Doc 9673 air navigation plan asia and pacific rigion vol i

  • 1,316 views
Uploaded on

 

More in: Career , Technology , Business
  • Full Name Full Name Comment goes here.
    Are you sure you want to
    Your message goes here
    Be the first to comment
    Be the first to like this
No Downloads

Views

Total Views
1,316
On Slideshare
0
From Embeds
0
Number of Embeds
0

Actions

Shares
Downloads
50
Comments
0
Likes
0

Embeds 0

No embeds

Report content

Flagged as inappropriate Flag as inappropriate
Flag as inappropriate

Select your reason for flagging this presentation as inappropriate.

Cancel
    No notes for slide

Transcript

  • 1. Doc 9673 Asia and Pacific Regions Air Navigation Plan Volume I , Basic ANP --`,,```,,,,````-`-`,,`,,`,`,,`--- Not to be used for operational purposes First edition - 2006 International Civil Aviation Organization Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 2. Published in English only by the International Civil Aviation Organization. All correspondence, except orders and subscriptions, should be addressed to the Secretary General. Orders should be sent to one of the following addresses, together with the appropriate remittance (by bank draft, cheque or money order) in U.S. dollars or the currency of the country in which the order is placed. Credit card orders (American Express, Mastercard and Visa) are accepted at ICAO Headquarters. --`,,```,,,,````-`-`,,`,,`,`,,`--- International Civil Aviation Organization. Attention: Document Sales Unit, 999 University Street, Montreal, Quebec, Canada H3C 5H7 Telephone: +I (5 14) 954-8022; Facsimile: +I (514) 954-6769; Sitatex: YULCAYA; E-mail: sales@icao.int; World Wide Web: http://www.icao.int Cameroon. KnowHow, I, Rue de la Chambre de Commerce-Bonanjo, B.P. 4676, Douala / Telephone: +237 343 98 42; Facsimile: +237 343 89 25; E-mail: knowhow~doc@yahoo.fr China. Glory Master International Limited, Room 434B, Hongshen Trade Centre, 428 Dong Fang Road, Pudong, Shanghai 200120 Telephone: +86 137 0177 4638; Facsimile: +86 21 5888 1629; E-mail: glorymaster@online.sh.cn Egypt. ICAO Regional Director, Middle East Office, Egyptian Civil Aviation Complex, Cairo Airport Road, Heliopolis, Cairo 11776 Telephone: +20 (2) 267 4840; Facsimile: +20 (2) 267 4843; Sitatex: CAICAYA; E-mail: icaomid@cairo.icao.int Germany. UNO-Verlag GmbH, August-Bebel-Allee 6, 53175 Bonn / Telephone: +49 (0) 228-94 90 2-0; Facsimile: +49 (0) 228-94 90 2-22; E-mail: info@uno-verlag.de; World Wide Web: http://www.uno-verlag.de India. Oxford Book and Stationery Co., Scindia House, New Delhi 110001 or 17 Park Street, Calcutta 700016 Telephone: +91 (1 1) 331-5896; Facsimile: +91 (1 1) 51514284 India. Sterling Book House - SBH, 181, Dr. D. N. Road, Fort, Bombay 400001 Telephone: +91 (22) 2261 252 1, 2265 9599; Facsimile: +91 (22) 2262 355 1; E-mail: sbh@vsnl.com Japan. Japan Civil Aviation Promotion Foundation, 15-12, 1-chome, Toranomon, Minato-Ku, Tokyo Telephone: +81 (3) 3503-2686; Facsimile: +81 (3) 3503-2689 Kenya. ICAO Regional Director, Eastern and Southern African Office, United Nations Accommodation, P.O. Box 46294, Nairobi Telephone: +254 (20) 7622 395; Facsimile: +254 (20) 7623 028; Sitatex: NBOCAYA; E-mail: icao@icao.unon.org Mexico. Director ~ e ~ i o dehla OACI, Oficina NorteamCrica, CentroamCrica y Caribe, Av. Presidente Masaryk No. 29, 3er Piso, n Col. Chapultepec Morales, C.P. 11570, MCxico D.F. / TelCfono: +52 (55) 52 50 32 l I; Facsimile: +52 (55) 52 03 27 57; Correo-e: icao~nacc@mexico.icao.int Nigeria. Landover Company, P.O. Box 3165, Ikeja, Lagos Telephone: +234 (1) 4979780; Facsimile: +234 (1) 4979788; Sitatex: LOSLORK, E-mail: aviation@landovercompany.com Peru. Director Regional de la OACI, Oficina SudamCrica, Apartado 4127, Lima 100 Teltfono: +51 (1) 575 1646; Facsimile: +51 (1) 575 0974; Sitatex: LIMCAYA; Correo-e: mail@lima.icao.int Russian Federation. Aviaizdat, 48, Ivan Franko Street, Moscow 121351 / Telephone: +7 (095) 417-0405; Facsimile: +7 (095) 417-0254 Senegal. Directeur rCgional de I'OACI, Bureau Afrique occidentale et centrale, Boite postale 2356, Dakar TCICphone: +221 839 9393; Fax: +221 823 6926; Sitatex: DKRCAYA; Courriel: icaodkr@icao.sn Slovakia. Air Traffic Services of the Slovak Republic, LetovC previdzkovC sluzby Slovenskej Republiky, State Enterprise, Letisko M.R. Steffinika, 823 07 Bratislava 21 / Telephone: +421 (7) 4857 11 11; Facsimile: +421 (7) 4857 2105 South Africa. Avex Air Training (Pty) Ltd., Private Bag X102, Halfway House, 1685, Johannesburg Telephone: +27 (1 1) 315-0003/4; Facsimile: +27 (1 1) 805-3649; E-mail: avex@iafrica.com Spain. A.E.N.A. - Aeropuertos Espaiioles y Navegacion ACrea, Calle Juan Ignacio Luca de Tena, 14, Planta Tercera, Despacho 3. 11, 28027 Madrid / TelCfono: +34 (91) 321-3148; Facsimile: +34 (91) 321-3157; Correo-e: sscc.ventasoaci@aena.es Switzerland. Adeco-Editions van Diermen, Attn: Mr. Martin Richard Van Diermen, Chemin du Lacuez 41, CH-1807 Blonay Telephone: +41 021 943 2673; Facsimile: +41 021 943 3605; E-mail: mvandiermen@adeco.org Thailand. ICAO Regional Director, Asia and Pacific Office, P.O. Box 11, Samyaek Ladprao, Bangkok 10901 Telephone: +66 (2) 537 8189; Facsimile: +66 (2) 537 8199; Sitatex: BKKCAYA; E-mail: icao-apac@bangkok.icao.int United Kingdom. Airplan Flight Equipment Ltd. (AFE), la Ringway Trading Estate, Shadowmoss Road, Manchester M22 5LH Telephone: +44 161 499 0023; Facsimile: +44 161 499 0298; E-mail: enquiries@afeonline.com; World Wide Web: http://www.afeonline.com 2/06 Catalogue of ICAO Publications and Audio-visual Training Aids Issued annually, the Catalogue lists all publications and audio-visual training aids currently available. Supplements to the Catalogue announce new publications and audio-visual training aids, amendments, supplements, reprints, etc. Available free from the Document Sales Unit, ICAO. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 3. Doc 9673 --`,,```,,,,````-`-`,,`,,`,`,,`--- Asia and Pacific Regions Air Navigation Plan Volume I, Basic ANP Not to be used for operational purposes First edition - 2006 International Civil Aviation Organization Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 4. RECORD OF AMENDMENTS, ADDENDA AND CORRIGENDA - ADDENDAANDCORRIGENDA AMENDMENTS - - No. - -- Date of issue Date entered Entered by No. I Date of issue I Date entered 1 --`,,```,,,,````-`-`,,`,,`,`,,`--- The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of ICAO concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Entered by 1
  • 5. TABLE OF CONTENTS Page Introduction New concept of air navigation plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction of CNSIATM elements into the plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Formatandscopeoftheplan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . States' responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contents of the plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Implementationdata . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Development of a CNSIATM plan for the ASIAPAC regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for the amendment of regional plans. including FASID material . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for the amendment of approved Basic Air Navigation Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for the amendment of the Facilities and Services Implementation Document (FASID) . . . . . . . . . . Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part I -Basic operational requirements and planning criteria (BORPC) for regional air navigation planning Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General (applicable to both international commercial air transport and international general aviation) . . . . . . . Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airtrafficmanagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Searchandrescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aeronautical information services and aeronautical charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part I1 . General planning aspects (GEN) Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Implementation strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1 11-4 Part I11 . Aerodrome operational planning (AOP) Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aerodrome operational planning (AOP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix -- International aerodromes required in the ASIAPAC regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111-1 111-1 111-A-1 --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 6. 0-iv ASlAlPAC BASIC ANP Page Part IV . Communications. navigation and surveillance (CNS) Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attachment A - Landline teletypewriter (LIT) circuit performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attachment B - AFTN circuit loading statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attachment C - Harmful interference report form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IV- 1 IV- I IV-4 IV-4 IV-A I IV-B 1 IV-C 1 Part V . traffic management (ATM) Air Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Objectives of air traffic management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V- 1 V- 1 Part V.1- Airspace management (ASM) ObjectivesofASM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Generalguidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-3 V-3 V-8 Part V.11- Air traffic services (ATS) General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight information service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-8 V-9 V-9 Part V.111- Air traffic flow management (ATFM) General principles of the ATFM service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-10 Part VI . Meteorology (MET) Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Meteorological service required at aerodromes and requirements for meteorological watch offices . . . . . . . . . Aircraft observations and reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SIGMET and AIRMET information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exchange of operational meteorological (OPMET) information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . World area forecast system (WAFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part VII . Search and rescue (SAR) services Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plan for search and rescue regions (SRRs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Search and rescue services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Search and rescue operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooperation between States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . State processes to improve the SAR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chart SAR 1 . and rescue services Search Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale V-A- I VI- 1 VI- 1 VI-2 VI-2 VI-3 VI-4 VII- 1 VII- I VII- 1 VII-3 VII-3 VII-4 --`,,```,,,,````-`-`,,`,,`,`,,`--- Appendix A -- Table ATS 1 -- ATS routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chart ATS 1 . information service . airspace Flight Lower Flight Upper Chart ATS 2 . information service . airspace Area Upper Charts ATS 3A, ATS 3B, ATS 3C and ATS 3D . control service . airspace
  • 7. Table of Contents 0-v Page Part VIII . Aeronautical information services and charts (AISIMAP) Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Organization of aeronautical information services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Integrated aeronautical information package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . World Geodetic System -- 1984 (WGS-84) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aeronauticalcharts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AutomationinAIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attachment -- Concept for an integrated automated AIS system for the ASIAIPAC regions . . . . . . . . . . . . . . ......................................... --`,,```,,,,````-`-`,,`,,`,`,,`--- Appendix -- Summary of amendments to the Basic ANP VIII- 1 VIII- 1 VIII-3 VIII-4 VIII-6 VIII-6 VIII-7 VIII-A 1 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 8. INTRODUCTION NEW CONCEPT OF AIR NAVIGATION PLANS I. Air navigation plans set forth in detail the facilities, services and procedures required for international air navigation within a specified area. Such plans contain recommendationsthat governments can follow in programming the provision of their air navigation facilities and services, with the assurance that facilities and services furnished in accordance with the plan will form with those of other States an integrated system adequate for the foreseeable future. five years, the introductionof communications, navigation and surveillancelair traffic management (CNSIATM) systems with longer planning horizons is recognized, and CNSIATM planning and implementation elements are being introduced progressively into regional ANPs. b) the basic operational requirements and planning criteria, as approved by the Air Navigation Commission for application in all regions except Europe; and --`,,```,,,,````-`-`,,`,,`,`,,`--- a) the geographical area constituted by the flight information regions (FIRS) covered by the plan; 5 . Such introduction of CNSIATM planning elements is guided by the Global Air Navigation Plan for CNSIATM Systems (GlobalPlan), which has been developed so that it has a clear and functionalrelationship with the regional ANPs. This has been accomplished by dividing the Global Plan into two parts. Volume I guides further development of the operational requirements and planning criteria of the regional ANPs. The tables in Volume I1 form the framework to guide the implementation of CNSIATM systems on a global basis, using the traditional regional planning processes, leading to a global integrated ATM system. The document therefore offers, under one cover, a global snapshot of progress achieved and work remaining toward implementation of CNSIATM systems, thereby serving as a consolidated planning tool. FORMAT AND SCOPE OF THE PLAN 2. On 26 February 1997,the ICAO Council decided that the regional air navigation plans (ANPs) should be published in two volumes: a Basic ANP and a Facilities and Services Implementation Document (FASID). It was agreed that the Basic ANP would contain stable plan material such as: c) the latest planning and implementation guidance formulated for the region through recommendations by regional air navigation (RAN) meetings. 3. It was agreed that the FASID would set forth the dynamic material from the plan constitutedby the facilities and services required for international air navigation within the specified area. The FASID would also include appropriate additional guidance, particularly with regard to implementation, to complement the material contained in the Basic ANP. INTRODUCTION OF CNSIATM ELEMENTS INTO THE PLAN 4. While the traditional focus of a regional ANP has been to cover the facilities and services required for a period of Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 6. The first volume of this document, the Basic ANP, contains general planning criteria, implementationguidelines and stable plan elements. The second volume, the FASID, sets forth in general terms the facilities, services and procedures required for international air navigation within a specified area. This FASID contains specifications that governments can follow in programming the provision of their air navigation facilities and services, with the assurance that facilities and services furnished in accordance with the basic plan will form with those of other States an integrated system adequate for the foreseeable future. 7. In technical scope, the plans comprise statements of required facilities and services in the AOP, AIS, ATM, CNS, MET and SAR fields in sufficient detail to ensure proper functioning of the plan as a whole and its adequacy to meet present and foreseen operational requirements. They also include any special procedures considered necessary to Not for Resale
  • 9. ASlAlPAC BASIC ANP 0-2 supplement the worldwide procedures contained in Annexes and PANS. As living documents, the format and content of the Basic ANP and FASID should be kept under review by planning and implementation regional groups (PIRGs) in order, inter alia, to meet the requirements of the Global Plan. 8. In geographical scope the plan is related to one or more of the nine ICAO air navigation regions. The plan may call for the provision of basic facilities and services beyond the charted boundaries of a region where such facilities and services are necessary to meet the requirements of international air navigation within that region. STATES' RESPONSIBILITIES 9. Each Contracting State is responsible for the provision of facilities and services in its territory under Article 28 of the Convention.The Council has recommended that these facilities and services include those specified in the ANPs. 10. Inclusion in ANPs of basic facilities and services in non-Contracting States and territories is simply a recognition that they are needed by or likely to affect international civil aircraft operations of Contracting States or the facilities and services of these States. 13. The Statement of Basic Operational Requirements and Planning Criteria (BORPC) for regional planning on which the plan is based is found in Part I. In addition, planning in the ASIAIPAC regions takes into account traffic forecasts compiled by the ASIAIPAC Traffic Forecasting Group. Part I1 - GEN contains information on traffic forecasting in the ASIAIPAC regions. The BORPC for regional planning in Part I is updated in light of proposals from the APANPIRG or by general review by the Air Navigation Commission in preparation for major regional meetings. 14. It should also be noted that the plan does not list all facilities and services existing in the region but only those required as approved by the Council for international civil aviation operations. Aeronautical information publications, NOTAM and other State documents should be consulted for information on additional facilities and services and for operational information in general. 15. Nothing in the manner of presentation of information in the tabulations or in the arrangement of data in this document implies endorsement or acceptance by ICAO in matters affecting the status and boundaries of States and territories. 16. Corrections to this document should be notified to the ICAO Regional Office accredited to the State concerned. CONTENTS OF THE PLAN IMPLEMENTATION DATA 11. This Basic ANP presents in general terms the ICAO plan for the provision of facilities and services for international air navigation in the ICAO Asia and Pacific regions. It has incorporated in an evolutionary manner requirements emanatingfrom introduction of the Global Plan. The companion document to this plan, the FASID, includes detailed information on States' facilities, services and plans for implementation. Facilities and services outside of the prescribed regional boundaries may also have been included in order to maintain the integrity of "systems" and to ensure in so far as possible that all the facilities and services provided by any one State appear in one ANP. 17. The Council, at the Seventh andEighth Meetings of its 121st Session, decided that the explanation of "implemented" as agreed at RAN meetings should be widely publicized and the determination of whether a service or facility is implemented should be examined in that light. The agreed explanation of the term "implemented, as it applies to facilities and services included in this document, is as follows: "Facilities and services specified in the air navigation plan provided, installed, functioning and operated in accordance with appropriate ICAO specifications and procedures". 12. Most of the contents of the plan have originated from recommendations of the Third ASIAPAC Regional Air Navigation Meeting (Bangkok, May 1993) and the ASIAIPAC Air Navigation Planning and Implementation Regional Group (APANPIRG). 18. Additionally, the Council, at the Eighth Meeting of its 131st Session agreed to discontinue the practice of including implementation data in air navigation plan publications. Implementation is regularly monitored by the ICAO Regional Offices and the necessary data are brought to the attention of PIRGs. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 10. Introduction 19. The supplementary procedures for the region are omitted from this document since they are published for all regions in Doc 7030, Regional Supplementary Procedures. DEVELOPMENT OF A CNSIATM PLAN FOR THE ASIAIPAC REGIONS tasked to develop the regional CNSIATM implementation plan. 21. In view of the above, the APANPIRG developed a high-level CNS/ATM plan which was presented to the Third ASIAPAC Regional Air Navigation Meeting (Bangkok, May 1993). The plan has been in evolutionary development with the assistance and cooperation of ASIAPAC States. Elements of the ASIAIPAC CNSIATM Implementation Plan are progressively incorporated in the appropriate sections of the ASIAPAC Basic ANP and FASID. PROCEDURE FOR THE AMENDMENT OF REGIONAL PLANS, INCLUDING FASID MATERIAL 22. The Basic ANP and FASID may be amended by a RAN meeting or by following the amendment procedures below. --`,,```,,,,````-`-`,,`,,`,`,,`--- 20. In September 1991, ICAO held the Tenth Air Navigation Conference to consider the shortcomings of the air navigation systems and examine the new concept of air navigation based on satellite technology proposed by the Council's Future Air Navigation Systems (FANS) Committee (Phase 11). The Conference agreed that the systems proposed by the FANS Committee (Phase I]), and referred to as the ICAO CNSIATM Systems, would meet the future needs of the international civil aviation community. Following the Tenth Air Navigation Conference, the Assembly endorsed the new ICAO CNSIATM Systems which had recommended, inter aha, that in each ICAO region the PIRG concerned be 0-3 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 11. ASIAIPAC BASIC ANP 0-4 PROCEDURE FOR THE AMENDMENT OF APPROVED BASIC AIR NAVIGATION PLANS Approved by Council on 25 February 1998 1. Introduction The procedure outlined below has been evolved to provide a means of maintaining basic regional plans in a current condition by correspondence. 2. General criteria 2.1 The Assembly has resolved that regional plans shall be revised when it becomes apparent that they are no longer consistent with current and foreseen requirements of international civil aviation and that, when the nature of a required change pennits, the associated amendment of the regional plan shall be undertaken by correspondencebetween the Organization and the Contracting States and international organizations concerned. 2.2 When a State cannot immediately implement a particular part or a specific detail of a regional plan, although it intends to do so when practicable, this in itself should not cause the State to propose an amendment to the plan. 3. Procedure 3.1 If, in the light of the above criteria, any Contracting State (or group of States) of a region wishes to effect a change in the approved Basic ANP for that region it should propose to the Secretary General, through the ICAO Regional Office accredited to that State, an appropriate amendment to the plan, adequately documented; the proposal should include the facts that lead the State to the conclusion that the amendment is necessary. Such amendments may include additions, modifications or deletions. (This procedure does not preclude a State having previous consultation with other States before submitting an amendment proposal to the ICAO Regional Office.) 3.3 If, in reply to the Secretary General's inquiry to States and selected international organizations, no objection is raised to the proposal by a specified date, the proposal shall be submitted to the President of the Council, who is authorized to approve the amendment on behalf of the Council. 3.4 If, in reply to the Secretary General's inquiry to States and selected international organizations any objection is raised, and if objection remains after further consultation, the matter will be documentedfor formal consideration by the Commission. If the Commission concludes that the amendment is acceptable in its original or other form, it will present appropriate recommendations to the Council. 3.5 Proposals for the amendment of regional plans submitted by international organizations directly concerned with the operation of aircraft, which may be invited to attend suitable ICAO meetings and which attended the meeting(s) where the relevant plan was prepared, will be dealt with in the same manner as those received from States, except that, before circulating a proposal to States and selected international organizations pursuant to 3.2, the Secretary General will ascertain whether it has adequate support from the State or States whose facilities will be affected. If such support is not forthcoming, the proposal will be presented to the Commission, and the Commission will decide on the action to be taken on the proposal. --`,,```,,,,````-`-`,,`,,`,`,,`--- 3.2 The Secretary General will circulate the proposal, adequately documented, with a request for comments to all provider and user States of the region considered affected as well as to user States outside the region and international organizations which may be invited to attend suitable ICAO meetings and which may be concerned with the proposal. If, however, the Secretary General considers that the proposed amendment conflicts with established ICAO policy, or that it raises questions which the Secretary General considers should be brought to the attention of the Air Navigation Commission, the proposal will be first presented, adequately documented, to the Commission. In such cases, the Commission will decide the action to be taken on the proposal. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 12. Introduction 0-5 3.7 Amendment to regional plans which have been approved in accordance with the above procedure will be promulgated at convenient intervals. 3.6 Proposals for the amendment of regional plans may also be initiated by the Secretary General provided that the State or States whose facilities will be affected have expressed their concurrence with the proposal. PROCEDURE FOR THE AMENDMENT OF THE FACILITIES AND SERVICES IMPLEMENTATION DOCUMENT (FASID) Approved by Council on 26 February 1997 1 . Amendments to the FASID shall be effected on the basis of an adequately documented proposal submitted by a Contracting State (or a group of States) to the ICAO Regional Office; the proposal should include the facts that lead to the conclusion that the amendment is necessary. Such amendments may include additions, modifications or deletions to the FASID. (This procedure does not preclude a State having previous consultation with other States before submitting an amendment proposal to the ICAO Regional Office.) 4. If, in reply to the ICAO Regional Office's inquiry, any State objects to the proposal, and if objection remains after further consultation, the matter will be documented for discussion by the respective planning and implementation regional group (PIRG) and, ultimately, for formal consideration by the Commission, if necessary. If the Commission concludes that the amendment is acceptable in its original or other form, it will present appropriate recommendations to the Council. 2. The ICAO Regional Officewill circulate the proposal, adequately documented, with a request for comments to the provider States in the region and to user States except those which obviously are not affected, and, for information and comments if necessq, to international organizations which may be invited to attend suitable ICAO meetings and which may be concerned with the proposal. If, however, it is considered that the proposed amendment conflicts with established ICAO policy, or that it raises questions which should be brought to the attention of the Air Navigation Commission, the proposal will be adequately documented and presented to the Commission. In such cases, the Commission will decide the action to be taken on the proposal. 5. Proposals for the amendment of the FASID submitted by international organizations directly concerned with the operation of aircraft in the region, which may be invited to attend suitable ICAO meetings where the FASID was prepared, will be dealt with in the same manner as those received from States, except that, before circulating the proposal to all interested States, it will be ascertained whether the proposal has adequate support from the State or States whose facilities or services will be affected. If such support is not forthcoming, the proposal will not be pursued. 3. If, in reply to the ICAO Regional Office's inquiry, no objection is raised to the proposal by a specified date, it will be deemed that a regional agreement on the subject has been reached and the proposal shall be incorporated into the FASID. 6. Proposals for the amendment of the FASID may also be initiated by the ICAO Regional Office provided that the State or States whose facilities or services will be affected have expressed their concurrence with the proposal. 7. Amendments to the FASID which have been approved in accordance with the above procedure will be promulgated at convenient intervals. ABBREVIATIONS All abbreviationsused in this document are contained in the Procedures for Air Navigation Services -ICAO Abbreviations and Codes (PANS-ABC, Doc 8400), with the exception of those used in the explanations of the various tables, which also give their meaning. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 13. Part I BASIC OPERATIONAL REQUIREMENTS AND PLANNING CRITERIA (BORPC) FOR REGIONAL AIR NAVIGATION PLANNING INTRODUCTION 1. On 22 February 2005, the Air Navigation Commission approved thls Statement of Basic Operational Requirements and Planning Criteria (BOWC) which is applicable to all the ICAO regions. 2. The Commission has considered that in planning the facilities and services related to communications, navigation and surveillancelairtraffic management (CNSIATM) systems, the Global Air Traffic Management Operational Concept, supplemented by the GlobalAir Navigation Planfor CNS/ATM Systems (Doc 9750), provides the framework to be followed. In addition, relevant recommendations, accepted by the Council, contained in the report of the Eleventh Air Navigation Conference (Montreal, 22 September to 3 October 2003) should be taken into account. The importance of planning on the basis of homogeneous areas and major traffic flows, as referred to in the Global Plan, is also stressed. As ATM requirements are developed, the BOWC will be updated to take into account the most up-to-date work on follow-up activities related to the operational concept. 3. The Commission has also considered it unnecessary to repeat in this statement any pertinent requirements already contained in the Convention, Annexes or Procedures for Air Navigation Services. an integrated systemdesigned to meet the requirements of all international civil aircraft operations. The plan should meet the requirements of all operations planned to take place in the area during the next five years, but not necessarily limited to that period, taking due account of the long-term planning and implementation strategies regarding CNSIATM systems.Due account should be taken of the possible effects that changes could have on adjacent regions. 5. Traffic forecasts have a special role in planning the implementation of CNSIATM systems. The forecasts represent the demand for future ATM. Forecasts of aircraft movements within homogeneousATM areas and along major international air traffic flows form the basis for planning of the infrastructure and arrangements which will supply the required level of air traffic services (ATS). 6. The planning should be based on historical trends or, if otherwise available, traffic forecasts, and should be used taking into account the normal ranges of operating characteristics of the aircraft. The system should be sufficiently flexible to accommodate aircraft operational characteristics outside the normal range. 7. Aircraft engaged or planned to be engaged in international operations have been grouped into the following categories: a) turbo-jet aeroplanes; GENERAL (APPLICABLE TO BOTH INTERNATIONAL COMMERCIAL AIR TRANSPORT AND INTERNATIONAL GENERAL AVIATION) b) multi-engine turboprop aeroplanes; c) piston-engine aeroplanes and single-engine turboprop aeroplanes with: 1) 'a normal cruising speed of more than 260 kmth (140 kt) (type A); and 4. Air navigation facilities, services and procedures recommended for the area under consideration should form --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 14. 1-2 ASIAIPAC BASIC ANP 2) a normal cruising speed up to 260 k m h (140 kt) (type B); 2) Type B: 110 - 260 k m h (60 - 140 kt). c) Range of desirable cruising levels: d) helicopters; and 1) Type A: up to 6 100 m (FL 200); e) other aircraft (V/STOL, gliders, balloons, etc.). 2) Type B: up to 3 050 m (FL 100). Note.- Aircraft listed in e) are to be included only to the extent that they require consideration in regional planning. 8. The normal operating characteristics listed below for each group of aircraft should be taken into account in the development of facilities, services and procedures to the extent that relevant categories operate, or will operate, within the system. 8.1 Turbo-jet aeroplanes. d) Descent pe$ormance: 1) Type A: 5 - 10 m/s (1 000 - 2 000 ftlmin); 2) Type B: 2 - 5 m/s (500 - 1 000 ft/min). 8.4 Helicopters. a) Climb perjformance: up to 8 m/s (1 500 ftlrnin). a) Climb performance: 8 - 25 m/s (1 500 - 5 000 ftlmin). b) Speed range in cruisingflight: up to 370 kmh (200 kt). b) Speed range in cruisingflight: 780 - 1 020 kmh (420 550 kt) (Mach 0.71 - 0.92). c) Range of desirable cruising levels: up to 3 050 m (FL 100). c) Range of desirable cruising levels: 8 250 - 13 700 m (FL 270 - 450). d) Descentperformance: up to 8 m/s (1 500 ftlmin). 8.2 Multi-engine turboprop aeroplanes. a) Climb performance: 5 - 15 m/s (1 000 - 3 000 ftlrnin). b) Speed range in cruising flight: 460 - 650 kmlh (250 350 kt). c) Range of desirable cruising levels: 5 200 - 8 250 m (FL 170 - 270). d) Descentperjformance: 8 - 15 m/s (1 500 - 3 000 ft/min). 8.3 Piston-engine aeroplanes and single-engine turboprop aeroplanes. a) Climb performance: Note 1.- Further to 6 above, it is emphasized that the values given in 8 represent average values covering the majority of aircraft types in each category. Also, depending on circumstances (e.g. load, stage length of a flight), considerable deviations from them may occur for specific flights. Note 2.- Perjformance of military aircraft not covered by the above values may be considerably in excess of those quoted. It is, however, assumed that in such cases national arrangements will be made to cater for these aircraft. 9. Planning should not include an aerodrome or other facility or service used only by operators of the State in which the aerodrome or other facility or service is located unless such planning is required to protect the integrity of the plan. 10. Planning for facilities and services, in addition to meeting the operational requirements, should take into account the need for: 1) Type A: 2 - 10 m/s (500 - 2 000 ftlmin); a) efficiency in operation; and 2) Type B: 2 - 5 m/s (500 - 1 000 fthin). b) economy in equipment and personnel, b) Speed range in cruisingflight: 1) Type A: 260 - 460 kmh (141 - 250 kt); Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS with due consideration being given to capability for future expansion without major redesign or replanning. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- d) Descentperformance: 10 - 25 m/s (2 000 - 5 000 ftjrnin).
  • 15. ensure that operators have access to information necessary to exercise effective operational control; 11. Planning should take into account the need for an adequate number of technically qualified personnel to be i employed in the system to supervise,maintain and operate a r navigation facilities and services and should result in recommendations, as necessary, to meet such a need. Human resource development capabilities should be compatible with the plans to implement facilities and services. A systematic and quantitative approach towards analysing human resource needs should be used to ensure that the consequential training capabilities are available and accessible. 13. Special operational features of the area under consideration,such as those which may have been associated with causal factors noted in aircraft accident investigation and incident reports, should be taken into account, particularly if there are indications, such as those given in the "recommendations" of aircraft accident investigation and incident reports, that special measures are called for to prevent recurrence of accidents and incidents from the same cause or causes. 14. Planning for facilities and services should normally provide for their availability on a 24-hour basis. In cases where part-time availability is deemed adequate to meet the operational requirements, a brief description of the circumstances should be given in the plan. Lighting aids should be planned when use of the aerodromes at night or during low visibility conditions is expected. 15. It is essential that the overall plan: a) satisfy the requirementsof all aircraft, including domestic and military traffic to the extent that it may affect international traffic; b) ensure compatibilityof facilities, services and procedures with those recommended for operations in adjacent areas; Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS take account of aircraft performance and navigational capability in specifying requirements for the carriage of airborne equipment, as well as having due regard for the operational environment. 16. In the development of the plan, full cognizance should be taken of the cost-effectivenessof the recommended facilities, services and procedures. Planning should be directed towards facilitating implementation of essential improvements required for existing and anticipated operations in the region. The objective should be to expedite the i eradication of current deficiencies in the a r navigation facilities and services.Project management techniques should be employed for the implementation of CNS facilities and services to facilitate the phased introduction of ATM system enhancements. AERODROMES International commercial air transport operations 17. Regular aerodromes and their alternates should be determined based on the needs identified by users. When studying the requirements for alternate aerodromes, the guiding principle should be that, to the greatest practicable extent, the requirements for alternate aerodromes be satisfied by regular aerodromes used for international aircraft operations. Additionally,the requirements of extended-range twin-engine operations for en-route alternate aerodromes should also be considered. 18. Physical characteristics, visual aids and emergency as well as other services should be determined for each regular and alternate aerodrome required for international operations and should include runway length and strength, as well as the aerodrome reference code(s) selected for runway and taxiway planning purposes. 19. Where at an aerodrome, planning for Category I1 or I11 operations, as the case may be, is not a requirement during the plan period but such operations are contemplated at a time beyond the plan period, planning should take into Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 12. The facilities, services and procedures recommended for implementation should not result in imposing on flight crew or ground personnel, employed in the system developed in accordance with the plan, a workload level that would impair safety or efficiency. The integration of human factors knowledge into the design and certification of facilities, services and procedures is therefore essential. In order to achieve a workload level that would not impair safety and efficiency, as well as to introduce the capability for future expansion without major redesign or replanning, human factors issues should be considered during the process of design and certification of facilities, services and procedures, before they are operationally deployed. provide for speedy exchanges of necessary information between the various units providing air navigation services and between such units and operators; and
  • 16. 1-4 ASIAIPAC BASIC ANP account the possible requirement for Category I1 or I11 operations so that at least one runway and the related groundair environment may be provided in the future to accommodate such operations. 20. In cases where the extension or development of an aerodrome to meet infrequent critical operations would entail disproportionate expenditures, alternative solutions should be explored. Note.- I f it is found that the full operational requirements cannot be met at an aerodrome, then the maximum practicable development to facilitate operations' should be recommended and the relevant reasons for this included in the report. 2 1. At alternateaerodromes, the physical characteristics should be determined in accordance with the landing requirements of the diverted critical aircraft and the take-off requirements for the aircraft for a flight to the aerodrome of intended destination. To ensure safe taxiing operations, a specified taxiway route should be determined for the diverted critical aircraft. The adequacy of the emergency response and rescue and firefighting services to meet the requirements of the diverted critical aircraft should be reviewed to plan the necessary augmentation from sources nearby. Note.-- Where more than one alternate aerodrome is available, the requirements should be based on the types of aircraft each is intended to serve. International general aviation (IGA) 22. Aerodromes, in addition to those required for international commercial air transport operations, should be determined to meet the needs of the IGA flights as identified by user requirements. 23. Physical characteristics, visual aids and emergency as well as other services should be determined for each aerodrome to meet at least the needs of the most commonly used aircraft operated. or intended to be operated at the aerodrome by IGA and should include runway length and strength, as well as the aerodrome reference code(s) selected for runway and taxiway planning purposes. Certification of aerodromes and safety management system 24. Annex 14-Aerodromes, Volume I -Aerodrome Design and Operations, requires States to certify their aerodromes used for international operations in accordance with the specificationsin that Annex, as well as other relevant ICAO specifications, through an appropriate regulatory framework. Additionally, the Annex recommends that States certify aerodromes open to public use. The regulatory framework should include the establishment of criteria for certifkation of aerodromes. Furthermore, the certification should be based on the review and approval/acceptance of an aerodrome manual to be submitted by the aerodrome operator which would include all relevant information such as location, facilities, services, equipment, operating procedures, organization and management structure of the operator. The aerodrome manual should also include details of the aerodrome safety management system as implemented by the aerodrome operator. The intent of a safety management systemis to ensure the implementation of aerodrome safety policies by an aerodrome operator, which provide for the control of safety at, and the safe use of, the aerodrome. Therefore, the safety management system of the aerodrome operator should be compatible with those of the ATS provider and other agencies working on the aerodrome to ensure total system safety. 25. The existence of basic aviation law that empowers a suitable aviation civil regulatory agency is a primary requirement. Such an entity may be the civil aviation authority or the directorate-general of civil aviation, adequately staffed to assess an application for granting of the aerodrome certificate, inspecting and evaluating the aerodrome facilities and services and operating procedures, and coordinating with other appropriate agencies such as the aviation security agency, ATS provider, aeronautical information services (AIS) and meteorological (MET) services as detailed in the aerodrome manual submitted with the application. Note.- Further guidance on certification of aerodromes can be found in the Manual on Certification of Aerodromes (Doc 9774). AIR TRAFFIC MANAGEMENT 26. Air traffic management should enable aircraft operators to meet their planned times of departure and arrival and adhere to their preferred flight profiles with minimum constraints without compromising agreed levels of safety. The ATS to be provided, the airspace organization, the associated facilities, and the required navigation performance (RNP) should be determined on the basis .of an agreed network of ATS routes or organized track system taking account of the type, density and complexity of traffic. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 17. BORPC 1-5 Airspace management delineating FIR boundaries, due consideration should be given to: 28. Whenever the circumstances warrant, the airspace organization should be designed to support the ultimate goal of allowing each aircraft to fly its own optimized flight path. To achieve this, procedures that support collaborative decision-malung should be developed. 29. The airspace organization should be indicated in accordance with the ICAO airspace classification. 30. Airspace restrictions should be subject to a continuing review procedure with the object of eliminating them or reducing their restrictive effects to a minimum, with particular emphasis on the need to achieve effective civillmilitarycoordination.Permanent segregationof airspace should be avoided. Temporary airspace reservations, where necessary to cater for large formation flights or other military air operations, should be minimized in time and space, closely coordinated, and promulgated in a timely manner. Military operations should not only be promulgated in a timely manner but also through international dissemination (international NOTAM). Air traffic services 31. Flight information service and alerting service should be provided throughout the area under consideration. The plan of flight information regions (FIRs) should provide for the least number of FIRs compatible with efficiency of service and with economy. In this connection, the evolutionary introduction of CNSIATM systems should be taken into account and consideration should be given to cooperative efforts for introducing more efficiency in airspace management by reducing the number of FIRs. In Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS a) the need for adequate air-ground communications coverage from the location of the flight information centrelarea control centre (FICIACC); b) the need to minimize frequency and secondary surveillanceradar (SSR) code changes, position reporting by aircraft, and coordination between FICsIACCs; and c) the need to minimize problems relating to climbing and descending traffic at major aerodromes located in the vicinity of FIR boundaries. 32. Area control service should be provided for instrument flight rules (IFR) flights operating in controlled airspace except where the type and density of traffic clearly do not justify the provision of such service. Controlled airspace, in the form of airways, control areas of larger dimensions and TMAs, should be recommended to encompass all relevant ATS routes. In delineating control area boundaries, due account should be taken of the factors listed in 3 1 above. 33. Approach control service should be provided at all aerodromes used for international aircraft operations and equipped with navigation aids for instrument approach and landing, except where the type and density of traffic clearly do not justify the provision of such service. Controlled airspace, in the form of TMAs and control zones, should be recommended to encompass at least the climb to cruising level of departing aircraft and the descent from cruising level of arriving aircraft. 34. Aerodrome control service should be provided at all regular and alternate aerodromes to be used for international commercial air transport operations. Aerodrome control service should also be provided at those additional aerodromes used by IGA aircraft where the type and density of traffic warrant it. At aerodromes used by IGA aircraft, where the type and density of traffic clearly do not justify the provision of aerodrome control service, the provision of aerodrome flight information service by a unit located at the aerodrome should be recommended. --`,,```,,,,````-`-`,,`,,`,`,,`--- 27. The airspace structure and organization should include a network of ATS routes or organized track system established so as to enable aircraft to operate along, or as near as practicable to, the preferred flight path, in both the horizontal and vertical planes, from the departure aerodrome to the destination aerodrome. ATS routes based on area navigation (RNAV) should be recommended where appropriate and feasible. ATS routes shall be great circles between significant points, wherever possible. Standard instrument arrival routes (STARS) should be established when the density of air traffic justifies their application in a terminal control area (TMA) and to facilitate the description of the route and procedure in air traffic control (ATC) clearances. Standard instrument departure routes (SIDs) should be established for each instrument runway. 35. Air traffic advisory service should not be recommended as part of the plan. Where provided (to IFR flights in advisory airspace or on advisory routes), its replacement by ATC service at the earliest possible time should be recommended. Not for Resale
