICAO Region Y2K Co-ordination Centres (Y2K RCC) will be implemented. The mission of Y2KRCC would be to collect from the Y2K-NCCs all information regarding the status of each ACC and the main airports under its responsibility as to the Y2K problems which might affect them.
5.6.2 The mission of the Y2KRCC is described in Appendix 3 to the EUR-SAM corridor Contingency Plan.
5.7. EUR-SAM corridor ATS routes and operational procedures
5.7.1 In reviewing the routes and the operational procedures applicable to the EUR-SAM corridor during the critical period, the Meeting considered that it would be convenient to use the existing route network according to the following:
ATS UR1 Route In both directions
Use of all levels from FL 310
20 minutes separation between aircraft at the same flight level
ATS UB602 Route Southbound
Use of FL 310, 350 and 390
20 minutes separation between aircraft at the same flight level
ATS UA32 Route Northbound
Use of FL 330, 350 and 370 and above
30 minutes separation between aircraft at the same flight level
Note: For the establishment of the separation described above, the rate of acceptance of the Canaries and Recife ATS has been considered.
5.7.2 In relation to the traffic crossing the EUR-SAM corridor, the Meeting determined that the above mentioned traffic should use as maximum FL 280 and 290 depending on the flight direction and must maintain the mentioned flight levels at least 15 minutes prior to and after cross the corridor.
5.7.3 Regarding the aircraft separation in reciprocal tracks the Meeting has established that while the lateral separation is not provided, the vertical separation should be at least 15 minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed. Provided that it has been positively determined that the aircraft have passed each other, this minimum need not apply.
5.8 Contingency measures for CNS
5.8.1 After an extensive analysis in this matter the contingency measures to be adopted for AFTN systems, communication systems of the ATS speech network, VHF ground/air communications systems for area control centres, meteorological services, the navigation and surveillance systems were defined.
5.8.2 The meeting deemed it convenient to formulate the following conclusion:
CONCLUSION 5/ 5 Y2K CONTINGENCY MEASURES FOR AIR NAVIGATION SYSTEMS IN THE EUR-SAM CORRIDOR
That States, when preparing National Y2K Contingency Plans, consider the contingency measures for the CNS system and meteorological services contained in Appendix 6 to the EUR-SAM corridor Y2K Contingency Plan.
5.9 Supplementary Operational Procedures during Y2K critical period
- It was agreed that an Annex to the existing Letters of Agreement between the involved States in the EUR/SAM corridor should be developed and signed before 1st July 1999 in order to include the procedures that have been described in the Contingency Plan for the EUR/SAM corridor.
- In relation to the foregoing the meeting agreed to formulate the following conclusion:
CONCLUSION 5/6 Supplementary operational Procedures
That the States of EUR-SAM corridor agree on the application during the Y2K critical period of the Supplementary Operational Procedures contained in Appendix B to this part of the Report.
5.10 Technical/operational personnel involved
5.10.1 Finally, the meeting examined the importance of providing knowledge and due training to the operational and technical personnel of the ATS units involved for the application of the national and regional ATS contingency plans.
5.10.2 It was recognised that in a contingency situation of this nature, the whole system will depend on the skills and proficiency of the personnel. Therefore, it is of utmost importance that the administrations establish, on the one hand, a briefing programme and on the other hand, a training programme on the Y2K problem and the respective contingency plans.
5.10.3 It was also recalled that radar surveillance systems could be affected by this problem, which would imply the provision of non-radar (procedural) control. Consequently, if such were the case, the controllers should be trained in this control methodology. Note should also be taken that the application of the contingency plan could result in the re-routing of traffic and the modification of the procedures to be applied.
5.10.4 It was considered of vital importance to keep the technical/operational and other administrative personnel updated as to the progress made in the achievement of Y2K compliance status and on the difficulties encountered, thus preparing them for managing a critical situation.
5.10.5 In view of the foregoing, the meeting formulated the following conclusion:
CONCLUSION 5/7 TRAINING OF TECHNICAL/ OPERATIONAL PERSONNEL
The civil aviation administrations of the EUR-SAM corridor are urged to develop awareness and training programmes on the Y2K problem and the respective contingency plans addressed to the technical/operational personnel of ATS units, and of other areas within the administration which could be involved in the millennium problem.
Agenda Item 6 : VSAT networks
- CAMSAT;
- CAFSAT Network-Project steps and implementation dateline
b.1) Network final requirements
b.2) CAFSAT Network project design and projects; and
b.3) tender process
- The CAFSAT network, Central Atlantic FIRs VSAT Network, is a communication network based on satellite repeaters. It has been created to minimize the deficiencies of ground-to-ground communications between ATS facilities within the EUR/SAM corridor.
- This SAT Technical Working Group (SAT/TWG) is composed of members from Brazil, Cape Verde, Morocco, Senegal and Spain.
- The meeting noted that Portugal is also exploring the possibility of the implementation of a VSAT earth station for the same purposes, within the framework of the AEFMP Group (Algeria, Spain, France, Morocco and Portugal).
- It was pointed out that at the 2 nd informal meeting for the improvement of CNS in the EUR/SAM corridor, held in Casablanca (Morocco) in October 1998, which was jointly organized with the 1 st informal SAT Task Force Meeting, a final agreement was reached for the implementation of five (5) earth stations. It was also agreed that the co-ordinator (Spain) would define the technical requirements for the CAFSAT network for consideration/approval by the members. This task was completed in February 1999.
- The co-ordinator was then tasked to initiate the "call for tender" process which included the network design/engineering phase and the eventual acquisition/installation and commisionning of the earth station at Canarias ACC.
- Work reviewed by the Ad Hoc Group
- Four (4) working papers were considered by the Ad Hoc Group. An alternative design choice was presented by Senegal, two (2) working papers by Spain and one (1) information paper by COCESNA(Corporacion Centroamericana de Servicios de Navegacion Aerea).
- The Group considered the alternative design choice presented by Senegal for the implementation of the CAFSAT network. Senegal was however informed that the requirements for the design phase had already been closed in February 1999. The inputs from the members have accordingly been incorporated in the Project Document.
Conclusioin 6/1: Approval of the CAFSAT Network Specifications
That:
- The CAFSAT group as a whole, has approved the design specifications of the CAFSAT Project Document for the implementation of the VSAT network;
- Spain has already initiated the "Call for Tender process; and
- The CAFSAT Members have agreed to endorse the earth station design specifications.
- The group was also informed that because of the nature of the network, INTELSAT has expanded the reservation period to one year instead of the 6 months which is the normal alloted reservation period.
Conclusion 6/2: Implementation of the CAFSAT Network
That the CAFSAT members are ready for the implementation of the network. Some States indicated that their nodes could be operational by January 2000.
6.4 In concordance with the development and implementation of new VSAT networks, the Group recognized the need to consider the interconnection aspects with other satellite-based networks already in place or being developed.
Agenda Item 7: Any other business
7.1 Letter of agreement between Brazil and Senegal
- Pursuant to SAT/7 meeting Conclusion 6/2, a revised operational letter of agreement between Recife ACC and Dakar ACC was signed in order to reflect the reduction of longitudinal separation along ATS route UA302 (see Appendix to the Report under this Agenda Item). This letter of agreement will be in force with effect from 12 August 1999.
DRAFT AERONAUTICAL INFORMATION CIRCULAR Address: Telephone: Other information: (NAME OF STATE) AIC No DATE OF PUBLICATION IMPLEMENTATION OF A NEW ATS ROUTE NETWORK AND RNP10 IN THE CORRIDOR BETWEEN EUROPE AND SOUTH AMERICA (CORRIDOR EUR/SAM)
1. INTRODUCTION
1.1 The International Civil Aviation Organization (ICAO) has specified that Required Navigation Performance (RNP) is an essential element of Communications, Navigation and Surveillance / Air Traffic Management (CNS/ATM) and is encouraging early implementation in the enroute environment.
2. AREA OF APPLICATION
2.1 RNP10 will be applied at and above FL 310, in the Area bounded by the straight segments joining the following points S085845/W0332825; S043830/W0305816; N290533/W111140; N303036/W0133424; N305400/W0142454; N311800/W0151806; N314200/W0172630; N323724/W190440; S025830/W0400052; S034618/W383254; S051148/W0372148; S055430/W0351448; S080812/W0345538. The Corridor EUR/SAM RNP 10 airspace is depicted at Appendix 1.
3. RNP APPROVAL
3.1 RNP approval is provided by the State of Registry or State of the Operator, as appropriate. The approval process, is based on the United States Federal Aviation Administration Order 8400.12. Brazilian operators shall contact Civil Aviation Department (DAC) to obtain operational approval for RNP 10 capability. Other operators should consult their relevant State authority
4. ATS ROUTES
4.1 The route network in the corridor EUR/SAM will be modified as follows (See appendix 2):
- all routes will be changed to RNAV Routes;
- a fourth route (UN873) will be implemented between NTL VOR – SAL VOR – GDV VOR, at FL 310 and above;
- The actual route UA 32 will be realigned and renamed as UN 857, at FL 310 and above;
- The actual route UB 602 will be slightly realigned and renamed as UN 866;
- The actual route UR 1 will be renamed as UN 741;
- It will be implemented a RNAV route (M/UM480) between NOR VOR – SAL VOR, from FL 200 to FL 290;
The requirements to fly in this routes depend on the legislation of each State that is overflow. See State's AIP to be aware about the regulations that is in force in each FIR.
5. FLIGHT PLANNING
- As described in ICAO Doc 4444, RNP compliance is indicated by inclusion of an "R" in field 10 of the ATC flight plan when any portion of the flight planned route passes through an active RNP airspace.
6.1 In general, non RNP 10 aircraft is not allowed to enter in the Corridor EUR/SAM RNP 10 airspace. This aircraft shall flight plan at or bellow FL 290. For intended flights in the RNAV route UN741 the aircraft can flight plan above FL 290, in a provisional basis, until further notice. In case of necessity of flying above FL 290 in the other corridor EUR/SAM routes, previous coordination with ATC authorities will be required.
7. MONITORING OF AIRCRAFT NAVIGATION ERRORS
7.1 Brazil, Cape Verde, Senegal and Spain have implemented permanent formal monitoring, reporting and investigation arrangements to provide information to States and ICAO on the extent of identifiable navigation errors. The detection and reporting of such errors rely on radar monitoring by Canarias ACC and Recife ACC.
7.2 Moreover, operators must assess the track-keeping ability of aircraft operating on the route structure whilst they have been using on-board navigation systems. Data is collected and forwarded to a central reporting agency. Large navigational errors will be investigated and operators will be required to respond to requests from the reporting agency.
8. OPERATORS RESPONSIBILITIES
- The operator shall establish:
9. PROCEDURES FOR ENTRY INTO AND OPERATIONS IN RNP10 DESIGNATED AIRSPACE
9.1 Operational Navigation Equipment. At least two independent LRNS capable of navigating to RNP10 should be serviceable at the RNP10 airspace entry point. If this is not the case, the pilot should consider an alternative routing which does not require that equipment, or diverting for repairs (see sub-paragraph 9.2d). Pilots must also consider the time since last update in evaluating the aircraft’s capability to meet RNP10 on the route.
9.2 The following define the requirements for operating within RNP10 airspace with reduced navigation performance:
10. NAVIGATION ERRORS
10.1 Common Causes of Large Navigational Errors. Operators and pilots should be aware that the following categories of flight crew errors have been shown to cause approximately 50% of the large navigational errors observed in North Atlantic Minimum Navigation Performance Specifications Airspace (MNPSA) operations:
11. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES
11.1 General Procedures
11.1.1 The following general procedures apply to both subsonic and supersonic aircraft and are intended for guidance only. Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to weather , aircraft performance, pressurization failure and problems associated with high-level supersonic flight. They are applicable primarily when rapid descent, turnback or both are required. The pilot’s judgement shall determine the sequence of action taken, taking into account specific circumstances.
11.1.2 If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using the radiotelephony distress or urgency signal as appropriate.
11.1.3 If prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time and, in the mean time, the aircraft shall broadcast its position (including the ATS route designator or the track code, as appropriate) and intentions, on the frequency in use, as well as on frequency 121.5 MHz, at suitable intervals until air traffic control clearance is received.
11.1.4 If unable to comply with the provisions of 4.1.2, the aircraft should take actions according to the provisions detailed in 4.2.3 and 4.2.4 bellow.
11.2 Weather deviation procedures for oceanic-controlled airspace
11.2.1 General
11.2.1.1 The following procedures are intended to provide guidance. All possible circumstances cannot be covered. The pilot’s judgement shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance.
11.2.1.2 If the Aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft shall broadcast its position (including the ATS route designator or the track code, as appropriate) and intentions, on the frequency in use, as well as on frequency 121.5 MHz , at suitable intervals until ATC clearance is received.
11.2.1.3 The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the centre line of its cleared route.
11.2.2 Obtaining priority from ATC when weather deviation is required
11.2.2.1 When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response.
11.2.2.2 The pilot still retains the option of initiating the communications using the urgency call " PAN PAN" three times to alert all listening parties to a special handling condition which will receive ATC priority for issuance of a clearance or assistance.
- Actions to be taken when controller-pilot communications are established
- Pilot notifies ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected.
- ATC takes one of the following actions:
- if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or
- if there is conflicting traffic in the horizontal dimension, ATC separates aircraft by establishing vertical ( 2000 FT above FL 290, 1000 FT below FL 290); or
- if there is conflicting traffic in the horizontal dimension and ATC is unable to establish vertical separation, ATC shall:
- advise the pilot that standard separation cannot be applied; and
- provide essential traffic information for all affected aircraft; and
- if possible, suggest a course of action. ATC may suggest that the pilot:
- if operating above FL 290, climb 1000 FT above that assigned level or descend 1000 FT below that assigned level; or
- if operating at or below FL 290, climb 500 FT above that assigned or descend 500 FT below that assigned level.
PHRASEOLOGY:
"Standard separation not available; deviate at pilot’s discretion; suggest climb to flight level three six zero; parallel traffic (...distance...) north at flight level three five zero; report deviation complete.
- Pilot will take the following actions:
- comply with air traffic control clearance issued; or
- follow a level suggest by ATC when approximately 10 NM from track, along with the procedures detailed in 4.2.4.1 b), c) and d); or
- execute the procedures detailed in 4.4.2.4.1 below. The pilot shall immediately inform ATC of intentions and ATC will issue essential traffic information to all affected aircraft.
11.2.4 Actions to be taken if controller-pilot communications not established or revised air traffic control clearance no available.
11.2.4.1 If contact cannot be established or revised air traffic control clearance or advisory is not available and deviation from track is required to avoid weather, the pilot shall take the following actions:
B-1
Appendix B to the Report on Agenda Item 1
Index of AIC
IMPLEMENTATION OF BASIC RNAV (B-RNAV) IN THE
C-1
Appendix C to the Report on Agenda Item 1
Index of AIC
NEW ATS ROUTE NETWORK IN THE
C-2
Appendix C to the Report on Agenda Item 1
D-1
Appendix D to the Report on Agenda Item 1
Index of AIC
IMPLEMENTATION OF REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ABOVE FLIGHT LEVEL 290 IN THE AIRSPACE OF THE EUR/SAM CORRIDOR (SOUTH ATLANTIC)
DRAFT AERONAUTICAL INFORMATION CIRCULAR Address: Telephone: Other information: (NAME OF STATE) AIC No DATE OF PUBLICATION IMPLEMENTATION OF RNP10 AND RVSM IN THE CORRIDOR BETWEEN EUROPE AND SOUTH AMERICA (EUR/SAM CORRIDOR)
INTRODUCTION
1.1 The EUR/SAM corridor is the airspace of the South Atlantic (SAT) area which lies between the flight information regions (FIR/UIRs) of Casablanca, Canarias, Sal Oceanic, Dakar Oceanic and Recife.
1.2 The International Civil Aviation Organization (ICAO) has specified that Required Navigation Performance (RNP) and Reduced Vertical Separation Minima (RVSM) are important elements of the Communications, Navigation and Surveillance / Air Traffic Management (CNS/ATM) and is encouraging early implementation in the enroute environment.
1.3 In accordance with the approved SAT strategy for the Air Traffic Flow in the South Atlantic (AFI AR1/SAM AH1 homogeneous areas), Brazil, Cape Verde, Senegal and Spain plan to implement a new RNAV/ATS Route Network based on RNP10 and RVSM in the EUR/SAM Corridor.
1.4 It is envisaged that implementation will follow approval of proposal of amendments to the Air Navigation Plans (DOC7474 and DOC 8733) and to Regional Supplementary Procedures (AFI and SAM Parts of DOC 7030). Considerations on a successful safety assessment will be taken in due account. The date of implementation will be announced at a later date.
2. PURPOSE
2.1 The intention of this Circular is to disseminate initial information in respect of the plan to implement RNP 10 and RVSM in the Airspace of the EUR/SAM corridor as well as for aircraft certification purposes.
2.2 It is expected that additional circulars will be issued as the plan is more elaborated in line with system developments and approval of related proposals of amendments to the above mentioned ICAO documents.
2. INTENDED AREA OF APPLICATION
2.1 RNP10 will be applied between FL 290 and FL 410 inclusive along the oceanic routes that link northern coast of Brazil to the Canarias FIR.
2.2 The implementation of RVSM will be initially limited to the ATS route UR-1 and from FL 330 to FL 370 and will be progressively extended to the ATS routes of the EUR/SAM corridor from West to East.
3. RNP AND RVSM APPROVAL
3.1 It is assumed that RNP and RVSM approval is provided by the State of Registry or State of the Operator, as appropriate.
3.2 The RNP approval process could be based on the United States Federal Aviation Administration Order 8400.12A or similar. The RVSM approval process could be based on the FAA Interim Guidance 91, JAA Leaflet-06 or similar.
- (NAME OF STATE ) operators shall contact Civil Aviation Department (xxxx) to obtain operational approval for RNP 10 capability. Other operators shall consult their relevant State Authority.
BACKGROUND
In 1999 the entity borrower of air traffic services (ATS) (name of State) started development of an ATS Contingency Planning within the frame of its competence. In May 1999, (name of State) participated as an active member in SAT Task Force 2 meeting (SAT/TF2) for the completion of the document "Contingency Plan for the EUR/SAM corridor", distributed among member States in (date/month).
ATS CONTINGENCY PLANNING
The Contingency Planning is based on strict operating criteria which may be modified when required upon experience and technological breakthroughs. Its method, structure and applicability are universal and based on the consequences of the impredictable situations that may occur in the Air Navigation System.
It was considered that the Y2K problem is one more factor, together with other causes such as communications and surveillance problems resulting from a number of factors, which might generate a partial or total disruption of air traffic services and their related systems; reason why it is necessary to be prepared to face and overcome the contingencies which may arise.
OBJECTIVES AND PHASES
The objectives to be fulfilled by the Contingency Planning are the following:
1 - To guarantee the immediate safety of the aircraft affected by the contingency.
2 - To maintain a service level acceptable to users and compatible with contingency conditions.
3 - To regain normal service in an organised way without affecting safety and traffic flow.
The objectives of the contingency planning will be acquired, in a methodical way, in following the phases below:
. Phase 1: Immediate or short-term actions to cover objective 1.
. Phase 2: Middle/long-term actions to fulfil objective 2.
. Phase 3: Final actions, to fulfil objective 3.
CONTINGENCY PLANNING CHARACTERISTICS
The application of the Contingency Planning implies the definition of a series of characteristic elements:
A number of actions to be accomplished by ATS and non-ATS personnel to allow an organised initiation, execution and cancellation of contingency measures.
Airspace in which contingency measures are applicable (EUR/SAM corridor).
It is a collection of specific ATC rules and procedures to be applied in a contingency situation upon the operating scenario previously defined.
These procedures adjust to the (name of State) " Air Traffic Rules" and to the information published in the AIP – (name of State).
Are those which should be taken into account to successfully resolve the planned objectives within each phase.
The minima technical means available will determine the application of the contingency plan.
STRATEGY FOR THE ACTIVATION OF REGIONAL CONTINGENCY PLAN
In particular for the Y2K contingency, the global strategy foresees the application of the Plan a few hours in advance to the Y2K critical period (UTC time), in order to reach the change of the millennium with a manageable traffic volume in the event of a partial or total interruption of ATS Services.
Taking into consideration the ATS route network and the geographical position of the involved FIRs, the Contingency Plan for the EUR-SAM corridor will be activated from 1400 UTC of December 31 st 1999.
CO-ORDINATION CENTRES
National Coordination Centres (Y2K-NCC) will be established in each ACC of the EUR/SAM corridor and Regional Coordination Centres (Y2K-RCC) will be established in each ICAO Region.
EUR-SAM CORRIDOR ATS ROUTES AND OPERATIONAL PROCEDURES
In the aspects concerned to the operational procedures applicable to the EUR/SAM corridor during the critical period and unless otherwise published, it will be considered the following use of the ATS routes:
ATS UR1 Route In both directions
Use of all levels from FL 310
20 minutes separation between aircraft at the same flight level
ATS UB602 Route Southbound
Use of FL 310, 350 and 390
20 minutes separation between aircraft at the same flight level
ATS UA32 Route Northbound
Use of FL 330, 350 and 370 and above
30 minutes separation between aircraft at the same flight level
Contingency measures will be also adopted for AFTN systems, communication systems of the ATS speech network, VHF ground/air communications systems for area control centres, meteorological services, and navigation and surveillance systems as is described in the "Contingency Plan for the EUR/SAM corridor" document.
COMING INTO FORCE
The "Contingency Plan for the EUR/SAM corridor", will come into force on agreed critical dates associated with the y2k problem and will be notified sufficiently in advance through the appropriate publications.
In particular for the Y2K contingency, a notam detailing which services are not available, including, if known, the date or hour of restoration of such service, will be published.
