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REPORT ON THE FIFTH ATS COORDINATION MEETING OF
THE BAY OF BENGAL, ARABIAN SEA AND INDIAN
OCEAN BOBASIO/5
31ST AUGUST-2ND SEPTEMBER 2015
AIRPORTS AUTHORITY OF INDIA
RAJIV GANDHI BHAWAN
SAFDARJUNG AIRPORT
NEW DELHI. 110003
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 CONTENTS
1 History of the meeting ................................................................................................ 5
2 Report of the meeting.................................................................................................. 7
2.1.1 WP/01: Adoption of Agenda ........................................................................................ 7
2.2.1 WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4 ........................ 7
2.3.1 IP/01: ASIOACG/9 INSPIRE/5 outcomes .................................................................. 8
2.4.1 WP/03: Collaborative airspace design and management .......................................... 8
2.4.2 WP/04: Implementation of 50NM RHS .................................................................... 10
2.4.3 IP 02: ADS-B data sharing-Maldives ....................................................................... 11
2.5.1 IP03: AIDC implementation-Maldives ..................................................................... 11
2.5.2 IP 04: AIDC implementation in Singapore. ............................................................. 11
2.5.3 IP 05: AIDC Implementation-AAI ............................................................................ 12
2.6.1 IP 06: Singapore Search and Rescue Operations ..................................................... 13
2.6.2 WP 14: Letter of agreement for operational matters between SAR service providers
13
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.6.3 WP 05: Upper Airspace UPR Zone Over Bay of Bengal – Arabian Sea –Indian
Continental & Oceanic Airspace. ......................................................................................... 14
2.7.1 WP 06: Update on Contingency plan- AAI ............................................................... 16
2.7.2 WP 13: BOBASIO Contingency Team ..................................................................... 17
2.8.1 WP 07: GAGAN-Equatorial IONO advantage. ........................................................ 18
2.8.2 WP 08: GAGAN for everyone ................................................................................... 21
2.9.1 Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia ................ 23
2.9.2 Sideline working group meeting B: MAAR and BOBASMA ................................... 24
2.9.3 Sideline Working Group meeting C: Search and Rescue Agreements (India,
Maldives, Seychelles and Somalia) ...................................................................................... 24
2.10.1 WP 09: BOBASMA safety report.............................................................................. 24
2.10.2 WP 10: Safety Concerns in BOBASIO ..................................................................... 27
2.10.3 WP 11: ADS-B for Height Keeping Performance Monitoring.................................. 35
2.10.4 WP 12: Requirement of RMA for BOBASIO airspace ............................................. 37
APPENDIX A : Action Items of BOBASIO/5 ....................................................................... 40
APPENDIX B: Proposed agenda .......................................................................................... 48
APPENDIX C: List of Working and Information Papers .................................................... 49
APPENDIX D: Order of Business ........................................................................................ 50
APPENDIX E: Order of Discussion ..................................................................................... 51
APPENDIX F:List of delegates for BOBASIO Meeting .............................................................. 54
APPENDIX G:Group Photograph of delegates of Bobasio/5 ...................................................... 57
ANNEXURE- I: Appendix to WP 03: Collaborative airspace design and management ...... 58
ANNEXURE-II: Attachment A to IP 06: Singapore Search and Rescue operations ............ 61
ANNEXURE-III: Attachment B to IP 06: Singapore Search And Rescue Operations ........ 62
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE-IV: Annexure A to WP 14: Annexure & LOA on Search and Rescue
cooperation ............................................................................................................................................ 68
ANNEXURE –V: Annexure I to WP 06: Update on ATM Contingency Plan………………..72
ANNEXURE-VI: Annexure II To WP 06: Update On ATM Contingency Plan …………….73
ANNEXURE-VII:Annexure III to WP 06: Update On ATM Contingency Plan .................... 75
ANNEXURE-VIII: Annexure IV to WP 06: Update On ATM Contingency Plan.................. 76
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 1 HISTORY OF THE MEETING
Introduction
1.1.1 The Fifth ATS Coordination Meeting of the Bay of Bengal Arabian Sea and
Indian Ocean (BOBASIO) Region was held at Hotel Radisson Blu, Delhi, India
from 31st August to 2nd September, 2015.
Officers, Secretariat and Participants
1.2.1 The inaugural session was chaired by Mr. P K Mishra, Executive Director (Air
Traffic Management), Airports Authority of India and Mr A K Dutta, Executive
Director (Air Traffic Management), Airports Authority of India was the Co-chair.
Mr. Rakesh Bhatnagar, Joint General Manager (ATM), Airports Authority of India
acted as the Secretary to the meeting.
1.2.2 The meeting was attended by 67 participants including 19 international delegates
from Maldives, Nepal, Seychelles, Singapore, Somalia, Thailand, MAAR and IATA.
A list of participants is attached in Appendix -F.
Opening of the Meeting
1.3.1 Mr R. K. Shrivastav, IAS, Chairman, Airports Authority of India delivered the
Inaugural address and stated that 5th meeting of BOBASIO assumes enormous
significance and importance with participation of many neighboring countries
around India in their collective quest for finding common solutions through a
collaborative approach for safe efficient and environment friendly aircraft
operations in this Region. The Chairman AAI mentioned in his address the signing
of MoU between India and Myanmar ADS-B data sharing and invited other
countries to explore the possibility of ADS-B data sharing to provide seamless
services of the highest order. Chairman AAI stated that India, as a leader in
Satellite Based Augmentation Systems and GAGAN in this part of the world, is keen
to provide support to BOBASIO countries in general and the SAARC Countries in
particular which can harness GAGAN’s vast foot print in collaboration with India to
improve the service delivery in leaps and bounds even in remote airspaces and
airports with no terminal landing facilities.
1.3.2 Chairman, AAI also expressed his pleasure on hosting the Cross border ATFM
workshop on the 3rd and 4th September under the aegis of ICAO and IATA and stated
that “Look Local and Go Global” approach is not only applicable to the production
and marketing industry, but also to the service industry like ANS provision.
1.3.3 Chairman AAI, wished the BOBASIO/5 meeting and the cross border ATFM
workshop a grand success and encouraged the States to fruitfully discuss, deliberate
and decide on the most beneficial course of action so that the ultimate users, the air
passengers are increasingly benefited in the years to come.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 Closing of the meeting
1.4.1 Secretary of the meeting presented the action items of BOBASIO/5 and assured the
meeting that a follow up mechanism will be worked out to keep the members
updated on action items. The Meeting adopted the action items proposed by the
Secretary. Action items of BOBASIO/5 are given in Appendix A.
Documentation and Working Language
1.5.1 The meeting was conducted and the documentation prepared in English. Thirteen
(13) Working Papers (WPs) and Seven (7) Information Papers (IPs) were
presented to the meeting. A list of the papers presented in the meeting is provided
in Appendix C.
The plan for the meeting
1.6.1 The meeting was divided into 7 sessions over a period of two days, followed by the
adoption of draft report, which was scheduled for the third day. The agenda
items were as appended below. Agenda items of the meeting are given in Appendix
B.
1. Adoption of Agenda
2. Review of progress on action items of BOBASIO/3 and BOBASIO/4
3. Outcome of related Meetings in the region and action items for BOBASIO
States
4. Strategic ATM Plans of participating States
5. AIDC Implementation
6. ATM Coordination (Airspace restructuring, AIS and SAR agreements)
7. ATM Contingency Plan- Level 1 and Level 2
8. SBAS implementation in the region and possibilities of entering into MoU with
the concerned States of BOBASIO region
9. Side line working group meetings comprising of States and organisations
(Discussion and adoption of LOAs)
10. Any other Business
11. Future meetings
1.6.2 The meeting was conducted as per ‘Order of Business’ given in Appendix D and the
papers were discussed in the meeting as per ‘Order of Discussion’ given in Appendix
E.
Commencement of the meeting
1.7.1 The meeting started by acknowledging an extraordinary resolve and courage in the
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Kolkata, India, 22nd –24th September 2014 moment of crisis by Air Traffic Controllers from Nepal when a massive earthquake
wreak havoc in the country. With their never say die attitude, these air traffic
controllers stood to the occasion and worked tirelessly to provide air traffic services
to the relief and evacuation flights. With their selfless services to the nation in
general and humanity in particular they have not only made their country but whole
community of air traffic controllers across the world very proud. The meeting
applauded the commendable job done by Nepal Air Traffic controllers.
1.7.2 The Secretary informed the meeting that information pertaining to BOBASIO/5
including the Working Papers and Information Papers were available on the web
portal www.aaians.org and expressed confidence that due to paucity of time the
participants will appreciate the importance of time management and deliberate
business with utmost focus. The focus of the meeting should be reaching a positive
outcome on the issues brought for deliberations and decisions in the meeting.
Closing of the meeting
1.8.1 The meeting was closed with the discussion and adoption of action items on
BOBASIO/5. Action items BOBASIO/5 are given in Appendix A.
2 REPORT OF THE MEETING
AGENDA ITEM NO. 1 – ADOPTION OF AGENDA
2.1.1 WP/01: Adoption of Agenda
2.1.1.1 The Secretary presented the working paper and informed the meeting of the
inclusion of Agenda item 3 “Outcome of related Meetings in the region and action
items for BOBASIO States” and emphasized that BOBASIO subgroup being at the
confluence of three ICAO regions i.e. APAC, MID and AFI needs to coordinate the
outcome of the regional meetings and decide priorities of action to develop cohesive
and uniform action plan to meet the challenges and resolve operational issues and
difficulties for seamless Air Traffic Flow in the sub-region.
AGENDA ITEM NO. 2: REVIEW OF PROGRESS ON ACTION ITEMS OF
BOBASIO/3 AND BOBASIO/4.
2.2.1 WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4
2.2.1.1 The secretary presented the working paper which was taken up for discussion. The
paper presented a brief review along with outcome of the Third and the Fourth
Meeting of Bay Of Bengal, Arabian Sea and Indian Ocean Region.
2.2.1.2 The meeting noted the outcomes of the Fourth ATS coordination meeting
BOBASIO/4. The meeting agreed to have a tracking mechanism for follow up of
action items. It was agreed that updates on action items would be provided by the
States/ ANSPs/ Organizations as proceedings would progress. of BOBASIO/4 is at
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 AGENDA ITEM NO. 3: OUTCOME OF RELATED MEETINGS IN THE
REGION AND ACTION ITEMS FOR BOBASIO STATES
2.3.1 IP/01: ASIOACG/9 INSPIRE/5 outcomes
2.3.1.1 This paper presented by Secretary, ASIOACG, highlighted the outcomes of the
ASIOACG/9 and INSPIRE/5 meetings.
2.3.1.2 Secretary ASIOACG, while presenting the paper mentioned that the efforts of
ASIOACG and BOBASIO are supplementary to each other and bring about a
synergy to the efforts of improving ANSP coordination and collaboration and
improving the efficiency and safety of traffic flows in the ASIO region.
2.3.1.3 The paper mentioned the timelines adopted by the ASIOACG/9 for implementation
of following reduced horizontal separation in ASIO region,
i. RNP10 Airspace and separations (50-50): 2015
ii. RNP 4 Airspace and separations (30-30): 2016
iii. RNP 2 Airspace and separations (20-20): 2020
2.3.1.4 The paper also informed the meeting that RNP 10 separations are now applicable
between Muscat and Mumbai FIR and all Indian FIRs as well. 50 Nm longitudinal
separation will soon be implemented across Karachi/Mumbai and
Seychelles/Mumbai FIRs. Once Male/Mumbai FIR implements 50 Nm longitudinal
separation most of the traffic flows in ASIO region will be covered.
2.3.1 The plans about enhancement to ASIO UPR zone like acceptance of UPRs at
Half degrees by Male on Mumbai/Male FIR boundary and commencement of
UPR trials to extend UPR zone upto KITAL. Oman will examine extension of
UPR zone so that flights can fly UPR from Muscat FIR to Sana FIR.
2.3.1.5 The paper informed the meeting that the ASIOACG chair proposes to present a note
on analysis of ASBU priorities of three ICAO regions i.e. APAC, AFI and MID in
next ASIOACG meeting.
AGENDA ITEM 4: STRATEGIC ATM PLANS OF PARTICIPATING STATES
2.4.1 WP/03: Collaborative airspace design and management
2.4.1.1 The working paper presented by India, highlighted the details of enhancement of
airspace capacity through Collaborative airspace design and management.
2.4.1.2 The paper informed the meeting that in 2011, India established an Enroute
Monitoring Agency to meet the ICAO requirements for implementing 50NM
longitudinal separation.
2.4.1.3 The paper also highlighted following measures taken by Airports Authority of India
for capacity enhancement and route optimization:
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 i. In 2011 Reduced Longitudinal Separation of 50 NM was introduced on 18 RNP
10 routes for suitably equipped aircraft.
ii. In 2011 India introduced RNAV-5 city pair routes in high density route
segments within the continental airspace. As on date 16 RNAV 5 ATS routes
have been established.
iii. In 2012 40NM Radar based longitudinal spacing above FL290 between Aircraft
was implemented on routes between Delhi/Chennai and Delhi/Varanasi.
iv. In 2013 User Preferred Route (UPR) Geographic Zone in Chennai and Mumbai
FIR was established under the aegis and directions of INSPIRE initiatives.
v. In 2014, Reduced Longitudinal Separation of 30 NM was introduced on 4 ATS
ROUTES N571, P574, M300 and P570 between suitably equipped (RNP4)
aircraft.
vi. Since November 2014 Six Conditional Routes have been established under
Flexible Use of Airspace.
2.4.1.4 The paper informed the meeting that proposals for removal of FLAS in the
BOBASIO Region was made in many ATM forums. The paper suggested although
FLAS act as a safety net for crossing routes, especially in the oceanic airspace where
communication is not reliable, but if traffic permits, the use of FLAS can be avoided.
Air Traffic controllers are being sensitized to use FLAS only as last resort and traffic
permitting Indian ATCC are allotting optimum levels as far as practicable.
2.4.1.5 The paper informed the meeting that India and Muscat are in agreement for
implementing 50NM longitudinal separation on 6 RNP10 routes in the near term
and discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran,
Pakistan, India, Myanmar and Thailand agreeing for application of 50NM
longitudinal separation minima between RNP 10 approved aircraft from a common
date.
2.4.1.6 The paper proposed to establish new ATS routes in Kolkata-Dhaka FIR, Northern
Bay of Bengal and over Arabian Sea for capacity enhancement and route
optimization. in line with the ICAO recommendation for States to work
cooperatively either through bilateral or multilateral agreements to ensure regional
and sub-regional harmonization of en-route PBN implementation, it is proposed.