  • 18. ASIAIPAC BASIC ANP 36. The ATS system and procedures should: a) permit the most efficient use to be made of the airspace by all users and provide for the most expeditious handling of the various types of traffic; b) be so designed that the number of air-ground communications contacts, frequency changes and SSR code changes required of aircraft, and the amount of coordination required between ATS units, are kept to a minimum; --`,,```,,,,````-`-`,,`,,`,`,,`--- C) ensure the prompt and timely transmission to all aircraft concerned of information on hazardous meteorological conditions, operational flight information and other available information affecting the safety and efficiency of flight; d) require the use of uniform altimeter setting procedures throughout the area under consideration when operating below the established transition level or climbing up to the established transition altitude: and e) establish a common transition altitude on an area basis and, where possible, on a regional basis. 37. Information on destination meteorological conditions, the integrated operational status of facilities associated with the runway in use, and the runway conditions should be provided to aircraft (in voice or data format) by the transmission of operational flight information service (OFIS) messages, including VOLMET, or by the appropriate FICIACC upon request, prior to commencement of descent. Where this information is transmitted in voice format, a discrete frequency should be assigned for this purpose. Airground data links are particularly efficient for this type of service, as well as for clearance delivery, and should be recommended when a sufficient number of aircraft are appropriately equipped. (GPWS) warnings occur. These warnings can occur due to conflict between ATS procedures, or operator procedures, and the characteristics of the terrain and/or those of the GPWS equipment in use. Effort should further be made, with cooperation between the ATS authority and the operators, to eliminate the occurrence of unwanted GPWS warnings by appropriate adjustment of ATS and/or operator procedures. Note.- Where adjustment of procedures is not possible, or is not effective, it may be possible to eliminate unwanted warnings, at a specific location, by GPWS envelope modulation. This possibility will be based on technical data of the equipment manufacturer and will be proposed by the operator for acceptance by the operator's authority. Air traffic flow management and capacity management 41. Air traffic flow management and capacity management should be provided to ensure an optimum flow of air traffic to, from, through or within defined areas during times when demand exceeds, or is expected to exceed, the available capacity of the ATS system, including relevant aerodromes. However, this should not preclude the need for planning airspace to adequately meet demand. Safety management 42. The Standards and Recommended Practices relating to the implementation by States of safety management programmes for ATS are contained in Annex 11 - Air TrafJic Services, 2.26. Further provisions relating to the implementation of these safety management programmes are contained in Chapter 2 of the Procedures for Air Navigation Services - Air TrafJic Management (PANS-ATM, Doc 4444). 39. To assist in the prevention of controlled flight into terrain (CFIT), efforts should be made to implement a minimum safe altitude warning system or equivalent. 43. Annex 11, 2.26, requires States to implement systematic and appropriate safety management programmes in relation to the provision of ATS. It will therefore be necessary for all States to establish regulatory provisions concerning ATS safety management, together with the necessary supporting infrastructure to enable them to discharge their responsibilities in relation to oversight of these provisions. There are two prerequisites for the introduction of a regulatory system. These are: 40. To assist in the prevention of CFIT, every effort should be made, in cooperation with the operators, to identify locations at which unwanted ground proximity warning system a) the provision, in the basic aviation law of the State, for a code of air navigation regulations and the promulgation thereof; and 38. Contingency plans should be developed to mitigate the effects of volcanic eruptions or tropical cyclones as required. In addition, contingency plans should be developed to mitigate disruptions in ATS due to any other cause. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 19. BORPC 1-7 b) the establishment of an appropriate State body, hereinafter referred to as the civil aviation authority (CAA), with the necessary powers to ensure compliance with the regulations. 49. The planning of the aeronautical fixed telecornmunication network (AFTN) should be based on the guidance material contained in the Manual on the Planning and Engineering of the Aeronautical Fixed Telecommunication Network (Doc 8259) and taking into account the predominating characteristics for conditions in the region or area concerned. SEARCH AND RESCUE 50. The AFS should be designed so as to meet transit time criteria as follows: 44. Planning for search and rescue (SAR) service should take into account, to the maximum practicable extent, existing facilities, even if they are provided for purposes not connected with SAR. Such planning should take into account the delimitation of maritime search and rescue regions (SRRs). In the peak season of the year, even in the average peak hours, at least 95 per cent of the messages should achieve transit times of less than the following: SIGMET and AIRMET messages, volcanic ash and tropical cyclone advisory information and special air-reports Amended aerodrome forecasts (in meteorological code (TAF)) METARISPECI, trend forecasts and TAF from 0 to 900 km (500 NM) for distances exceeding 900 km (500 NM) 45. A single SAR point of contact (SPOC) should be designated for each SRR to facilitate cooperation with the associated mission control centre of the COSPAS-SARSAT* system. Note.- A SPOC may be an aeronautical or a maritime rescue coordination centre. 46. Where aircraft of the long-range and longer-range categories are required for the provision of air coverage of large oceanic SRRs, but such aircraft cannot be made available by the State responsible for SAR services, specific cooperative arrangements should be made for the deployment of such aircraft from other locations in an attempt to meet the requirements for sufficient air coverage of the appropriate regions. COMMUNICATIONS Aeronautical fixed service (AFS) planning and engineering 48. The AFS recommended should be designed to meet the agreed requirements for AIS, ATS, MET, SAR and aircraft operating agencies for voice, message and data communications. * COSPAS - Space system for search for vessels in distress SARSAT - Search and rescue satellite-aided tracking Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 5 minutes 5 minutes 10 minutes Transit times for requestlreply for international operational meteorological (OPMET) data banks should be less than 5 minutes. 5 1. TAF bulletins originated by meteorological offices in the region should be available, at all locations in the region to which they are addressed, at least 30 minutes before their period of validity commences. 52. The dissemination means for world area forecast system (WAFS) products should be such as to guarantee availability of these products throughout the region at international aerodromes and other locations as appropriate to meet operational needs. 53. Planning of ATS ground-to-ground communication networks comprising direct and switched ATS speech circuits should take account of operational voice communication requirements. It should also take into account relevant ICAO documentation with regard to the application of analogue and digital voice switching and signalling systems. 54. With the introduction of automation in ATM, many coordination functions will be accomplished through data interchange between ATM systems using aeronautical telecommunication network (ATN) applications such as ATS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 47. SAR organization, plans, procedures, operations and equipment should be in accordance with the provisions of Volumes I, I1 and 111of the IntemationalAeronautical and Maritime Search and Rescue (IAMSAR)Manual (Doc 973 1), to the extent practicable. 5 minutes
  • 20. 1-8 ASIAIPAC BASIC ANP Frequency assignment plans 62. Frequency assignment planning should be done in' accordance with the method applicable to the region and using the relevant ICAO Regional Office Frequency Lists. 55. For planning of AFS, attention should be paid to the establishment of institutional arrangements for the implementation by States of coordinated digital networks, using appropriate technology to meet, in an integrated way, current and future communications requirements. Aeronautical mobile service (AMS) and aeronautical mobile satellite service (AMSS) 56. Air-ground data link and voice communications facilities should be recommended to meet effectively and reliably the agreed requirements for ATS as well as, to the extent required, all other classes of traffic acceptable on the AMS. The facilities should employ voice and data communicationslinks based on available transmission media (e.g. HF, VHF, satellite). This decision should be based on system performance and economical criteria to comply with operational needs. 57. Regional planning should take into account AMSS ground earth station (GES) redundancy requirements in coordination with the AMSS service provider(s) with a view to avoiding an unnecessary proliferation of facilities. 58. Automatic terminal information service and VOLMET or OFIS broadcasts should be recommended only if overloading of air-ground channels due to requestlreply communicationshas occurred, or is expected to occur. When justified by the number of aircraft suitably equipped, data links should be recommended for these functions, as well as for certain clearance deliveries. 59. Aerodromes having a significant volume of IGA traffic should be served by stations of the AMS, and such stations should operate on frequencies within the bands normally used by aircraft constituting this traffic. NAVIGATION General 63. The planning of navigation aids should be on a system basis, recognizing that the requirementsfor both longrange and short-range navigation may be met by different navigation systems having RNAV capability, including the global navigation satellite system (GNSS). It may be practicable to establish ATS routes not provided with ground station-referenced aids for suitably equipped aircraft. For routes or areas which require that aircraft achieve an acceptable level of navigation accuracy, the requirement should be specified, e.g. in the form of a required navigation performance (RNP) type to support a selected horizontal separation minimum, or a minimum aircraft system performance specification to support a selected vertical separation minimum. The navigation systems should meet the needs of all aircraft using it and form an adequate basis for the provision of ATS. 64. Where aircraft are using different systems for navigation and position determination within the same controlled airspace, the facilities involved should, in so far as practicable, be located and oriented to enable a fully integrated ATC structure to be established. 65. Planning should take into account the need of civil aircraft for sufficiently accurate navigation guidance to remain clear of restricted, prohibited and danger areas as required. 60. Selective calling (SELCAL) devices should be employed, wherever possible and necessary, at aeronautical stations. 61. An air-to-air VHF communication channel (INTERPILOT) on the frequency 123.450 MHz should be used over remote and oceanic areas, provided users are out of range of VHF ground stations, to enable pilots to exchange the necessary operational information. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS International commercial air transport operations En-route aids 66. The en-route aids to be recommended should provide navigation assistance to permit en-route navigation on the agreed ATS route network with the accuracy required. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- interfacility data communication (AIDC) or ATS message handling services (ATSMHS). As such, the planning for ATN should include the provision of suitable gateways to facilitate the exchange of information between existing and newly established networks. ,
  • 21. 1-9 BORPC 67. It is expected that GNSS will ultimately meet a l l requirements for en-route navigation. Planning for other en-route aids should take due account of the need for a gradual transition towards the use of GNSS in lieu of en-route groundbased navigation aids. Pending implementation of GNSS, VHF omnidirectionalradio range (VOR) supplemented as necessary by distance measuring equipment (DME) should be installed as the primary aid for this purpose. VORlDME and when improved accuracy in navigation is a prerequisite to such flexibility. 74. Consideration should also be given to the provision of suitably located DMEs in support of RNAV procedures based on DMEDME. Non-visual aids to final approach and landing 68. Where VOR is used, supplemented as necessary by DME, a total navigation error value for VOR of +5 " (95 per cent probability) should be assumed for planning purposes. However, the specific value of VOR radial signal error for individual facilitiesfradials should be obtained by flight checking, and if these values are worse than *3 ",appropriate precautions should be taken in respect of the routes concerned. 69. Long-distance radio navigation aids should continue to be provided where required. Terminal area aids 70. The terminal area aids should permit navigation for arrival and approach, holding and departure to be carried out with the accuracy required. 71. It is expected that GNSS will ultimately meet all requirements for terminal navigation. Planning for other terminal aids should take due account of the need for a gradual transition towards the use of GNSS in lieu of terminal area ground-based navigation aids. Introduction of GNSS-based navigation services, such as Basic GNSS and satellite-based augmentation system (SBAS), should be considered as initial transition steps. 72. Where VOR is used as the primary aid, it should be so located as to permit the most efficient approach and ATC procedures, and to give the pilot maximum assistance in adhering to requisite patterns. Whenever possible, VORs should be located and operated so that they can serve both the requirements for en-route and terminal navigation guidance, including holding. Where the provision of VORs for holding is not practicable, non-directional beacons (NDBs) can be used for this purpose. 73. Consideration should be given to the provision of DME to be collocated with VORs whenever this is required to ensure necessary ATC flexibility in the routing of air traffic in a given TMA using RNAV procedures based on 75. The standard non-visual aids to final approach and landing (ILS, MLS and augmented GNSS), supporting precision approach and landing operations, shall comply with general provisions in Annex 10 - Aeronautical Telecommunications, Volume I - Radio Navigation Aids, 2.1, and technical specifications in Chapter 3, and their introduction and application are expected to be in line with the strategy contained in Attachment B to Volume I. 76. In planning the requirements for aids to final approach and landing, each aerodrome should be considered in relation to its traffic, its meteorological conditions and other aspects of its physical environment. In addition, the following two aspects should be taken into consideration in the determination of specific requirements: a) The aerodynamic and handling characteristics of the aircraft. Turbo-jet aeroplanes need precise approach path guidance during approach and landing, irrespective of weather conditions. Such guidance should be provided to runways intended to serve these aeroplanes as follows: 1) On a runway having significant traffic, the facilities to be provided should be an ICAO standard non-visual aid to final approach and landing, complemented by a visual approach slope indicator system. When a standard non-visual aid cannot be implemented in the first instance, this should not delay the installation of a visual approach slope indicator system. 2) On a runway not having significant traffic, the facilities to be provided should at least include a visual approach slope indicator system. b) Routine auto-coupled approaches. Where auto-coupled approaches are to be made on a routine basis, an ICAO standard non-visual aid to final approach and landing, i.e. ILS, MLS or GNSS (GBAS), should be provided as appropriate to the type of operation planned at the aerodrome. In the case of an ILS of facility performance --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 22. 1-10 ASlAlPAC BASIC ANP --`,,```,,,,````-`-`,,`,,`,`,,`--- Category I, the ILS should be of Category 1 signal quality, 1 without necessarily meeting the associated reliability and availability criteria for back-up equipment and automatic changeover of facility performance Category II. It should be adjusted and maintained to the greatest possible extent and accuracy, and its performance characteristics should be published in Aeronautical Information Publications or other suitable documents. Precision approach and landing procedures 77. Precision approach and landing operations are to be based on standard non-visual aids indicated in 75 above. aerodromes referred to in 22 where the density of traffic and the meteorological conditions so warrant, with due account being taken of the airborne equipment carried by aircraft. These aids should, as appropriate, be located so as to permit instrument approaches. Flight testing of.visua1 and non-visual navigation aids 83. Cooperative arrangements for the flight testing of visual and non-visual navigation aids (Annex 10,Volume I, 2.7) should be recommended where flight testing on a national basis would be impracticable or uneconomical. Approach with vertical guidance SURVEILLANCE 78. Consideration should be given to approach with vertical guidance. Non-precision instrument approach procedures 79. Non-precision instrument approach procedures are to be based on terminal area aids (see 70 to 74 above) which should also support SIDs and STARs. These approach procedures should be constructed whenever possible in accordance with the concept of the stabilized approach; to provide an equivalent three degree final approach glide path; to eliminate stepped approaches; and to provide a final approach fix. 80. Particular account should be taken of 79 in the design of non-precision instrument approach procedures for use with GNSS which should also support SIDs and STARs. RNA V procedures 84. Surveillance systems should provide adequate support to all phases of flight and meet ATM requirements. A table of surveillance facilities/services (including radars, automatic dependent surveillance (ADS) and automatic dependent surveillance-broadcast (ADS-B)), together with an associated chart, is considered to be a useful tool in the planning and implementation of surveillance systems. 85. Surveillance should be provided as an integral part of ATC where practicable and desirable or necessary in the interest of safety, efficiency and economy of operations, in particular for those areas where traffic density and/or the multiplicity or complexity of ATS routes create constraints. Primary and/or secondary surveillance radar systems may be used to fulfil this requirement. Subject to availability and cost-effectiveness, and provided that the required level of safety is maintained, ADS and ADS-B may be used in airspace where surveillance by radar is impracticable or cannot be justified. 8 1. RNAV procedures can be based on terminal area aids (e.g. VORIDME, DMEIDME) or GNSS (e.g. Basic GNSS, SBAS or GBAS positioning services). 86. Provision should also be made for the use of surveillance systems for the purpose of monitoring air traffic and identifying civil aircraft in areas where they might otherwise be intercepted. International general aviation Note.This requirement does not constitute a justification or operational requirement for installation of new radars. Since interceptions would normally only take place under existing military radar control, this should be interpreted as a requirementfor a State to make better use of existing measures and to improve civil/military coordination. Short-distance aids 82. Appropriate aids such as GNSS for short-distance navigation should be provided to serve the additional Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 23. BORPC 1-11 METEOROLOGY World area forecast system (WAFS) regional aspects 87. Planning for regional aspects of the WAFS should be undertaken, with particular reference to user States' requirements for WAFS products, service areas and areas of coverage of charts to be included in flight documentation. Areas of coverage of charts to be provided under the WAFS should be selected so as to ensure the required coverage for flights departing aerodromes. 88. Requirements for the issuance of medium-level significant weather (SIGWX) forecasts (FL 100- 250) under the WAFS should only be specified for limited geographical areas having a large number of international flight operations using those flight levels and for extended-range operations. Meteorological services at aerodromes 89. The meteorological service to be provided for operators and flight crews should be specified for each international aerodrome. Aerodrome forecasts 90. TAF and amendmentsthereto should be exchanged to meet the needs of current flight operations, including IGA. TAF for the aerodromes of departure and destination and their respective alternates, and en-route alternates, should be disseminated so as to be available at departure aerodromes and at ATS units designated to provide data link-VOLMET or VOLMET broadcasts for aircraft in flight. In addition, they should be disseminated to be available at ATS units for transmission to aircraft in flight up to a distance from the aircraft corresponding to two hours' flying time. half-hourly at aerodromes where the volume of traffic and the variability of meteorological conditions so justify, andlor reports are required for data link-VOLMET or VOLMET broadcasts, and relevant OPMET bulletin exchange schemes. 93. METAR and SPEC1 should be exchanged to meet the needs of current flight operations. METAR and SPEC1 for the aerodromes of departure and destination and their respective alternates, and en-route alternates, should be disseminated so as to be available at departure aerodromes and at ATS units designated to provide data link-VOLMET or VOLMET broadcasts for aircraft in flight. In addition, they should be disseminated to be available at ATS units for transmission to aircraft in flight up to a distance from the aircraft corresponding to two hours' flying time. Aircraft reports and SIGMET and AIRMET information 94. For international air routes having a high density of air traffic, air-reportingexemption or designation procedures should be developed to reduce the frequency of routine airreports commensurate with the minimum requirements of meteorologicaloffices. The procedures should be included in the Regional Supplementary Procedures (Doc 7030). 95. SIGMET and AIRMET messages, as well as special air-reports which have not been used for the preparation of a SIGMET, should be disseminated to meteorological offices so as to be available at departure aerodromes for the whole route and at ATS units designated to provide data link-VOLMET or VOLMET broadcasts for aircraft in flight. In addition, they should be disseminated to be available at ATS units for transmission to aircraft in flight for the route ahead up to a distance corresponding to two hours' flying time. International airways volcano watch (IAVW) regional aspects 96. Planning for regional aspects of the IAVW should be undertaken, including the designation of volcanic ash advisory centres (VAACs) and selected State volcano observatories. Meteorological observations and reports Tropical cyclone watch - regional aspects 92. Meteorological observations and reports should be made at hourly intervals. However, the intervals should be 97. Planning for regional aspects of the tropical cyclone watch should be undertaken for regions affected by tropical Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS --`,,```,,,,````-`-`,,`,,`,`,,`--- 91. The determination of the aerodromes at which landing forecasts are required should take into consideration relevant operational and climatological factors, including the weekly number of flights requiring those forecasts and the incidence of adverse meteorological conditions. Not for Resale
  • 24. 1-12 cyclones, including the designation of tropical cyclone advisory centres (TCACs) among the centres of the WMO Tropical Cyclone Programme. ASIAIPAC BASIC ANP functional stages of the aeronautical data process, from origination until the next intended user. 105. Aeronautical geographical coordinates should be stated in terms of the World Geodetic System - 1984 (WGS-84). AERONAUTICAL INFORMATION SERVICES AND AERONAUTICAL CHARTS 98. The designation of international NOTAM offices and their areas of responsibility should be based on maximum efficiency in the dissemination and exchange of aeronautical informatioddata by telecommunicationsand on optimum use of the AFS. Arrangements for the international exchange of elements of the Integrated Aeronautical Information Package and aeronautical charts should be established to meet the needs of all forms of international civil aviation. 99. --`,,```,,,,````-`-`,,`,,`,`,,`--- 100. Arrangements for the transmission and exchange of NOTAM should be planned with a view to recommending measures to ensure that adequate information is available to users in a timely manner, and that their presentation is efficient as to format and selective as to contents. 106. Arrangements should be made for those States that have not yet done so, to make available, as applicable, at least following types of charts: Aerodrome Obstacle Chart -ICAO Type A; Aerodrome Obstacle Chart - ICAO Type C; Precision Approach Terrain Chart - ICAO; Enroute Chart - ICAO ; Area Chart - ICAO; Standard Departure Chart -Instrument (SID) -ICAO; Standard Arrival Chart -Instrument (STAR) -ICAO; Aerodrome/Heliport Chart - ICAO; 101. The advantages of using integrated automated AIS systems should be considered when planning the exchange of aeronautical informatioddata. Instrument Approach Chart - ICAO; 102. Priority for the planning and implementation of aerodrome AIS units should be based on aerodrome designation (RS, RNS, RG, AS and EAS) as set out in the Appendix to Part I11 - AOP. World Aeronautical Chart - ICAO 1:1 000 000. Visual Approach Chart; and 103. Pre-flight information bulletins (PIBs) should be made available at designatedinternational aerodromes at least one hour before each flight in order to meet the operational requirements of users. 107. States which have not yet produced the World Aeronautical Chart - ICAO 111 000 000 should in accordance with established sheet distribution and regional arrangements, take measures to ensure the preparation of the sheets for which they are responsible, either through individual effort or with the collaboration of other States or specialized cartographic agencies. 104. Planning and arrangements should be made for the introduction by States of a quality management system for aeronautical information and chart services. The systemmust include procedures, processes and resources necessary to ensure that the procedures are put in place for all the Note.- When operational or chart production considerations indicate that operational requirements can effectively be satisfied by Aeronautical Chart - ICAO 1:500 000, the chart may be made available instead of World Aeronautical Chart - ICAO 1: 1 000 000. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 25. Part I1 GENERAL PLANNING ASPECTS (GEN) 1. As traffic volumes grow worldwide, the demands on the air traffic services (ATS) provider in a given airspace increase, as do the complexities of air traffic management. The number of flights unable to follow optimum flight paths also increases with an increase in traffic density. This creates pressure to upgrade the level of ATS by, inter alia, reducing separation standards. Air traffic forecasts 2. Air traffic forecasts are produced in response to the needs of Contracting States of ICAO, air navigation service providers and regional planning groups, in particular the Asiah'acific Air Navigation Planning and Implementation Regional Group (APANPIRG). Long-range forecasts of passenger traffic are produced for the AsidPacific regions, encompassing the intra-Asiaacific and trans-Pacific' markets, along with city-pair forecasts to include the forty busiest routes in terms of passengers carried within these regions. In addition, aircraft movements are forecast for a five-year horizon, initially for transPacific traffic and citypairs of three selected flight information regions (FIRS)of the intra-AsiaPacific traffic. Also produced for the trans-Pacific market are forecasts of peak-period traffic of selected route groups. To this end, flight data are collected from air traffic control centresfair navigation service providers. The Asiflacific Area Traffic Forecasting Group (APA TFG) forecasts are updated periodically in conjunction with 1. For the purpose of these forecasts, AsiaPacific is defined as the ICAO statistical region concerned, while trans-Pacific is defined as traffic between the ICAO statistical region of North America (Canada and United States) on the one hand and the ICAO statistical region of Asiflacific on the other hand (broken down in the use of United States data into "Asia" and "Oceanic"). Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS APA TFG meetings, and their format and content will be modified progressively to respond to the requirements of primary users such as APANPIRG. 3. Using the underlying passenger forecasts produced by the APA TFG, the aircraft movement forecasts apply aircraft size and load factor parameters, and are contained in the ASIAPAC FASID. The actual traffic growth has consistently been within the range of forecasts produced by APA TFG. Therefore, planning is based on the assumption that aircraft movement in the ASIAPAC regions by 2014 will have doubled over 1998. 4. At present, wide-body aircraft dominate the transPacific market, and they are expected to continue to be dominant. Average aircraft size, in terms of seats, is expected to increase by an average annual growth rate of 1.5 per cent over the 1998-2014 period from 345 seats per flight in 1998 to 438 seats in 2014. Load factors are high in the trans-Pacific market and are expected to remain so. Only a modest increase is expected over the forecast period, with assumed gradual increase from today's estimated 71 per cent load factor to 72 and 74 per cent in the years 2003 and 2014, respectively. 5. Implementation of communications, navigation and surveillancefair traffic management (CNSIATM) systems are expected to be able to provide sufficient capacity to meet the increasing demand, while producing additional benefits in the way of more efficient flight profiles and increased levels of safety. The potential of new technologies to significantly reduce service costs, however, will require new arrangements in the provision of services and changes in ATM procedures. 6. Chapter 3 of the Global Plan provides the means to begin the process of identification of ATM requirements, on the basis of identified homogeneous ATM areas and major international traffic flows, followed by the determination of the regional and global CNS system elements needed to meet the ATM requirements. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- INTRODUCTION
  • 26. 11-2 ASlAlPAC BASIC ANP Regional Implementation Concept States'JTerritories' plans 7. The Regional Implementation Concept defined by APANPIRG is linked to ATM improvement for the ASIAPAC regions and the CNS requirements this generates. ATM improvements have been defined on the basis of the major international traffic flows identified in the homogeneous areas as set out in Part I1 of the FASID. 12. States/Territories have the responsibility for implementation of the new CNSIATM system within their areas of responsibility. It will, however, be necessary for each State within the ASIAPAC regions to develop and publish its own CNSIATM implementation plan. These State plans should be coordinated within the FIRSand with adjacent FIRS to ensure the optimum use is made of all aspects of CNSIATM. 8. The method of identifying homogeneous ATM areas involves consideration of the varying degrees of complexity and diversity of the worldwide air navigation infrastructure. Based on these considerations, it is considered that planning could best be achieved, at the global level, if it were organized based on ATM areas of common requirements and interest, taking into account traffic density and level of sophistication required. 9. Major international traffic flows consist of areas which include groupings of routes wherein it is specified a detailed plan for the implementation of CNSIATM systems and procedures, where the objective is to attain a seamless system throughout the area concerned. These are defined by origin and destination geographic areas which could be States/Territories, specific portions of States/Temtones, or groupings of smaller States/Territories. They may also include oceanic and continental en-route areas. 10. The basic planning parameter is the number of aircraft movements which must be provided with ATM services along a particular international flow. Estimates and forecasts of annual aircraft movements over the planning period are required for high-level planning. Forecasts of aircraft movements in peak periods, such as during a particularly busy hour, are needed for detailed planning. Additionally, the establishment of major international traffic flows will require appropriate civillmilitary coordination and consideration of special use airspace. Q 11. Considering the global guidelines described in the preceding paragraphs, the ASIAPAC regions should take into account the need to coordinate their regional plan with the adjacent regions, specially with the EUR and MID regions, since air traffic density between these regions and the ASIAPAC regions is quite high. Coordination of the regional ASIAPAC plan for the CNSIATM transition with the indicated regions will be necessary. Finally, in the long term there would be a continuing need for coordination after the completion of the Global Transition Plan. Airlines' plans 13. The airlines have already invested significant sums to equip aircraft with transitional CNSIATM systems such as FANS, data link, RNAV and Satcom. These systems permit use of currently available technologiesto obtain early benefits within the CNSIATM concept. To retain a cost-effective evolution towards CNSIATM, the airlines believe that it is imperative to ensure that appropriate accommodation for these transitional systems be retained. The airlines will continue to pursue implementation of CNSIATM on an evolutionary basis. Benefits 14. With the benefits from the new CNSIATM systems, there is need and enthusiasm for its implementation,but there are many hard decisions to be made, particularly on timing. Global and regional cooperation on an unprecedented scale will be required. 15. The regional planning process is the principal engine of ICAO's planning and implementation work. It is here that the top-down approach, comprisingglobal guidance and regional-harmonization measures, converges with the bottom-up approach constituted by States/Tenitories and aircraft operators and their proposals for implementation options. 16. In its most basic form, the output from the regional planning process should be a listing of air navigation facilities and services, together with their achievable time frames, necessary for CNS/ATM systems implementation. i These listings will be included in the ASIAPAC regional a r navigation plan (ANP) and updated by the APANPIRG with the assistance of the Regional Offices. 17. The objective of the Global Plan is to guide a progressive and coordinated worldwide implementation of the --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 27. a) it provides guidelines for use by regional planning bodies, StatesITerritories, service providers and users, for transitions from the current ground-based air navigation system to the future satellite-based system; and b) it functions as a benchmark for the evaluation of implementation progress. 18. The implementation of the current CNSIATM systems has basically been a regional responsibility, i.e. States/Territories or groups of StatesITerritories working together within the framework of the concept and implementation strategy developed for the respective region by the corresponding regional planning group. ICAO air navigation planning should continue to be conducted through the established regional planning process. Evolution and implementation 19. In considering the overall system concept, the questions of evolution and transition are most important. For instance, careful planning will be necessary to ensure that aircraft of the future are not unnecessarily required to carry a multiplicity of existing and new CNS equipment. In addition, as already referred to, there is a close relationship between the required CNS services and the desired level of ATM and, finally, there is, for reasons of both economy and efficiency, a need to ensure that differences in the pace of development around the world do not lead to incompatibility between elements of the CNSIATM system. Particularly, because of the wide coverage of satellite CNS systems, the above considerations call for conscientious worldwide and regional coordination of the planning and implementation if such systems are to be optimized. Human factors considerations 20. The high level of automation and interdependency of the CNSIATM system raises several human factors issues. Lessons learned concerning human factors indicate that they should be considered as an integral part of any plan to implement the new technologies. The most important human factors issue regarding the human-machine interface is the ability of the human operator to maintain situational awareness. A by-product of degraded situational awareness is mode error. Mode error is defined as a joint human-machine Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS system breakdown in which a human loses track of the current machine configuration, and a machine interprets the human's input differently from that intended. The "joint humanmachine system" should be considered during design of the systems so that mode errors can be pro-actively anticipated and elirmnated. Furthermore, existing air navigation systems and CNSIATM systems will operate in parallel for a period of time. Operating old and new systems in parallel will introduce human factors considerations that will also need to be considered. 21. Human factors issues should be considered before CNSIATM technologies are implemented,during the process of design and certification of the technology and associated standard operating procedures. States in the ASIAIPAC regions and organizations which design and provide CNSIATM systems should take into account ICAO guidelines when developing national regulations and incorporate human factors Standards in the processes of design and certification of equipment and procedures. --`,,```,,,,````-`-`,,`,,`,`,,`--- elements of the future air navigation system in a timely and cost-beneficial manner. To this end, the plan fulfils two principal functions: 22. Involving human factors expertise during technology design might incur additional initial expenses, but the costs are paid once in the system's lifetime. Coping with flawed human-technology interfaces through training will result in a requirement for continuous training and higher costs. Training planning 23. A major goal of CNSIATM systems is to create a seamless air navigation system. A seamless air navigation environment will require an international team prepared to perform their jobs in such an environment. At the same time, shortcomings in human resource planning and training are frequently cited as an important reason for the lack of implementation of regional ANPs. Human resource development challenges will be compounded during the transition period to CNSIATM systems. As the existing and emerging air navigation technologies will operate in parallel for a period of time, civil aviation personnel will need to learn new skills, as well as retain the skills needed to operate and maintain existing systems. To meet thls challenge, a cooperativeapproach should be used in civil aviation training within the ASIAPAC regions. This approach should: a) ensure that the training requirements of the ASIAPAC regions are available within the regions; b) facilitate a training planning process that would help to determine the training capabilities needed within the Not for Resale
  • 28. ASlAlPAC BASIC ANP region or sub-regionsfor specialized types of training that individual States cannot justify based on their national training needs alone; enjoyed, it follows that States initial commitment to obtaining the necessary initial financing for "their" parts of the plan is key. ensure that an adequate market exists to support the development and ongoing implementationof high-quality training within one or more training centres within the region or sub-regions; and endeavour to distribute regional training activities among more training centres within the region or sub-regions. 28. States can, of course, enact that commitment alone, but it is likely that in those cases the benefits that derive, for example, from cooperative or sharing options such as international cooperativeventures including international operating agencies, joint charges collection agencies, multi-national facilities and services or joint financing arrangements, would not be obtained. 24. Appropriate bodies should be established to facilitate regional and sub-regional training planning. A quantitative approach should be used to determine the training capabilities needed within a region or sub-region. Decisions concerning training capabilities required should be based on an aggregate of training demand for existing air navigation technologies, as well as emerging technologies. A State-to-State consultative process should be used to formulate a plan for the establishment of specific regional training centres. 29. Similarly, it is not always economically efficient to manage alone the expenses incurred in purchasing facilities and services and the income gathered from users of the infrastructure. Key here are the elements of cost-recovery policy with a possible emphasis on autonomy at the national level. This might lead to the creation of independent entities or bodies being established for the purpose of operating certain facilities and providing specific services, and being granted operational and financial freedom to carry out their functions. 25. APANPIRG should ensure that training offered within the ASIAIPAC regions is sufficient to meet the implementation requirements of the regional ANP. 30. If States are committed to implementing the plan, then the implementation strategy should address how that can be achieved in the most cost-effective way. - - IMPLEMENTATION STRATEGY 26. This section deals with the steps that can be taken and the options that can be explored to increase the probability of the facilities and services called for by the plan being fully implemented according to the sets of time lines set out in the ANP, as well as ensuring that the number of shortcomings and deficiencies is minimized. While the plan represents the collective commitment of ASIAPAC States to provide and maintain the infrastructure that the facilities and services defined in the plan constitute as a whole, it is expected that users of the infrastructure will also cooperate to contribute indirectly to maintaining a safe and efficient environment in the region. The implementation strategy for this plan is based, therefore, on the premise that all partners involved in aviation in the region will work together harmoniously, for the most part within the APANPIRG mechanism. 27. In this regard, irrespective of the relationships that exist between service providers and users, financing is required if plans are to be implemented. Since facilities and services need to be put into place before benefits can be 3 1. The vehicle for this commitment to seek out costeffective implementation techniques is the APANPIRG mechanism where States can explore the possibilities of subregional approaches not only to their planning activities but also to the implementation of those plans. Such approaches might be developed with the help of the General Guidelines on the Establishment and Provision of a Multinational ICAO ASIA/PAC Air Navigation FacilityIService,set out in Part I1of the FASID. Furthermore, the new involvement of the ICAO Technical Co-operation Programme in the regional planning process creates opportunitiesfor service providers and users to work out mutually attractive implementation strategies. 32. The way in which this overall approach can move forward will be conditioned by the emphasis being placed on planning according to homogeneous areas and major traffic flows, most of the latter of which extend beyond the limits of the ASIAPAC regions. The work being done in the context of the South Atlantic Task Force and the Technical Cooperation Programme initiative calls for work groups comprised of selected States and users to develop concrete plans for the areas defined by the major traffic flows. 33. Resources from ICAO's modest special implementation budget or help from the Technical Co-operation --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 29. GEN 11-5 Programme to support implementation should therefore be channelled into this approach. The next steps can involve APANPIRG formalizing the work group approach mentioned in 32 and developing it as a model for use by other planning and implementation regional groups (PIRGs). This would be a natural development since other PIRGs have defined areas of interest which extend beyond their region. In addition, when such an approach gathers momentum it can serve as a key element of ICAO's inter-regional planning which strives to balance global and regional priorities through bodies such as ALLPIRG or an ALLPIRG sub-group. 34. ICAO is active in all the above areas and stands ready to support initiatives by all partners in the planning process to achieve the steps towards the safe and efficient implementation of the planned infrastructure. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 30. Part I11 AERODROME OPERATIONAL PLANNING (AOP) e) Airport Services Manual (Doc 9137). INTRODUCTION 1. This part of the Asia and Pacific (ASIAIPAC) Basic Air Navigation Plan contains elements of the existing planning system and introduces the basic planning principles, operational requirements and planning criteria related to aerodrome operational planning (AOP) as developed for the ASIAIPAC regions. 2. As a complement to the Statement of Basic Operational Requirements and Planning Criteria (BORPC) set out in Part I, Part I11 constitutes the stable guidance material considered to be the minimum necessary for effective planning of AOP facilities and services in the ASIAPAC regions. A detailed descriptionllist of the facilities andor services to be provided by States in order to fulfil the requirements of the plan is contained in the ASIAIPAC Facilities and ServicesImplementationDocument (FASID). During the transition and pending full implementationof the future communications,navigation and surveillancelairtraffic management (CNSIATM) system, it is expected that the existing requirements will gradually be replaced by new CNSIATM system-related requirements. Further, it is expected that some elements of CNSIATM system will be subject to amendment, as necessary, on the basis of experience gained in their implementation. 3. The Standards, Recommended Practices and Procedures to be applied and related guidance material are contained in: 4. Background information of importance in the understanding and effective application of this part of the plan is contained in the Report of the Third Asia/Pac$c Regional Air Navigation Meeting (Doc 9614, ASIAIPACM (1993)) on Agenda Items 2 , 3 and 4. 5 . A regional air navigation meeting recommendation or conclusion shown in brackets below a heading indicates the origin of all the paragraphs following that heading. AERODROME OPERATIONAL PLANNING (AOP) General (FASID Table AOP 1) [ASIA/PAC/3, Recs. 212 and 3/11 6. A basic list of aerodromes (including their designations) required in the ASIAPAC regions to serve international civil aviation operations is given in the Appendix to this part. The list of regular and alternate aerodromes required for international scheduled air transport, non-scheduled air transport and general aviation operations as agreed in the ASIAPACl3 RAN Meeting is given in Table AOP 1 of the FASID. a) Annex 14 -Aerodromes, Volumes I and 11; Runway friction measurements [ASIA/PAC/3, Rec. 4/21 b) Annex 10 - Aeronautical Telecommunications Volume I; c) Aerodrome Design Manual (Doc 9157); d) Airport Planning Manual (Doc 9 184); 7. States should procure the necessary equipment and carry out periodic measurements of runway friction characteristics and take remedial action as necessary. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 31. 1 12 1- ASlAlPAC BASIC ANP Removal of disabled aircraft [ASIA/PAC/3, Rec. 4/31 Scheduling aerodrome maintenance [ASIA/PAC/3, Rec. 4/81 8. States should ensure that adequate coordination between airline operators and airport administrationsexists to plan for the removal of disabled aircraft on or adjacent to movement areas, and that information concerning the capability for such aircraft removal is included in Aeronautical Information Publications. 11. States, when planning major runway maintenance work that would affect the regularity of international aircraft operations, should consider the need to notify aircraft operators sufficiently in advance prior to undertaking the scheduled work. Creation of bird control units [ASIA/PAC/3, Rec. 4/61 States should encourage airport authorities to create a bird control unit responsible for reducing bird hazards to aviation on each airport and to submit bird strike reports to ICAO to facilitate the effective use of the ICAO Bird Strike Information System (IBIS). 9. Aerodrome equipment, installations and services [ASIA/PAC/3, Rec. 4/10] 12. For the general improvement of the safety, efficiency and regularity of aircraft operations, States should, with a degree of urgency, take appropriate action to provide and maintain the equipment, installations and services specified in the related Annex 14, Volume I specifications. Closure of regular aerodromes [ASIA/PAC/3, Conc. 2/31 Aerodrome emergency plan [ASIA/PAC/3, Conc. 4/41 10. When a regular aerodrome is to be closed, States should ensure that sufficient alternate aerodromes remain open to provide for the safety and efficiency of aircraft approaching the regular aerodrome that may be required to divert to an alternate. 13. Each State of the ASIAIPAC region should prepare and keep up to date an appropriate aerodrome emergency plan for each international aerodrome. Guidance material for the preparation of such plans are availablein the Airport Services Manual (Doc 9137), Part 7. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 32. Appendix INTERNATIONAL AERODROMES REQUIRED IN THE ASIAIPAC REGIONS EXPLANATION OF THE LIST CITYIAERODROME Name of the city and aerodrome, preceded by the location indicator. DESIGNATION Designation of the aerodrome as: RS -international scheduled air transport, regular use RNS - international non-scheduled air transport, regular use i AS -international scheduled ar transport, alternate use Note I.- When an aerodrome is needed for more than one type of use, normally only the use highest on the above list is shown. An exception is that AS aerodromes are identified even when they are required for regular use by international nonscheduled air transport or international general aviation, as some specificzltions in Annex 14, Volume I place special requirements on these aerodromes. Example -An aerodrome required for both RS and AS use would only be shown as RS in the list. However, this table may still show specific requirements for AS use. Note 2.- When the aerodrome is located on an island and no particular city or town is served by the aerodrome, the name of the island is included instead of the name of a city. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 33. AOP Ill-A-3 City/Aerodrome/Designation City/Aerodrome/Designation YBTL TOWNSVlLLE/lownsville AMERICAN SAMOA (United States) NSTU RS PAGO PAGOIPago Pago lntl RS BANGLADESH VGEG CHITTAGONG1M.A. Hannan lntl AUSTRALIA YPAD RS ADELAIDUAdelaide VGZR DHAKNZia lntl RS YEAS AS YBBN RS ALICE SPRINGSIAlice Springs BRlSBANElBrisbane BHUTAN VQPR PAROlParo lntl RS RS YBCS CAIRNSICairns RS YPXM CHRISTMAS I.1Christmas I. BRUNEI DARUSSALAM WBSB BRUNEIIBrunei lntl RS RS YPCC COCOS I./Cocos I. RS YPDN VDPP PHNOM PENHIPhnom Penh DARWINIDarwin RS YMHB CAMBODIA RS VDSR SlEM REAPISiem Reap HOBARTIHobart AS RS YMML MELBOURNUMelbourne lntl RS YSNF YBRK YPTN CYQQ COMOWComox AS CYEG EDMONTONIEdmonton lntl RS CYVR VANCOUVEWVancouver lntl RS SYDNEYIKingsfordSmith lntl RS CALGARYICalgary lntl RS ROCKHAMPTONIRockhampton AS YSSY CWC PORT HEDLANDIPort Hedland RS ABBOTSFORDIAbbotsford AS PERTHIPerth lntl RS YPPD CYXX NORFOLK I./Norfolk I. RS YPPH CANADA' CYYJ VlCTORlANictoria lntl RNS TlNDAVTindal --`,,```,,,,````-`-`,,`,,`,`,,`--- AS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 34. ASlAlPAC BASIC ANP Ill-A-4 CityIAerodromelDesignation City/Aerodrorne/Designation ZSNJ CHINA NANJINGILukou RS ZBAA ZGNN NANNlNGNVuxu AS ZGHA ZSQD QINGDAOILiuting RS ZUUU ZJSY SANYNPhoenix RS ZUCK ZSSS SHANGHAIIHongqiao RS M L ZSPD SHANGHAIIPudong RS ZSFZ ZYTX SHENYANGflaoxian RS RCKH ZGSZ SHENZHENIBao'an RS ZGGG RCSS TAIBEIISongshan AS ZGKL RCTP TAlBEl ClTYflaibei lntl RS ZSHC ZBYN TAlYUANMlusu AS ZYHB ZBTJ TIANJIN/Binhai RS ZSOF ZWWW URUMQIIDiwopu RS ZBHH ZHHH WUHANrrianhe RNS ZSJN ZSAM XlAMENlGaoqi RS ZWSH ZLXY XI'ANIXianyang RS ZPPP ZUXC XICHANGIQingshan RNS ZLLL --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 1