ANNEX N.º ... TO THE LETTER OF AGREEMENT BETWEEN
...( ATS UNIT) AND ... (ATS UNIT)
SUPPLEMENTARY OPERATIONAL PROCEDURES TO BE APPLIED DURING Y2K CRITICAL PERIOD
- This Supplementary Operational Procedures will be applied during the y2k critical period on 1400 UTC on 31 December 1999.
- Long –haul international air transport flights shall be cleared at FL 310 or above
- Sub-regional flights and international flights crossing EUR/SAM corridor should plan for their flights on the basis that FL 310 or above may not be available.
- Flight level changes will not be cleared within the 10 minutes prior to the aircraft´s entrance to the adjacent FIR
- The flight level restrictions during the critical period will be as follows:
- Traffic crossing the EUR/SAM corridor should use as maximum FL 280 or
ATS Route UR1 Southbound: FL 310, FL 350 and FL 390
Northbound: FL 330, FL 370 and FL 410
ATS Route UB602 Only southbound: FL 310, FL 350 and
FL 390
ATS Route UA32 Only northbound FL 330, FL 350 and above
FL 290 depending on the flight direction.
- The longitudinal separation to be applied during the contingency period will be based on time and in accordance with the following:
Separation applicable between aircraft in the same track
ATS Route UR1 20 minutes of minimum longitudinal separation between
Aircraft at same flight level
ATS Route UB602 20 minutes of minimum longitudinal separation between
Aircraft at same flight level
ATS Route UA32 30 minutes of minimum longitudinal separation between
Aircraft at same flight level
- The Y2K contingency acceptance rates for traffic should be calculated and co-ordinated previously between the ATS services providers and the airspace users. Any further unforeseen reductions in the provision of ATS services which might have impact on the traffic flow must be communicated to the affected ACC and a new acceptable flow will be co-ordinated under said conditions.
- Priority will be given to international air operations and such other special operations involving the following types of flights:
- Aircraft in an emergency situation or operating with significant reduction in operation safety;
- State aircraft;
- Evacuation and mercy flights
- Search and Rescue flights
- During the contingency period, additional time may be required for co-ordination of clearances between both ACC´s.
- When ground-air communications are not available, ACC’s assume that the aircraft will have to observe the radio communication failure procedures.
- In addition, the AFS communication means and alternate AMS specified in Appendix 6 to the ATS Contingency Plan for EUR/SAM corridor could be used when practicable
Operations near the FIR boundaries
As possible, during the contingency period operations near the FIR boundaries will be avoided. Nevertheless, when this type of operation is essential, the same should be co-ordinated with the adjacent ATC unit.
Cancellation
The application of this SOP will be cancelled at the time specified by the
NOTAM emitted by the provider States for the deactivation of the Contingency
Plan.
Appendix A to the Report on Agenda Item 7
LETTER OF AGREEMENT
BETWEEN
DAKAR and RECIFE ACC
The authorised representative of Senegal and Brazil agree that the procedures contained in this document shall remain in force from the effective date specified until either amended or revoked.
The provisions in this letter of Agreement shall be implemented on XXXXXX
3. OBJECTIVE
The objective of this letter of Agreement is to specify co-ordination procedures between Dakar and Recife.
4. SCOPE
These procedures are supplementary to the ICAO Standards and Recommended Practices in Annex 2 and 11, Procedures for Air Navigation Services in Document 4444 and Regional Supplementary Procedures in Document 7030, as amended; they detail the conditions under which the responsibility for the provision of Air Traffic Services shall be transferred between the units in charge of the airspace mentioned in paragraph 3 above.
- Any change to this Letter, or its replacement, requires the consent of the above two ATS units concerned. This applies to the substance of the change or its replacement as well as to its date of applicability. Complete cancellation or unilateral changes to this Letter shall not be made. Any change shall be made either in the context of a meeting between the two units or by exchange of correspondence, or else by exchange of AFTN messages, with acknowledgement between both signatories.
- Whilst temporary deviations from these procedures may be agreed between the ACC supervisors concerned, as specified in paragraph 7 below, permanent amendments to this document shall be effective only in the form of a written amendment duly signed by authorised representatives.
6.1 Movement and control messages
6.1.1 Flight Plans of ACFT originated in FIRs concerned
Filed Flight Plan (FPL) messages shall be transmitted for all flight originating within one FIR and entering the other, not less than 30 minutes before the estimated time of the aircraft over the common FIR boundary.
In case of FPL lacking the ACC transferor should endeavour to the item 6.1 data and transmit them to ACC receiver.
Departure (DEP) messages shall be transmitted for all flights mentioned in 6.1.1, above, as soon as practicable after the aircraft is airborne.
Estimate (EST) messages shall be transmitted for all flights crossing the common FIR boundary, in sufficient time to permit its receipt by the receiving ATS unit at least 20 minutes before the estimated time of the aircraft over the transfer of control point specified in paragraph 6.4 below.
Co-ordination (CDN) messages shall be transmitted as soon as practicable whenever the estimated time of the aircraft over the transfer of control point differs of 3 minutes or more from the estimated time originally passed or when a change of cleared level, speed (Mach Number) and/or crossing condition is planned.
Co-ordination messages (EST and CDN) require an operational acceptance, in the form of an acceptance (ACP) message, to be transmitted to the transferring unit.
Co-ordination messages exchanged between the ATS units shall contain the following data in the order listed:
- Aircraft identification including SELCAL, if available;
- Type of aircraft;
- Estimated time over the transfer of control point,
- Flight level over the transfer of control point and level requested in the flight plan for subsequent portions of flight, if different;
- True airspeed, Mach Number assigned and Mach Number requested if different;
- Current and complete route of flight and clearance limit if applicable and if different from aerodrome of destination;
- Any other information as required; for example the frequencies in use.
FPL and DEP messages shall be transmitted via AFTN.
ATS co-ordination messages shall normally be transmitted using the Aeronautical Fixed Service (AFS) ATS Direct Speech circuits.
In case of non availability of the ATS Direct Speech Circuit between the ATS units concerned, the transferring ATS unit shall forward the relevant flight data to the receiving ATS unit by means of the AFTN and/or HF RTF, if available or through the flight concerned (see 6.2.5.1).
Note 1 : In all those cases, AFTN message shall be forwarded for confirmation.
Note 2 : Apply fifteen minutes minimum separation in AWY UR 1, UB 602, UA 32, after co-ordination between supervisors.
When effecting the necessary co-ordination by use of the AFTN and/or RTF the transferring ATS unit shall endeavour to send the appropriate co-ordination message in sufficient time to permit is receipt by the receiving ATS unit and at least 25 minutes prior to the estimated time of the aircraft over the transfer of control point.
After co-ordination of the transfer of control conditions, the corresponding ATC clearance shall not be changed by the transferring unit, unless prior agreement has been effected between the ATS units concerned.
In the event of communications failure between the ATS units concerned, a departing aircraft shall be cleared only to such a level as can be reached before it arrives within 15 minutes flying time from the transfer of control point. If such a level is lower than that specified in the flight plan, the aircraft shall be instructed to request approval for a higher level direct from the accepting unit and then obtain clearance from the transferring unit to climb to the level approved by the accepting unit.
In those exceptional cases where the procedures described above cannot be applied, e.g. in case of communications failure between the ATS units concerned, the transferring ATS unit will inform the aircraft of the absence of co-ordination between the two ATS units and will instruct the aircraft to establish contact with the accepting ATS unit in order to provide it with the necessary flight data.
- Aircraft shall be instructed to establish communications with the accepting unit five minutes before the transfer of control point. Transfer of communications does not constitute transfer of control - paragraph 6.4 refers.
- Whenever the accepting ATS unit is unable to establish contact with an aircraft within 3 minutes after its estimated time over the transfer of control point, it shall inform the transferring ATS unit so that appropriate measures may be taken.
- With reference to paragraph 3.2.12 of Part VII of the PANS-RAC, the accepting ATS unit need not, as a matter of routine, notify the transferring ATS unit that radio communications has been established with an aircraft being transferred.
- Whenever an aircraft is unable to maintain radio communication with the ATS unit responsible for the provision of air traffic services in the airspace in which it is operating, other ATS units shall, if possible assume relay functions between them.
DAKAR RECIFE
HF 8861 Khz HF 8861 MHz
- 8855
- 6649
- 5565
11291 3452
13357 10096 - 11.291
13357 - 13.315
17.955
VHF 127.3 MHz VHF 125.15 MHz
128.7
124.55
Note 1 : The best frequency in use at a given time shall be notified by the receiving centre to the transferring centre when effecting the co-ordination.
Note 2 : Secondary frequency assignment for use when no contact can be made on the primary frequency will also be given.
6.4.1 Control of traffic shall be transferred to the accepting unit at the following significant points:
ATS Route Transfer of Control Point
UR1 NANIK
UB602 ONTER
UA32 RAKUD
UA302 KODOS
UA572 ASDOK
UG433 SERIM
UA560 AKRAN
- If transfer of control is required at points other than those specified in 6.4.2 above, this shall be co-ordinated individually for each flight.
- The accepting unit shall assume control of a transferred aircraft as soon as it has reported to that unit passing the appropriate transfer of control point. There is no requirement for additional transfer of control or acceptance messages unless requested.
- Control of traffic by the accepting unit shall not be assumed prior to the aircraft passing the transfer of control point, unless specifically agreed by the transferring unit.
6.5 Flight levels
6.5.1 Aircraft on routes shall be assigned flight levels in accordance with the table of cruising levels in Appendix C to Annex 2.
6.6 Separation
- Longitudinal separation
Aircraft at the same level shall be longitudinally separated by not less than:
- 10 minutes using MNT application along UR1, UB602, UA32, UA302 in accordance with the promulgated AIC.
- 20 minutes along UA572, UG433 and UA560.
The lateral separation will be 100MN.
The clearance limit shall be the destination aerodrome. However, if communications between units fail or if is anticipated that necessary co-ordination may not be effected prior to the time an aircraft will reach the point of transfer of responsibility, the clearance limit shall be the transfer of control point and the aircraft instructed to request onward clearance from the accepting unit before proceeding beyond that point.
Units shall keep each other informed of SIGMET information and of weather conditions at destination aerodromes within their respective areas whenever such conditions may fall below aircraft operating minima and result in diversion action or holding for weather improvement becoming necessary.
Should it become necessary to implement ATFM to avoid excessive delays at destination aerodromes within their respective areas, centres shall negotiate and agree a mutually acceptable number of aircraft per hour. Such agreements shall not be valid beyond 2400 hours UTC on the day of implementation.
Any extension of such agreements must be negotiated prior to the above mentioned expire time. All such agreements shall be terminated as soon as circumstances permit resumption of normal operation. The decision of the Duty Supervisors shall be sufficient authority in all such cases.
- Deviation from the procedures specified in this Letter of Agreement shall not be permitted without prior co-ordination on a case-by-case basis and only in exceptional circumstance.
- Any deviations from these provisions, that arise due to an emergency or applied to ensure the safety of air traffic, shall immediately be notified to the other ATS units concerned and shall be terminated as soon as the circumstances that caused the deviation cease to exist.
Recife, Brazil, May 27,1999
SAT/ TASK FORCE 2 MEETING
LIST OF PARTICIPANTS
BRAZIL
Robinson Vladenir Botelho Lucas Tel.: (+5581) 461-8078
Delegate (+5581) 461-8001
Commander of CINDACTA III (+5581) 461-8002
Av. Centenário Santos Dumont, s/n Tel/Fax: (+5581) 461-8073
Guararapes International Airport
Recife – PE , Brazil
Anselmo Duarte Ferreira Tel.: (+5521) 814-6202
Telecommunications Advisor Fax.: (+5521) 814-6202
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
Júlio César de S. Pereira Tel.: (+5521) 814-6274
ATM Officer Fax.: (+5521) 220-0565
Diretoria de Eletrônica e Proteção ao Vôo E-mail julioval@uol.com.br. Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
Affonso Heleno de Oliveira Gomes Tel.: (+5521) 814-6274
Chief of Operational Executive Section Fax.: (+5521) 220-0565
of the Air Traffic Management Division
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 - Centro
Rio de Janeiro – RJ , Brazil
Alexandre Wagner Celso de Souza Tel.: (+5581) 461-8078
Adviser of Operational Division Tel/Fax: (+5581) 462-4812
CINDACTA III E-mail: dacta3is@truenet.com.br
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – Pe, Brazil
Dalmo Paim Tel.: (+5581) 461-8180
Adviser
Telecommunications Chief
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Eduardo Alberto do Nascimento Fontes Tel.: (+5521) 814-6236
Observer E-mail: deif@novanet.com.br
Technical Coordinator of Y2K Group
Diretoria de Eletrônica e Proteção de Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
Emerson Rodrigues Patrício Tel.: (+5521) 220-6127
Observer Fax.: (+5521) 220-0565
Chief of Air Traffic Management Division
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
João Carlos Berto Tel.: (+5521) 814-6851
Observer
Departamento de Aviação Civil
Sub-departamento Técnico
Rua Santa Luzia 681, 7 andar – Centro
Rio de Janeiro – RJ , Brazil
Jorge Carlos Pimenta Bueno Tel.: (+5512) 523-1245
ROATM Fax.: (+5512) 523-1217
Chief of Controller of Air Traffic Course
Escola de Especialistas de Aeronáutica
Av. Brigadeiro Ademar Lírio, s/n – Pedregulho
Guaratinguetá- SP , Brazil
Jorge Wilson de Ávila Ferreira Penna Tel.: (+5581) 461-8123
Adviser of the Air Traffic Management E-mail: aliva@uol.com.br
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
José William Ferreira Lima Tel.: (+5581) 461-8086
Observer
Chief of Air Traffic Management
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Luiz Antônio Guimarães de Oliveira Tel.: (+5521) 814-6222
Observer
Chief of Data and Telephony
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ, Brazil
Luiz Fernando de Azevedo Tel.: (+5581) 461-8080
Observer Fax.: (+5581) 461-8079
Chief of the Operational Division E-mail: luizfa@elogica.com.br
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Luiz Ricardo S. Nascimento Tel.: (+5581) 461-8110
Observer
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Moacir Cantanhede de Jesus Filho Tel.: (+5581) 462-2742
Observer
Air Traffic Controller at ACC-RE
CINDACTA III
Av.Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Sérgio Oliveira Tanimoto Tel.: (+5581) 462-2742
Observer
Air Traffic Controller at ACC –RE
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Maria Luisa Caneca Tel.: (+5521) 814-6244
Translator E-mail: cecati@novanet.com.br .
International Studies and Coordination Comission
for Technical Issues (CECATI)
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro- RJ , Brazil
MOROCCO
Bendadou Mohamed Tel.: (+2122) 539012
Delegate Fax: (+2122) 538764
Chief of ACC Casablanca E-mail: mbendadou@atlasnet.net.ma
ONDA - DNA AFTN: GMMMZQZX
P.O Box 5239 Maarif
20100 Casablanca – Morocco
ElHassani ElAlaoui MyDriss Tel.: (+2122) 539012
Delegate Fax: (+2122) 538685
Chief of Telecommunications Division E-mail: mdhassani@atlasnet.net.ma
ONDA - DNA
CNCSA P.O Box 5239 Casa/Maarif
20100 Casablanca - Morocco
SWITZERLAND
Spanhauer Hanspeter Tel.: (+411) 812-6285
Delegate Fax.: (+411) 812-9017
Department Standard, Policies E-mail: hpspaenh@sairgroup.com
and Strategic Projects AFTN: LSZHSWRW
ODPA CH- 8058 SITATEX: ZRHOWSR
Zürich – Flughafen
(Draft Model)
LETTER OF AGREEMENT (LOA) BETWEEN .............. ACC.............. ACC
- Preamble
- Effective Date
- Scope
- Amendments
- Procedures
The provisions in this LoA shall enter into force on ............. at 0001 UTC.
Note: This LOA caters for both normal operations and situations of systems failure, including computer related failures, such as those arising from the critical dates (list of the critical dates is attached) .
- Estimates
a) Filed Flight Plan (FPL) messages shall normally be transmitted for flights originating within one FIR and entering the other, so as to be received not less than 30 minutes before the estimated time of the aircraft over the common FIR boundary.
b) Repetitive Flight Plans (RPL) are accepted for flights operating between ............ and ....... (or any other applicable circumstances or conditions).
Departure (DEP) messages shall be transmitted for all international flights as soon as practicable after the aircraft is airborne.
Estimate (EST) messages shall be transmitted for all flights crossing the common FIR boundary, in sufficient time to permit its receipt by the receiving ATS unit at least .... minutes before the estimated time of the aircraft over the transfer points specified in paragraph 6.4.1 below.
Co-ordination (CDN) messages shall be transmitted as soon as practicable whenever the estimated time of the aircraft over the transfer point differs 3 minutes or more from the estimated time originally passed or when a change of cleared level and/or crossing condition is planned.
Co-ordination messages (EST and CDN) sent by AFTN require an operational acceptance, in the form of an acceptance (ACP) message, to be transmitted to the transferring unit.
If dedicated means of communication are not available the following alternative means shall be used in the order of priority listed:
Note: ATS units shall timely exchange information on the frequencies in use .
Note 1: Transfer of communication points need not be specified if same as transfer of control points. Note 2: identify points by five letter name-codes, co-ordinates and/or VOR/DME reference
- Longitudinally separation minima is xxx (on route... xxx on route...).
- When the succeeding aircraft is faster than the preceding aircraft, the transferring unit shall notify the accepting unit and seek its approval of the transfer of control conditions.
- If operational situation so dictates, temporary increase in separation minimum may be agreed between ATS supervisors. The deviation shall cease as soon as circumstances permit.
The clearance limit shall normally be the destination aerodrome. However, if the necessary co-ordination cannot be effected in good time e.g. due to communications failure between ATS units, the clearance limit shall be the transfer point and the aircraft instructed to request onward clearance from the accepting unit before proceeding beyond that point.
ATS units shall keep each other informed of SIGMET information and of weather conditions at destination aerodromes within their respective FIRs whenever such conditions may fall below aircraft operating minima and consequently may result in diversion or holding for weather improvement.
- Should it become necessary to implement flow control to avoid excessive delays at destination within their respective FIRs, ATS units shall negotiate and agree a mutually acceptable number of aircraft per hour.
- Flow control measures shall not be valid beyond 2400 hours UTC on the day of implementation. Any extension must be negotiated prior to the expiry time.
- All flow control measures shall be terminated at soon as circumstances permit. ACC supervisors shall be sufficient authority to decide in this respect.
ATTACHMENT TO THE SAT/TF2 MEETING REPORT
ATS CONTINGENCY PLAN
FOR THE
EUR/SAM CORRIDOR
DRAFT
Version 1.2
May 1999
ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
1. INTRODUCTION
1.1 The present ATS Contingency Plan for the EUR-SAM Corridor has been elaborated on the basis of guidelines approved by the ICAO Council, contained in the Air Traffic Services Planning Manual (Doc. 9426, Part II, Section I, Chapter 1, paragraph 1.3).
1.2 The objective of this Contingency Plan is to facilitate and maintain the orderly and safe movement of international civil aviation through the airspace of the area in question in the event of partial or total interruption of air traffic services at the involved ATS units, as well as its associated services. Likewise, it has the aim of minimizing negative effects on the travelling public.
1.3 This Plan will be activated during the critical period agreed to and will continue being applied while circumstances so prescribe.
1.4 The procedures contained in the EUR-SAM Corridor Contingency Plan supplement or detail, where so required, those actions and procedures prescribed in each State’s specific contingency plans.
1.5 This Contingency Plan has been elaborated and approved through a regional agreement, with the assistance of the ICAO Dakar and South American Offices and later approval by the President of the Council.
1.6 The effective application of this Plan pre-supposes a close cooperation, collaboration and acceptance from the aeronautical authorities of the FIRs involves, as well as from the users of the airspace in question.
2. BASIC PRINCIPLES
2.1 The Basic Principles approved by the EUR-SAM Corridor States and which serve as reference material for the elaboration of the Regional ATS Contingency Plan are shown in Appendix 1 to the draft Contingency Plan.
- This Regional ATS Contingency Plan will be applied at the ATS routes network of the EUR-SAM corridor which appear in Appendix 2 to this Plan. The FIRs involved in this Contingency Plan are Canarias, Sal, Dakar and Recife.
- CONTINGENCY SITUATION
4.1 The Contingency Plan will be applied upon any situation generated by the Y2K problem or in the event of an unforeseen interruption of air traffic services risen due to other circumstances, and which might affect in any way the provision of air traffic services and/or of the associated support services at the FIRs involved.
4.2 In addition to the millennium change of date (midnight of 31 December 1999), the dates which could also generate contingency situations, and the pertinent actions required, are shown in Appendix 9 .
- This strategy foresees the application of the Plan a few hours in advance to the Y2K critical period (UTC time), in order to reach the change of millennium with a manageable traffic volume in the event of a partial or total interruption of ATS Services in the EUR-SAM corridor or adjacent Regions. Taking into consideration the ATS route network and the geographical position of the FIRs involved the Contingency Plan for the EUR-SAM corridor will be activated from 1400 UTC .
6.1 The SAM,AFI and EUR Regions will establish Y2K RCCs with the aim of operating during the critical period as contact point for all States of the EUR-SAM corridor and will coordinate and disseminate information collected from all ATCs and entities involved, and will be activated at 1200UTC of 31 December 1999. The objectives of these Y2K RCCs are shown in Appendix 3.
7.1 The Y2K National Coordination Centres (Y2K NCC) objectives are to ensure that international civil aviation operations continue developing in a safe and orderly manner within its area of jurisdiction. The role and mission of these Committees is shown in Appendix 4.
8.1 In this case, it is assumed that there will be some type of reduction in some of the ATS systems and facilities during the critical Y2K period. It is also assumed that during the contingency it will be possible to count with alert and flight information services (FIS) and Aerodrome and Approach Control at the main aerodromes of the area in question, which will permit the use of the ATS route network structure of the EUR-SAM Corridor, as shown in Appendix 2.