Maps of the proposed ATS routes are annexed to this report in Annexure I.
2.4.1.7 The meeting was of the view that since Myanmar and Bangladesh are not present
in the meeting, the meeting is not in a position to adopt the proposed routes in
Kolkata Dhaka FIR and Northern Bay of Bengal. The meeting decided that the
proposed routes be reviewed in consultation with Myanmar and Bangladesh and
proposed again in BIMT meeting.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.4.1.8 The proposal B in respect of creation of new RNP 10 parallel routes to G450 in
Arabian Sea has been agreed by Seychelles, Somalia and IATA.
2.4.1.9 Rout proposal C: The BIMT route design was deliberated and Kolkata proposed
L507 S as eastbound only. L507 N may be bidirectional except during monsoon when
it would be West bound only. Aerothai sought the proposal of Kolkata to be reversed
so as to align with the SID/STAR of Bangkok. India and Aerothai agreed to relook
the proposal and discuss in another meeting which may be planned in Nov/Dec 2015.
2.4.2 WP/04: Implementation of 50NM RHS
2.4.2.1 The working paper presented by India, proposed uniform application of 50NM
Reduced Horizontal Separation minima between RNP 10 approved aircraft which
either LOGON to CPDLC or are having two way VHF communication i.e. direct
controller pilot communication (DCPC) on RNP 10 routes of BOBASIO Region with
effect from AIRAC cycle 12 November, 2015 to enhance airspace capacity and
multiply manifold the benefits to the airspace users.
2.4.2.2 The paper highlighted the outcomes of BOB-RHS/TF/5 meeting for implementation
of 50 NM RHS on RNAV routes in Phase 1 and Phase 2 and India implementing 50
NM RHS on 18 RNP 10 routes in 2011 for suitably equipped aircraft.
2.4.2.3 The paper informed the meeting that the En-route Monitoring Agency, BOBASMA
had conducted the pre-implementation and post-implementation Safety Assessment
for the introduction of 50 NM Reduced Horizontal Separation in the region and the
same had been presented to RASMAG. BOBASMA continues to review the safe use
of 50 NM & 30 NM Reduced Longitudinal Separation annually and the last
periodical safety assessment had been presented as WP09 in RASMAG/20. States
can now go ahead and implement 50 NM RHS after conducting the qualitative safety
assessments.
2.4.2.4 India has already signed LOA with Malaysia, Indonesia, Sri Lanka and Muscat for
implementing 50NM longitudinal separation minima. India and Pakistan have
already implemented 50NM longitudinal separation on three RNP10 routes viz.
N895, P628 and L509 for which LoAs are signed. The BIMT/1 meeting held at
Bangkok in 2014 and attended by Malaysia and Indonesia agreed to prioritize the
reduction of longitudinal separation minima on L301 and L507 routes and
discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran, Pakistan,
India, Myanmar and Thailand agreeing for application of 50NM longitudinal
separation minima between RNP 10 approved aircraft from a common date
2.4.2.5 The paper proposed AIRAC cycle date 12 November, 2015 to implement 50NM
longitudinal separation minima between RNP 10 approved aircraft with availability
of direct controller pilot communication (DCPC) i.e VHF and/or CPDLC on RNP 10
routes of BOBASIO Region.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.4.2.6 Thailand informed the meeting of their readiness to implement 50 NM RHS as
proposed by the paper. Since, Malaysia, Indonesia, Sri Lanka, Muscat and Pakistan
were not present in the meeting, therefore, meeting agreed to coordinate with these
member States and provided safety assessment is done the AIRAC cycle date 12
November 2015 was adopted for implementation of 50 NM RHS in the BOBASIO
region.
2.4.2.7 Decision BOBASIO/5-01:
Confirm the date of 12 November, 2015 to implement 50NM longitudinal
separation minima between RNP 10 approved aircraft with availability of
direct controller pilot communication (DCPC) i.e. VHF and/or CPDLC on
RNP 10 routes of BOBASIO Region.
2.4.3 IP 02: ADS-B data sharing-Maldives
2.4.3.1 The paper presented by Maldives reviewed the present ADS-B implementation
activities in the Maldives and its readiness to share the ADS-B data with other
States.
2.4.3.2 The paper informed the meeting that four ADS-B Receiver units have now been
installed in male and ADS-B data from these installations are integrated within the
ATM Automation System at Male’ Area Control Centre and is now available for
functional trials. Through this paper, Maldives proposed to share the ADS-B data
with India and Sri Lanka to improve efficiency and harmonization of airspace and
seamless operations.
AGENDA ITEM 5: AIDC IMPLEMENTATION
2.5.1 IP03: AIDC implementation-Maldives
2.5.1.1 This paper presented by Maldives reviewed the present AIDC implementation
activities in the Maldives.
2.5.1.2 Maldives installed a new update for AIDC application and started communication
trials between Male and Chennai in August 2015.During these communication trials
Maldives came across some issues which they to the system supplier Selex and are
awaiting for their response.
2.5.2 IP 04: AIDC implementation in Singapore.
2.5.2.1 The paper by CAAS, Singapore, presented the progress of AIDC implementation in
Singapore with adjacent FIRs.
2.5.2.2 Singapore has taken a phased approach to implement AIDC with the ultimate aim
to have all-round AIDC with all the adjacent ATS units surrounding the Singapore
FIR. While the initial planned version of AIDC for LORADS III was version 3.0,
Singapore elected to install the earlier AIDC version to ease the introduction of
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 AIDC as it was envisaged that only some basic messages will be introduced at the
start of AIDC operations and also to minimize compatibility issues with
neighbouring FIRs
2.5.2.3 The paper informed the implementation issues in AIDC implementation such as
Message timeout errors due to the re-routing of messages caused by the failure of
the direct AFTN link; Rejected EST message due to invalid DEP message, Rejected
EST message due to missing or multiple flight plans and Cyclic Redundancy Check
(CRC) errors due to ATMS generating extra spaces in messages.
2.5.2.4 The issues that were attributed to AFTN network and flight-planning have been
resolved through tuning and adjusting parameters and engagement with operators.
Software corrections have also been made to ensure correct handling of AIDC
messages.
2.5.2.5 The paper informed the meeting that the benefits of AIDC includes reduction of
controller workload, elimination of LHDs with minimized human errors as a result
of automated coordination process.
2.5.2.6 The paper informed that the upgrade process of upgrade to AIDC version 3.0 is in
progress and expected to be ready by December 2016.
2.5.3 IP 05: AIDC Implementation-AAI
2.5.3.1 The paper presented by India highlighted the present status of AIDC
implementation in India & with adjacent ATSU units in the sub Region. The paper
also tried to highlight the major issues involved in the implementation of AIDC.
2.5.3.2 The paper informed that India initiated AIDC operational trials after
commissioning of automation systems at major ATS units in India. Trials within
India and with adjacent ATS units have mostly been successful. AIDC has been
operationalized between some of the ATSUs and plans are underway to
operationalize AIDC between other major ATSUs in a phased manner.
2.5.3.3 India is currently using APAC AIDC ICD version 3 in the automation systems
installed at all the ATS units. Extensive trials have been carried out between
dissimilar automations systems at major ATS units and the results have been quite
encouraging.
2.5.3.4 Paper informed the meeting that interoperability and operational issues
encountered between dissimilar ATS Automation Systems in India have been
resolved to some extent. Some of the pending technical issues may require support
from the vendors. Similarly, operational issues during trials between Ahmedabad-
Karachi, Delhi-Lahore/Karachi, and Chennai-Male are being addressed and further
trials are being carried out.
2.5.3.5 The paper informed that PAN Regional ICD for Asia/Pac version 1.0 has been
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 promulgated in 2014 as an ICAO document. However, its implementation shall
require synchronization of technology, refresh cycles and maintaining backward
compatibility of the automation systems for smooth exchange of AIDC messages.
AGENDA ITEM 06: ATM COORDINATION (AIRSPACE RESTRUCTURING,
AIS AND SAR AGREEMENTS)
2.6.1 IP 06: Singapore Search and Rescue Operations
2.6.1.1 The paper by Singapore presented the overview of the Singapore Search and Rescue
operations in Singapore.
2.6.1.2 The paper presented the SAR organization chart and Responsibilities of SAR
working groups and Rescue Coordination centres (RCCs).
2.6.1.3 Singapore presented the Draft SAR agreement template that was presented at
APSAR/TF/2 in January 2014, for consideration by the member States. The Draft
SAR Agreement Template presented by Singapore as Attachment B with this paper
is available in Annexure III to this report.
2.6.2 WP 14: Letter of agreement for operational matters between SAR service
providers
2.6.2.1 The paper presented by India highlighted the need for establishment of Letter of
Agreement/Arrangement on Operational matters between Search and Rescue
Service Providers of neighbouring States.
2.6.2.2 The paper informed the meeting that in the fourth and concluding meeting of the
Asia/Pacific Regional Search and Rescue Task Force meeting held in July 2015, it
was discussed that a SAR agreement can be in the form of ‘Letter of Agreement’
(LOA) or a Memorandum of Understanding or other acceptable term indicating a
lower form of arrangement for operational matters between SAR service providers
(such as RCCs and/or RSCs) or a more formal agreement for arrangements between
governments concerned.
2.6.2.3 India had presented a draft LoA template in the fourth Meeting of BOBASIO at
Kolkata in September 2014 and a further simplified version of the initial draft by
incorporating new amendments was presented by India to the Third Meeting of Asia
Pacific Search and Rescue Task Force Meeting at Maldives in January 2015. But, it
is observed that perhaps due to different administrative set-ups to deal with SAR
activities in the neighbouring countries for the purpose of Search & Rescue, the
complexity for consolidating the procedures involving all SAR agencies may be the
cause for delay in SAR Agreements.
2.6.2.4 In line with the discussions at APSARTF/4 meeting and draft Asia Pacific Search
and ue Plan, with a view to make gains in small steps commencing with measures
that are more achievable in the short term and have a minimal cost, progressing to
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 measures which will longer to implement over the medium to long term India invites
its SAR neighbours to and take initiatives to formalise on mutually agreed basis
the draft Letter of Agreement on the Coordination/Co-operation between
RCCs/RSCs which is attached as Annexure IV to the report.
2.6.3 WP 05: Upper Airspace UPR Zone Over Bay of Bengal – Arabian Sea –Indian
Continental & Oceanic Airspace.
2.6.3.1 The paper presented by IATA proposed a strategic approach for airspace
management in the Bay of Bengal-Arabian Sea- Indian Continental and Oceanic
(BOBASICO) airspace based on optimum utilization of improved ground and
airborne capabilities to enhance flight efficiencies, moving from Fixed ATS route
network to UPR tracks for FL 380-390-400-410.
2.6.3.2 The paper highlighted that BOBASIO/4 ATS Coordination Meeting requested IATA
to consider sensitizing Airline Operators to equip aircraft with FANS/1A data link
capability. The paper stated that majority of IATA member airline heavily invested
in fleet equipage to meet FANS1A requirements but still were unable to derive
required flight efficiencies due to following reasons:
a) Gaps in ANS Ground infrastructure across different FIRs that obstructs
Seamlessness in Airspace management,
b) Slow progress on aircraft equipage by regional airlines and low cost carriers due to
lack of strong business case and limited network of operation,
c) The process of Airspace management and current ATS procedures are still lagging
to extend full operational benefits of FANS1A equipage to airlines.
2.6.3.3 IATA is engaging airlines and sensitizing them on FANS1A equipage including
assistance in analyzing business case for equipage.
2.6.3.4 According to IATA, purpose of the paper was to propose certain strategic measures
that will enable airlines with FANS1A equipped fleet to gain Operational flight
efficiencies and help in developing a strong business case to equip the non-equipped
fleet.
2.6.3.5 The paper highlighted that the concept involves 9 States: India, Oman, Pakistan,
Sri Lanka, Bangladesh, Thailand, Myanmar, Malaysia, and Indonesia, with
airspace span of 2000+NM (almost same as that of North Atlantic). The conceptual
basis for the BOBASICO strategy is to move, as far as practicable, from fixed ATS
route network to flexible/ dynamic routings – UPRs, for higher flight levels.
2.6.3.6 An illustrative graphics of the geographic area under consideration is given in
Figure 1.
2.6.3.7 The paper suggested that there are several developments not only in airborne
equipage technology, but also in aircraft capabilities and performance in attaining
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 higher cruising altitudes as initial cruising altitude (example B787’s initial cruising
altitude is FL380/390) therefore, the proposed Strategy is to combine the ATM
advancements, airborne equipage, aircraft capabilities and performance, to progress
from fixed ATS Route structure to Dynamic UPRs as Global Plan Initiative (GPI-7)
States that routes need not be fixed to pre-determined waypoints, except where
required for control purposes.
2.6.3.8 The paper suggested that this approach will allow establishing traffic flows, meeting
the dynamic weather and upper winds- Optimully utilising aircraft capabilities as
well as equipage – to begin with Higher Flight Levels.
2.6.3.9 Decision BOBASIO/5-02
Consider to develop structured program for BOBASIO Geographical Area
for Upper airspace UPR development.
Figure 1: Geographic area under consideration for BOBASICO UPR Zone
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 AGENDA ITEM 07: ATM CONTINGENCY PLAN- LEVEL 1 AND LEVEL 2
2.7.1 WP 06: Update on Contingency plan- AAI
2.7.1.1 The paper presented by India presented the status of ATM Contingency Plan of
Indian FIRs that aims at advance preparedness and instantaneous response to a
contingency arising due to disruption of Air Traffic Services with an objective of
providing safe and orderly passage to the over flying traffic through Indian FIR .
2.7.1.2 The paper informed that during the Second Meeting of the Regional ATM
Contingency Plan Task Force (RACP/TF/2) held in Bangkok, Thailand from 12 to 15
March 2013, it was proposed that, in order to develop a Regional ATM Contingency
Plan, bi-lateral Level 2 (Inter-State) plans and multi-lateral Level 2 or Level 3 (Sub-
Regional) plans should be formulated first, then progressively linked together to
form the Regional Plan.
2.7.1.3 The meeting agreed to the formation of Small Working Groups (SWG) to discuss
Level 2 planning in small geographical areas. Accordingly Small Working Group
(SWG) comprising of India, Bangladesh and Nepal was formed and ATM
Contingency Routings were proposed by the SWG and same was presented by India
during the BOBASIO-3 meeting and Attached as Annexure V to this report.