  • 35. AOP Ill-A-5 CityIAerodromelDesignation I VlAR CityIAerodromelDesignation AMRlTSAWAmritsar COOK IS. NCRG RS RAROTONGNRarotonga lntl VOCL CALlCUTlCalicut RS DEMOCRATIC PEOPLE'S REPUBLIC OF KOREA ZKPY RS VOMM CHENNAIIChennai RS SUNANlSunan RS VlDP DELHlllndira Gandhi lntl RS EASTER I. (Chile) SClP VECC KOLKATNNetaji Subhash Chandra Bose ISLA DE PASCUNMataveri RS RS VABB MUMBAIIChhatrapati Shivaji lntl NFFN VANP RS NFSU NAGPUWNagpur NADIINadi lntl AS VEPT PATNNPatna SUVNNausori RS RS VOTR TIRUCHCHIRAPPALLlmiruchchirappalli RS FRENCH POLYNESIA (France) NlTG RANGIRONRangiroa VOTV TRlVANDRUMmrivandrum RS AS NTAA TAHITIIFaaa VlBN VARANASlNaranasi RS RS GUAM (United States) PGUA GUAM I.1Andersen AFB INDONESIA WAPP RNS AS PGUM GUAM I./Guam lntl WADD WALL HONG KONG, China BALlKPAPANISepinggan RS HONG KONGIHong Kong lntl WAOO RS BANJARMASINISyamsudin Noor AS WlDD INDIA VAAH BALIINgurah Rai RS RS VHHH AMBONIPattimura BATAMIHang Nadim RS AHMEDABADIAhmedabad WABB AS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS BlAWFrans Kaisiepo RS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- RS FIJI
  • 36. ASlAlPAC BASIC ANP Ill-A-6 CitylAerodromelDesignation City/Aerodrorne/Designation JAKARTNHalimperdana Kusuma RJCH HAKODATEIHakodate AS RNS Wlll JAKARTNSoekarno Hatta RJOA HIROSHIMNHiroshima RS RS WAJJ JAYAPURAISentani RJFK KAGOSHIMNKagoshirna RS RS WATT KUPANGIEI Tari RJBB KANSAllKansai lntl RS RS WAMM MANADOISam Ratulangi RJFT KUMAMOTOIKurnarnoto RS RS WlMM MEDANIPolonia RJFU NAGASAKIINagasaki RS RS WAKK MERAUKEIMopah RJGG NAGOYAlChubu Centrair lntl RS RNS WlMG PADANGlTabing ROAH NAHNNaha RS RS WlPP PALEMBANGISultan Mahmud Badaruddin II RJSN NIIGATNNiigata RS RNS WlBB PEKANBARUISultanSyarif Kasim II RJFO RS RS WlOO PONTlANAWSupadio RJOB SURABAYNJuanda RJOO RS WlDN TANJUNG PINANGIKijang TARAKANlJuwata RJCC TIMIKNMoses Kilangin RJSS UJUNG PANDANGIHasanuddin RJOT TAKAMATSUlTakamatsu RS RJAA RNS TOKYOINarita lntl RS RJlT JAPAN RJFF SENDAIISendai RNS RNS WAAA SAPPOROlNew Chitose RS RS WABP OSAKNOsaka lntl RS RNS WALR OKAYAMNOkayama RS RS WARR OITNOita TOKYO/Tokyo lntl AS FUKUOKAIFukuoka RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- WlHH
  • 37. AOP Ill-A-7 WMKK SEPANGIKL lntl JOHNSTON I. (United States) PJON JOHNSTON ATOLUJohnston I RS WBGS SIBUISibu RS WMSA KIRIBATI PLCH RS WBKW TAWAUlTawau RS TARAWNBonriki lntl RS LAO PEOPLE'S DEMOCRATIC REPUBLIC VLVT SUBANGISultan Abdul Aziz Shah KlRlTlMATl I./Christmas I. RS NGTA RS MALDIVES VRMG GANIGan AS VlENTlANEWattay RS VRMM MALUMale lntl RS MACAO, China VMMC MACAOIMacao lntl RS MARSHALL IS. PKMJ MAJURO ATOLUMarshall Is. lntl RS --`,,```,,,,````-`-`,,`,,`,`,,`--- MALAYSIA WMKJ WBKK JOHOR BAHRUISultan lsmail RS POHNPEI I./Pohnpei lntl RS PTKK WEN0 I./FM Chuuk lntl KUANTANlKuantan (RMAF) RS WBGG PTPN KOTA KINABALUIKota Kinabalu lntl RS WMKD MICRONESIA (FEDERATED STATES OF) RS PTYA YAP I.Nap lntl KUCHING/Kuching RS RS WBKL LABUANILabuan (RMAF) RS WMKM MONGOLIA ZMUB ULAANBAATAWUIaanbaatar RS MALACCNMalacca RS WBGR MYANMAR MIRIIMiri RS WMKP PULAU LANGKAWIIPulau Langkawi NAURU AUUU RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS YANGONNangon lntl RS PENANGIPenang lntl RS WMKL VYYY NAURU I.1Nauru I. RS Not for Resale
  • 38. Ill-A-8 ASINPAC BASIC ANP OPNH NAWABSHAHINawabshah NEPAL VNKT AS KATHMANDUIKathrnandu OPPS PESHAWAWPeshawar RS NEW CALEDONIA (France) NWWW NOUMEAILa Tontouta RS PALAU PTRO BABELTHAUP I.IKoror RS NEW ZEALAND NZAA RS PAPUA NEW GUINEA AUCKLANDlAuckland lntl AYPY PORT MORESBYIPort Moresby RS NZCH CHRISTCHURCHIChristchurchlntl RS AYVN VANlMONanimo RS NZWN RS WELLlNGTONNVellington lntl RS PHILIPPINES RPMD NIUE (New Zealand) NlUE RNS NIUEINiue lntl RPLl RS NORTHERN MARIANA IS. (United States) PGRO RPVM LAPU-LAPUIMactan Cebu RS RPLL MAN1WNinoy Aquino lntl RS OBYANISaipan lntl RS LAOAGILaoag lntl AS ROTA I./Rota lntl RS PGSN DAVAOIFrancisco Bangoy lntl RPLB SUBlC BAYISubic Bay lntl RNS PAKISTAN OPGD RPMZ GWADAWGwadar ZAMBOANGAIZarnboangalntl RNS RS OPRN ISLAMABADIChaklala RS OPKC RKTU RKTN DAEGUIDaegu RS LAHOREIAllarna lqbal lntl RS CHEONGJUICheongju RS KARACHIlJinnah lntl RS OPLA REPUBLIC OF KOREA RKPK GIMHAEIGirnhae RS --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 39. Ill-A-9 AOP City/Aerodrome/Designation RKSS GIMPOIGimpo VTCT CHIANG RAIIChiang Rai lntl RS AS RKSl INCHEONIlncheon VTUK KHON KAENIKhon Kaen RS RS RKPC VTPP JEJUIJeju PHlTSANULOWPhitsanulok RS RS RKNY YANGYANGNangyang VTSP PHUKETlPhuket lntl RS RS VTBU RAYONGIU-Taphaolntl SAMOA NSFA RS FALEOLOlFaleolo lntl VTSS SONGKHWHat Yai lntl RS VTSB SINGAPORE --`,,```,,,,````-`-`,,`,,`,`,,`--- WSAP RS VTU U UBON RATCHATHANIIUbon Ratchathani RS SELETAWSeletar RS WSSS SURAT THANIISurat Thani PAYA LEBAWPaya Lebar (RSAF) AS WSSL RS SINGAPOREIChangi TONGA NFTF FUA'AMOTUIFua'amotu lntl RS NFTV SOLOMON IS. AGGH RS TUVALU NGFU SRI LANKA RS HIGURAKGODNMineriya UNITED STATES' PANC AS VTCC PACD COLD BAYICold Bay AS CHIANG MAIIChiang Mai lntl RS ANCHORAGEIElemendorf AFB AS BANGKOWBangkok lntl RS ANCHORAGEIAnchorage lntl RS PAED THAILAND VTBD FUNAFUTIIFunafuti lntl COLOMBOIBandaranaikelntl RS VCCH VAVA'UIVava'u HONIARNHenderson RS VCBl RS KPAE EVERElTlSnohomish County-Paine Field AS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 40. Ill-A-10 PAEl ASINPAC BASIC ANP FAIRBANKSIEielsonAFB KSJC SAN JOSEISan Jose lntl RS AS PAFA FAIRBANKSIFairbankslntl KBFl SEATTLE BOEING FIELDIKing County lntl AS RS KFAT FRESNOIFresnoAir Terminal KSEA SEAlTLEISeattle-Tacoma lntl RS AS PHTO HILOIHilo lntl KGEG SPOKANEISpokane lntl AS AS PHNL HONOLULUIOahu lntl KSCK STOCKTON/Metropolitan AS RS PHOG KAHULUllKahului KlAD WASHINGTONIDulles lntl RS AS PAKN KING SALMONIKing Salmon AS KLAX LOS ANGELESILos Angeles lntl VANUATU NVVV PORT VILA/Bauerfield RS RS KOAK OAKLANDIMetropolitanOakland NVSS SANTOIPekoa RS AS KONT ONTARIO/Ontario lntl AS KPMD DA NANGIDa Nang RS VVNB PORTLANDIPortland lntl AS KSMF VVDN PALMDALEIPalmdale P.F.T.I. AS KPDX WET NAM HA NOIINoi Bai RS VVTS SACRAMENTOIMetropolitan HO CHI MlNHfran Son Nhat RS AS KSAN SAN DIEGOISan Diego (AFSS) AS KSFO WALLIS AND FUTUNA IS. (France) NLWW RS SAN FRANCISCOISan Francisco lntl RS Note 1 .- Outside ASIAPAC. Indicated for coordination. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS WALLISIHihifo Not for Resale
  • 41. Part IV INTRODUCTION 1. This part of the Asia and Pacific (ASIAPAC) Basic Air Navigation Plan contains elements of the existing planning system and introduces the basic planning principles, operational requirements and planning criteria related to communications, navigation and surveillance (CNS) as developed for the ASIAPAC regions. 2. As a complement to the Statement of Basic Operational Requirements and Planning Criteria (BORPC) set out in Part I, Part IV constitutes the stable guidance material considered to be the minimum necessary for effective planning of CNS facilities and services in the ASIAJPAC regions. A detailed descriptionllist of the facilities and/or services to be provided by States in order to fulfil the requirements of the plan is contained in the ASIAlPAC Facilities and Services ImplementationDocument (FASID). During the transition and pending full implementation of the future communications, navigation and surveillancelairtraffic management (CNSIATM) system, it is expected that the existing requirements will gradually be replaced by new CNSIATM system-related requirements. Further, it is expected that some elements of CNSIATM system will be subject to amendment, as necessary, on the basis of experience gained in their implementation. plan is contained in the Report of the Third AsiaPacific Regional Air Navigation Meeting (Doc 9614, ASIAPACl3 (1993)) on Agenda Items 1 0 , l l and 12. 5 . The elements of the material referred to above are presented in the followingparagraphs with appropriate crossreferences to recommendations and/or conclusions of ASIAPACl3 and regional planning groups. COMMUNICATIONS General 6. The plan and details of the operational requirements for communications are contained in Tables CNS 1A, CNS lB, CNS lC, CNS ID, CNS lE, CNS 2, CNS 3, CNS 4A and CNS 4B, and associated charts of Part IV of the FASID. Ground-groundcommunications Aeronauticalfied service (AFS) 3. The Standards, Recommended Practices and Procedures to be applied are contained in: a) Annex 10 - Aeronautical Volumes I, 11,111, IV and V; 7. the aeronauticalfixed telecommunicationnetwork (AFTN); Telecommunications, data communications subnetworks and associated systems supporting the ground-ground applications of the aeronautical telecommunication network (ATN), namely the ATS message handling services (ATS MHS) and ATS inter-facility data communications (AIDC); b) Annex 11 -Air TrafJic Services; and c) Regional Supplementary Procedures (Doc 7030). 4. Background information of importance in the understanding and effective application of this part of the Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS The aeronautical fixed service comprises: ATS direct speech circuits; and Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- COMMUNICATIONS, NAVIGATION AND SURVEILLANCE (CNS)
  • 42. ASlAlPAC BASIC ANP IV-2 Aeronautical fmed telecommunication network (AFTN) 8. States should ensure that telecommunication agencies engaged in providing aeronautical circuits be impressed of the need for: a) high reliability terrestrial links connecting aeronautical facilities and common camer terminalsinclusive of priority restoration of service commensurate with the requirements of a safety service; and b) rapid restoration of circuits in the event of breakdown. [ASIAIPACI3, Conc. 10111 9. States operating AFTN circuits which do not function satisfactorily 97 per cent of the time during which the circuit is scheduled to be in operation should exchange monthly circuit performance charts on the form provided in Attachment A. Where a circuit consistently achieves 97 per cent reliability, the exchange of performance charts may cease. The circuit performance charts should be exchanged directly between the correspondent stations, with copies to the administrations concerned and to the ICAO Regional Office. States should also identify the causes for inadequate circuit performance and take necessary remedial measures. [ASIA/PAC/3, Conc. 10/2] 10. States responsible for the operation of AFTN circuits which are not adequately meeting transit time requirements should record transit time statistics on the twenty-third day of each third month (January, April, July and October) of each year, in accordance with the existing practices, for the AFTN circuits and terminals under their jurisdiction which do not meet the specified transit time criteria. The data recorded should be exchanged directly between the correspondent stations, with copies to administrations concerned and to the ICAO Regional Office. [ASIAlPAC/3, Conc. 10131 11. States operating AFTN circuits should: a) record AFTN statistics on the form contained in Attachment B, from 23 to 25 April and October each year; b) exchange the circuit loading data for each circuit with each correspondent station and provide a copy to the ICAO Regional Office; and Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS c) evaluate circuit loading and take appropriate remedial action when occupancy level exceeds permissible levels specified in the Manual on the Planning and Engineering of the Aeronautical Fixed Telecommunications Network (Doc 8259). IASIAIPAC13, Conc. 10141 12. States concerned should take positive measures to ensure system reliability and provide adequate management and supervision of facilities to eliminate system failure, and to ensure data integrity and timely delivery of messages. [ASIA/PAC/3, Conc. 10151 13. The AFTN entry/exit points: a) between A S I M A C and AFI should be Brisbane and Mumbai; b) between A S I M A C and EUR should be Bangkok, Singapore and Tokyo; c) between ASIAPAC and MID should be Karachi, Mumbai and Singapore; d) between ASIAIPAC and NAM should be Brisbane, Nadi and Tokyo; and e) between ASIAIPAC and CARISAM should be Brisbane. [APANPIRGIl 1, Conc. 11/61 Technical aspects of AFTN rationalization. 14. The main trunk circuits interconnectingmain AFTN communication centres should be provided by landline teletypewriter (LTT) facilities, operate at a modulation rate commensurate with operational requirements, and employ International Alphabet Number 5 (IA-5) and character-oriented data link control procedures - system category B, or bitoriented data link control procedures as defined in Annex 10, Volume 111, Part I, Chapter 8. 15. Also, the tributary circuits interconnecting tributary AFTN communication centres with main AFTN comrnunication centres, with other tributary AFTN communication centres, or with AFTN stations should be provided with LTT facilities where available and feasible, preferably operate at a modulation rate commensurate with operational requirements, and employ IA-5 code and procedures and an appropriately controlled circuit protocol. [ASIA/PAC AFS RPG/3, Rec. 3/11 16. To support data communication requirements and to provide needed data integrity and minimal transit time, the Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- d) meteorological operation circuits, networks and broadcast systems.
  • 43. CCITT X.25 protocol should be used between AFTN COM centres and main and tributary COM centres in the ASIAPAC regions. [APANPIRG/4, Conc. 4/27 and APANPIRGl7, Conc. 7/14] 17. States should consider implementing digital communication networks or circuits in a coordinated manner in order to meet current and future AFS communication requirements for datalvoice communications and to facilitate the introduction of ATN. [APANPIRG/l 1, Conc. 11/14] A TN infrastructure transition and implementation 18. The ATN transition plan outlines the requirements to increase bandwidth and upgrade protocols for those trunk circuits that will support main data flow of traffic in the ASIA/PAC regions. The plan also provides target dates for implementation of boundary intermediate systems (BIS) and backbone BIS in the ASIA/PAC regions. [APANPIRG/12, Conc. 12/14] 19. .ATN development should be introduced in an evolutionary and cost-effective manner based on available ICAO SARPs and regional ATN technical and planning documents. The ATN infrastructure transition is expected to be implemented in three phases as follows: a) Phase 1. Upgrade of existing AFTN circuits where necessary to support the introduction of the ATN backbone BIS; 22. Voice switching centres should be provided at the following locations: 1) Auckland 3) Beijing 5) Calcutta 7) Jakarta 9) Lahore 11) Chennai 13) Tokyo [ASIAFAC/3, Rec. 10/15] 20. States should consider establishment of gateways, where required, to allow inter-operation between AFTN and ATS MHS. ATS direct speech circuits ATS direct speech communications. 21. States concerned should assign a high priority to the establishment, in accordance with Annex 11, 3.6.1.1, of efficient direct-speech communications between ATS units serving adjacent areas in order to permit proper use of airground frequencies and further implementationof the air traffic control (ATC) service. [ASIA/PAC/3, Conc. 512I] ATS inter-facility data communications (AZDC)circuits 24. States should consider implementing the ATN application AZDC in order to enable the exchange of ATS messages for active flights related to flight notification, flight coordination , transfer of control surveillance data and free (unstructured) text data. Aidground communications Aeronautical mobile service and aeronautical mobile satellite service Frequency utilization list. 25. States in the ASIAFAC regions should coordinate, as necessary, with the ICAO Regional Office all radio frequency assignments for both national and international facilities in the190-526.50 kHz, 108-1 17.975MHz, 960-1215 MHz and 117.975-137 MHz bands. The ICAO Regional Office, based on the information provided for this purpose by the States, will issue Frequency Lists Nos. 1, 2 and 3 at periodic intervals. [ASIA/PAC/3, Conc. 1114, 1115 and 12/91 HF en-route communications 26. States should be urged to coordinate on a national basis with the appropriateinterested authorities, a programme directed towards achieving the elimination of the interference currently being experienced on some of the frequencies --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Bangkok Mumbai Guangzhou Karachi Kuala Lumpur Nadi Brisbane 23. Dissemination of World Area Forecast System (WAFS) products in the ASIA/PAC regions will be accomplished by satellite broadcast. [ASIA/PAC/3, Rec. 10/19] b) Phase 2. Implementation of the ATN regional backbone BIS; and c) Phase 3. Implementation of supporting ATN BIS. 2) 4) 6) 8) 10) 12) 14) Not for Resale
  • 44. IV-4 ASIAIPAC BASIC ANP allocated to the Aeronautical Mobile (R) Service in the ASIAPAC regions. When reviewing methods for developing such a national programme, consideration should be given to the procedures in Article S 15 of the ITU Radio Regulations. 27. In the case of an unidentified interfering station, States should notify the ICAO Regional Office concerned, utilizing the procedure and report form developed by the Fifth Session of the Communications Division (1954) and updated by the Communications Divisional Meeting (1978). The Harmful Interference Report Form is provided in Attachment C. However, in the case of persistent harmful interference to an aeronautical service which may affect safety, it should be immediately reported to ICAO and to the ITU, using the prescribed format, for appropriate action. [ASIAPAC/3, Conc. 11/61 31. States should continue to provide ICAO with information on their flight inspection activities for inclusion in the ASIAIPAC Catalogue of Flight Inspection Units and circulation to States in the ASIAPAC regions and to the ASIAPAC Air Navigation Planning and Implementation Regional Group (APANPIRG). [ASIA/PAC/3, Conc. 12/81 32. The development of the radio navigation aids plan, and its subsequent documentation in relevant air navigation plan (ANP) publications, defines the respective radio navigation aid requirements at each location without reference to discrete frequency assignments. The ICAO Regional Office will continue to maintain its frequency selection and coordinationrole, including the maintenance and promulgation of Frequency Lists Nos. 1 and 2 in a timely and periodic manner. [ASIAPAC/3, Conc. 12/91 Air-ground elements of ATN Radio navigation aid requirements 28. With the implementation of the air-ground applications of ATN, it is important to ensure that transit response times are kept to a minimum level so as not to affect the overall response time that it takes for traffic such as automaticdependent surveillance (ADS) reports and controllerpilot data link communications (CPDLC) messages to be delivered to their final destination. This also reflects the need to ensure that critical ground links within the ASIAPAC regions are capable of handling this information efficiently. --`,,```,,,,````-`-`,,`,,`,`,,`--- 29. One important factor with air-ground traffic is the generation of routing information caused by aircraft that will move between various ATN routing domains. As aircraft move through various coverage media and FIR boundaries, the ATN routing backbone will be notified of the changing routing data for each mobile aircraft in the region. To allow this routing information to be propagated within the region will require a minimum number of backbone routers to be implemented which protect all other ATN routers form being inundated with routing information. [ASIAPAC ATN transition plan] NAVIGATION General 30. The plan and details of operational requirements for radio navigation aids are contained in Table CNS 3 and associated charts of Part IV of the FASID. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 33. States that have not yet done so should install VHF omnidirectionalradio range (VOR) supplementedby distance measuring equipment (DME) as the primary aid for en-route navigation and, except in specified circumstances, delete any parallel requirement for a non-directional radio beacon (NDB) from the ANP. [ASIA/PAC/3, Rec. 5/22] SURVEILLANCE General 34. The plan and details of operational requirements for surveillance are contained in Table CNS 4A of Part IV of the FASID. 35. Surveillance systems for terminal and en-route ATC purposes should be installed, maintained and operated at international aerodromes and en-route area control centres whenever it is necessary to improve the safe and expeditious handling of air traffic and wherever the traffic density and associated complexity of operations, system delays, meteorological conditionsandlor transition from oceanic to continental airspace would justify these installations. [ASIAPAC/3, Rec. 5/28] 36. Where different systems are used for navigation and position determination within the same controlled airspace, the ground facilities involved should be collocated andlor Not for Resale
  • 45. CNS IV-5 orientated so as to provide compatible flight paths and to ensure, as far as practicable, a fully integrated ATC pattern. [ASIAPAC, Rec. 7/14] 37. use of: The ASIAPAC regions are characterised by the secondary surveillance radar (SSR) Mode A, C and, in the near future, Mode S in some terminal and highdensity continental airspace; a) b) ADS in some parts of the ASIAIPAC regions; and the diminishing use of primary radar. c) 38. ADS is becoming available over the oceanic and continental airspace of the ASIAPAC regions. SSR (augmented as necessary with Mode S) will continue to be used in terminal areas and in some high density airspace. minimum, the data should include the four-dimensional position. Additional data may be provided as appropriate. The ADS data would be used by the automated ATC system to present information to the controller. In addition to areas which are at present devoid of traffic position information other than pilot-provided position reports, ADS will find beneficial application in other areas including high-density areas, where ADS may serve as an adjunct and/or backup for SSR and thereby reduce the need for primary radar. Also, in some circumstances, it may even substitute for secondary radar in the future. As with current surveillance systems, the full benefit of ADS requires supporting complementary twoway pilot-controller data and/or voice communication (voice for at least emergency and non-routine communication). 40. States should closely cooperate in the development of procedures for the implementation of ADS in the ASIAIPAC regions and participate to the extent possible in trials and demonstrations related to the implementation of ADS. [ASIAIPAC/3, Conc. 141211 Automatic Dependent Surveillance (ADS) Secondary surveillance radar (SSR) Coordination of activities related to the implementation of ADS 39. The introduction of air-ground daLa links, together t with sufficiently accurate and reliable aircraft navigation systems, presents the opportunity to provide surveillance - services in areas lacking such services in the present infrastructure, in particular oceanic areas and other areas where the current systems prove difficult, uneconoqic, or even impossible, to implement. ADS is a function for use by ATS in which aircraft automatically transmit, via a data link, data derived from on-board navigation systems. As a Implementation of surveillance systems 41. Implementation of surveillance systems should be pursued as an enhancement to ATS where so required and the use of SSR alone, in accordance with the procedures in the Regional Supplementary Procedures (Doc 7030), should be considered as a cost-effective alternative to primary surveillance radar. [ASIA/PAC/3, Rec. 14/20] --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 46. --`,,```,,,,````-`-`,,`,,`,`,,`--- Attachment A LANDLINE TELETYPEWRITER (LTT) CIRCUIT PERFORMANCE "OUT", insert the cause of outage according to the "outage code". Instructions for use of the form The serviceability of the circuit should be given to the nearest 7% minutes. The copies of the form should be dispatched to the other States concerned as soon as possible, but in no case later than the fourteenth day of the following month. Data should be entered only for the reception over the circuit concerned. When the circuit is "IN", insert the figure in the appropriate square. When the circuit is Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS - 4. The serviceability percentage can be computed by dividing the number of minutes the circuit is in operation by the total in a particular month, and multiplying by 100. 5. The term "outage" means communications circuit failure. 6 . When the term "other" is used to indicate outages on the chart, additional information should be provided to define the cause of the outage. Not for Resale
  • 47. CNS IV-A3 LANDLINE TELETYPEWRITER CIRCUIT PERFORMANCE CHART Receiving station: / % of circuit availability for the month: --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 48. IV-A4 ASIAIPAC BASIC ANP --`,,```,,,,````-`-`,,`,,`,`,,`--- Outage legend: Leased Line between COM centre Equipment RX Equipment TX circuit and comon carrier terminal terminal COM centre terminal COM centre Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale aher
  • 49. Attachment B --`,,```,,,,````-`-`,,`,,`,`,,`--- AFTN CIRCUIT LOADING STATISTICS Instructions for use of the form Originating station: Insert the name and four-letter location indicator of the station reporting the statistics. Correspondent station(s):Insert the name and four-letter location indicator of the distant end station of the circuit (in case of multipoint circuits, list all distant end stations and their four-letter location indicators). Signalling speed: Transmission speed in Baud or bits per second. 7. Peak hourly: Insert data for the peak hour of each day for both received (input) and transmitted (output) in the respective columns. 8. Total daily: Total number of characters received and sent for each day to be entered in the respective daily input/output columns. 9. Percent hourly/daily: Calculate utilization sent and received, hourly and daily. a) To calculate hourly percentage, divide the peak hour character count (input/output) separately by the effective circuit capacity (listed below). Multiply the result by 100. Enter this figure as the percentage in the respective column. f Number o channels: List the number of channels on a direct AlTN circuit between the originating and correspondent stations indicated on the form. If there is more than one channel on a circuit, data to be indicated in the respective columns for each channel should be added separately, and an average figure should be indicated in the respective columns. b) To calculate daily percentage, divide the total daily character count (input/output separately), by the effective circuit capacity (listed below x 24). Multiply the result by 100 and enter this figure as a daily input/output percentage in the respective columns. Average loading: Total the daily input/output percentage, as applicable, by the number of days sampled and enter the result as a percentage in the respective column. c) The effective circuit capacities below are based on the code set used. Date: Date that the traffic sample was taken (ddhnmlyy). [TA-2 Code Signalling speed Effective charactershour (Baud) Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 50. IV-B2 ASlAlPAC BASIC ANP IA-5 Code, Asynchronous (1 stop bit) Effectivecharactershour Signalling speed (bitsls) Without protocol CAT B protocol (93%)' Effectivecharactershour Signalling speed --`,,```,,,,````-`-`,,`,,`,`,,`--- (bis) 1 CAT B protocol(93%)' HDLC (97%)" X.25 Circuits Maximum number of bytes Signalling speed (bitsls) *' Per day 9 600 ' Per hour 4 320 000 103 680 000 Actual characters per hour have been derated to 93 per cent to allow for protocol overhead. Actual charactersper hour have been derated to 97 per cent to allow for protocol overhead. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 51. CNS IV-B3 AFTN CIRCUIT LOADING STATISTICS I Originatingstation: (name) Correspondent station: (name) Location indicator: Signalling speed: 1 Location indicator: Total number of channels: Average loading: Input % Output AFTN centre I Station output AFTN centre I Station input --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale YO
  • 52. --`,,```,,,,````-`-`,,`,,`,`,,`--- Attachment C HARMFUL INTERFERENCE REPORT FORM This form should be used in cases of harmful interference with aeronautical services and only in those instances where the procedure outlined in the ITU-R Radio Regulations has not produced satisfactory results. The form should only be submitted after at least the sections marked with an asterisk have been completed. * State or organization submitting report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 1. Frequencyofchannelinterferedwith . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 2. Station or route interfered with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 3. Is the interference persistent? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * 3.1 Date, time, altitude and position at which interference was observed: 1 Date 1 Time (GMT) 1 Altitude 1 Position 1 Note.- Report forms should not be sent unless the interference has been observed a sufSicient number of times to justify setting international administrative machinery into motion, or unless it is considered to be endangering a radio navigation or safety service. 4. * Has your administration already applied, regarding this case of interference, any part(s) (state which) of the ITU procedures laid down in Article S 15 of the ITU-R Radio Regulations? 5. Call sign of IS (IS = interfering station) (See note below.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. Name of SS corresponding to the call sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7. Notified frequency on which IS should operate (if known) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8. (a) (b) Approximate frequency of IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kHz/MHz (circle applicable abbreviation) Strength of IS(QSA or SINPFEMO - See ICAO Doc 8400) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 53. ASINPAC BASIC ANP 9. Class of emission of IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11. Call sign of station in communication with IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Note.- If the call sign referred to in 5 could not be received, or if the call sign received is not in the international series and cannot be interpreted, the report form should not be sent unless at least one of the questions under 12, 13 and 14 can be answered. 12. Location of the IS (accurate or approximate coordinates) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13. Country where interfering station is believed to be located . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14. Bearing (in degrees true) of the IS (with indication of location of D/F station) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ITU DEFINITION OF HARMFUL INTERFERENCE Harmful interference:interference which endangers the functioning of a radionavigation service or of other safety services or seriously degrades, obstructs, or repeatedly interrupts a radiocommunication service operating in accordance with these Regulations. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 54. Part V AIR TRAFFIC MANAGEMENT (ATM) INTRODUCTION 1. This part of the Asia and Pacific (ASIA/PAC) Basic Air Navigation Plan contains elements of the existing planning system and introduces the basic planning principles, operational requirements and planning criteria related to air traffic management (ATM) as developed for the ASIAPAC regions. 2. As a complement to the Statement of Basic Operational Requirements and Planning Criteria (BORPC) set out in Part I, Part V constitutes the stable guidance material considered to be the minimum necessary for effective planning of ATM facilities and services in the ASIAPAC regions. A detailed descriptiodlist of the facilities andlor services to be provided by States in order to fulfil the requirements of the plan is contained in the ASIA/PACFacilities and Services ImplementationDocument (FASID). During the transition and pending full implementation of the future communications,navigation and surveillancelairtraffic management (CNSIATM) system, it is expected that the existing requirements will gradually be replaced by new CNSIATM system-related requirements. Further, it is expected that some elements of CNSfATM system will be subject to amendment, as necessary, on the basis of experience gained in their implementation. 3. The Standards, Recommended Practices and Procedures to be applied are contained in: a) Annex 2 -Rules of the Air; b) Annex 6 - Operation of Aircraft; c) Annex 11 -Air Trafic Services; d) Procedures for Air Navigation Services - Air Trafic Management (Doc 4444); e) Procedures for Air Navigation Services - Aircraft Operations (Doc 8168); and f) Regional Supplementary Procedures (Doc 7030). 4. Background information of importance in the understanding and effective application of this part of the plan is contained in the Report of the Third AsiOacijic Regional Air Navigation Meeting (Doc 96 14, ASIAPACl3 (1993)). 5. The elements of the material referred to above are presented in the following paragraphs under the headings of Airspace Management (Part V.1- ASM), Air Traffic Services (Part V.11 - ATS) ai~dAir Traffic Flow Management (Part V.111 - ATFM), with appropriate cross-references to ASIAlPACl3 recommendations and conclusions. OBJECTIVES OF AIR TRAFFIC MANAGEMENT General 6. The primary objective of an integrated ATM system in the ASIAPAC regions is to enable aircraft operators to meet their planned times of departure and arrival and adhere to their preferred fight profiles with minimum constraints and with no compromise to safety. To accomplish this, the technologies afforded through new CNS systems will have to be fully exploited through international harmonization of ATM standards and procedures. From the aircraft operator's point of view, it is desirable to equip aircraft operating internationally with a minimum set of avionics usable everywhere. Additionally, many of the expected service improvements cannot be meaningfully implemented by one State, but must be implemented in contiguous regions. Therefore, the ATM regional concept of providing ATM over expanded areas must be pursued. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 55. V-2 ASlAlPAC BASIC ANP Elements of the ATM system 7. The envisaged ATM system in the ASIA/PAC regions will consist of several sub-elements; these are: airspace management (ASM), air traffic services (ATS), air traffic flow management (ATFM) and the ATM-related aspects of flight operations. These sub-elements will evolve and take on different roles, mainly because they will integrate into a total system. Rather than viewing ground and air as separate functions, the ATM-related aspects of flight operations will be fully integrated as a functional part of the ATM system. Ultimately, this interoperability and functional integration into a total system is expected to yield a synergy of operations that does not currently exist. Through the use of data link for data interchange between elements of the ATM system, this functional integration will be accomplished. Air traffic flow management 11. The objective of ATFM is to ensure an optimum flow of air traffic to or through areas during times when demand exceeds or is expected to exceed the available capacity of the ATC system. The ATFM system in the ASIA/PAC regions should therefore reduce delays to aircraft both in flight and on the ground and prevent system overload. The ATFM system will assist ATC in meeting its objectives and achieving the most efficient utilization of available airspace and airport capacity. The ATFM system in the ASIA/PAC regions should also ensure that safety is not compromised by the development of unacceptable levels of traffic congestion and, at the same time, assure that traffic is managed efficiently without unnecessary flow restrictions being applied. Airspace management 9. In the seamless, global ATM system, ASM will not be limited only to tactical aspects of airspace use. Its main scope will be toward a strategic planning function of airspace infrastructure and flexibility of airspace use. Air traffic services 10. ATS will continue to be the primary element of ATM in the ASIA/PAC regions. ATS is composed of several sub-elements: alerting service, flight information service (FIS) and ATC. The primary objective of ATC service is to prevent collisions between aircraft and between aircraft and obstructions on the manoeuvring area, and to expedite and maintain an orderly flow of air traffic. The objective of FIS is to provide advice and information useful for the safe and efficient conduct of flights. The objective of the alerting service is to notify appropriate organizations regarding aircraft in need of search and rescue aid and assist such organizations as required. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ATM system regional evolution and implementation timelines 12. Although changes in the ATM system in the ASIA/PAC regions will be implemented in an evolutionary manner, the design of the emerging system should allow for the implementation of a series of well-planned and feasible improvements with a favourable cost-benefit ratio. The ATM system should satisfy user needs while meeting safety, capacity, efficiency, regularity and environmentalprotection requirements. The implementation plan should allow for incremental improvements, so that the services provided are appropriate to given applications and areas, thereby ensuring homogeneous, continuous and effective service from gate-togate. A well-planned implementation schedule is also essential to guarantee an interface between adjacent systems so that boundaries remain transparent to airspace users. 13. The evolution of ATM in the ASIAlPAC regions has been planned on the basis of an integrated regional infrastructure. This is accomplished through planning based on a series of homogeneous areas and major international air traffic flows. Nine areas have been identified, taking into consideration the varying degrees of complexity and diversity in the region. A high-level view of ATM system implementation is depicted in the Asia Pacific Regional Plan for the New CNS/ATM Systems (ASIAlPAC Document 00714). Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 8. The objective of ASM is to maximize, within a given airspace structure, the utilization of available airspace by dynamic time-sharing and, at times, segregation of airspace among various categories of users based on short-termneeds. It is also an adjunct to air traffic control (ATC) along the same lines as ATFM.
  • 56. Part V.1 AIRSPACE MANAGEMENT (ASM) OBJECTIVES OF ASM 14. Best use of airspace and airport capacityrequires an efficient airspace structure which permits collaboration planning between the aircraft and the ground ATM system. The airspace structure should be capable of dynamically adapting to changing circumstances and also accommodating the capabilities and desires of the airspace users, utilizing all available data. 15. The careful monitoring and efficient coordination of airspace use is essential to ATM. Therefore, the main objective of ASM is the avoidance of permanent reservation of parts of the airspace for one particular user. This applies to all airspace, but the objective is of special importance in airspace where the ATM system is based on a less rigid track structure, as opposed to a fixed network of ATS routes. When airspace use; requirements conflict, resolution should be accomplished through coordination among all parties concerned with a view to sharing airspace when possible and keeping the exclusive use of blocks of airspace to a minimum. Finally, close cooperation should result in information being readily available on expected and actual utilization of temporarily reserved airspace. The principles below highlight the main points of effective ASM: a) airspace use should be carefully coordinated and monitored in order to cater for the conflicting legitimate requirements of all users and to minimize any constraints on operations; b) when it is unavoidable to segregate different categories of traffic, the size, shape and regulation category of airspace should be tailored to the minimum required to protect the operations concerned; c) permanent segregation of airspace should be avoided in favour of flexible use of airspace; however, where it is necessary to cater for specific flight operations (e.g. military), reservation of airspace for such events should be limited in time and space to the minimum required; and d) efficient communicationsshould be provided between the entities providing services to air traffic, in order to enhance civiVmilitary coordination in real time. 16. The aim of airspace sectorization should be to develop an optimum airspace configuration, in combination with the use of other suitable methods for increasing ATM system capacity. 17. In order to accomplish this aim, the following functions are necessary: a) collection and evaluation of all requests that require temporary airspace allocation; b) planning and allocation of the required airspace to the users concerned where segregation is necessary; c) activation and de-activation of such airspace within narrow time tolerances, in close cooperation with ATS units and civil or military units concerned; and d) dissemination of detailed information, both in advance and in real time, to all parties concerned. GENERAL GUIDELINES A cooperative approach to ASM 18. Talung into account the evolutionary introduction of CNSIATM systems, States and the ASWPAC Air Navigation Planning and Implementation Regional Group (APANPIRG) should give considerationto cooperative efforts for introducing more efficiency in ASM, particularly in optimizing routings and transfer points, in order to decrease pilot and controller workload and facilitate the safe, orderly and expeditious flow of air traffic resulting in economy for airspace users. CiviYmilitary coordination [ASIA/PAC/3, Rec. 51131 19. In order to achieve optimum civiVmilitary coordination and joint use of airspace with a maximum degree of safety, regularity and efficiency of international civil air traffic, States should: a) establish appropriate civiVmilitarycoordinationbodies to ensure, at all levels, the coordination of decisions relating to civil and military problems of ASM and ATC; --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 57. V-4 ASIAIPAC BASIC ANP make known to military authorities the existing ICAO provisions (Assembly Resolution A32-14, Appendix P and Annex 11, 2.16 and 2.17) and guidance material (Manual Concerning Safety Measures Relating to Military Activities Potentially Hazardous to CivilAircraft Operations (Doc 9554) and Manual Concerning Interception of Civil Aircraft (Doc 9433)) related to civil/military coordination and promote familiarization visits by military personnel to ATS units; arrange permanent liaison and close coordination between civil ATS units and relevant military operational control air defence units, in order to ensure the daily integration or segregation of civil and military air traffic operating within the same or immediately adjacent portions of airspace, employing civil andlor military radars as necessary, and to obviate the need for civil aircraft to obtain special "air defence" clearances; and --`,,```,,,,````-`-`,,`,,`,`,,`--- take the necessary steps to prevent, as far as possible, penetration of controlled airspace by military aircraft without coordination with the ATC unit concerned. 20. In support of Annex 11, 2.16, civillmilitary cooperation developed for the purpose of assisting States in the improvement and efficiency of airspace management by civil and military authorities within the region, are included in the Air TrajfJic Services Planning Manual (Doc 9426), Part 11, Chapter 11. Contingency planning 21. In accordance with Doc 9426, each State shall establish a contingency plan covering all possible situations that would cause disruption to air traffic flow in the airspace of its responsibility. It is the State's responsibility to coordinate with other States who are expected to provide the support services in the event of a contingency situation. The Contingency Plan shall be prepared in advance and submitted to ICAO Headquarters through the AsiaPacific Regional Office for review and approval by the President of the ICAO Council on behalf of the Council. The contingency plan should be updated at regular intervals as required. 22. Implementation of the contingency plan is needed when the services are disrupted. However, before implementation, there is a need for verification by the State concerned that all conditions envisaged in the contingency plan are met, e.g. that there has been no change to the services provided in adjacent FIRS and that those services will not be affected. Any amendments to the approved plan will need to be further approved by ICAO. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 23. As implementation of a contingency plan constitutes a temporary deviation from the services to be provided in accordance with the regional air navigation plan, approval by the President of the Council, on behalf of the Council, will be necessary prior to implementation. 24. It is recognized that in some cases the short time required for approval of implementation of a contingency plan may be insufficient,e.g. in case of natural disasters.Implementation of a contingency plan (without changes) prior to approval of that implementation may be necessary. However, in such cases ICAO should be informed immediately. Promulgation of prohibited, restricted and danger areas [ASIAPACI3, Rec. 5/14] 25. States should refrain, to the extent possible, from establishing prohibited, restricted or danger areas, bearing in mind that, in accordance with Annex 15, prohibited areas or restricted areas may only be established over the territories of a State and not over international waters, and apply the following principles when the establishment of prohibited, restricted or danger areas becomes unavoidable: a) give due regard to the need not to prejudice the safe and economical operation of civil aircraft; b) provide adequate buffer, in terms of time and size, within the designated area, appropriate to the activities to be conducted; c) use standard ICAO terminology in designation of the areas; d) promulgate information regarding the establishment and day-to-day use of the areas well in advance of the effective date(s); e) arrange for the closest possible coordination between civil ATS units and relevant units responsible for activities within the restricted or danger areas so as to enable the ATS units to authorize civil aircraft to traverse the areas in emergencies, to avoid adverse weather and to indicate whenever the restrictions do not apply or the areas are not active; and f) review the continuing need for the prohibited, restricted or danger areas at regular intervals. 26. When reservation of airspace outside territorial limits becomes unavoidable, it should be of a temporary nature and States should apply the following principles: Not for Resale I