9.1 International ATS routes structure
9.1.1 During the contingency period, it is expected that as of 1400UTC of 31 December 1999 aircraft will be using the EUR-SAM corridor ATS route network, coordinated between the SAM/AFI/EUR Regions. The ATS routes network ( Appendix 2) has been planned on the basis of main traffic flows in the EUR-SAM corridor, and has the aim of minimizing the impact which might generate any reduction in the provision of ATS in international air transport operations.
9.2 Airspace classification
9.2.1 If ATS services become unavailable during the contingency period, airspace classifications will remain unchanged.
10.1 ATS responsibilities
10.1.1 During the contingency period, the ATS and associated services may be restricted to the provision of services where ground-air communications is available. When practicable, and if the procedure has been approved between two adjacent FIR, the provision of ATS or of limited alert and flight information services can be made by the ACC continuing providing services in normal fashion. If the case, VHF and HF frequencies should be available with the aim of providing FIS and alert services.
10.1.2 The State affected should emit a NOTAM detailing which services are not available, including, if known, the date or hour of restoration of such service.
10.2 Lateral separation
- The ATS route network of the EUR-SAM Corridor ensure sufficient lateral separation between aircraft.
10.3 Vertical separation
10.3.1 Unless specified differently in the operational letters of agreement between adjacent FIRs, minimum vertical separation between aircraft shall be in accordance with ICAO Annex 2, Appendix 3.
10.4 Changes in the standards ATS ATS routes direction, flight levels and separation
- The provision of a contingency supposes for the air traffic management a real administration of the capacity in the ACCs so the changes of the standard ATS routes direction as well as flight levels and separation are justify not only for the increase of the safety but for the necessity of the acceptance of this traffic at the ATC Sectors capacity.
10.5 Flight level restrictions
10.5.1 Long-haul international air transport flights shall be cleared at FL 310 or above.
10.5.2 Subregional flights and international flights crossing EUR-SAM corridor should plan their flights on the basis that FL310 or above may not be available.
10.5.3 Flight level changes will not be cleared within the 10 minutes prior to the aircraft’s entrance to the adjacent FIR.
- The flight level restrictions during the critical period will be as follows:
ATS route UR1 Southbound FL 310, FL 350 and FL 390
Northbound FL 330, FL 370 and FL 410
ATS route UB 602 Only southbound FL 310, FL 350 and FL 390
ATS route UA 32 Only northbound FL330, FL 350 and above
10.5.5 Traffic crossing the EUR/SAM corridor should use as maximum FL 290 or FL 280 depending on the flight direction.
10.6 Longitudinal separation
10.6.1 The longitudinal separation to be applied during the contingency period will be based on time and in accordance with the following:
Separation applicable between aircraft in the same track
ATS Route UR1 20 minutes of minimum longitudinal separation between aircraft at same flight level
ATS route UB 602 20 minutes of minimum longitudinal separation between aircraft at same flight level
ATS route UA 32 30 minutes of minimum longitudinal separation between aircraft at same flight level
Separation between aircraft in reciprocal tracks
10.6.2 Where lateral separation is not provided, vertical separation shall be provided for at least 15 minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed. Provided that it has been positively determined that the aircraft have passed each other, this minimum need not apply.
10.7 Traffic acceptance rates
10.7.1 The Y2K contingency acceptance rates for traffic should be calculated and coordinated previously between the ATS services providers and the airspace users. Any further unforeseen reductions in the provision of ATS services which might have impact on the traffic flow must be communicated to the affected ATS and a new acceptable flow will be coordinated under said conditions.
10.8 Priority on types of flights
10.8.1 Priority will be given to international air operations and such other special operations involving the following types of flights:
aircraft in an emergency situation or operating with significant reduction in operating safety,
State aircraft;
evacuation and mercy flights; and
search and rescue flights.
10.9 Transfer of control and coordination
Transfer of responsibilities
10.9.1 Unless otherwise established in operational letters of agreement between adjacent FIRs, the transfer of control will be executed at the common boundary of FIRs involved. If possible, coordination of the transfer must be carried out at least 30 minutes prior to the hour estimated to be at the entrance of the reporting points of the next FIR.
10.9.2 ATS coordination will be made through the communications means already established in the operational letters of agreement between the ATS units of adjacent FIRs and shall include the transmission of the following information regarding the flights in question:
appropriate parts of the updated flight plan;
estimate time to be on the agreed point of transfer;
hour when last contact with aircraft was made; and
any other information deemed pertinent.
10.9.3 In the event of fault in the established communications channels, the alternate communications means and procedures in Appendix 6 will be used.
Auto transfer procedures
10.9.4 In the event of exhausting all standard and alternate ground/ground communications means, the aircraft pilot will be requested to proceed to communicate in the appropriate frequency of the accepting ATC unit, with the aim of informing on its traffic.
10.10 Transfer of communications
10.10.1 Unless another procedure is established between ATS units and adjacent FIRs, the transfer of communications will be made 5 minutes prior to the agreed transfer of control point. Nevertheless, when traffic conditions so require, the transferring centre can stall the transfer of communications until the aircraft notifies it has over-flown the agreed transfer of control point.
10.11 EST messages
10.10.1 If an ATC unit is unable to make pertinent coordination to transfer the responsibility of an aircraft’s control, an estimate message shall be sent to all ATC units along the ATS route the aircraft will be operating.
10.12 Readbacks
10.12.1 The respective readback of all ATS coordination for the transfer of responsibilities will be made to ensure accuracy of the information received.
10.13 Operations near the FIR boundaries
10.13.1 As possible, during the contingency period operations near the FIR boundaries will be avoided. Nevertheless, when this type of operations is essential, same should be coordinated with the corresponding ATC unit.
10.14 Coordination of clearances
10.14.1 During the contingency period, additional time may be required for coordination of clearances with adjacent ATC units, reason for which the service providers should take this into account and make pertinent arrangements with adjacent FIRs.
11. COMMUNICATIONS
- At airspaces where ground-air communications are not available the aircraft have to observe the failure communication procedures (blind transmission on ACC VHF/HF frequency).
SEARCH AND RESCUE AND EMERGENCIES
12.1 Responsibilities
12.1.1 The responsibilities of an RCC which might be affected by the Y2K problem, and pertinent arrangements, should be described in the National ATS Contingency Plans.
12.2 Available airport services
12.2.1 Each State should identify and include in its National ATS Contingency Plan the capacities of the main airports used by international civil aviation within the area of its responsibility, taking into account a scenario where an interruption of the airport services provider may occured. Said information should include, among other elements, approach and landing equipment availability, night operations capacity, ground services, etc.
12.2.2 Information should be available at ATC units and with airspace users on the status of airports for ETOPS operations, emergency landings and other contingencies. The use of military airports should be considered for emergency operations and as contingency alternates for ETOPS operations. Operators should inform the State ATS provider of any military aerodromes which might be considered for contingency operations.
OPERATION PROCEDURES FOR PILOTS
13.1 The Repetitive Flight Plan (RPL) system will cease to be applied during the contingency period, for which all flights should present their Flight Plans (FPL) well in advance and indicate any additional information which might be of use to the ATS units in box 18 of the FPL.
13.2 All aircraft flying by the ATS routes established in this Plan will adjust themselves to the instrument flight rules (IFR) and will be assigned a flight level in accordance to the tables of cruising levels in ICAO Annex 2, Appendix, except for UA 32 where will be used all available flight levels from FL 330 and above. The last flight level assigned should be maintained free except in an emergency situation.
13.3 Aircraft will fly on the route or as nearest as possible to the axis of the assigned ATS route.
13.4 Pilots will maintain permanent standby on the VHF/HF frequencies assigned to the FIRs where the flight is being carried out and, if no contact can be made with the pertinent ATC unit, will transmit in said frequency, preferably in English, the real or estimated position with regard to the related reporting points.
13.5 Likewise, when circumstances so prescribe, they will emit in the appropriate VHF/HF frequency any ascending or descending manoeuver preferably with 2 to 5 minutes anticipation. Ascending and descending manoeuvres should be clearly made at the right of the route’s axis. The message must contain: aircraft identification, position, abandoned level, level being crossed, etc.
13.6 The aforementioned transmissions will also be made in the TIBA/IFBP frequencies.
13.7 Navigation and anti-collision lights will be continuously on.
13.8 Whether or not in airspace with radar coverage, pilots will maintain the last SSR transponder in assigned mode A and C and, if no transponder has been assigned, will maintain code A/C 2000.
13.9 Arrival procedures at terminal areas
- TMA procedures must be indicated in each State’s National ATS Contingency Plan.
METHODOLOGY FOR THE DEACTIVATION OF THE CONTINGENCY PLAN
14.1 Deactivation of the Regional ATS Contingency Plan will be carried out through coordination of the National Coordination Centers (Y2K NCC) of the States involved in the EUR-SAM corridor with the respective Regional Coordination Center (Y2K RCC) who, in contact with the Global Coordination Center (Y2K GCC), will coordinate the progressive deactivation of the Plan. The steps to follow are:
During the critical period of the change of millennium, the ATC units will proceed to verify communications with their adjacent units and with the aircraft within the area of responsibility. In this manner, the units will determine their degree of capability to continue providing the service.
The Y2K NCCs will collect pertinent information on the status of its State’s ATC units and of the adjacent ATC units.
The Y2K NCC, based on information available, will produce a consolidated status report on the units under its jurisdiction.
The Y2K NCC will send the consolidated status report to the Y2K RCC.
The Y2K RCC, with the information collected from the Y2K NCC, will produce a consolidated report of the status of the regional ATS units, which will be sent to the airline operation centres , to the adjacent Y2K RCC and the Y2K GCC.
The Y2K RCC will facilitate coordination among the Y2K NCC with regard to partial or total deactivation of the Regional ATS Contingency Plan.
Provider States of ATS services will emit a NOTAM specifying the hour at which the Contingency Plan is expected to be deactivated and changeover to normal service.
ATS normal service is resumed.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 1
BASIC PRINCIPLES FOR THE ELABORATION OF THE EUR-SAM CORRIDOR CONTINGENCY PLAN
In order to establish the framework for the elaboration of the Regional ATS Contingency Plan for the EUR-SAM corridor, the following Basic Principles were approved:
- The Regional ATS Contingency Plan will aim to guarantee the safety, regularity and efficiency of the air operations which involve the EUR-SAM corridor.
- It is assumed that the critical time period in which ATS functions and associated services might be in danger could start before midnight of the change of millennium (UTC) and last into the later hours of that evening;
- During the critical period, one or many regional units might be affected by the change of millennium problem, for which the elaboration of a Regional ATS Contingency Plan has been agreed to be elaborated, permitting to continue with the provision of a safe and orderly ATS service in the area in question.
- The Regional ATS Contingency Plan is based on the main traffic flows identified for the EUR-SAM corridor.
- The Regional ATS Contingency Plan is elaborated for international air operations, having tahe involved States to develop the ATS Contingency Plans for each FIR under their responsibility.
- National ATS Contingency Plans must harmonize with the EUR-SAM corridor Contingency Plan.
- The EUR-SAM corridor Contingency Plan must, in turn, harmonize with the ATS Contingency Plans of adjacent Regions.
- Cooperation is required amongst all States, International Organizations and aviation industry to ensure the continued flow of international aircraft operations across and through the Region.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 2
EUR-SAM CORRIDOR ATS ROUTES NETWORK
OBJECTIVES OF THE Y2K REGIONAL COORDINATION CENTERS (Y2K RCCs)
The objective of the Y2K RCCs will be the following:
Collect , through the Y2K National Coordination Centers (Y2KNCC), all information with regard to the status of every ACC and airports on the Y2K problems which could affect them. The Y2KNCC will have the mission of executing and coordinating H24 the activities during the contingency situation.
Disseminate said information among the parties involved (Y2K RCC, IATA, IFALPA), as well as to the other affected Regional Y2K Coordinator Committees of adjacent Regions;
Note: The names, addresses, telephones, fax, e-mail and other available communications means of the concerned organisms are in Appendix 5 to this Contingency Plan.
Maintain the information updated to the maximum extent possible;
If required, assist the ATC units to coordinate the traffic flow;
On the basis of available information, evaluate occurrences requiring preparation and application of additional contingency arrangements, up to the moment when the system is back to normal;
In coordination with the parties involved, progressively re-establish normal operations if not facing any type of Y2K-related inconveniences.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 4
OBJECTIVES OF THE Y2K NATIONAL COORDINATION CENTERS (Y2K NCC)
The objectives of the Y2KNCC Are the following:
Evaluate the events requiring the preparation and application of corresponding contingency arrangements, with faculty to take necessary subsequent measures until the moment the system is back to normal;
Collect all information with regard to the status of every ACC and airports under its responsibility, with respect to Y2K problems which could affect them;
Inform of the prevailing situation to local airlines, relevant International Organizations and the Y2K RCC;
Exchange information with interested States and coordinate contingency activities with said States;
Note: The names, addresses, telephones, fax, e-mail and other available communications means are in Appendix 5 .
Examine and periodically update the National ATS Contingency Plan(s); and
Take necessary actions to emit a NOTAM in accordance with the contingency situation presented.
LIST OF AUTHORITIES, ADDRESSES, TELEPHONES, FAX, E-MAIL, ETC.
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CONTINGENCY MEASURES FOR AIR NAVIGATION SYSTEMS
IN THE EUR-SAM CORRIDOR
AFTN SYSTEM
In the event of interruption of this system, it was agreed to use the following facilities as a contingency measure, in the order of priority indicated, and depending on availability:
- Stand alone AFTN Terminals (Teletypes, PCs) for each circuit.
- SITA
- HF equipment
- VSAT
- Satphone (INMARSAT/IRIDIUM)
- FAX
- Use of International Direct Dialling (IDD)
- Telex
- E-mail
Note: It is pointed out that air-ground frequencies should be used for transmitting only the following message categories: distress, urgency and flight safety messages. Other categories should be sent by fax, phone, SITA, etc.
AIS AND MET DATA BANKS
In the event that these banks interrupt their services, inasmuch as a means as a bank itself, the contingency measures to consider are the following:
1. Reception of OPMET data from national banks via Internet.
2. Reception of AIS data from national banks via Internet.
AFTN MAIN COM CENTRES
- relay transit traffic via alternate routing
- destination traffic to the failed centre should be stored until activation of the standby system or until advice is received to use the SITA network if a SITA connection is available to the failed centre.
ATS SPEECH CIRCUITS
At the ATS speech circuits, the following systems have been considered necessary to carry out this service:
Consoles and voice communications circuits selection systems.
Telephone central switching.
Rented communications service.
For each of these systems, the alternate facilities to be considered as contingency measures, in the indicated order of priority, and depending of availability, shall be:
Satellite telephone.
2. VSAT;
3. IDD.
4 HF equipment
GROUND/AIR COMMUNICATIONS SYSTEMS
The alternate systems identified to support ground/air VHF communications, in accordance with availability, are:
HF systems
VHF transceiver stand alone (terminal area)
3. Satellite mobile communications system (SATCOM communication)
4. Use of air/air frequency (TIBA/IFBP)
NAVIGATION SYSTEMS
In event of interruption of VOR/DME and ILS navigation systems, the following procedures and equipment have been taken into consideration:
1. Use NDB/ADF procedure.
2. Use of autonomous navigation systems.
3. Use of GPS navigation where applicable.
SURVEILLANCE SYSTEMS
In event of interruption of radar service, the ATS unit should proceed with the application of non radar procedures, that is to say:
1. Reduced vertical separation (see Doc 4444, Part VI, para. 8.4.2).
2. Temporary separation (VMC, if approved by ATS authority of the State in question).
3. Request aid from other ATS units having radar.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 7
ANNEX 11 - AIR TRAFFIC SERVICES
ATTACHMENT C. TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) AND RELATED OPERATING PROCEDURES
(See Chapter 4, 4.2.2, Note 2)
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 8
HF FREQUENCIES UTILIZED IN THE EUR-SAM Corridor
SAL ACC
CANARIAS ACC
RECIFE ACC
8861 MHZ – 8855 MHZ – 5565 MHZ – 3452 MHZ – 10096 MHZ – 13357 MHZ
8893 MHZ – 8875 MHZ – 6649 MHZ –17955 MHZ
DAKAR ACC
6535 MHZ
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 9
DATES WHEN CONTINGENCY SITUATIONS COULD BE PRESENTED DUE TO Y2K PROBLEM AND RELEVANT ACTIONS REQUIRED
a) 21 August 1999 (Sunday) Global Positioning System (GPS) clocks reset to zero. This resetting could affect aircraft navigation precision, with the exception of those using GPS receivers complying with FAAs TSO129.
Action required: States should emit a NOTAM at least two AIRAC dates before 21/8/99 informing the aeronautical community of the GPS receivers’ resetting.
9 September 1999 (9/9/99) - Some applications and systems usually use the 99 digits as software error flags or "non defined".
Action required : Additional resources should be available for manual data processing, if necessary, and consideration should be given to potential deterioration of the services due to data corruption.
a) 29 February 2000 - The first leap year of the millennium. It has been verified that some equipment will have difficulties with the passing from 28 to 29 February 2000.
Action required: Additional resources should be available for manual data processing, if necessary, and consideration should be given to potential deterioration of the services due to data corruption.
The civil aviation administrations should abstain from using this date in the NOTAMs, AICs and AIRACs, since it could generate software problems.
Read the complete original text
SAT 7 Meeting Report
TABLE OF CONTENTS
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page
Table of contents
History of the meeting
Agenda
Conclusions
Agenda item 1 : Development of a common AIC and a consolidated AIP Supplement for the development of :
the new ATS route network; and
b) RVSM in the EUR/SAM corridor
Agenda item 2: Follow-up on :
the processing of the AFI and SAM Air Navigation Plans (ANPs) and the amendment to the Regional supplementary Procedures (SUPPs) Doc 7030.; and
the safety assessment for RNP 10 and RVSM operations in the EUR/SAM corridor
Agenda item 3 : Development of the operational approval for RNP in the EUR/SAM corridor
Agenda item 4
Implementation of CNS/ATM systems in the EUR/SAM corridor
Agenda item 5: Development of a co-ordinated contingency plan for the SAT area, including the Y2K problem
Agenda item 6: VSAT networks
a) CAMSAT;
b) CAFSAT Network-Project steps and implementation datelines
b.1) Network final requirements
b.2) CAFSAT Network project design and projects; and
b.3) tender process
Agenda item 7 : Any other business
Appendix A : Terms of reference of the Task Force
Appendix B : Safety analysis carried out by IATA on using a comparison method with a reference system for the implementation of 50 NM lateral separation minima with RNP 10 and RVSM
Appendix C :
Appendix D : Draft proposal for the amendment of the AFI and SAM ANPs
Appendix E : Draft proposal for the amendment of the AFI and SAM parts of Regional Supplementary Procedures (Doc 7030)
Appendix F :
Appendix G : List of participants
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History of the meeting
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Introduction
ii-1.1 Pursuant to Conclusion 7/4 of the Seventh Meeting for the Improvement of Air Traffic Services over the South Atlantic (SAT/7 Meeting) a SAT Task Force Meeting (SAT/TF/2) was organized in Recife, Brazil from 24 –28 May 1999. The Terms of Reference of the Task Force is at appendix A to the Report
ii-1.2 Colonel Robinson Vladimir Botello Lucas, Commander of CINDACTA III, from Brazil officially opened the meeting. The speaker emphasized the importance of Informal South Atlantic Meetings, in particular in the context of the implementation of the CNS/ATM systems and offered the Task Force all support in completing the Tasks which have been assigned to it by the SAT/7 Meeting. Mr Francisco Castro Rodriguez, ICAO Programme Co-ordinator at the Air Navigation International Management Division (AENA), from Spain was unanimously chosen as the Rapporteur and Moderator for the Task Force meeting. Mr. Castro Rodriguez was assisted by Mr. Jorge Fernandez and Mr. Dhiraj Ramdoyal, Regional Officers in the ATM field from the ICAO, Lima and Dakar Offices respectively.
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Attendance
ii-2.1 The meeting was attended by 39 participants from 5 contracting States (Brazil, Cape Verde, Morocco, Senegal, and Spain) and 5 international organizations (the Agency for the Safety of Aerial Navigation in Africa and Madagascar (ASECNA), Corporacion Centroamericana de Servicios de Navegacion Aerea (COCESNA), the International Air Transport Association (IATA), International Federation of Airline Pilot’s Association (IFALPA) and Aeronautical Radio Incorporated (ARINC).
ii-2.2 The List of participants as well as a List of contacts are shown at
Appendix G
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Working languages
ii-3.1 The meeting was conducted in English and Portuguese languages and simultaneous interpretation services were provided by 2 freelance interpreters who were graciously provided by Brazil.
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Agenda
The meeting adopted at its opening session the following agenda:
Agenda item 1 : Development of a common AIC and a consolidated AIP Supplement for the development of:
a) the new ATS route network; and
b) RVSM in the EUR/SAM corridor
Agenda item 2: Follow-up on :
a) the processing of the AFI and SAM Air Navigation Plans ANPs) and the amendment to the Regional supplementary Procedures (SUPPs) Doc 7030.; and
b) the safety assessment for RNP 10 and RVSM operations in the EUR/SAM corridor
Agenda item 3 : Development of the operational approval for RNP in the EUR/SAM corridor
Agenda item 4
Implementation of CNS/ATM systems in the EUR/SAM corridor
Agenda item 5: Development of a co-ordinated contingency plan for the SAT area, including the Y2K problem
Agenda item 6: VSAT networks
a) CAMSAT;
b) CAFSAT Network-Project steps and implementation datelines
b.1) Network final requirements
b.2) CAFSAT Network project design and projects; and
b.3) tender process
Agenda Item 7 : Any other business.