2.7.1.4 During the Regional ATM Contingency Plan Task Force (RACP/TF4) held in
Bangkok, Thailand, from 26 to 30 January 2015, the ATM Contingency Route
structure and FLAS developed by the Small Working Group (SWG) comprising of
India, Bangladesh and Nepal during RACP TF/2 meeting for geographical region
was further discussed by the Small Working Group (SWG) comprising of India,
Myanmar, Thailand Srilanka, Pakistan and Bangladesh. The proposal and chart
are attached as Annexure VI & VII to this report and the outcomes were as below-
a) Pakistan agreed to examine/review their Contingency Plan for harmonization with
the ATM Contingency Plans of India.
b) Thailand did not agree extension of CRI-9 (P762 Bangkok-Male) beyond Indian FIR.
Srilanka agreed to amend the FLAS on P762 (CRI-9) to FL270 in harmonization
with India and Maldives. Srilanka sought FL380 on CRI-1 (P570) for which India
agreed to examine and confirm depending on the FLAS for OOMS FIR, since
existing Level 1 India and Oman ATM Contingency Plan are harmonized.
c) Bangladesh sought amending FLAS on CRI-15 from existing FL280 to FL260 which
was agreed.
d) Myanmar sought westbound levels for CRI-8 (L507) in Indian FIR for which India
agreed to examine and confirm. The FLAS on CRI 6/7 (A201) west bound level
FL320/FL380 was amended as FL320/FL360 as it was conflicting with CRI4/5
(G465).
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.7.1.5 The meeting was invited to discuss following action items
a) Adopt the Contingency Routes structure for the Geographical region as proposed by
the SWG comprising of India, Myanmar, Thailand Srilanka, Pakistan and
Bangladesh during the RACP/TF4 meeting.
b) Consider the Letter of Agreement template for the ATM Contingency Plan Level 2,
attached as Annexure VIII to this report.
2.7.2 WP 13: BOBASIO Contingency Team
2.7.2.1 The paper presented by India proposed formation of a contingency team that will
monitor the BOBASIO airspace for contingency situations and help ANSPs in
managing contingency situations that require closure of certain airspaces.
2.7.2.2 The paper suggested that a contingency may arise due to a natural disasters or
conflicts and wars that render a particular airspace as dangerous to fly. There may
be case when the contingency routes promulgated are not considered safe by
operators and the flights reroute through adjacent FIRs. The paper highlighted
certain situation in SANA FIR that required re-routings of flights in the air through
Mumbai, Mogadishu, Seychelles and Mauritius FIR is a case in point. The
contingency was managed through proactive efforts of controllers and subsequent
strategic support in the form of contingency route T101 developed by India in
Mumbai FIR with the support of Oman, Somalia and Seychelles.
2.7.2.3 Airports Authority of India had proposed the formation of a contingency team at
global level in its information paper presented in ICAO APAC ATM SG/3 meeeting.
In discussions that ensued the presentation of IP it was suggested by the ATM SG
meeting that informal groups like BOBASIO can also consider formation of such
contingency teams.
2.7.2.4 The paper proposed following functions of the contingency team:
i) monitor the region so that a developing contingency can be detected at an early
stage,
ii) alert ANSPs that may be affected by contingency situation,
iii) coordinate with all affected ANSPs and
iv) release advisories for effective management of contingency situation.
2.7.2.5 The paper also suggested the composition of high level contingency team as
follows:
i) The team will have representatives from not less than 3 and not more than 5
BOBASIO States. The team may have Head of the Airspace management
divisions of ANSPs as point of contact.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ii) The representation to the contingency team will rotate amongst BOBASIO
States biannually. BOBASIO annual meetings of every alternate year will
decide upon which States should be part of the team for next two years.
iii) One representative each from the three IATA regional offices, i.e. APAC, AFI
and MID may be nominated by IATA to the team.
iv) BOBASIO annual meeting may choose representative from ATFM systems
operating in the regions that can help in providing strategic and pre-tactical
support to manage the contingency situation.
v) The ANSPs on the team have option to bring on board one representative from
aviation regulatory authority.
vi) The team may nominate one coordinator and may function primarily through
exchange of emails, teleconferences etc, and can have one face to face meeting
at the commencement of the tenure of the team.
2.7.2.6 After deliberation, the meeting agreed for constitution of contingency team. IATA
brought to the notice of the meeting fact that a contingency team (CCT) for a similar
cause is already established in MID region and BOBASIO may like to examine the
constitution and terms of references of that team for establishing the terms and
references for BOBASIO contingency team.
2.7.2.7 Decision BOBASIO/5-03
BOBASIO to consider formation of a contingency team and establish POC
for coordinating the preliminary activities for the feasibility and efficacy
of BOBASIO Contingency Team.
AGENDA ITEM 08: SBAS IMPLEMENTATION IN THE REGION AND
POSSIBILITIES OF ENTERING INTO MOU WITH THE CONCERNED
STATES OF BOBASIO REGION.
2.8.1 WP 07: GAGAN-Equatorial IONO advantage.
2.8.1.1 The paper presented by India proposed the potential applications of Indian SBAS –
GAGAN in the BOBASIO region.
2.8.1.2 The paper informed that the Indian SBAS- GAGAN (GPS Aided GEO Augmented
Navigation) has been certified by DGCA for RNP0.1 and Precision Approach with
Vertical guidance (APV1) services on 21st April 2015.
2.8.1.3 The GAGAN system consists of 15 Indian Reference Stations (INRES), 2 Indian
Master Control Centers, 3 Uplink stations, and 2 Geostationary satellites.
Additionally, 25 dual- frequency GPS receivers to monitor the Ionospheric Total
Electron Content and Scintillation are also operating under the project. Figure 2
shows the locations of Reference stations and Ionospheric monitoring stations.
2.8.1.4 Most of the GAGAN reference stations are situated at the periphery of Indian
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 boundary so as to cover large neighboring area in order to provide the RNP0.1
service over Indian Flight Information Region.
2.8.1.5 Since the ionosphere is the biggest error source in GPS and it is more dynamic and
unpredictable over equatorial and low latitude region, the region specific ionospheric
threat model was developed by India. All the countries of BOBASIO lie in the
anomalous ionospheric region as magnetic equator crosses the southern India and
Srilanka. The region lying in the ±20° of magnetic equator possesses ionospheric
anomaly. Figure 3 shows the ionospheric electron density (in terms of TEC)
illustrating the crest of anomaly lying above 25° N at 0700 UTC. This TEC map has
been generated using data from ionospheric monitoring stations.
2.8.1.6 GAGAN, employing the region specific IONO model, is broadcasting the ionospheric
corrections over 102 grid points through Geostationary satellites as shown in the
Figure 4. These grid points cover almost all the BOBASIO member States.
2.8.1.7 The data from the GAGAN reference stations and ionospheric monitoring stations
have shown enormous potential in host of applications other than aviation use. The
ionospheric corrections broadcast from GAGAN can be used to interpret the large
scale variations of ionosphere over Indian Sub-continent facilitating the space
weather research.
2.8.1.8 The ripples in ionosphere created by Nepal Earthquake on 25 April 2015 were
captured by Ionospheric monitoring stations over Indian region as shown in Figure
5. This shows the potential application in tsunami warning systems based on GPS
measurements.
Figure 2: Locations of GAGAN Reference stations and Ionospheric Monitoring
stations
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
Figure 3: Snapshot from the Ionospheric Total Electron Content (TEC) map
Figure 4: Ionospheric grid points served by GAGAN (Red circles).
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
Figure 5: Fluctuations in the Vertical TEC after 15 minutes from onset of
Earthquake.
2.8.1.9 The initial study on estimating atmospheric water vapour content using GPS
measurements shows promising results and can be used for weather/rain forecast
by assimilating the data in numerical weather forecast models.
2.8.1.10 GAGAN can be used potentially in any GPS applications with better accuracy and
reliability – location based services, transport/vehicle tracking systems, marine
navigation etc.
2.8.1.11 The knowledge and expertise gained in development of GAGAN project may be
useful for member States of BOBASIO as they lie in the same ionospheric region.
The States are invited for collaborative development of applications based on Indian
SBAS-GAGAN
2.8.1.12 India is keen to expand the coverage of GAGAN services for harmonization of air
space management in the neighboring States.
2.8.2 WP 08: GAGAN for everyone
2.8.2.1 The paper presented by India, proposes for assisting States in their venture for
adopting SBAS using GAGAN through the Memorandum of Understanding (MOU)
with concerned States in a time bound work plans.
2.8.2.2 The paper informed the meeting, that, GAGAN has been certified for approach and
landing operations (APV 1) on 21st April 2015. India has become the third country
in the world to have such capabilities. GAGAN is the first system in the world to
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 have been implemented in the Equatorial Ionospheric region. GAGAN was already
certified for RNP0.1 enroute services on 30th December 2013. GAGAN Signal-in-
space is available on 24x7 basis through two satellites GSAT-8 (PRN-127) and
GSAT-10(PRN-128).
2.8.2.3 During the ICAO PBN workshop at Bangkok, India demonstrated the performance
of GAGAN and many Asia Pacific States expressed their willingness to consider the
GAGAN adoption into their airspace. In the BOBASIO 4 meeting, India presented
the status paper on GAGAN and proposed the States to consider the implementation
of GAGAN within States of the Asia Pacific Region where both footprint and service
volume can be made available for mutual benefit.
2.8.2.4 India also had requested to indicate the willingness of the States to use GAGAN
signal-in-space within their area through appropriate study and ensuring
installation of basic required ground systems for operations, monitoring and
management. Thailand further remarked that more study is required to identify
GAGAN services appropriate for implementation, which may not necessary be
SBAS. Separately, Thailand is considering GBAS implementation in various
locations.
2.8.2.5 GAGAN also has many non-aviation applications.
2.8.2.6 India is in the process of development of LPV procedures for select airports, for
which the initial GNSS based Aeronautical Survey is completed and the procedures
for some of them are ready. These procedures will be available for ground validation
by the end of December, 2015.
2.8.2.7 The advantages that can be derived by neighboring States like Bangladesh,
Myanmar, Nepal, Indonesia, Sri Lanka, wherein GAGAN service volume is
contiguous with Indian service volume, with the inclusion of a few reference stations
using GAGAN GEOS and the capabilities of monitoring signal-in-space, GNSS
augmented services can be extended. The benefit of such a system extends beyond
aviation. The benefit of additional reference stations will in turn increase
availability and continuity within the APV service volume.
2.8.2.8 The experience gained during the implementation of GAGAN by Airports Authority
of India can be gain fully shared with all the States in the following areas:
1. Assistance in development and operational requirement.
2. Ionospheric data analysis.
3. Feasibility studies.
4. Training Program.
5. System installed support activities.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 6. Certification support activities.
7. Procedure design /development and training.
2.8.2.9 The above activities may require the States to consider establishment of ground
reference stations with service monitoring capability connected to the master control
centre in India by redundant communication network either through OFC or
satellite links to ensure 99.999% availability requirements.
AGENDA ITEM 09: SIDE LINE WORKING GROUP MEETINGS
COMPRISING OF STATES AND ORGANISATIONS (DISCUSSION AND
ADOPTION OF LOAS)
2.9.1 Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia
2.9.1.1 In the side line working group meeting between India and Seychelles, it was decided
that application of FLAS at the boundary of FIRs will be done away with. A Letter
of Agreement (LOA) between the two States to this effect was signed on the
concluding day of the meeting.
2.9.1.2 Route proposal presented by India through WP03 in BOBASIO/5 meeting was
accepted by Somalia, Seychelles and IATA.
a) G450-North will terminate at NABIL (SANAA/Mumbai FIR Boundary-
UM574). Connector route between NABIL and EKBAS (Crossing of
UT382/UN764) will be done in coordination with Yemen.
b) UL of G450 will be revised to FL 270
c) The routes shall have 10 min longitudinal separation
2.9.1.3 In the side line working group meeting between India and Somalia, following
decisions on use of FLAS were taken:
1) Mumbai to study the traffic analysis and will intimate Mogadishu on alternate
level for FLAS.
2) Meanwhile it was agreed that, ADS/CPDLC capable aircraft may be allocated
preferred Flight Levels provided they log on VABF under coordination between
Mumbai and Mogadishu and acceptance of Mumbai on case to case basis.
3) Coordination failure between Mogadishu and Mumbai to be communicated by
email between GM-ATM Mumbai and CATCO ST ICAO FISS Somalia Project
and recorded for case study to remove FLAS.
4) Within one month of implementation of new routes a post implementation
review to be conducted and FLAS for ADS/CPDLC aircraft should be removed.
5) Mogadishu will accept aircraft on all West Bound Levels.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.9.2 Sideline working group meeting B: MAAR and BOBASMA
2.9.2.1 BOBASMA, AAI and MAAR had prior to MAAR presenting WP10 in the meeting
held a side meeting to discuss the proposals contained in the Paper.
1) It was agreed that a small working group consisting of BOBASMA, AAI,
MAAR, and States directly involved be formed to identify the hot spots and
recommend remedial measures to the Scrutiny group BOBASIO. The proposal
would be presented in the form of a Flimsy drafted by both MAAR and
BOBASMA to the meeting during the discussion on Working Paper10.
2) It was agreed that BOBASIO include a separate Agenda item for “Airspace
Safety” from the next BOBASIO
3) BOBASMA, MAAR, and AAI also discussed the current problem regarding the
LHD reporting procedure. The meeting agreed that there should be a
mechanism in place to establish routine direct communication to convey
information on the occurrence of LHDs between concerned units in a timely
manner and only after information had been passed in time for the other ATC
unit to investigate and take appropriate remedial action should the LHDs be
reported to the respective RMA(s). MAAR will draft the procedure after
collecting the required POC information and circulate it to BOBASIO States.
AAI was of the view that it was not only a question of identifying the risk but
adequate opportunity should also be provided for the concerned ATS units to
investigate the occurrence and initiate remedial measures so as to prevent
future occurrence.
4) MAAR also queried about their proposal regarding the arrangement for the
use of Indian ADS-B data for height monitoring. MAAR was informed by both
BOBASMA and AAI that necessary clearance has to be obtained from DGCA
and other competent authorities before the use of ADS-B data for height
monitoring.
2.9.3 Sideline Working Group meeting C: Search and Rescue Agreements (India,
Maldives, Seychelles and Somalia)
2.9.3.1 The Draft Search and Rescue Agreement presented as Annexure to the WP 14 was
discussed, Maldives, Seychelles and Somalia agreed to discuss the LOA with their
respective authorities associated with Search and Rescue and correspondence will
follow with respect to their response.
AGENDA ITEM 10: ANY OTHER BUSINESS
2.10.1 WP 09: BOBASMA safety report
2.10.1.1 BOBASMA presented the Horizontal Safety Monitoring Report for the BOBASIO
airspace for the period 1st January 2014 to 30th June 2015. The report included a
summary of the Safety Assessment conducted by BOBASMA to support the
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 continued safe use of reduced longitudinal separation.