  • 58. prior to requesting the establishment of a temporary airspace reservation, the requesting authority shall obtain full information on the likely effect of such a reservation on air traffic. Such information shall include areas of high traffic density whlch may exist in the vicinity or at the planned location of the airspace reservation, as well as information on peak periods of traffic operating through such areas. In the light of that information, the requesting authority should, to the extent possible, select the site of the airspace reservation, and the time and duration so that this will have the least effect on normal flight operations conducted in the area in question; in specifyingthe extent of a requested temporary airspace reservation and its duration, the requesting authority shall limit the size of the area to the absolute minimum required to contain the activities intended to be conducted within that area, taking due account of: 27. When developing the plans for future ATS systems, prime consideration should be given to the creation of a flexible ASM system capable of integrating the requirements of all categories of users in the most effective manner. Designation of flight information regions (FIRS)/ upper flight information region (UIRs) [ASIA/PAC/3, Rec. 5/26] 28. The term "flight information region (FIR)" should continue to be applied in those cases where the lateral limits of an FIR in the lower and upper airspace are the same and where the service is provided by the same ATS unit. The term "upper flight information region (UIR)" should be applied to describe upper airspace only in those cases not covered above. Plane of division between lower and upper FIRS [ASINPAC, Rec. 7/11 1) ATS route structure and associated airspace arrangement; 2) operational requirements of civil aircraft; 3) the navigation capability of aircraft or other vehicles within the airspace reservation; 29. The plane of division between lower and upper FIRS, when necessary, should be established uniformly at FL 245. Identification of area control centres1 flight information centres (ACCs/FICs) in voice communications [ASIAIPACI~, Rec. 5/27] 4) the means available to monitor those activities so as to guarantee that they will be confined within the airspace reservation; the duration of the airspace reservation shall be limited, talung a realistic account of preparation of the activities and the time required to vacate the reservation after the completion of the activities; and the actual use of the temporary airspace reservation shall be based on appropriate arrangements made between the ATS unit normally responsible for the airspace and the requesting authority. Such arrangementsshall be based on the general agreement reached previously between the competent ATS authority or ATS authorities and the requesting authority. They should, inter alia, cover: 1) the start of the use of the temporary airspace reservation; 2) the termination of its use; 3) emergency provisions in case of unforeseen events affecting the activities to be conducted within the temporary airspace reservation. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 30. States having selected, in accordance with Annex 11,2.9.1, geographical names for their FIRSwhich are cumbersome or difficult to pronounce in voice cornmunications, should select an abbreviated,contracted or simplified version of the geographical name for use in the call sign of the centre serving the FIR. Avoidance of non-standard ATS airspace terminology [ASIA/PAC/3, Rec. 5/29] 3 1. In describing their airspace organization and ATS units, States should avoid the use of non-standard terms such as "sub-FIR" and "sub-FIC". In cases where delegation of the responsibility for providing FIS within a portion of an FIR is found to be necessary in the interest of efficiency, the ATS units to which the responsibility is designated should continue to carry their normal designation (e.g. TWR, APP) and, when necessary, the area to be served by such units should be referred to as (name) sector of the FIR. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 5) the ability to interrupt or terminate activities;
  • 59. ASlAlPAC BASIC ANP V-6 Establishment of a common, region-wide transition altitude [ASIA/PAC/3, Rec. 6/31 reduced vertical separationminima (RVSM) operations, should take into account material on RVSM published by ICAO. 32. The pursuit of a common, region-wide transition altitude should be discontinued and States in the ASIAIPAC regions, when establishing transition altitudes, should take due account of transition altitudes in neighbouring States. Furthermore, States in the ASIA/PAC regions should establish transition altitudes above 10 000 ft. Reduction in separation minima [ASIAIPAC/3, Rec. 6/61 Delegation of responsibility for the provision of ATS (for short distance ATS routes) [ASIAIPAC, Rec. 7/91 33. In cases where ATS routes traverse FIRS for short distances and agreement cannot be reached on adjustment of the FIR boundaries, the States concerned should attempt to reach agreement regarding the delegation of responsibility for the provision of ATS to flights along such route segments, so as to reduce cockpit workload and the need for coordination between the ATS units concerned. ATS structure, ATS routes and reporting points 38. States should implement CNSIATM systems as necessary to permit the application of a 10-minuteseparation minimum on ATS trunk routes. Characteristics of control areas 39. The lateral and vertical limits of control areas to encompass the ATS routes shown in Table ATS 1 should be determined in accordance with the following criteria: a) Lateral limits. To be determined by the States concerned in consultation with the operators, taking full account of the limitations of navigation aids available and the need to allow for flexibility in the routing of aircraft to avoid adverse weather, resolve traffic conflicts and employ more direct routings when traffic and other conditions permit. In establishing the width of airways, the following planning principles should apply: 34. The general objective of the ASIAPAC airspace structure is to move, in an evolutionary manner, towards a seamless ATM environment based on the ASIAPAC CNSIATM implementationplan. One of the principle aims of this objective is to design an airspace structure based on homogeneous ATM areas and major traffic flows to be developed on the basis of the Asia/Pucijic Regional Plan for the New CNS/ATM Systems (ASIAPAC Document 00714). for ATS routes defined by a VHF omnidirectional radio range (VOR), an overall system accuracy figure should be assumed to be k5 degrees; for ATS routes defined by non-directional radio beacons (NDB), the overall system accuracy should be assumed to be &7 degrees; other overall accuracy figures may be used in the light of flight check information or to meet specific national criteria. Recognizing the variances which may exist in the airborne equipment, however, any reduction in the tolerances mentioned above should be made only after consultation with the operators concerned; 35. The plan of ATS routes as shown in Table ATS 1 forms the ATS route network for the ASIAPAC regions. [ASIAPAC/3, Rec. 5/19] 36. Whenever practicable, States in close coordination with operators, should attempt to establish the most direct routings between entry and exit points of terminal control areas for aircraft in transit without landing. [ASIA/PAC/3, Rec. 7/15] the overall width of an airway defined by navigation aids and serving a single ATS route should be not less than 4 NM on either side of the track up to and including 20 000 ft, and 5 NM on either side of the track above 20 000 ft, unless the guidance material in Annex 11 is found to be applicable; Procedures for the approval of reduced vertical separation minima (RVSM) operations [ASIA/PAC/3, Conc. 6/51 the width of an airway which is not defined by ground-based navigation aids may be increased to not more than 50 NM on either side of the track. 37. States, when developing criteria, progarnmes and procedures for the approval of aircraft and operators for --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale I
  • 60. Control of VFW flights in control zones and terminal control areas [ASIA/PAC/3, Rec. 5/30] b) Vertical limits. To be determined by States in consultation with the operators concerned taking into account all operational requirements and the .following criteria: 1) Upper limit. At least: - for SST aircraft, approximately FL 660 - for turbo-jet aircraft, EL 460 - for turboprop aircraft, FL 360 41. In terminal control areas and control zones where traffic density so requires, ATC service should be applied to all aircraft, including VFR traffic, in order to provide separation in accordance with the provisions related to airspace classification contained in Annex 11 for aircraft executing arrival, departure, holding and noise abatement procedures. Relevant procedures should be developed in consultation with operators since this is a complex problem greatly influenced by local conditions. - for aircraft with reciprocating engines, FL 255 2) Lower limit. Aerodrome control service - FL 245 for control areas established only in the upper airspace Determination of transition altitudes and transition levels - FL 55 for control areas over oceanic areas or 900 42. m (3 000 ft) for control areas above land and adjacent territorial waters. ,. c) In applying the foregoing, States should: 1) ensure that the airspace allocations are adequate to contain the type of operations to occur therein; 2) having satisfied l), determine an adequate buffer airspace; 3) in promulgating the airspace, include the selected buffer within the controlled airspace boundary. d) In connection with a), b) and c), attention should be drawn to the PANS-ATM (Doc 444)4 which specify a minimum track difference of 15 degrees between aircraft using VOR and 30 degrees between aircraft using NDB for separation at a distance of 15 NM or more from the facility. [ASIA/PAC/3, Rec. 5/ 121 Uniformity in cruising levels [ASIAPAC/3, Rec. 6/11 40. States that have not already done so should implement, in the airspace under their jurisdiction, the table of cruising levels as prescribed in Annex 2, Appendix 3. States in the area under consideration should: a) ensure that all international aerodromes are assigned a transition altitude and a transition level, as appropriate, in accordance with the PANS-OPS (Doc 8168); and b) publish corresponding procedures in their respective Aeronautical Information Publication (AIP). [ASIA/PAC/3, Rec. 6/21 Establishment of standard arrival and departure routes 43. States that have not already done so should establish standard departure and arrival routes wherever necessary, taking into account relevant provisions in Annex 11, Appendix 3 and guidance material in Doc 9426. [ASIA/PAC/3, Rec. 5/20] Air traffic advisory service [ASIAPAC, Rec. 7/27] 44. Where air traffic advisory service is implemented on international ATS routes, it should be provided on an interim basis only, when facilities or personnel are not yet fully adequate for permitting the immediate introduction of ATC service. Such service should be converted to ATC service at the earliest time possible. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 61. ASlAlPAC BASIC ANP IMPLEMENTATION as international aircraft operations are introduced or, as applicable, when the negotiations have been completed. Implementation and promulgation of ATS routes [ASIAPAC/3, Rec. 14/13] 46. Implementationof ATS routes or segments of ATS routes extending into the airspace of an adjacent State should be effected at a common agreed date among States concerned. 45. Those new or modified ATS routes as shown in Table ATS 1 should be established as soon as possible, except for such routes where no immediate operational requirements exist, or where the alignment is subject to negotiations. The latter routes should be implementedas soon 47. States should endeavour to urgently implement those facilities required for the implementation of all ATS routes. 48. States should implement, to the extent possible, RNAV routes. Part V.11 AIR TRAFFIC SERVICES (ATS) GENERAL C) establish procedures for the investigation of causes and circumstancesconcerning significant air traffic incidents; and Repetitive flight plans [ASIAPAC/3, Rec. 6/12] d) emphasize, in national documentation, the need for rapid notification of the results of investigations to all parties concerned including pilots, aircraft operators, ATS units, ICAO and other affected States or agencies. 49. States should implement the system of repetitive flight plans (RPLs) in areas where RPLs are not used at present but where such use may be beneficial to both ATS and operators. --`,,```,,,,````-`-`,,`,,`,`,,`--- Air traffic incident reporting [ASIAIPAC/3, Rec. 6/14] 50. Expression of altimeter settings in air-ground communications [ASIA/PAC/3, Rec. 6/l 91 51. States, due to the continuing use of millibars and inches of mercury in some States in air-ground communications concerning altimeter settings should: States that have not already done so should: implement procedures for the timely reporting of air traffic incidents; publish reporting procedures in their AIPs and relevant ATS documents and make the model ATS Incident Report Form available at ATS units including those offices used for pre-flight and post-flight pilot briefing; Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS a) give particular emphasis in instructions issued to their ATC and communicationspersonnel to the need to apply correct radiotelephony phraseologies when transmitting altimeter setting information to aircraft and to specify, on a routine basis, the unit of measurement employed; b) invite the attention of operators and pilots to the need to ascertain whether altimeter setting information is given in hectopascals (millibars) or in inches of mercury. Not for Resale
  • 62. FLIGHT INFORMATION SERVICE (Charts ATS 1 and ATS 2) nature, should adopt, as soon as possible, all measures which may be necessary to comply with the indications referred to in 53. Interception of civil aircraft [ASIA/PAC/3, Rec. 5/15] 56. States that possess the facilities to monitor deviations from track which may involve the possibdity of penetrating airspaces where interception procedures are implemented, should include in their AIPs that such deviations will be communicated to the aircraft concerned. 52. States that have not yet done so should ratify, as soon as possible, the 'Protocol incorporating Article 3 bis into the Chicago Convention as established in Assembly Resolutions A25-1 and A25-2. Reduction of the need to intercept civil aircraft [ASIA/PAC/3, Rec. 5/16] 57. AIS units should prepare a separate pre-flight bulletin on dangers to air navigation with details on activated areas, for distribution to flight crews and operations personnel. Operational letter of agreement between ATS and military units [ASIAIPAC/3, Rec. 51181 53. States should examine the adequacy of present regulations and administrative directives, promulgated information and arrangements for communications and coordination between ATS units and intercept control units, as well as between ATS units serving adjacent areas, with the objective of eliminating or reducing the need for interception of civil aircraft. Publication of information in AIPs [ASIA/PAC/3, Rec. 5/17] 58. In order to facilitate uniformity in the applicationof ICAO Standards and Recommended Practices relating to the interception of civil aircraft, States should, as far as possible, when establishing agreements between ATS units and between ATS units and appropriate military units, use, to the extent possible, the model letter of agreement appearing at Appendix B to Doc 9433. 54. States that have determined that there is a risk of interception in case of penetration of certain areas adjacent to ATS routes, should include in their AIPs, as soon as possible, text relating to the potential risk of interception, including the navigation requirements to keep clear of the area. 55. States that have not determined the existence of interception risk, but which are affected by a situation of this VOLMET [ASIA/PAC/3, Rec. 5/24] 59. The HF radiotelephony VOLMET broadcast plans for the ASIA/PAC regions are presented in FASID Table ATS 2 and FASID Chart ATS 4. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 63. ASIAIPAC BASIC ANP V-10 Part V.111 AIR TRAFFIC FLOW MANAGEMENT (ATFM) GENERAL PRINCIPLES OF THE ATFM SERVICE 6 1. In airspaces with high volumes of air traffic, ATFM is needed to support ATM as a planning tool by providing for an optimum flow of air traffic to or through areas during times when demand exceeds or is expected to exceed, the av-dable capacity of the ATM system. The oceanic ATFM service should be interfaced with domestic ATFM organizations/units to provide maximum harmonization. 62. When operationally required, the APANPIRG should develop appropriate procedures for the provision of the ATFM service within the ASIA/PAC regions to cater for the requirements of flights to and from FIRS in the regions and adjacent to it. To achieve this, the following basic principles should be covered in the future ATFM system: requires the ability to dynamically a) pro-active A ~ F M interact with the strategic planning of traffic flows. Therefore, ATFM in the ASIA/PAC regions should be interfaced with the overall ATFM strategies in other regions. To this end, the ATM system should also be . capable of adjusting to the varying requirements; b) re-active ATFM is required to take account of short-term contingencies. The ATM system should be able to react quickly and provide early information and advice to the controller and the pilot of the best tactical response necessary to achieve ATFM objectives; c) data should be collated on likely future demand using historical information, planned development by airports and airlines, aircraft manufacturers, plus the economic forecasts and trends in States of the regions; d) a recognized and common methodology for the assessment of the capacity of the current and planned ATM system should be developed to include sector capacities and in particular "choke" points; e) regions should consider the introduction of a centralized flow management unit; and f) where more than one flow management unit exists, plans to harmonizeprocedures and practices with adjacent units should be developed. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale I
  • 64. Appendix A EXPLANATION OF THE TABLE Routes are listed consecutively, in alphabetical order, beginning with the lower ATS routes and followed by the upper ATS routes. The designator of each ATS route is shown above the route. Significantpoints defining the ATS routes are given. Onlyprorninent locations have been listed. Additional points where facilities are provided to complete navigational guidance along a route, but not otherwise marking significant characteristics of the route (change of heading of centre line, intersection with other routes, etc.) have normally not been included. Locations shown in parentheses indicate significant points outside the ASIAIPAC regions. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- TABLE ATS 1 -ATS ROUTES
  • 65. ATM LOWER ATS ROUTES (DUBAIISHARJAH) JIWANI KARACHI PRATAPGARH BAG0 CALCUlTA BANGKOK UBON DANANG BUNTA, l65O.ON 10923.7E CAVOI, 1713.5N 11000.OE DAGON, 1905.3N 11l5l.gE CHEUNGCHAU ELATO, 2220.0N 11730.OE MAKUNG TAlBEl KAGOSHIMA MIYAKE JlMA 8201 ............................... LASH10 AGARTALA RAJSHAHI MONDA, 2521 .ON 08626.25E PATNA LUCKNOW ( I LOWER ATS ROUTES ELATI, 0200.OS 08957.7E PORT HEDLAND ( LOWER ATS ROUTES KALAT, 2902.0N 06635.0E SERKA, 2951.ON 06615.0E KANDAHAR (TERMEZ) GUAM ROTA IS TlNlAN IS SAIPAN PEKANBARU BUSUX, 0355.08 06000.OE (PRASLIN) A21 5 ............................... PORT MORESBY MERAUKE HASANUDDIN KEVOK, 0425.09 11500.0E RUSAR, 2951.7N l2750.4E FUKUOKA A202 ............................... BANGKOK KORAT SAVANNAKET, 1718.ON 1O6OO.OE VILAO, 1718.ON 10600.OE DONGHOI XONUS, 1804.2N 10714.OE ASSAD, 1820.28N 1O405.3E SAMAS, 2030.3N 11029.7E SIKOU, 2050.6N 11130.OE CHEUNGCHAU COOKTOWN AKMIP, 1200.OS 14448.6E KlKORl GUNNY, 0500.ON 14400.OE RICHH, 1711.49N 14249.12E DOPlD JAMESHEDPUR A204 ............................... A327 TESIO, 4454.4N 14146.9E REBUN AKSUN, 4545.1 N 14054.3E (SELTI), 4713.3N 14013.3E PHUKET KADAP, 0200.OS 08409.6E KALBI, 0852.3s 07500.OE (PLAISANCE) ............................... A205 ............................... LABUAN OLKIT, 0450.1N 11149.1E ............................... Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS SHIGEZHUANG OKTON, 391 1.2N 11653.5E TlANJlN MAKNO, 3827.6N 12110.OE SANKO, 3814.2N 12228.4E DONVO, 3734.0N 12320.0E AKARA, 3130.ON 12330.0E ............................... KARACHI NAWABSHAM Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 1 V-A-3
  • 66. v-A-A ASIAIPAC BASIC ANP LOWER ATS ROUTES LOWER ATS ROUTES RAYONG BISOR, 1221.ON 10247.0E PHNOM PENH 1 LOWER ATS ROUTES SHACHE KASHl KURUM, 4006.ON 07407.0E A450 - ZIGIE, 2419.0N 15717.5W SEDAR, 4530.4N 12643.0W - - KOTA KINABALU SANDAKAN ZAMBOANGA A332 ............................... APACK, 2402.8N 15619.3W AMITY, 2626.0N 15229.0W HEMLO, 4318.2N 12640.8W COLD BAY OLCOT, 5125.8N 16533.3E DENPASAR HASANUDDIN KOROR YAP IS GUAM WAKE KATHS, 2104.6N 16123.4W A451 ............................... A334 ............................... HAT YAI KOTA BHARU ............................... - - - ROZAX, 0245.08 11140.OE SUMBAWA ............................... A345 --`,,```,,,,````-`-`,,`,,`,`,,`--- A335 ............................... TUMURTAI ULAN BATOR (IRKUTSK) A337 ............................... ADKAK, 3354.0N 14210.OE TEGOD, 2100.ON 14512.0E JUNIE, 1132.5N 14706.3E KISME, 0500.ON 14805.4E PYONGYANG . GOLOT, 4012.5N 12430.5E FENGCHENG KAIYUAN HAILAR KAGAK, 4916N 11806E MANLI, 4935N 11727E TELOK, 4938N 11722E (CHITA) A346 A338 ............................... CHRISTCHURCH APORO, 0500.OS 17120.OE BYRD ............................... A339 PERTH CURTIN ELBIS, 0905.98 12743.7E SHREE, 0539.0N 13109.2E KEITH, 2100.ON 13456.8E SABGU, 2529.9N 13459.3E MAKDA, 2716.0N l355l.2E TAXON, 3000.ON 13714.5E MlYAKEJlMA Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS (ADEN) ANGAL, 1614N 06000.OE MUMBAI A452 ............................... GOLEM, 1157.6N 06722.2E ELKEL, 01&ON 06911.OE (DIEGO GARCIA) ............................... A453 (KANDAHAR) (ZAHEDAN) (BANDAR ABBAS) A456 ............................... ............................... HAMILTON IS AUCKLAND AMRITSAR LAHORE MOLTA, 3012.ON 07236.2E BIND0 A348 ............................... MELBOURNE EAST SALE NISEP, 4144.6s 15601.5E BANGKOK PATHElN CALCUTTA Not for Resale A457 ............................... HAT YAI TAMOS, 0632.2N 10024.0E ALOR SETAR PENANG KUALA LUMPUR JOHOR BAHRU ...............................
  • 67. ATM V-A-5 LOWER ATS ROUTES LOWER ATS ROUTES A473 TAROOM LORD HOWE IS AUCKLAND --`,,```,,,,````-`-`,,`,,`,`,,`--- DAWANGZHUANG WElXlAN ZHOUKOU HEKOU LONGKOU LlLlNG YINGDE SHILONG BEKOL, 2232.6N 11408.0E CHEUNGCHAU NOMAN, 2000.ON 11640.3E MUMOT, l859.8N 11749.4E AVMUP, 1759.1N 11908.OE SAN FERNANDO CABANATUAN MANILA SAN JOSE ZAMBOANGA AMBON DARWIN ALICE SPRINGS LEIGH CREEK ............................... JALALABAD NEPALGUNJ KATHMANDU DELHl MUMBAI MURUS, 0600.OS 06319.7E (PLAISANCE) (KABUL) SANAM, 3305.0N 07003.OE DERA ISMAIL KHAN JHANG, 31 l6.ON 07218.OE SAMAR, 3120.8N 07434.0E ASARI, 3048.3N 07509.6E DELHl BIRATNAGAR KATIHAR CALCUTTA KUQA KAMUB, 4134.0N 07850.0E HO CHI MlNH CONSON IS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS PYONGYANG GOLOT, 4012.5N 12430.5E FENGCHENG DONGYANGJIAO DAHUSHAN CHAOYANG ANDIN, 41O6.ON 11843.5E GUBEIKOU FENGNING EREN INTIK, 4341.5N 11l55.OE SAINSHAND ULAN BATOR (KYZYL) A576 ............................... MEDAN SINGAPORE DENPASAR CURTIN ALICE SPRINGS PARKES SYDNEY CALCUlTA DHAKA CHIANG MA1 BANGKOK HAT YAI IPOH BATU ARANG KUALA LUMPUR SINGAPORE TINDAL LOWER ATS ROUTES CHEUNGCHAU MAGOG, 2217.3N 11549.4E SHANTOU XlNGLlN FUQING LlANJlANG YUNHE TONGLU HANGZHOU LlSHUl BANTA PlXlAN Not for Resale A577 ............................... SHIKANG KADET, 2100N 11934E
  • 68. V-A-6. ASIAIPAC BASIC ANP LOWER ATS ROUTES TONIK, 3200.ON 14600.OE POHNPEI NAURU TARAWA FUNAFUTI NADl AUCKLAND ............................... A579 LOWER ATS ROUTES LEGED, 1255.5N 11854.0E TOKON, 1142.ON 11940.3E ZAMBOANGA LOWER ATS ROUTES QINGDAO XUEJIADAO LATUX, 3532.0N 12044.0E MUDAL, 3651.ON 12322.0E AGAVO, 3710.ON 12400.OE TONGA NlUE APlA FUNAFUTI NAURU KOSRAE SYDNEY NADl CARRP, 1904.4N 15935.0W AUCKLAND NAUSORI APlA BAG0 CHIANG MA1 CHIANG RAI PONUK, 2018.8N 10023.0E SAGAG, 21 11.5N 10137.4E BlDRU KUNMING MAGUOHE QlANXl HUAYUAN LlNLl WUHAN JOMALIG CHINEN KAGOSHIMA IKlSHlMA BUSAN SEOUL PALEMBANG JAKARTA PORT HEDLAND CEDUNA ADELAIDE TANGHEKOU XlLlUHETUN SHIGEZHUANG POTOU PlXlAN WUXl SHANGHAI NANHUI FUKUE INTOS, 3722.0N 13120.OE BUSAN JEJU ERABU NAHA A594 ............................... MALE SUNAN, 0028.78 07800.OE DADAR, 0200.OS 07927.1E PERTH SUMBAWA ALICE SPRINGS DALIAN WAFANGDIAN WANGBINGOU KAIYUAN CHANGCHUN HARBIN SIMLl 5017.4N 12722.1E ............................... A583 ............................... CHEUNGCHAU SABNO, 1859.1N 11550.7E MAVRA, 1738.4N 11625E AKOTA, l627.7N 1l708.OE IBOBI, 1418.7N 11811.6E REKEL, 1335.4E 11835.1E JOMALIG MlNAMl DAlTO MIYAKE JlMA KAGIS, 3549.0N 14234.0E PABBA, 3700.ON 14400.OE PASRO, 481 7.1 N 16040.5E (AMOTT), 6054.0N 15121.6W --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale HUAIROU HUAlLAl TIANZHEN LIANGCHENG BAOTOU DENGKOU YABRAI
  • 69. ATM V-A-7 LOWER ATS ROUTES --`,,```,,,,````-`-`,,`,,`,`,,`--- GOBOH KUSHIMOTO MONPI, 2100.ON 14036.0E GUAM HONIARA NOUMEA AUCKLAND LOWER ATS ROUTES LOWER ATS ROUTES UBON PAKSE PLEIKU 8203 ............................... KATHMANDU BAGDOGRA GUWAHATI SILCHAR IMPAL LASH10 ............................... KUNMING SIMAO, 2243.1N 10058.2E SAGAG, 21 11.5N 10137.4E VIENTIANE ............................... 8206 CHITTAGONG LINSO, 2322.5N 09855.0E GENGMA . KUNMING LUX1 BOSE LAlBlN GAOYAO PINGZHOU ZHULIAO WONGYUAN NANXIONG GANZHOU NANFENG SHANGRAO TONGLU NANXUN SHANGHAI URUMQI FUKANG ALTAY GOPTO, 4905.5N 08728.0E (AKTASH) 8209 ............................... JAMSHEDPUR KHAJURAHO TIGER, 2828.8N 07214.9E B210 ............................... 8219 PENANG KOTA BHARU B220 ............................... BRISBANE PORT MORESBY ............................... 8221 , NINAS, 3100.ON 12215.0E PINOT, 3125.2N l22l4.2E SAGUT, 3500.ON 12040.3E XUEJIADAO BHUBANESWAR TASOP, 2513.3N 07048.0E NAWABSHAH GANGWON NllGATA HONIARA CHOKO, 2022.6N 16053.0W LHASA CHENGDU 8327 ............................... 8215 NlUE AUCKLAND Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ............................... DAWANGZHUANG TAIYUAN YINCHUAN YABRAI JlUQUAN HAMI FUKANG Not for Resale KATCH, 5400.ON l36OO.OW KODIAK CAPE NEWENHAM NULUK, 5822.9N 17706.1W BAMOK, 5625.5N 17249.3W (NIKOLSKOE)
  • 70. G R ATS ROUTES ASINPAC BASIC ANP - -LOWER ATS ROUTES KATHMANDU BHARATPUR BHAIRAHAWA LUCKNOW BElJlNG TANGHEKOU FENGNlNG TONGLIAO B335 ............................... KUALA LUMPUR PEKANBARU POSOD, 0329.58 09409.9E PEDPI, 1316.65 07500.OE (PLAISANCE) HONG KONG TAMOT, 2221.5N 11352.0E PINGZHOU GAOYAO DOUJIANG QlANXl FUJIACHANG JlNGTAl YABRAI MORIT, 4202.0N 10249.0E NIDOR, 5029.4N 09125.8E (NOVOKUZNETSK) LOWER ATS ROUTES (TAKHTOYAMSK) ANIMO, 4508.3N 14337.8E ASAHIKAWA POLHO 4447.0N 11315.OE FENGNlNG LUANG PRABANG NOBER, 1516.6N 10040.1E BANGKOK ............................... B348 HENGCHUN POTIB, 2100.ON 12045.5E LAOAG SAN FERNANDO MANILA TOKON, 1142.ON 11940.3E PUERTOPRINCESA OSANU, 0741.4N 11717.6E KOTA KINABALU BRUNEI KAMIN, 0235.1 N 10855.7E SABIP, 0209.7N 1O75O.5E TOMAN, 0121.5N 10547.0E BALl POTIP, 2141.6s 12508.0E 8450 ............................... SYDNEY LORD HOWE IS NORFOLK IS PAGO PAGO SANKO, 3814.2N 12228.4E TOMUK, 3843.0N 12400.0E PYONGYANG SINSONGCHON SONDO, 3947.0N 12713.6E KANSU, 3838.0N 13228.5E B451 ............................... (PLAISANCE) LELED, 1116.5s 07500.OE ELATI, 0200.OS 08957.7E KETIV, 0042.0s 09200.OE MEDAN ............................... B345 LHASA NONlM TUMLINGTAR Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale HAILAR QlQlHAR HARBIN BISUN, 4314.0N 13111.8E (VLADIVOSTOK) IGROD, 4139.0N 13647.0E KADBO, 3914.0N 13745.0E ............................... --`,,```,,,,````-`-`,,`,,`,`,,`--- V-A-8 P
  • 71. LOWER ABS ROUTES LOWER ATS ROUTES BOWER AUS ROUTES B472 ............................... B453 ............................... MIDDLETON IS KATCH, 5400.ON 13600.OW DAASH, 4226.5N 12600.1W ............................... B454 PAGO PAGO RAROTONGA TONYS, 3019.9N 12249.2W VAVA'U NISEX, 1547.3s 17136.4W (IZKI) BELGAUM BELLARY KOTA BHARU DAWEl BAG0 MANDALAY LASH10 ............................... 8465 CALCUTTA CHITTAGONG MANDALAY LUANG PRABANG HANOI JOHOR BAHRU BATU ARANG CHENNAI MUMBAI LlPA ILO ILO COTABATO SELSO, 0400.ON 12616.0E TOREX, 0724.08 13335.0E GOVE NORMANTON 8473 ............................... LlPA ROXAS CAGAYAN-DE-OR0 DAVAO SADAN, 0400,ON 12805.DE CAIRNS B474 ............................... GANGWON INTOS, 3722.0N 13120.0E KANSU, 3838.0N 13228.5E NULAR, 4059.2N 13411.OE (TEKUK), 4241 .ON l3527.4E VELTA 4529.0N 13710.OE YEDINKA B469 SYDNEY SANTO NANUMEA CHOKO, 2022.6N 16053.0W (RAZDOLIYE) LETBI, 501 1.9N 1O330.6E MORIT, 4202.0N 10249.0E 8483 ............................... MUMBAI CLAVA, 0134.ON 06000.OE (PRASLIN) MACKAY HAMILTON IS PORT MORESBY KADAB, 0458.08 14100.OE BIDOR, 0400.0N 13130.OE TACLOBAN MANILA CABANATUAN LAOAG MlYAKO JlMA OKINAWA ............................... SINGAPORE JAKARTA CARNARVON GERALDTON PERTH CAIGUNA WHYALLA GRlFFlTH SYDNEY (SELTI), 4713N 14013E AKSUN 4545N 14055E ............................... B575 AUCKLAND TONGA PAGO PAGO ............................... 8576 SINGAPORE PANGKALPINANG JAKARTA ............................... ............................... Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale TAlBEl JEJU SEOUL --`,,```,,,,````-`-`,,`,,`,`,,`--- TONIK, 3200.ON 14600.OE HONIARA NADl
  • 72. V-A-10 ASIAIPAC BASIC ANP LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES OMLET, 2100.ON 14259.2E TATEYAMA ............................... ST GEORGE KOWANYAMA OPABA, 0851.5s 13804.0E TlMlKA BlAK RENAN, 0330.ON 13416.6E ENDAX, 1415.ON 13000.OE ATVIP, 2100.ON 12422.0E HUALIEN BRISBANE NOUMEA TAHITI ............................... B589 DELHl NAGPUR VISHAKHAPATNAM PORT BLAIR PHUKET LANGKAWI PENANG PORT MORESBY KAPKI, 1014.9s 14817.7E BUKA MAJURO RAROTONGA DOVRR, 1843.0N 15740.0W --`,,```,,,,````-`-`,,`,,`,`,,`--- B587 DARWIN THURSDAY IS PORT MORESBY KAPKI, 1014.9s 14817.7E HONIARA PORT VILA NADl NAUSORI TONGA RAROTONGA NOUMEA PORT VILA NAURU B591 ............................... SHANGHAI TAlBEl HENGCHUN CHRISTMAS IS cocos IS (PLAISANCE) KOTA KINABALU JAKARTA B593 ............................... DENPASAR ELANG, 0056.0s 11449.5E KOTA KINABALU VINIK, 0838.6N 11613.8E ............................... B586 NOUMEA SEKMO, 1949.1s 16229.3E KAPKI, 1014.9s 14817.7E PORT MORESBY GUAM Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS CALCUlTA COMILLA AGARTALA GUWAHATI (KANDAHAR) ZHOB RAHIM YAR KHAN MlHO BUSAN B595 ............................... TAHITI KONA Not for Resale
  • 73. LOWER ABS ROUTES --`,,```,,,,````-`-`,,`,,`,`,,`--- ' LOWER ATS ROUTES TAHITI (LIMA) ............................... . G224 DUTCH HARBOR OLCOT, 5125.8N 16533.3E NORFOLK IS NADI PAGO PAGO TAHITI ISLA DE PASCUA (SANTIAGO) VIRUT, 0230.8N 10402.7E TEKONG BALl TENNANT CREEK BRISBANE G220 ............................... JAKARTA TANJUNG PANDAN KIKOR, 0023.0s 10706.1E BOBOB, 0222.1N 10706.1 E LUSMO, 0333.7E 10655.7E NANHUI NINAS, 3100.ON 12215.0E AKARA, 3130.ON 12330.0E ............................... G221 BRISBANE NORFOLK IS BAOLONG HAIKOU SAMAS, 2030.3N 11O29.7E SIKOU, 2050.6N 11130.OE SAPDA, 1200.OS 11125.6E BROOME AYERS ROCK PARKES TANGHEKOU CHAOYANG Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 74. V-A-12 ASlAlPAC BASIC ANP LOWER ATS ROUTES LOWER ATS ROUTES G334 LOWER ATS ROUTES G454 ............................... (PLAISANCE) BOBOD, 0600.OS 06941.1E PADLA, 0446.1N 07800.OE COLOMBO ............................... KUALA LUMPUR TlOMAN BUNTO, 0242.0N 10600.0E KAMIN, 0235.1N 10855.7E SlBU UNTAN, 3212.5N 12017.5E CHANGZHOU LlSHUl G346 ............................... KIMCHAEK NULAR, 4059.2N 13411.OE IGROD, 4139.0N 13647.OE AUCKLAND POPIR, 2500.0s 17804.8W DOVRR, 1843.0N 15740.0W ............................... DOVRR, 1843.0N l574O.OW ELLMS, 0500.OS 16704.1W PAGO PAGO FAROA, 2500.05 17502.3W DIVSO, 3452.3s 17624.5E G348 BUSAN FUKUOKA KAGOSHIMA TANEGASHIMA PAKDO, 2100.00N 13749.18E GUAM (DAR ES SALAAM) VUTAS, 0912.ON 06000.OE ALATO, 1340.7N 06344.0E ............................... G450 (MOGADISHU) MUMBAI NAGPUR CALCUlTA ............................... CAIRNS TlMlKA KUCHING SlBU BINTULU BRUNEI G452 (ZAHEDAN) RAHlM YARKHAN TIGER, 2828.8N 07214.9E DELHl (IZKI) TRIVANDRUM COLOMBO JAKARTA INDRAMAYU Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- PAR0 BAGDOGRA
  • 75. ATM V-A-13 MADIN, 0617.9s 11023.OE CUCUT, 0617.7s 11106.OE SURABAYA BALl DARWIN ............................... G463 RAJSHAHI DHAKA CHITTAGONG BAGO BETNO, 1505.8N 09812.7E BANGKOK LOWER ATS ROUTES G470 ............................... XIANYANG FENGHUO CHANGWU JlNGNlNG JlNGTAl SHILONG LONGMEN GUANGZHOU G472 ............................... PONTlANAK ROZAX, 0245.08 11140.0E BALl KARRATHA BALLIDU PERTH KARACHI AHMEDABAD NAGPUR BHUBANESHWAR PATHEIN BAGO ............................... G473 G465 ............................... (PRASLIN) MALE COLOMBO PORT BLAIR DAWEl BANGKOK LOWER ATS ROUTES BAGO MAKAS, 1649.7N 09830.0E PHITSANULOKE DANANG LUBANG TAHITI RANGIROA FICKY, 3133.5N 12123.5W ............................... G576 CHEER, 5310.ON 14000.1W SPONJ, 4992.0N 13005.1W G578 ............................... GURAG, 2100.ON 12725.0E DILIS, 1431.ON 12600.OE TACLOBAN MACTAN ZAMBOANGA DENPASAR PORT HEDLAND PARABURDOO PERTH ............................... G579 KUALA LUMPUR KOTABHARU BANGKOK MENAM, 1357.3N 10247.7E SOURN, 1345.5N 10600.0E ANINA, 1359.0N 10725.0E PHUCAT ............................... JAKARTA PALEMBANG SINGAPORE JOHOR BAHRU G489 JOMALIG GUAM PORT HEIDEN ST PAUL IS NYMPH, 5324.5N 16814.4E Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS (AKTAS), 5019N 08735E GOPTO, 4905N 08728E GABAL, 5313N 11650E SULOK, 4954N 11545E CHOYBOLSAN BARUUN-URT ARSHANDllN BULAG FENGING Not for Resale SINGAPORE TOMAN, 0121.5N 10547.0E NIMIX, 0124.9N 10759.2E ATETI, 0125.7N 10830.1E KUCHING MlRl BRUNEI KOTA KINABALU --`,,```,,,,````-`-`,,`,,`,`,,`--- LOWER ATS ROUTES
  • 76. V-A-14 ASIAIPAC BASIC ANP HONG KONG ELATO, 2220.0N 11730.0E HENGCHUN MIYAKO JlMA BISIS, 2647.0N 12633.0E ERABU MIYAKE JlMA LOWERATS ROUTES SIMARA VARANASI KHAJURAHO BHOPAL INDORE BODAR, 2236.3N 07413.3E G591 ............................... PUGER, 0324.1 N 10017.6E BATU ARANG PEKAN CAIRNS NOUMEA NORFOLK IS AUCKLAND G583 ............................... ............................... EMMONAK BESAT, 5945.0N 17925.1 E (UST-BOLSHERETSK) BISIV, 4456.3N 14412.3E MONBETSU 1 LOWER ATS ROUTES LUCKNOW APIPU, 2658.6N 08300.OE SIMARA G599 ............................... AUCKLAND TAHITI ............................... R200 G593 FUNAFUTI NAUSORI NlUE RAROTONGA PINGZHOU LIANSHENGWEI BIGRO, 2134.2N 11149.6E ZHANJIANG ............................... R201 BANGKOK UTAPAO COLOMBO PHUKET KUALA LUMPUR PEKAN G585 ............................... MlHO POHANG SEOUL ............................... G586 YINGDE ERTANG (TAHITI) SYDNEY MABAD, 2648.48 07500.OE (PLAISANCE) ............................... KEITH, 2100.ON 13456.5E KALIN, 0000.0 l42OO.OE LIDIT, 0918.0s 14220.0E HORN IS CAIRNS ............................... R205 G597 G587 ............................... TAlBEl PABSO, 2538.0N 12252.0E BULAN, 2704.0N 12400.OE ............................... G588 MOOREN KHOVD TEBUS, 4725.1 N 09027.7E TESAN, 4701.7N 08947.8E FUKANG Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS DONVO, 3734.0N 12320.0E AGAVO, 3710.ON 12400.OE SEOUL GANGWON MlHO OTSU KOWA OSHIMA VENUS, 3518.2N 14042.1 E Not for Resale R206 ............................... PORT HEDLAND CHRISTMAS IS JAKARTA ............................... --`,,```,,,,````-`-`,,`,,`,`,,`--- LOWER ATS ROUTES
  • 77. ATM 1 V-A-15 LOWERATS ROUTES 1 NODAN, 4025.0N 14500.OE ASTER, 3913.9N 14232.0E SENDAI NllGATA VIENTIANE NAN CHIANG MA1 MANDALAY KUALALUM PUR KUALA TRENGGANU IGARI, 0656.2E 10335.2E LOWER ATS ROUTES LOWER ATS ROUTES (SHARJAH) MAROB, 2225.6N 06309.3E MUMBAI GISBORNE FAROA, 2500.0s 17502.3W R328 ............................... KARACHI MINAR, 2350.0N 06800.OE SAPNA, 2330.0N 06750.0E BILAT, 2058.4N 06800.OE MUMBAI ............................... R329 KAGLU, 1231.2N 07200.OE MALE GAN (DIEGO GARCIA) ............................... R330 PORT MORESBY CAIRNS SHEMYA POWAL, 5024.3N 16530.8E MERSING PULAU TIOMAN KASMI, 3601.3N 14040.3E DAIGO NllGATA KADBO, 3914.0N 13745.4.0E AVGOK, 4336.0N 13815.0E (VELTA), 4529.0N 13710.0E ............................... MAJURO BONRlKl AKUMO, 0614.9s 17535.5E ROTUMA NADl R212 --`,,```,,,,````-`-`,,`,,`,`,,`--- (DIEGO GARCIA) GUDUG, 0704.68 07500.OE PIBED, 0520.2s 09044.0E ............................... R215 CHIANG RAI NAN LUANG PRABANG BRUNEI ELANG, 0056.0s 11449.5E R325 ............................... KATHMANDU JANAKPUR DUMKA, 241 1.ON 08721.3E CALCUTTA PHUKET HAT YAI IPOH JOHOR BAHRU RAYONG KOH KONG PHNOM PENH -- -- ADAK CARTO, 4840.5N 16847.0E ............................... R337 TACLOBAN KOROR NORFOLK IS CHRISTCHURCH NOME NINNA, 5455.7N 17158.8E Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 78. V-A-16 ASIAIPAC BASIC ANP LOWER ATS ROUTES LOWER ATS ROUTES I LOWER ATS ROUTES R456 ............................... (IZKI) BOTAN, 2006.6N 06022.0E MALE MABIX, 0315.ON 09454.0E NllGATA SAD0 EKVIK, 3944.7N 13636.5E IGROD, 4139.0N 13647.0E (VELTA), 4529.0N 13710.OE R457 ............................... TRIVANDRUM MALE ............................... R459 KODIAK NINNA, 5455.7N 17158.8E R342 ............................... MANADO BONDA, 0200.ON 12451.2E PEDNO, 0400.ON 12521.OE GENERAL SANTOS DAVAO --`,,```,,,,````-`-`,,`,,`,`,,`--- NANXIANG WUXl LlSHUl HEFEl WUHAN LONGKOU LAOLIANGCANG DARONGJIANG LAlBlN NANNING R344 ............................... KATHMANDU BlRATNAGAR KATIHAR RAJSHAHI KADAP, 0200.OS 08409.6E LATEP, 0610.3s 07500.OE (DIEGO GARCIA) ............................... R349 LEMOK, 1000.ON 10302.2E RASER, 1000.ON 10506.OE HO CHI MlNH DELHl LUCKNOW VARANASI GAYA CALCUlTA R461 ............................... ADAK OGDEN, 4929.2N 16102.3E SONDO, 3947.0N 12713.6E HAMUN, 3955.1N 12731.1E KIMCHAEK UAMRI, 4217.6N l3041.8E (TEKUK), 4241 .ON 13527.4E R345 ............................... MUMBAI BELGAUM COIMBATORE COLOMBO MEDAN KUALA LUMPUR ............................... R462 (SEEB) DENDA, 2442.5N 06054.8E JlWANl KARACHI DELHl ............................... R463 VIENTIANE TAKHAEK PAKSE STREUNGTRENG RUPED, 1111.ON 10548.2E Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS MANADO BALIKPAPAN ELANG, 0056.0s 11449.5E PONTIANAK MINOS, 0000.0 10901.7E . TANJUNG PINANG APACK, 2403.0N 15619.OW ALCOA, 3750.0N 12550.0W Not for Resale
  • 79. BOWER ATS ROUTES BITTA, 2332.0N 15529.0W BEBOP, 3700.ON 12500.OW R465 ............................... CLUTS, 2300.ON 15439.0W CLUKK, 3605.0N 12450.0W ............................... LOWER ATS ROUTES LlLlNG NANXIONG WONGYUAN ZHULIAO PINGZHOU TAMOT, 2221.5N 11352.0E R466 (YUZHNO-SAKHALINSK) ANIMO, 4508.3N 14337.8E --`,,```,,,,````-`-`,,`,,`,`,,`--- KUALA LUMPUR GUNIP, 0429.9N 09931.9E DENNS, 2222.0N 15353.0W DINTY, 3329.0N 12235.0W MUMBAI VISHAKHAPATNAM BANGKOK BOKAK, 1257.5N 10230.OE PHNOM PENH SAPEN, 1102.2N 10611.OE HO CHI MlNH NORFOLK IS RAROTONGA ............................... R583 TAlBEl BISIS, 2647.1N 12633.1 E OKINAWA MlNAMlDAlTO SABGU, 2529.9N 13459.3E BUNG0 OKINAWA KEITH, 2100.00N 13456.48E GUAM TRUK POHNPEI KWAJALEIN MAJURO JOHNSTON IS CHOKO, 2022.9N 16053.2W CITTA, 2818.9N 14507.2W GATES, 3412.7N 12303.9W FITES, 2049.0N 15300.OW FICKY, 3133.5N 12123.5W PEKANBARU SINGAPORE BRISBANE PORT VILA R588 ............................... VIENTIANE UDON THAN1 KHON KAEN ............................... R472 CALCUTTA RAJSHAHI GAWHATI OATIS, 3800.ON 14345.0E OMOTO, 4859.7N 16000.7E AMOlT, 6053.9N 15121.8W ............................... CALCUTTA MONDA, 2521 .ON 08626.4E SIMARA Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale PHUKET RELIP, 0804.4N 1OO26.5E KAKET, 1051.ON 10236.0E PHNOM PENH PLEIKU AMBON COTABATO
  • 80. ASIAIPAC BASIC ANP LOWER ATS ROUTES LOWER ATS ROUTES RNAVROUTES AGVAR, 1919.4N l2037.OE MEVIN, 2100.ON 12233.0E ............................... --`,,```,,,,````-`-`,,`,,`,`,,`--- CAPE NEWENHAM AKISU, 4734.3N 16119.3E ABETS, 3605.0N 14425.0E BALl ONSLOW PERTH LOWER AKS ROUTES L628 IBOBI, 1416.7N 11811.6E GUKUM, 141O.3N 11652.9E ARESI, l358.4N 1l427.OE MESOX, 1358.8N 1I302.7E DAMEL, 1358.7N 11130.6E VEPAM, l358.ON 11000.0E PHUCAT (SANTIAGO) AUCKLAND (RIO GALLEGOS) AUCKLAND R593 ............................... MUMBAI (HAIMA) ANPU MlYAKOJlMA KEITH, 2100.00N 13456.48E GUAM HENGCHUN TIDEL, Igl2.24N 13000.00E GUAM R597 ............................... CABANATUAN SARSI, 1642.0N 12316.9E SKATE, 1716.7N 12423.0E CALCUTTA RAJSHAHI SAIDPUR COOCH BEHAR PAR0 BRISBANE IGEVO, 3636.58 16300.0E CHRISTCHURCH PEKAN MABLI, 0417.3N 10612.9E SINGAPORE MANADO CHEUNGCHAU EPDOS, 1900.ON 11333.3E ENBOK, 1833.4N 11329.5E EPKAL 1751.5N 1l257.3E EGEMU, 1700.ON 11217.OE EXOTO, 1521.5N 11103.OE VEPAM, 1358.0N 11000.OE PHANTHIET CONSON ESPOB, 0700.ON 10533.4E ENREP, 0452.4N 10414.8E MERSING CHRISTCHURCH MELBOURNE SYDNEY AUCKLAND R599 ............................... ............................... KlETA GlZO HONIARA PORT VILA WHANGAREI AUCKLAND ............................... ............................... Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS L625 LUSMO, 0333.7N 10655.7E AKMON, 0812.8N 11013.4E ALDAS, 1056.9N 11212.3E ANOKI, 1222.0N 11315.OE ARESI, 1358.4N 11427.0E AKOTA, 1618.4N 11708.OE AVMUP, 1757.1N 11908.OE Not for Resale TANSONNHET CONSON
  • 81. I LOWERATS ROUTES I I LOWER AT$ ROUTES M767 PHUQUOC PHNOM PENH VINIK, 0838.5N 11613.8E KOTA KINABALU MAMOK, 0405.1N 1l547.2E DENPASAR LOWER AT% ROUTES ............................... M754 ............................... BRUNEI VINIK, 0838.6N 11613.8E TENON, 0915.3N 11616.5E LULBU, 11O8.OE 1l631.4E NOBEN, l244.8N 11 6 4 3 . 0 ~ GUKUM, 141O.3N 1l652.9E AKOTA, 1618.4N 11708.OE PEKAN LUSMO, 0333.7N 10655.7E TERIX, 0415.4N 10934.7E OLKIT, 0450.1 N 11149.1E KOTA KINABALU SYDNEY WELLINGTON OLKIT, 0450.1 N 11149.1E BRUNEI JOMALIG TOKON, 11&ON 11940.3E TENON, 0915.3N 11616.5E TEGID, 0857.2N 11551.6E TODAM, 0631.7N 11235.4E TERIX, 0415.4N 10934.7E BOBOB, 0222.1 N 10706.1 E TOMAN, 0121.5N 10547.0E DARWIN BRUNEI DOGOG, 0525.3N 11407.5E ASISU, 0559.1N 11320.8E TODAM, 0631.6N 11235.6E LAGOT, 0716.5N 11132.7E AKMON, 0812.9N 11013.1E MOXON, 0849.5N 10921.3E DAGAG, 0927.8N 10826.5E TANSONNHAT M771 ............................... HOBART CHRISTCHURCH , PEKAN BOBOB, 0222.1 N 10706.1 E SABIP, 0209.7N 10750.5E AGOBA, 0158.7N 10830.0E KUCHING M750 ............................... KILOG, 2152.5N 11441.6E ENVAR, 2159.5N 11730.OE MOLKA, 2639.5N 12400.OE MOMPA, 3050.5N 12955.1E MANEP, 3242.9N 13340.0E KUSHIMOTO PEKAN ENREP, 0452.4N 10414.8E ............................... M772 KOTA BHARU IGARI, 0656.2N 10335.2E BITOD, 0715.3N 10407.3E CONSON DAGAG, 0927.8N 10826.5E MAPNO, 1013.1 N 11020.1E ALDAS, 1O56.9N 11212.3E PANDI, 1138.1N 11400.OE NOBEN, 1244.8N 11643.0E REKAL, 1331.ON 11835.6E MANILA ENREP, 0452.4N 10414.8E BITOD, 0715.3N 10407.3E --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS MERSING DOLOX, 0448.7N 10522.9E DUDIS, 0700.ON 1O648.7E DAGAG, 0927.8N 10826.5E DOXAR, 1220.ON 11022.7E DAMEL, 1358.7N 11130.6E DALBA 1434.0N 11155.5E DOSUT,1702N 11340.8E DULOP, 1814.2N 11432.6E DUMOL, 1900.ON 11426.8E CHEUNGCHAU Not for Resale OSUKA, 01 17.5s 11024.7E LAXOR, 0949.6N 11448.5E DULOP, 1814.2N 11432.6E SINGAPORE KIKEM, 0952.98 12607.4E ' -- M500 -- ............................... TANSONNHAT PHANTHIET DAMVO, 11O6.5N 1O932.7E
  • 82. V-A-20 ASIAIPAC BASIC ANP LOWER ATS ROUTES MIMUX, 1118.3N 111O6.29E AGSAM, 1128.3N 11235.3E PANDI, 1138.1 E 11400.OE SYDNEY CHRISTCHURCH LOWER ATS ROUTES HENGCHUN KABAM, 2100.ON 11952.8E MUMOT, 1859.8N 11749.9E MAVRA, 1738.4N 11625.8E MIGUG, 1516.4N 11400.OE MONBO 1430N 11325.7E MESOX, 1358.8N 11302.7E MUGAN, 1222.0N 11152.3E MAPNO, 1013.1N 11020.1E MOXON, 0849.5N 10921.3E MELAS, 0704.9N 10808.4E MABLI, 0417.3N 10612.9E MERSING N759 ............................... MELBOURNE AUCKLAND DORAX, 04059.16s 16300.00E SLOPE HlLL VOR, 04459.03s 16846.57E KOTA KINABALU KAKARTA --`,,```,,,,````-`-`,,`,,`,`,,`--- CHENNAI PORT BLAIR MERSING LUSMO, 0333.7N 10655.7E LAGOT, 0716.6N 11132.5E LAXOR, 0950.3N 11447.9E LULBU, 11O8.OE 11631.4E LEGED, 1255.5N 11854.3E MANILA IGEVO, 03636.29s 16300.00E SLOPE HlLL VOR,y04459.03S 16846.57E ............................... N891 ............................... PAPA UNIFORM ENREP, 0452.4N 10414.8E IGARI, 0656.2N 10335.2E SAMOG, 0800.ON 10314.6E RAYONG BANGKOK ............................... Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale LOWER ATS ROUTES
  • 83. V-A-21 ASIAIPAC BASIC ANP UPPER ATS ROUTES UPPER ATS ROUTES UB467 YEDINKA VELTA ,4529N 13710E TEKUK, 4241N l3527.4E NULAR, 4059.2N 13411E (KANSU), 3838.0N 13228.5E ............................... UL425 --`,,```,,,,````-`-`,,`,,`,`,,`--- (KUTVI) ASPUX, 1744.0N 06000.OE DONSA, 1435.14N 0651 1.32E VANVO, 1043.ON 07200.OE TRIVANDRUM DONSA, 1435.3N 06511.6E ANGAL, 1614.1 N 06000.1E (AVAVO), l646.3N 05526.1 E Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale UPPER ATS ROUTES
  • 84. SERVICIO DE INFORMAC~~N VUELO - ESPAClO &REO INFERIOR DE SERVICE D'INFORRAbTIONDE VOL --E --`,,```,,,,````-`-`,,`,,`,`,,`--- YAIPAC BASIC Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 85. FLIGHT INFORMATIONSER/ICE - LOWER AIRSPACE PACE ACRIEN INFERIEUR -170' -180" -150" -140" -13 0 ' -120" - m e -100- --`,,```,,,,````-`-`,,`,,`,`,,`--- woo CHARTATS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 86. SUPERIOR SERVICIO DE INFORMACI(%! DE VUELO - ESPACIO A ~ R E O WPAC BASIC 60' 70' 80' 90" 100" --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale . 110" 120' 130' SERVICE D'INFORMATION DE VOL - ESPA 140' 150' 160' 170'
  • 87. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 88. - ASlAlPAC BASIC ANP SERVlClO DE CONTROL DE AREA ESPACIO AEREO SUPERIOR LEGENDE LEGEND CLAVE AREA CONTROL SERVICE RECOMMENDED ALONG ATS ROUTES AND SIGNIFICANT POINT SERVICE DE CONTROLE REGIONAL RECOMMANDE LE LONG DES ROUTES ATS ET POINT CARAC*RISTIQUE SERVlClO DE CONTROL DE AREA RECOMENDADO A LO LARGO SERVIC C . INTERNATIONALAERODROME FLIGHT INFORMATION REGION REGION D'INFORMATION DE VOL REGION DE INFORMACION DE VUELO RESPONSIBILITYFOR THE PROVISION OF AIR TRAFFIC SERVlCE DELEGATEDTO: LA RESPONSABILI* DE LA FOURNITURE DE LA CIRCULATIONA~RIENNEA E* ASSIGNE A: LA RESPONSABILIDADDEL SUMNISTRO DE LOS SERVICIOS DE TRANSIT0 AEREO SE HA DELEGADO A: @ KOLKATA ACC (FL 150 FL 450) - @ @ COLOMBO ACC (FL 100 - FL 400) BRISBANE ACC (FL245 - FL460) --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale ~ e r Central Meri
  • 89. --`,,```,,,,````-`-`,,`,,`,`,,`--- I E DE CONTR~LE REGIONAL- ESPACE AERIEN SUPERIEIR or Pro'ection Projection Mercator Pro ecci6n Mercator ian: I ~ O ' E M6ridlen Central: 120°E dridiano Central: 120°E Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale - AREA CONTROL SERVICE UPPER AIRSPACE CHART ATS 3A
  • 90. ASlAlPAC BASIC ANP .. flR FUKUOKA .--`,,```,,,,````-`-`,,`,,`,`,,`--- AISIMAP 03115 v 2006 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Merwtor Pro'ectionP~ojecti Central Mendian: 1 2 0 ' ~ MIndienCe
  • 91. - AREA CONTROL SERVICE - UPPER AIRSPACE CHART ATS 38 --`,,```,,,,````-`-`,,`,,`,`,,`--- REGIONAL ESPACE AERIEN SUPERIEUR Mercator Pro ecci6n Mercator Wal: 120°E d ~ i a n Central: 120°E o Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 92. ASIAIPAC BASIC ANP - SERVlClO DE CONTROL DE AREA ESPACIO AEREO SUPERIOR SERVICE DE CONTR~LE REGION, --`,,```,,,,````-`-`,,`,,`,`,,`--- I Mercator Pro'ection Projection Mercator M i Central Meridian: I ~ O ' E W ~ e rCentral: 1209 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 93. - AREA CONTROL SERVICE UPPER AIRSPACE 'ro ecci6n Mercator dridiano Central: 120°E Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS CHART ATS 3C --`,,```,,,,````-`-`,,`,,`,`,,`--- - ,L ESPACE AERIEN SUPERIEUR Not for Resale
  • 94. ASIAIPAC BASIC ANP - SERVlClO DE CONTROL DE AREA ESPACIO AEREO SUPERIOR Merqator Pro'ection Projection Mercatc MBnd~en Central: 121 Central Mendm: 1~ O O E --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS SERVICE DE CONTR~LE REGIO Not for Resale