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LIST OF CONCLUSIONS
Report on Agenda Item 1
Report on Agenda Item 1: Development of a common AIC and
a consolidated AIP
Supplement
Introduction
Under this Agenda Item the meeting was requested to develop a common AIC for the new ATS route network in an RNP 10 environment.
The meeting accordingly reviewed the different working papers and materials presented by Brazil, Spain and IATA on this issue and concluded that these two States would undertake further work in order to present a final draft AIC to the forthcoming SAT/8 Meeting to be held in Las Palmas, Spain from 8 – 12 November 1999.
The material for the development of an AIC as proposed by Brazil and Spain on the implementation of the new ATS route network and RNP 10 are attached at Appendices A, B and C to the Report under this Agenda Item.. Also, a proposal for the development of an AIP Supplement for the implementation of RVSM within the EUR/SAM corridor as presented by Spain is attached at Appendix D.
The Group agreed to develop an advance AIC to inform operators of its intentions concerning the implementation of the proposed new route network in an RNP10/50 NM lateral spacing Minima environment and the phased implementation of RVSM in the EUR/SAM corridor for consideration in the aircraft certification process.
Conclusion 1/1: Development of an AIC for new ATS routes, RNP 10 environment and an AIP Supplement
That:
Brazil and Spain undertake to prepare an AIC for new ATS routes in the EUR/SAM corridor and for the implementation of RNP 10/50 NM separation minima.;
Brazil and Spain undertake to prepare an AIP Supplement for the implementation of RVSM in specific portions of the EUR/SAM corridor ; and
The above AIC and AIP Supplement be presented for consideration by the SAT/8 Meeting.
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Agenda Item 2:
Follow-up on :
the processing of the AFI and SAM Air Navigation Plans (ANPs) and the amendment to the Regional supplementary Procedures (SUPPs) Doc 7030.; and
the safety assessment for RNP 10 and RVSM operations in the EUR/SAM corridor.
The processing of the AFI and SAM Air Navigation Plans (ANPs) and the amendment to the Regional supplementary Procedures (SUPPs) Doc 7030
Under this agenda item, the Meeting was apprised of the status of the amendment proposals to the AFI and SAM ANP’s and SUPPs for the introduction of the new routing network in an RNP 10/50 NM lateral spacing environment and the implementation of the reduced vertical separation minimum (RVSM) between FL290 and 410 inclusive as developed within the framework of informal SAT meetings.
The Meeting noted that these proposals have so far, not been approved by the Council of ICAO and the Secretariat was requested to explore ways and means of expediting the process.
It was pointed out that preliminary consultations for the processing of the amendment proposals have already been carried out and the Secretariat has been advised of the need to include other elements in the draft proposal which were not addressed by the SAT/7 meeting , these include amongst other things:
- Weather deviation strategies;
results of risk analysis, etc…
2.4 Furthermore, the Meeting was informed that the introduction of the proposed new route network and RVSM in the area should be addressed by the CAR/SAM/3 RAN Meeting which would be held Buenos Aires, Argentina from 5 - 15 October 1999.
2.5 The meeting accordingly established an Ad Hoc group which reviewed and finalized the draft proposal for the amendment of the AFI and SAM ANPs and SUPPS. To this effect it was noted that the Secretariat will develop a working paper on behalf of the States concerned for submission to CAR/SAM/3 RAN meeting.
T
he safety assessment for RNP 10 and RVSM operations in the EUR/SAM corridor.
The meeting noted with appreciation the efforts by IATA to prepare a draft safety assessment case for the implementation of 50 NM lateral separation minimum with RNP 10 and RVSM along the EUR/SAM traffic flow. It was pointed out that the safety assessment was carried out using the
comparison with a reference system method
(Ref. Doc 9689 AN\953 Manual on Airspace Planning Methodology for the Determination of Separation Minima in order to justify that the safety level is ensured.
2.7
The safety assessment for RNP 10/50 NM Lateral separation minimum was carried out using the similarities of the airspace structure in the North Pacific Region and the assessment for the introduction of RVSM used the North Atlantic Airspace (NAT) MNPS airspace as a reference system. The results of the safety assessments demonstrate that the introduction of RNP 10/50 NM Lateral separation minima and RVSM in the EUR/SAM corridor is similar to and in some instances better than the reference systems being used in all safety-related aspects and can thus be assumed to be safe.
The meeting recalled that pursuant to Conclusions 3/2 and 4/2 Brazil and Spain with the cooperation of IATA would carry out the safety assessments for ensuring that the safety level are achieved for the safe introduction of the proposed new route network and RVSM in the EUR.SAM corridor.
The Secretariat pointed out that there is a need to ensure that the effects of weather encounters in the area and military operations from Ascension and Falklands Islands are catered for in the safety assessment and furthermore, the meeting was informed that the criteria for crossing track operations are being developed by ICAO and should be used for ensuring that the accepted level of risk is maintained.
The Meeting noted that the safety assessment will be reviewed to ensure that all operational parameters have been taken into account and to include relevant references to source materials. Contribution from the ICAO Secretariat would be sought . The final document will be finalized by the end of June and forwarded to ICAO to be used as part of the SUPPs amendment proposals on RVSM and RNP.
2.11 The meeting also was presented with a model letter of agreement by IATE for the monitoring of aircraft navigation errors along the EUR/SAM corridor. The meeting agreed that Brazil, spain and IATA will review the letter of agreement indicated at Appendix C to the Report for consideration by SAT/8 Meeting.
Agenda Item 3: Development of the operational approval procedures for RNP in the EUR/SAM corridor
Under this agenda item, the meeting considered the need for the development of operational approval procedures for RNP 10 operations along the EUR/SAM corridor in order to assist States with the aircraft approval process. Is was however pointed out that it was outside the mandate of the SAT Meeting for the development of guidance materials for RNP operations. States should instead develop their own approval procedures based on guidance provided by ICAO. States were also advised to use the guidance material prepared by the Federal Aviation Administration ( FAA ) (FAA Order No.8400.A ), the Joint Aviation Authority (JAA) and any other similar guidance material on the subject.
The meeting noted the operational approval procedures being developed by Brazil for RNP and RVSM operations. The meeting was informed that appropriate ICAO Manuals including the FAA and JAA guidance materials were used as a basis for the development of the procedures.
Conclusion 3/1 : Development of operational approval procedures for RNP 10 operations along the EUR/SAM corridor
That States use the guidance materials provided by ICAO, FAA and any other similar guidance material on the subject, to be used as a basis for the development of their national operational approval procedures for RNP operations.
.
Agenda Item 4: Implementation of CNS/ATM along the EUR/SAM traffic flow
The meeting reviewed the progress and achievements in the SAT area concerning ATM improvements. Consideration was also given to the implementation of CNS/ATM systems within the homogeneous areas of the AFI/SAM (AR-1) and Trans-Atlantic routine area AR-2, based on the AFI CNS/ATM Implementation Plan.(Doc 003) and HA1 based on the CAR/SAM CNS/ATM Implementation Document.
The meeting was informed that pursuant to SAT/7 conclusion 5/1 the Secretariat had updated the material contained in the AFI CNS/ATM systems development evolution plan, which was developed by the SAT/7 meeting. The meeting noted that the Implementation Work Sheets (IWS) of the AFI CNS/ATM Implementation Plan have already been reviewed by the CNS/ATM Sub-Group and will be presented for consideration by the APIRG/12 Meeting to be held in Tunis, Tunisia from 21 – 25 June 1999.
The meeting was also informed of the ADS/CPDLC system being installed in the operations room of the Canarias ACC which will eventually be operational by the end of 1999. The information provided to the meeting describes the main aspects of the system which is based on FANS 1/A technology. The ADS components of the system is to be used as a surveillance technique in which aircraft automatically provide, via data link, data derived from the onboard navigation and position fixing system. The aircraft position information received through ADS reports would be combined with SSR radar data, when available, for the purpose of the tracking function and situation display. Regarding the CPDLC element, the pilot and controller will find it a quick means to communicate via data link for the transmission of ATS related messages thereby reducing significantly their respective workloads.
Representative from Aeronautical Radio Incorporated (ARINC) made a presentation to the meeting concenrning their central ADS service architecture for the North Atlantic and new developments on international FANS communication services. In addition, ARINC made a proposal for a South Atlantic ADS service. The key features, functions and capabilities of the proposed ADS system for the SAT area was also described.
The Corporacion Centroamericana para Servicios de Navegacion Aerea (COCESNA) informed the meeting about their satellite network characteristics.
The meeting, was further informed by the Empresa Brasileira of Telecommunication (EMBRATEL) of their project in support of the Brazilian Administration concerning the implementation of new technologies and systems derived from CMS/ATM.
---------------------------------
Agenda Item 5: Development of the co-ordinated Contingency Plan for the SAT area, including the Y2K problem.
5.1
INTRODUCTION
5.1.1 Considering the importance of this issue, the meeting agreed to discuss the development of the Contingency Plan for the EUR/SAM corridor by an Ad Hoc committee, which was formed by Brazil, Cape Verde, Spain, Senegal and IATA. Brazil was appointed as Rapport of the Committee.
5.1.2 During two days the Committee met and discussed in depth all the aspects related to the Y2K problem, and prepared a draft of the Contingency Plan for the EUR/SAM corridor, harmonised the Contingency Plans of SAM-AFI and EUR Regions, taking into account that after the millennium bug problem it could be used as a permanent contingency plan for the SAT area. The meeting also agreed that the Operational Letter of Agreement, which is part of the Contingency Plan for the AFI region, should be reviewed and harmonized as well as an Aeronautical Information Circular (AIC) presented by Spain.
5.1.3 During the discussions the Information and Working Papers, which were presented by the different States involved and the Secretariat were taken into consideration. The meeting recognised that the time available was very short in order to review all the materials produced and to complete the elaboration of the Contingency Plans, prior to its dissemination.
5.1.4 It was considered that, notwithstanding the efforts carried out by the States to make their equipment and systems Y2K compliant, there is still a risk that the adopted measures are not sufficient and that a partial or total disruption of ATS and related services may occur before, during or after the change of the millennium.
5.1.5 The meeting also recognised that the main objective of the ATS contingency plans is to have other facilities and services in operation during a temporary disruption of systems and services foreseen in the regional air navigation plan and that, in addition, it is the States’ responsibility to take the necessary measures to guarantee the safety of international civil aviation operations.
5.1.6 It was considered that the Y2K problem is one more factor, together with other causes such as communications and surveillance problems resulting from a number of factors, which might generate a partial or total disruption of air traffic services and their related systems; reason why it is necessary to be prepared to face and overcome any contingency situation likely to arise.
5.1.7 At the same time, it was recognised that the difference, in this case, is that the problems which might result from the millennium bug could be of a massive nature; that is, more than one difficulty could occur at the same time; therefore, the solutions to overcome this difficulty could be even more complicated than normal.
5.2 National ATS Contingency Plans
5.2.1 Upon reviewing the question of national ATS contingency plans, the meeting took note that the Third Meeting of the Planning and Implementation Groups (ALLPIRG/3) held in Montreal, Canada, from 5 to 7 April 1999, adopted the 12 August 1999 as the deadline for the publication by all States of their National ATS Contingency Plans.
5.2.2 Likewise, it was deemed advisable that the States should harmonise these plans, since any contingency measure adopted by one State will undoubtedly affect the adjacent FIRs, especially with regard to operational procedures to be established, co-ordination and traffic re-routing.
5.2.3 In relation to this item, a draft AIC that should be used by the States for the publication of their national contingency plans was developed, and the following conclusion has been reached:
CONCLUSION 5/1 - DISSEMINATION OF NATIONAL ATS CONTINGENCY PLANS
That the National ATS Contingency Plans be published by States through an Aeronautical Information Circular on 12 August 1999.
5.3 Regional ATS Contingency Plan
5.3.1. Continuing with the analysis of the contingency plans, the meeting considered that, even if the administrations had taken well in advance the necessary measures to overcome the Y2K problem, one or more regional units might be affected by the millennium bug during the critical period. Therefore, it was deemed advisable that the SAT area prepare and adopt an ATS Contingency Plan which, in addition to the national ATS contingency plans, should be harmonised with the ATS contingency plans of adjacent Regions.
5.3.2 The basic principles that will serve as a frame of reference for the drafting of the EUR-SAM Y2K Contingency Plan were approved by the meeting and are shown in Appendix 1
to the Contingency Plan.
5.3.3 In relation with the dissemination of the EUR-SAM corridor Contingency Plans the meeting formulated the following conclusion:
CONCLUSION 5/2 - DISSEMINATION OF
EUR-SAM CORRIDOR CONTINGENCY PLANS
The ICAO Secretariat co-ordinates with ICAO Headquarters to finalize the contingency plan for the EUR-SAM and forward it to States concerned for prompt dissemination through Aeronautical Information Circular as shown in
Appendix 1
to this part of the report.
5.4
Strategy for the activation of a Regional ATS Contingency Plan
5.4.1 The meeting took note of the global strategy being followed with respect to the application and activation of the Regional Contingency Plans. This strategy foresees the gradual application of the Plan a few hours in advance to the Y2K critical period (UTC time), in order to reach the change of the millennium with a manageable traffic volume in the event of a partial or total interruption of ATS Services in the EUR-SAM corridor or adjacent Regions. Taking into consideration the ATS route network and the geographical position of the involved FIRs, the meeting examined this matter and concluded that the Contingency Plan for the EUR-SAM corridor will be activated from 1400 UTC on 31 December 1999. Taking this into consideration the meeting formulated the following conclusion:
CONCLUSION 5/3 IMPLEMENTATION OF THE Y2K CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
That the Y2K Contingency Plan developed for the EUR/SAM corridor
Attached
to this report be co-ordinated with ICAO Headquarters by the Secretariat prior to application by the involved States from 1400 UTC on 31 December 1999 and any other agreed dates associated with the y2k problem.
5.5 National Co-ordination Centres
On the other hand, the meeting considered that Y2K National Co-ordination
Centres (Y2K-NCC) should be established in every State. The mission of
Y2KNCCs would be to carry out and co-ordinate activities on a national
and 24-hours basis during the contingency situation. The mission of the
Y2KNCCs is described in
Appendix 4
to the EUR-SAM corridor Contingency
Plan. Based on the foregoing, the Meeting formulated the following conclusion:
CONCLUSION 5/4 IMPLEMENTATION OF NATIONAL CO-ORDINATION CENTRES (Y2KNCC)
That Brazil, Cape Verde, Spain and Senegal establish a National Co-ordination Centre in each State with the objective contained in
Appendix 4
to the EUR-SAM corridor Contingency Plan.
5.6 Regional Co-ordination Centres
5.6.1 The meeting took note that at a global level, in each ICAO Region Y2K Co-ordination Centres (Y2K RCC) will be implemented. The mission of Y2KRCC would be to collect from the Y2K-NCCs all information regarding the status of each ACC and the main airports under its responsibility as to the Y2K problems which might affect them.
5.6.2 The mission of the Y2KRCC is described in Appendix 3 to the EUR-SAM corridor Contingency Plan.
5.7. EUR-SAM corridor ATS routes and operational procedures
5.7.1 In reviewing the routes and the operational procedures applicable to the EUR-SAM corridor during the critical period, the Meeting considered that it would be convenient to use the existing route network according to the following:
ATS UR1 Route In both directions
Use of all levels from FL 310
20 minutes separation between aircraft at the same flight level
ATS UB602 Route Southbound
Use of FL 310, 350 and 390
20 minutes separation between aircraft at the same flight level
ATS UA32 Route Northbound
Use of FL 330, 350 and 370 and above
30 minutes separation between aircraft at the same flight level
Note:
For the establishment of the separation described above, the rate of acceptance of the Canaries and Recife ATS has been considered.
5.7.2 In relation to the traffic crossing the EUR-SAM corridor, the Meeting determined that the above mentioned traffic should use as maximum FL 280 and 290 depending on the flight direction and must maintain the mentioned flight levels at least 15 minutes prior to and after cross the corridor.
5.7.3 Regarding the aircraft separation in reciprocal tracks the Meeting has established that while the lateral separation is not provided, the vertical separation should be at least 15 minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed. Provided that it has been positively determined that the aircraft have passed each other, this minimum need not apply.
5.8 Contingency measures for CNS
5.8.1 After an extensive analysis in this matter the contingency measures to be adopted for AFTN systems, communication systems of the ATS speech network, VHF ground/air communications systems for area control centres, meteorological services, the navigation and surveillance systems were defined.
5.8.2 The meeting deemed it convenient to formulate the following conclusion:
CONCLUSION 5/ 5 Y2K CONTINGENCY MEASURES FOR AIR NAVIGATION SYSTEMS IN THE EUR-SAM CORRIDOR
That States, when preparing National Y2K Contingency Plans, consider the contingency measures for the CNS system and meteorological services contained in
Appendix 6
to the EUR-SAM corridor Y2K Contingency Plan.
5.9 Supplementary Operational Procedures during Y2K critical period
It was agreed that an Annex to the existing Letters of Agreement between the involved States in the EUR/SAM corridor should be developed and signed before 1st July 1999 in order to include the procedures that have been described in the Contingency Plan for the EUR/SAM corridor.
In relation to the foregoing the meeting agreed to formulate the following conclusion:
CONCLUSION 5/6
Supplementary operational Procedures
That the States of EUR-SAM corridor agree on the application during the Y2K critical period of the Supplementary Operational Procedures contained in Appendix B
to this part of the Report.
5.10 Technical/operational personnel involved
5.10.1 Finally, the meeting examined the importance of providing knowledge and due training to the operational and technical personnel of the ATS units involved for the application of the national and regional ATS contingency plans.
5.10.2 It was recognised that in a contingency situation of this nature, the whole system will depend on the skills and proficiency of the personnel. Therefore, it is of utmost importance that the administrations establish, on the one hand, a briefing programme and on the other hand, a training programme on the Y2K problem and the respective contingency plans.
5.10.3 It was also recalled that radar surveillance systems could be affected by this problem, which would imply the provision of non-radar (procedural) control. Consequently, if such were the case, the controllers should be trained in this control methodology. Note should also be taken that the application of the contingency plan could result in the re-routing of traffic and the modification of the procedures to be applied.
5.10.4 It was considered of vital importance to keep the technical/operational and other administrative personnel updated as to the progress made in the achievement of Y2K compliance status and on the difficulties encountered, thus preparing them for managing a critical situation.
5.10.5 In view of the foregoing, the meeting formulated the following conclusion:
CONCLUSION 5/7 TRAINING OF TECHNICAL/ OPERATIONAL PERSONNEL
The civil aviation administrations of the EUR-SAM corridor are urged to develop awareness and training programmes on the Y2K problem and the respective contingency plans addressed to the technical/operational personnel of ATS units, and of other areas within the administration which could be involved in the millennium problem.
Agenda Item 6
: VSAT networks
CAMSAT;
CAFSAT Network-Project steps and implementation dateline
b.1) Network final requirements
b.2) CAFSAT Network project design and projects; and
b.3) tender process
Introduction
Under this Agenda Item, the meeting established an Ad Hoc group to coordinate the implementation of the Central Atlantic FIRs VSAT Network (CAFSAT) and its extension to other VSAT networks pursuant the SAT/7 Meeting Conclusion 2/2. Spain was appointed as Rapporteur of the Group.
The outcome of the discussion of the Ad Hoc Group are summarized as follows:
The CAFSAT network, Central Atlantic FIRs VSAT Network, is a communication network based on satellite repeaters. It has been created to minimize the deficiencies of ground-to-ground communications between ATS facilities within the EUR/SAM corridor.
This SAT Technical Working Group (SAT/TWG) is composed of members from Brazil, Cape Verde, Morocco, Senegal and Spain.
The meeting noted that Portugal is also exploring the possibility of the implementation of a VSAT earth station for the same purposes, within the framework of the AEFMP Group (Algeria, Spain, France, Morocco and Portugal).
It was pointed out that at the 2
nd
informal meeting for the improvement of CNS in the EUR/SAM corridor, held in Casablanca (Morocco) in October 1998, which was jointly organized with the 1
st
informal SAT Task Force Meeting, a final agreement was reached for the implementation of five (5) earth stations. It was also agreed that the co-ordinator (Spain) would define the technical requirements for the CAFSAT network for consideration/approval by the members. This task was completed in February 1999.
The co-ordinator was then tasked to initiate the "call for tender" process which included the network design/engineering phase and the eventual acquisition/installation and commisionning of the earth station at Canarias ACC.
Work reviewed by the Ad Hoc Group
Four (4) working papers were considered by the Ad Hoc Group. An alternative design choice was presented by Senegal, two (2) working papers by Spain and one (1) information paper by COCESNA(Corporacion Centroamericana de Servicios de Navegacion Aerea).
The Group considered the alternative design choice presented by Senegal for the implementation of the CAFSAT network. Senegal was however informed that the requirements for the design phase had already been closed in February 1999. The inputs from the members have accordingly been incorporated in the Project Document.
Conclusioin 6/1: Approval of the CAFSAT Network Specifications
That:
The CAFSAT group as a whole, has approved the design specifications of the CAFSAT Project Document for the implementation of the VSAT network;
Spain has already initiated the "Call for Tender process; and
The CAFSAT Members have agreed to endorse the earth station design specifications.
COCESNA presented a paper regarding its VSAT Network (CAMSAT). The CAMSAT network will be implemented using the same technology than the CAFSAT. Furthermore they use the same satellite repeater INTELSAT IS-801, geostationary at 328,5 East. It was stated that it could thus allow for the interconnection with other regional networks which will facilitate the establishment of interregional circuits as per the provision/recommendations of the ICAO Air Navigation Plans (ANPs).
INTELSAT has advised that the capacity on IS-801, at 328,5 East, is limited due to a great demand. After consulting with the members, reservation of the space segment for the whole CAFSAT network has accordingly been made by the co-ordinator.