2.10.1.2 The Europe/ Middle East to Asia Route Structure South of Himalayas (EMARSSH)
implemented in the BOBASIO airspace in November 2002 comprises of near parallel
RNP10 routes where different separation standards, viz., 10 minute/80 NM, 50 NM
or 30 NM reduced longitudinal separation is applied based on aircraft equipage.
2.10.1.3 Reduced Horizontal separation of 50 NM Longitudinal was introduced along 16
RNP10 routes, L301, L507, L509, L510, L759, M300, M770, N563, N571, N877,
N895, P570, P574, P628, P646 & P762 in a Phased manner starting from 30th June
2011 and 30 NM reduced longitudinal separation was introduced along 4 RNP 10
routes N571, M300, P570 & P574 from September 2014.
2.10.1.4 Table 1 contains the results of the Safety Assessments conducted to estimate the
horizontal risks in the BOBASIO airspace during the eighteen month reporting
period. The Safety Assessments were submitted to the Regional Airspace Safety
Monitoring Advisory Group during its annual meeting in May of 2014 & 2015.
BOBASIO Airspace – estimated annual flying hours = 535,602 Hours (note: estimated hours based on Dec 2014 traffic sample data)
Risk Risk Estimation TLS Remarks
RASMAG 2014 Lateral Risk 0.759155 x 10-9 5.0 x 10-9 Below TLS
RASMAG 2014 50 NM Longitudinal Risk 4.0239 x 10-9 5.0 x 10-9 Below TLS
RASMAG 2014 30 NM Longitudinal Risk 1.62379 x 10-9 5.0 x 10-9 Below TLS
RASMAG 2015 Lateral Risk 1.07856 x 10-9 5.0 x 10-9 Below TLS
RASMAG 2015 50 NM Longitudinal Risk 1.59734 x 10-9 5.0 x 10-9 Below TLS
RASMAG 2015 30 NM Longitudinal Risk 0.127551 x 10-9 5.0 x 10-9 Below TLS
Table 1: BOBASIO Airspace Horizontal Risk Estimates
Data Collection
2.10.1.5 Table 2 provides a summary of PBN and data link Approvals submitted as an annual
update for the Period ending 30th June 2014. Table 3 presents a summary of the
annual one month Traffic Sample Data submitted to BOBASMA.
S. No States Status
01 Afghanistan Not received
02 Bangladesh Not received
03 India Updated
04 Maldives Not received
05 Myanmar Not received
06 Sri Lanka Not received (Old available)
07 Pakistan Updated
Table 2: Summary of PBN &Data Link Approval Status
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
Table 3: Summary of TSD submitted to BOBASMA by Member States
2.10.1.6 The formal monitoring program to assess the occurrence of Large Lateral Deviations
and Large Longitudinal Errors (LLDs & LLEs) in the BOBASIO airspace
commenced from 1st July 2010. Table 4 contains the monthly count of LLDs and
LLEs occurrences reported during the eighteen month period.
Month Mumbai Chennai Kolkata Lahore Karachi Colombo Yangon
Jan-14 0 0 0 --- --- --- ---
Feb-14 0 0 0 --- --- --- ---
Mar-14 0 0 0 --- --- --- ---
Apr-14 0 1 0 --- --- --- ---
May-14 0 0 0 --- --- --- ---
Jun-14 0 0 0 --- --- --- ---
Jul-14 0 0 0 --- --- --- ---
Aug-14 0 0 0 --- --- --- ---
Sep-14 0 0 0 --- --- --- ---
Oct-14 0 0 0 --- --- --- ---
NoV-14 0 0 0 --- --- --- ---
Dec-14 0 0 0 --- --- --- ---
Jan-15 0 0 0 --- --- --- ---
Feb-15 0 0 0 --- --- --- ---
Mar-15 0 0 0 --- --- --- ---
Apr-15 0 0 0 --- --- --- ---
May-15 0 0 0 --- --- --- ---
Jun-15 1 1 0 --- --- --- ---
Table 4: Monthly Count of LLDs and LLEs
2.10.1.7 Table 5 presents a summary of the Large Lateral Deviations (LLD) and Large
Longitudinal Errors (LLE) received.
Flight Information
Region
December
2010
December
2011
December
2012
December
2013
December
2014
Chennai Yes Yes Yes Yes Yes
Delhi Yes Yes Yes Yes Yes
Kolkata Yes Yes Yes Yes Yes
Mumbai Yes Yes Yes Yes Yes
Karachi No Yes By MAAR By MAAR By MAAR
Lahore No Yes By MAAR By MAAR By MAAR
Colombo No Yes By MAAR By MAAR By MAAR
Yangon Yes Yes Yes Yes Yes
Male No No No No No
Kabul No By MAAR By MAAR By MAAR Yes
Dhaka No No No By MAAR By MAAR
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 Code Cause of Deviation No.
Operational Errors
A Flight Crew deviate without ATC Clearance 1
B Flight crew incorrect operation or interpretation of airborne
equipment (e.g. incorrect operation of fully functional FMS, incorrect
transcription of ATC clearance or re-clearance, flight plan followed
rather than ATC clearance, original clearance followed instead of re-
clearance etc.)
C Flight crew waypoint insertion error, due to correct entry of incorrect
position or incorrect entry of correct position.
D ATC System loop error (e.g. ATC issues incorrect clearance, Flight
crew misunderstands clearance message etc).
E Coordination errors in the ATC-unit-to-ATC unit transfer of control
responsibility.
1
Deviation due to navigational errors
F Navigation errors, including equipment failure of which notification
was not received by ATC or notified too late for action.
Deviation due to Meteorological condition
G Turbulence or other weather related causes (other than approved) 1
Others
H An aircraft without PBN approval;
I Others (to be specified)
TOTAL 3
Table 5: Summary of the Large Lateral Deviations (LLD) and Large Longitudinal
Errors (LLE) received
2.10.1.8 The very low level of reporting of safety occurrences particularly those related to
deviations in the horizontal plane is a cause of concern. ANSPs need to place greater
emphasis on reporting of horizontal deviations since all future capacity increases is
based on reducing both the lateral spacing between routes and the longitudinal
separation between aircraft. Controllers in the region need to be made aware of the
safety risks resulting from an aircraft’s horizontal deviation in an RNP/RNAV
environment.
2.10.1.9 The Chairman called upon the member States of BOBASMA to submit the requisite
data which will enable BOBASMA to conduct the horizontal safety monitoring
services for the BOBASIO airspace successfully. Maldives informed the meeting
that they would coordinate with BOBASMA and submit the data as required.
2.10.2 WP 10: Safety Concerns in BOBASIO
2.10.2.1 The Monitoring Agency for Asia region presented Working Paper 10 on “Safety
Concerns in Bay of Bengal Arabian Sea and Indian Ocean Region. The Paper
provided the preliminary results of the airspace safety oversight for the RVSM
operation in BOBASIO region highlighting the unprecedented risk level in the
region. The paper also proposed some actions to mitigate risk in the region.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.10.2.2 Typically, comprehensive annual safety reports are prepared at the beginning of
each year. However, due to many high risk occurrences in the BOB airspace during
the first six months of 2015, the MAAR prepares this report to inform concerning
States so that appropriate actions can be taken as early as possible. In typical risk
calculation, traffic sample data (TSD) collected during December of each year is used
for the technical risk calculation, and data from monthly Large Height Deviation
(LHD) reports is used in operational risk estimation. Since December 2015 TSD is
not available when this paper is prepared, December 2014 TSD is used to
approximate December 2015 TSD. In addition, instead of the data for the whole
year, this paper uses LHD data collected between January 2015 and June 2015.
Therefore, technical risk presented in this paper is based on 2014 data while
operational risk presented in this paper is cumulative operational risk over a 6-
month period instead of a 12-month period.
2.10.2.3 The 6-month-cumulative total risk is 26.94 x 10-9 which exceeds the specified
annual TLS value of 5.0 x 10-9 by more than five times. Table 6 summarizes Bay of
Bengal (BOB) airspace RVSM technical, operational, and total risks.
Table 6: BOB Airspace RVSM Risk Estimates
2.10.2.4 Figure 6 shows risk estimate trend for the first six months of 2015. The horizontal
axis shows the assessed months, and the vertical axis shows annual risk estimate
for the period ending in the associated month.
BOB Airspace (Jan-June 2015)
Source of Risk Risk Estimation TLS Remarks
2014
Technical Risk 0.95 x 10-9 2.5 x 10-9 Below Technical TLS
Operational Risk 17.78 x 10-9 -
Total Risk 18.73 x 10-9 5 x 10-9 Above TLS
2015
Technical Risk 0.95 x 10-9 2.5 x 10-9 Below Technical TLS
Operational Risk
(6-month period)
25.99 x 10-9 -
Total Risk 26.94 x 10-9 5 x 10-9 Above TLS
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
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Figure 6: BOB Airspace RVSM Risk Estimate Trends
2.10.2.5 Table 7 summarize the number of Non-NIL LHD occurrences assessed and
associated LHD duration (in minutes) or number of levels crossed, and their
associated operational risk by month from January 2015 to June 2015.
Table 7: Summary of LHD by Month for BOB Airspace
Month
(2015)
No. of Non-
NIL LHD
LHD
Duration
(Min)
No.
Levels
Crossed
Operational Risk
(x10-9)
January 13 40 0 0.92
February 10 17 0 0.39
March 28 335 1 8.08
April 43 654 1 15.14
May 9 5 0 0.12
June 12 58 0 1.34
Total 115 1109 2 25.99
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.10.2.6 Table 8 summarize the number of LHD occurrences, the associated LHD duration
(in minutes) and the number of flight levels crossed without clearance, by LHD
category from January 2015 to June 2015.
LHD
Category
Code
LHD Category Description
No
. o
f
LH
Ds
LH
D
Du
ra
tio
n
(Min
)
No
.
lev
els
cro
ssed
O
pera
tio
na
l R
isk
(x10
-9)
A Flight crew failing to climb/descend the
aircraft as cleared 0.00 0.00 0.00 0.00
B Flight crew climbing/descending
without ATC Clearance 1.00 29.00 0.00 0.67
C
Incorrect operation or interpretation of
airborne equipment (e.g. incorrect
operation of fully functional FMS,
incorrect transcription of ATC
clearance or re-clearance, flight plan
followed rather than ATC clearance,
original clearance followed instead of
re-clearance etc) 0.00 0.00 0.00 0.00
D
ATC system loop error; (e.g. ATC issues
incorrect clearance or flight crew
misunderstands clearance message) 5.00 34.00 2.00 1.17
E
Coordination errors in the ATC to ATC
transfer or control responsibility as a
result of human factors issues (e.g. late
or non-existent coordination, incorrect
time estimate/actual, flight level, ATS
route etc not in accordance with agreed
parameters) 107.00 1017.00 0.00
23.4
8
F
Coordination errors in the ATC to ATC
transfer or control responsibility as a
result of equipment outage or technical
issues 0.00 0.00 0.00 0.00
G
Deviation due to aircraft contingency
event leading to sudden inability to
maintain assigned flight level (e.g.
pressurization failure, engine failure) 0.00 0.00 0.00 0.00
H
Deviation due to airborne equipment
failure leading to unintentional or
undetected change of flight level 0.00 0.00 0.00 0.00
I Deviation due to turbulence or other
weather related cause 2.00 29.00 0.00 0.67
J Deviation due to TCAS resolution
advisory, flight crew correctly following 0.00 0.00 0.00 0.00
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 LHD
Category
Code
LHD Category Description
No
. o
f
LH
Ds
LH
D
Du
ra
tio
n
(Min
)
No
.
lev
els
cro
ssed
O
pera
tio
na
l R
isk
(x10
-9)
the resolution advisory
K
Deviation due to TCAS resolution
advisory, flight crew incorrectly
following the resolution advisory 0.00 0.00 0.00 0.00
L
An aircraft being provided with RVSM
separation is not RVSM approved (e.g.
flight plan indicating RVSM approval
but aircraft not approved, ATC
misinterpretation of flight plan) 0.00 0.00 0.00 0.00
M
Other – this includes situations of flights operating (including climbing/descending) in airspace where flight crews are unable to establish normal air-ground communications with the responsible ATS unit. 0.00 0.00
0.00 0.00
Total 115
1109.00 2.00
25.99
Table 8: Summary of LHD by LHD Category for BOB Airspace
2.10.2.7 Category E LHDs still account for most of LHD duration and occurrences in the
region. These occurrences can be further categorized into the following sub-
categories as depicted in Figure 7.
Figure 7: Sub-categories of Category-E LHDs for BOB Airspace
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 Analysis of Operational Error
2.10.2.8 There are 115 LHD occurrences which account for the risk of 25.99 x 10-9 FAPFH.
The 10 highest risk bearing LHDs together account for the risk of 21.46 x 10-9
FAPFH or 83% of total operational risk. The operational risk is mainly the result
of a small number of LHDs with long duration. As illustrated in Figure 7 almost all
of these LHDs are the result of breakdown in coordination.
2.10.2.9 The next two figures depict geographic location of non-nil LHDs and hot spots in
the BOB region based on LHD reports from January to June 2015 where:
- each navy blue dotted line represents the frequency of occurrences at the
labeled waypoint,
- each red label indicates the number of LHDs and duration in minutes
associated with that location, and
- the turquoise lines represent west-bound traffic density while the orange lines
represent east-bound traffic density
2.10.2.10 Figure 8 shows the first hot spot area, which consists of the transfer-of-control points
along Chennai and Kuala Lumpur FIRs and the transfer-of-control points along
Kolkata and Yangon FIRs. This area has been and still continues to be the major
hot spot area in the region.
Figure 8: LHD Hot Spots between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.10.2.11 Figure 9 shows the second hot spot area, which consists of the transfer-of-control
points on the western boundary of Mumbai FIR. The majority of risk is due to
ATC-to-ATC coordination errors at ORLID, LOTAV and KITAL. Most LHDs occur
because aircraft entering Mumbai FIR from the west were not transferred to
Mumbai OCC. Since this area is oceanic airspace where no surveillance is available,
Mumbai OCC is not aware of these aircraft until aircraft establish contact with
Mumbai OCC when they are about to enter continental areas. This results in LHDs
with long duration.
Figure 9: LHD Hot Spots between Mumbai and Muscat/Mogadishu FIRs
Proposed Actions for the Region
2.10.2.12 In order to devise risk mitigation measures at these hot spot areas, the following
domains should be taken into consideration:
1) The ATC-to-ATC communication channel and procedure for transferring an
aircraft and the revisions of flight information.