  • 95. - - AREA CONTROL SERVICE UPPER AIRSPACE CHART ATS 3D --`,,```,,,,````-`-`,,`,,`,`,,`--- SAL ESPACE AERIEM SUP~!RIEUR -'E dridianoMercator120°E Pro ecci6n Central: Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 96. Part VI METEOROLOGY (MET) INTRODUCTION 1. This part of the Asia and Pacific (ASIAIPAC) Basic Air Navigation Plan contains elements of the existing planning system and introduces the basic planning principles, operational requirements and planning criteria related to aeronautical meteorology (MET) as developed for the ASIARAC regions. 2. As a complement to the Statement of Basic Operational Requirements and Planning Criteria (BORPC) set out in Part I, Part VI constitutes the stable guidance material and considered to be the minimum necessary for effective planning of MET facilities and services in the ASIAPAC regions. A detailed description/list of the facilities andlor services to be provided by States in order to fulfill the requirements of the plan is contained in the ASIA/PAC Facilities and Services ImplementationDocument (FASID). During the transition and pending full implementation of the future communications,navigation and surveillance/airtraffic management (CNSIATM) system, it is expected that the existing requirements will gradually be replaced by new CNS/ATM-related requirements. Further, it is expected that some elements of the CNSIATM system will be subject to amendment, as necessary, on the basis of experience gained in their implementation. 3. The Standards, Recommended Practices and Procedures to be applied are contained in: a) Annex 3 -Meteorological Navigation; and Service for International Air b) Regional Supplementary Procedures (Doc 7030). 4. Background information of importance in the understanding and effective application of this part of the plan is contained in the Report of the Third AsidPacific Regional Air Navigation Meeting (Doc 9614, ASIAlPAC13 (1993)), supplemented by information appropriate to the ASIARAC regions which is contained in the reports of the other regional air navigation (RAN) meetings. . 5 . A RAN meeting recommendation or conclusion, ASIAIPAC Air Navigation Planning and Implementation Regional Group (APANPIRG) conclusion or ICAO operations group conclusion shown in brackets below a heading indicates the origin of all paragraphs following that heading. A RAN meeting recommendation or conclusion, APANPIRG conclusion or ICAO operations group conclusion shownin brackets below a paragraph indicates the origin of that particular paragraph. METEOROLOGICAL SERVICE REQUIRED AT AERODROMES AND REQUIREMENTS FOR METEOROLOGICAL WATCH OFFICES (FASID Tables MET 1A and MET 1B) 6. The service to be provided at international aerodromes listed in the Appendix to Part I11 of the Basic ANP is set out in.Table MET 1A. [ASIA/PAC/3, Recs. 811 and 8/16] 7. The service to be provided for flight information regions (FIRS), upper flight information regions (UIRs), control areas (CTAs) and search and rescue regions (SRRs) is set out in Table MET 1B. [ASIA/PAC/3, Recs. 812 and 8/16] 8. Hourly routine observations should be made at all aeronautical meteorological stations, to be issued as local routine reports and METAR, together with special observations to be issued as local special reports and SPECI. [ASIA/PAC/3, Rec. 8/16] 9. Aerodrome forecasts should be issued as TAF, normally at intervals of six hours, with the period of validity beginning at one of the main synoptic hours (00, 06, 12, 18 UTC). The period of validity should be of eighteen or --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 97. VI-2 ASIAIPAC BASIC ANP twenty-four hours' duration to meet the requirements indicated in Table MET 1A. The filing time of the forecasts should be approximately two hours before the start of the period of validity. [ASIA/PAC/3, Rec. 8/16] a new MWOs or changes to the area served by existing MWO indicated in Table MET lB, Columns 1 and 3 respectively, should take place coincidently with the implementation of, or changes to, the FIR/UIR/CTA/SRR concerned. [ASIA/PAC/3, Rec. 81161 10. The forecast maximum and minimum temperature together with their respective times of occurrence should be included in TAF for certain aerodromes as agreed between the meteorological authorities and the operators concerned. [ASIA/PAC/3, Rec. 8/16] AIRCRAFT OBSERVATIONS AND REPORTS 11. Trend forecasts should be provided at the aerodromes as indicated in Table MET 1A. [ASIA/PAC/3, Recs. 811 and 8/16] 12. Meteorological service should be provided on a twenty-four-hour basis, except as otherwise agreed between the meteorological authority, the air traffic services (ATS) authority and the operators concerned. [ASIA/PAC/3, Rec. 8/16] --`,,```,,,,````-`-`,,`,,`,`,,`--- 13. At aerodromes with limited hours of operation, METAR should be issued prior to the aerodrome resuming operations to meet pre-flight and in-flight planning requirements for flights due to arrive at the aerodrome concerned as soon as it is opened for use. Furthermore, TAF should be issued with adequate periods of validity so that they cover the entire period during which the aerodrome is open for use. [ASIA/PAC/3, Rec. 8/16] 14. When a meteorological watch office (MWO) is temporahly not functioning or is not able to meet all its obligations, its responsibilities should be transferred to another MWO and a NOTAM should be issued to indicate such a transfer and the period during which the office is unable to fulfil all its obligations. [ASIA/PAC/3, Rec. 8/16] 15. Details of the service provided should be indicated in the Aeronautical Information Publication (AIP) in accordance with the provisions of Annex 15. [ASIAIPACI3, Rec. 81161 16. As far as possible, English should be among the languages used in meteorological briefing and consultation. [ASIA/PAC/3, Rec. 8/16] 17. Tables MET 1A and MET 1B should be implemented as soon as possible, on the understanding that only those parts of the briefing and documentation called for in Column 7 of Table MET 1A that are required for current operations need to be available, and that the implementation of Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS (FASID Table MET 1B) 18. The meteorological authority should adopt the approved list of ATSIMET reporting points, as it relates to points located within and on the boundaries of the FIR for which the State is responsible. Those ATSJMET reporting points should be published in the AIP, under GEN 3.5.6 Aircraft reports, of the State concerned. [ASIA/PAC/3, Rec. 8/16] Note.- The approved list of ATS/MET reporting points is published and kept up to date by the ICAO Regional OfSice concerned, on the basis of consultations with ATS and MET authorities in each State and the provisions ofAnnex 3 in this respect. 19. The MWOs designated as collecting centres for airreports received by voice communication with the corresponding FIRNIR are shown in Table MET 1B. SIGMET AND AIRMET INFORMATION (FASID Tables MET 3A and MET 3B) 20. The period of validity of SIGMET messages should not exceed four hours. In the special case of SIGMET messages for volcanic ash cloud and tropical cyclones, the validity period should be extended up to six hours and an outlook should be added giving information for an additional period of up to twelve hours concerning the trajectory of the volcanic ash cloud and positions of the centre of the tropical cyclone respectively. [ASIA/PAC/3, Rec. 8/16] 21. In order to assist MWOs in the preparation of the outlook included in SIGMET messages for tropical cyclones, tropical cyclone advisory centres (TCACs) Darwin, Honolulu, Miami, Nadi, New Delhi and Tokyo have been designated to prepare the required advisory information and disseminate it to the MWOs concerned in the ASIA/PAC regions. Table MET 3A sets out the area of responsibility, the period(s) of operation of the TCAC(s) and the MWOs to which the advisory information should be sent. Advisory information should be issued for tropical cyclones in which Not for Resale
  • 98. MET VI-3 22. In order to assist MWOs in the preparation of the outlook included in SIGMET messages for volcanic ash, volcanic ash advisory centres (VAACs) Anchorage, Darwin, Tokyo, Washington and Wellington have been designated to prepare the required advisory information and disseminate it to the MWOs and area control centres (ACCs) concerned in the ASIA/PAC regions following notificationldetection of the ash cloud. Table MET 3B sets out the areas of responsibility of the VAACs and the MWOs and ACCs to which the advisory information should be sent. [IAVWOPSG/l, Conc. 1/11 23. In order for the VAACs to initiate the monitoring of volcanic ash from satellite data and the forecast of volcanic ash trajectories, MWOs should notify the relevant VAAC immediately on receipt of informationthat a volcanic eruption has occurred or volcanic ash has been observed in the FIR for which they are responsible. In particular, any special airreports of pre-eruption volcanic activity, a volcanic eruption or volcanic ash cloud received by MWOs should be transmitted without delay to he VAAC concerned. Selected State volcano observatories have been designated for direct notification of significant pre-eruption volcanic activity, a volcanic eruption and/or volcanic ash in the atmosphere to their corresponding ACC, MWO and VAAC. [IAVWOPSG/l, Conc. 1/11 24. AIRMET messages are not required to be issued by MWOs. [APANPIRG/7, Conc. 7/22] EXCHANGE OF OPERATIONAL METEOROLOGICAL (OPMET) INFORMATION (FASID Tables MET 2A, MET 2B, MET 4A, MET 4B and MET 4C) Exchange of METAR, SPECI and TAF 25. Tables MET 4A and MET 4B set out the Regional OPMET Bulletin Exchange (ROBEX) Scheme for the collection and dissemination of METAR, SPECI and TAF. These tables contain information regarding the designated ROBEX centres and their respective areas of responsibility. [ASIA/PAC/3, Recs. 916 and 9/83 [APANPIRG/7, Conc. 7/20] Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Note.- Details of the ROBEXprocedures regarding the exchange of OPMET information required under the scheme are given in the ROBEX Handbook prepared b y the ICAO Asia and Pacific Regional Ofice (Bangkok) in coordination with the ICAO Middle East Regional Office (Cairo). 26. Tables MET 4A and MET 4B should be updated, as necessary, by the ICAO Regional Office on the basis of changes in the pattern of aircraft operations, the Statement of Basic Operational Requirements and Planning Criteria and in consultationwith those States and international organizations directly concerned. [ASIA/PAC/3, Rec. 9/81 27. Requirements for METAR, SPECI and TAF not carried on the ROBEX Scheme which should be available at meteorological offices are contained in Table MET 2A. This table should be updated, as necessary, by the ICAO Regional Office on the basis of changes in the pattern of aircraft operations, the Statement of Basic Operational Requirements and Planning Criteria, and in consultation with those States and international organizations directly concerned. [ASIA/PAC/3, Recs. 911 and 9/81 28. The exchanges indicated in Table MET 2A should be implemented as soon as possible, but only for those related to current aircraft operations. New exchanges should be started coincidently with the introduction of new aircraft operations. Any changes in this respect (i.e. additional OPMET information needed or OPMET information no longer required) should be notified to the corresponding meteorological authority which, in turn, should inform the ICAO Regional Offices concerned. [ASIA/PAC/3, Rec. 9/81 OPMET data banks to support the ROBEX Scheme 29. The OPMET data banks in Bangkok, Brisbane, Nadi, Singapore and Tokyo have been designated to support the ROBEX scheme and serve States in the ASIA/PAC regions to access OPMET information which is required but not received. Table MET 4C sets out the responsibilities of the ASIAIPAC OPMET data banks for collection and dissemination of OPMET bulletins to support the ROBEX Scheme. [APANPIRG/7, Rec. 7/20] Note.-A list of the OPMET information available at the OPMETdata banks to serve theASIA/PAC regions, together with the procedures to be used in communicating with the data banks, is contained in the AsiaPacific OPMET data Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- the surface wind speed averaged over ten minutes is expected to equal or exceed 63 kmlh (34 kt). [ASIAPACM, Recs. 814 and 8/16] [APANPIRG/12 Conc. 12/33]
  • 99. ASINPAC BASIC ANP VI-4 Exchange of SIGMET information and air-reports 30. The exchange requirements for SIGMET and special air-reports are contained in Table MET 2B. This table should be updated, as necessary, by the ICAO Regional Office on the basis of changes in the pattern of aircraft operations, the Statement of Basic Operational Requirements and Planning Criteria, and in consultation with those States and international organizations directly concerned. [ASIA/PAC/3, Recs. 912 and 9/81 3 1. Each MWO should arrange for the transmission to all aerodrome meteorological offices within its associated FIR of its own SIGMET messages and relevant SIGMET messages for other FIR, as required for briefing and, where appropriate, for flight documentation. [ASIA/PAC/3, Rec. 8/16] 32. Each MWO should arrange for the transmission to its associated ACCIFIC of SIGMET information and special air-reports received from other MWOs. 33. Each MWO should arrange for the transmission of routine air-reports received by voice communication to all meteorological offices within its associated FIR. Special airreports which do not warrant the issuance of a SIGMET should be disseminated by MWOs in the same way as SIGMET messages, in accordance with Table MET 2B. WORLD AREA FORECAST SYSTEM (WAFS) (FASID Tables MET 5, MET 6 and MET 7 and Charts MET 4, MET 5 and MET 6) 34. Table MET 5 sets out the ASIA/PAC regions' requirements for WAFS forecasts to be provided by WAFC London and WAFC Washington. [WAFSOPSGIl, Conc. 1/21 35. The levels for which forecasts of upper-air wind and temperature and SIGWX forecasts in chart form are to be provided by WAFC London and WAFC Washington, and the areas to be covered by these charts, are indicated in Table MET 5. [WAFSOPSGIl , Conc. 1/21 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Note.- WAFCs will continue to issueforecasts of upperair wind and temperature and of SIGWX in chart form until 1 July 2005. 36. Table MET 6 sets out the responsibilities of WAFC London and WAFC Washington for the production of WAFS forecasts. For back-up purposes, each WAFC should have the capability to produce WAFS forecasts for all the required areas of coverage. [WAFSOPSGIl, Conc. 1/21 37. The projection of the WAFS forecasts in chart form and their areas of coverage should be as indicated in Charts MET 4, MET 5 and MET 6 associated with Table MET 6; their scale should be 1:20 x lo6, true at 22.5" in the case of charts in the Mercator projection, and true at 60" latitude in the case of charts in the polar stereographic projection. [WAFSOPSGIl, Conc. 1/21 Note.- WAFCs will continue to issueforecasts of upperair wind and temperature and of SIGWX in chart form until 1 July 2005. 38. WAFS products should be disseminated by WAFC London using the satellite distribution system for information relating to air navigation (SADIS) and by WAFC Washington using the international satellite communications system (ISCS2). To fulfil the requirements of long-distance flights, trans-mission of WAFS products should be completed not later than eleven hours before validity time. [WAFSOPSGII , Conc. 1/21 39. The amendment service to the SIGWX forecasts issued by WAFC London and WAFC Washington should be by means of amended binary universal form for the representingof meteorological data (BUFR) files disseminated through SADIS and ISCS2. [WAFSOPSG/l, Conc. 1/21 40. Each State should make the necessary arrangements to receive and make full operational use of WAFS products disseminated by WAFC London and WAFC Washington. Table MET 7 lists the authorized users of the SADIS and ISCS2 satellite broadcasts in the ASIA/PAC regions and location of the operational VSATs. [WAFSOPSGIl, Conc. 1/21 Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- banks inte$ace control document prepared by the ICAO Regional OfSice, Bangkok.
  • 100. Part VII SEARCH AND RESCUE (SAR) SERVICES INTRODUCTION 1. This part of the Asia and Pacific (ASIAIPAC) Basic Air Navigation Plan contains elements of the existing planning system and introduces the basic planning principles, operational requirements and planning criteria related to search and rescue (SAR) services as developed for the ASIA/PAC regions. 2. As a complement to the Statement of Basic Operational Requirements and Planning Criteria (BORPC) set out in Part I, Part VII constitutes the stable guidance material considered to be the minimum necessary for effective planning of SAR facilities and services in the ASIAIPAC regions. A detailed descriptionllist of the facilities and/or services to be provided by States in order to fulfil the requirements of the plan is contained in the ASIAIPAC Facilities and Services Implementation Document (FASID). During the transition and pending full implementation of the future communications,navigation and surveillance/air traffic management (CNSIATM) system, it is expected that the existing requirements will gradually be replaced by new CNSIATM-related requirements. 3. The Standards, Recommended Practices and Procedures to be applied and related guidance material are contained in: a) Annex 12 - Search and Rescue; b) Regional Supplementary Procedures (Doc 7030); and c) International Aeronautical and Maritime Search and Rescue (IAMSAR)Manual (Doc 9731). 4. Background information of importance in the understanding and effective application of this part of the plan is contained in the Report of the Third Asia/Paci$c Regional Air Navigation Meeting (Doc 9614, ASIAlPACl3 (1993)) on Agenda Item 7. 5 . A regional air navigation (RAN) meeting recommendation shown in brackets below a heading indicates the origin of all paragraphs following that heading. A RAN meeting recommendation shown in brackets below a paragraph indicates the origin of that particular paragraph. PLAN FOR SEARCH AND RESCUE REGIONS (SRRs) [ASIA/PAC/3, Rec. 712 11 6. The plan for search and rescue regions (SRRs) is shown on Chart SAR 1. SEARCH AND RESCUE SERVICES Organization and facilities 7. The list of SAR facilities shown in Table SAR 1 of the FASID constitutes the plan for SAR facilities in the ASIA/PAC regions. [ASIA/PAC/3, Rec. 7/22] Note 1.- Rescue sub-centres (RSCs) are not shown except when located in a State different from that in which the relevant rescue coordination centre (RCC) is located. Note 2.- Facilities listed are the minimum required for SAR purposes and it is recognized that many States have facilities available in addition to those listed. Note 3.- Facilities listed need not be used exclusively for SAR operations but may be suitably equipped aircraft or ships also used for other missions that can be made available for SAR operations at short notice. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 101. Vll-2 ASIAIPAC BASIC ANP Note 4.- The type of facility listed must be readily available for SAR within its intended area of operation either directly or on a "redeployment" basis. --`,,```,,,,````-`-`,,`,,`,`,,`--- 8. States within the region should establish andlor maintain RCCs or RSCs on a 24-hour basis and ensure continual availability of SAR facilities listed in Table SAR 1 of the FASID. [ASIA/PAC/3, Rec. 7/23] Coordination with maritime SAR authorities and the International Maritime Organization 9. To ensure compatibility between aeronautical and maritime SRRs, aeronauticalSAR authorities in States should maintain close liaison with their maritime counterparts and the International Maritime Organization. [ASIA/PAC/3, Rec. 7/31 activation of emergency transmitters and eliminate unauthorized use of those frequencies; b) encourage the early introduction of emergency locator transmitters (ELTs) transmitting on 406 MHz and establish a register of such ELTs; c) make available information on how ELT registration information can be obtained rapidly by RCCs of other States; and d) provide to ICAO a SAR point of contact (SPOC) for inclusion in Table SAR 1 of the FASID. SAR escort service [ASIA/PAC/3, Rec. 7/24] 13. States should provide SAR escort service to aircraft in difficulties. Continuous provision of SAR facilities 10. States, when necessary, should take urgent action to ensure the continuous provision of SAR facilities in accordance with the regional air navigation plans. [ASIA/PAC/3, Rec. 7/61 Capacity of rescue units and associated facilities [ASIA/PAC/3, Rec. 7/51 11. States should: take due account of the large size and passenger-carrying capacity of commercial aircraft operating within their area of responsibility, and of the possibility of aircraft ditching in water near airports, in planning for SAR and emergency care facilities; and be encouraged to provide and use for SAR, wherever practicable, helicopters equipped with suitable winching equipment. Assistance in establishing SAR services [ASIA/PAC/3, Rec. 711 11 14. States requesting assistance in establishing or improving SAR services should first endeavour to satisfy the following basic requirements: a) a RCCIRSC location (which could be an air traffic control (ATC) unit); b) a designated RCC chief, knowledgeable in ATC and trained in the planning of searches and the coordination of SAR missions; c) personnel to be trained to serve as SAR mission coordinators: d) adequate staff for 24-hour operation of the RCC; and e) appropriate RCC material and equipment. Communications between aircraft and ships [ASIA/PAC/3, Rec. 7/12 a)] Satellite-aided SAR [ASIA/PAC/3, Rec. 7/71 12.. States should: take appropriate action to reduce the number of false alarms on 121.51243 MHz caused by inadvertent Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 15. States should develop procedures to be included in the detailed SAR plans which enable civil aircraft and SAR aircraft to enter rapidly into communications with ships when necessary. Not for Resale
  • 102. SAR Vll-3 SAR training [ASIA/PAC/3, Rec. 71181 SEARCH AND RESCUE OPERATIONS 20. Communications for survivors [ASIA/PAC/3, Rec. 7/13] States should be encouraged to: arrange for regular high-quality SAR training for its RCC personnel, nationally or regionally, as part of its aeronautical training or maritime SAR schools; 16. States should encourage operators to carry means for survivors to communicate with aircraft on 121.5 MHz. grant scholarships to SAR personnel as necessary to enable them to attend a SAR training course; and Ship reporting systems States should: through their maritime authorities, encourage ships to participate in an appropriate ship reporting system for SAR; and record information on the position of ships at sea and disseminate such information to SAR authorities of other States requesting it, to facilitate response to cases of distress. [ASIA/PAC/3, Rec. 7/16 a) and b)] Note.- The ICAO TRAINAIRprogrammeprovides an for effective means of analysing and determining skills required, creates training objectives by setting standards for job pe8ormance and produces material-dependent courseware. COOPERATION BETWEEN STATES [ASIA/PAC/3, Rec. 7/91 18. RCC and RSC plans of operation should provide guidance on how information from available ship reporting systems can be obtained. [ASIA/PAC/3, Rec. 7/16 c)] 2 1. To promote greater efficiency and economy in the provision and use of available SAR facilities, States providing SAR services in adjacent SRRs should enter into formal arrangements for mutual assistance in order to: Note.- The Automatic Mutual-assistance Vessel Rescue (AMVER) system is a worldwide ship reporting system for SAR, operated by the United States Coast Guard. Any RCC can obtain information about ships in the vicinity of a distress by contacting any RCC of the United States Coast Guard. help meet and exceed the minimum requirements specified in Table SAR 1 of the FASID at minimal cost; ensure full SRR coverage; provide for technical and operational SAR cooperation and coordination; establish common SAR procedures, where practicable; SAR exercises [ASIA/PAC/3, Rec. 7/17] conduct joint training and exercises, as appropriate, to maximize proficiency; and 19. States which introduce a SAR organization, handle relatively few actual SAR cases or need to coordinate SAR operations with neighbouring States, should use SAR exercises to improve proficiency and procedures. promote effective liaison between air traffic services and RCC personnel within and between the States involved. Note.- Exercises may be conducted on three levels: communications exercises; coordination exercises (without involving SAR units); and field exercises (involving actual SAR unit deployment). Note.- SAR agreements are particularly important for border areas where concernsfor sovereignty and saving lives must be balanced, high seas areas, and inhospitable areas where rapid response is essential to successful SAR operations. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 17. make use of the ICAO TRAINAIR course development methodology to assist in the production of standardized training packages in the field of SAR.
  • 103. Vll-4 ASlAlPAC BASIC ANP STATE PROCESSES TO IMPROVE THE SAR SYSTEM [ASIAPACIS, Rec. 7/15] 22. States, when undertaking the continued improvement in the provision of SAR services, should consider the following: a) the establishment of a national SAR coordinating committee to improve inter-agency cooperation, information exchange and development of national SAR policies and procedures; 2) SAR plans and agreements for cooperation, coordination and the effective use of all available SAR resources; 3) RCCIRSC plans of operation and other operational documents; 4) SAR training capability, especially for search planners, SAR mission coordinators and on-scene commanders; and 5) organizational and operational working relationships; and c) effective use of relevant international documents. --`,,```,,,,````-`-`,,`,,`,`,,`--- b) nationally or in cooperation with neighbouring States, development of: 1) SAR manuals; Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 104. LEGEND SEARCH AND RESCUE REGION REGION DE RECHERCHES ET SAWETAGE REGON BUSQLIEDA Y SALVAMENTO DE IDE , (SRR) I SAR POINT OF CONTACT FOR THE RECEPTtONOF ALERT MESSAGES D€l€CTED BY THE COSPAS/SARSAT . W m M - - POINT DE CONTACT SAR POUR LA MESSAGES D'ALERTE DI3ECTES PAR LE SYSll%E COSPAS/SARSAT P u w o DE K N f A C T o SIR PARA LA REOTcoN DE MENsAJEs DE ALERTA DETECTADOS POR EL SISTEMA COSPAS-SARSAT GcEPTIONDES RESCUE BOAT EMBARCATION DE SAWETAGE LANCHA DE SALVAMENTO I (RCC) RESCUESUBCENTER CENTRE SECONDARE DE SAWETAGE SUBCENTRO DE SALVAMENTO (RSC) 0 (RU) 0 MOUNTAIN RESCUE U N K UNITE DE SAWETAGE EN MONTAGNE BRlGADA DE SALVAMENTO EN ZONAS M O N T ~ S A S - PARACHLWE RESCUE UNIT UNITE DE SAUVETAGE-PARACHLmSTE BRIGADA PARACAlDlSTA DE SALVAMENTO I AUTOMATED MWAL-ASSISTANCE VESSEL RESCUE SYSTEM SYSTEME AUTOMATIQUE D'ENTRAIDE POUR LE SAWETAGE DES NAVIRES SISTEMA AUTOMATIZADO DE A~STENCIA MUNA PARA EL SALVAMENTO DE BUQUES 0 LAND RESCUE UNIT U N DE~ SAUVETAGE TERRESTRE BRlGADA DE SALVAMENTO EN ZONAS TERRESTRE TYPE OF AIRCRAFT. TYPE D'AERONEF nm DE AERONAVE TYPE OF HELICOPTER TYPE D ' H E U C O ~ R E TIP0 DE HELICClPTERO (RE) RESCUE UNIT EQUIPE DE SAUVETAGE BRlGADA DE SALVAMENTO I RESCUE COORDINATION CEFmR CENTRE DE COORDINATION DE SAUVETAGE CENTRO COORDINADOR DE SALVAMENTO CLAVE RESCUE VESSEL NAVIRE DE SAUVETAGE BuQuE DE SALVAMENTO (PRU) I (AMVER) --`,,```,,,,````-`-`,,`,,`,`,,`--- m N G SOUlH ALONG M E R I M S'ETEM3ANT VERS LE SUD LE LONG SE MnENDE HACIA EL SUI A LO LA Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS r I 'E TO THE POLE KfRlDIEN 75% JUSQU'AUPdlE SLR) DEL MERlDlANO 7 5 5 HASTA EL POLO SUR I Not for Resale .ONG MERIMAN 163'E TO THE S W H POLE I / sUD LE LONG W M@dDIEN 163"E JUSQU'AU PdlE SLID L SWI A LO LARGO mMENDIANO 163% HASTA EL POL(
  • 105. ET DE SAUVETAGE - 170' 180" , ENDING NORTH ALONG YIERlDlAN 168'58W TO THE l68' TENDANT VERS LE NORD LELONG W ~ R I M W-Ff%NORD E mENDE HACIA EL NOR1 A LO LARGO DEL MERIDIAN& 16%-5& - SEARCH AND RESCUE SERVICES CHART SAR 1 170" - -- EXTENLUNG NORTH ALOh HASTA EL POLO NORTE SE OCnENDE HACIA EL N S I N P A C BASIC - - ,& i b ' ~ Y " J*&LE NORD 1 14;I "W HASTA EL POLO 70' S FAIRBANKS GO' P - 5 0" --`,,```,,,,````-`-`,,`,,`,`,,`--- 40" LOS ANGEL 30' 5 20" -SRR HONOW~ 10' . , , ... ... ,,; ? -r...- , -4 mod TOW , . ...... , , , m 0 ',I ,, EXTENDING EAST P TO 90W. AND SOI MERIMAN 90'W TO SOUTH POLE S~NLIANT VERS LELONGDE15"SJ ET MRS LE SUD L E MRIMEN ' JU! 9 0 ~ . F&ESUD _ SE EXnENDE HACU A LO LARGO DE 15 904N Y HACIA EL S ,LARGO OEL MERDL o w HASTA EL POLO SL 10' ESTE ASTA , $, .2 2 , NEW &DONI . 39 40' NDlNG SOUTH ALOffiME !WANT VERS LE SUO LE CnENDE HACIA EL SUR A Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS iN l 3 l W TOTHESOUTHI ; M E R N I 13 1-w JUS( ARGO OEL MEMLUANO 131' w E 4U POLE SUD HASTA EL POLO SUR , Not for Resale > .j I
  • 106. I SEARCH AND RESCUE SERVICES SERVICES DE RECHERCHES ET DE SAUVETAGE --`,,```,,,,````-`-`,,`,,`,`,,`--- lNSEJ AGRANDISSEMENT AMPLIACI~N CHART SAR 1 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 107. ASINPAC BASIC LEGEND LEGENDE CLAVE SEARCH AND RESCUE REGION REGION DE RECHERCHES ET SAWETAGE REGIdN DE B~SQUEDA SALVAMENTO Y (m! SAR POlNT OF CONTACT FOR THE RECEKIONOF ALERT MESSAGES LlEiECED BY THE COSPAS/SARSAT SYSTEM POINT M CONTACT SAR FOUR LA RECEPTION DES MESSAGES (SFUC) D'ALERTE - m S PAR L S Y S b E COSPAS/SARSAT E WNFO DE CWACTO SAR PARA LA RECEFUdN DE MENSUES DE ALERTA ~ C T A D O m a SIW S COSPAS-SARSAT - RESCUE COORDlNAT#)NCENrER CENTRE DE COORDlNATlON DE S A W A G E CENTRO COORMNAWR DE SALVAMENTO RESCUE SUBCENTER ENIRE SECONDARE DE SAWETAGE SUBClXlRO DE SALVAMENTO TYFE OF AIRCRAFT TYFE D'AERONEF n P o M AERONAVE TYPE OF HEUCOPTER TYPE D'HEL~JFERE npo DE HEUCCPTERO RESCUE VESSEL NAVIRE DE SAWETAGE ,BUQlJE DE SALVAMENTO --`,,```,,,,````-`-`,,`,,`,`,,`--- RESCUE BOAT uIBARcAnoN DE SAWAGE LANCHA DE SALVAMENTO RESCUEUNIT E Q ~ P E SAWAGE DE BRlGADA DE SALVAMENTO . MOUNTAIN RESaJE UNIT Um DE SAWETAGE EN MONFAGNE N BRlGADA M SALVAMENTO EN ZONAS MONTAliroSAS UWD RESCUE UNlT CE SAUVETAGE TERRESTRE BRlGADA DE SALVAMENTO E ZONAS TERRESTRE N .. . - IN DE SAUMTAGE-F'ARACHUTIST Jm BRlGADA PARACAlDlSTA DE SALVAMENTO -AUTOMATED MUTUAL-ASSISTANCE VESSEL RESCUE S Y m M SY-E ALITOMATJQUE D'ENTRAIIX POUR LE SAWETAGEDES N4VlRES SlSTEMA AUTOMATlZAW DE ASlSTWaA MUTUA PARA EL SALVAMovrO DE 8llQUES Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS (M) Not for Res
  • 108. Part VIII AERONAUTICAL INFORMATION SERVICES AND CHARTS (AISIMAP) This part of the Asia and Pacific (ASIAPAC) Basic Air Navigation Plan contains elements of the existing planning system and introduces the basic planning principles, operational requirements and planning criteria related to aeronautical information services and charts (AISMAP) as developed for the ASIAIPAC regions. 1. 2. As a complement to the Statement of Basic Operational Requirements and Planning Criteria (BORPC) set out in Part I, Part VIII constitutes the stable guidance material considered to be the minimum necessary for effective planning of AIS and MAP facilities and. services in the ASIA/PAC regions. A detailed descriptionnist of the facilities andlor services to be provided by States in order to fulfil the requirements of the plan is contained in the ASIAIPAC Facilities and Services Implementation Document (FASID). During the transition and pending full implementation of the future communications, navigation and surveillancelair traffic management (CNSIATM) system, it is expected that the existing requirements would gradually be replaced by new CNSIATM-related requirements. Subsequently, it is expected that some elements of the CNSIATM system will be subject to amendment, as necessary, on the basis of experience gained in their implementation. d) Annex 15 -Aeronautical Information Services; e) Aeronautical Information Services Manual (Doc 8 126); f) Procedures for Air Navigation Services - ICAO Abbreviations and Codes (PANS-ABC, Doc 8400); g) Aeronautical Chart Manual (Doc 8697); and h) World Geodetic System - 1984 (WGS-84) Manual (Doc 9674). 4. Background information of importance in the understanding and effective application of this part of the plan is contained in the Report of the Third AsidPacific Regional Air Navigation Meeting (Doc 9614, ASIAPACl3 (1993)). 5. A regional air navigation (RAN) meeting recommendation shown in brackets below a heading indicates the origin of all paragraphs following that heading. A RAN meeting recommendation shown in brackets below a paragraph indicates the origin of that particular paragraph. GENERAL PROCEDURES 3. The Standards, Recommended Practices and Procedures to be applied and related guidance material are contained in: a) Annex 4 -Aeronautical Charts; b) Annex 11 -Air Trafic Services; c) Annex 14 - Aerodromes, Volume I - Aerodrome Design and Operations and Volume I1 -Heliports; Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Introduction 6. The major objective of AIS is to ensure the flow of information necessary for the safety, regularity and efficiency of international civil aviation. To support the CNSIATM systems, AISIMAP should be directed towards the real-time provision of electronic aeronautical informatioddata that would ensure quality and integrity of the information provided. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- INTRODUCTION
  • 109. Vlll-2 ASIAIPAC BASIC ANP 7. In the CNSIATM systems, the future users' requirement will be to access, on a global basis, quality aeronautical information by all users at all times. To achieve this high-level requirement, aeronautical information must be provided electronically, based on a commonly agreed and standardized data model. Strict quality assurance principles should be put in place in order to ensure that aeronautical data is of the required quality (accuracy, resolution and integrity), verified and validated before it is provided to the users. This will give users the required confidence in the quality of information that is critical to flight safety. 8. To support the CNSIATM systems, the following basic AISIMAP requirements should be satisfied in the future: real-time provision and exchange of electronic aeronautical informatioddata, through a system that guarantees the quality and integrity of the information provided; provision and exchange of aeronautical informationldata through modem communications means, including data link, which would allow interrogation of aeronautical data-bases on the ground fro~n aircraft; and the harmonization of AIS and MET informatioddata to support combined automated pre-flight and in-flight briefing facilities. Quality system 9. The AIS involved in the provision and maintenance aeronautical data should be organized in such a manner that the quality system is introduced at all the functional stages of the aeronautical data process, from data origination to the distributiodprovision of data. The quality system should be in conformity with the International Organization for Standardization (ISO) 9000 series of quality assurance standards and be certified by an approved organization. 11. The requirements for printing of AIS documentation, including charts, should be ascertained and given the highest priority. Where practicable, printing facilities should be placed under the direct control of the AIS headquarters. 12. Personnel working for AISIMAP services should possess the skills and competence required to perform specific assigned functions. The required skills and competencies should be demonstrated by AIS and MAP personnel through initial and periodic assessments on which basis the corresponding certificate of competence equal to an AIS licence may be accorded. 13. AIS and MAP personnel should be accorded the status comparable to that assigned to technical personnel of other air navigation services. Coordination between AIS and other technical services 14. Coordination/liaison on a permanent basis should be established between AISIMAP and other technical services responsible for planning and operating air navigation facilities and services. At least one person fromthose services should be assigned and be responsible for maintaining continuous liaison with AISMAP and providing it with "raw" information as and when required. 15. Technicalservices responsible for origination of the raw aeronautical information should be acquainted with the requirements for promulgation and advance notification of changes that are operationally significant as established in ~ n n e x e 11 and 14and other relevant ICAO documentation. s 16. Appropriate AIS and MAP personnel should be included in the air navigation planning processes. This should ensure the timely preparation of appropriate AIS documentation and that the effective dates for changes to the air navigation system and procedures are satisfied. Support for the AIS and MAP services Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Training of AIS and MAP personnel 17. Within the context of the quality system implemented, the AIS and MAP training programme should ensure that AIS and MAP personnel are appropriatelytrained according to the skills and competencies required to perform specific assigned functions. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 10. To enable the AISMAP to function efficiently and in accordance with the definedrequirements, sufficientfunds should be allocated by States in their budgets which will ensure that all the administrative and operational requirements of AISIMAP are met, including the availability of sufficient and properly qualified personnel with all the required facilities, equipment and material.
  • 110. 19. In addition to the conventional cartographic and geography training programme, knowledge of the following elements should also be taken into account when developing a training programme for MAP personnel: a) hardware-scanners, plotters, computers, soft proofing devices (CRTs), image setters, and digital memory systems; b) local area networks and worldwide area networks; c) software - programming familiarity, flow chart usage and creation, operating systems, communication formats, digital code systems, and documentation skills; and d) cartographic equipment and software operations skills (developed through "hands on" experience). 20. Periodic checks should be undertaken to ensure that AIS and MAP personnel continue to meet the required standards and if shortfalls in knowledge, skills or competence are detected, corrective measures should be taken. ORGANIZATION OF AERONAUTICAL INFORMATION SERVICES international aerodromes listed in the Appendix to Part 111is set out in Table AIS 4. 24. AIS at aerodromes should be provided on a 24-hour basis, except as otherwise agreed between the AIS authority, the air traffic services (ATS) authority and the operators concerned. Agreed operational hours of the aerodrome AIS units and details of the service provided should be indicated in the Aeronautical Information Publication (AIP) in accordance with Annex 15. 25. English should be among the languages used in aeronautical information briefings and consultations. 26. The aerodrome AIS unit should provide full preflight informationlbriefing service to flight operations personnel and flight crews for the entire coverage zone. The coverage zone for pre-flight information service at each aerodrome AIS unit should be determined taking into account the final destination of aircraft departing from the aerodrome concerned. This should be done in consultation with aircraft operators and be reviewed from time to time andlor when the air traffic pattern is expected to change. 27. The aerodrome AIS units should be adequately staffed and properly equipped for the provision of effective pre-flight information service. Installation of systems for the automated processing (storage, retrieval and preparation) of pre-flight information bulletins (PIB) should be considered at an early stage. 28. Aerodrome AIS units that provide pre-flight information services should be established at locations conveniently accessible to flight operations personnel at the aerodromes, preferably on the ground floor (apron level) of aerodrome terminal buildings. 22. The aeronautical information to be made available at international aerodromes listed in the Appendix to Part I11 is set out in Table AIS 2. 29. Arrangements should be made between the aerodrome AIS unit, airline operations personnel (including flight crews) and ATS for an effective cooperation, coordination and reporting of post-flight information on inadequacies in the status and operation of air navigation facilities. To ensure submission of post-flight reports to aerodrome AIS units without delay, arrangements should be made at aerodrome that a suitable post-flight report form, such as the one provided in Doc 8126, be made available to ATS, airline operations offices and aerodrome AIS units. 23.- The exchange of aeronautical information documentation and availability of such documentation from 30. Tables AIS 1 and AIS 2 should be implemented as soon as possible. Aerodrome AIS units (FASID Tables AIS 1, AIS 2 and AIS 4) 21. The aerodrome AIS units to be provided at international aerodromes listed in the Appendix to Part I11 are set out in Table AIS 1. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 18. AIS personnel should receive professional training commensurate with the most recent technological developments requiring high-level knowledge and skills. AIS personnel should have, as an essential part of their training, sufficient knowledge of aeronautical cartography to permit them to verify information that is published on charts. In addition, AIS personnel should possess a sufficient background in automation and knowledge of the English language as are necessary for the performance of their duties.
  • 111. Vlll-4 ASINPAC BASIC ANP International NOTAM offices (FASID Table AIS 3) 38. AIP Amendments should be issued at least once every six months. 3 1. The international NOTAM offices to be provided in the ASIAJPAC regions are set out in Table AIS 3. 39. The AIRAC AIP Amendment shall be used to promulgate operationally significant changes to the AIP. 32. International NOTAM offices should be adequately staffed and properly equipped for the provision of effective 24-hour service. AIP Supplements 33. Table AIS 3 should be implemented as soon as possible. INTEGRATED AERONAUTICAL INFORMATION PACKAGE Aeronautical Information Publication (AIP) --`,,```,,,,````-`-`,,`,,`,`,,`--- 34. States that have not yet done so should, as a matter of urgency, prepare and publish their AIP in the new, restructured format, either individually or collectively. The format is prescribed by Annex 15 and the guidance material is provided in Doc 8 126. 35. Information contained in the AIP should be complete and thoroughly checked for correctness before it is provided to users. To ensure'consistency throughout the AIP, changes to the AIP should be made in such a way that information on the same facility, service, procedure, etc. affecting one part be changed in the other part(s), if applicable. 36. The differences between the national regulations and practices and the corresponding Standards and Recommended Practices (SARPs ) should be provided in the appropriate part of the AIP. 40. Any temporary changes of long duration (three months or longer) affecting the contents of an AIP must be promulgated as AIP Supplements and a checklist of all AIP Supplements currently in force shall be issued at intervals of not more than one month. 41. Where applicable, aeronautical information of operational significance requiring substantiveamendments to flight documentation (e.g. promulgation of new and/or revised instrument approach procedures) promulgated by an AIRAC AIP Supplement should be accompanied by charts or diagrams, as appropriate, to aid interpretation. 42. The AIRAC AIP Supplement shall be used to promulgate operationally significanttemporary changes to the AIP. 43. Information in the AIP Supplement appropriate for inclusion in the AIP should be incorporated therein with a minimum of delay. 44. Information in the AIP Supplementthat is still valid at the end of six months should be re-issued with a new number indicating clearly that the new Supplement is a replacement and that the information it contains remains unchanged from that previously issued. 45. To enable users of aeronautical information to keep records of current information, checklists of AIP Supplements in force should be provided regularly through of the monthly printed su~nmary NOTAM. Aeronautical Information Circulars (AIC) AIP Amendments 37. In view of the vital importance of the aeronautical information contained in the AIP to the safety of air navigation, information in the AIP should be kept up to date. This should be done by publishing AIP Amendments on specific publication dates or in accordance with a publication schedule based on regular intervals. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 46. AIS should establish contact with the relevant services providing AIS with raw aeronautical information to coordinate the preparation and production of Aeronautical Information Circulars (AIC) strictly in accordance with Chapter 7 of Annex 15 and Doc 8126. 47. Checklists of current AIC must be issued at least once a year, irrespective of the number of AIC in force. Not for Resale
  • 112. 48. States should ensure that: aeronautical information to be distributed by NOTAM is originated strictly in accordance with the guidance for the completion of the NOTAM Format contained in Annex 15; the duration of aeronautical information promulgated by NOTAM does not exceed three months and if the information is to remain valid after that period, an appropriate AIP Amendment or Supplement is issued; strict compliance with the requirement to provide at least seven days' advance notice of the activation of established danger, restricted or prohibited areas and of activities requiring temporary airspace restrictions, other than for emergency operations, is observed; a "trigger" NOTAM is originated whenever an AIRAC AIP Amendment or Supplement is published, giving a brief description of the contents, the effective date and the reference number of the AIP Amendment or Supplement. Such a NOTAM must come into force on the same effective date as the AIP Amendment or Supplement; the monthly printed plain-languagesummary of NOTAM in force also contains information on the latest AIP Amendments, AIP Supplements and AIC issued, and that it is distributed to the recipients with a minimum of delay by the most expeditious means. 49. AIS should exercise the proper selectivity in the origination and distribution of NOTAM by use of the flight information service or, whenever possible, automatic terminal information service (ATIS), for distribution of information that is valid for only a few hours. 50. States capable of introducing a pre-determined distribution system for NOTAM are encouraged to do so. 5 1. NOTAM should be mainly used for promulgation of information of a temporary nature and of short duration. Temporary information promulgated by NOTAM should not remain in force longer than three months. In exceptional cases, if temporary information promulgated by NOTAM remains in force for longer than three months, a replacement NOTAM should be issued. 52. Use of the abbreviations WIE ("with immediate effect") and UFN ("until further notice") in the NOTAM Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Format under Items B and C respectively must be avoided and instead, a ten-figure group giving year, month, day, hours and minutes in UTC should be used when originating NOTAM. When information on timing is uncertain, a tenfigure date-time group should be followed by an EST to indicate the approximate duration of information. AIRAC system 53. States that have not yet done so should implement the AIRAC system in accordance with the requirements of Annex 15 with a minimum of delay. 54. States should ensure that adequate coordination between AIS and other air navigation services exists to permit effective implementation of the AIRAC system. 55. Successful implementation of the AIRAC -system depends directly on the level of coordination established among the relevant technical services and the AIS. To ensure a high level of coordination, States should prepare their national regulations so that they well define the duties and responsibilities of those technical services involved in the provision of raw AIRAC information to AIS for publication. The technical services involved should be familiar with the AIRAC system and comply with it in accordance with specifications provided in Annexes 11, 14, Volumes I and 11, and 15. --`,,```,,,,````-`-`,,`,,`,`,,`--- Use and validity of NOTAM 56. A schedule of AIRAC publication dates should be issued which includes a list of latest dates for the receipt of the raw information to be promulgated by AIRAC, printed on the reverse side of the Aeronautical Information Promulgation Advice Form. 57. To ensure that aeronautical information of operational significance reaches users at least 28 days in advance of the AIRAC effective date, measures should be taken to ensure that: a) informatioddata prepared in hard copy format is issued and distributed at least 56 days prior to the effective date; and b) informatioddata provided in electronic format is distributed at least 35 days in advance of the effective date. 58. Changes to the information promulgated by the AIRAC system should be avoided by all means, especially during the period consisting of the first 28 days. Not for Resale