The meeting was apprised of the confirmation of the space segment reservation and the carrier frequencies have been assigned to each node. For economical/practical purposes, this reservation has being made by Spain on a domestic basis, and INTELSAT will eventually transfer the corresponding carriers to each Signatory for the billing process whenever the nodes become operational.
The group was also informed that because of the nature of the network, INTELSAT has expanded the reservation period to
one year
instead of the
6 months
which is the normal alloted reservation period.
The Spanish "Call for Tender" Document was thoroughly studied by the members and was accepted. The document reflects the requirements as they were originally approved by the CAFSAT members.
The co-ordinator informed the group that due to the administrative requirements, the "Call for Tender" process will close on June 10
th
1999. The CAFSAT members requested Spain to consider inviting the members to the technical review of Tender Documents that will take place in Madrid arround June 17
th
1999.
The co-ordinator pointed out that as per the schedule, the node of Canarias is expected to be operational by January 2000. CAFSAT members intend to conduct tests through the VSAT network during the SAT/8 Meeting, planned to be held in Las Palmas from 8 – 12 November 1999.
Conclusion 6/2: Implementation of the CAFSAT Network
That the CAFSAT members are ready for the implementation of the network. Some States indicated that their nodes could be operational by January 2000.
6.4 In concordance with the development and implementation of new VSAT networks, the Group recognized the need to consider the interconnection aspects with other satellite-based networks already in place or being developed.
Agenda Item 7: Any other business
7.1 Letter of agreement between Brazil and Senegal
Pursuant to SAT/7 meeting Conclusion 6/2, a revised operational letter of agreement between Recife ACC and Dakar ACC was signed in order to reflect the reduction of longitudinal separation along ATS route UA302 (see Appendix to the Report under this Agenda Item). This letter of agreement will be in force with effect from 12 August 1999.
SAT/8 meeting
The meeting agreed that the SAT/8 meeting will be held in Las Palmas, Spain from 8 – 12 November 1999.
DRAFT
AERONAUTICAL INFORMATION CIRCULAR
Address:
Telephone:
Other information:
(NAME OF STATE)
AIC No
DATE OF
PUBLICATION
IMPLEMENTATION OF A NEW ATS ROUTE NETWORK AND RNP10 IN THE CORRIDOR BETWEEN EUROPE AND SOUTH AMERICA (CORRIDOR EUR/SAM)
1. INTRODUCTION
1.1 The International Civil Aviation Organization (ICAO) has specified that Required Navigation Performance (RNP) is an essential element of Communications, Navigation and Surveillance / Air Traffic Management (CNS/ATM) and is encouraging early implementation in the enroute environment.
1.2 In accordance with the AFI Planning and Implementation Regional Group (APIRG) Regional CNS/ATM implementation plan and CAR/SAM Planning and Implementation Regional Group (GREPECAS) CNS/ATM implementation plan, Brazil, Cape Verde, Senegal and Spain plan to implement a new ATS Network based on RNP10 in the Corridor EUR/SAM on XXXXXX.
2. AREA OF APPLICATION
2.1 RNP10 will be applied at and above FL 310, in the Area bounded by the straight segments joining the following points S085845/W0332825; S043830/W0305816; N290533/W111140; N303036/W0133424; N305400/W0142454; N311800/W0151806; N314200/W0172630; N323724/W190440; S025830/W0400052; S034618/W383254; S051148/W0372148; S055430/W0351448; S080812/W0345538. The Corridor EUR/SAM RNP 10 airspace is depicted at Appendix 1.
3. RNP APPROVAL
3.1 RNP approval is provided by the State of Registry or State of the Operator, as appropriate. The approval process, is based on the United States Federal Aviation Administration Order 8400.12. Brazilian operators shall contact Civil Aviation Department (DAC) to obtain operational approval for RNP 10 capability. Other operators should consult their relevant State authority
4. ATS ROUTES
4.1 The route network in the corridor EUR/SAM will be modified as follows (See appendix 2):
all routes will be changed to RNAV Routes;
a fourth route (UN873) will be implemented between NTL VOR – SAL VOR – GDV VOR, at FL 310 and above;
The actual route UA 32 will be realigned and renamed as UN 857, at FL 310 and above;
The actual route UB 602 will be slightly realigned and renamed as UN 866;
The actual route UR 1 will be renamed as UN 741;
It will be implemented a RNAV route (M/UM480) between NOR VOR – SAL VOR, from FL 200 to FL 290;
The requirements to fly in this routes depend on the legislation of each State that is overflow. See State's AIP to be aware about the regulations that is in force in each FIR.
5. FLIGHT PLANNING
As described in ICAO Doc 4444, RNP compliance is indicated by inclusion of an "R" in field 10 of the ATC flight plan when any portion of the flight planned route passes through an active RNP airspace.
NON RNP AIRCRAFT
6.1 In general, non RNP 10 aircraft is not allowed to enter in the
Corridor EUR/SAM RNP 10 airspace. This aircraft shall flight plan at or bellow FL 290. For intended flights in the RNAV route UN741 the aircraft can flight plan above FL 290, in a provisional basis, until further notice. In case of necessity of flying above FL 290 in the other corridor EUR/SAM routes, previous coordination with ATC authorities will be required.
7. MONITORING OF AIRCRAFT NAVIGATION ERRORS
7.1 Brazil, Cape Verde, Senegal and Spain have implemented permanent formal monitoring, reporting and investigation arrangements to provide information to States and ICAO on the extent of identifiable navigation errors. The detection and reporting of such errors rely on radar monitoring by Canarias ACC and Recife ACC.
7.2 Moreover, operators must assess the track-keeping ability of aircraft operating on the route structure whilst they have been using on-board navigation systems. Data is collected and forwarded to a central reporting agency. Large navigational errors will be investigated and operators will be required to respond to requests from the reporting agency.
8. OPERATORS RESPONSIBILITIES
The operator shall establish:
programs to mitigate the occurrence of large navigational errors due to equipment malfunction or operational error;
in-flight operating drills that include mandatory cross checking procedures to identify navigation errors in sufficient time to prevent aircraft from inadvertent deviation from ATC cleared routes; and
programs that provide for the continued airworthiness of aircraft navigation systems necessary to navigate to the degree of accuracy required.
Operator/pilot responsibilities for flight planning are as follows:
Aircraft and operators should be approved by the State of Registry or State of the Operator to operate in airspace where RNP is specified.
Operators/pilots must study the intended route of flight to determine if there are any additional requirements. En route charts, NOTAM, and any other appropriate flight planning material must be reviewed.
The pilot in command must determine that the aircraft has been approved by the appropriate State authority and will meet the RNP requirements for the filed route of flight and any planned alternate routes
9. PROCEDURES FOR ENTRY INTO AND OPERATIONS IN RNP10 DESIGNATED AIRSPACE
9.1 Operational Navigation Equipment. At least two independent LRNS capable of navigating to RNP10 should be serviceable at the RNP10 airspace entry point. If this is not the case, the pilot should consider an alternative routing which does not require that equipment, or diverting for repairs (see sub-paragraph 9.2d). Pilots must also consider the time since last update in evaluating the aircraft’s capability to meet RNP10 on the route.
9.2 The following define the requirements for operating within RNP10 airspace with reduced navigation performance:
a. Operating With One LRNS. The pilot must notify ATC whenever the aircraft is operating with a single LRNS and continue as cleared by ATC.
b. Aircraft Not Navigating to the Specified RNP. The pilot must notify ATC that the aircraft can no longer navigate to RNP10 and coordinate a revised clearance with ATC.
c. Loss of All Aircraft LRNS. The pilot should follow the contingency procedures (see subparagraph 11)
10. NAVIGATION ERRORS
10.1 Common Causes of Large Navigational Errors. Operators and pilots should be aware that the following categories of flight crew errors have been shown to cause approximately 50% of the large navigational errors observed in North Atlantic Minimum Navigation Performance Specifications Airspace (MNPSA) operations:
a. Waypoint insertion error: failure to insert waypoint coordinates correctly;
b. Failure to insert waypoint coordinates for the cleared route of flight into the navigation system;
c. Failure to control aircraft so as to maintain track: e.g. failure to re-couple auto pilot after a turn at a waypoint or a course deviation; and
d. Misalignment of INS or IRS due to initialization errors.
11. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES
11.1 General Procedures
11.1.1 The following general procedures apply to both subsonic and supersonic aircraft and are intended for guidance only. Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to weather , aircraft performance, pressurization failure and problems associated with high-level supersonic flight. They are applicable primarily when rapid descent, turnback or both are required. The pilot’s judgement shall determine the sequence of action taken, taking into account specific circumstances.
11.1.2 If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using the radiotelephony distress or urgency signal as appropriate.
11.1.3 If prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time and, in the mean time, the aircraft shall broadcast its position (including the ATS route designator or the track code, as appropriate) and intentions, on the frequency in use, as well as on frequency 121.5 MHz, at suitable intervals until air traffic control clearance is received.
11.1.4 If unable to comply with the provisions of 4.1.2, the aircraft should take actions according to the provisions detailed in 4.2.3 and 4.2.4 bellow.
11.2 Weather deviation procedures for oceanic-controlled airspace
11.2.1 General
11.2.1.1 The following procedures are intended to provide guidance. All possible circumstances cannot be covered. The pilot’s judgement shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance.
11.2.1.2 If the Aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft shall broadcast its position (including the ATS route designator or the track code, as appropriate) and intentions, on the frequency in use, as well as on frequency 121.5 MHz , at suitable intervals until ATC clearance is received.
11.2.1.3 The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the centre line of its cleared route.
11.2.2 Obtaining priority from ATC when weather deviation is required
11.2.2.1 When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response.
11.2.2.2 The pilot still retains the option of initiating the communications using the urgency call " PAN PAN" three times to alert all listening parties to a special handling condition which will receive ATC priority for issuance of a clearance or assistance.
Actions to be taken when controller-pilot communications are established
Pilot notifies ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected.
ATC takes one of the following actions:
if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or
if there is conflicting traffic in the horizontal dimension, ATC separates aircraft by establishing vertical ( 2000 FT above FL 290, 1000 FT below FL 290); or
if there is conflicting traffic in the horizontal dimension and ATC is unable to establish vertical separation, ATC shall:
advise the pilot that standard separation cannot be applied; and
provide essential traffic information for all affected aircraft; and
if possible, suggest a course of action. ATC may suggest that the pilot:
if operating above FL 290, climb 1000 FT above that assigned level or descend 1000 FT below that assigned level; or
if operating at or below FL 290, climb 500 FT above that assigned or descend 500 FT below that assigned level.
PHRASEOLOGY:
"Standard separation not available; deviate at pilot’s discretion; suggest climb to flight level three six zero; parallel traffic (...distance...) north at flight level three five zero; report deviation complete.
Pilot will take the following actions:
comply with air traffic control clearance issued; or
follow a level suggest by ATC when approximately 10 NM from track, along with the procedures detailed in 4.2.4.1 b), c) and d); or
execute the procedures detailed in 4.4.2.4.1 below. The pilot shall immediately inform ATC of intentions and ATC will issue essential traffic information to all affected aircraft.
11.2.4 Actions to be taken if controller-pilot communications not established or revised air traffic control clearance no available.
11.2.4.1 If contact cannot be established or revised air traffic control clearance or advisory is not available and deviation from track is required to avoid weather, the pilot shall take the following actions:
if possible, deviate away from an organized track or route system;
broadcast aircraft position and intentions on the frequency in use, as well as on frequency 121.5 MHz, at suitable intervals stating: flight identification (operator call sign), flight level, track code or ATS route designator, and extent of deviation expected;
Watch for conflicting traffic both visually and by reference to ACAS (if equipped);
Turn on aircraft exterior lights;
For deviations of less than 10 NM or operations within the composite route systems, aircraft should remain at a level assigned by ATC;
When the aircraft is approximately 10 NM from track, initiate a level change based on the following criteria:
Route centre line track
Deviations > 10 NM
Level change
EAST
000º - 179º magnetic
LEFT
RIGHT
DESCEND 500 FT
CLIMB 500 FT
WEST
180º - 359º magnetic
LEFT
RIGHT
CLIMB 500 FT
DESCEND 500 FT
when returning to track, be at its assigned level when the aircraft is within approximately 10 NM of centre line; and
if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.
B-1
Appendix B to the Report on Agenda Item 1
AIS-ESPAÑA
Dirección AFTN: LEANZXTA
Teléfono: 34-1-3213363
Telefax: 34-1-3213157
ESPAÑA
AEROPUERTOS ESPAÑOLES Y NAVEGACIÓN AÉREA
DIVISIÓN DE INFORMACIÓN AERONÁUTICA
c/ Juan Ignacio Luca de Tena, 14 - 28027 MADRID
AIC
Depósito Legal M.- 23591 - 1994
xx
xx-OCT-99
Index of AIC
IMPLEMENTATION OF BASIC RNAV (B-RNAV) IN THE
EUR/SAM CORRIDOR
1. INTRODUCTION
1.1.- Between 1996 and 1999
, the SAT group agreed a strategy for the improvement of the air traffic flow in the South Atlantic (ICAO - AFI AR1 homogeneus Area).
1.2.-
The SAT strategy is in accordance with the ICAO Future European ATM System (FEATS) which identified RNAV as the future navigation system.
1.3.-
The introduction of RNAV will enable States to design and plan routes not necesary predicated upon point source navaids. This will enable greater flexibility in airspace design and potential user advantages ie. fuel savings, direct tracks, etc. It should be noted that currently, the primary source of the position data for B-RNAV is VOR/ DME. Other alternative, including the use of GPS, have been accepted by Join Aviation Authorities (JAA) and are set out toghther eith the related conditions for their use in the JAA Temporary Guidance Leaflet Nº 2 rev 1.
2. PURPOSE
2.1.-
The purpose of this circular is to provide notification of the introduction of an AIP amendment concerning the mandatory requirement for the carriage of Basic RNAV (B-RNAV) equipment in the EUR/SAM corridor Airspace with effect from xx January, 2000.
2.2.-
this circular also provides information to operators on requirements for gaining approval to operate in designated B-RNAV airspace of the member State.
3. AIP AMENDMENT
3.1.-
The following amendment is to be made to the section GEN 1.5 Aircraft Instrument, Equipment and Flight Documents:
- Aircraft, other that State aircraft, operating on the ATS routes* within the FIR / UIR ............ shall be equipped with, as a minimum, RNAV equipmant meeting RNP 10 in accordance with the requirements set out in ICAO Doc 7030 Regional Supplementary Procedures (EUR RAC section 14).
* An ATS route is defined in ICAO Annex 11 as:
- A specified route designated for channelling the flow of traffic as necesary for the provision of air traffic services.
Note: The term "ATS Route is used to mean variously airwyy, advisory route, controlled or uncontrolled route, arrival or departure route etc.
- Acceptable means of compliance are set out in the JAA Technical Guidance Leaflet Nº 2 rev. 1. However, aircaraft operating on the routes between the Iberian Peninsula and the Recife FIR/UIR must, as a minimum, be equipped with a single GPS system or single INS **.
B-2
Appendix B to the Report on Agenda Item 1
3.2.-
The requirements to carry VOR and DME equipment remains unchanged as a result of this AIP amendment.
3.3.-
The amendment becomes effective from xx January, 2000.
4. B-RNAV IMPLEMENTATION
4.1.- With effect from xx January, 2000, the carriage of B-RNAV equipment approved for RNP 10 operations will become mandatory on the entire ATS Route Network in the EUR/SAM corridor area.
4.2.-
Having the capability to operate on RNP 10 routes defined by VOR / DME does not imply that the aircraft is suitably equipped to operate on B-RNAV routes in the EUR/SAM corridor area.
4.3.-
The ATS routes between Canarias UIR and Recife UIR where the B-RNAV will be implemented are as follows:
UN741 (UR1) from FL 300 up to FL400 (EDUMO - Fortaleza)
UN866 (UB602) from FL 300 up to FL400 (TENPA - Mossoro)
UN873 from FL 300 up to FL400 (IPERA - Sal) and from FL 310 up`to FL 400 (Sal - Natal)
UN857 from FL 310 up`to FL 400 (GUNET - F. de Noronha)
5. CERTIFICATION AND APPROVAL REQUIREMENTS
5.1.-
In order to receiver B-RNAV approval, on board navigation equipment will be required to provide en-route lateral navigation accuracy and along track position fixing accuracy of +/ -10 NM or better for 95% of the flight time (RNP 10).
5.2.-
Approval for operation on routes expecified on 4.3
RNAV based only on VOR and DME cannot be regarded as providing a suitable means of meeting the B-RNAV requirements.
Selection of traditional navigation equipmant (e.g. VOR, DME and ADF) to available aids to allow immediate cross-checking or reversion in the event of loss of GPS navigation capability as required by TGL Nº 2 is not possible.
For these reasons, the following provisions supplement those set out in TGL Nº-2:
5.2.1.-
Approval to operate on these routes will require, as a minimum, a single INS or a single GPS based RNAV system operated in accordance with TGL Nº 2. The operational criteria for the use of GPS stand-alone equipment as set out in section 5 of TGL Nº 2 shall be applied to all GPS based RNAV equipment unless an INS input is also available.
Note 1: In accordance with TGL Nº 2, INS without a function for automatic radio updating of aircraft position, may be used only for a maximum of 2 hours from the last alignment / position update performed on the ground.
Note 2: The maximum excepted period out of radio coverage on these routes is expected to permit automatic radio updated INS to meet the requirements for B-RNAV operation.
5.2.2.-
In the event of failure of the RNAV system, position cross checks are to be made using available ground based navigation data (VOR / DME or NDB). Due account is to be taken of the potential for large arrers in position estimation resulting from the use of VOR and NDB at long range. Where such cross checks are not available, dead reckoning will need to be employed using the most accurate available wind data. ATC are to be informed of the RNAV system failure when navigation perfonmance meeting the requirements of RNP 10 cannot be assured.
5.2.3.-
The methods for reducing navigation errors by the application of dead reckoning techniques are to be incluyed in trainig programs for operation where dual redundant RNAV system sre not available.
5.3.-
The JAA and / or the national aircraft register authorities will provide the necessary requeriments to abtain the approval to operate B-RNAV in the EUR/SAM corridor region. Exceptionally, when a State has not defined the necessary requeriments to abtain the B-RNAV certification the national authorities could demand from the companies to obtain the corresponding certification from other menber State.
5.4.-
additional information in respect of certification and operational approval for B-RNAV operations is contained in Temporary Guidance Leaflet Nº 2 rev 1 (also known as AMJ20X-1) published by the Join Aviation Authorities.
6. . RESPONSABLITY OF OPERATORS
6.1.-
The navigation system accuracy achievable by an RNAV system is normally dependent upon both the ground navigation aid infrastructure and the airbone equipment. It is the responsibility of the operator to ensure that the required system accuracy can be achieved when planning to operate in designated B-RNAV airspace.
Note: Where GPS position is the only input to the RNAV system, it is incumbent upon operators to confirm that the necesary converage from GPS is provided for the intended time of flight (JAA TGL nº 2 rev 1 paragraph 5.2 refers).
7. ADDITIONAL INFORMATION
7.1.-
Further information on policy, planning and implementation issues for B-RNAV can be obtained from National Authority
7.2.-
Further information in respect the certification and operational approval for RNAV operations should be addressed to:
DIRECCIÓN GENERAL DE AVIACIÓN CIVIL
SUBDIRECTOR GENERAL DE CONTROL DEL TRANSPORTE AÉREO
Plaza de San Juan de la Cruz s/n
28071 Madrid
Télex: 27702 CIAIR E
Tfno: 34-1-5976960
Fax: 34-1-5976853
C-1
Appendix C to the Report on Agenda Item 1
AIS-ESPAÑA
Dirección AFTN: LEANZXTA
Teléfono: 34-1-3213363
Telefax: 34-1-3213157
ESPAÑA
AEROPUERTOS ESPAÑOLES Y NAVEGACIÓN AÉREA
DIVISIÓN DE INFORMACIÓN AERONÁUTICA
c/ Juan Ignacio Luca de Tena, 14 - 28027 MADRID
AIC
Depósito Legal M.- 23591 - 1994
xx
xx-OCT-99
Index of AIC
NEW ATS ROUTE NETWORK IN THE
EUR/SAM CORRIDOR
1. INTRODUCTION
1.1.- Between 1996 and 1999
, the SAT group agreed a strategy for the improvement of the air traffic flow in the South Atlantic (ICAO - AFI AR1 homogeneus Area).
1.2.-
The South Atlantic traffic statistics developed during the mentioned period, demostrates the necesity of the implementation of a new ATS route Network for the EUR/SAM corridor.
2. PURPOSE
2.1.-
The purpose of this circular is to provide notification of the introduction of an AIP amendment concerning the new ATS route Network in the EUR/SAM corridor Airspace with effect from xx January, 2000.
2.2.- T
his circular also provides information to operators on the future
AIP AMENDMENT
3.1.-
The following amendment is to be made
ATS ROUTES
LOWER
UPPER
Route segments
Remarks
UR609
(UR1)
Delete
Fortaleza to Porto Santo
Route designator changed
to UR741
UN741
Add
RNAV route between (Fortaleza) NANIK (0621N 03310W) (Porto Santo)
RNP 10 FL300 - FL400
(South of Canarias FIR)
UB602
Delete
(Espichel) BUREL,
El Hierro (Moçoro)
Route designator changed to UN866 with slight realignment
N866
UN866
Add
(Espichel) KONBA, GOMER, (Moçoro)
RNP 10 FL300 - FL400
(South of Canarias FIR)
UA858 (UA32)
Delete
Las Palmas Gran Canaria - Sal - (Fernando de Noronha)
Segment Gran Canaria - Sal designator N/UN873
Segment Sal - F. de Norhona extended to Recife with designator M/UM480 (FL290 or below)
A873
UA873
Delete
Gran Canaria - SONKA
Route proceeds to Sal with RNAV designator N/UN873, then designator UN873 to Natal
N873
UN873
Delete
Gran Canaria - SONKA
N873
UN873
Add
Gran Canaria - Sal
RNP 10 FL300 - FL400
(South of Canarias FIR)
Sal - (Natal)
RNP 10 FL310 - FL400
(note: route available FL310 and above)
M840
UM840
Add
Sal - F. de Noronha - Recife
Route available from FL290 and below)
UN857
Add
Lanzarote - (F. de Noronha)
RNP 10 FL310 - FL400
(note: route available FL310 and above)
C-2
Appendix C to the Report on Agenda Item 1
3.3.- New Route Network
3.