2) The surveillance coverage of the hot spot areas. Surveillance service for the
accepting ATC unit should significantly reduce the duration of LHDs. The
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 better the surveillance, the earlier the accepting ATC unit can detect and
manage the unexpected traffic.
3) ADS-C/CPDLC service will also help reduce the LHD’s duration as the
aircraft’s position is typically reported to the accepting ATC unit at the
transfer-of-control point.
4) The reporting procedure for the flight crew before entering the FIR. If the pilot
reports to the accepting ACC as soon as the aircraft approaches the transfer of
control point, the less chance that the aircraft will fly at a flight level
unexpected by the accepting ATC unit.
5) ATC automation system’s human-machine interface. States that plan to
acquire or upgrade their ATC automation system, especially the systems that
utilize electronic strips environment, should consider a design of human
machine interface which reminds ATCs to send flight information revision
when necessary.
2.10.2.13 For interfaces between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs, there
have been some initiatives to reduce the LHDs since the situation came into light in
2013. The States concerned initiated plans to implement AIDC between ACCs to
help automate the coordination process and share ADS-B data so that the entering
aircraft can be detected early.
2.10.2.14 For Mumbai and Muscat/Mogadishu interface, upon the receipt of the LHD reports
in July, the MAAR raised the issue to the attention of AFI Regional Monitoring
Agency (ARMA) who oversees the Mogadishu FIR and the Middle East Regional
Monitoring Agency (MIDRMA) who oversees the Muscat FIR. As a short-term
solution, the MAAR asked the RMAs to urge flight crews of aircraft entering
Mumbai FIR to contact Mumbai OCC before the aircraft enters the FIR, especially
those operating without ADS-CPDLC. As a short-term solution, the MAAR asked
the RMAs to urge flight crews of aircraft entering Mumbai FIR, especially those
operating without ADS-CPDLS, to contact Mumbai OCC before the entering the
FIR.
2.10.2.15 MAAR would like to propose some additional actions and procedure to be considered
and, if possible, adopted by BOBASIO States in order to establish a more robust
platform to address these safety concerns. The proposal is for:
1) BOBASIO to take on the task of acting as the scrutiny group to address the hot
spots in the BOBASIO region, which could be conducted in a form of side
meetings to the main meeting;
2) BOBASIO to add an agenda concerning airspace safety in the region; and
3) BOBASIO States to establish a procedure for supervisors or controllers on duty
of transferring and accepting ATS units to discuss and investigate, in a timely
manner, the occurrences relating to the breakdown in coordination, and then
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 report the LHD to the corresponding RMAs.
2.10.2.16 Flimsy 1 was presented by MAAR and BOBASMA which proposed that BOBASIO
add ‘Airspace safety’ as one of its agenda, and also form a small working group
consisting of BOBASMA, AAI, MAAR, and States directly involved with the
identified hot spots.The working group should work towards identifying preliminary
causes of the LHDs and recommend remedial actions to BOBASIO which will act as
the scrutiny group.
2.10.2.1 After deliberation the meeting adopted the decision for BOBASIO to function as a
Scrutiny group which will be assisted by a small working group comprising MAAR,
BOBASMA, AAI and the concerned state.
2.10.2.2 Decision BOBASIO/5-04:
BOBASIO to take on the role of the scrutiny group for the Bay of Bengal,
Arabian Sea, and Indian Ocean Region.
BOBASIO takes on the role of the scrutiny group for the Bay of Bengal,
Arabian Sea, and Indian Ocean Region and establish a small working
group consisting of BOBASMA, AAI, MAAR, and States directly involved
with the identified hot spots to analyze the occurrences and propose
remedial actions to BOBASIO.
2.10.3 WP 11: ADS-B for Height Keeping Performance Monitoring
2.10.3.1 The Paper presented by MAAR on the potential utilization of India ADS-B data for
height-keeping performance monitoring, as required by the ICAO Annex 6 minimum
requirements for long term monitoring. The Monitoring Agency for Asia Region
(MAAR) also proposed steps towards the ADS-B data sharing for AAI and other
States with ADS-B capability.
2.10.3.2 An aircraft uses a barometric altimeter to determine height and follows common
pressure levels (flight levels) using a QNH of 1013 in RVSM airspace. The altimetry
system error (ASE) is the difference between the altitude indicated by the altimeter
display, assuming a correct altimeter barometric setting, and the pressure altitude
corresponding to the undisturbed ambient pressure. Therefore, ASE is an indicator
of the accuracy of an aircraft’s altimetry system, and, as a result, its height-keeping
performance.
2.10.3.3 ASE can vary and deteriorate with time in service since aircraft altimetry systems
may:
a. wear over time (such as the pitot-static probe and portions of internal plumbing);
b. be subject to damage (such as skin flexing/deformation during operations);
and/or
c. be affected by modification of airframes (such as the application of paint, decals
and branding marks or mounting of accessories or repairs such as boiler plating
in the vicinity of the static pressure ports).
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.10.3.4 To ensure that aircraft operating in RVSM airspace continues to meet the safety
objectives, aircraft operators are required to meet the long-term height monitoring
requirements based on Annex 6 to the Convention on International Civil Aviation.
2.10.3.5 There are two main types of monitoring systems available today:
a. In-Flight GPS-Based Monitoring Systems which require a portable GPS-based
monitoring unit (GMU) to be installed on board; and
b. Ground-Based Height Monitoring Systems which require aircraft to fly over the
operational coverage of stationary ground stations. One type of these systems is
an ADS-B Height Monitoring System (AHMS) which utilizes ADS-B data for
ASE calculation. The twenty-third meeting of the Asia/Pacific Air Navigation
Planning and Implementation Regional Group (APANPIRG/23) agreed that
States should provide ADS-B data when available and requested by the RMAs
for safety monitoring purposes (APANPIRG Conclusion 23/16 - Safety
Monitoring Data Provision)
2.10.3.6 The Bay of Bengal and Arabian Sea Monitoring Agency (BOBASMA) presented
WP/05 "Use of ADS-B Data for Monitoring Aircraft Height Keeping Performance" at
the third ATS coordination meeting of the Bay of Bengal, Arabian Sea, Indian Ocean
(BOBASIO/3). The paper proposed that the ADS-B data from the 21 ADS-B ground
stations in India will enable the height-keeping performance monitoring of ADS-B
equipped aircraft without limiting the means of monitoring to only by use of GMUs.
2.10.3.7 In addition to the current remaining monitoring burden, aircraft operators flying
over the India continental airspace would also benefit in the long run as each of their
fleet will need to be height monitored every two years. Should ADS-B data from
India be shared with the MAAR for the purpose of height-keeping performance
monitoring, all aircraft with ADS-B OUT equipage shall be continuously monitored
and potentially satisfy the ICAO Annex 6 minimum requirements for long term
monitoring.
2.10.3.8 In order to provide the evidence for DGCA India that AAI’s ADS-B data can be used
for ASE calculation, the MAAR would like to propose the following steps to achieve
this task:
1) AAI sends the MAAR a small sample (i.e. one day) of ADS-B binary files, which
are in ASTERIX Category 021 format.
2) The MAAR customizes their software to be able to process AAI's data and sends
the software to AAI.
3) AAI uses the software to process one-month of ADS-B data and sends the result
to the MAAR. The result files will contain only data fields necessary for ASE
calculation.
4) The MAAR analyzes the data and produces an ASE report, including ASE value
comparison between common airframes in MAAR’s existing data and AAI’s data.
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 5) The report can be referenced as a part of AAI request for the approval from the
DGCA of India to use ADS-B data for the purpose of aircraft height-keeping
performance monitoring.
6) Once the DGCA of India approves, the ADS-B data may be processed and shared
with the MAAR on a monthly basis, as described above.
2.10.3.9 In response to MAAR’s offer to validate Indian ADS-B data for ASE calculation India
informed MAAR that as of now India is only considering the use of ADS-B for
provision of Air Traffic Services and when it is proposed to use ADS-B data for
vertical height monitoring then the offer of MAAR will definitely be considered.
2.10.3.10 MAAR also encouraged other States to share their ADS-B data with the MAAR
with similar steps outlined above.
2.10.4 WP 12: Requirement of RMA for BOBASIO airspace
2.10.4.1 BOBASMA presented Working Paper 12 on the need for a Regional Monitoring
Agency for conducting post RVSM implementation system performance monitoring
to ensure continued safe use of RVSM within the Bay of Bengal Arabian Sea Indian
Ocean (BOBASIO) airspace.
2.10.4.2 The BOBASIO airspace spans a wide area stretching from the Middle East/ African
coast in the west and across the vast expanse of the Arabian Sea, the Indian sub-
continent and Bay of Bengal. It comprises of the airspace of seven States
(Afghanistan, Pakistan, India, Maldives, Sri Lanka, Bangladesh & Myanmar) and
eleven FIRs (Kabul, Lahore, Karachi, Male, Mumbai, Delhi, Chennai, Kolkata,
Dacca, Colombo & Yangon).
2.10.4.3 The increased growth of air traffic within the BOBASIO airspace and the projected
future growth require that, the safety monitoring competencies of member States of
BOBASIO are optimized to achieve the safety objectives.
2.10.4.4 In January 2009 the Bay of Bengal ATS Coordination Group in its 20th meeting
(BBACG/20) recognised that En-route Monitoring Agency (EMA) capability was
essential to support the RNP 10 and RNP 4 implementations and invited India to
consider establishing horizontal plane safety assessment and monitoring capability
for the Bay of Bengal and Arabian Sea airspace.
2.10.4.5 India accepted the responsibility and established the EMA, Bay of Bengal Arabian
sea Indian ocean safety Monitoring Agency (BOBASMA) at Chennai in India which
has been endorsed as a competent safety monitoring agency by APANPIRG vide
APANPIRG Decision 22/14 in 2012.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.10.4.6 BOBASMA conducts the safety monitoring for the introduction and continued safe
use of reduced horizontal separation in the BOBASIO airspace and presents the
annual safety report to RASMAG.
2.10.4.7 Table 9 is a summary of the Asia-Pacific RMAs and their area of responsibility.
MAAR provides RMA services to the BOBASIO States.
S. No Regional Monitoring Agency Member
States
Flight Information
Regions
1 Monitoring Agency for Asia
Region (MAAR)
20 25
2 China Regional Monitoring
Agency (China-RMA)
2 10
3 Pacific Approvals Registry and
Monitoring Organization
(PARMO)
6 7
4 Australian Airspace Monitoring
Agency (AAMA)
6 7
5 Japanese Airspace Safety
Monitoring Agency (JASMA)
1 1
Table 9. Summary of Asia-Pacific RMAs and Estimated annual Flying Hours
2.10.4.8 The increased safety monitoring competency of States like India could help in
establishing additional Regional monitoring agencies to cater to the needs of an ever
growing traffic scenario in the region.
2.10.4.9 BOBASMA had been supporting the efforts of MAAR since 2011-12 by sensitizing
the controllers and senior ATC officers on the need to report safety occurrences, as
can be seen from the increased instances of LHD reporting in the region in the recent
past. This has only resulted in conducting a more realistic Safety assessment leading
to the identification of safety issues that were so far hidden. (Ref: RASMAG/20
report).
2.10.4.10 BOBASMA is willing to undertake the additional responsibility of providing RMA
services for the member States of BOBASMA. BOBASMA is ready to participate in
training programs under the guidance of any of the established RMAs to acquire the
additional technical competence if any, required to carry out the functions of an
RMA.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2.10.4.11 MAAR while endorsing the Safety Monitoring capabilities of BOBASMA informed
the meeting of their willingness to continue providing the RMA services for the
BOBASIO airspace. MAAR also informed the meeting that the request was already
discussed previously in RASMAG. RASMAG had decided not to add any more RMAs
to the region since APAC region already has 5 RMAs compared to 1 RMA in other
regions. However, the meeting took note of the vast airspace of the BOBASIO region
and the efforts undertaken by BOBASMA to identify for the first time the vertical
safety risks which had so far remained hidden. Considering the positive role that
BOBASMA could play in having a specific and sustained focus on the safety risk
within the BOBASIO airspace the meeting decided to adopt the Draft Decision as
given in 2.10.4.12 below, proposed by BOBASMA.
2.10.4.12 Decision BOBASIO/5-05:
Regional Monitoring Agency for BOBASIO Airspace.
BOBASMA to present a working paper conveying a decision of BOBASIO/5 to
RASMAG for providing RMA services to the member States of BOBASMA in
addition to the EMA services.
AGENDA ITEM 11: FUTURE MEETINGS
2.11.1.1 The meeting agreed to include following two Permanent Agenda items in the future
meetings to ensure better coordination and collaboration for effective
implementation of Seamless ATM plan and Safety monitoring in the BOBASIO Sub-
group comprising of States from three different ICAO regions:
1. Outcome of related Meetings in the region and action items for BOBASIO States
2. Airspace safety in the BOBASIO Sub- region
2.11.1.2 The meeting discussed the venue for the next meeting. Seychelles proposed to
discuss with their management for holding the next BOBASIO meeting.
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 APPENDIX A
ACTION ITEMS OF BOBASIO/5
Action
Item
ID
Description Responsible
State/
Organisation
Remarks Status
3/2 States to consider
declaring airspace
corresponding to its ATM
capability and consider
non-exclusive type of
airspace classification, to
allow for utilization of such
airspace by aircraft not
meeting the requirements.
BOBASIO
States
States requested
ICAO APAC regional
Office to provide
guidance material
Open
3/3 India to follow up the task
of joint routes design with
neighbouring States for
mutual benefit.
India and
neighbouring
States
Ongoing
3/4 India, Malaysia, Indonesia
and other BOBASIO
States to collaborate, to
establish RNP 4 routes in
the Bay of Bengal to
support 30/30 NM
separation.
India,
Malaysia
Indonesia
and other
BOBASIO
States
India introduced
30NM Reduced
Longitudinal
Separation wef 18th
September 2014 on 4
ATS Routes. Other
States to collaborate.
Indonesia will be
ready by March,
2015.
(No Update from
Indonesia. Indonesia
did not attend
BOBASIO/5
meeting).
Revised timeline
from Malaysia, and
Muscat awaited.
(No update from
Malaysia and
Muscat.
Malaysia and Muscat
did not attend
BOBASIO/5
meeting).
Open
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
3/7 Malaysia and India to
provide an update on
possibility of sharing of
Port Blair ADS-B data
with Malaysia and enable
seamless transfer of
communication at the FIR
boundary for
implementation of 50-50
NM separation, at the
SAIOACG meeting in
February 2014.
Malaysia
and India
Timeline Revised to
March 2016.
(Malaysia did not
attend BOBASIO/5
meeting).