  • 113. ASIAJPAC BASIC ANP 59. States should ensure that responsible AIS personnel participate in the State's administrative and technical meetings where aerodrome and air navigation planning systems are discussed, in order that: a) adequate consideration can be given to the AIS production, publication and advance notice of material issued by those meetings; and b) such AIS personnel take part in the determination of applicability of changes in air navigation facilities and procedures, taking into account the required advance notification and cut-off dates relevant to the AIRAC system. 64. States that have not yet done so should make the necessary arrangements to develop a national WGS-84 implementation plan and such a plan should contain a timetable for implementation. When developing a national WGS-84 plan, States should establish a committee composed of personnel from the appropriate aeronautical and geographiclgeodetic departments of the State. Such a committee should be tasked with the management of the WGS-84 implementation plan. 65. States in a position to do so should provide assistance in the implementation of WGS-84 to other States needing such assistance. 66. Before the geographical coordinates based on WGS-84 are published in the AIP and on charts, every effort must be made to validate and verify them. WORLD GEODETIC SYSTEM - 1984 (WGS-84) 67. States that have common boundary points should coordinate WGS-84 data for those points prior to publication of this information in their respective AIPs. Introduction 60. In order to support implementation of the future CNSIATM systems, States should make every effort to implement WGS-84 and provide geographical coordinates referenced to this system. A detailed descriptiodlist of the WGS-84 coordinate data to be provided by States in order to fulfill the requirements of the plan is contained in the FASID. 68. In order to ensure that quality (accuracy,resolution and integrity) and traceability requirements for the WGS-84related geographical coordinate data are met, States must take measures to develop and introduce a quality system programme. This programme containing procedures, processes and resources should be in conformity with the International Organization' for Standardization (ISO) 9000 series of quality assurance standards. 61. The SAWSto be applied in respect of WGS-84 are contained in: a) Annex 11 and Annex 14, Volumes I and 11, for accuracy of the field work (surveying); and AERONAUTICAL CHARTS b) Annex 4 and Annex 15 for charting and publication resolution, respectively. Aeronautical charting programme (FASID Table AIS 6) 62. To assist States in the uniform implementation of the WGS-84-related SARPs, the guidance material on the provision of geographical coordinates referenced to the WGS-84 datum is provided in Doc 9674. 69. States, individually or collectively, should include in their AIP, derived from their aeronautical chart production programmes, at least the following types of charts: a) Aerodrome Obstacle Chart - ICAO Type A; WGS-84 requirements (FASID Table AIS 5) b) Aerodrome Obstacle Chart - ICAO Type C; c) Precision Approach Terrain Chart -ICAO; 63. Table AIS 5 sets out the requirements for geographical coordinates referenced to the WGS-84 datum at international aerodromes, in flight information regions, enroute and in terminal areas. d) En-route Chart -ICAO; e) Area Chart - ICAO; --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 114. f) Standard Departure Chart -Instrument (SID) -ICAO; a) Aerodrome Obstacle Chart - ICAO Type A; g) Standard Arrival Chart -Instrument (STAR) -ICAO; b) Aerodrome Obstacle Chart - ICAO Type C; h) AerodromeMeliport Chart - ICAO; c) Precision Approach Terrain Chart - ICAO; i) Instrument Approach Chart - ICAO; d) En-route Chart - ICAO; j) Visual Approach Chart; e) Instrument Approach Chart - ICAO; k) World Aeronautical Chart - ICAO 1:1 000 000. f) AerodromeHeliport Chart - ICAO; --`,,```,,,,````-`-`,,`,,`,`,,`--- Note.- In the production of Aerodrome Obstacle Charts - ICAO Type A, Aerodrome Obstacle Charts ICAO Type C, Instrument Approach Charts - ICAO, AerodromelHeliport Charts - ICAO and Precision Approach Charts - ICAO, States shall take into account ICAO Annex 4 requirements and Table AOP 1. 70. The detailed aeronauticalchart requirements are set out in Table AIS 6. g) World Aeronautical Chart - ICAO 1: 1 000 000. 75. When information on specific aeronautical charts is amended, all related charts affected by the changes should be amended and published. 76. State authorities should ensure that the appropriate topographical information is made available to the AISIMAP so that requirementsfor the production of aero-nauticalcharts can be fulfilled. Production responsibility for sheets of the World Aeronautical Charts - ICAO 1:1000 000 [ASIA/PAC/3, Rec. 13/19] (FASID Table AIS 7) 71. States that have not yet produced the World Aeronautical Chart -ICAO 1:1 000 000, in accordance with the sheet distribution shown in Table AIS 7, should take the necessary measures to ensure the preparation of the sheets for which they are responsible, either through individual effort or with the collaboration of other States or specialized cartographic agencies. 72. The production responsibility for sheets of the World Aeronautical Chart - ICAO 1:1 000 000 are set out in Table AIS 7 and illustrated on Chart AIS 2. 73. Where the agency producing the charts is not under the control of the aviation administration, States should ensure good liaison between them, and accord the necessary priority in their national chart production programmes to the production of the required aeronautical charts. AUTOMATION IN AIS 77. Automation in AIS should be introduced with the objectiveof improving the overall speed, accuracy, efficiency, and cost-effectiveness of AIS in the region. 78. AIS automation should offer a service to meet the individual requirements of the various categories of users. This goes beyond the provision of pre-processed data and the PIB types traditionally provided manually or by early automated systems. For reasons of cost-effectiveness, such a service should strike a balance between the degree of complexity of the system required and the sophistication of the products provided. 79. The development of automation within AIS should be based on an integratedASIAIPAC regional automated AIS system concept, in order to obtain a general standardization of procedures, products and services to users and to avoid potential divergencies, incompatibilities and duplication of effort. Aeronautical chart production 74. States that have not yet produced the aeronautical charts specified hereunder should produce them as soon as possible. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 80. The implementation of such a system should permit a cost-effective evolution of the regional system, talung account of the present and future technical possibilities and should be governed by the following principles: Not for Resale
  • 115. ASIAIPAC BASIC ANP f) a system interrogation capability that takes account of the different categories of systems users should exist; a) participating national automated AIS systems should closely cooperate in adopting the different elements that will make up the integrated ASINPAC regional automated AIS system, taking into account their current and planned degree of development; g) common "user friendly" query procedures for the interrogation of AIS or NOTAM databases should be used. These procedures should be in accordance with the different levels of user requirements; b) States that have not yet done so should initially automate NOTAM service within their own AIS while taking into account the users' requirements; h) States must establish quality systems and procedures which will ensure that the available aeronautical information is of appropriate quality (accuracy, resolution, integrity) and timeliness; c) certain national automated AIS systems should cooperate with other not-yet-automated AIS systems, carrying out agreed functions to improve the efficiency and the quality of processing of basic aeronautical information and of its distribution both within an agreed area of the system and externally; i) a State that decides not to automate its AIS may arrange, in the interest of improved efficiency, on the basis of bilateral or multilateral agreements between States or other non-governmental organizations, for the provision of automated services on its behalf. The arrangement must take into account the non-transferable responsibility of a State for the provision of aeronautical information as well as other technical and administrative aspects associated with such agreement. d) optimum use should be made of available communication and public networks as well as of new communication technology for the distribution, exchange and retrieval of aeronautical information, particularly NOTAM; 81. The development of the integrated ASINPAC regional automated AIS system should take into account provisions of Annex 15 for the use of WGS-84, the adopted common geodetic reference system, when aeronautical geographical coordinates are provided. e) the ICAO NOTAM Format containing the necessary qualifiers to facilitate the sorting and retrieval of NOTAM information in accordance with users' requirements should be used exclusively; --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 116. Attachment CONCEPT FOR AN INTEGRATED AUTOMATED AIS SYSTEM FOR THE ASIAIPAC REGIONS SYSTEM CONFIGURATION 1. The system should be based on the facilities of participating States with the following structure: a) national automated AIS systems of States providing national service; b) multi-national automated AIS systems of States providing, on the basis of bilateral and multilateral agreements, service to other State(s) in addition to national service; and C) non-automated AIS. AREA TO BE SERVED 2. The system should have the potential capacity of holding aeronautical information to fulfil the operational requirements for AIS pre-flight briefing service for flights from point of origin to final destination. arrangements or by computer interrogation. A national automated AIS system should collect appropriate aeronautical information from national sources, process it, produce it in the form of a NOTAM, store it in the a national automated AIS system database and make it available within the State, the integrated regional system and worldwide in accordance with predetermined arrangements. 5. Conversely, the required aeronautical information relative to other States should be received in the NOTAM Format for direct input into the database or for further processing, if required, so that specific requirements for international aeronautical information can also be carried out by the national system. 6. The national automated AIS system should be able to provide service to users in another participating State that does not have an automated AIS system as well as any other State for which the service is provided in accordance with pre-arranged agreements. States not having an automated AIS system but participating in the regional system would have the option, resulting from bilateral agreement, to be linked with a national automated AIS system via an intelligent or non-intelligent remote terminal. SYSTEM SERVICE SYSTEM FUNCTIONS 3. The system overall should provide a service that is capable of satisfying the users' operational requirements, as detailed in 17 to 25 below. 7. A number of system functions should be performed at regional and national levels. National service COMMUNICATION The primary role of a national automated AIS system should be to provide aeronautical information to users in a given State either in accordance with predetermined 4. 8. The aeronautical fixed service should satisfy the communication requirements at an international level. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 117. VllLA2 ASIAIPAC BASIC ANP Optimum use should be made of available communication networks for the distribution, exchange and retrieval of aeronautical information, particularly NOTAM. the activities required of States and should monitor the overall situation for the purpose of detecting in advance divergencies in developments that could lead to incompatibilities. 9. The selection of the means for the retrieval of data at a national level should be at the discretion of the individual State and should be largely dependent on the availability and cost of the various services, communication links available and user requirements. SYSTEM RELIABILITY AND REDUNDANCY SYSTEM MANAGEMENT 16. The strategic operation of the system should be closely monitored by States to permit speedy reaction to problems encountered and to shortcomings identified. An appropriate form of system management should be developed by the planning and implementation regional group. 10. The system configuration should assure adequate reliability and redundancy. USER REQUIREMENTS IN AN AUTOMATED AIS SYSTEM FALLBACK PROCEDURES 11. In the case of a system failure, the service within the related service area should be continued in accordance with the pre-arranged and established procedure for each service area, which should also cover the necessary communications arrangements. RESPONSE TIME 12. With the features provided by the system, the use of modem computer techniques and means of communication, short response times should be assured. 17. The latest pre-flight information bulletin (PIB) of the specific type needed (i.e. route, area or aerodrome) should be available. 18. Information on specific items for given areas required by flight planning services, air traffic services (ATS), AIS or other users, should be provided. 19. A list of NOTAM entered into the system after a specific date-time group, to facilitate briefing, should be obtainable. 20. Immediate notification capability of items of urgent operational significance should be provided. TYPE OF INFORMATION TO BE PROVIDED PLANNING AND IMPLEMENTATION 13. The planning and implementation of the system should be guided and adjusted by considerations related to efficiency, cost-effectiveness and experience. 14. Relevant bilateral or multilateral agreementsshould aim at minimizing costs through work and equipment savings beneficial to all participants. 15. A planning and implementation regional group should coordinate the general development of the system and 21. The system should provide NOTAM covering the area of service. 22. The system should additionally provide the following PIBs and lists: a) route type bulletin containing NOTAM relevant to aerodrome of departure, the planned route based on flight information regions (FIRS) crossed, aerodrome of destination, and alternate aerodromes; --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 118. Common set of qualifiers (Item Q) b) area type bulletin containing NOTAM relevant to FIR or State; c) aerodrome type bulletin containing NOTAM concerning any aerodrome or group of aerodromes; 31. A common set of qualifiers, forming an integral part of the NOTAM Format (Item Q) should be used to assure compatibility in data exchange and to permit the production of standard system output products. d) immediate notification items; e) checklists of NOTAM by State, FIR and aerodrome; and Decoded NOTAM text f) list of NOTAM for a specific period or NOTAM entered into the system after a specific date-time group. 32. The NOTAM text (Item E) of the NOTAM Format should be prepared by using the significations/uniform abbreviated phraseology assigned to the ICAO NOTAM Code, complemented by ICAO abbreviations, indicators, identifiers, designators, call signs, frequencies, figures and plain language. 23. The updating of PIBs should be covered by system products listed in 22 d), e) and f), or by request for a new PIB . 24. The system features described in 28 to 37 below should permit PIBs to be tailored to the needs of users and should provide flexible options for information content ranging from full system data coverage to data of urgent operational significance. 25. PIBs should be provided in a standard format and ascending sequence of information. NOTAM selection criteria 33. The NOTAM Code contained in the PANS-ABC (Doc 8400) is the most comprehensive description of information requiring NOTAM promulgation and should, therefore, constitute criteria for: a) the storage and retrieval of information; b) the decision as to whether a particular item is of operational significance; MULTI-ACCESS TERMINALS 26. AIS terminals should ultimately be capable of providing OPMET informationrelating to pre-flight bulletins. 27. AIS terminals should ultimately be capable of being used for the filing of a flight plan. c) the decision as to the relevance of particular items for various types of flight operations; and d) the selection of items of operational significance that require immediate notification. 34. Consequently,the NOTAM Code should constitute the basis for the determinationof the qualifiers for TRAFFIC, PURPOSE and SCOPE. SYSTEM FEATURES NOTAM Geographical reference qualifier 28. The NOTAM, in standard ICAO NOTAM Format, should constitute the basic data exchange source in the system. 29. The NOTAM should be prepared only once, at the entry into the system. 30. The system should provide for automatic exchange of the NOTAM between national automated AIS systems. 35. Sufficient flexibility and tailoring of information for the first stage of automation in AIS is achieved by the use of the geographical reference qualifier.This qualifier consists of latitude and longitude to one minute resolution and referenced to the World Geodetic System- 1984 (WGS-84) geodetic datum accurate to one minute resolution, and a three-digit distance figure giving radius of influence in nautical miles. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 119. Vlll-A4 36. The provision of more flexible and referred data retrievals can be satisfied by the application of a geographical reference system which may be required for the expansion of the overall systemin order to meet future requirements.These requirements may derive from the introduction of RNAV operations, the expansion of automation within the ATS and users' systems. 37. Consequently, in the evolution of the regional system, the geographical reference system based on LATILONG coordinates of WGS-84 must be used as a standard. ASINPAC BASIC ANP SYSTEM QUERY PROCEDURES 38. The system should provide a common set of query procedures. 39. The common set of query procedures should make the best use of the database management system in use in order to give rapid response to simple and short requests. 40. The query procedures should also provide userfriendly access to the system without assistance of AIS personnel to obtain the required information. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 120. Appendix --`,,```,,,,````-`-`,,`,,`,`,,`--- SUMMARY OF AMENDMENTS TO THE BASIC ANP Approved by the President on behalf of the Council January 1998 - January 2006 BORPC Amendment of Part I - BORPC (A1618.4 05-065) AOP ATS Amendment of Part I11 - AOP (APAC 0013) Amendment of the requirements for the Tokyo, Naha and Fukuoka FIR s as they apply to Charts ATS 1, ATS 2 and ATS 3A (APAC 0511) Amendment of the requirements in the Appendix as they relate to the Republic of Korea (APAC 0212) Amendment of the requirements for the Ujung Pandang and Jakarta FIRs and the deletion of the Bali and Biak FIRs as they apply to Charts ATS 1 and ATS 3D (APAC 05110) Addition to requirements in the Appendix as they relate to the Republic of Korea (APAC 0315) Amendment of routes A210, B203 and G348 (APAC 9318) Amendment of the requirements in the Appendix as they relate to Japan (APAC 0419) CNS Amendment of routes B332, B347, B467, B355 and BlUB467 (APAC 9715) Amendment of Part IV -CNS (APAC 0013 and 0318) ATS Amendment of the requirements for the Adelaide, Brisbane, Darwin, Melbourne, Perth and Sydney FIRS as they apply to Charts ATS 1 and ATS 2 (APAC 9618) Amendment of routes A216, A337, A339, A597, B586, G339, R204, R584, R595 and R596 (APAC 9719) Amendment of route R332 (APAC 97116) Amendment of the requirements for the Honiara FIR as they relate to Chart ATS 3C (APAC 9817) Addition of route M750 (APAC 97112) Amendment of routes A329, B597, G585 and R220 (APAC 97/10) Amendment of the requirements for the Auckland FIR as they relate to Chart ATS 1, ATS 2 and ATS 3C (APAC 9818) Addition of routes P766 and P880 (APAC 9815) Amendment of Part V -ATS (APAC 0013) Amendment of routes A467, A473, B579, G424 and R209 (APAC 9812) Amendment of the requirements for the Oakland OceaniclAnchorage Oceanic FIRS as they apply to Charts ATS 1, ATS 2 and ATS 3B (APAC 0313) Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Amendment of the requirements for the Oakland Oceanic FIR as they apply to Charts ATS 1, ATS 2 and ATS 3B (APAC 0311 1) Amendment of routes A457, A464, B335, B466,G334,G579, G582, G584, R208, R325 and R467 (APAC 9716) Not for Resale
  • 121. A-2 ATS ASINPAC BASIC ANP Amendment of routes A218, B328, B330, B334, B458, B33 1 and B480 (APAC 9911) ATS Addition of the routes L504, M522, M635, M774, N645, P648 and amendment of routes A211, M768 and N875(APAC 0515) Amendment of routes B333, A455, G225 and R458 (APAC 9918) Amendment of routes G204, G330 and G455 (APAC 9917) Amendment of routes A202 and R339 and deletion of routes A203, R333 and R335 (APAC 05118) Amendment of routes A204, A339, B337,G583, R217, R220 and R583 (APAC 98115) Addition of routes A468, B339 and G218 and amendment of routes A335, A588, B206, B451 and G341 (APAC 05119) Amendment of route A586 (APAC 0012) Amendment of route A58 1 (APAC 9911 1) Amendment of (APAC 05120) Amendment of routes G334, G461, B588, R218 and R597 (APAC 0011) Amendment of routes B330, B480, B483, G489, G491 and G494 (as applicable to the ASIAIPAC region from amendment EURINAT 0012) --`,,```,,,,````-`-`,,`,,`,`,,`--- routes G211 B456 and B589 Addition of route B346 (APAC 05/24) MET Amendment of Part VI - MET as it applies to SIGMETand AIRMET information (APAC 97115) Amendment of Part VI - MET as it applies to the World Area Forecast System (WAFS) (APAC 9813) Amendment of routes Al, A202, A205, A461, A470, A583, A590, B222, B584, G220, G334, G453, G466, G467, G580, G584, R208, R223, L625, L628, L642, M754, M765, M771, N500, N884 and N892 (APAC 0112) ~mendmentof the FIR as it applies to the Republic of Korea and amendment of routes A582, A586, A595, B212, B467, B576, G203, G339, G589 and G597 (APAC 0212) routes Deletion of route G589 (APAC 05121) Amendment of routes A459, A466, B345, B457, G452, G598, G669, R328, R331, R462 and UL425 (APAC 9914) Amendment of (APAC 0413) Addition of route P761 (APAC 0514) Amendment of Part VI -MET 04/06) (APAC 0013 and Amendment of Part VI - MET as it applies to regional procedures (APAC 0214) SAR and A341 Amendment of the requirements to the search and rescue services by extending the boundary of Auckland SRR to coincide with the FIR boundary on Chart SAR 1 and to amend the eastern boundary of Nadi SSR accordingly (APAC 9818) Amendment of Part VII - SAR (APAC 0013) Amendment of route UM55 1 (APAC 0417) Amendment of the designation of search and rescue as it applies to the Republic of Korea and Chart SAR 1 (APAC 0212) Amendment of routes L644 and M772 in and the deletion of column 3 (cruising levels) (APAC 0411 1) Addition of route B345 (APAC 0513) AISIMAP Amendment of (APAC 0013) - END - Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Part VIII - AISMAP
  • 122. ICAO TECHNICAL PUBLICATIONS International Standards and Recommended Practices are adopted by the Council in accordance with Articles 54, 37 and 90 of the Convention on International Civil Aviation and are designated, for convenience, as Annexes to the Convention. The uniform application by Contracting States of the specifications contained in the International Standards is recognized as necessary for the safety or regularity of international air navigation while the uniform application of the specifications in the Recommended Practices is regarded as desirable in the interest of safety, regularity or efficiency of international air navigation. Knowledge of any differences between the national regulations or practices of a State and those established by an International Standard is essential to the safety or regularity of international air navigation. In the event of non-compliance with an International Standard, a State has, in fact, an obligation, under Article 38 of the Convention, to notify the Council of any differences. Knowledge of differences from Recommended Practices may also be important for the safety of air navigation and, although the Convention does not impose any obligation with regard thereto, the Council has invited Contracting States to notify such differences in addition to those relating to International Standards. Procedures for Air Navigation Services (PANS) are approved by the Council for worldwide application. They contain, for the most part, operating procedures regarded as not yet having attained a sufficient degree of Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS maturity for adoption as International Standards and Recommended Practices, as well as material of a more permanent character which is considered too detailed for incorporation in an Annex, or is susceptible to frequent amendment, for which the processes of the Convention would be too cumbersome. Regional Supplementary Procedures (SUPPS) have a status similar to that of PANS in that they are approved by the Council, but only for application in the respective regions. They are prepared in consolidated form, since certain of the procedures apply to overlapping regions or are common to two or more regions. The following publications are prepared by authority of the Secretary General in accordance with the principles and policies approved by the Council. Technical Manuals provide guidance and information in amplification of the International Standards, Recommended Practices and PANS, the implementation of which they are designed to facilitate. Air Navigation Plans detail requirements for facilities and services for international air navigation in the respective ICAO Air Navigation Regions. They are prepared on the authority of the Secretary General on the basis of recommendations of regional air navigation meetings and of the Council action thereon. The plans are amended periodically to reflect changes in requirements and in the status of implementation of the recommended facilities and services. ICAO Circulars make available specialized information of interest to Contracting States. This includes studies on technical subjects. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- The following summary gives the status, and also describes in general terms the contents of the various series of technical publications issued by the International Civil Aviation Organization. It does not include specialized publications that do not fall specifically within one of the series, such as the Aeronautical Chart Catalogue or the Meteorological Tables for International Air Navigation.
  • 123. ISBN 92-9194-678-8 O lCAO 2006 3/06, €/PI11 030 Order No. 9673 Printed in lCAO --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 9 I IIII I 7 0 9 2 9 1 9 4 6 7 8 5
  • 124. Doc 9673 --`,,```,,,,````-`-`,,`,,`,`,,`--- Asia and Pacific Regions Air Navigation Plan Volume 11, FASlD Not to be used for operational purposes First edition - 2006 International Civil Aviation Organization Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 125. Published in English only by the International Civil Aviation Organization. All correspondence, except orders and subscriptions, should be addressed to the Secretary General. Orders should be sent to one of the following addresses, together with the appropriate remittance (by bank draft, cheque or money order) in US.dollars or the currency of the country in which the order is placed. Credit card orders (American Express, Mastercard and Visa) are accepted at ICAO Headquarters. --`,,```,,,,````-`-`,,`,,`,`,,`--- International Civil Aviation Organization. Attention: Document Sales Unit, 999 University Street, Montreal, Quebec, Canada H3C 5H7 Telephone: +1 (514) 954-8022; Facsimile: +I (514) 954-6769; Sitatex: YULCAYA; E-mail: sales@icao.int; World Wide Web: http://www.icao.int Cameroon. KnowHow, 1, Rue de la Chambre de Commerce-Bonanjo, B.P. 4676, Douala / Telephone: +237 343 98 42; Facsimile: 4-237 343 89 25; E-mail: knowhow~doc@yahoo.fr China. Glory Master International Limited, Room 434B, Hongshen Trade Centre, 428 Dong Fang Road, Pudong, Shanghai 200120 Telephone: +86 137 0177 4638; Facsimile: +86 21 5888 1629; E-mail: glorymaster@online.sh.cn Egypt. ICAO Regional Director, Middle East Office, Egyptian Civil Aviation Complex, Cairo Airport Road, Heliopolis, Cairo 11776 Telephone: +20 (2) 267 4840; Facsimile: +20 (2) 267 4843; Sitatex: CAICAYA; E-mail: icaomid@cairo.icao.int Germany. UNO-Verlag GmbH, August-Bebel-Allee 6, 53175 Bonn / Telephone: +49 (0) 228-94 90 2-0; Facsimile: +49 (0) 228-94 90 2-22; E-mail: info@uno-verlag.de; World Wide Web: http://www.uno-verlag.de India. Oxford Book and Stationery Co., Scindia House, New Delhi 110001 or 17 Park Street, Calcutta 700016 Telephone: +91 (11) 331-5896; Facsimile: +91 (1 1) 51514284 India. Sterling Book House - SBH, 181, Dr. D. N. Road, Fort, Bombay 400001 Telephone: +91 (22) 2261 2521,2265 9599; Facsimile: +91 (22) 2262 3551; E-mail: sbh@vsnl.com Japan. Japan Civil Aviation Promotion Foundation, 15-12, 1-chome, Toranomon, Minato-Ku, Tokyo Telephone: +81 (3) 3503-2686; Facsimile: +81 (3) 3503-2689 Kenya. ICAO Regional Director, Eastern and Southern African Office, United Nations Accommodation, P.O. Box 46294, Nairobi Telephone: +254 (20) 7622 395; Facsimile: +254 (20) 7623 028; Sitatex: NBOCAYA; E-mail: icao@icao.unon.org Mexico. Director ~ e ~ i o n 'del la OACI, Oficina NorteamCrica, Centroamirica y Caribe, Av. Presidente Masaryk No. 29, 3er Piso, a Col. Chapultepec Morales, C.P. 11570, MCxico D.F. / TelCfono: +52 (55) 52 50 32 11; Facsimile: +52 (55) 52 03 27 57; Correo-e: icao~nacc@mexico.icao.int Nigeria. Landover Company, P.O. Box 3 165, Ikeja, Lagos Telephone: +234 (1) 4979780; Facsimile: +234 (1) 4979788; Sitatex: LOSLORK, E-mail: aviation@landovercompany.com Peru. Director Regional de la OACI, Oficina Sudamerica, Apartado 4127, Lima 100 TelCfono: +51 (1) 575 1646; Facsimile: +51 (1) 575 0974; Sitatex: LIMCAYA; Correo-e: mail@lima.icao.int Russian Federation. Aviaizdat, 48, Ivan Franko Street, Moscow 121351 / Telephone: +7 (095) 417-0405; Facsimile: +7 (095) 417-0254 Senegal. Directeur regional de I'OACI, Bureau Afrique occidentale et centrale, Boite postale 2356, Dakar Telephone: +221 839 9393; Fax: +221 823 6926; Sitatex: DKRCAYA; Courriel: icaodkr@icao.sn Slovakia. Air Traffic Services of the Slovak Republic, Letove prevadzkovt sluzby Slovenskej Republiky, State Enterprise, Letisko M.R. Stefinika, 823 07 Bratislava 21 / Telephone: +421 (7) 4857 111 1; Facsimile: +421 (7) 4857 2105 South Africa. Avex Air Training (Pty) Ltd., Private Bag X102, Halfway House, 1685, Johannesburg Telephone: +27 (1 1) 315-000314; Facsimile: +27 (1 1) 805-3649; E-mail: avex@iafrica.com Spain. A.E.N.A. - Aeropuertos Espafioles y Navegacion Akrea, Calle Juan Ignacio Luca de Tena, 14, Planta Tercera, Despacho 3. 11, 28027 Madrid / Teltfono: +34 (91) 321-3148; Facsimile: +34 (91) 321-3157; Correo-e: sscc.ventasoaci@aena.es Switzerland. Adeco-Editions van Diermen, Atm: Mr. Martin Richard Van Diermen, Chemin du Lacuez 41, CH-1807 Blonay Telephone: +41 021 943 2673; Facsimile: +41 021 943 3605; E-mail: mvandiermen@adeco.org Thailand. ICAO Regional Director, Asia and Pacific Office, P.O. Box 11, Samyaek Ladprao, Bangkok 10901 Telephone: +66 (2) 537 8189; Facsimile: +66 (2) 537 8199; Sitatex: BKKCAYA; E-mail: icao-apac@bangkok.icao.int United Kingdom. Airplan Flight Equipment Ltd. (AFE), la Ringway Trading Estate, Shadowmoss Road, Manchester M22 5LH Telephone: +44 161 499 0023; Facsimile: +44 161 499 0298; E-mail: enquiries@afeonline.com; World Wide Web: http://www.afeonline.com - Catalogue of ICAO Publications and Audio-visual Training Aids Issued annually, the Catalogue lists all publications and audio-visual training aids currently available. Supplements to the Catalogue announce new publications and audio-visual training aids, amendments, supplements, reprints, etc. Available free from the Document Sales Unit, ICAO. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 126. --`,,```,,,,````-`-`,,`,,`,`,,`--- Doc 9673 Asia and Pacific Regions Air Navigation Plan Volume 11, FASlD Not to be used for operational purposes First edition - 2006 International Civil Aviation Organization Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 127. RECORD OF AMENDMENTS, ADDENDA AND CORRIGENDA I AMENDMENTS No. ADDENDAANDCORRIGENDA - Date of issue Date entered Entered by No. Date of issue Date entered 1 The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of ICAO concerning the legal status of any country, territory, city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Entered by
  • 128. TABLE OF CONTENTS Page ................................................................... Basic operational requirements and planning criteria (BORPC) -- FASID ................ Introduction . FASID 0-1 Part I -- 1-1 Part I11 . Aerodrome operational planning (AOP) . FASID Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aerodrome facilities and services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Runway surface condition information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aerodrome emergency planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table AOP 1 -- Physical characteristics, radio and visual aids at aerodromes . . . . . . . . . . . . . . . . . . . . . . . Index Chart AOP 1 . of aerodromes Part IV . Communications. navigation and surveillance (CNS) . FASID Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aeronautical fixed service (AFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aeronautical telecommunication network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aeronautical mobile service (AMS) and aeronautical mobile satellite service (AMSS) . . . . . . . . . . . . . . . . Aeronautical radio navigation service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aeronautical surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table CNS 1A -- Aeronautical fixed telecommunication network (AFTN) plan . . . . . . . . . . . . . . . . . . . . . Rationalized aeronautical fixed telecommunication network (AFTN) plan Chart CNS 1A . Table CNS 1B -- Aeronautical telecommunication network (ATN) router plan . . . . . . . . . . . . . . . . . . . . . Aeronautical telecommunication network (ATN) router plan Chart CNS 1B . Table CNS 1C -- ATS message handling services (AMHS) routing plan . . . . . . . . . . . . . . . . . . . . . . . . . . ATS Chart CNS 1C . message handling services (AMHS) routing plan (to be developed) Table CNS 1D -- ATS direct speech circuits plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATS Chart CNS 1D . direct speech circuits plan Table CNS 1E -- ATS interfacility data communication (AIDC) routing plan . . . . . . . . . . . . . . . . . . . . . . Aeronautical mobile service (AMS) and aeronautical mobile satellite service (AMSS) . . Table CNS 2 . Frequency designators for high frequencies allocated to the aeronautical mobile (R) service . . . . . . . . . HF en-route radiotelephony networks, MWARA and VOLMET networks, and frequency allocations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chart CNS 2 .en-route radiotelephony networks HF Table CNS 3 -- Table of radio navigation aids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . En-route radio navigation aids Chart CNS 3A . Aids Chart CNS 3B . to final approach and landing Table CNS 4A -- Surveillance systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table CNS 4B -- ATS automation systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 11-1 11-2 111-1 111-1 111-1 111-1 111-AOP 1-1 IV-1 IV- 1 IV-2 IV-2 IV-2 IV-3 IV-CNS 1A-1 IV-CNS 1B-1 IV-CNS 1C-1 IV-CNS ID-1 IV-CNS 1E-1 IV-CNS 2-1 IV-CNS 2-25 IV-CNS 2-27 IV-CNS 3-1 IV-CNS 4A-1 IV-CNS 4B-1 --`,,```,,,,````-`-`,,`,,`,`,,`--- General planning aspects (GEN) . FASID Part I1 . Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General guidelines on the establishment and provision of a multinational air navigation facilitylservice in the ASIAPAC regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ; . . . . . . . . . . . . . . . . . .
  • 129. ASIAIPAC FASlD 0-iv I Page Part V . traffic management (ATM) . Air FASID Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SSRcodemanagementplan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix -- SSR code management plan for the ASIAPAC regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table ATS 2 -- HF radiotelephony VOLMET broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HF Chart ATS 4 .VOLMET broadcasts Table ATS 3 -- SSR code allotment table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AppendixtoTableATS3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-1 V- 1 V- 1 V-A-1 V-2- 1 V-3-1 V-3-A-1 --`,,```,,,,````-`-`,,`,,`,`,,`--- Part VI . Meteorology (MET) . FASID Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI- 1 VI- 1 Meteorological service at aerodromes and requirements for meteorological watch offices . . . . . . . . . . . . . VI- 1 Exchange of operational meteorological information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-2 Tropical cyclone and volcanic ash advisory centres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . World area forecast system (WAFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-2 Table MET 1A -- Meteorological service required at aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 1A-1 Chart Chart MET 1 . showing areas identified by the letters in column 7 of Table MET 1A Table MET 1B -- Meteorological watch offices . . . . . . . . . . .-.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 1B-1 Table MET 2A -- Exchange of operational meteorological information . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 2A-1 Table MET 2B -- Exchange of SIGMET messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 2B-1 Table MET 3A -- Tropical cyclone advisory centres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 3A-1 Table MET 3B -- Volcanic ash advisory centres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 3B-1 Current status of ICAO tropical cyclone advisory centres (TCAC) . Chart MET 2 . Areas of responsibility Chart MET 3 . Current status of ICAO volcanic ash advisory centres (VAAC) . Areas of responsibility Table MET 4A -ASIA/PAC regional OPMET bulletin exchange (ROBEX) scheme collection areas for aerodrome forecasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 4A-1 Table MET 4B -ASIA/PAC regional OPMET bulletin exchange (ROBEX) scheme collection areas for routine reports and air-reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 4B-1 Table MET 4C -- OPMET data banks to support the ROBEX scheme . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI MET 4C-1 Table MET 5 -- Requirements for WAFS products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .-.. . VI-MET 5-1 Table MET 6 -- Responsibilities of the world area forecast centres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VI-MET 6-1 Chart MET 4 . maximum areas of coverage . WAFS Mercator projection WAFS Polar Chart MET 5 . maximum areas of coverage . stereographic projection (North) WAFS Polar Chart MET 6 . maximum areas of coverage . stereographic projection (South) Table MET 7 -- Implementation of the ISCSI2 and SADIS in the ASIAPAC regions . . . . . . . . . . . . . . . . VI-MET 7-1 Part VII . Search and rescue services (SAR) . FASID Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII-1 VII- 1 Search and rescue facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table SAR 1 -- Search and rescue facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII-SAR 1-1 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale I
  • 130. 0-v Table of Contents Page Part VIII . Aeronautical information services and charts (AISNAP) . FASID Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Organization and provision of aeronautical information services and charts . . . . . . . . . . . . . . . . . . . . . . . . Table AIS 1 -- Establishment of aerodrome AIS units (to be developed) . . . . . . . . . . . . . . . . . . . . . . . . . . Table AIS 2 -- Aeronautical information services required at aerodromes (to be developed) . . . . . . . . . . . Table AIS 3 -- Designated international NOTAM offices (NOF) in the ASIAIPAC regions . . . . . . . . . . . Chart AIS 1 . International NOTAM offices and area of responsibility Table AIS 4 -?Availability of aeronautical information (to be developed) . . . . . . . . . . . . . . . . . . . . . . . . . Table AIS 5 . WGS-84 requirements (to be developed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table AIS 6 -- Aeronautical chart requirements (to be developed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Production responsibility for sheets of the World Aeronautical Chart . Table AIS 7 . ICAO1:1000000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chart AIS 2 . layout and production responsibility for World Aeronautical Chart . Sheet ICAO 1:1 000 000 Table AIS 8 -- Requirements of the Integrated Aeronautical Information Package (to be developed) . . . . .......................................... VIII-AIS 4-1 VIII-AIS 5- 1 VIII-AIS 6-1 VIII-AIS 7-1 VIII-AIS 8- 1 A-1 --`,,```,,,,````-`-`,,`,,`,`,,`--- Appendix -- Summary of amendments to the FASID VIII- 1 VIII- 1 VIII-AIS 1-1 VIII-AIS 2-1 VIII-AIS 3- 1 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 131. INTRODUCTION -FASID 1. This second volume of the Air Navigation Plan (ANP) constitutes the ASIAPAC Facilities and Services Implementation Document (FASID) and accompanies the ASIA/PAC Basic ANP. The background to the publication of air navigation plans in two volumes (Basic ANP and FASID) is explained in the introduction to the ASIAIPAC Basic ANP. This FASID may only be amended according to the procedure approved by the ICAO Council as shown in the introductory part of the ASIAPAC Basic ANP. 2. This FASID contains the details of the facilities and services to be provided in order to fulfill the basic requirements of the plan and are as agreed between the provider and user States concerned. Such agreementindicates a commitment on the part of the State(s) concerned to implement the requirement(s) specified. Most of the contents of the ASIA/PAC FASID originate fromrecommendations of the ASIAPACI3 Regional Air Navigation Meeting (Bangkok, 1993)and conclusions of the ASIAPAC Planning and Implementation Regional Group (APANPIRG). 3. The Standards, Recommended Practices and Procedures to be applied and related guidance material for each part of the FASID (i.e. GEN, AOP, CNS, ATM, MET, SAR and AIS) are as listed in the equivalent parts of the Basic ANP. The BORPC in Part I of the ASIAJPAC Basic ANP is also taken into consideration in the overall planning processes for the ASIAPAC regions. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 132. Part I BASIC OPERATIONAL REQUIREMENTS AND PLANNING CRITERIA (BORPC) -FASID The facilities and services set out in this FASID have been developed by the regional planning process referred to in the ASIAIPAC Basic ANP. The Basic OperationalRequirements and Planning Criteria agreed by the ICAO Air Navigation Commission and for use in the ASIAPAC regions is the cornerstone of that process. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 133. Part I1 GENERAL PLANNING ASPECTS (GEN) -FASID Forecasts of air traffic demand for air navigation systems planning 1. The following information and data as well as the figures contained in this part result from the eighth meeting of the AsiaPacific Area Traffic Forecasting Group (APA TFG) in May 1999. These forecasts will be updated periodically in conjunction with APA TFG meetings and are not subject to the amendment procedure related to the FASID. 2. The APA TFG is tasked to update the long-range forecasts of passenger traffic produced for the Asia and Pacific (ASWPAC) regions, encompassing the intra-AsidPacific and trans-Pacific' markets, along with preliminary city-pair forecasts to include the 40 busiest routes in terms of passengers carried within these regions. In addition, aircraft movements are forecast for a five-year horizon initially of the aggregate trans-pacific market and city-pairs of three selected flight information regions ( m s ) of the intra-AsialPacifictraffic. Also produced for the trans-Pacific market are forecasts of peak-period traffic of selected route groups. intra-AsidPacific and trans-Pacific traffic are given in Tables 11-1 and 11-2. These scenarios are illustrated in Figures 11-1 and 11-2 respectively. 4. Intra-AsidPacific traffic increased from 3 1 million passengers in 1984 to 68.1 million in 1997; an average annual growth rate of 6.4 per cent. Intra-AsidPacific passenger traffic is expected to increase at a "most likely" average annual rate of 3.5 per cent, reaching approximately 84 million passengers in the year 2003. A somewhat higher "most likely" average annual growth rate of 5.1 per cent is forecast for the period 2003-2008, followed by 4.6 per cent for the period 2008-2014 resulting in over 145million passengers by the year 2014. The alternative forecast scenarios are summarized in Table 11-1 and shown in Figure 11-1. 5. Trans-Pacific passenger traffic is expected to increase at a "most likely" average annual rate of 7.1 per cent for the period 1998-2003, reaching over 37 million one-way passengers in the year 2003. A similar "most likely" average annual growth rate (6.3 per cent) is forecast for the period 2003-2014, resulting in over 72 million one-way passengers by the year 2014. The alternative forecast scenarios are summarized in Table 11-2 and shown in Figure 11-2. Passenger forecasts Aircraft movement forecast 3. Applying economic and yield trends resulted in alternative predictions of passenger traffic ("low", "most likely" and "high) for the forecast horizon 1998-2014. The historical trends and forecasts of passenger traffic for the 6. At present, wide-body aircraft dominate the trans-pacific market, and they are expected to continue to be dominant. Average aircraft size, in terms of seats, is expected to increase by an average annual growth rate of 1.5 per cent over the 1998-2014 period from 345 seats per flight in 1998 to 438 seats in 2014. The present forecast assumes that the type of large capacity wide-body aircraft, seating perhaps 600 or more passengers, would not be available during the forecast horizon. 1. For the purpose of these forecasts, AsiaPacific is defined as the ICAO statistical region concerned, while trans-Pacific is defined as traffic between the ICAO statistical region of North America (Canada and United States) on the one hand and the ICAO statistical region of AsiaPacific on the other hand (broken down in the use of United States data into "Asia" and "Oceanic"). Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 7. Load factors are high in the trans-pacific market, and are expected to remain so. Only a modest increase is expected Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- FORECASTS