4.-
The amendment becomes effective from xx January, 2000.
D-1
Appendix D to the Report on Agenda Item 1
AIS-ESPAÑA
Dirección AFTN: LEANZXTA
Teléfono: 34-1-3213363
Telefax: 34-1-3213157
ESPAÑA
AEROPUERTOS ESPAÑOLES Y NAVEGACIÓN AÉREA
DIVISIÓN DE INFORMACIÓN AERONÁUTICA
c/ Juan Ignacio Luca de Tena, 14 - 28027 MADRID
AIC
Depósito Legal M.- 23591 - 1994
10
20-JUL-96
Index of AIC
IMPLEMENTATION OF REDUCED VERTICAL SEPARATION MINIMUM (RVSM) ABOVE FLIGHT LEVEL 290 IN THE AIRSPACE OF THE EUR/SAM CORRIDOR (SOUTH ATLANTIC)
1. PURPOSE
1.1
The purpose of this Circular is to present initial information in respect of the plan, to implement Reduced Vertical Separation Minimum (RVSM) between FL 290 and FL 410 in the airspace of EUR/SAM corridor (South Atlantic) with effect from 2000.
1.2
The circular includes:
information in respect of the proposed implementation area;
guidance to operators on requirements for gaining approval to operate in the RVSM airspace;
guiance in respect of the need to, and the arrangements for monitoring altimetry system performance;
initial implementation timescales and requirements; and
contact points for further information regarding RVSM planning and the aircraft approval process.
1.3
It is expected that additional circulars will need to be issued as the plan is elaborated in line with system developments.
2. BACKGROUND
2.1
In 1982 the International Civil Aviation Organisation (ICAO) initiated a series of worldwide studies to assess the feasibility of a reduction of Vertical Separation Minimum (VSM) above FL 290 from 2000FT to 1000FT. the studies were coordinated by the Rewiew of the General Concept of Separation Panel (RGCSP) which included representation from the International Air Transport Association (IATA),
International Federation of Airline Pilots (IFALPA) and the International Federation of Air Traffic Controllers Associations (IFATCA).
2.2
The principle benefits which the implementation of the Reduced VSM were expected to provide were:
increased airspace capacity as a result of six additional Flight Levels becoming available between FL 290 and FL 410.
the opportunity for aircraft to operate at, or closer to, their optimum cruising levels, with resulting fuel economy.
2.3
Studies and data collections were conducted in --------------------------------. These studies were essentially intended to determine the following:
the height keeping accuracy of the current aircraft population at / above FL 290.;
the causes of height desviations greater than 300FT and to define corrective measures; and
the basis of a future Minimum Aircraft System perfirmance Specification (MASPS) for Altimetry to support the use of a 1000FT vertical separation above FL 290.
2.4
As a result, the RGCSP concluded that a 1000FT VSM between FLs 290 and 410 was technically feasible without imposing unreasonable demanding technical or operational requirements. The ICAO Air Navigation Commission endorsed these findings in 1990.
2.5
Following a rewiew of the benefits to be derived from a regional implementation, the States members of the SAT group have agreed that, RVSM should be applied, subject to a final rewiew in 1999, with effect from 2000.
3. RVSM IMPLEMENTATION REQUIREMENTS
3.1
Detailed requirements in respect of RVSM operation in the airspace of the SAT states are under development. These will primarily be based upon ICAO DOC 9574-AN/934 "Manual on Implementation of a 300M (1000FT) Vertical Separation Minimum Between FL 290 and FL 410 inclusive" (first edition 1992).
3.2
Where applicable, the requirements for the implementation of RVSM will be based upon the work undertaken by the North Atlantic System Planning Group (NAT SPG) which resulted in the production of NAT Doc 0002 - Guidance Material on the Implementation of a 300M (1000FT) Vertical Separation Minimum in the Minimum Navigation Performance Specifications airspace (MNPSA) of the North Atlantic Region (First Edition, July 1994).
3.3
Guidance material is in the course of preparation to inform national aviation authorities on the measures necessary to ensure that the criteria and requirements are met within their various areas of resposibility (e.g. provision of ATC services, annd operational approvals);
3.4
The appropriate regulatory authorities will also develop guidance for operators to assist them in complying with requirements for operations in the RVSM area including the development of operating manuals and flight crew procedures.
Note
: In respect of the requirements for aircraft and operator approval, it is expected that the MASPS for Altimetry system developed for initial application in the NAT Region will apply in the SAT RVSM area, and that the documents preparated jointly by the Joint Aviation Authorities (JAA) and the Federal Aviation Administration (FAA) will become the basis of such approval.
4. RVSM APPLICATION
4.1
In order to obtain the maximum benfit from the implementation of the full range of RVSM the vertical dimensions of the RVSM airspace will extend from FL 290 to FL 410, inclusive.
4.2
Reduced vertical separation (including transition areas) will be applicable in the airspace where States members of SAT provide air traffic services.
4.3
In order to ensure that the attainment of the required level of safety, approval to operate between FL 290 and FL 410 in the RVSM airspace will encompass demonstration of a special qualification for height keeping performance in accordance with the JAA AMJ or the FAA AC (references to be added as soon as documents are published).
4.4
Except by prior permission, aircraft without such approval will need to operate outside the RVSM airspace.
4.5
Procedures to accommodate the operation of State aircraft unable to comply with the requirements of the MASPS for altimetry system are being developed and will be promulgated prior to RVSM implementation.
5. HEIGHT MONITORING
5.1
The introduction and continued operation of the 1000FT RVSM will be conditional upon the overriding consideration that the risk of collision as a consequence of a loss of vertical separation, from any cause, meets internationally agreed safety criteria.
5.2
To assure that this is being achieved, system operations will be monitored, on a continual basis. Suitable provision will be made for monitoring to be started prior to full RVSM implementation. It wil continue for an, as yet, unspecified amount of time.
5.3
this monitoring will be undertaken in order to:
confirm the effectiveness of the Altimetry MASP and of altimetry system modifications;
provide confidence that the agreed safety criteria are being met once separation is reduced to 1000FT; and,
to provide further evidence of the stability of altimetry system performance.
6. RVSM IMPLEMENTATION SCHEDULE
6.1 The implementation of the RVSM in the EUR/SAM corridor will be initially limited to ATS route UN 741 (UR1) and would be extended to the other routes in the corridor (UN 866, UN 873 and UN 857) when more operational experience is gained.
6.2
Requirements for RVSM implementation are set out in ICAO DOC 9574. The Manual calls for two preparatory phases to be provided prior to full implementation. These are:
6.2.1
Verification Phase
In this phase, planned to start in April 1999, the monitoring of MASPS approved aircraft will take place within the existing 2000FT VSM airspace. The lengh of the verification phase will be determined by the time required to establish the effectiveness of the MASPS. In order to begin this verification phase, it will be necessary for a large proportion of the aircraft population to be MASPS approved.
6.2.2
Operational Trial
Upon satisfactory completion of the verification phase a trial period of RVSM operatios (1000FT VSM) will commence. Form the start of this trial planned to start in xxxx 2000, operators will begin to obtain the benefits to be derived from RVSM.
Note:
With the commencement of the operational trial, only MASPS - approved aircraft will be allowed to operate between FL 290 and FL 410, except as provided for in paragraphs 4.4 and 4.5 above.
7. MASPS APPROVAL AND HEIGHT MONITORING REQUIREMENTS
7.1
With effect from the start of the operational trial, operators of aircraft intending to fly in RVSM airspace will be required to demonstrate to the regulatory authority of their state of registry that all aspects encompassed by the approval process have been met. This includes obtaining MASPS approval annd cooperation by the operator in the monitoring process.
7.2
MASPS approved aircraft, will need to participate in the verification and monitoring processes which will be coordinated by a European Central Monitoring Agency (CMA) which will be established in accordance with ICAO Doc. 9547. The requirements of this verification process will be published at a later date.
7.3
Prior to the start of the operational trial and during the verification phase, each aircraft type or type grouping of any operator wishing to enter the RVSM airspace will need to undergo verification of height keeping performance.
7.4
Once sufficient conficende has been gained that the RVSM airworthiness, maintenance and operations programmes are operating effectively, the long term requirements for the monitoring of height-keeping performance will be reviewed.
8. ADDITIONAL INFORMATION
8.1
Further information on policy, planning and implementation issues for RVSM can be obtained from:
National Authority of ECAC States, or
Director General EUROCONTROL.
8.2
Further information in respect to the certification and operational approval for RVSM operations should be addressed to:
DIRECCIÓN GENERAL DE AVIACIÓN CIVIL
Plaza de San Juan de la Cruz, s/n
28071 Madrid
AFTN address: LEAC
Telex: 27702 CLAIR E
Phone number: 34- 1- 597 70 00
Fax: 34- 1- 597 66 61
DRAFT
AERONAUTICAL INFORMATION CIRCULAR
Address:
Telephone:
Other information:
(NAME OF STATE)
AIC No
DATE OF
PUBLICATION
IMPLEMENTATION OF RNP10 AND RVSM IN THE CORRIDOR BETWEEN EUROPE AND SOUTH AMERICA (EUR/SAM CORRIDOR)
INTRODUCTION
1.1 The EUR/SAM corridor is the airspace of the South Atlantic (SAT) area which lies between the flight information regions (FIR/UIRs) of Casablanca, Canarias, Sal Oceanic, Dakar Oceanic and Recife.
1.2 The International Civil Aviation Organization (ICAO) has specified that Required Navigation Performance (RNP) and Reduced Vertical Separation Minima (RVSM) are important elements of the Communications, Navigation and Surveillance / Air Traffic Management (CNS/ATM) and is encouraging early implementation in the enroute environment.
1.3 In accordance with the approved SAT strategy for the Air Traffic Flow in the South Atlantic (AFI AR1/SAM AH1 homogeneous areas), Brazil, Cape Verde, Senegal and Spain plan to implement a new RNAV/ATS Route Network based on RNP10 and RVSM in the EUR/SAM Corridor.
1.4 It is envisaged that implementation will follow approval of proposal of amendments to the Air Navigation Plans (DOC7474 and DOC 8733) and to Regional Supplementary Procedures (AFI and SAM Parts of DOC 7030). Considerations on a successful safety assessment will be taken in due account. The date of implementation will be announced at a later date.
2. PURPOSE
2.1 The intention of this Circular is to disseminate initial information in respect of the plan to implement RNP 10 and RVSM in the Airspace of the EUR/SAM corridor as well as for aircraft certification purposes.
2.2 It is expected that additional circulars will be issued as the plan is more elaborated in line with system developments and approval of related proposals of amendments to the above mentioned ICAO documents.
2. INTENDED AREA OF APPLICATION
2.1 RNP10 will be applied between FL 290 and FL 410 inclusive along the oceanic routes that link northern coast of Brazil to the Canarias FIR.
2.2 The implementation of RVSM will be initially limited to the ATS route UR-1 and from FL 330 to FL 370 and will be progressively extended to the ATS routes of the EUR/SAM corridor from West to East.
3. RNP AND RVSM APPROVAL
3.1 It is assumed that RNP and RVSM approval is provided by the State of Registry or State of the Operator, as appropriate.
3.2 The RNP approval process could be based on the United States Federal Aviation Administration Order 8400.12A or similar. The RVSM approval process could be based on the FAA Interim Guidance 91, JAA Leaflet-06 or similar.
(NAME OF STATE
)
operators shall contact Civil Aviation Department
(xxxx) to obtain operational approval for RNP 10 capability. Other operators
shall consult their relevant State Authority.
AIR TRAFFIC CONTINGENCY PLANNING
FOR THE EUR/SAM CORRIDOR AREA
BACKGROUND
In 1999 the entity borrower of air traffic services (ATS) (name of State) started development of an ATS Contingency Planning within the frame of its competence. In May 1999, (name of State) participated as an active member in SAT Task Force 2 meeting (SAT/TF2) for the completion of the document "Contingency Plan for the EUR/SAM corridor", distributed among member States in (date/month).
ATS CONTINGENCY PLANNING
The Contingency Planning is based on strict operating criteria which may be modified when required upon experience and technological breakthroughs. Its method, structure and applicability are universal and based on the consequences of the impredictable situations that may occur in the Air Navigation System.
It was considered that the Y2K problem is one more factor, together with other causes such as communications and surveillance problems resulting from a number of factors, which might generate a partial or total disruption of air traffic services and their related systems; reason why it is necessary to be prepared to face and overcome the contingencies which may arise.
OBJECTIVES AND PHASES
The objectives to be fulfilled by the Contingency Planning are the following:
1 - To guarantee the immediate safety of the aircraft affected by the contingency.
2 - To maintain a service level acceptable to users and compatible with contingency conditions.
3 - To regain normal service in an organised way without affecting safety and traffic flow.
The objectives of the contingency planning will be acquired, in a methodical way, in following the phases below:
. Phase 1: Immediate or short-term actions to cover objective 1.
. Phase 2: Middle/long-term actions to fulfil objective 2.
. Phase 3: Final actions, to fulfil objective 3.
CONTINGENCY PLANNING CHARACTERISTICS
The application of the Contingency Planning implies the definition of a series of characteristic elements:
Management procedures:
A number of actions to be accomplished by ATS and non-ATS personnel to allow an organised initiation, execution and cancellation of contingency measures.
Operating scenario:
Airspace in which contingency measures are applicable (EUR/SAM corridor).
Operating procedures:
It is a collection of specific ATC rules and procedures to be applied in a contingency situation upon the operating scenario previously defined.
These procedures adjust to the (name of State) " Air Traffic Rules" and to the information published in the AIP – (name of State).
Minima technical means:
Are those which should be taken into account to successfully resolve the planned objectives within each phase.
The minima technical means available will determine the application of the contingency plan.
STRATEGY FOR THE ACTIVATION OF REGIONAL CONTINGENCY PLAN
In particular for the Y2K contingency, the global strategy foresees the application of the Plan a few hours in advance to the Y2K critical period (UTC time), in order to reach the change of the millennium with a manageable traffic volume in the event of a partial or total interruption of ATS Services.
Taking into consideration the ATS route network and the geographical position of the involved FIRs, the Contingency Plan for the EUR-SAM corridor will be activated from 1400 UTC of December 31
st
1999.
CO-ORDINATION CENTRES
National Coordination Centres (Y2K-NCC) will be established in each ACC of the EUR/SAM corridor and Regional Coordination Centres (Y2K-RCC) will be established in each ICAO Region.
EUR-SAM CORRIDOR ATS ROUTES AND OPERATIONAL PROCEDURES
In the aspects concerned to the operational procedures applicable to the EUR/SAM corridor during the critical period and unless otherwise published, it will be considered the following use of the ATS routes:
ATS UR1 Route In both directions
Use of all levels from FL 310
20 minutes separation between aircraft at the same flight level
ATS UB602 Route Southbound
Use of FL 310, 350 and 390
20 minutes separation between aircraft at the same flight level
ATS UA32 Route Northbound
Use of FL 330, 350 and 370 and above
30 minutes separation between aircraft at the same flight level
Contingency measures will be also adopted for AFTN systems, communication systems of the ATS speech network, VHF ground/air communications systems for area control centres, meteorological services, and navigation and surveillance systems as is described in the "Contingency Plan for the EUR/SAM corridor" document.
COMING INTO FORCE
The "Contingency Plan for the EUR/SAM corridor", will come into force on agreed critical dates associated with the y2k problem and will be notified sufficiently in advance through the appropriate publications.
In particular for the Y2K contingency, a notam detailing which services are not available, including, if known, the date or hour of restoration of such service, will be published.
ANNEX N.º ... TO THE LETTER OF AGREEMENT BETWEEN
...( ATS UNIT) AND ... (ATS UNIT)
SUPPLEMENTARY OPERATIONAL PROCEDURES TO BE APPLIED DURING Y2K CRITICAL PERIOD
Preamble
The present Supplementary Operational Procedures (SOP) has been elaborated on the basis of the content of the ATS Contingency Plan for EUR/SAM corridor.
The objective of this SOP is to facilitate and maintain the orderly and safe movement of international civil aviation thorough the airspace under jurisdiction of both ACC´s in the event of a partial or total interruption of air traffic services at the involved ATS units, as well as its associated services.
The SOP will be applied during the critical period agreed to and will continue being applied while circumstances so prescribe
The procedures herein contained supplement or detail, where so required, those actions and procedures prescribed in each ACC´s specific Contingency Plans and Letters of Agreement.
Application of the procedures
This Supplementary Operational Procedures will be applied during the y2k critical period on 1400 UTC on 31 December 1999.
Procedures
Flight Level Restrictions
Long –haul international air transport flights shall be cleared at FL 310 or above
Sub-regional flights and international flights crossing EUR/SAM corridor should plan for their flights on the basis that FL 310 or above may not be available.
Flight level changes will not be cleared within the 10 minutes prior to the aircraft´s entrance to the adjacent FIR
The flight level restrictions during the critical period will be as follows:
ATS Route UR1
Southbound: FL 310, FL 350 and FL 390
Northbound: FL 330, FL 370 and FL 410
ATS Route UB602
Only southbound: FL 310, FL 350 and
FL 390
ATS Route UA32
Only northbound FL 330, FL 350 and above
Traffic crossing the EUR/SAM corridor should use as maximum FL 280 or
FL 290 depending on the flight direction.
Longitudinal Separation
The longitudinal separation to be applied during the contingency period will be based on time and in accordance with the following:
Separation applicable between aircraft in the same track
ATS Route UR1 20 minutes
of minimum longitudinal separation between
Aircraft at same flight level
ATS Route UB602 20 minutes
of minimum longitudinal separation between
Aircraft at same flight level
ATS Route UA32 30 minutes
of minimum longitudinal separation between
Aircraft at same flight level
Traffic acceptance rates
The Y2K contingency acceptance rates for traffic should be calculated and co-ordinated previously between the ATS services providers and the airspace users. Any further unforeseen reductions in the provision of ATS services which might have impact on the traffic flow must be communicated to the affected ACC and a new acceptable flow will be co-ordinated under said conditions.
Priority on types of flights
Priority will be given to international air operations and such other special operations involving the following types of flights:
Aircraft in an emergency situation or operating with significant reduction in operation safety;
State aircraft;
Evacuation and mercy flights
Search and Rescue flights
Co-ordination of clearances
During the contingency period, additional time may be required for co-ordination of clearances between both ACC´s.
Communications
When ground-air communications are not available, ACC’s assume that the aircraft will have to observe the radio communication failure procedures.
In addition, the AFS communication means and alternate AMS specified in Appendix 6 to the ATS Contingency Plan for EUR/SAM corridor could be used when practicable
Operations near the FIR boundaries
As possible, during the contingency period operations near the FIR boundaries will be avoided. Nevertheless, when this type of operation is essential, the same should be co-ordinated with the adjacent ATC unit.
Cancellation
The application of this SOP will be cancelled at the time specified by the
NOTAM emitted by the provider States for the deactivation of the Contingency
Plan.
Appendix A to the Report on Agenda Item 7
LETTER OF AGREEMENT
BETWEEN
DAKAR and RECIFE ACC
CITATION
The authorised representative of Senegal and Brazil agree that the procedures contained in this document shall remain in force from the effective date specified until either amended or revoked.
EFFECTIVE DATE
The provisions in this letter of Agreement shall be implemented on XXXXXX
3.
OBJECTIVE
The objective of this letter of Agreement is to specify co-ordination procedures between Dakar and Recife.
4.
SCOPE
These procedures are supplementary to the ICAO Standards and Recommended Practices in Annex 2 and 11, Procedures for Air Navigation Services in Document 4444 and Regional Supplementary Procedures in Document 7030, as amended; they detail the conditions under which the responsibility for the provision of Air Traffic Services shall be transferred between the units in charge of the airspace mentioned in paragraph 3 above.
AMENDMENTS
Any change to this Letter, or its replacement, requires the consent of the above two ATS units concerned. This applies to the substance of the change or its replacement as well as to its date of applicability. Complete cancellation or unilateral changes to this Letter shall not be made. Any change shall be made either in the context of a meeting between the two units or by exchange of correspondence, or else by exchange of AFTN messages, with acknowledgement between both signatories.
Whilst temporary deviations from these procedures may be agreed between the ACC supervisors concerned, as specified in paragraph 7 below, permanent amendments to this document shall be effective only in the form of a written amendment duly signed by authorised representatives.
PROCEDURES
6.1
Movement and control messages
6.1.1
Flight Plans of ACFT originated in FIRs concerned
Filed Flight Plan (FPL) messages shall be transmitted for all flight originating within one FIR and entering the other, not less than 30 minutes before the estimated time of the aircraft over the common FIR boundary.
Flight Plans of ACFT not originating in FIRs concerned
In case of FPL lacking the ACC transferor should endeavour to the item 6.1 data and transmit them to ACC receiver.
Departures
Departure (DEP) messages shall be transmitted for all flights mentioned in 6.1.1, above, as soon as practicable after the aircraft is airborne.