Open
3/8 All BOBASIO States to
report occurrences of LLDs
and LLEs to BOBASMA in
timely manner. They
should sensitize their
controllers to report the
occurrences of LLDs and
LLE.
States
obliged to
submit data
to
BOBASMA
Ongoing
3/10 Mumbai OCC to submit a
study on traffic pattern
to/from AFI regions in
terms of time of operation
and density to facilitate the
evaluation of the FLAS
and its review.
India Mumbai submitted
study report.
An ongoing process
for evaluation of
FLAS
Open
3/14 LOA between Kolkata ACC
and Yangon ACC to be
signed by Appropriate
Authority of Yangon and
sent to Airports Authority
of India.
Yangon Response from
Yangon is awaited.
(Myanmar did not
attend the meeting)
Open
3/16 Coordination Procedures
between Chennai OCC and
Kuala Lumpur ACC to be
signed by the appropriate
authorities of Malaysia
and India.
India and
Malaysia
LOAs exchanged but
not signed
(Malaysia did not
attend the meeting)
Open
3/17 LOA/Coordination
Procedures for AIDC data
exchange between Chennai
and Kuala Lumpur to be
finalized
India and
Malaysia
Trials are Ongoing Open
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 3/18 Development of ATM
Contingency Plan Level 2/3
(Note: ATMTF meeting
scheduled in the 3rd week of
Nov, 2013 and is being
attended by India)
BOBASIO
States
Discussion ongoing
for developing ATM
Contingency Plan
Open
3/19 Neighbouring States to
expedite execution of SAR
agreement(s), providing
details of the responsibility
of States and their
agencies, especially in
Cross Border Areas.
BOBASIO
States
(Update from the
states required)
Open
3/20 BOBASIO States which
are planning A-CDM to
ensure the “Business
Rules”; terminology and
procedures were aligned
regionally to ensure that
user interfaces with
various A-CDM systems
are common.
BOBASIO
States
ICAO RSO has
circulated the
Template for the
states to Comply
with the Business
rules.
(Other BOBASIO
states may follow
with their respective
RSOs).
Open
3/21 Neighboring Centers
adjacent India to share
their plan with India for
AIDC implementation in a
time bound manner.
Neighbourin
g BOBASIO
States to
India
Target date of
implementation
Indonesian Oct 2015.
(No update received)
Draft LOA
exchanged
between
Myanmar and
India
Open
3/22 ICAO to standardize single
ICD version within APAC
region and all the regions
of ICAO to achieve
harmonious
implementation.
ICAO
Regional
Office
Completed in
APANPIRG25
(Other BOBASIO
states may give
update for their
respective regions)
Open
3/23 India to coordinate
through POC for further
feasibility studies on
GAGAN and feedback from
the member States.
India Ongoing
4/1 Establishing POC for
follow up actions of
BOBASIO Meetings
All
BOBASIO
States
POC to be forwarded
to BOBASIO
Secretary
Open
BOBASIO/5
02/09/2015 P a g e | 43
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 [email protected]
4/3 BOBASIO States to
share information
on strategies being
adopted to establish
Cyber security
framework
All
BOBASIO
States
BOBASIO/5 Ongoing
4/4 Identification and
prioritization ATS routes
for implementation of
RHS (50/50 and 30/50)
Meeting to identify point
of contacts and
coordinators for the task.
Muscat
Bangladesh
Indonesia
Malaysia
Myanmar
Pakistan
Sri Lanka
Maldives
Indonesia will be
ready by March, 2015
Response from other
States awaited.
(Maldives can
implement 50/50
lateral separation
(Ref Annex 11) ; but
- Maldives cannot
implement 50/50
Longitudinal
Separation due to
unavailability of
ADS-C /DCPC
-
Maldives cannot
Implement 30/30
RHS due to
Unavailability
Of ADS-C/DCPC)
Open
4/5 Review the draft letter of
agreement and formalize
SAR LOAs with adjacent
RCCs
All BOBSIO
States
Maldives has
already submitted
draft letter of
agreement for SAR
LOAs to India and
awaiting comments
from India
Open
4/6 Maldives, India, Sri Lanka
and Mauritius to
collaborate for ATM
Contingency Plan.
All affected
States
Maldives
Maldives provided
POC
Open
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 Maldives to establish POC
for other affected FIR
4/8 AAI to assess the
requirement of ATS/DS
between Mumbai and
Somalia
India and
Somalia Mogadishu had
proposed ATS/DS
between Mogadishu
and Mumbai
through WP/4 in
BOBASIO/4.
Mogadishu also
informed that the
AMHS installation
at Mogadishu was
in final stages and
as Mumbai is
already AIDC
capable in future
AIDC would be
implemented
between Mogadishu
and Mumbai. In a
side meeting held
during BOBASIO/4
the Mumbai ATC
representative had
submitted that as
the frequency of
calls was very less,
the existing
practice of
coordination
through ISDN
calling was
sufficient. The CNS
representatives of
AAI were however
requested to study
feasibility of
ATS/DS.
Open
A dedicated
number in
Mumbai
OCC, which
is neither
circulated
nor provided
in directory
is provided
to
Mogadishu
for
coordination.
Mogadishu
will keep it
on trial until
they are
satisfied
with the
service.
4/12 Controller exchange
programme between
Seychelles and Mumbai for
India and
Seychelles Proposal is
acceptable to
Mumbai ATC. AAI
Open
BOBASIO/5
02/09/2015 P a g e | 45
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 understanding the other’s
working environment
which will help in resolving
the human factors issues
CHQ may consider
to extend invitation
to ANSP of
Seychelles.
Revised timeline
July, 2016
4/13 The introduction of an
International Route
connectivity between
Guwahati and Bangkok,
via GGT VOR- B593 –
CML (COMILLA) VOR –
ONEKA – G463 – CTG
(CHITTAGONG) VOR –
G463-BGO
VOR(YANGON)-Bangkok
India
Bangladesh
July 2015
Status update to be
provided by
Bangladesh on status
of PfA of BANP
Open
.
4/14 Exchange of ATS messages
via AFTN between Kolkata
and Myanmar to be done
on trial basis during lean
period with prior
coordination.
India and
Myanmar
Commencement of
trial by 31st Oct,
2014.
Open
4/16 India to send proposal to
Bangladesh for
unidirectional route
between CEA and AAT
and Bangladesh to
respond on proposal.
India
Bangladesh
Proposal and
reminder sent to
Bangladesh
Open
4/19 Jakarta and Chennai to
review the no pre-
coordinated level for
westbound traffic on N563
Indonesia
and India
Through
correspondence and
Side line meetings
during ICAO
meetings
Open
5/1 Establish new ATS routes
in Kolkata-Dhaka FIR,
Northern Bay of Bengal
and over Arabian Sea for
capacity enhancement and
route optimization
India,
Bangladesh,
Myanmar,
Thailand and
Indonesia
BOBASIO/6 Route
proposals will
be reviewed
and
discussed in
BIMT
meeting
again with
Myanmar
BOBASIO/5
02/09/2015 P a g e | 46
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 and
Bangladesh.
5/2 Consider to develop
structured program for
BOBASIO Geographical
Area for Upper airspace
UPR development
All
BOBASIO
States
BOBASIO/6
5/3 Consider the proposal for
inclusion of the segment
between ELKEL and Male
of G465 in Male FIR as
Contingency Route with
FLAS as FL280 (WB) and
FL270 (EB) to harmonize
the ATM Contingency Plan
of India, Maldives and
Srilanka
Maldives 31st October 2015
5/4 Consider the Letter of
Agreement template for
the ATM Contingency
Plan
Level 2. (Attached as
Annexure IV to WP 06)
All
BOBASIO
States
31st October 2015
5/5 Establish a procedure for
supervisors or controllers
on duty of transferring and
accepting ATS units to
discuss and investigate, in
a timely manner, the
occurrences relating to the
breakdown in
coordination, and then
report the LHD to the
corresponding RMAs
BOBASIO
States
31st December 2015
for Draft Procedure
5/6 Consider to share ADS-B
data with the MAAR for
height keeping
performance monitoring
Willing
BOBASIO
States
Ongoing
5/7 Establish POC for
coordinating the
preliminary activities for
the feasibility and efficacy
of BOBASIO Contingency
Team.
India/IATA 31st December 2015
BOBASIO/5
02/09/2015 P a g e | 47
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 5/8 Review the draft Letter of
Agreement (enclosed as
Annexure IV to the
report) for the
coordination/co-operation
on operational matters of
SAR services with India
All
Concerned
States
31st December 2015
5/9
BOBASMA to present a
working paper conveying a
decision of BOBASIO 5 to
RASMAG for providing
RMA services to the
member States of
BOBASMA in addition to
the EMA services.
BOBASMA RASMAG/21
5/10 MAAR to constitute a
mechanism for timely
coordination of LHD
occurrences between
concerned ATS units.
MAAR 31st October 2015
5/11 Establish a small working
group consisting of
BOBASMA, AAI, MAAR,
and States directly
involved with the
identified hot spots to
analyze the occurrences
and propose remedial
actions to BOBASIO
India 31st October 2015
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 APPENDIX B
PROPOSED AGENDA
Agenda Topic
Item 1 Adoption of Agenda
Item 2 Review of progress on action items of BOBASIO/3 and BOBASIO/4
Item 3 Outcome of related Meetings in the region and action items for
BOBASIO states
Item 4 Strategic ATM Plans of participating States
Item 5 AIDC Implementation
Item 6 ATM Coordination (Airspace restructuring, AIS and SAR agreements)
Item 7 ATM Contingency Plan- Level 1 and Level 2
Item 8 SBAS implementation in the region and possibilities of entering into
MoU with the concerned states of BOBASIO region
Item 9 Side line working group meetings comprising of states and
organisations (Discussion and adoption of LOAs)
Item 10 Any other Business
Item 11 Future meetings
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 APPENDIX C
LIST OF WORKING AND INFORMATION PAPERS
1. Working Papers
S
no
Agenda
item
Subject Presented
by
1 1 Proposed Agenda Secretariat
2 2 Review of Action items from BOBASIO 3 and 4 Secretariat
3 4 Collaborative airspace design and management AAI
4 4 Implementation of 50NM RHS AAI
5 6 Upper Airspace UPR Zone over BOBASICO airspace IATA
6 7 Update on Contingency plan AAI
7 8 Gagan Equitorial IONO advantage AAI
8 8 Gagan for Everyone AAI
9 10 BOBASMA safety report BOBASMA
10 10 Safety Concerns in BOBASIO MAAR
11 10 ADS-B for Height Keeping Performance Monitoring MAAR
12 10 Requirement of RMA for BOBASIO airspace BOBASMA
13 7 BOBASIO Contingency team AAI
2. Information Papers
S
no
Agenda
item
Subject Presented
by
1 3 ASIOACG9 INSPIRE5 outcomes Secretary-
ASIOACG
2 4 ADS-B data sharing Maldives
3 5 AIDC implementation Maldives
4 5 AIDC implementation in Singapore Singapore
5 5 AIDC implementation-AAI AAI
6 6 Singapore Search and Rescue Operations Singapore
7 10 Space based ADS-B Value Proposition Aireon
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 APPENDIX D
ORDER OF BUSINESS
Monday, 31st August, 2015
Time Program
0900-1000 Registration
1000-1120 Inaugural Session
1120-1150 Photo session followed by Tea/Coffee Break
1150-1300 Discussions on Agenda Items
1300-1400 Lunch
1400-1500 Discussions on Agenda Items
1500-1530 Tea/Coffee Break
1530-1700 Side Line meeting -1
Tuesday, 1st September, 2015
Time Program
0930-1100 Discussions on Agenda Items
1100-1130 Tea/Coffee Break
1130-1300 Discussions on Agenda Items
1300-1400 Lunch
1400-1500 Discussions on Agenda Items
1500-1530 Tea/Coffee Break
1530-1700 Side Line meeting -2
Wednesday, 2nd September, 2015
Time Program
0930-1030 Review of Draft Report
1030-1100 Tea/Coffee Break
1100-1200 Adoption of Report and Closing of Meeting
1200-1300 Lunch
1300 onwards Sight-seeing tour
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 APPENDIX E
ORDER OF DISCUSSION
31st August 2015 (Monday)
Session Time Agenda Item Subject Presented
by
Session 1
(1150-1300)
1150-1200 1 WP 01 Proposed Agenda Secretariat
1200-1230 2 WP 02 Review of Action items
from BOBASIO 3 and 4 Secretariat
1230-1245 3 IP 01 ASIOACG9 INSPIRE5
outcomes
Secretary-
ASIOACG
1245-1300 4 WP 03 Collaborative airspace
design and management AAI
1300-1400 Lunch Break
Session 2
(1400-1445)
1400-1415 4 WP 04 Implementation of 50NM
RHS AAI
1415-1425 5 IP 03 AIDC implementation Maldives
1425-1435 5 IP 04 AIDC implementation in
Singapore Singapore
1435-1445 5 IP 05 AIDC implementation-AAI AAI
1445-1515 Tea/Coffee Break
Session 3
(1515-1700)
1515-1530 8 WP 07 GAGAN Equatorial IONO
advantage AAI
1530-1545 8 WP 08 GAGAN for Everyone AAI
1545-1700 Sideline Meeting 1
BOBASIO/5
02/09/2015 P a g e | 52
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 1st September 2015 (Tuesday)
Session Time Agenda Item Subject Presented
by
Session 1
(0930-1100)
0930-0945 10 WP 09 BOBASMA safety report BOBASMA
0945-1010 10 WP 10 Safety Concerns in
BOBASIO MAAR
1010-1025 10 WP 11
ADS-B for Height
Keeping Performance
Monitoring
MAAR
1025-1050 10 WP 12 Requirement of RMA for
BOBASIO airspace BOBASMA
1050-1100 4 IP 02 ADS-B data sharing Maldives
1100-1130 Tea/Coffee Break
Session 2
(1130-1300)
1130-1150 7 WP 06 Update on Contingency
plan AAI
1150-1205 6 IP 06 Singapore Search and
Rescue Operations Singapore
1205-1220 10 IP 07 Space based ADS-B Value
Proposition Aireon
1220-1240 6 WP 05
Upper Airspace UPR
Zone over BOBASICO
airspace
IATA
1240-1300 7 WP 13 BOBASIO Contingency
Team AAI
1300-1400 Lunch Break
Session 2
(1400-1500)
1400-1445 Presentation Aeronautical Billing System by AAI
1445-1500 11 Future Meetings Secretariat
1500-1530 Tea/Coffee Break
Session 3 1530-1700 9 Side Line meeting –2
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 2nd September 2015 (Wednesday)
Session Time Item Presented By
Session 1 0930-1030 Review of Draft report Secretariat
1030-1100 Tea/Coffee Break
Session 2
1100-1130 Adoption of report Secretariat
1130-1200 Closing of meeting Secretariat
1200 -1300 Lunch Break
1300 Onwards Local Sightseeing Tour
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 APPENDIX F
LIST OF DELEGATES FOR BOBASIO MEETING
Name (Mr./Ms.) Designation E-mail ID/ Tel No
1 INDIA (Airports Authority of India)
1. A.K. Dutta ED(ATM) [email protected]
2. Pramod Kumar Mishra ED(ATM) [email protected]
3. J. Dasgupta GM (ATM) [email protected]
9870363692
4. M.C. Dangi GM (ATM) [email protected]
9650222144
5. R.K. Singh GM (ATM)
6. Keshava Sharma GM (ATM)
7. M. Muthu GM (ATM)
8. S.K. Oberoi GM (ATM) [email protected]
9. A.P. Gajbe GM (ATM) [email protected]
+91-9650555192
10. Kanhaya Lal GM (ATM) [email protected]
9650596385
11. N.R. Das GM (CNS)
12. S C Badola Jt. GM (ATM)
13. G C Bhatt Jt. GM (ATM)
14. A B Joshi Jt. GM (ATM) [email protected]
+91-9820138296
15. S. Ghosh GM (CNS) [email protected]
+91-8902499903
16. Soren Singh GM (CNS)
17. G.S. Rao GM (CNS) [email protected]
9490173469
18. S.K. Srivastava Jt. GM (ATM) [email protected]
19. Vivek Desai Jt. GM (ATM) [email protected]
8826717633
20. O.S. Ekka Jt. GM (ATM) [email protected]
9866212756
21. V.K. Seth Jt. GM (ATM) [email protected]
9426285236
22. S.R. Mehto Jt. GM (CNS)
23. P.K. Jain Jt. GM (CNS) [email protected]
9968687929
BOBASIO/5
02/09/2015 P a g e | 55
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 24. L.S.R. Mohanrao Jt. GM (CNS)
25. S.P.V.R.Naidu Jt. GM (CNS) [email protected]
9440723978
26. C.H. Baburao Jt. GM (CNS) [email protected]
9481802962
27. Sheikh Mohd. Naiem Jt. GM (CNS)
28. Surendra Sunda SM (CNS)
29. Rajan George GM(CNS-P)
30. K.C. Patro GM(CNS-P)
31. K.M. Nehra Jt. GM (ATM)
32. N.K. Chaudhary Jt. GM (ATM)
33. A. P. Udayanarayana Jt. GM (ATM) [email protected]
9445035614
34. M. Ayoob Jt. GM (ATM)
35. J.S. Sandhu GM (ATM-HR)
36. Rakesh Bhatnagar Jt. GM (ATM) [email protected]
9650077447
37. S. Swaminathan Jt. GM (ATM)
38. A.B. Chattoraj Jt. GM (ATM)
39. S. Chadhha GM (ATM) [email protected]
40. S.V. Satish GM (ATM) [email protected]
41. S. Perumal GM (CNS)
42. Kalyan Chaudhary Jt. GM (ATM)
43. S.P. Pandey Jt. GM (CNS) [email protected]
44. Dr. R.K. Jenamani DIR I/C (MET) [email protected]
9971022981
INDIA( Other than Airports Authority of India)
45. 1
. Capt. R.K. Anand DIR (ATS) AHQ
46. 4
.