  • 134. over the forecast period, with assumed gradual increase from today's estimated 71 per cent load factor to 72 and 74 per cent in the years 2003 and 2014, respectively. 8. The history and forecast of aircraft movements were developed by applying the aircraft size and load factor parameters. The data is contained in Table 11-3 and shown in Figure 11-3. 9. AU-cargo flights are proj'ected to increase at around 4 per cent annually to the year 2003, then at 3.7 per cent per year after 2003, from a base estimate of just over 19 300 operations in 1998. The level and growth trends for air cargo fights are difficult to forecast because of complex underlying market forces in the trans-Pacific market, and will be subject to further analysis at a later date. Other movements were estimated based on an analysis of sample week traffic supplemented by data from Tokyo/Naha FIR area control centre. Major city-pairs forecasts 10. In accordance with Recommendation 1415 of the Third AsiaPacific Regional Air Navigation Meeting, the APA TFG expanded its forecasts to include the 40 busiest routes in terms of passengers carried. The 40 city-pairs concerned have been classifiedinto two major categories: intraAsiaPacific and trans-Pacific. Intra-AsiaPacific city-pairshave been further subdivided into long-, medium- and short-haul categories. for and implementation of facilitieslservrces required for air navigation applicable in the ASIAPAC regions. They also recognize the principle that costs may be recovered for facilities and services provided for and implemented under the ASIAPAC regional plan as approved by the Council. Definition Multinational air navigationfacility/sentice 13. It is considered that multinational facilities/services will be required to facilitate implementation of the ASIA/PAC ANP, especially the new CNS/ATM systems implementation plan. Because of this, their impact on the system as a whole, as well as the implications for users and providers of the multinational facilitieslservices, needs to be identified at an early stage. Defining a multinational ASIAPAC air navigation facilitylservice in the following way would facilitate such identification in a rational manner. A facilitylservice specifically identified as such and included in the ICAO ASIAPAC regional plan for the purpose of serving international air navigation in airspace extending beyond the airspace serviced by a single State in accordance with the ASIAPAC regional plan. Applicability of ICAO provisions 11. The projected average annual traffic growth rates for the period 1997-2003 for the city-pairs concerned are depicted in Table 11-5. GENERAL GUIDELINES ON THE ESTABLISHMENT AND PROVISION OF A MULTINATIONAL AIR NAVIGATION FACILITYISERVICE IN THE ASIAIPAC REGIONS Introduction 12. These guidelines were developed by the AsiaPacific A&Navigation Planning and ImplementationRegional Group (APANPIRG) for incorporation in the ASIARAC Air Navigation Plan (ANP) and for use in the ASIAPAC regions to facilitate States' collective efforts for cost-effective implementation. They reflect relevant ICAO provisions and established policies on the Organizations's regional planning 14. Pursuant to Article 28 of the Convention and in line with the ICAO policies concerning the formulation of regional plans and their implementation, any multinational facility1 service would be set forth in the regional plan as established by un the Council. In t r ,when establishing the cost basis for route facdity charges the Council-approved principles are to be applied, i.e. the costs to be taken into account should be those assessed in relation to facilities and services provided for and implemented under the ASINPAC regional plan. Multinational character 15. In ICAO rules and procedures the term "facility1 service" for air navigation is well understood. Contrary to the term "project" or any other term which may relate only to certain segments or phases of an undertaking it does not exclude research, development, operation and eventually the phasing out of a joint venture. In this context, there is therefore no need to depart from the well known term --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 135. GEN 11-3 "facilitylservice" for air navigation. There is, however, room for amplifying the definition by additional elements in order to dissociate the common undertaking from those facilities1 services provided by one State only. 16. The purpose of a multinational facilitylservice to serve international air navigation in airspace extending beyond the airspace serviced by a single State is a useful and qualifying element. It is a crucial criterion in that it unambiguously discards other possibilities whlch the machinery for regional planning and implementation of requirements for facilities1 services provides for under Article 28 of the Convention, in accordance with Standards and Recommended Practices and relevant Assembly Resolutions, e.g. delegation of airspace, operating agencies, bilateral and multilateral agreements or, as a last resort, joint financing under Chapter XV of the Convention. While in any such case States would individually remain responsible under Article 28 for the provision of facilitieslservices within the area of their jurisdiction, a "multinational" facilitylservice by its very nature would extend beyond the individual airspace of a State. Development and processing of a proposal for a multinational air navigation facilitylservice in the ASIAIPAC regions 17. The following guidelines constitute the step-by-step development and processing of a proposal for a multinational air navigation facilitylservice in the ASIAIPAC regions. 18. In the light of the basic elements as contained in the definition and their obvious consequence of fully integrating the proposal for a multinational ASIAPAC facilitylservice into the ICAO planning and implementation processes for the ASIA/PAC regions, it follows that proposals for a multinational ASIA/PAC air navigation facilitylservice might originate from: a) APANPIRG; b) a State or a group of States; or c) an international organization recognized by ICAO. In this context it is recalled that APANPIRG at all times takes an active posture. For the permanent and coordinating machinery this is a prerequisite to remain responsive to the specific requirements of the ASIAPAC regions and is reflected in the objectives of the group, namely to: 19. a) ensure the continuous and coherent development of the ASIA/PAC regional plan as a whole, taking into consideration the effect of such development on the regional plans of adjacent regions; and b) identify specific problems in the air navigation field and propose, in appropriate form, action aimed at resolving these problems. 20. The ASIAIPAC 'planning processes and the working methods of APANPIRG as reflected in its procedural handbook ensure continued intensive information of and coordination with States of the ASIAIPAC regions. Although maximum transparency is inherent in these procedures, specific attention is required from the outset when dealing with multinational projects which may have farreaching implications for all concerned. This would include the financial problems which are a major cause of deficienciesin the implementation of the ASIAPAC regional plan. 21. The procedures for the amendment of approved regional plans and the management of the ASIAPAC regional plan on a continuous basis are described in the Introduction to the ASIAPAC Basic ANP. 22. At the time a proposal is originated within APANPIRG or submitted for its consideration by a Statelgroup of States, basic information must be available to permit preliminary evaluation. Therefore, as a principle, proposals for such a facilitylservice should be supported by material relating to the following aspects: Purpose of the proposal and operational and technical justifications. This material should include the overall plan and targets for the development and the establishment of the facilitylservice. The likely implications, if any, on regulations, working-routines, equipment,premises and maintenance should be included in the supporting documentation. Information on the expected consequences on the overall ASIAPAC air navigation system or any part thereof should also be included. Financial implications and cost-effectiveness. Related information should include estimates of the total costs of the multinational facilitylservice covering, as required, research and development,implementation,operation and maintenance, administration, and capital costs; how all costs incurred prior to the operational phase will be financed; assessing savings which may accrue from the implementation of the facilitylservice (these can be measured in monetary and/or physical terms, for example, --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 136. c) Managerial implications. As a minimum, information on the organizational infrastructure (operational and administrative) and on staff should be included. d) Alternative solutions. Although it may not normally be expected that all proposals submitted to APANPIRG for consideration will contain relevant information to the extent necessary for preliminary assessment, APANPIRG itself should at all times have due regard to any possible alternative which may satisfy the operational requirement in a more cost-effective manner. Such information should be part of the information provided to those who are to be consulted. 23. Once necessary information is available, the consequential next phase to be initiated with minimum possible delay is that the proposal is to be evaluated by APANPIRG particularly in respect of requirement, acceptability and cost-effectiveness. The APANPIRG will then, if in preliminary agreement, through the ICAO regional offices in Cairo, Dakar, Nairobi and Paris: a) consult with States that would directly be concerned with the provision of the potential multinationalfacilitylservice, as well as those States that would be utilizing it; and b) re-evaluate the proposal in the light of comments made by these States and decide either to proceed or to discontinue the proposal. 24. APANPIRG terms of reference, as well as the procedures adopted for the conduct of its activities, enable it to receive advice in the field of economics as necessary and appropriate. The APANPIRG would be in the very best position to establish the need for and the form such assistance should take when considering a proposal for a specific multinational facilitylservice. 25. After completion of the above-mentioned preparatory work, the process of including a multinational facility1 service in the ASIAPAC regional plan requires that the APANPIRG develop in consultation with all concerned, a complete proposal for amendment of the ANP for processing in accordance with the procedure approved by the Council. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Financial, managerial and other contractual aspects 26. The participation of States in the provision of a multinational facilitylservice is based on the assumption that any State having supported and agreed to the implementation of such a facilitylservice and making use of it, should also shoulder its respective share of the costs involved. The participating States would need to formalize in an agreement the terms under which the multinational facilitylservice is to be provided. A primary aim of the agreement should be to ensure that the costs involved are shared among the participating States in a fair and equitable manner. 27. This part of the guidelines is concerned with the main contractual aspects, and financial, managerial and other issues that should normally be considered when initiating work on a potential multinational facilitylservice. The basic provisions that would need to be consideredfor incorporation in such an agreement are outlined, including provisions concerning cost sharing and cost determination.However, the guidance does not extend to the presentation of a draft model agreement or clauses, since circumstances related to the planning, implementation and operation of individual multinational facilitieslservices may vary considerably. Note.- The guidelines generally refer to "agreement" as a generic term covering one or more agreements as the case may be. Types of agreements 28. An agreement covering the development, implementation, operation and maintenance of a multinational facilitylservice could either take the form of a formal international treaty or an "administrative agreement". Both forms establish an international obligation but a treaty requires the signature of the head of state or government and will also require the ratification or approval of the national legislative assembly, which, as a rule, is a time-consuming process. An "administrative agreement7',on the other hand, is at a lower level of requirement in respect of formalities and procedures than a treaty, can be signed by a minister or director of civil aviation or some other authorized person, and could be concluded by an exchange of letters or notes. 29. It is recommended that, whenever possible, the agreement be established in the form of an "administrative agreement" rather than a formal international treaty because this would allow the agreement to come into force with minimum delay and also permit greater flexibility in Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- air traffic controller positions, communications facilities, etc.) and comparing these savings to the total cost estimates; and proposals as to how cost shares of States participating in the provision of the project are to be determined. Also, assessment needs to be provided on the impact on users from charges for the facilitylservice concerned.
  • 137. GEN 30. It is further recommended that whenever possible only one general agreement (treatyradministrativeagreement") be adopted covering all aspects of the facilitylserviceconcerned through all its phases. However, this may not always be possible. In certain circumstances it might be necessary or preferable to have more than one agreement (treaty1 "administrative agreement") differing in scope and content. In those circumstances the aim should be to cover as many aspects as possible in the "administrative agreement" and limit the use of the treaty to those aspects for which this form of agreement is essential for the States concerned. Recognizing this, one agreement, for example, might cover the activities, including pre-financing, to be undertaken by those States that accept the responsibility for bringing the facilitylservice up to operational l status, with another agreement to be concluded between a l the States (including the first group of States aforementioned), which would use or be served by the facility1 service once it becomes operational. In such circumstances, the former agreement would be important because the first group of States would have to ensure the provision of funds from their own resources to ensure the implementation of the facilitylservice, since no inflow of revenues from charges on users (aircraft operators) would take place until the multinational facility1 service becomes operational. 31. Another possible approach, if required by circumstances, would be for all the participating States to conclude an agreement covering, in general terms, their commitment to participate in the provision of the multinational facilitylservice, and then to develop a separate agreement covering all aspects relating to the financing and operation of the multinational facilitylservice. a) Objective of the agreement. In its introductory text the agreement should set out the objective underlying the participating States' decision to jointly arrange for the provision of the multinational facilitylservice concerned. b) Obligations of States party to the agreement. The agreement should at the outset briefly set forth the basic obligations of the participating States. These include the obligation (by a participating State or group of States individually or collectively or as assigned to an organization or agency) to establish and operate the facilitylservice concerned; the obligation of each participating State to pay its share of the costs involved; the obligation to observe ICAO policies and practices, including those addressing cost recovery by States from aircraft operators, etc, c) Definition and description of the facility/service. The agreement should contain a clear and accurate definition and description of the multinational facilitylservice to be provided and the functions it is to perform, including to the extent possible and desirable, the supporting services required. It may be advisable in certain cases to make specific reference to functions that the multinational facilitylservice will not be performing. d) Establishment and operation of the facility/service. The agreement should specify who will establish and operate the facilitylservice concerned, namely whether this is to be done by one State, two or more States, an existing international organization, an existing national or international agency, or a new agency to be established specifically for this purpose. Note.- The decision as to who should provide the facility/service could be influenced, in particular, by the anticipated capital investment and annual costs involved, as well as the extent to which the alternative providers (i.e. a participating State or States, international organization or agency) have been engaged in the function(s) concerned. e) Legal responsibility. If an international organization or agency (as referred to in Assembly Resolution A22-19) is to establish andlor operate the facilitylserviceconcerned, it will have to be endowed with proper legal responsibility to have the capacity to contract, to acquire and dispose of property and to institute and answer legal proceedings. Basic contractclalprovisions f) Liability aspects. Closely related to legal responsibility 32. The various basic provisions that would normally have to be covered in an agreement of this nature are addressed below in the sequence they would usually appear: Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS are the liability aspects which may have to be addressed in the agreement. This involves such aspects as the determination of the extent to which liability is to be Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- incorporating any subsequent modifications required. It is recognized, however, that in some States constitutional or legal circumstancesmay require the approval of the legislative assembly for financial obligations to be accepted by the State, particularly if these are of a substantial magnitude andlor extend over a period of time. Whatever form is used, the agreement(s) should be structured to provide for easy subsequent amendments as developments may require. To this end, material of detail which is more likely to require modifications, and which will not affect the basic provisions of the agreement, should be contained in annexes or appendices. 115
  • 138. State or by two or more States (each providing separate components or parts of the project involved), the nationality of staff should not give rise to any problems, and need not be covered in the agreement. However, operation by an international organization or agency may require that certain stipulations be included in the agreement concerning the selection of qualified staff fromparticipating States. Other aspects to be considered, aside from the number and types of staff, are the various elements of conditions of service including status to be accorded to any expatriate staff, tax exemptions, etc., which will reflect on the overall costs of the venture. assumed in connection with the provision of the multinational facilitylservice. Other aspects also include whether the entity providing the facilitylserviceconcerned, an international organization or agency, or State(s), should alone assume such responsibility or whether this should be shared among all the participating States. g) Managerial aspects. 1) Governing bodies and decision making arrangements. The nature of the governing body or bodies required to administer the agreement needs to be established and a description of their functions provided. Should a new agency be established to operate the multinational facilitylservice, this would need to be stipulated in the agreement, where reference should also be made to the functions and responsibilities of the executive head of the agency and to whom he or she would be responsible. Voting arrangements should be specified. It would need to be decided whether each participating State should have equal voting power (as is, for example, the practice of ICAO). Alternatively, each State' s vote may be weighed in accordance with a predetermined formula, which would need to be specified, for example, by determining the voting power according to that participant's share of total contributions to the facilitylserviceor agency concerned. A maximum andlor a minimum limit may be set for the number of votes that can be assigned to any individual participant regardless of that participant's share of total contributions. - 3) Consultation. Provision should be made in the agreement to ensure adequate consultation with States being party to the agreement but not represented on the governing body, and appropriate aircraft operators' organizations. Such consultations should at least be undertaken in advance of any developments that could materially affect cost share to be allocated to these States, user charges, and the quality of the services provided. h) Financial aspects. 1 ) Cost determination. Pre-implementationconsiderations.The determination and presentation of the costs attributable to the provision of the multinational facilitylservice concerned should proceed in a manner acceptable to all the participating States. In this context it should be noted that bringing the facilitylservice up to implementation status can involve the costs of implementation being financed by one or more of the participating States. However, once the facilitylservice has been implemented,these costs would be capitalized and then included as depreciation (together with accumulated interest) in the overall cost base to be shared among the States participating in the provision of the facilitylservice concerned. Another voting aspect which has to be decided on and specified in the agreement is whether a simple majority would apply in all cases or whether for particular issues a large majority vote (to be specified) or even unanimity would be required. Where different degrees of majority voting would apply depending on the matter or subject being voted on, these would also need to be clearly identified in the agreement. 2) Organization and stafing. The agreement should refer to the manner in which the entity actually operating the facilitylservice would structure or organize its functions. This would apply in particular if the operation is to be assigned to a new agency. Determination of costs. In order to formalize the manner in which the costs to be shared should be arrived at, the agreement between the States participating in the provision of a multinational facilitylservice should contain clauses referring to the determination of the related costs. The agreement should also stipulate that the approach towards cost determination be based on that reco-mended in Chapter 4 of the Manual on Air Navigation Services Various aspects of staffing (nationality, numbers and type etc.) will also need to be addressed and, as appropriate, incorporated in the agreement (or an annex to it). If the participating States agree that the multinational facilitylservice is to be provided by one --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 139. --`,,```,,,,````-`-`,,`,,`,`,,`--- Economics (Doc 9161). Should more comprehensive instructions, based on Doc 9161, be required, it is preferable that these be presented in an annex in view of their relative volume and detail, and also because it may be expected that they would need to be updated and modified more frequently than the main text of the agreement. (Amendments to the annexes to the agreement would normally be subject to the approval of the governing body of the multinationalfacilitylservice). in the cost base for their air navigation facility charges, where levied. In general, it does not appear feasible to recommend one specific method or approach to cost sharing because the situation will vary, depending particularly on the technical and operational characteristics of the multinational facilitylservice involved, the views or policies of the participating States on how costs should be shared, and the volume of these costs. In line with the approach adopted in Doc 9161, the annex would normally contain an inventory of the various components of the multinational facility1 service (e.g. buildings, equipment, number of staff by function, etc.). It would also cover the determination of annual costs, i.e. operation and maintenance costs, administrative and common costs, and capital costs (depreciation and interest) as well as special capital outlays. Finally, where a multinationalfacilitylservice or any of its components serve other than the multinationalfunctions specified in the agreement (i.e. functions serving one State only, or non-aeronautical functions), instructions should be provided to ensure the accurate determination of the "multinational" costs to be shared among the participating States. In the interest of equity, however, any method of cost sharing should, in principle, be based on the extent of the use of the multinational facilitylservice concerned by each participating State. Thus, the parameters or keys used to determine each State's cost share should reflect the extent of such use. However, if the use made of a multinational facilitylservicecan only be measured by applying complex procedures and at a cost which is not commensurate with the costs to be shared, other methods of cost sharing based on readily available and relevant statistical data could be applied. Whatever method is selected it must provide for the just and equitable sharing of the costs involved. Tangible national benefits to the State(s) actually operating the multinational facility/sewice. A multinational facilitylservice might be operated by one or more States with other States contributing their share of the costs involved. In such circumstances, all the States concerned must decide whether or not the total costs should be subject to sharing or if any allowances should be made to reflect any tangible benefits accruing to the State(s) engaged in the actual operation of the facilitylservice concerned. Such benefits would usually be in the form of employment of nationals, contracts awarded to national companies, etc., with their associated multiplier effect on the economies of the State(s) concerned. It should be noted that the State@)actually operating the facilitylservice would, like other State(s) using it, be obliged to pay its (their) share of the total costs to be shared. Presentation of costs. The agreement would also need to specify, normally in an annex, the basic format to be used for the presentation of the annual costs for approval. The scope and detail of the format will depend on the particular circumstances involved. 2) Cost sharing. Responsibilityfor the sharing of costs. As stated in 26 above, once a State has supported and agreed to the implementation of a multinational facilitylservice and is making use of it, it would be expected to assume responsibility for its share of the costs involved. This basic obligation should be reflected in the agreement between the participating States. Determination of cost share of eachparticipating State. The agreement should outline the procedure to be applied for determining the cost share to be borne by each participating State. Any cost-sharing method should, to the extent possible, be equitable, simple and easy to apply. The question of equity should not only be considered in the context of the participating States, but also with respect to the final users (aircraft operators) since it may be assumed that in most instances the participating States would include the costs they incur Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Recovery of costs from users. As a rule, a multinational facilitylservice would have to be "multinationally" financed or pre-financedby a State, group of States or, by an agency as established under the authority of an agreementby States. However, any of these could recover the costs so incurred from users once the facilitylservice has been implemented. Nevertheless, States may also choose to recover less than full costs in recognition of local, regional or Not for Resale
  • 140. It would be up to each participating State to decide whether or not it wishes to recover its cost share from the users (aircraft operators). A State could either include these costs in its cost base for route facility charges (if it levies such charges), or, alternatively, recover the costs by levying a separatecharge (normally a more complex and costly procedure to administer). While the recovery of such cost shares from users might normally not be referred to in an agreement on a multinational facilitylservice, the agreement could include a provision to the effect that such recovery must be based on Article 15 of the Convention as well as the principles and recommendations in Doc 9082. If the participating States were to assign the operation of a multinational facilitylservice to an international organization or an internationalagency and decide that it should levy charges on aircraft operators for the purpose of full or partial cost recovery, this would need to be covered in the agreement. In such instances the agreement would usually also stipulate (probably in a separate annex) the charging formula to be used, reductions and exemptions granted, billing and payment arrangements, etc. Such procedures would, of course, need to conform with the provisions of Article 15 of the Convention and Doc 9082. Budgeting. Proper financial control will require costs and revenues to be estimated in advance. The itemization of the costs should basically correspond with that used for the presentation of costs. This will enable actual costs to be compared with estimated costs, and actual revenues with those estimated. ' Authority to approve the budget. The agreement should also stipulate who has the authority to approve the budget and thus authorize the use of funds to meet operating expenses and capital expenditures. This authority would normally be vested in the governing body of the multinational facilitylservice concerned. Financial auditing. The financial audit function forms an integral part of the determination of the costs to be Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS shared and the cost share to be borne by each participating State as well as of proper financial control. The agreement between States participating in the provision of a multinational facilitylservice should therefore specify that an annual financial audit be performed by a certified independent external auditor. i) Taxation and other government levies. The subject of tax exemptions and other aspects related to taxation will need to be addressed in the context of the overall operation of the multinational facilitylservice. Similarly, with regard to other government levies such as custom fees and duties, value added tax, etc., it may also need to be considered whether the import or export, purchase or sale of any equipment, supplies, etc., required for the operation of the multinational facilitylservice concerned should be exempted from all such levies in the participating States. The inclusion of clauses to that effect would be likely to require an agreement subject to ratification, such as a treaty. j) Procedures for settlement of disputes. The agreement should contain stipulations setting out the procedures to be followed for settlement of disputes between the participating States arising from the provision of the facilitylservice concerned. Regarding the settlement of disputes arising from different interpretations being given to the agreement, the States concerned would have to agree on the procedures for negotiation or arbitration and on the body to which an appeal for a final ruling could be made. k) Accessions, withdrawals, amendments to and termination of agreement. The agreement should contain provisions, including those describing the financial implications involved, to: - cover the subsequent accession by any additional qualifying State(s) after the agreement is in force; and - specify the procedure to be applied when a signatory State wishes to withdraw from the agreement as well as procedures to follow in the event of termination of the agreement. Similarly, the agreement should specify the procedures to be followed if amendments are to be made to the main text or to any annexes (for which different procedures would normally apply). Homogeneous areas and major traffic flows 33. The major traffic flows identified in the homogeneous areas are given in Table 11-6. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- national benefits (see paragraph 39 (i) of Doc 9082 ICAO's Policies on Charges for Airports and Air Navigation Services). Where an agency has been authorized to recover its costs through charges, the authorizing States would nevertheless need to make up for revenue shortfalls where, for example, the States had decided certain flights should either be exempted from or pay reduced charges.
  • 141. GEN 119 Table 11-1. Intra-AsidPacific passenger traffic forecast (thousands of one-way journeys) Year Low Most likely High 31 000 29 858 31 305 36 910 41 476 46 642 44 627 Historical 45 660 51 142 55 230 59 096 63 646 67 100 67 480 70 610 80 555 85 400 83 934 90 289 95 459 107 201 123 996 131 406 161 064 145 486 183 566 6.4 - 3.5 4.8 5.1 6.7 4.6 Not for Resale 80 775 87 455 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 76 075 77 312 Average annual percentage growth rates 71 649 73 885 Forecast 67 480 6 --`,,```,,,,````-`-`,,`,,`,`,,`--- 68 100
  • 142. Table 11-2. Trans-Pacific passenger traffic forecast (thousands of one-way journeys) Year Low Most likely High 6 404 6 845 7 036 7 058 8 296 8 889 10 044 11 517 13 363 Historical 14 729 16 033 16 363 18 121 18 967 20 281 22 567 24 816 26 781 26 245 27 688 28 330 29 461 30 846 32 183 34 476 35 015 38 377 37 026 41 448 49 939 Forecast 26 245 62 509 63 812 103 266 7.1 9.6 6.2 8.6 6.3 Average annual percentage growth rates 87 355 72 160 8.7 --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 143. Table 113. Trans-Pacific traffic forecast Annual aircraft movements (thousands) Passenger aircraft movements Low / Historical 1 1998 Most likely 107 144 High Total movement forecast Cargo Other' 19 300 Most likely 6 000 Low High 132 444 137436 142 206 1 140019 147 628 151611 1 2002 160438 161 391 174 143 167 847 Forecast 184 371 205 019 248 026 263 754 359 766 1998-2003 3.5 4.9 2003-2008 4.1 6.1 1 2008-2014 4.3 6.4 t +1" - " 1 Average annual percentage growth rates 1. Movement not included in published airline schedule (charter military and general within estimated). Table 11-4. Intra-AsidPacificand trans-Pacific Top 40 city-pairs (number of passengers per calendar year) --`,,```,,,,````-`-`,,`,,`,`,,`--- LONG-HAUL CITY-PAIRS Tokyo-Singapore Tokyo-Bangkok Tokyo-Manila Seoul-Hong Kong Tokyo-Sydney Singapore-Qsaka Singapore-Sydney Hong Kong-Sydney MEDIUM-HAUL CITY-PAIF Hong Kong-Tokyo Hong Kong-Bangkok Tokyo-Taipei Hong Kong-Singapore Singapore-Bangkok Hong Kong-Osaka Seoul-Taipei Hong Kong-Kuala Lumpur Bangkok-Taipei SingaporeTaipei Tokyo-Beijing Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 144. SHORT-HAUL CITY-PAIRS Hong Kong-Taipei Singapore-Kuala Lumpur Tokyo-Seoul SingaporeJakarta Hong Kong-Manila Singapore-Penang Sydney-Auckland Seoul-Osaka Tokyo-Saipan TRANS-PACIFIC CITY-PAIRS Tokyo-Honolulu Tokyo-Los Angeles Tokyo-Guam Tokyo-San Francisco Honolulu-Osaka Tokyo-New York Hong Kong-San Francisco Tokyo-Chicago 10s Angeles-Seoul Los Angeles-Sydney Hong Kong-Vancouver TOTAL ALL ROUTES Table 11-5. Intra-AsidPacific and trans-Pacific Top 40 city-pairs passenger forecast - Projected annual growth (%) Passenger forec (number of passengers per calendar yc 1997-2003 Average annual growth (%) 2003 LONG-HAUL CITY-PAIRS Tokyo-Singapore Tokyo-Bangkok Tokyo-Manila Seoul-Hong Kong Tokyo-Sydney Singapore-Osaka SingaporeSydney Hong Kong-Sydney --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 145. GEN 1- 3 11 Average annual growth (%) Projected annual growth (%) Passenger forec:ast (number of passelngers per calendar ye!ar) MEDIUM-HAULCITY-PAIRS Hong Kong-Tokyo Hong Kong-Bangkok Tokyo-Taipei Hong Kong-Singapore SingaporeBangkok Hong Kong-Osaka Seoul-Taipei Hong Kong-Kuala Lumpur Bangkok-Taipei --`,,```,,,,````-`-`,,`,,`,`,,`--- SingaporeTaipei Tokyo-Beijing SHORT-HAUL CITY-PAIRS Hong Kong-Taipei Singapore-Kuala Lumpur Tokyo-Seoul SingaporeJakarta Hong Kong-Manila Singapore-Penang Sydney-Auckland Seoul-Osaka Tokyo-Saipan TRANS-PACIFIC CITY- PAIRS Tokyo-Honolulu Tokyo-Los Angeles Tokyo-Guarn TokyoSan Francisco Honolulu4saka Tokyo-New York Hong KongSan Francisco Tokyo-Chicago Los Angeles-Seoul Los AngelesSydney Hong Kong-Vancouver TOTAL ALL ROUTES Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 146. Table 11-6. Homogeneous areas and major traffic flows identified in the ASIAIPAC regions Traffic flows FIRS involved Type of area covered Remarks Oceanic low density Major traffic flow AFIIASINMID Asia (Indonesia, north to China, Japan and Republic of Korea) and AustralidNew Zealand Nadi, Auckland, Nauru, Honiara, Oakland, Brisbane, Port Moresby, Melbourne, Biak, Ujung Pandang, Bali, Jakarta, Singapore, Kota Kinabalu, Manila, Ho Chi Minh, Ha Noi, Phnom Penh, Vientiane, Bangkok, Kuala Lumpur, Yangon, Hong Kong, Taipei, Naha, Tokyo, Shanghai, Taegu, Guangzhou, Wuhan, Beijing Oceanic high density Major traffic flow ASINPAC Asia and Europe via nortl of the Himalayas Bangkok, Ho Chi Minh, Phnom Penh, Ha Noi, Vientiane, Yangon, Kathmandu, Guangzhou, Kunming, Wuhan, Beijing, Urumqi, Shanghai, Shenyang, Lanzhou, Hong Kong, Taipei, Naha, Tokyo, Taegu, Pyongyang, Ulaanbaatar, Almaty [Russian Federation FIRs, and European FIRs] Continental high densitylcontinent al low density Major traffic flow ASINEU WMID Asia and Europe via sout of the Himalayas Manila, Ho Chi Minh, Ha Noi, Vientiane, Phnom Penh, Bangkok, Yangon, Ujung Pandang, Bali, Kota Kinabalu, Jakarta, Singapore, Kuala Lumpur, Hong Kong, Colombo, Madras, Calcutta, Dhaka, Kathmandu, Kunming, Delhi, Mumbai, Lahore, Karachi [and Middle EastIEuropean FIWUIRs] Continental low density Major traffic flow ASINEUWMID Asia and North America via the Russian Far East and the polar tracks via the Arctic Ocean and Siberia Anchorage, Beijing, Canadian FIRs, Guangzhou, Hong Kong, Pyongyang, Russian Far East of 80E, Shanghai, Shenyang, Taegu, Tokyo, Wuhan and Ulaanbaatar Continental low densitylcontinent al high density Major traffic flow ASINEUWNAMI NAT Asia and North America (including Hawaii) via the Central and North Pacific Anchorage, Oakland (at and north of a line drawn by LAX - HNL - Guam - MNL), Vancouver, Tokyo, Manila, Taipei, Hong Kong and Naha Oceanic low density Major traffic flow ASINNAMIPAC AustralidNew Zealand and South America Brisbane, Auckland, Nadi, Tahiti (and South America FIWUIRs) Oceanic low density Major traffic flow ASINPACISAM AustralidNew Zealand, the South Pacific Islands and North America Oakland (southern region), Nadi, Nauru, Honiara, Auckland, Tahiti, Brisbane and Port Moresby Oceanic low density Major traffic flow ASINNAMIPAC South-East Asia and China, Republic of Korea and Japan --`,,```,,,,````-`-`,,`,,`,`,,`--- Melbourne, Jakarta, Singapore, Kuala Lumpur, Bangkok, Yangon, Madras, Colombo, Male, Mumbai and African FlWUlRs Ujung Pandang, Bali, Jakarta, Singapore, Kota Kinabalu, Manila, Ho Chi Minh, Phnom Penh, Ha Noi, Vientiane, Guangzhou, Kunming, Wuhan, Shenyang, Beijing, Bangkok, Kuala Lumpur, Yangon, Hong Kong, Taipei, Naha, Tokyo, Shanghai, Taegu, Pyongyang Oceanic high density Major traffic flow ASIA Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 147. GEN 1- 5 11 HISTORICAL FORECAST 200 HlGH 180 I60 MOST LIKELY 140 LOW 120 100 80 60 40 20 0 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 Source of historical data: ICAO Reporting Form B L Figu re 11-1 Intra-AsidPacificpassenger traffic forecast -international scheduled operations (millions of one-way journeys) HlGH MOST LIKELY LOW 1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 Source of historical data: ICAO Reporting Form B Figure 11-2 Trans-Pacific passenger traffic forecast - international scheduled operations (millions of one-way journeys) --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 148. HISTORICAL' FORECAST' 400 HIGH 350 300 MOST LIKELY 250 LOW 200 - 150 100 50 n 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Sources of historical data: ICAO Reporting Form C Official Airline Guides 1. Excludes military movements. 2. Includes military movements. Figure 11-3 Trans-Pacific traffic forecast - annual aircraft movements (thousands) --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 149. Part I11 AERODROME OPERATIONAL PLANNING (AOP) - FASID INTRODUCTION 4. Pertinent information or comments on specific requirements or identification of particular issues affecting the provision of a system and target dates for the implementation of a facilitylservice may be shown as "Remarks" (in italics) in the table. 1. The Standards, Recommended Practices and Procedures to be applied and related guidance material are as listed in paragraph 3, Part 111 - AOP of the A S I M A C Basic ANP. The material in this part complements that contained Part I -BORPC of the Basic ANP and should be taken into consideration in the overall planning processes for the ASIAfPAC regions. Note.- When no information or requirement has been shown or agreed upon, the related entry(ies) in Table AOP 1 is(are) omitted. 2. This part contains the details of the facilities and/or services to be provided to fulfill the basic requirements of the plan and/or as agreed between the provider and user States concerned. Such agreement indicates a commitment on the part of the State(s) concerned to implement the requirement(~) specified. This element of the FASID, in conjunction with the ASIA/PAC Basic ANP, is kept under constant review by the APANPIRG in accordance with its schedule of management, in consultation with user and provider States and with the assistance of the ICAO Asia and Pacific Regional Office, Bangkok. RUNWAY SURFACE CONDITION INFORMATION 5. States should publish information on the runway surface friction characteristics, such as skid-resistant treatment, for the guidance of the operators. The runway friction characteristics should be maintained at acceptable levels, measured using continuous friction measuring equipment and the measured values published. Information on publishing runway surface characteristics as specified in Annex 14, Volume I, 2.9 are available in Annex 15 and the Airport Services Manual (Doc 9137), Part 2. AERODROME FACILITIES AND SERVICES (FASID Table AOP 1) [CAR/SAM/3, Rec. 3/11 AERODROME EMERGENCY PLANNING 3. Table AOP 1 shows the requirements for physical characteristics, radio and visual aids as well as other facilities and services to be provided at each aerodrome included in the ASIA/PAC Basic ANP. The explanation preceding Table AOP 1 provides a detailed description of the data included in the table. 6 . Every aerodrome shall establish a comprehensive aerodrome emergency plan and test the plan by carrying out full-scale emergency exercises every two years and partial exercises during the intervening period. Guidance on aerodrome emergency planning is available in Doc 9137, Part 7. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 150. Table AOP 1 PHYSICAL CHARACTERISTICS, RADIO AND VISUAL AIDS AT AERODROMES EXPLANATION OF THE TABLE Table AOP 1 shows the operational requirementsfor physical characteristics, radio navigation aids, visual aids and runway visual range (RVR) at each aerodrome. Columns 5 to 9 for physical characteristics relate to runways and taxiways. The physical characteristics of taxiways and aprons should be appropriate for the runways with which they are related. Columns 4 and 10to 13 show the requirements for air traffic services, radio and visual aids and reporting the RVR for the runway with which the entry is associated. These aids are generally indicated by an " X and the " X indicates that the aid should be in accordance with the type of runway (Column 7). If the aid is different from the type of runway, then a "I", "2"or "3" is entered to indicate Category I, 1 or 1 1respectively. 1 1 Column 1 Name of the city and aerodrome, preceded by the location indicator. Note.- When the aerodrome is located on an island and no particular city or town is served by the aerodrome, the name of the island is included instead of a city. Designation of the aerodrome as: RS - international scheduled air transport, regular use; RNS -international non-scheduled air transport, regular use; AS - international scheduled air transport, alternate use; and ANS - international non-scheduled air transport, alternate use. When an aerodrome is needed for more than one type of use, normally only the use highest on the above list is shown. An exception is that AS aerodromes are identified even when they are required for regular use by international non-scheduled air transport. 2 Alternate aerodromes for the regular aerodromes listed in Column 1, or if the aerodrome listed in Column 1 serves only as an alternate, the regular aerodromes for which it is an alternate. The aerodrome is shown by listing the name of the city, preceded by the location indicator. 3 Required rescue and fire fighting service (RFF). The required level of protection expressed by means of an aerodrome RFF category number, in accordance with Annex 14, Volume I, 9.2. 4 Air traffic services APP - Approach control service should be provided (shown by an " X ) and when an " R is shown, it indicates that the service should be provided with radar. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 151. TWR - Aerodrome control tower should be provided (shown by an " X ) and when an "R" is shown, it indicates that the service should be provided with an aerodrome surface movement radar. ATIS - Automatic terminal information service should be provided and shown by an " X . AFIS - Aerodrome flight information service should be provided and shown by an " X . 5 Runway designation numbers 6 Aerodrome reference code (RC) for aerodrome characteristics expressed in accordance with Annex 14, Volume I, Chapter 1. 7 Type of each of the runways to be provided. The types of runways, as defined in Annex 14, Volume I, Chapter 1, are: NINST - non-instrument runway; NPA - non-precision approach runway; PA1 -precision approach runway, Category I; PA2 -precision approach runway, Category 11; PA3 -precision approach runway, category 111. 8 Taxiway (TWY) be provided to threshold of associated runway. to 9 Required runway length expressed in terms of a balanced field length. In planning, account is taken of local conditions. If the requirement for alternate use is more critical, the aircraft type and runway length required are also indicated below the abbreviation "AS7'. Critical aircraft for pavement strength and required pavement strength expressed as the all-up mass in thousands of kilograms. The operational mass of an aircraft, such as the B747 and MDl1, which may have a bearing on the design of culverts, cable ducts, bridge overpasses, etc., is also shown. If the aircraft requiring the aerodrome for alternate use is more critical, the aircraft type and runway strength required are also indicated below the abbreviation "AS". Note 1.- A specific aircraft model based on the best available sources of information should be selected for planning runway length as this requirement is particularly affected by aircraft model differences. Aircraft models should thus be reviewed carefully to see that the correct one is used in determining the aerodrome characteristics. The Air Navigation Commission has directed that RAN meetings provide in the plan as realistic figures as possible on runway length and pavement strength requirements at individual aerodromes. Note 2.- Should a requirement for more than one runway be indicated for an aerodrome, the lengths of the secondary runways should be planned as appropriate. A specification concerning the lengths of such runways will be found in Annex 14, Volume I, Chapter 3, 3.1.7. 10 Radio navigation aids (approach and landing); PAA - Precision Approach Aid, shown against the runway to be served and indicated by an "X" . NPA - Non Precision Approach Aid. An "X" indicates that the aid should be provided. T - Terminal Navigation Aid. An " X indicates that one of the aids should be provided. Note.- The appropriate radio navigation aid and the requirement of aligning DME with ZLSNOR are shown in this Table CNS 3. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 152. AOP Ill-AOP 1-3 11 Lighting aids PA - Precision approach lighting system, Category I, I1 or 111 shown by an " X if the aid is the same category as the runway type (Column 7) or if it is different by the numeral 1 , 2 or 3 against the runway to be served, to indicate the type of system required. SA - Simple approach lighting system, shown by an "X" against the runway to be served. VA - Visual approach slope indicator system, shown by an "L," or an "S" against the runway to be served. The letter "L" indicates that the system should be PAP1 or T-VASIS (AT-VASIS) and the letter '3'' indicates that the system should be PAP1 (APAPI). RWY - Runway edge, threshold and runway end lighting. An " X indicates that these aids should be provided. - Runway centre line lighting, shown by an " X against the runway to be served. TDZ - Runway touchdown zone lighting, shown by an "X" against the runway to be served. TE - Taxiway edge lighting. An TC - Taxiway centre line lighting. An STB - Stop bars. An "X" indicates that stop bars should be provided for the runway with which the " X indicates that the aid should be provided. This requirement pertains to the entire aerodrome and only one entry is made when planning requirements for more than one runway are shown. " X indicates that this should be provided for the particular runway with which the entry is associated. entry is associated. B - Aerodrome or identification beacon. An "X" indicates that the aid should be provided. This requirement pertains to the entire aerodrome and only one entry is made. 12 Marking aids DES - Runway designation marking, shown by an " X against the runway to be served. CLM - Runway centre line marking. An "X" indicates that the aid should be provided. THR - Runway threshold marking, shown by an " X against the runway to be served. TDZ - Runway touchdown zone marking, shown by an " SST - Runway side stripe marking. An FXD - Fixed distance marking, shown by an " TWY - Taxiway centre line and, where required, edge marking. An " X indicates that the aid should be X against the runway to be served. "X" indicates that the aid should be provided. X against the runway to be served. provided. HLD - Taxiway holding position marking (renamed Runway holding position marking in Amendment No. 3 to Annex 14, Volume I), shown by an "X" against the runway to be served. The pattern of the marlung should conform to the provisions of Annex 14, Volume I, 5.2.9. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- CLL
  • 153. 13 Runway visual range (RVR) TDZ - Observations should be provided representative of the touchdown zone. MID - Observations should be provided representative of the middle of the runway. END - Observations should be provided representative of the end portion of the runway. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 154. AOP Ill-AOP 1-5 - - . . . .. - . - - Alternate aerodromes - -- - --- ~ --~adiXPhysical characteristics Lighting aids . . -. . . L .-- Runway length1 PAA NPA T PA SA VA RWY CLL TDZ ITE ,TC STB B Pavement strength TWY1 RFF APP T W R ATIS AFIS* Rwy no. +RC Rwy type . +. +7 . --- - - ATS &- : ~ - ~ p a - ~ ( A _ - - -- -- - I 1 ~ Marking aids I - h r R - -I & - ~-.i DES C M iTHR TDZ SST FXD ITWY HLD ITDZ MID END -- -- - 1 AMERICAN SAMOA (United States) 1 NSTU PAGO PAGOlPago Pago lntl NlUE NSAP NFFN NLWW Niue Faleolo Nadi Wallis YBBN YMML YPPH YSSY Brisbane Melbourne Perth Sydney NPA PA1 YBBN YPDN YSSY Brisbane Darwin Sydney PA1 NPA Y PAD YBAS YMML NWWW j YSSY : YBTL Adelaide Alice Springs Melbourne Nournea Sydney Townsville PA1 PA1 i YBTL Townsville PA1 NPA I ,YPCC cocos I. NPA NPA 'YPXM Christmas I. NPA NPA YBAS I Alice Springs WAlT I AYPY ~YPTN YBTL Kupang Port Morseby Tindal Townsville YPAD YMML Adelaide Melbourne AUSTRALIA YPAD ADELAIDElAdelaide YBAS ALICE SPRINGSlAlice Springs AS YBBN BRISBANEIBrisbane I RS PA1 NlNST I CHRISTMAS I./Christmas I. RS YPCC cocos I./Cocos I. RS YPDN DARWINIDarwin RS YMHB HOBARTIHobart Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale NPA PA1 PA1 NPA --`,,```,,,,````-`-`,,`,,`,`,,`--- YPXM
  • 155. Physlcal characterlst~cs ATS - Alternate aerodromes --- t - MELBOURNEIMelbourne lntl RS YSNF NORFOLK I./Norfolk I. * - YBBN YSSY * RFF A P P ~ T W RATISIAFIS ' T * Rwy no. ' R C I Radio alds T T /PAA NPAI + Llght~ng alds I Marklng alds +I I 1 29 I T PA SA VA RWY CLL TDZ TE TC S T B B D E S CLMTHR TDZ~SSTFXD TWY HLD TDZ MID END X X X X X'X NPA NPA X,X ;X NPA PA1 NPA PA1 X X X X X'X I YPPH ' YPAD YPDN YPLM YPPD Adelaide Darwin Learmonth Port Hedland YBRM YPLM YPPH Broome Learmonth Perth NPA NPA X ,x X YBCS YBTL Carins Townsville NPA NPA X X X YPAD YBAS YBBN YSDU YMML NWWW Adelaide Alice Springs Brisbane Dubbo Melbourne Noumea PA1 PA1 PA1 NPA X X X X X X YPDN i YBTL PERTHIPerth lntl Darwin Townsville NPA NPA X X X RS YPPD PORT HEDLANDIPort Hedland RS YBRK YSSY SYDNEYIKingsford Smith lntl RS YPTN 4E I 4E 1 I YBTL YBBN 1YBCS !YPDN AYPY 1 YPTN Brisbane Cairns Darwin Port Moresby Tindal PA1 NPA VGZR Dhaka NPA NPA 1 BANGLADESH VGEG CHITTAGONG1M.A. Hannan lntl RS X X X I I I XIX 'X I I ! I --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale RVR 1 PA1 NPA NPA PA1 I RS Runwav lenathl . . , Pavernentstrenath I l 7 Adelaide Brisbane Sydney NZAA Auckland 'NWWW Noumea NVY + + 2 - i YPAD + r