Estimates
Estimate (EST) messages shall be transmitted for all flights crossing the common FIR boundary, in sufficient time to permit its receipt by the receiving ATS unit at least 20 minutes before the estimated time of the aircraft over the transfer of control point specified in paragraph 6.4 below.
Revisions
Co-ordination (CDN) messages shall be transmitted as soon as practicable whenever the estimated time of the aircraft over the transfer of control point differs of 3 minutes or more from the estimated time originally passed or when a change of cleared level, speed (Mach Number) and/or crossing condition is planned.
Acceptance
Co-ordination messages (EST and CDN) require an operational acceptance, in the form of an acceptance (ACP) message, to be transmitted to the transferring unit.
Message Content
Co-ordination messages exchanged between the ATS units shall contain the following data in the order listed:
Aircraft identification including SELCAL, if available;
Type of aircraft;
Estimated time over the transfer of control point,
Flight level over the transfer of control point and level requested in the flight plan for subsequent portions of flight, if different;
True airspeed, Mach Number assigned and Mach Number requested if different;
Current and complete route of flight and clearance limit if applicable and if different from aerodrome of destination;
Any other information as required; for example the frequencies in use.
Message transfer and co-ordination procedures
FPL and DEP messages shall be transmitted via AFTN.
ATS co-ordination messages shall normally be transmitted using the Aeronautical Fixed Service (AFS) ATS Direct Speech circuits.
In case of non availability of the ATS Direct Speech Circuit between the ATS units concerned, the transferring ATS unit shall forward the relevant flight data to the receiving ATS unit by means of the AFTN and/or HF RTF, if available or through the flight concerned (see 6.2.5.1).
Note 1
:
In all those cases, AFTN message shall be forwarded for confirmation.
Note 2
:
Apply fifteen minutes minimum separation in AWY UR 1, UB 602, UA 32, after co-ordination between supervisors.
When effecting the necessary co-ordination by use of the AFTN and/or RTF the transferring ATS unit shall endeavour to send the appropriate co-ordination message in sufficient time to permit is receipt by the receiving ATS unit and at least 25 minutes prior to the estimated time of the aircraft over the transfer of control point.
After co-ordination of the transfer of control conditions, the corresponding ATC clearance shall not be changed by the transferring unit, unless prior agreement has been effected between the ATS units concerned.
In the event of communications failure between the ATS units concerned, a departing aircraft shall be cleared only to such a level as can be reached before it arrives within 15 minutes flying time from the transfer of control point. If such a level is lower than that specified in the flight plan, the aircraft shall be instructed to request approval for a higher level direct from the accepting unit and then obtain clearance from the transferring unit to climb to the level approved by the accepting unit.
In those exceptional cases where the procedures described above cannot be applied, e.g. in case of communications failure between the ATS units concerned, the transferring ATS unit will inform the aircraft of the absence of co-ordination between the two ATS units and will instruct the aircraft to establish contact with the accepting ATS unit in order to provide it with the necessary flight data.
Transfer of communications
Aircraft shall be instructed to establish communications with the accepting unit five minutes before the transfer of control point. Transfer of communications does not constitute transfer of control - paragraph 6.4 refers.
Whenever the accepting ATS unit is unable to establish contact with an aircraft within 3 minutes after its estimated time over the transfer of control point, it shall inform the transferring ATS unit so that appropriate measures may be taken.
With reference to paragraph 3.2.12 of Part VII of the PANS-RAC, the accepting ATS unit need not, as a matter of routine, notify the transferring ATS unit that radio communications has been established with an aircraft being transferred.
Whenever an aircraft is unable to maintain radio communication with the ATS unit responsible for the provision of air traffic services in the airspace in which it is operating, other ATS units shall, if possible assume relay functions between them.
Frequency assignment for transfer of communication
DAKAR RECIFE
HF 8861 Khz HF 8861 MHz
8855
6649
5565
11291 3452
13357 10096 - 11.291
13357 - 13.315
17.955
VHF 127.3 MHz VHF 125.15 MHz
128.7
124.55
Note 1
:
The best frequency in use at a given time shall be notified by the receiving centre to the transferring centre when effecting the co-ordination.
Note 2
:
Secondary frequency assignment for use when no contact can be made on the primary frequency will also be given.
Transfer of Control
6.4.1
Control of traffic shall be transferred to the accepting unit at the following significant points:
ATS Route Transfer of Control Point
UR1 NANIK
UB602 ONTER
UA32 RAKUD
UA302 KODOS
UA572 ASDOK
UG433 SERIM
UA560 AKRAN
If transfer of control is required at points other than those specified in 6.4.2 above, this shall be co-ordinated individually for each flight.
The accepting unit shall assume control of a transferred aircraft as soon as it has reported to that unit passing the appropriate transfer of control point. There is no requirement for additional transfer of control or acceptance messages unless requested.
Control of traffic by the accepting unit shall not be assumed prior to the aircraft passing the transfer of control point, unless specifically agreed by the transferring unit.
6.5
Flight levels
6.5.1
Aircraft on routes shall be assigned flight levels in accordance with the table of cruising levels in Appendix C to Annex 2.
6.6
Separation
Longitudinal separation
Aircraft at the same level shall be longitudinally separated by not less than:
10 minutes using MNT application along UR1, UB602, UA32, UA302 in accordance with the promulgated AIC.
20 minutes along UA572, UG433 and UA560.
Lateral separation
The lateral separation will be 100MN.
Clearance Limit
The clearance limit shall be the destination aerodrome. However, if communications between units fail or if is anticipated that necessary co-ordination may not be effected prior to the time an aircraft will reach the point of transfer of responsibility, the clearance limit shall be the transfer of control point and the aircraft instructed to request onward clearance from the accepting unit before proceeding beyond that point.
Weather Information
Units shall keep each other informed of SIGMET information and of weather conditions at destination aerodromes within their respective areas whenever such conditions may fall below aircraft operating minima and result in diversion action or holding for weather improvement becoming necessary.
Air Traffic Flow Management (ATFM)
Should it become necessary to implement ATFM to avoid excessive delays at destination aerodromes within their respective areas, centres shall negotiate and agree a mutually acceptable number of aircraft per hour. Such agreements shall not be valid beyond 2400 hours UTC on the day of implementation.
Any extension of such agreements must be negotiated prior to the above mentioned expire time. All such agreements shall be terminated as soon as circumstances permit resumption of normal operation. The decision of the Duty Supervisors shall be sufficient authority in all such cases.
DEVIATIONS
Deviation from the procedures specified in this Letter of Agreement shall not be permitted without prior co-ordination on a case-by-case basis and only in exceptional circumstance.
Any deviations from these provisions, that arise due to an emergency or applied to ensure the safety of air traffic, shall immediately be notified to the other ATS units concerned and shall be terminated as soon as the circumstances that caused the deviation cease to exist.
AUTHORISED SIGNATORIES
Recife, Brazil, May 27,1999
Mr ROBINSON VLADENIR BOTELHO LUCAS Chief of Brazilian Delegation
Mr ATAB BODIAN Chief of Air Navigation Bureau
Mr ISSA NDIAYE DAKAR ACC Supervisor
SAT/ TASK FORCE 2 MEETING
LIST OF PARTICIPANTS
BRAZIL
Robinson Vladenir Botelho Lucas Tel.: (+5581) 461-8078
Delegate (+5581) 461-8001
Commander of CINDACTA III (+5581) 461-8002
Av. Centenário Santos Dumont, s/n Tel/Fax: (+5581) 461-8073
Guararapes International Airport
Recife – PE , Brazil
Anselmo Duarte Ferreira Tel.: (+5521) 814-6202
Telecommunications Advisor Fax.: (+5521) 814-6202
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
Júlio César de S. Pereira Tel.: (+5521) 814-6274
ATM Officer Fax.: (+5521) 220-0565
Diretoria de Eletrônica e Proteção ao Vôo E-mail
julioval@uol.com.br.
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
Affonso Heleno de Oliveira Gomes Tel.: (+5521) 814-6274
Chief of Operational Executive Section Fax.: (+5521) 220-0565
of the Air Traffic Management Division
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 - Centro
Rio de Janeiro – RJ , Brazil
Alexandre Wagner Celso de Souza Tel.: (+5581) 461-8078
Adviser of Operational Division Tel/Fax: (+5581) 462-4812
CINDACTA III E-mail:
dacta3is@truenet.com.br
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – Pe, Brazil
Dalmo Paim Tel.: (+5581) 461-8180
Adviser
Telecommunications Chief
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Eduardo Alberto do Nascimento Fontes Tel.: (+5521) 814-6236
Observer E-mail:
deif@novanet.com.br
Technical Coordinator of Y2K Group
Diretoria de Eletrônica e Proteção de Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
Emerson Rodrigues Patrício Tel.: (+5521) 220-6127
Observer Fax.: (+5521) 220-0565
Chief of Air Traffic Management Division
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ , Brazil
João Carlos Berto Tel.: (+5521) 814-6851
Observer
Departamento de Aviação Civil
Sub-departamento Técnico
Rua Santa Luzia 681, 7
andar
– Centro
Rio de Janeiro – RJ , Brazil
Jorge Carlos Pimenta Bueno Tel.: (+5512) 523-1245
ROATM Fax.: (+5512) 523-1217
Chief of Controller of Air Traffic Course
Escola de Especialistas de Aeronáutica
Av. Brigadeiro Ademar Lírio, s/n – Pedregulho
Guaratinguetá- SP , Brazil
Jorge Wilson de Ávila Ferreira Penna Tel.: (+5581) 461-8123
Adviser of the Air Traffic Management E-mail:
aliva@uol.com.br
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
José William Ferreira Lima Tel.: (+5581) 461-8086
Observer
Chief of Air Traffic Management
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Luiz Antônio Guimarães de Oliveira Tel.: (+5521) 814-6222
Observer
Chief of Data and Telephony
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro – RJ, Brazil
Luiz Fernando de Azevedo Tel.: (+5581) 461-8080
Observer Fax.: (+5581) 461-8079
Chief of the Operational Division E-mail:
luizfa@elogica.com.br
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Luiz Ricardo S. Nascimento Tel.: (+5581) 461-8110
Observer
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Moacir Cantanhede de Jesus Filho Tel.: (+5581) 462-2742
Observer
Air Traffic Controller at ACC-RE
CINDACTA III
Av.Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Sérgio Oliveira Tanimoto Tel.: (+5581) 462-2742
Observer
Air Traffic Controller at ACC –RE
CINDACTA III
Av. Centenário Santos Dumont, s/n
Guararapes International Airport
Recife – PE , Brazil
Maria Luisa Caneca Tel.: (+5521) 814-6244
Translator E-mail:
cecati@novanet.com.br
.
International Studies and Coordination Comission
for Technical Issues (CECATI)
Diretoria de Eletrônica e Proteção ao Vôo
Av. General Justo, 160 – Centro
Rio de Janeiro- RJ , Brazil
MOROCCO
Bendadou Mohamed Tel.: (+2122) 539012
Delegate Fax: (+2122) 538764
Chief of ACC Casablanca E-mail:
mbendadou@atlasnet.net.ma
ONDA - DNA AFTN: GMMMZQZX
P.O Box 5239 Maarif
20100 Casablanca – Morocco
ElHassani ElAlaoui MyDriss Tel.: (+2122) 539012
Delegate Fax: (+2122) 538685
Chief of Telecommunications Division E-mail:
mdhassani@atlasnet.net.ma
ONDA - DNA
CNCSA P.O Box 5239 Casa/Maarif
20100 Casablanca - Morocco
SWITZERLAND
Spanhauer Hanspeter Tel.: (+411) 812-6285
Delegate Fax.: (+411) 812-9017
Department Standard, Policies E-mail:
hpspaenh@sairgroup.com
and Strategic Projects AFTN: LSZHSWRW
ODPA CH- 8058 SITATEX: ZRHOWSR
Zürich – Flughafen
(Draft Model)
LETTER OF AGREEMENT (LOA) BETWEEN
.............. ACC.............. ACC
Preamble
The objective of this Letter of Agreement is to specify co-ordination procedures between
(ATS Unit)
................... and
(ATS Unit)
................... The signatories undertake that the procedures contained herein shall remain in force from the effective date. Amendments shall follow the procedures contained under par. 6.10 below. Unilateral cancellation is not foreseen.
This letter of Agreement supersedes and cancels the existing Letters of Agreement between ......... and ......... dated.........) (
If applicable
).
Effective Date
The provisions in this LoA shall enter into force on ............. at 0001 UTC.
Scope
The procedures contained herein are supplementary to the ICAO Standards and Recommended Practices in Annexes 2 and 11, the Procedures for Air Navigation Services in Document 4444 and the Regional Supplementary Procedures (Doc 7030). They detail the conditions under which the responsibility for the provision of air traffic services shall be transferred between the ATS units mentioned in paragraph 3 above.
Note: This LOA caters for both normal operations and situations of systems failure, including computer related failures, such as those arising from the critical dates (list of the critical dates is attached)
.
This Letter of Agreement also formalises the delegation of responsibility from ................... to ................. and vice versa for the provision of air traffic services within those portions of airspace which lie between the FIR boundaries and the agreed points of transfer of responsibility as defined in paragraph 6.4.1. The establishment of transfer points is based on operational considerations only and does not therefore contribute to, neither can it be invoked for, any other purpose beyond this context.
Amendments
Any
permanent change to this Letter of Agreement, including its cancellation or replacement, requires the consent of the ATS units concerned. This applies to the substance of the change as well as to its date of applicability. Any change shall be made either in the context of a meeting between the two units, or by exchange of correspondence, or by exchange of AFTN messages, with acknowledgement by all signatories.
Whilst temporary deviations from these procedures may be agreed between the ACC supervisors concerned, as specified in paragraph 7 below, permanent amendments to this document shall be effective only in the form of a written amendment duly signed by authorised representatives.
Procedures
Movement and control messages
Flight plans
a) Filed Flight Plan (FPL) messages shall normally be transmitted for flights originating within one FIR and entering the other, so as to be received not less than 30 minutes before the estimated time of the aircraft over the common FIR boundary.
b) Repetitive Flight Plans (RPL) are accepted for flights operating between ............ and ....... (or any other applicable circumstances or conditions).
Departure Messages
Departure (DEP) messages shall be transmitted for all international flights as soon as practicable after the aircraft is airborne.
Estimates
Estimate (EST) messages shall be transmitted for all flights crossing the common FIR boundary, in sufficient time to permit its receipt by the receiving ATS unit at least .... minutes before the estimated time of the aircraft over the transfer points specified in paragraph 6.4.1 below.
Revisions
Co-ordination (CDN) messages shall be transmitted as soon as practicable whenever the estimated time of the aircraft over the transfer point differs
3
minutes or more from the estimated time originally passed or when a change of cleared level and/or crossing condition is planned.
Acceptance
Co-ordination messages (EST and CDN) sent by AFTN require an operational acceptance, in the form of an acceptance (ACP) message, to be transmitted to the transferring unit.
Message transmission and co-ordination procedures
FPL/DEP Messages shall normally be transmitted via AFTN. In the event of failure of the AFTN these messages shall be transmitted by any other means available such as fax, voice etc.
Co-ordination messages (EST, CDN and ACP) shall normally be transmitted using the ATS direct speech circuits. In case of non-availability of the ATS direct speech circuit alternative means shall be used in the following order of priority:
Dial-up telephone,
HF/RTF
Relay through other ATS units
Relay through other aircraft and by AFTN.
Co-ordination messages shall be initiated in sufficient time to permit receipt by the receiving ATS unit at least
15
minutes prior to the aircraft's estimated time over the transfer point.
The transferring unit shall not change the conditions of agreed transfer unless prior agreement has been obtained from the accepting unit.
In the event of total communications failure between the ATS units concerned, a departing aircraft shall only be cleared to a Flight Level that it can reach before the transfer of control point. If such a level is lower than that specified in the flight plan, the aircraft shall be instructed to request clearance for a higher level direct from the accepting unit and then obtain clearance from the transferring unit to climb to the level approved by the accepting unit.
In case of flights departing from aerodromes (......) for which, due to their proximity to the FIR boundary, application of the procedures set out in 5.1.3 above would not be possible after departure, co-ordination shall be initiated prior to the issuance of the ATC clearance to the departing aircraft concerned (PANS-RAC, Part VIII, paragraph 3.2.3 refers).
In case of total communications failure between ATS units the transferring unit will instruct aircraft at least
10
minutes before the Transfer of Control Point (TCP) to establish contact with the accepting ATS unit in order to provide it with the necessary flight data and to report back.
(Any other agreed detailed procedures for these flights).
Alternative means of Communication
If dedicated means of communication are not available the following alternative means shall be used in the order of priority listed:
ACC 1
ACC 2
Telephone 1
Telephone 2
Fax 1
Fax 2
E-Mail
Transfer of communications
Frequency assignment for transfer of communications is as follows:
ATS route
ATS Unit callsign
Primary frequency
Secondary frequency
Note: ATS units shall timely exchange information on the frequencies in use
.
Aircraft shall be instructed to establish communications with the accepting unit over the transfer of communications point. Transfer of communications point may not coincide with the transfer of control point on the same route (par. 6.2.1 refers).
With reference to paragraph 3.2.12 of Part VIII of the PANS-RAC, the accepting ATS unit need not, as a matter of routine, notify the transferring ATS unit that radio-communication has been established with an aircraft being transferred.
If the accepting ATS unit is unable to establish contact with an incoming aircraft within
5
minutes after its estimated time over the transfer of control point, it shall attempt other mobile frequencies including 121.5 MHz, and finally attempt relay through other aircraft. If attempts are still unsuccessful it shall then inform the transferring ATS unit so that appropriate measures may be initiated.
Whenever one of the ATS units becomes aware that an aircraft is unable to establish or maintain radio-communication with the ATS unit responsible for the airspace where it is operating, it shall endeavour to relay pertinent messages.
Transfer of responsibility
Responsibility for the provision of air traffic services shall be transferred to the accepting unit at the following significant points:
ATS route
Transfer of control point
Transfer of communications
Note 1: Transfer of communication points need not be specified if same as transfer of control points.
Note 2: identify points by five letter name-codes, co-ordinates and/or VOR/DME reference
If transfer of responsibility is required at points other than those specified in 6.4.1 above, this shall be co-ordinated individually for each flight.
The accepting unit shall not modify the ATC clearance of the transferred aircraft and until it has reported passing the appropriate transfer of control point, unless specifically agreed by the transferring unit.
There is no requirement for additional transfer or acceptance messages unless requested.
Flight levels
Aircraft shall normally be assigned flight levels in accordance with the table of cruising levels in Appendix
3 to Annex 2 except as follows:
ATS route
From
To
Flight levels
Deviations from above may be agreed between the Controllers concerned, on case by case basis, within controlled airspace.
Separation minima
Longitudinally separation minima is xxx (on route... xxx on route...).
When the succeeding aircraft is faster than the preceding aircraft, the transferring unit shall notify the accepting unit and seek its approval of the transfer of control conditions.
If operational situation so dictates, temporary increase in separation minimum may be agreed between ATS supervisors. The deviation shall cease as soon as circumstances permit.
Clearance limit
The clearance limit shall normally be the destination aerodrome. However, if the necessary co-ordination cannot be effected in good time e.g. due to communications failure between ATS units, the clearance limit shall be the transfer point and the aircraft instructed to request onward clearance from the accepting unit before proceeding beyond that point.
Weather Information
ATS units shall keep each other informed of SIGMET information and of weather conditions at destination aerodromes within their respective FIRs whenever such conditions may fall below aircraft operating minima and consequently may result in diversion or holding for weather improvement.
Flow control (if applicable)
Should it become necessary to implement flow control to avoid excessive delays at destination within their respective FIRs, ATS units shall negotiate and agree a mutually acceptable number of aircraft per hour.
Flow control measures shall not be valid beyond 2400 hours UTC on the day of implementation. Any extension must be negotiated prior to the expiry time.
All flow control measures shall be terminated at soon as circumstances permit. ACC supervisors shall be sufficient authority to decide in this respect.
Deviations
Temporary deviation from the procedures specified in this Letter of Agreement shall only be permitted in exceptional circumstances and prior co-ordination on a case-by-case basis by the ATS supervisors concerned.
Any deviations from these provisions, that arise due to an emergency or are applied to ensure the safety of air traffic, shall immediately be notified to the other ATS unit(s) concerned and shall be terminated as soon as the circumstances that caused the deviation cease to exist.
Authorised Signatories
Place
Date
For ACC xxxx
For ACC xxxx
ATTACHMENT TO THE SAT/TF2 MEETING REPORT
ATS CONTINGENCY PLAN
FOR THE
EUR/SAM CORRIDOR
DRAFT
Version 1.2
May 1999
ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
1.
INTRODUCTION
1.1 The present ATS Contingency Plan for the EUR-SAM Corridor has been elaborated on the basis of guidelines approved by the ICAO Council, contained in the Air Traffic Services Planning Manual (Doc. 9426, Part II, Section I, Chapter 1, paragraph 1.3).
1.2 The objective of this Contingency Plan is to facilitate and maintain the orderly and safe movement of international civil aviation through the airspace of the area in question in the event of partial or total interruption of air traffic services at the involved ATS units, as well as its associated services. Likewise, it has the aim of minimizing negative effects on the travelling public.
1.3 This Plan will be activated during the critical period agreed to and will continue being applied while circumstances so prescribe.
1.4 The procedures contained in the EUR-SAM Corridor Contingency Plan supplement or detail, where so required, those actions and procedures prescribed in each State’s specific contingency plans.
1.5 This Contingency Plan has been elaborated and approved through a regional agreement, with the assistance of the ICAO Dakar and South American Offices and later approval by the President of the Council.
1.6 The effective application of this Plan pre-supposes a close cooperation, collaboration and acceptance from the aeronautical authorities of the FIRs involves, as well as from the users of the airspace in question.
2.