Pallavi Parmar Lt. ATCO
(Indian Navy)
47. 5
.
J. Josheph Gp. Capt.
(Indian Air
Force)
48. 6
.
CPR. S. Jaidwal JD (Coast
Guard)
9873103881
2 MALDIVES
49. 1
.
Athuhar Mohamed [email protected]
50. 2
.
Mafaz Mohamed
3 NEPAL
BOBASIO/5
02/09/2015 P a g e | 56
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 51. Shishil Chitrakar [email protected]
9849733389
52. Puspa Raj Ratala [email protected]
9841687634
53. Shreekar Prajapati [email protected]
9841987673
54. Ramesh Bahadur
Kunwar
9848074777
4 SEYCHELLES
55.
E. Samson CAA [email protected]
+ 248 252 72 06
56.
Louis Raul CAA [email protected]
+ 248 2513 566
5 SINGAPORE
57. Michael Shee
(65) 6541 2454
58. Jimit Singh
(65) 6595 6055
90030245
7 SOMALIA
59. Noble Godwin Edzeameh [email protected]
+254-722-606855
60. Humphrey Kilei
Mwachoki
org
254207622812
8 AEROTHAI
61. Chananya
Pinkeawprasert
62. Svgoon Fucharoeh [email protected]
63. Ms. Saifon Obromsook [email protected]
66 22878291
64. Piyawut Tantimekabut [email protected]
66896975859
9 IATA
65. Prashant Sanglikar Asst. Dir.
(SFO)
66. George Chan [email protected]
8529484918
67. David M Rollo Asst. Dir.
(SFO)
9968502573
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 APPENDIX G
GROUP PHOTOGRAPH OF DELEGATES OF BOBASIO/5
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE- I
(APPENDIX TO WP/03: COLLABORATIVE AIRSPACE DESIGN AND
MANAGEMENT)
A) In Kolkata-Dhaka FIR
The proposal is to establish new ATS routes as follows-
1) Uni-directional (WB) ATS Route - Guwahati- TEGAK-Kolkata
2) Uni-directional (EB) ATS Route - Kolkata-Barisal-Comilla-Lengpui.
3) Uni-directional (EB) ATS Route - Guwahati-Sylhet-Agartala
4) Bi-directional ATS Route - Bagdogra - Saidpur
5) Jamshedpur-Durgapur-Rajsahi (Bidirectional)
6) Uni-directional (EB) ATS Route - Dhaka- Agartala
7) A conditional route (bi-directional) between Saidpur and Dhaka overlaying domestic Route
W3 / W6 for aircraft overflying Dhaka.
8) Bi-directional ATS Route - Katihar – Saidpur – Guwahati
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 B) In Mumbai-Sanaa-Mogadishu-Seychelles FIR
The proposal is to-
1) Restrict G450 upper limit to FL280 to accommodate non-RNP10/ non-RVSM
aircraft
2) Create a new RNP10 ATS Route overlaying G450 between ORLID and Mumbai
with vertical limit as FL290/FL460.
3) Create a new RNP10 ATS route parallel and 50NM north of G450 between
NABIL and WP 183418N 0701230E joining P751 to Mumbai.
4) Create a new ATS route parallel and 50NM south of G450 between VUTOS and
NINOB joining B459 to Mumbai.
5) Restrict G424 upper limit to FL280 to accommodate non-RNP10/ non-RVSM
aircraft or withdraw G424.
6) Mogadishu may coordinate with SANAA for extension of route between NABIL
and EKBAS for connectivity of aircraft on UT382.
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 C) BIMT Route Design over Bay of Bengal
1) It is proposed to introduce the routes with RNP10 specifications requiring mandatory
carriage of ADS-C/CPDLC to enable the application of 50NM longitudinal separation
and review after one year to introduce 30NM longitudinal separation with RNP4
specification.
2) A second review is proposed after 5 years to consider changing the nav specs to RNP2 or
RNAV2.
3) India is entrusted to draft contingency procedures supporting L301 and L507 parallels
during cyclone to be reviewed by BIMT States at the BIMT/3 meeting.
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE-II
(ATTACHMENT A TO IP 06: SINGAPORE SEARCH AND RESCUE OPERATIONS)
BOBASIO/5
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE-III
(ATTACHMENT B TO IP 06: SINGAPORE SEARCH AND RESCUE OPERATIONS
AGREEMENT)
FOR COOPERATION BETWEEN THE
[name of national agency/State] AND
[name of national agency/State]
Note: The term agreement is used in order to be consistent with ICAO Annex
12 and the International Convention on Maritime Search and Rescue. State may
elect to use a different term such and "Memorandum of Understanding", "Letter of
understanding", "Arrangement" or others as appropriate.
This template serves as guidance for States to draft a SAR Agreement (which may
take the form of an MOU or SAR Arrangement or other instrument title) and the text
to be included in this document is for the Parties involved to decide.
CONCERNING AERONAUTICAL [AND/OR] MARITIME SEARCH AND RESCUE
1. Introduction
1.1 The [name of national agency/State] and [name of national agency/State]
(hereinafter referred to as the "Parties" in this Agreement, recognize the
benefits enjoyed from previous close cooperation with regard to search and
rescue SAR operations and training, and further recognize that additional
benefits may be enjoyed from the cooperative arrangements detailed herein;
and
1.2 The Parties have been recognized by their respective governments as
having primary responsibility for coordinating and providing aeronautical and
maritime SAR services in their respective aeronautical and maritime SAR
regions.
1.3 The Parties recognize the great importance of cooperation in aeronautical and
maritime SAR, and in the provision of expeditious and effective SAR services
to save lives and reduce suffering and have assumed their respective
responsibilities for SAR within the framework of the International Convention
on Maritime Search and Rescue, 1979, the Convention on International
Civil Aviation, 1944, and the International Aeronautical and Maritime Search
and Rescue (IAMSAR) Manual.
1.4 The Parties have accordingly reached the following understanding.
2. Objectives and Scope
2.1 This agreement establishes a framework for cooperation among the Parties in
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 carrying out activities related to SAR within the aeronautical and/or maritime
environment and sets out their various responsibilities.
3. Responsibilities
3.1 [name of national agency] and [name of national agency] are each responsible
for the maintenance of safety of life and within their respective aeronautical and
maritime SAR regions, under their respective Rescue Coordination Center
(RCC).
3.2 Each Party, on receiving information of an incident where any person is in
distress within its SAR region, should take urgent measures to provide the most
appropriate assistance regardless of the nationality or status of such a person,
or the circumstances in which that incident occurred or is detected.
3.3 SAR operations should normally be carried out in accordance with the relevant
SAR manuals and recommendations of International Civil Aviation
Organization (ICAO) and the International Maritime Organization IMO,
including the IAMSAR Manual (as amended from time to time), taking into
account SAR procedures established by national legislation.
3.4 The Parties should make every effort to retrieve persons in distress, provide for
their initial medical or other needs and deliver them to a place of safety;
additionally, when it does not involve excessive risk or cost to the units involved
in SAR operations, the Parties may attempt to rescue the craft or vessel on which
the persons in danger are aboard.
3.5 To ensure that SAR operations are conducted in an efficient and coordinated
manner, the Parties should consult and cooperate with each other as necessary
and appropriate, lending mutual assistance as their capabilities allow. If
primary responsibility for coordination of a SAR response or operation cannot be
immediately ascertained, the RCCs concerned should immediately consult with
each other to resolve the issue of primary responsibility.
3.6 For any SAR operation involving coordination between the Parties, the Parties
should in each case decide, through appropriate consultation, which Party is to
act as SAR Mission Coordinator.
3.7 Either Party may conduct SAR operations within the SAR region of the other
Party under the coordination of that other Party's RCC.
3.8 Entry of the SAR units of one Party into or over the territory of the other Party
for the purpose of conducting SAR operations should be expeditiously arranged
to the best of each Party's ability and via the appropriate RCCs.
3.9 Solely for the purpose of searching for the site of an accident, rescuing survivors
of such accidents, rendering emergency rescue assistance to persons, vessels, or
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 aircraft in danger or distress and when the location is reasonably well known,
permission to enter its territory shall be granted by a State to another State's
search and rescue unit(s), provided that a request has been transmitted to the
rescue coordination centre of the concerned State or to such other authority as
has been designated by the State.
3.10 The RCC of the State requesting assistance or the use of suitable SAR
facilities of another State ("the requesting RCC" and "the assisting State"
respectively), shall provide all pertinent details on the scope of the assistance
or facilities required. The requesting RCC should provide full briefing, directly
or indirectly, to the SAR Units that have been made available by the assisting
State, on the scope of the mission before the SAR units enter the SRR of the
requesting RCC. If it is necessary for the SAR Units of an assisting State to
land at an airfield or to make use of the facilities of the requesting RCC in the
course of performing an assigned SAR task, he RCC concerned should make
all necessary arrangements to facilitate the taking of such measures or actions.
3.11 To facilitate the coordination referred to in this section, the Parties
should, to the best of their ability, keep each other fully and promptly informed
of all relevant SAR operations. The Parties should develop appropriate
procedures in accordance with the IAMSAR Manual to provide for the most
effective and efficient means of communication.
4. SAR Regions
4.1 The aeronautical and maritime SAR regions of [State] and [State] are separated
geographically by a continuous line as follows:
[Provide the geographic coordinates of the lines of delimitation between both States' SAR
regions only. Add additional States lines of delimitation for regional SAR Agreement.]
4.2 The establishment of SAR regions is intended only to provide an understanding
concerning the regions within which a Party accepts primary responsibility for
coordinating SAR operations.
4.3 The delimitation of SAR regions is not related to and does not prejudice or have
any bearing on the delimitation of any boundary between States.
5. Rescue Coordination Centers (RCCs)
5.1 The primary operational points of contact under this Agreement are the
internationally recognized aeronautical and maritime RCCs of the Parties.
5.1.1 [Identify national RCC]
5.1.2 [Identify national RCC]
5.2 The Parties, to the best of their ability, should provide to each other any
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Kolkata, India, 22nd –24th September 2014 information which might be useful in order to expedite and improve
coordination.
5.3 Identification of the operational points of contact, as referred to in this Section,
is not intended to preclude appropriate direct coordination between any SAR
facility or organizational unit of the Parties, especially when time is of the
essence in the saving of lives.
5.4 Transfer of SAR mission coordination responsibilities between the RCCs, if
deemed necessary, should be conducted by consultation between RCCs.
6. Cooperation
6.1 The subordinate elements of the Parties may provide for further
coordination and cooperation by the establishment of appropriate operational
arrangements and procedures consistent with this Agreement.
6.2 In addition to information related to specific SAR cases, the Parties may
exchange any other information that may serve to improve the effectiveness of
SAR operations. This information may include, but not be limited to:
6.2.1 communication details;
6.2.2 information about SAR facilities;
6.2.3 descriptions of available airfields;
6.2.4 knowledge of fueling and medical facilities; and 6.2.5
information useful for training SAR personnel.