BASIC PRINCIPLES
2.1 The Basic Principles approved by the EUR-SAM Corridor States and which serve as reference material for the elaboration of the Regional ATS Contingency Plan are shown in
Appendix 1
to the draft Contingency Plan.
DEFINITION OF AIRSPACE
This Regional ATS Contingency Plan will be applied at the ATS routes network of the EUR-SAM corridor which appear in
Appendix 2
to this Plan. The FIRs involved in this Contingency Plan are Canarias, Sal, Dakar and Recife.
CONTINGENCY SITUATION
4.1 The Contingency Plan will be applied upon any situation generated by the Y2K problem or in the event of an unforeseen interruption of air traffic services risen due to other circumstances, and which might affect in any way the provision of air traffic services and/or of the associated support services at the FIRs involved.
4.2 In addition to the millennium change of date (midnight of 31 December 1999), the dates which could also generate contingency situations, and the pertinent actions required, are shown in
Appendix 9
.
ACTIVATION STRATEGY
This strategy foresees the application of the Plan a few hours in advance to the Y2K critical period (UTC time), in order to reach the change of millennium with a manageable traffic volume in the event of a partial or total interruption of ATS Services in the EUR-SAM corridor or adjacent Regions. Taking into consideration the ATS route network and the geographical position of the FIRs involved the Contingency Plan for the EUR-SAM corridor will be activated from
1400 UTC
.
ESTABLISHMENT OF A REGIONAL Y2K COORDINATION CENTRES FOR THE SAM-AFI-EUR REGIONS (Y2K RCCs)
6.1 The SAM,AFI and EUR Regions will establish Y2K RCCs with the aim of operating during the critical period as contact point for all States of the EUR-SAM corridor and will coordinate and disseminate information collected from all ATCs and entities involved, and will be activated at 1200UTC of 31 December 1999. The objectives of these Y2K RCCs are shown in
Appendix 3.
Y2K NATIONAL COORDINATION CENTRES (Y2K NCC)
7.1
The Y2K National Coordination Centres (Y2K NCC) objectives are to ensure that international civil aviation operations continue developing in a safe and orderly manner within its area of jurisdiction. The role and mission of these Committees is shown in
Appendix 4.
DISPOSITIONS APPLICABLE IN EVENT OF REDUCTION IN PROVISION OF AIR TRAFFIC SERVICES AT ATS UNITS
8.1 In this case, it is assumed that there will be some type of reduction in some of the ATS systems and facilities during the critical Y2K period. It is also assumed that during the contingency it will be possible to count with alert and flight information services (FIS) and Aerodrome and Approach Control at the main aerodromes of the area in question, which will permit the use of the ATS route network structure of the EUR-SAM Corridor, as shown in Appendix 2.
AIRSPACE AND ROUTES
9.1
International ATS routes structure
9.1.1 During the contingency period, it is expected that as of 1400UTC of 31 December 1999 aircraft will be using the EUR-SAM corridor ATS route network, coordinated between the SAM/AFI/EUR Regions. The ATS routes network (
Appendix 2)
has been planned on the basis of main traffic flows in the EUR-SAM corridor, and has the aim of minimizing the impact which might generate any reduction in the provision of ATS in international air transport operations.
9.2
Airspace classification
9.2.1 If ATS services become unavailable during the contingency period, airspace classifications will remain unchanged.
AIR TRAFFIC MANAGEMENT
10.1
ATS responsibilities
10.1.1 During the contingency period, the ATS and associated services may be restricted to the provision of services where ground-air communications is available. When practicable, and if the procedure has been approved between two adjacent FIR, the provision of ATS or of limited alert and flight information services can be made by the ACC continuing providing services in normal fashion. If the case, VHF and HF frequencies should be available with the aim of providing FIS and alert services.
10.1.2 The State affected should emit a NOTAM detailing which services are not available, including, if known, the date or hour of restoration of such service.
10.2
Lateral separation
The ATS route network of the EUR-SAM Corridor ensure sufficient lateral separation between aircraft.
10.3
Vertical separation
10.3.1 Unless specified differently in the operational letters of agreement between adjacent FIRs, minimum vertical separation between aircraft shall be in accordance with ICAO Annex 2, Appendix 3.
10.4
Changes in the standards ATS ATS routes direction, flight levels and separation
The provision of a contingency supposes for the air traffic management a real administration of the capacity in the ACCs so the changes of the standard ATS routes direction as well as flight levels and separation are justify not only for the increase of the safety but for the necessity of the acceptance of this traffic at the ATC Sectors capacity.
10.5
Flight level restrictions
10.5.1 Long-haul international air transport flights shall be cleared at FL 310 or above.
10.5.2 Subregional flights and international flights crossing EUR-SAM corridor should plan their flights on the basis that FL310 or above may not be available.
10.5.3 Flight level changes will not be cleared within the 10 minutes prior to the aircraft’s entrance to the adjacent FIR.
The flight level restrictions during the critical period will be as follows:
ATS route UR1
Southbound FL 310, FL 350 and FL 390
Northbound FL 330, FL 370 and FL 410
ATS route UB 602
Only southbound FL 310, FL 350 and FL 390
ATS route UA 32
Only northbound FL330, FL 350 and above
10.5.5 Traffic crossing the EUR/SAM corridor should use as maximum FL 290 or FL 280 depending on the flight direction.
10.6
Longitudinal separation
10.6.1 The longitudinal separation to be applied during the contingency period will be based on time and in accordance with the following:
Separation applicable between aircraft in the same track
ATS Route UR1
20 minutes
of minimum longitudinal separation between aircraft at same flight level
ATS route UB 602
20 minutes
of minimum longitudinal separation between aircraft at same flight level
ATS route UA 32
30 minutes
of minimum longitudinal separation between aircraft at same flight level
Separation between aircraft in reciprocal tracks
10.6.2 Where lateral separation is not provided, vertical separation shall be provided for at least
15 minutes
prior to and after the time the aircraft are estimated to pass, or are estimated to have passed. Provided that it has been positively determined that the aircraft have passed each other, this minimum need not apply.
10.7
Traffic acceptance rates
10.7.1 The Y2K contingency acceptance rates for traffic should be calculated and coordinated previously between the ATS services providers and the airspace users. Any further unforeseen reductions in the provision of ATS services which might have impact on the traffic flow must be communicated to the affected ATS and a new acceptable flow will be coordinated under said conditions.
10.8
Priority on types of flights
10.8.1 Priority will be given to international air operations and such other special operations involving the following types of flights:
aircraft in an emergency situation or operating with significant reduction in operating safety,
State aircraft;
evacuation and mercy flights; and
search and rescue flights.
10.9
Transfer of control and coordination
Transfer of responsibilities
10.9.1 Unless otherwise established in operational letters of agreement between adjacent FIRs, the transfer of control will be executed at the common boundary of FIRs involved. If possible, coordination of the transfer must be carried out at least 30 minutes prior to the hour estimated to be at the entrance of the reporting points of the next FIR.
10.9.2 ATS coordination will be made through the communications means already established in the operational letters of agreement between the ATS units of adjacent FIRs and shall include the transmission of the following information regarding the flights in question:
appropriate parts of the updated flight plan;
estimate time to be on the agreed point of transfer;
hour when last contact with aircraft was made; and
any other information deemed pertinent.
10.9.3 In the event of fault in the established communications channels, the alternate communications means and procedures in
Appendix 6
will be used.
Auto transfer procedures
10.9.4 In the event of exhausting all standard and alternate ground/ground communications means, the aircraft pilot will be requested to proceed to communicate in the appropriate frequency of the accepting ATC unit, with the aim of informing on its traffic.
10.10
Transfer of communications
10.10.1 Unless another procedure is established between ATS units and adjacent FIRs, the transfer of communications will be made 5 minutes prior to the agreed transfer of control point. Nevertheless, when traffic conditions so require, the transferring centre can stall the transfer of communications until the aircraft notifies it has over-flown the agreed transfer of control point.
10.11
EST messages
10.10.1 If an ATC unit is unable to make pertinent coordination to transfer the responsibility of an aircraft’s control, an estimate message shall be sent to all ATC units along the ATS route the aircraft will be operating.
10.12
Readbacks
10.12.1 The respective readback of all ATS coordination for the transfer of responsibilities will be made to ensure accuracy of the information received.
10.13
Operations near the FIR boundaries
10.13.1 As possible, during the contingency period operations near the FIR boundaries will be avoided. Nevertheless, when this type of operations is essential, same should be coordinated with the corresponding ATC unit.
10.14
Coordination of clearances
10.14.1 During the contingency period, additional time may be required for coordination of clearances with adjacent ATC units, reason for which the service providers should take this into account and make pertinent arrangements with adjacent FIRs.
11.
COMMUNICATIONS
At airspaces where ground-air communications are not available the aircraft have to observe the failure communication procedures (blind transmission on ACC VHF/HF frequency).
Traffic information broadcast by aircraft (TIBA) or inflight broadcast procedures (IFBP) and associated operations procedures appearing in ICAO Annex 11, Appendix C shall be applied. For ease of reference,
Appendix 8
transcribes these procedures. The 130.55 Mhz frequency will be used in the Recife FIR, as disposed in the Regional Supplementary Procedures (Doc. 7030) and the Brazil AIP. The frequency 126.9 will be used in the Canarias, Casablanca, Sal and Dakar FIRs.
In event of fault of the AMS in VHF, the follows HF frequencies assigned and appearing in
Appendix B
as alternative for direct pilot/controller communications, will be used.
SEARCH AND RESCUE AND EMERGENCIES
12.1
Responsibilities
12.1.1 The responsibilities of an RCC which might be affected by the Y2K problem, and pertinent arrangements, should be described in the National ATS Contingency Plans.
12.2
Available airport services
12.2.1 Each State should identify and include in its National ATS Contingency Plan the capacities of the main airports used by international civil aviation within the area of its responsibility, taking into account a scenario where an interruption of the airport services provider may occured. Said information should include, among other elements, approach and landing equipment availability, night operations capacity, ground services, etc.
12.2.2 Information should be available at ATC units and with airspace users on the status of airports for ETOPS operations, emergency landings and other contingencies. The use of military airports should be considered for emergency operations and as contingency alternates for ETOPS operations. Operators should inform the State ATS provider of any military aerodromes which might be considered for contingency operations.
OPERATION PROCEDURES FOR PILOTS
13.1 The Repetitive Flight Plan (RPL) system will cease to be applied during the contingency period, for which all flights should present their Flight Plans (FPL) well in advance and indicate any additional information which might be of use to the ATS units in box 18 of the FPL.
13.2 All aircraft flying by the ATS routes established in this Plan will adjust themselves to the instrument flight rules (IFR) and will be assigned a flight level in accordance to the tables of cruising levels in ICAO Annex 2, Appendix, except for UA 32 where will be used all available flight levels from FL 330 and above. The last flight level assigned should be maintained free except in an emergency situation.
13.3 Aircraft will fly on the route or as nearest as possible to the axis of the assigned ATS route.
13.4 Pilots will maintain permanent standby on the VHF/HF frequencies assigned to the FIRs where the flight is being carried out and, if no contact can be made with the pertinent ATC unit, will transmit in said frequency, preferably in English, the real or estimated position with regard to the related reporting points.
13.5 Likewise, when circumstances so prescribe, they will emit in the appropriate VHF/HF frequency any ascending or descending manoeuver preferably with 2 to 5 minutes anticipation. Ascending and descending manoeuvres should be clearly made at the right of the route’s axis. The message must contain: aircraft identification, position, abandoned level, level being crossed, etc.
13.6 The aforementioned transmissions will also be made in the TIBA/IFBP frequencies.
13.7 Navigation and anti-collision lights will be continuously on.
13.8 Whether or not in airspace with radar coverage, pilots will maintain the last SSR transponder in assigned mode A and C and, if no transponder has been assigned, will maintain code A/C 2000.
13.9
Arrival procedures at terminal areas
TMA procedures must be indicated in each State’s National ATS Contingency Plan.
METHODOLOGY FOR THE DEACTIVATION OF THE CONTINGENCY PLAN
14.1 Deactivation of the Regional ATS Contingency Plan will be carried out through coordination of the National Coordination Centers (Y2K NCC) of the States involved in the EUR-SAM corridor with the respective Regional Coordination Center (Y2K RCC) who, in contact with the Global Coordination Center (Y2K GCC), will coordinate the progressive deactivation of the Plan. The steps to follow are:
During the critical period of the change of millennium, the ATC units will proceed to verify communications with their adjacent units and with the aircraft within the area of responsibility. In this manner, the units will determine their degree of capability to continue providing the service.
The Y2K NCCs will collect pertinent information on the status of its State’s ATC units and of the adjacent ATC units.
The Y2K NCC, based on information available, will produce a consolidated status report on the units under its jurisdiction.
The Y2K NCC will send the consolidated status report to the Y2K RCC.
The Y2K RCC, with the information collected from the Y2K NCC, will produce a consolidated report of the status of the regional ATS units, which will be sent to the airline operation centres , to the adjacent Y2K RCC and the Y2K GCC.
The Y2K RCC will facilitate coordination among the Y2K NCC with regard to partial or total deactivation of the Regional ATS Contingency Plan.
Provider States of ATS services will emit a NOTAM specifying the hour at which the Contingency Plan is expected to be deactivated and changeover to normal service.
ATS normal service is resumed.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 1
BASIC PRINCIPLES FOR THE ELABORATION OF THE EUR-SAM CORRIDOR CONTINGENCY PLAN
In order to establish the framework for the elaboration of the Regional ATS Contingency Plan for the EUR-SAM corridor, the following Basic Principles were approved:
The Regional ATS Contingency Plan will aim to guarantee the safety, regularity and efficiency of the air operations which involve the EUR-SAM corridor.
It is assumed that the critical time period in which ATS functions and associated services might be in danger could start before midnight of the change of millennium (UTC) and last into the later hours of that evening;
During the critical period, one or many regional units might be affected by the change of millennium problem, for which the elaboration of a Regional ATS Contingency Plan has been agreed to be elaborated, permitting to continue with the provision of a safe and orderly ATS service in the area in question.
The Regional ATS Contingency Plan is based on the main traffic flows identified for the EUR-SAM corridor.
The Regional ATS Contingency Plan is elaborated for international air operations, having tahe involved States to develop the ATS Contingency Plans for each FIR under their responsibility.
National ATS Contingency Plans must harmonize with the EUR-SAM corridor Contingency Plan.
The EUR-SAM corridor Contingency Plan must, in turn, harmonize with the ATS Contingency Plans of adjacent Regions.
Cooperation is required amongst all States, International Organizations and aviation industry to ensure the continued flow of international aircraft operations across and through the Region.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 2
EUR-SAM CORRIDOR ATS ROUTES NETWORK
-1-
Homogeneous Area
(AH)
-2-
Traffic Flows
-3-
FIR Involved
-4-
Type of Area
-5-
Remarks
EUR-SAM CORRIDOR AREA
AR1 AFI
AH1 SAM
ATS Route UR 1
ATS Route UB 602
ATS Route UA 32
Recife-Europe
Recife, Dakar, Sal, Canarias,
Continental/ Lowdensity Oceanic
SAM/AFI/EUR inter-regional traffic flow
OBJECTIVES OF THE Y2K REGIONAL COORDINATION CENTERS (Y2K RCCs)
The objective of the Y2K RCCs will be the following:
Collect , through the Y2K National Coordination Centers (Y2KNCC), all information with regard to the status of every ACC and airports on the Y2K problems which could affect them. The Y2KNCC will have the mission of executing and coordinating H24 the activities during the contingency situation.
Disseminate said information among the parties involved (Y2K RCC, IATA, IFALPA), as well as to the other affected Regional Y2K Coordinator Committees of adjacent Regions;
Note: The names, addresses, telephones, fax, e-mail and other available communications means of the concerned organisms are in
Appendix 5
to this Contingency Plan.
Maintain the information updated to the maximum extent possible;
If required, assist the ATC units to coordinate the traffic flow;
On the basis of available information, evaluate occurrences requiring preparation and application of additional contingency arrangements, up to the moment when the system is back to normal;
In coordination with the parties involved, progressively re-establish normal operations if not facing any type of Y2K-related inconveniences.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 4
OBJECTIVES OF THE Y2K NATIONAL COORDINATION CENTERS (Y2K NCC)
The objectives of the Y2KNCC Are the following:
Evaluate the events requiring the preparation and application of corresponding contingency arrangements, with faculty to take necessary subsequent measures until the moment the system is back to normal;
Collect all information with regard to the status of every ACC and airports under its responsibility, with respect to Y2K problems which could affect them;
Inform of the prevailing situation to local airlines, relevant International Organizations and the Y2K RCC;
Exchange information with interested States and coordinate contingency activities with said States;
Note: The names, addresses, telephones, fax, e-mail and other available communications means are in
Appendix 5
.
Examine and periodically update the National ATS Contingency Plan(s); and
Take necessary actions to emit a NOTAM in accordance with the contingency situation presented.
LIST OF AUTHORITIES, ADDRESSES, TELEPHONES, FAX, E-MAIL, ETC.
--------------------------------------------------------------------------------------------------------
CONTINGENCY MEASURES FOR AIR NAVIGATION SYSTEMS
IN THE EUR-SAM CORRIDOR
AFTN SYSTEM
In the event of interruption of this system, it was agreed to use the following facilities as a contingency measure, in the order of priority indicated, and depending on availability:
Stand alone AFTN Terminals (Teletypes, PCs) for each circuit.
SITA
HF equipment
VSAT
Satphone (INMARSAT/IRIDIUM)
FAX
Use of International Direct Dialling (IDD)
Telex
E-mail
Note: It is pointed out that air-ground frequencies should be used for transmitting only the following message categories: distress, urgency and flight safety messages. Other categories should be sent by fax, phone, SITA, etc.
AIS AND MET DATA BANKS
In the event that these banks interrupt their services, inasmuch as a means as a bank itself, the contingency measures to consider are the following:
1. Reception of OPMET data from national banks via Internet.
2. Reception of AIS data from national banks via Internet.
AFTN MAIN COM CENTRES
In the event of failure of a main trunk circuit between centres then normal alternate routing as specified in the AFI AFTN routing directory will occur.
In the event of failure of the PTT system, VSAT systems located at the centre should be used where available. Consideration should be given to provide VSAT links between main AFTN COM centres to support AFS communication where feasible and operationally viable.
In the event of failure of a main AFTN COM Centre, manual torn-tape systems and staff should readied as first fall-back system.
In the event of failure of a main AFTN COM Centre, the SITA message network should be used concurrently with manual procedures.
In the event of failure of a main AFTN COM Centre, the adjacent centres should:
relay transit traffic via alternate routing
destination traffic to the failed centre should be stored until activation of the standby system or until advice is received to use the SITA network if a SITA connection is available to the failed centre.
ATS SPEECH CIRCUITS
At the ATS speech circuits, the following systems have been considered necessary to carry out this service:
Consoles and voice communications circuits selection systems.
Telephone central switching.
Rented communications service.
For each of these systems, the alternate facilities to be considered as contingency measures, in the indicated order of priority, and depending of availability, shall be:
Satellite telephone.
2. VSAT;
3. IDD.
4 HF equipment
GROUND/AIR COMMUNICATIONS SYSTEMS
The alternate systems identified to support ground/air VHF communications, in accordance with availability, are:
HF systems
VHF transceiver stand alone (terminal area)
3.
Satellite mobile communications system (SATCOM communication)
4.
Use of air/air frequency (TIBA/IFBP)
NAVIGATION SYSTEMS
In event of interruption of VOR/DME and ILS navigation systems, the following procedures and equipment have been taken into consideration:
1. Use NDB/ADF procedure.
2. Use of autonomous navigation systems.
3. Use of GPS navigation where applicable.
SURVEILLANCE SYSTEMS
In event of interruption of radar service, the ATS unit should proceed with the application of non radar procedures, that is to say:
1. Reduced vertical separation (see Doc 4444, Part VI, para. 8.4.2).
2. Temporary separation (VMC, if approved by ATS authority of the
State in question).
3. Request aid from other ATS units having radar.
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 7
ANNEX 11 - AIR TRAFFIC SERVICES
ATTACHMENT C. TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) AND RELATED OPERATING PROCEDURES
(See Chapter 4, 4.2.2, Note 2)
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 8
HF FREQUENCIES UTILIZED IN THE EUR-SAM Corridor
SAL ACC
CANARIAS ACC
RECIFE ACC
8861 MHZ – 8855 MHZ – 5565 MHZ – 3452 MHZ – 10096 MHZ – 13357 MHZ
8893 MHZ – 8875 MHZ – 6649 MHZ –17955 MHZ
DAKAR ACC
6535 MHZ
SAT/TF/2 MEETING ATS CONTINGENCY PLAN FOR THE EUR-SAM CORRIDOR
Appendix 9
DATES WHEN CONTINGENCY SITUATIONS COULD BE PRESENTED DUE TO Y2K PROBLEM AND RELEVANT ACTIONS REQUIRED
a)
21 August 1999 (Sunday)
Global Positioning System (GPS) clocks reset to zero. This resetting could affect aircraft navigation precision, with the exception of those using GPS receivers complying with FAAs TSO129.
Action required:
States should emit a NOTAM at least two AIRAC dates before 21/8/99 informing the aeronautical community of the GPS receivers’ resetting.
9 September 1999 (9/9/99) - Some applications and systems usually use the 99 digits as software error flags or "non defined".
Action required
: Additional resources should be available for manual data processing, if necessary, and consideration should be given to potential deterioration of the services due to data corruption.
a) 29 February 2000 - The first leap year of the millennium. It has been verified that some equipment will have difficulties with the passing from 28 to 29 February 2000.
Action required:
Additional resources should be available for manual data processing, if necessary, and consideration should be given to potential deterioration of the services due to data corruption.
The civil aviation administrations should abstain from using this date in the NOTAMs, AICs and AIRACs, since it could generate software problems.