6.3 The Parties will endeavour to promote mutual SAR cooperation by giving due
consideration to collaboration including, but not limited to:
6.3.1 exchange visits between SAR personnel;
6.3.2 joint SAR exercises and training;
6.3.3 the use of ship reporting systems for SAR purposes;
6.3.4 sharing of information systems, SAR procedures, techniques,
equipment, and facilities;
6.3.5 provision of services in support of SAR operations;
6.3.6 coordination of national positions on international SAR issues of
mutual interest;
6.3.7 supporting and conducting joint research and development initiatives
aimed at reducing search time, improving rescue effectiveness, and
minimizing risk to SAR personnel; and
6.3.8 conducting regular communications checks and exercises, including the
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Kolkata, India, 22nd –24th September 2014 use of alternative means of communications that would be used to handle
communication overloads during major SAR operations.
7 Finances
7.1 Unless otherwise agreed by the Parties, each Party is to fund its own expenses
for activities pertinent to this Agreement.
7.2 The provisions of the Agreement are contingent upon the availability of SAR
personnel, facilities and funding.
7.3 SAR services provided by the Parties to persons in danger or distress are to be
without subsequent cost recovery from the person(s) assisted.
8 Application of this Agreement
8.1 Nothing in this Agreement is intended to affect in any way rights and duties
based on international agreements or other arrangements between the Parties
or their respective governments.
8.2 All activities conducted under this Agreement should be in conformity with
national legislation of the Parties, as well as with the relevant international
conventions in force.
8.3 No provision of this Agreement should be construed as an obstacle to prompt and
effective action by any Party to relieve distress whenever and wherever found.
8.4 Any dispute regarding the interpretation or implementation of this
Agreement is to be resolved by consultation between the Parties and is not
to be referred to any international body, court or third party for settlement.
9 Modification
9.1 This Agreement may be modified in writing by the Parties.
10 Duration, Withdrawal and Discontinuation
10.1 Cooperation under this Agreement may commence from the date of signature
and may continue indefinitely.
10.2 Either Party may withdraw from this Agreement at any time, upon giving not
less than six (6) months' notice in writing to the other Party.
10.3 Cooperation under this Agreement may be discontinued mutually by the
Parties in writing, or by any superseding arrangement.
10.4 The Parties should ensure that such discontinuation does not adversely impact
any SAR operations or other cooperation in progress at the time that such
discontinuation takes effect and should consult each other closely for this
purpose.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
Signed in duplicate at [City, State], this ______ day of ______, 2016. For the
[national agency]:
Signature of Authorized Signatory _________________ Name:
Designation:
Organization:
Signed in duplicate at [City, State], this ______ day of ______, 2016. For the [national
agency]:
Signature of Authorized Signatory _________________ Name:
Designation:
Organization:
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE-IV
(ANNEXURE A TO WP 14: ANNEXURE & LOA ON SEARCH AND RESCUE
COOPERATION)
LETTER OF AGREEMENT
BETWEEN
RESCUE COORDINATION CENTRE
_____
AND
RESCUE COORDINATION CENTRE
_____
FOR
THE COORDINATION/CO-OPERATION
ON
SEARCH AND RESCUE SERVICES
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 AGREEMENT ON COORDINATION/CO-OPERATION BETWEEN
[Name of SAR Service Provider/RCC] RCC and [Name of SAR Service Provider/RCC]
RCC
1. PREAMBLE
The authorized representatives of [Name of SAR Service Provider/RCC] and [Name of
SAR Service Provider/RCC] agree that the procedures contained in this document shall
remain in force from the effective date specified until either amended or cancelled.
2. EFFECTIVE DATE
The provisions in this Agreement shall be become effective on ............. at 0001 UTC.
3. OBJECTIVE
The objective of this Agreement is to specify co-ordination procedures between [Name
of RCC] and [Name of RCC]
4. SCOPE
a) Knowing the importance of co-operation in search and rescue (SAR), and of the
provision of expeditious and effective SAR services;
b) desiring to support the provisions of the Convention on International Civil
Aviation of the International Civil Aviation Organization (ICAO) and/or
International Convention on Maritime Search and Rescue of the International
Maritime Organization (IMO); and
c) seeking to provide an overall plan for SAR co-ordination, use of available
resources, mutual assistance, and efforts to improve SAR services;
d) the Parties have agreed as follows in paras. 5, 6, 7, 8 and 9.
5. EXTENT OF ASSISTANCE
5.1 The Parties agree to co-operate in the following areas:
a) make, and respond to, requests for operational assistance between the designated
rescue co-ordination centres (RCCs) [rescue sub-centres (RSCs); as applicable] of
the Parties as capabilities allow;
b) develop procedures and communications appropriate for co-ordination among
between the RCCs [RSCs; as applicable] of the parties;
c) normally apply the guidance of the International Aeronautical and Maritime
SAR Manuals regarding SAR operational procedures and communications;
d) work to establish agreed procedures, which concern saving lives, regarding entry
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 of various types of SAR facilities into the SRR of the other RCC/Party, solely for
a search or a rescue operation; and
e) enter into other collaborative SAR efforts which may include:
i. mutual visits by SAR personnel of the RCC;
ii. joint training or exercises (Communication or coordination not involving
resources);
iii. co-operation in development of SAR procedures, techniques,
equipment, or facilities;
iv. exchange of pertinent SAR or communications, information; and
v. Ongoing co-operation in improving SAR effectiveness.
vi. Plan of operation by each RCC/Party
6. SEARCH AND RESCUE REGIONS
6.1 Establishment of SRRs is intended only to effect an understanding concerning where
each Party accepts primary responsibility for coordinating or providing SAR services.
SRRs of the Parties shall be separated by lines connecting points as follows;
[Appropriate co- ordinate points describing applicable lines]
7. CONTACT DETAILS
For ___________:RCC _______________
Contact details: _____________________
_____________________
For India: RCC/RSC Delhi/Mumbai/Kolkata/Chennai/Guwahati (as applicable)
Contact details: _____________________
_____________________
8. TERMS OF AGREEMENT
8.1 Keep information readily available on availability of any SAR facilities or other
resources which may be needed for implementing this Agreement.
8.2 Keep each other fully and promptly informed of all SAR operations of mutual interest,
or which may involve use of facilities of the other RCC/Party;
8.3 RCC(s) to request assistance via the RCC(s) of the other party/SRR, and to provide all
pertinent information on the distress situation and the scope of assistance needed;
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 8.4 RCC(s) to promptly respond to a request for assistance from an RCC of the other
Party/SRR.
8.5 RCC/RSC on having information about the requests made by the State of other
RCC/RSC for entry of its SAR facilities (including overflight or landing of SAR aircraft
and/or SAR units for circumstances that dictate for fuelling, medical, or as otherwise
appropriate) will provide all assistance to help expedite the necessary permissions.
The procedure for entry of SAR facilities shall be followed as published by the respective
State.
Note: Normally these procedures are published in GEN 3.6 of AIP of respective
countries, If not published/notified then the sub para 8.5 needs to be suitably modified
by inclusion of the provisions/references where the procedures for entry of SAR facilities
are published by the respective State.
8.6 Normally fund its own activities in relation to this Agreement unless otherwise
arranged by the Parties in advance. But, in any event, this issue of reimbursement of
cost should not delay the response to persons in distress.
9 AMENDMENTS
9.1 Any change to this Agreement, including its cancellation or replacement, requires the
consent of the Parties/RCC 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 Parties/RCCs, or by exchange of correspondence with
acknowledgement by all signatories.
9.2 Whilst temporary deviations from these procedures may be agreed between the RCC
supervisors concerned, as specified in paragraph 10 below, permanent amendments to
this document shall be effective only in the form of a written amendment duly signed
by authorized representatives.
10 DEVIATIONS
Deviation from the procedures specified in this Agreement shall only be permitted in
exceptional circumstances and not without prior co-ordination on a case-by-case basis.
Authorized Signatories
For: (PARTY A/--------RCC): For: (PARTY B/----------RCC):
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE –V
(ANNEXURE I TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)
The Contingency Route structure as discussed and agreed by SWG comprising of
India, Bangladesh and Nepal during the Regional ATM Contingency Plan Task Force
(RACP/TF/2) held in Bangkok, Thailand from 12 to 15 March 2013.
INDIA - NEPAL
Contingency
route
ATS
route
Segment Flight
Level
(EB)
Flight
level
(WB)
Remarks
CR L626 KTM-L626-ONISA - F280
CR R460/
G598
DPN-R460-LLK-
G598-SMR-KTM
As
released
-
CR R344
/A201
KTM-R344–KT-
RAJ-A 201
F310 - To reach
FL 310
by KT
CR A201/
R581
A201 – MONDA –
ROMEO – G336
- As
released
INDIA - BANGLADESH
Contingency
route
ATS route Segment Flight
Level
(EB)
Flight
level
(WB)
Remarks
CR A462/A791 A462–CEA–A791 - F280
CR A 791/A462 A791–CEA–A462 As
released
-
CR G463/B465 G463–CTG–B465 F270 - Co-ord
with
Myanmar
CR B465/G463 B465–CTG–G463 - As
released
Westbound level FL340 / FL 360 will be considered on P628.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE-VI
(ANNEXURE II TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)
The Contingency Route structure as discussed and agreed by SWG comprising of
India, Myanmar, Pakistan, Thailand, Srilanka during the Small Working Group
activities held during RACP Task Force 4 meeting at ICAO APAC office on 26th
January 2015.
Bangladesh and India
Contingency
Routes
ATS
Route
Direction FLAS ACC COM
CRI 15 A462 West FL260 Kolkata
VHF 132.250, 120.575,
132.350, 133.750 MHz
ADS/CPDLC: Logon VECF
HF Primary or Secondary
Guwahati 125.775 MHz
Yangon VHF 126.75
HF 10066/6556
CR G463 East
West
FL270
FL280
Kolkata
VHF 132.250, 120.575,
132.350, 133.750 MHz
ADS/CPDLC: Logon VECF
HF Primary or Secondary
Guwahati 125.775 MHz
Yangon VHF 126.75 MHZ
HF 10066/6556 KHz
Thailand and India
No changes were proposed.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 Sri Lanka and India
Contingency
Routes India
CRI
ATS
Route
Direction FLAS ACC COM
CRI 9 P762 East
West
F270
FL280
Chennai
VHF 118.900, 125.300,
125.700, 128.100,
120.550, 124.500, 134.125,
132.500,
134.425, 132.200,
ADS/CPDLC: Logon
VECF
HF Primary or Secondary
Trivandrum 125.95 MHz
Male 119.7 MHz
Myanmar and India
Contingency
Routes India
CRI
ATS
Route
Direction FLAS ACC COM
CRI 6/7 A201 East
West
FL290
FL320,
FL360
Kolkata
VHF 132.250, 120.575,
132.350, 133.750 MHz
ADS/CPDLC: Logon
VECF
HF Primary or Secondary
Guwahati VHF 125.775 MHz
Dhaka VHF 125.7 MHz
CR 4/5 B465 East
West
FL330,
FL410
FL300,
FL380
Kolkata
VHF 132.250, 120.575,
132.350, 133.750 MHz
ADS/CPDLC: Logon
VECF
HF Primary or Secondary
Guwahati VHF 125.775 MHz
Dhaka VHF 125.7 MHz
CR (To be
Deleted)
A599 -- -- -- Not Agreed by India and
Myanmar
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE-VII
(ANNEXURE III TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 ANNEXURE-VIII
(ANNEXURE IV TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)
ADDENDUM TO THE LETTER OF AGREEMENT (LOA) BETWEEN STATES
ATM CONTINGENCY PLAN
1. OBJECTIVE
1.1 This Letter of Agreement (LOA) is signed between (Name of State) and (Name of
State) to define the Air Traffic Control (ATC) coordination procedures for aircraft
operating within the jurisdiction of DDDD and EEEE FIR to ensure continued safety
of overflying air traffic for the Contingency Level 2 for coordinated contingency plans
involving two or more States / FIRs; and as category A which has a meaning that
the Airspace Safe, but Restricted or No ATS, due to causal events such as industrial
action, pandemic, earthquake, nuclear emergency that affecting the provision of
ATS, or ATM system failure or degradation.
NOTE-As agreed during APANPIRG 22 in Bangkok, Thailand, 5-9 September 2011,
the Category B and C ATM Contingency will be facilitated in the Level 3 (for sub-
Regional or Regional contingency plans).
2. EFFECTIVE DATE
2.1 The provisions in this LOA shall be effective from DD day of MM month of the year
YYYY.
2.2 This letter of procedure will act as an addendum to the existing LOAs, till such time
it is superseded or included in any other form of agreement.
3. SCOPE
3.1 The procedures contained herein are supplementary to the ICAO Standards and
Recommended Practices contained in 11, Regional Supplementary Procedures (DOC
7030), appropriate AIP for Air Traffic Management (ATM) Contingency to ensure
the continued safety of air navigation in the event of partial or total disruption of
air traffic services in the DDDD FIR or EEEE FIR. The Contingency Plan provides
the ATS procedures and contingency route structure using existing airways in most
cases that will allow aircraft operators to transit the DDDD FIR or EEEE FIR.
4. AMENDMENTS
4.1 Any permanent change to this Letter of Agreement, including its amendment/
cancellation requires the consent of the appropriate ATS authorities or their
authorized representatives. This applies to the substance of the change as well as to
its date of applicability.
4.2 Whilst temporary deviations from these procedures may be agreed between the ACC
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 supervisors concerned, permanent amendments to this document shall be effective
only in the form of a written amendment duly signed by authorized representatives
or the appropriate Authority of State.
5. SPECIFIC COORDINATION PROCEDURES
5.1 CONTINGENCY ROUTES:
Contingency
Routes
ATS
Route
Direction FLAS ACC COMMUNICATION
CRI XX AXXX West/East FLXXX AAAA
VHF XXX.XXX,
XXX.XXX MHz
ADS/CPDLC: Logon
AAAA
HF Primary or
Secondary
BBBB YYY.YYY MHz
CCCC VHF ZZZ.ZZZ MHz
HF
5.2 Transfer of Control and communication:
In order to ensure the continued safety of air navigation in the event of partial or
total disruption of air traffic services, the transfer of control shall be:-
a. As per existing LOA for ATS Coordination Procedures or as specified.
b. As per agreed FLAS in Para 5.1 above and as defined in the ATM Contingency
Plan.
6. Separation minima:
6.1 Minimum longitudinal separation applicable as per published ATM Contingency
Plan in appropriate AIP.
6 DEVIATIONS
6.5 Temporary deviation from the procedures specified in this Letter of Agreement shall
only be permitted in exceptional circumstances and with prior co- ordination on a
case-by-case basis by the ATS Supervisors concerned.
6.6 Any deviations from this provisions that arise due to an emergency or are necessary
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
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014 the deviation cease to exist.
7 AUTHORISED SIGNATORIES
(--------------------------------)
Appropriate ATS Authority
Name of State
(---------------------------------)
Appropriate ATS Authority
Name of State