  • 156. AOP Ill-AOP 1-7 Physlcal characterlstlcs Rad~o alds - 4 Llghtlng alds - _- 4 CitylAerodrornelDesignation i VGZR DHAKNZia lntl VTBD VECC VGEG VlDP VNKT VYYY Kolkata Dhaka WBKK WMKK WBGG RPLL WSSS Kota Kinabalu Sepang Kuching Manila Singapore VTBD VVTS VDSR RFF APP TWR ATlS AFlS Rwy no. RC Rwy type TWY Bangkok Kolkata Chittagong Delhi Kathmandu Yangon VECC VGZR BHUTAN VQPR PAROIParo lntl CAMBODIA VDPP PHNOM PENHIPhnom Penh RS SlEM REAPISiem Reap 3C NPA NPA 03 21 4E NPA PA1 Bangkok Ho Chi Minh Siem Reap 05 23 4D NPA PA1 VDPP Phnorn Penh 05 23 4D NPA NPA CYYC CYYQ CYEG KSEA CYVR CYYJ BRUNEI DARUSSALAM WBSB BRUNEIIBrunei lntl iVDSR Alternate aerodromes Calgary Comox Edmonton Seattle Vancouver Victoria CYXX CYQQ CYEG KSEA CYVR CYYJ Abbotsford Comox Edmonton Seattle Vancouver Victoria 4E PA1 PA1 NPA PA1 X AS ! CANADA' CYXX CWC CALGARYICalgary lntl RS I Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale X 16 34 10 28 ' 4E Runway length1 Pavement strenqth PAA NPA T PA SA VA RWY CLL TDZ'TE TC STB B Marklng alds RVR 1 DES CLM THR TDZ SST FXD TWY HLD TDZ MID END --`,,```,,,,````-`-`,,`,,`,`,,`--- - ATS
  • 157. ATS Alternate aerodromes * AS I --`,,```,,,,````-`-`,,`,,`,`,,`--- I j CYEG I Il CYVR : CYYJ EDMONTONIEdrnonton lntl RS VANCOUVEWVancouver lntl RS VlCTORlANictoria lntl RNS I I I I CYXX CYYC CYEG KSEA CYVR CYYJ Abbotsford Calgary Edmonton Seattle Vancouver Victoria 8 CYXX CWC CYQQ KSEA CYVR CYYJ Abbotsford Calgary Comox Seattle Vancouver Victoria 8 CYXX CYYC CYQQ CYEG KSEA CYYJ Dalian Shanghai Shanghai Shenyang Taiyuan Tianjin Chengdu Guangzhou Guilin Wuhan Marking aids RVR PAA NPA T PA SA VA RWY CLL TDZ TE TC STB ! 3 DES CLM THR TDZlSST FXD TWY HLD TDZ MID END Abbotsford Calgary Comox Edmonton Seattle Vancouver ZYTL ZSSS ZSPD ZYTX ZBYN ZBTJ Lighting aids - Abbotsford Calgary Comox Edmonton Seattle Victoria CYXX CYYC CYQQ CYEG KSEA CYVR Radio aids d Runway length1 Pavement strength 4 r 3 ZUUU ZGGG ZGKL ZHHH COMOXlComox . RFF APP TWR ATIS AFIS+Rwy no. RC Rwy type TWY 2 CYQQ Physical characteristics 5 4 R R X X X X 6 7 8 11 29 4E NPA NlNSX X X 02 20 12 30 4E 4E PA1 NPA PA1 PA1 9 8747 3048 396 12 11 10 X X L X L X X X X X X X X X X X L L L L X X X X X X X X X X X X X X X X X L L L L X X X X X X X X X X X X X X X X X X L L X X X X IX XX X 13 X X X I XX X X ' X 8P47 X 1 X 87'47 3353 396 3030 396 X X X X X 3200 360 3800 360 X X X X X 2600 68 X X X X X X X X X X X X X X X X XX X X X X X X X,X X X X X XX XX X X X X XX X X X X X X X XX X X X XX X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X XIX Xl I I 1 CHINA / ZBAA Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 7 R X 18 36 4D NPA X , PA1 X Mb82 X X X X x,x X X X X XX X X X X X X XX
  • 158. AOP Ill-AOP 1-9 ATS Alternate aerodromes 2 Physcal character~st~cs RFF APP TWR ATIS AFlS Rwy no RC Rwy type TWY 3 5 4 6 7 Rad~o a~ds Runway length1 Pavement strength 8 PAA NPA T PA SA VA RWY CLL TDZ TE - TC STB B 10 9 ZUCK ZPPP ZUXC Chongqing Kunrning Xichang 7 ZUUU ZPPP ZUXC Chengdu Kunrning Xichang 7 ZBAA ZSQD ZMX ZBTJ Beijing Qingdao Shenyang Tianjin 8 ZGGG ZSHC ZSSS ZSPD ZSAM Guangzhou Hangzhou Shanghai Shanghai Xiarnen VHHH RPLL VMMC RCSS RCTP ZSHC VHHH VMMC ZGNN ZSSS ZSPD Hangzhou Hong Kong Macao Nanning Shanghai Shanghai . ZGKL ZGHA ZGGG ZGNN ZHHH Changsha Guangzhou Nanning Wuhan ZSHC ZSFZ ZSOF ZSNJ ZSSS ZSPD ZSAM Fuzhou Hefei Nanjing Shanghai Shanghai Xiarnen CHONGQINGIJiangbei RS ZYTL DALIANIZhoushuizi RS --`,,```,,,,````-`-`,,`,,`,`,,`--- ZSFZ FUZHOUIChangle RS RCKH X X X X 02 20 4E 02 20 4E PA1 PA1 X X PA1 PA1 X X X B747 3600 X 360 X X DC 10 3000 X 240 X X X X X L L X X X X X X L L X X X X - - + X X X X X X X IX X X - 13 X X X,X X X X X X X X X X X Not for Resale X X I X X X X X'X X ~ X X X X X X X X X X X X X X X X X X X X X X X I X X X X X X X I X X 4E PA1 PA1 X X B747 3300 X 360 X X 3600 X 10 28 X X X X L L X X X X X X X L X X 3600 X 395 X X X X X X X L L X X X 9 7 R X X X X 02R 20L 4E 07 25 4D PA1 PA1 X X 8747-400 PA1 NPA X X A300 X X X X X X X x/x X X X X I X X X x XI X X xtx X X X X XIX X X X X X I I Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS I X X FXD TWY HLD TDZ MID END 12 Hong Kong Manila Macao Taibei Taibei City ZUCK R DES CLM THR 11 T RVR Markmg a ~ d s L~ght~ng a~ds X X X X X X I X X X I I X X I
  • 159. ATS Alternate aerodromes Physical characteristics Radio aids . - RFF APP TWR ATIS AFlS Rwy no. RC Rwy type TWY . . . Runway length/ Pavement strength . . Lighting aids PAA NPA T PA SA VA RWY CLL TDZ TE TC STB B . . + . . 2 --`,,```,,,,````-`-`,,`,,`,`,,`--- ZYHB ZBAA ZYTL ZYTX ZBTJ Beijing Dalian Shenyang Tianjin ZSOF ZSHC ZSNJ ZSSS ZSPD ZHHH Hangzhou Nanjing Shanghai Shanghai Wuhan ZBAA ZBYN ZBTJ Beijing Taiyun Tianjin ZBAA ZSOF ZSQD ZBTJ Beijing Hefei Qingdao Tianjin ZBHH HOHHOTIBaita RS ZSJN JlNANNaoqiang RS ZWSH KASHllKashi ZWWW Ururnqi AS ZPPP KUNMlNGNVujiaba RS ZLLL LANZHOUIZhongchuan AS ZSNJ NANJINGILukou RS ZGNN NANNlNGNVuxu AS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ZUUU ZUCK ZGNN 01 19 4D PA1 NPA 08 26 4D NPA PA1 18 4D NPA Chengdu Chongqing Nanning ZBYN Taiyun ZWWW Ururnqi ZLXY Xi'an ZSHC ZSOF ZSJN ZSSS ZSPD Chongqing Guangzhou Kunrning PA1 Hangzhou Heifei Jinan Shanghai Shanghai ZUCK ZGGG ZPPP 36 Not for Resale 05 23 4D PA1 NPA X A300 2700 X 140 X X X X X L L X X X X X X Marking aids i RVR DES CLM THR TDZlSST FXD TWY HLD TDZ MID END
  • 160. AOP Ill-AOP 1-11 I ATS Alternate aerodromes Physrcal characterrstrcs Runway length1 RFF APP TWR ATIS AFlS Rwy no. RC Rwy type TWY Pavement strength 3 ZSQD 4 5 6 7 17 4D 8 PA1 Radro ards Lrghtrng a~ds Markrng a~ds RVR I PAA NPA T PA SA VA RWY CLL TDZ TE TC STB B - 9 10 ZYTL ZSJN ZSSS ZSPD Dalian Jinan Shanghai Shanghai ZGGG VHHH VMMC ZGNN Guangzhou Hongkong Macao Nanning ZBAA ZSHC ZSOF ZSNJ ZSPD Beijing Hangzhou Hefei Nanjing Shanghai ZBAA ZYTL ZYHB ZBTJ Gaoxiong Taibei City 2600 X 263 X RCKH VHHH RPLL VMMC RJBB RJOO RCSS Gaoxiong Hong Kong Manila Macao Kansai Osaka Taibei 3660 395 2750 363 3350 360 X X X X X X 12 X X X X L L X X X X X X X X X X X X X X X X L L X X X X X X X X X X X X 13 xlx X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X , Guangzhou Hongkong Macao RCKH RCTP DES CLM THR TDZiSST FXD TWY HLD TDZ MID END - Beijing Dalian Harbin Tianjin ZGGG VHHH VMMC + - Beijing Hangzhou Hefei Nanjing Shanghai ZBAA ZSHC ZSOF ZSNJ ZSPD 11 5 X 2600 PA1 35 X PA1 X X A300 X X 142 X I ZJSY ZSSS ZSPD SHANGHAIIPudong RS ZYTX SHENYANGrraoxian RS ZGSZ SHENZHENIBao'an RS RCSS TAIBEIISongshan AS . RCTP TAlBEl ClTYrraibei lntl RS --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 08 26 4E NPA 3400 X B747 X 360 XIX X I I X X X X X X X L L X X X X X X X X X X X X X X X X X X 4000 360 X X x XIX x'x I X'X XI I X X X X X X L L X X X X X X X X X X L L L L L L X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X XiXI X X X X X X x/x X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X x,x X X
  • 161. .CitylAerodromelDesignation Alternate aerodromes . -- 1 -- - - I T-l RFF APP TWR ATlS AFlS Rwy no RC Rwy type TWY J + + +- - Ru&& length1 Pavement strength - * 2 . I 1- TDZ TE TC STB B - - I Y -1 DZ MID END - l3 / I ZBAA ZBHH ZBTJ ZLXY Beijing Hohhot Tianjin Xi'an X X X X X X X X X I ZBAA ZYTL ZSJN ZSQD ZBYN Beijing Dalian Jinan Qingdao Taiyun X X X X X X X X t X ZLLL ZWAK Lanzhou Kashi x 1 ZBTJ ZWWW RS ZHHH ZLXY RNS Fuzhou Guangzhou Shanghai Shanghai Chengdu Chongqing Kunming I COOK IS. XIX RAROTONGNRarotonga lntl Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS RS NlUE I NSTU NTAA Niue Pago Pago Tahiti Not for Resale X X 1x x Ix x X ! I I X X X I X i I X X X ( X I I I 05 23 4E PA1 NPA X X B767 I 2700 142 X ' X X,X X X X X ' I I XIX II x I NPA PA1 , i X X 1B767 I I I i I Beijing Chengdu Taiyuan Lanzhou Wuhan ZUUU ZUCK ZPPP i I Beijing Changsha Guangzhou Guilin Jinan ZBAA ZUUU ZBYN ZLLL ZHHH ZSAM ZBAA ZGHA ZGGG ZGKL ZSJN ZSFZ ZGGG ZSSS ZSPD RNS i NCRG 1 RVR - I I ZBYN -- - Phys~cal charaCter~st~cs + -- < ATS 3600 142' X I I XX I I I I I 1 Dc10-30 2328 I 2161 XIX I --`,,```,,,,````-`-`,,`,,`,`,,`--- .-:I - ---A .
  • 162. AOP Ill-AOP 1-13 . ATS Phys~cal character~st~cs Rad~o a~ds L~ghtmg a~ds 7 RFF APP TWR ATlS AFlS Rwy no RC Rwytype TWY 2 DEMOCRATIC PEOPLE'S REPUBLIC OF KOREA ZKPY SUNANJSunan RS ZBAA Beijing ZWY Shenyang 9 R X 17 35 01 PA1 4D 4E FIJI NFFN NFSU SUVNNausori Niue Rarotonga Tahiti 28 Auckland Noumea ?ago Pago Suva 03 21 09 27 4E NFFN NADlJNadi lntl NlUE NCRG NTAA NZAA NWilV! NSTU NFSU RS Nadi 10 28 4C 09 27 4D 04 22 4E RS FRENCH POLYNESIA (France) NTTG RANGIRONRangiroa NTAA Tahiti AS NTAA TAHITIJFaaa Markmg a ~ d s - PAA NPA T PA SA VA RWY CLL TDZ TE TC STB B 10 4D X X X X PA1 DES CLM THR TDZ SST FXD TWY HLD TDZ MID END X NPA PA1 PA1 IL62 B747-400 DC10-30 NlNST PA1 NlNST NlNST NlNST X NPA NPA X B747 X B737-200 8737-200 NPA NPA X NCRG NTG Rarotonga Rangiroa GUAM (United States) PGUA GUAM I.1Andersen AFB AS PGUM PGSN Guam I. Saipan I. (Obyan) X PGUM PGUA Guam I. X PGSN Saipan I. (Obyan) RCKH Gaoxiong Guangzhou Lapu-Lapu Macau Manila RS , HONG KONG, China VHHH HONG KONGIHong Kong lntl RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ZGGG RPVM VMMC RPLL ROAH ZSSS ZGSZ RCTP Not for Resale Naha Shanghai Shenzhen Taibei City PA1 NPA DClO RS GUAM I./Guarn lntl RVR 8 19 EASTER I. (Chile) SClP ISLA DE PASCUNMataveri - --`,,```,,,,````-`-`,,`,,`,`,,`--- Alternate aerodromes Runway length1 Pavement strenqth B747 B747 B747 X X B747 X X X X X X X X X X X X X
  • 163. - ATS Alternate aerodromes 4 2 Physlcal charaEter~stics Runway length1 RFF APP'TWR A T E AFISIRwy no. RC Rwytype TWY ' Pavement strength + + + * 3 4 9 5 6 7 8 < VlAR + 7 + + +--- 1 l 11 10 + t + . + , t T 7 AMRlTSAWAmritsar VABB VlDP VlDP OPLA Mumbai Delhi Delhi Lahore 7 X X 05 4E 23 X 7 X X NPA PA1 263 , I 1 6 ' 4 ~NPA 34 PA1 CALlCUTlCalicut RS VABB VOTV Mumbai Trivandrum 6 X X 4D NPA ---> - -i HLD+TDZ MID END1 A 12 -T-- 1 X , X X -- 13 t-- r 1 I X I I XI X X L L X I 2800 260 EA31 2150 150 X X L L X I I , 1 I i~ x x X L I X L X X L L X X I 1 X X IX I ( DELHlJlndira Gandhi lntl RS --`,,```,,,,````-`-`,,`,,`,`,,`--- KOLKATNNetaji Subhash Chandra Bose RS VAAH VlAR VABB VECC OPKC OPLA VTBD Ahmedabad Amritsar Mumbai Kolkata Karachi Lahore 9 R X X 10 28 4E NPA PA2 X 1 X 3800 349 X B747 I X X RS X 1 X P( X X X 'X X $ X X I VGZR VlDP VNKT VOMM VANP VEPT VYYY VABB VECC VCBl VOTR VOTV Mumbai Kolkata Colombo Tiruchchirappalli Trivandrum 8 X X 01R 19L 4D NPA PA1 X X 3870 252 X DC-10 X X X X L L X X X I I 1I ' I I ~ X X 07 25 4E PA1 NPA X X 3060 X 216 DC10-30 X X x , AS ' 8747 L / X X Li X I 267 , I I i I I I 1 1 I x X X X'X X X i ~ I R I ' 1 i 1 X X I I I X XIX ~I X~ X I I I i 1 X I I I I , X ,X X I I I R I I I 1 XIX I I I 1 XI I I i i 8 1 X/X 1x X/X I Bangkok Dhaka Delhi Kathmandu Chennai Nagpur Patna Yangon Not for Resale X I I Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS I I I i CHENNAIIChennai X !X ix I VOMM -. - I AS B747 NPA X , 2800 96 X I X X 1TU54 ' X 2740 ~$47 I VECC - . ~ - - R " R -- 'PAA NPA T PA SA VA,RWY CLL TDZlTE TC STB B ~ D E S CLMTHR TDZJST FXDIyY - - - -- - - -- / l I VlDP - -- Mark~ng aids 7-- I AHMEDABADIAhmedabad AS RS VOCL I L~ghtlng alds T . + INDIA VAAH Radlo alds X X xlx XIX X, X X' i I 1i I I I I I I I I 1 I i
  • 164. AOP - -- ATS Alternate aerodromes Physical characteristics RFF APP TWR ATIS AFlS Rwy no RC Rwytype TWY ~adio aids Runway length1 Pavement strenath -- 7 -+ - 7--- I I PAA NPA T PA SA VA RWY CLL TDZ'TE TC STB B DES CLM 2 + ;VABB MUMBAIIJawaharlal Nehru lntl RS VABB VECC RS ' VEPT Ahmedabad Kolkata Colombo Delhi Karachi Chennai Muscat Nagpur AS VANP VAAH VECC VCBl VIDP OPKC VOMM OOMS VANP NAGPUWNagpur PATNNPatna 1 X . 09 27 14 32 4E Mumbai Kolkata 14 32 4E NPA PA1 VECC VlDP Kolkata Delhi 07 25 4C NPA NPA 4E NPA PA1 NPA NPA VOTR TlRUCHCHlRAPPALLl~iruchchirappalli RS VCBl VOMM VOTV Colombo Chennai Trivandrum 09 27 4C NPA NPA VOTV TRIVANDRUM/Trivandrum RS VABB VCBl VOMM VOTR Mumbai Colombo Chennai Tiruchchirappalli 14 32 4E NPA PA1 i 3050 X 1 5 0 x 1 AS , X I X X 1 I I 260 X L L , I Delhi 09 27 4C NPA NPA 2200 68 ' I X 1 I ~~NDONESIA WAPP AMBONlPattimura 1 1 Ujung Pandang WIHH Wlll WSSS WARR Jakarta Jakarta Singapore Surabaya WAAA WARR WAOO i i WAAA Ujung Pandang Surabaya Banjarmasin WALL Balikpapan 04 22 4C BALVNgurah Rai RS X 09 27 4E I 07 25 4D WAOO BANJARMASIN/Syamsudin Noor AS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale I NPA PA1 X 1 ;I NPA PA1 NPA PA1 RNS WADD I XiL( X XIL X --`,,```,,,,````-`-`,,`,,`,`,,`--- VlDP I
  • 165. -- - ATS Alternate aerodromes Phys~cal charaqterlst~cs . , RFF APP TWR ATIS AFIS Rwy no RC Rwytype TWY Runway length1 Pavement strength Rad~o ~ d s a * ~ ~ ~ h t l n ~ alds - -- - - - 7 -+ PAA NPA T PA SA VA RWY CLL TDZ TE TC s T J B I - -- ---- -- - Mark~ng alds - I DES CLM ITHR . ! RVR 1 - 7 ~ I TDZ SST FXD TWY HLD 'DZ MID END / -- BATAMIHang Nadim RS WABB BlAWFrans Kaisiepo RS WlMM WlBB WSSS Medan Pekanbaru Singapore WAJJ WAAA Jayapura Ujung Pand WlHH JAKARTNHalimPerdana Kusuma RNS WADD Wlll WSSS WARR Bali Jakarta Singappore Surabaya Wlll JAKARTNSoekarno Hatta RS WADD WlHH WSSS WARR Bali Jakarta Singapore Surabaya WABB WABP --`,,```,,,,````-`-`,,`,,`,`,,`--- WlDD WAlT NPA PA1 Biak Timika 12 30 4C NPA PA1 Bali 07 25 4D NPA PA1 WAAA Ujung Pandang WMKK WMKP WSSS Sepang Penang Singapore WAJJ Jayapura 16 34 3C NPA NlNST WlBB WlMM WlDD KUPANGIEI Tari 4E WADD WAJJ 06 24 Pekanbaru Medan Batam 16 34 4C NlNST NlNST WlHH Wlll Jakarta Jakarta 11 29 4C WlMM Medan Singapore 18 36 4D WSSS RS WAMM MANADOISam Ratulangi RS WlMM WAKK MERAUKEIMopah RNS WlMG WlPP PALEMBANGISultan Mahmud Badaruddin II RNS WlBB PEKANBARUISultan Syarif Kasim II RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale NPA PA1 NPA PA1 X r X : L I X
  • 166. Ill-AOP 1-17 AOP ATS Alternate aerodromes 2 RFF APP TWR ATIS AFIS Rwy no RC Rwytype TWY * 3 WBGG WSSS WARR WADD WIHH Wlll Bali Jakarta Jakarta 9 TANJUNG PINANGIKijang RNS WlKB WSSS Batan Singapore 4 WALR TARAKAN/Juwata WBSB WBKK WALL Brunei Kota Kinabalu Balikpapan 5 SURABAYNJuanda RS WABP 5 4 6 * 7 + Runway length/ Pavement strength + 8 9 - Rad~o a~ds - 7 t - 7 JAPAN 'RJFF TIMIKNMoses Kilangin RNS WABB WAJJ Biak Jayapura R X X 10 28 4E PA1 NPA + - 7 -_ R X 8 X X X X X 04 22 3C X X B747 3500 X 263, X , X X 06 24 3C 12 30 1650 18 X HS74 X NPA NlNST 1400 20 X FK27 NPA NlNST X 4D NlNST NPA WADD WARR Bali Surabaya 8 R X X 13 31 4D PA1 NPA FUKUOKAlFukuoka RJFK RKPK RJFT RJFU RJGG RJBB RJOO RKSS RJAA RJlT Kagoshima Gimhae Kurnamoto Nagasaki Nagoya Kansai Osaka Gimpo Narita Tokyo 9 R X X 16 34 4E PA1 NPA RJBB RJOO RJCC RJAA Kansai Osaka Sapporo Narita 9 R X X 12 30 4E PA1 NPA RJFU RJBB RJOO Nagasaki Kansai Osaka 8 R X X 10 28 4D PA1 NPA RS HAKODATUHakodate AS 1 RJOA - - -- - 1 Markmg a~ds I 1 ---- A-- I 12 X EA30 2500 150 X L , X L X X , x:L, X L X X X I L X X;L: X HIROSHIMA/Hiroshirna I RS I --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale / I I I iX I I , xlx 'x I I I 1 1 --t- 17-;--t----+ I , RVR - I Ix xlx i I -4 I / 13-1 HLDITDZ MID END / L I X X L I X X , - A - 1 UJUNG PANDANGJHasanuddin RNS I I RJCH - - -FA--PAA NPA T PA SA VA RWY CLL TDZITE TC STBIB DES + --_ - -t-, 11 10 I WAAA - L~ghtrng a~ds Kuching Singapore RS WIDN Physlcal character~st~cs
  • 167. + -7 Alternate aerodromes ---- 'RJFK KAGOSHIMNKagoshima RS I I I - 2 RJFF RKPK RJFT RJFU RJBB ,RJOO Fukuoka Gimhae Kumamoto Nagasaki Kansai Osaka RJCC ,ROAH lRJOO RJAA RJTT Fukuoka Kagoshima Nagasaki Kansai Osaka RJFF RJFK RJFT RJBB RJOO Fukuoka Kagoshirna Kumamoto Kansai Osaka RFF APP TWR ATIS AFIS Rwy no I RC Rwy type TWY + - 3 4 + 9 ' R X + 5 - T i X + - - - - 6 Pavement strength + + 7 + t ' + c 1 , -- - - 1 - - -- - - - -- - - --- -- Rad~o a~ds L~ght~ng aids -+ -1- I 1 I PAA 1 NPA I T 'PA SA I V A RWY CLL TDZ TE TC S T B b I - T - * - L - - 10 9 t - - A - - ---- -- --- Marking aids - -- -r-I - -- 11 r T T- x ,x - - -- 7 - 16 34 ' 4E NPA PA1 X X I Bt47-400 I 3000 3 9 6 X l X L 1x l L : X 1 X I X --7- /X 1 I I I I RJBB KANSAIIKansai lntl RS I I I I I I I ' RJFT KUMAMOTOIKumamoto RS NAGASAKIlNagasaki RJFU RS I 8 R R X X X 07 25 14 X 4E 4E 32 PA3 NPA X X B747-200 3000' X 353 X 'X'X X L ' X X L X X X ' X X I X X IX I NPA PA 1 X'X XIX I I / RJGG NAGOYNChubu Centrair lntl. RS RJSN RJBB RJOO RJAA NAHNNaha I RJFF I I ; ROAH Niigata Kansai Osaka Tokyo Fukuoka Gaoxiong ~VHHH Hong Kong RJBB Kansai RJOO Osaka RCTP Taibei City lRJAA Narita X X X X ' X X I 1 RCKH I --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 18 36 4E i I I NPA PA1 X X l X X I 'X -- r- --t- i New Chitose Naha Osaka Narita Tokyo RJFF RJFK RJFU RJBB RJOO + - - Phys~cal charaoter~st~cs F A I ~unwa~len~thl 7 + ATS - -- RVR I 4
  • 168. AOP -- - .- ATS Physical ch&acte&tics - Alternate aerodromes 7 - type .RFF . APP T W R -ATIS: AFIS' Rwy no. * RC* Rwy --+.-M I Y . . RJSN NIIGATAINiigata RS RJGG RJBB RJOO RJAA RJTT Nagoya Kansai Osaka Narita Tokyo 3 7 4 + - . R X X ~* 5 6 + 10 28 - * 4D 8 7 --- + NPA PA1 + . * X X - . - --- --.~ - - . 9 B747-200 - - - - - . - + -. - :- -- _ - - ~ _ _ _ d Lighting aids ' - - 6 . 2500 : X 363 X : - - 2 11 -- - 10 -------- ' I - 1 I X'X - - -. I x!LI X L X - - - -- - Marking aids 7 - PAA N P A T PA SA ,VA I RWY CLL TDZ TE TC STB B +--- ~ ~ -- Radio aids + Runway length/ Pavement strength ~ . .. . + 7 - Ill-AOP 1-19 DES CLM iTHR TD$ST OITNOita RJFF Fukuoka ; OKAYAMNOkayama RS RJFF RJFO Fukuoka Oita , I / ' OSAKAIOsaka lntl RS 8 R X X 01 19 4E PA1 NPA 8 X 07 25 4D X B747-400 PA1 NPA RJFF RJCH RJFK RKPK RJGG ROAH RJBB RKSS RJAA RJTT Fukuoka Hakodate Kagoshima Gimhae Nagoya Naha Kansai Gimpo Narita Tokyo 9 RJAA RJCH RJSN Narita Hakodate Niigata 9 RJSN RJTT Niigata Tokyo 8 R X . X 14R 4E X X NPA EA30 I ' 3000 X ' X , 396, 2500 1 150 , RS I I1 3000 X 8747-400 I 1 X , j Ii 1 ! ' 'X RJSS SENDAIlSendai RNS ! 396; X X ' I t I ; I o I R R X X X X 09 27 4D I I I XILi X L X I j I X I I I I i PA1 , X PA1 X /B747-400 PA1 NPA' 1 OIL .4E 19R 01 R 19L X : X B747-400 NPA PA1 3000/ x x ( X ~ X 3 9 6 X 1 X ' X X x 1 / IX ILi L L X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X TAKAMATSUiTakamatsu RS I RJBB RJOO RJOA Kansai Osaka Hiroshima 8 R X X 08 26 4E ! NPA PA1 , i 1 : --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale X X ,8747-400 X X I I I ! l i l ! I I I I I X XX i XX X X XX i I I X X X X 396: X XIX , I I RJOT ! I X i j I I J L ;X X'L' X I I 1 I i I ;xx / XI X X I X ; L X X / L X ~ i X 1 I SAPPOROINew Chitose I 1 X PA1 32L I l RJCC I I I RJOO / I ! I , RJOB I ~- --+ 12 - I RS I -- -7 I FXD ! M I Y HLD T D Z MID END! a RJFO - RVR - X X X
  • 169. . - ATS Physical charatter~stcs 7 I Alternate aerodromes RFF APP TWR ATlS AFlS Rwy no. RC Rwy type TWY Radio aids + r Runway length1 Pavement strength t - - - --- - Lighting. . - aids PAA NPA T PA SA V A ' R W Y 1 I RS RJTT TOKYOflokyo lntl AS JOHNSTON I. (United States) JOHNSTON ATOLUJohnston I RS ' PJON KIRIBATI PLCH KlRlTlMATl I./Christmas I. RS NGTA TARAWNBonriki lntl RS LAO PEOPLE'S DEMOCRATIC REPUBLIC VLVT VlENTlANENVattay RS MACAO, China VMMC MACAOlMacao lntl RS MALAYSIA WMKJ JOHOR BAHRUISultan lsmail RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS RJFF RJCH RJGG ROAH RJSN RJBB RJOO RJCC RCTP RJTT Fukuoka Hakodate Nagoya Naha Niigata Kansai Osaka Sapporo Taibei City Tokyo 9 RJSN RJBB RJOO RJAA Niigata Kansai Osaka Narita 9 R X X X 1 1 X X i X X X X X R 16L 34R 04 22 16R 34L 4E 4E 4E NPA PA2 NPA PA1 NPA PA1 PHNL PKMJ Honolulu Majuro Atoll 05 23 4C Tarawa 08 26 4C Nauru I. Majuro Atoll 09 27 4C Bangkok Chiang Mai HaNoi Yangon 14 32 4D Bangkok Guanzhou Manila 16 34 4E NPA PA2 WMKK WSSL WSSS Sepang Seletar Singapore X X X X X X PA1 NPA VTBD ZGGG RPLL X X X,LI X L X XI L X L X X L X L X 1 1X 1 x NPA NPA VTBD VTCC VVNB VYW X X I X IX,X NPA NPA PKMJ PKMJ X X --t- NPA NPA NGTA 3000 396 X 2500 396 X 3000 396 X 7 Not for Resale x XIX --`,,```,,,,````-`-`,,`,,`,`,,`--- TOKYOINarita lntl v CLL TDZ :TE TC STB B --RJAA -- . - .
  • 170. AOP - - . --`,,```,,,,````-`-`,,`,,`,`,,`--- Alternate aerodromes 4 WBKK KOTA KINABALUIKota Kinabalu lntl - 2 - WBSB WBGG RPLL WMKK WBSB WBKK -. RFF AFT TWR ATIS AFIS Rwy no. RC Rwy type TWY Runway length1 Pavement strength - Brunei Kota Kinabalu WBSB WBKK -- Phys~cal characterlstlcs Sepang Brunei Kota Kinabalu .WMKK WMKD - ATS Brunei Kuching Manila Sepang RS KUANTANIKuantan (RMAF) RS WBGG KUCHINGIKuching RS WBKL LABUANILabuan (RMAF) RS NBGR MIRIIMiri WBSB WBGG WBKL NMKP VTBD WMKK /WSP WSSS VTSS RS WMKP WSSS PULAU LANGKAWIIPulau Langkawi RS SEPANGIKL lntl iVTBD /WIHH l Wlll ~WMKP j WSSS 1 VTSS Bangkok Jakarta Jakarta Penang Singapore Songkhla RS NBGS SIBUISibu RS Kuching I WBGR Miri Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS NPA PA1 X X X 4E X X 'B747 DC10 FK50 Not for Resale PA1 NPA 4 c PA1 I X C ; I NMKK 3C NlNST NlNST 04 22 Singapore Penang : NMKL ,4D 03 21 Bangkok Sepang Phuket Singapore Songkhla l WBGG PENANGIPenang lntl 07 25 Brunei Kuching Labuan RS 9 R ' X I I --- - 7 I NlNST ' EA30-B4 * Rad~o alds . Llghtlng alds -- - - &- - Ill-AOP 1-21 I , RVR-7 ----+ -- Marklng alds -- -& I I PAA NPA T PA SA VA RWY CLL TDZ ITE TC STB B DES CLM 'THR TDZ I s s T FXD ;TWY HLD ~ T D ZMID END i -
  • 171. - . -- ATS - + C~tylAerodrome/Designation - . . --`,,```,,,,````-`-`,,`,,`,`,,`--- WMSA Alternate aerodromes 1 2 RFF APP TWR ATlS AFlS Rwy no. iRC Rwy type . + - - - SUBANGISultan Abdul Aziz Shah RS * 3 VTBD WlHH W l ll WMKP WSSS VTSS Bangkok Jakarta Jakarta Penang Singapore Songkhla 9 WBKK Kota Kinabalu 4 * 4 . R X 1 + I, 'TWY + TAWAUnawau X 17 35 3 C ; NlNST j NlNST X ! I VRMM - -- - . . Runway length1 Pavement strength --- I RS MALDIVES VRMG GANlGan - X I WBKW . Physical characteristics Male 10 28 4 ~ NPA : j NPA 18 36 AS )4E i I I DH6 ' I ' 'DC10-30 I VRMM MALEIMale lntl RS VCBl VOTV Colombo Trivandrum PTPN Pohnpei I. PTKK AUUU Weno I. Nauru I. PTPN Pohnpei I. ' NPA PA1 X NPA NPA X 8 B727-100 B747 I MARSHALL IS. ! I i PKMJ I MAJURO ATOLUMarshall I. lntl RS MICRONESIA (FEDERATED STATES OF) PTPN POHNPEI I./Pohnpei lntl RS PTKK WEN0 I./FM Chuuk lntl X 07 25 4C NPA NPA RS NlNST NlNST RS PTYA NPA NPA YAP [.Nap lntl MONGOLIA ZMUB ULAANBAATARIUlaanbaatar RS MYANMAR VYYY YANGONNangon lntl RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ' Ulll ZBAA lrkutsk Beijing VTBD VECC VTCC VGEG VLVT Bangkok Kolkata Chiang Mai Chittagong Vientiane Not for Resale PA1 NPA I 03 21 I~D! / 1 NPA PA1 X . 7 I Radio aids ' 1 1 / PAAINPA I T Marking aids 1 I I I E S CLM THR TDZ SST FXD T W Y HLD . RVR - DZ MID END - 13
  • 172. III-AOP 1-23 AOP ATS Alternate aerodromes NAURU :AUUU NAURU I.1Nauru I. - Physical characteristics Runway length/ RFF APP TWR ATlS AFlS Rwy no. RC Rwy type ,TWY Pavement strength * - + . 7 . RS I I NEW CALEDONIA (France) NWWW NOUMEAILa Tontouta RS NEW ZEALAND NZAA AUCKLANDIAuckland lntl I RS I I I , PKMJ PTPN NGTA Majuro Atoll Pohnpei I. Tarawa 12 30 4C NPA NPA Kolkata Delhi Dhaka Patna Varanasi 02 20 4D NPA NlNST YBBN NFFN NSTU NVVV YSSY Brisbane Nadi Pago Pago Port-Vila Sydney 11 29 NZCH NFFN YSNF NWWW YSSY NZWN Christchurch Nadi Norfolk I. Noumea Sydney Wellington PA1 PA1 I ' 4 E , PA1 NlNST , NZCH CHRISTCHURCH/Christchurch lntl RS NZAA NZWN Auckland Wellington PA1 PA1 NZWN WELLlNGTONNVellington lntl RS NZAA NZCH Auckland Christchurch NPA NPA NSFA NSTU Faleolo Pago Pago PGUM PGSN Guam I Obyan NPA NPA PGUA PGUM Guam I. Guam I. PA1 NPA I I 1 / NIUE (New Zealand) 1 NIUE NlUElNiue lntl RS NORTHERN MARIANA IS. (United States) PGRO ROTA IIRota lntl RS 1 PGSN OBYANlSaipan lntl RS --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale , Radlo aids 7r I PAA I NPA T Marking a~ds - -7-T-- , I A SA 1 VA I RWY CLL ' - VECC VlDP VGZR VEPT VlBN 1 + NPA NlNST
  • 173. I ATS City/Aerodrome/Designation Alternate aerodromes 1 OPKC Karachi VlDP OPKC OPLA OPPS ZWWW Delhi Karachi Lahore Peshawar Urumqi X VAAH VABB VlDP OPRN OPLA OOMS OPNH ZWWW Ahmedabad Bombay Delhi Islamadab Lahore Muscat Nawabshah Urumqi X VlAR VlDP OPRN OPKC OPPS Amritsar Delhi Islamabad Karachi Peshawar X OPKC OPLA PESHAWAWPeshawar RS OPRN OAKB OPLA Islamabad Kabul Lahore BABELTHAUP I./Koror PGUM Guam I. KARACHIIJinnah Inti RS OPNH LAHOREIAllarna lqbal lntl RS NAWABSHAHINawabshah AS OPPS PALAU PTRO 06 24 , I Radlo ads 1 Llghtmg alds * - - - -7 - 12 30 09 27 4E NPA PA2 4C NlNST NINST 07L ,4E 25R 07R 3C 25L NPA PA2 NPA NPA 18L 36R 18R 36L 4E NPA PA2 NPA NPA 17 35 4D NPA NPA 4C NPA NlNST X 4E PAPUA NEW GUINEA AYPY PORT MORESBYIPort Moresby VANIMO/Vanimo YBCS YPDN Cairns Darwin WAJJ RS Jayapura RS --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale X 14L 32R X 13 31 4E PA1 PA1 3C NlNST NlNST i . Marking aids I -- - ---.-- RVR - i 'DZ MID END' 3C NINST NINST RS AYVN 7 Karachi Lahore ISLAMABADIChaklala RS OPLA - RFF APP TWR ATIS AFIS Rwy no. RC Rwy type ITWY RS OPKC . 7 2 PAKISTAN OPGD GWADAWGwadar OPRN Physlcal character~st~cs - L ' X L X L / X X ;~727 X X
  • 174. AOP Ill-AOP 1-25 2Rays? ATS Phys~cal character~st~cs + I - -Tp-Runway length1 RFF APP TWR ATlS I AFlS R w no. RC R w type TWY Pavement strength -- - -- 1 C~tylAerodromelDes~gnat~on ---_ Alternate aerodromes -_ PHILIPPINES DAVAOIFrancisco Bangoy lntl RNS RPMZ RPLL Manila -- L - 1 ---- 1 1 1 PAA NPA, T PA SA VA RWY CLL TDZ JTE TC STB B Marking aids RVR DZ MID ENC I Zarnboanga LAOAGILaoag lntl + I I 1 4 D NPA 19 AS 01 / NPA I 1 LAPU-LAPUIMactan Cebu RS VHHH RPLL Hong Kong Manila 04 / 4 ~ PA1 ) 1 22 8 PA1 , MANlWNinoy Aquino lntl RS RPMD RCKH VHHH RPLl RPVM VMMC ROAH RPLB RCTP RPMZ Davao Gaoxiong Hong Kong Laoag Lapu-Lapu MACAU Naha Subic Bay Taibei City Zarnboanga SUBlC BAYISubic Bay Inti RNS RPLL RPMI Manila Laoag NPA NPA ZAMBOANGNZarnboanga lntl RNS RPMD Davao NINST NPA RKNY RKPC RKSl RJFF RKPK NPA PA1 RJOO Yangyang Jeju lncheon Fukuoka Gimhae Gimpo Osaka RKNY RKPC RKPK RKSl Yangyang Jeju Gimhae lncheon PA1 3EPUBLIC OF KOREA 3KTU CHEONGJUICheongju , IRKSS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- i - p L~ghting a~ds
  • 175. ATS Alternate aerodromes 2 Phys~cal character~stcs RFF APP TWR ATlS AFlS Rwy no. RC Rwy type TWY * 3 5 4 6 + RKPK RS RKSS --`,,```,,,,````-`-`,,`,,`,`,,`--- RKPC RKNY INCHEONIlncheon RS JEJUIJeju YANGYANGNangyang RS SAMOA NSFA FaleoloIFaleolo lntl RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Cheongju lncheon Jeju Fukuoka Gimpo Daegu Yangyang 8 RKTU RKSl RKTN RKPK RKPC RKNY Cheongju lncheon Daegu Gimhae Jeju Yangyang 9 RKPC RKPK RKSS RKTU RJAA RKTN RJGG RJFF RJOO RKNY Jeju Girnhae Gimpo Cheongju Tokyo Daegu Nagoya Fukuoka Osaka Yangyang 9 Cheongju lncheon Fukuoka Gimhae Gimpo Daegu Yangyang 8 RKSl RKSS RKPC RKPK RKTN NSTU NLWW R X X 18L + 8 * * 4E - PAA NPA T PA SA VA RWY CLL TDZ TE TC STB B . . - 9 10 . . 11 + . NPA X 2743 X X 3200 380 X X X X PA1 PA1 PA2 NPA X X X X 3600 X 395 X 3200 X 350 X X X X X PA3 PA3 PA3 PA3 X X X X 3750 420 3750 420 X X X X X X X X 7 X NPA PA1 18R 36L Markmg aids B747 X L L X X X X X X X X L L L L X X X X X X X X X X L L L L X X X X X X X X X DES CLM THR TDZ TWY HLD TDZ MID END * 12 X X X X X X X X X X X X Xf X X XIX X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X/X X X X X X 13 + X X X X X X X RVR + 7 x(x x-X X X X X X X X+ X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X I GIMPO/Gimpo AS RKSl RKTU RKSl RKPC RJFF RKSS RKTN RKNY RKTU RKSl RJFF RKPK RKSS RKTN RKNY GlMHAElGimhae 7 Lighting aids Rad~o ~ d s a Runway length1 Pavement strength R R X R X X 14L 32R 14R 32L 4E 15R 33L 15L 33 R 4E 4E B747 6747 B747 6747 X X X X X X X X X X X X X X X X X :: :I: , I X X X X 1 1 R X X 06 24 13 31 4E lncheon Gimpo Jeju Gimhae Daegu 33 15 4D Pago Pago Wallis 08 26 4D Not for Resale ' PA1 PA1 NPA NPA PA1 NPA NPA NINST X X EA30 3000 X 420 X 1910 140 . ~A30 2500 172 X 6747 X X 6767 X X X X X L X L L X X X X X X X L L X X X X X X X X X X X X X X X X X I X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X XIX X X X X X X X
  • 176. Ill-AOP 1-27 AOP arki in^ aids Alternate aerodromes Runway length1 Pavement strength RFF APP TWR ATIS AFIS Rwy no. RC Rwy type TWY , PAAINPA I I I T P A SAVA I RWY CLL TDZ /TE TC STBiB 11 I (SINGAPORE PAYA LEBAWPaya Lebar (RSAF) WSAP / 1 i --`,,```,,,,````-`-`,,`,,`,`,,`--- X 02 20 4E Johor Bahru Singapore 4 X 03 21 Bangkok Brunei Jakarta Jakarta Johor Bahru Sepang Medan Penang Paya Lebar 9 Kieta Port-Vila VABB VOMM VRMM VOTR VOW Bombay Chennai Male Tiruchchirappalli Trivandrum VCBl Colombo X X 3C NINST NlNST AYKT NVVV WSSS 9 VTBD WBSB WlHH Wlll WMKJ WMKK WlMM WMKP WSAP I Singapore WMKJ WSSS 1 WSSL WSSS R NPA NPA X X X X X X X I SRI LANKA VCBl COLOMBOIBandaranaike lntl RS VCCH HIGURAKGODNMineriya AS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 06 24 4C NINST NPA X : , B737-200 X X X X 07 25 4E NPA PA1 X '8747 X X X X X X RVR IES CLM THR TDZ SST FXD TWY HLD 'DZ MID ENC
  • 177. ATS Alternate aerodromes 2 THAILAND VTBD BANGKOWBangkok lntl RS --`,,```,,,,````-`-`,,`,,`,`,,`--- VTCC VTCT RS CHIANG RAIIChiang Rai lntl RS VTUK * VECC VTCC VHHH Kolkata Chiang Mai Hong Kong WMKK VMMC WMKP VTSP VTBU WSSS VTSS VYYY CHIANG MAIIChiang Mai lntl Sepang Macao Penang Phuket U-Taphao Singapore Hat Yai Yangon VTBD VLVT VYYY Bangkok Vientiane Yangon 8 VTBD VTCC Bangkok Chiang Mai 7 5 4 9 R X X R X X X VTBU RAYONGIU-Taphaolntl VTBD WMKP VTSS Bangkok Penang HatYai 8 VTBD Bangkok 8 R X X X X X RS VTSS SONGKHLNHat Yai lntl VTSB SURAT THANllSurat Thani RS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 4E 03 21 4D 4C 4C 09 27 4E 18 4E VTBD WMKK WMKP VTSP Bangkok Sepang Penang Phuket Phuket HatYai Not for Resale + PAA NPA T PA SA "A RWY CLL TDZ.TE TC STB . . & . 10 9 X X X X B747 I3747 3700 395 X 3500 368 X X X .B 11 * NPA PA1 PA1 NPA X a747 X €A30 NPA NPA X B737-400 NPA PA1 X B737-400 NPA PA1 X X 8747 PA1 NPA X NPA X X 8747 NPA PA1 X EA30 B747 U-Taphao VTSP VTSS NPA PA2 NPA PA1 * * 8 PA1 36 VTBU RS 18 36 15 33 X PHlTSANULOWPhitsanulok RS 4E 03 21 X KHON KAENlKhon Kaen PHUKETlPhuket lntl 4E t 7 Marking aids - X X X X X X X L L X L L X X X X X X X X X X X X DES GLMLTHR TDZlSST FXDTWY HLD TDZ MID END + 12 + ? X X X X X X X X X X X X X X X X X RVR X X X X 13 X X X X X X X X X X X X X X X X X X X I RS WSP 03L 21R 03R 21L . 6 Lighting aids I RS VTPP Runway length1 Pavement strength RFF APP TWR ATIS AFIS Rwy no. RC Rwy type TWY 3 Radio aids Physical characteristics 8 R X X 08 4E 26 04 22 4D 3100 326 X X X X X L L X X X X I X X
  • 178. AOP Ill-AOP 1-29 . I . - - . CitylAerodrome/Designation - - -_ -- - I Alternate aerodromes -_ _. . - . 2 VTUU 1 TONGA NFTF - , I - - ATS - --- . - , -- -~ 3 ; - , 7 NFTF Fua'amotu ' .. + +~ 8 - - - *- L 9 ----~ ~ 4~ , NPA PA1 3000 160' X j X X XI X I xi: , 2 B 1NlNST I 1 I NlNST x I 1 ~ II TUVALU NGFU IPANC PACD NLWW 1 PAED 1 PACD CYEG PAFA PAKN COLD BAYICold Bay ! PANC Anchorage Fairbanks FAIRBANKSIEielson AFB AS 1 PAFA I 1 KSEA Seattle --`,,```,,,,````-`-`,,`,,`,`,,`--- FAIRBANKSIFairbanks lntl RS I PAFA 4E 1 j X /3 14 2 '40 ' 1 16R 34L 4E I PA1 NlNST xix PA1 NPA X X X X X X X X I PA1 1 NlNST I X X X Fairbanks PAED PANC I PACD I PAEl PAKN Anchorage Anchorage Cold Bay Fairbanks King Salmon PA3 PA1 X X KLAX KSFO Los Angeles San Francisco NPA PA1 X X I PHTO HILOIHilo lntl PHNL AS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Honolulu NPA PA1 X X PA1 1 FRESNOIFresno Air Terminal AS X I I I, I xlx lx / Anchorage Fairbanks PAEl x~x ,3Cl NlNST NlNST 06R 4 ~ PA3 ; 24L NPA 14 ! 4 E NlNST 32 NlNST Anchorage Cold Bay Edmonton Fairbanks King Salmon PANC PAFA EVERETTISnohomish County-Paine Field AS KFAT 03 21 I ANCHORAGWElemendorf AFB AS KPAE PAFA / Wallis I / AS ~ i 1 I UNITED STATES' ANCHORAGEIAnchorage lntl RS PAED X!X I FUNAFUTllFunafuti lntl RS -7- :x XiLj X ' L , X I I , I ' ' 4 C NPA NPA 08 26 - 11 I 11 29 -+~-- -I---~ 10 RVR Marking aids Lighting aids --------- 1 05 23 i Niue Suva - Runway length1 5 4 1 NFSU . + - - - c. . - A - UBON RATCHATHANIIUbon Ratchathani RS FUA'AMOTUIFua'amotu lntl RS --. , RFF APP ~ T W R !ATIS j AFIS Rwy no. * -- Radio aids Physical characteristics -. - X X X X X X X X X X X X X X
  • 179. ATS CitylAerodromelDesignation Alternate aerodromes 1 PHNL ASIAIPAC FASID I Ill-AOP 1-30 2 HONOLULUIOahu lntl RS PHTO PHOG Hilo Kahului Phys~cal charader~st~cs + Runway length1 Pavement strength RFF APP TWR ATlS AFlS Rwy no. RC Rwy type TWY 3 9 5 4 . R X Rad~o ~ d s a * X 08L 26R 04R 22L 08R . .6. 7 4E PA1 NlNST 4E PA1 NlNST 4E NlNST 26L . . * X X X X X NPA X PA1 NPA X X L~ghtmg ~ d s a * PAA NPA T PA SA VA RWY CLL TDZ TE TC STB B . 10 11 $ B747 B747 B? 3767 X 318 2743 X 386 3658 X X X X X X X X X X X X X X I DES CLM THR TDZ SST FXD TWY HLD TDZ MID END * X X X X X X L 308 L X L L X L L + * 9 RVR Mark~ng ~ d s a + 8 * . . X X 13 12 T X X X X X X XX X XX X X XX X X X )( , X X XX X XX X X X X X X X X X XX X XX X XX X XX X X~X X X X X X XX X X XX X X X X X X X X X X X X X X X X X X X X XX X X X X X X X XX X X X X XX X X X'X X X 1 PHOG KAHULUI/Kahului PHNL Honolulu 8 X X AS 02 20 4D ~610 2134 X 205 X X L X L X X X X X X X X X X X X X X X X X X L L L L L L L L X X X X X X X X X L X PAKN KING SALMONIKing Salmon AS PANC PAFA Anchorage Fairbanks KLAX LOS ANGELESILos Angeles lntl RS KFAT KLAS KOAK KONT KPMD KSAN KSFO KSCK Fresno Las Vegas Oakland Ontario Palmdale San Diego San Francisco Stockton X X X X X X X X AS KLAX KSFO Los Angeles San Francisco X AS KLAX KSFO Los Angeles San Francisco KLAX KSFO Los Angeles San Francisco 8 KSEA Seattle 9 KOAK KONT KPMD OAKLANDIMetropolitanOakland ONTAR1010ntario lntl PALMDALEIPalmdale P.F.T.I. AS KPDX PORTLANDIPortland lntl R X 07 4E NlNST 25 R X X 3659 KSFO San Francisco 7 R X X AS 4E PA3 X NPA NPA X X B747 4E PA1 X B147 PA2 NPA X X 16R 34L 4D X X X X X X X X X X X X X X X X X X X X X X X DClO I X L X X X X X 353 X X X L X X X XX X X X L X X X X X'X X 327 2440 X X X X L X L L X X X X X X X X XX X X X X X L L X X X X XX X X 363 X 2621 X 154 X X X X X X X X X X X X X X X X XX I I KSAN SAN DIEGOISan Diego (AFSS) KLAX Los Angeles AS 8 R X X 09 27 4E PA1 NPA X X B747 2865 X 327 X X X L X L X X I X 'X X X X I --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale X X 3357 X 8747 10R 28R SACRAMENTOIMetropolitan X 28L 10L AS KSMF X PA1 X X ~ X X XX XIX X ~ X XI X X X
  • 180. Ill-AOP 1-31 AOP Alternate aerodromes 2 l KSFO KSJC SAN FRANCISCOISan Francisco lntl RS SAN JOSEISan Jose lntl RS - + ATS - - 7 - KFAT KLAS KLAX KOAK KONT KPMD KSMF KSCK Fresno Las Vegas Los Angeles Oakland Ontario Palmdale Sacramento Stockton 9 KOAK Oakland 7 R R -- X X -- + - X - + A * + X 12R -- -+- 10R 4~ 28L 01R 4 D 19L : IOL 4E: 28R OIL 4E 19R 4D $- + NINST PA1 NlNST PA1 NINST PA3 NlNST NINST PA1 30L SEAlTLE BOEING FIELDIKing County lntl KSEA Seattle 8 R X X ' 8 , ; PA1 13R 31L AS 4E -* - 7 X X B747 X I X 18747 I X X 0747 X X /B747 PA1 NPA Marking aids 11 - 13 3221 X X X , L X X X 21341 322 , I I X DClO X X X X XX x/ XX XX XX X . X 1 X X XX X X'X X X , 1 A- X X i I KBFl Lighting aids- Physical characteristics --~ . ., Runway length1 Pavement strength RFF APP TWR ATIS AFlS Rwy no. RC Rwy type l W Y ~_ . 1L* + .. -+ 3 4 5 6 , 7 8 , 9 10 ~. X I X B747 X X I KSEA SEATTLUSeattle-Tacoma lntl RS KLAX KPDX KSFO KBFl KGEG CYVR Los Angeles Portland San Francisco Seattle Boeing Field Spokane Vancouver 9 R X X 16R 34L 16L 34R 4E 4E PA3 PA1 NPA PA1 ' X / X ,B747 X X B747 I X X ;x I I I I I I SPOKANEISpokane lntl AS KSEA Seattle 7 R X X 03 21 4E . PA1 PA2 ' X X IB747 I I 1 I KSCK STOCKTONlMetropolitan AS I I KLAX KSFO Los Angeles San Francisco 8 KBWl KBOS CYUL CYMX KJFK KPHL , KPIT KBDL Baltimore Boston Montreal Montreal New York Philadelphia Pittsburgh Windsor Locks 9 R X X ' 11L 4 E NlNST 29R PA1 i 1 X X 1 KIA0 WASHINGTONIDulles lntl RS R , X X OIL 4 E 19R 01R 4D 19L i , , i RS NWWW Noumea NVSS Santo X ! 11 29 SANTOIPekoa NVVV I I Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS RS Not for Resale Port-Vila 3 X 12 30 1 I I i X X X X X X X X XX XX X X X X X X X XX XX X X X X I i I ; ~ I ' 2 8 NPA NlNST ~ I X I jB737-200 X X X I i x I 1 X X X B747 1 I 4 C 1 NPA ; NlNST i I NVSS , X I I I 6 , X X X ! X iB747 ' X i X B707-3008 I , 1 PORT-VILNBauerfield X I I I VANUATU I NVVV , X X , , NPA PA1 PA2 NPA X X X x S W ~ X xx X x i X --`,,```,,,,````-`-`,,`,,`,`,,`--- KGEG I
  • 181. ATS * Alternate aerodromes WET NAM DA NANGIDa Nang l VVDN , RS I VVNB HA NOIINoi Bai RS , I I VVTS I HO CHI MlNH/Tan Son Nhat RS 1 WALLIS AND FUTUNA IS. (France) NLWW WALLISIHihifo RS / Physical characteristics 7 * Radio aids -1 [ * RFF APP TWR ATlS AFlS Rwv no. RC Rwv t v ~ eTWY VVNB VVTS VDPP Bangkok DaNang Hong Kong Manila Phnorn Penh NPA PA1 NSAP NGFU NSTU Apia Funafuti Pago Pago NPA NPA - PAA NPA T Bangkok Da Nang Ho Chi Minh Hong Kong Vientiane VTBD VVDN VHHH RPLL VDPP 1 Runway length1 Pavement strenath HaNoi Ho Chi Minh Phnom Penh VTBD VVDN VVTS VHHH VLVT ' 1 X 18747 3600 3401 X I I I ! B737 1 _ _ t 2000 47 - ---`,,```,,,,````-`-`,,`,,`,`,,`--- Note 1.- Outside ASIAPAC. Indicated for coordination. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 182. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 183. CARTE D'ENSEMBLEDES AERODROMES --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale INDEX OF AERODROMES CHART AOP 1
  • 184. Part IV COMMUNICATIONS, NAVIGATION AND SURVEILLANCE (CNS) - FASID INTRODUCTION 1. The Standards, Recommended Practices and Procedures to be applied are as listed in paragraph 3, Part IV - CNS of the ASIAIPAC Basic ANP. The material in this part complements that contained Part I - BORPC of the Basic ANP and should be taken into consideration in the overall planning processes for the ASIAPAC regions. 2. This part contains the details of the facilities and/or services to be provided to fulfill the basic requirements of the plan and/or as agreed between the provider and user States concerned. Such agreement indicates a commitment on the part of the State(s) concerned to implement the requirement(~) specified. This element ofthe FASID, in conjunction with the ASIAPAC Basic ANP, is kept under constant review by the APANPIRG in accordance with its schedule of management, in consultation with user and provider States and with the assistance of the ICAO Asia and Pacific Regional Office, Bangkok. 4. Inter-regional and intra-regional routing of AFTN messages is contained in the ASIA/PAC AFTN Routing Directory. The ICAO Asia and Pacific Regional Office continues to maintain its coordinatingrole for amendmentsto the directory and for publishing updated editions. States are required to coordinate any changes in routings with the ICAO Asia and Pacific Regional Office well in advance to allow sufficient time to examine the proposal and finalize required details. 5. Regional interface control documents (ICDs) are published by the ICAO Asia and Pacific Regional Office, as required, to ensure standardization of controlled circuit protocols used for the AFTN and ATS direct speech circuit signaling system. The ICDs published are as follows: - Character Oriented Data Link Control Procedures System Category B [APANPIRG Conc. 5/14]; - X.25 Protocol for AFTN AERONAUTICAL FMED SERVICE (AFS) (FASID Tables CNS lA, lB, lC, 1D and 1E and FASID Charts CNS lA, CNS 1B and CNS 1D) 3. Tables CNS 1A and lB, and Charts CNS 1A and CNS lB, show the requirements and implementation status for aeronautical fixed telecommunication network (AFTN) circuits and the aeronautical telecommunication network (ATN) router connection. The ATS message handling system (AMHS) and in the ASIAPAC regions are shown in Tables CNS 1C and CNS 1E. The requirement and implementation status of ATS direct speech circuits is shown in Table CNS 1D and Chart CNS 1D. [APANPIRG Conc. 7/14]; - PSSl Signaling System for Digital ATS Speech Circuit Network [APANPIRG Conc. 8/17]; - Radar Data Exchanges [APANPIRG Conc. 9/l 71; - AMHS ICD; - Router ICD. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 185. ASlAlPAC FASlD IV-2 AERONAUTICAL TELECOMMUNICATION NETWORK 6. The guidance material for ATN transition adopted by APANPIRG provides technical guidance for regional transition planning, primarily focussing on ATN initial ground-to-ground applications. [APANPIRG Conc. 10111 and Conc. 111181 guideline for the positioning of ATN equipment. The ATN routing architecture is designed primarily for the groundground environment. However, it is intended that the architecture will also be suitable as the routing architecture for the introduction of the air-ground communication requirements. 12. Until a formal registration authority is established within ICAO, the ICAO ASIA and Pacific Regional Office will maintain a register within the region for registering all private management domains (PRMDs). ATN transition plan 7. The ATN transition plan outlines the requirementsto increase bandwidth and upgrade protocols for those trunk circuits that will support main data flow of traffic in the ASIAPAC regions. The plan also provides target dates for implementation of backbone boundary intermediate systems (BBIS) and boundary intermediate systems (BIS) in the ASIAIAC regions. [APANPIRG Conc. 12/14] 13. A form for recording AFTN circuit loading statistics with instructions for its use is provided in Attachment B to Part IV - CNS of the Basic ANP [APANPIRG Conc. 4/23 and Conc. 15/20]. AERONAUTICAL MOBILE SERVICE (AMS) AND AERONAUTICAL MOBILE SATELLITE SERVICE (AMSS) (FASID Table CNS 2) Regional ATN planning documents 8. The ASIAPAC ATN ATS message handling system addressing plan, ATN network service access point (NSAP), NSAP address registration form and ATN routing architecture plan provide guidance to States. 9. The ASIAPAC ATN ATS message handling system addressing plan provides planning and technical guidance to States in the assignment and registration of addresses and names for transition of ground AFTN services to the AMHS within the A S I W A C regions. The ASIAmAC ATN AMHS naming plan aligns itself with the global AMHS naming scheme. 10. The ATN network service access point (NSAP) addressing plan and NSAP address registration form provide guidance to States for assigning regional NSAP addresses in a consistent manner with the ASIAPAC regions. Each field of the NSAP address is described with the recommended method of assigning value. This is important for consistency in the use of NSAP addresses and for efficiency in routing. Fields with purely local States matters are identified. The ICAO ASIA/PAC Regional Office is the temporary allocation authority of the ADM field. 14. Table CNS 2 shows the requirements and implementationstatus of aeronauticalmobile services (AMS) and aeronautical mobile satellite services (AMSS) for HF VHF and satellite data links in the ASIAIPAC regions. HF allotment areas and specific frequencies allocated to each network, as well as a list of frequency designators to be included in the HF air-ground communication log in accordance with Annex 10, Volume II,5.2.3.3, is provided at the end of Table CNS 2. 15. The ICAO Asia and Pacific Regional Office continues to maintain frequency selection ind coordination, including the maintenance and promulgation of the VHF Frequency List (List No. 3) in the band 118 to 137 MHz, at appropriate periodic intervals. [ASIA/PAC/3, Conc. 1~1/4] 16. The HF Interference Report Form is provided in Attachment C to Part IV - CNS of the Basic ANP. [ASIA/PAC/3, Conc. 11/61 AERONAUTICAL RADIO NAVIGATION SERVICE (FASID Table CNS 3) 11. The regional ATN routing architecture is based upon the need for ground-ground infrastructure to eventually replace the existing AFTN infrastructure. For this reason, the routing architecture uses the existing AFITI infrastructure as a 17. Table CNS 3 lists, State-by-State in alphabetical order, requirements for ground-based and satellite-based radio navigation aids for various functions. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 186. CNS 18. The ICAO Asia and Pacific Regional Office continues to maintain frequency selection and coordination, includingmaintenance and promulgation of frequencies in the bands 108 to 137 MHz and 960 to 1215MHz bands, assigned to national and international aeronautical radio navigation facilities. Updated Frequency Lists Nos. 1 and 2 of radio navigation aids are published at periodic intervals. [ASIAfPACI3, Conc. 1115 and 12/91. Catalogue of Flight Inspection U i s published by the ICAO nt Asia and Pacific Regional Office. AERONAUTICAL SURVEILLANCE (FASID Tables CNS 4A and CNS 4B) 20. Table CNS 4A and CNS 4B contain information on the radar, facilities and ADS workstations that are required for en-route and terminal surveillance and operational requirements for ATS automation systems in the ASIAPAC regions. --`,,```,,,,````-`-`,,`,,`,`,,`--- 19. The detailed description of flight inspection units available in the ASIA/PAC regions is contained in the IV-3 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 187. IV-CNS 1A-1 Table CNS 1A AERONAUTICAL FIXED TELECOMMUNICATION NETWORK (AFTN) PLAN EXPLANATION OF THE TABLE Column 1 The AFS stations or facilities of each State are listed alphabetically. Each circuit appears twice in the table. 2 Category of circuit: M - Main trunk circuit connecting Main AFTN communication centres. T -Tributary circuit connecting Main AFTN communication centre and AFTN stations to relay or retransmit AFTN traffic. S -AFTN circuit which is used to transmit and receive AFTN traffic to and from a Main or Tributary AFTN communication centre directly connected to it and does not relay AFTN traffic except for the purpose of serving national station(s). 3and7 Type of circuit provided: --`,,```,,,,````-`-`,,`,,`,`,,`--- L I T - Landline teletypewriter LTTIa -Landline teletypewriter, analogue (e.g. cable, microwave) LTT/d - Landline teletypewriter, digital (e.g. cable, microwave) LDD/a -Landline data circuit, analogue (e.g. cable, microwave) LDDld -Landline data circuit, digital (e.g. cable, microwave) SAT/n/a/d - Satellite link. The number indicates the number of hubs in the circuit, with /a for analogue or /d for digital appropriate to the tail circuit. 4 and 8 Circuit signalling speed, current or planned. 5and9 Circuit protocols, current or planned: COP-B -Character oriented data link control procedure, system category B X.25 - X.25 protocol 6and 10 Data transfer code (syntax), current or planned: ITA-2 -International Telegraph Alphabet No. 2 (Baudot code) IA-5 - International Alphabet No. 5 (7-unit code) 11 Target date of implementation 12 Remarks Note 1.- Circuit is required for alternate routing and for national routing for international trafJic. Note 2.- Requirements exist for speech and data ( S + DX) communication. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 188. CNS IV-CNS 1A-3 - Planned Current TYpe Signalling speed 'rotocc 3 4 5 LDDId 2400 bps X.25 Christchurch LDDld 2400 bps X.25 9600 bps X.25 nternet gateway - AMERICAN SAMOA (United States) Pago Pago-S - 'rotocc Code 9 - 6 Target date nplernentatior Remarks 11 12 I Salt Lake City AUSTRALIA Brisbane-M Vote 2 Honiara LDDld Jakarta SATId 2400 bps X.25 Vote 1,2 Nadi LDDM 4800 bps X.25 Vote 2 Nauru LDDM 9600bps X.25 Internet gateway Port Moresby SATId 9600 bps X.25 Vote 2 Port Vila LDDld 9600 bps X.25 Internet gateway 9600 bps X.25 Internet gateway Dili LDDId .00 bps Santiago Singapore LDDW 2400 bps X.25 Salt Lake City SATld 2400 bps SATld 64 Kbps X.25 Bangkok SATld 300 baud None Kolkata LDDId 64 Kbps None SATla 300 baud None LDDld 2400 bps X.25 Ll-r 75 baud None SATId 300 baud None X.25 X.25 Johannesburg 1 BANGLADESH BHUTAN Paro-S Mumbai Dial-up BRUNEIDARUSSALAM ~Anei-~ Singapore Sepang X.25 Note 1,2 CAMBODIA Phnom-Penh-S Bangkok Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Note 2 Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- Dhaka-S
  • 189. ASlAlPAC FASlD IV-CNS 1A-4 - Planned Current Statelstation 1 iignalling speed it. rotocol ! - ode - gnalling speed - - - 9 6 - - ~t0Col ode Remarks 10 - None rarget date plementation A-5 CHINA Beijing-M Guangzhou A .DDld 1 0 bps 60 X.25 4-5 Karachi A .DDId 1 0 bps 40 Vone 4-5 Kathmandu S SATld 10 baud 0 None A-5 Khabarovsk a SATld !400bps None A-5 Pyongyang Girnpo s s SATld 1600 bps None A-5 3ATld )600bps X.25 A-5 4 S S -DDld )600bps X.25 A-5 SATld 1 0 baud None 0 A-5 SATld I 0 baud None 0 A-5 Beijing A ' LDDld 3600 bps X.25 A-5 Ha Noi s SATld !400 bps None A-5 Hong Kong V1 LDDld !400 bps None A-5 Macao s s LDDld !400 bps None A-5 LDDId !400 bps None A-5 Guangzhou S LDDld ! 0 bps None 4O A-5 Hong Kong S LDDId 2400 bps None IA-5 Hong Kong S LDDId 4800 bps X.25 IA-5 Manila S LDDId None T A-2 Naha S LDDld 300 bps 4800 bps X.25 IA-5 S LDDld 2400 bps None IA-5 S SATld 9600 bpc None I A-5 Brisbane M LDDld 4800 bp! X.25 IA-5 Funafuti S Nournea S Narita Ulaanbaatar Yangon 600 bps Guangzhou-M --`,,```,,,,````-`-`,,`,,`,`,,`--- Sanya ote 1 Sanya-S Taibei-S lote 1,2 COOK IS. Rarotonga-S Christchurch DEMOCRATIC PEOPLE REP. OF KOREA Pyongyang-S Beijing FIJI Nadi-M Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS !400 bp LDDM 9600 bp! X.25 IA-5 Not for Resale None IA-5
  • 190. CNS IV-CNS 1A-5 Current - Statelstation Signalling speed Sat. 1 Planned Signalling speed 2 - Sode - --`,,```,,,,````-`-`,,`,,`,`,,`--- Tarawa S LDDld 2400 bps Salt Lake City M SATId Wallis Is. S 2400 bps Target date y r ~ Code ~nplernentatior t ~ ~ 9 10 - - Remarks 11 None X.25 Vote 2 !400 bps None IA-5 When traffic Zurrent routing via Noumea justifies FRENCH POLYNESIA :France) Tahiti4 Christchurch S LDDld 2400 bps X.24 Bangkok M LDDId 64 Kbps X.25 4TN link carrying AFTN traffic Guangzhou M LDDId 2400 bps None Vote 1 Ho Chi Minh S SATId 2400 bps None Macao S LDDId 2400 bps None Manila S LDDId 300 baud None Sanya S LDDld Taibei S LDDld 4800 bps X.25 Narita M LDDId 9600 bps X.25 IONG KONG, China iong Kong-M 2400 bps None Vote 1 NDlA Aumbai-M Bangkok M SATla 64 Kbps X.25 Chennai S LDDld 64 Kbps X.25 Delhi S LDDId 64 Kbps X.25 Kolkata S LDDld 64 Kbps X.25 Colombo M LDDId 64 Kbps X.25 Karachi M SATIa 200 baud None Kathmandu s SATIa 50 baud None Muscat Seeb M SATla 300 baud None Nairobi M SATla 50 baud None Paro S SATla 390 baud None Dhaka S LDDId 64 Kbps None Mumbai S LDDId 64 Kbps X.25 S LDDld 64 Kbps X.25 SATla 50 baud dote 2 None lote 2 lial-up :olkata-S lelhi-S Mumbai Tashkent Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS S Not for Resale
  • 191. IV-CNS 1A-6 AS1AlPAC FASlD Current Statelstation - Signalling speed Sat. - Code 6 - 2 - Planned Signalling speed 8 'rote - 9 - Target dal Code nplementa Remarks - 2hennai-S Mumbai S LDDld 64 Kbps X.25 I A-5 Sepang s LDDld 9600 bps X.25 IA-5 Brisbane S SATld 2400 bps X.25 IA-5 Vote 1,2 Singapore S SATld 2400 bps X.25 IA-5 Vote 2 Vote 1,2 INDONESIA JAPAN Uarita-M Beijing M LDDld 9600 bps X.25 IA-5 Hong Kong M LDDla 9600 bps X.25 IA-5 Khabarovsk M LTT 2400 bps None IA-5 Moscow M LTT 200 baud None IA-5 Naha S LDDld 9600 bps X.25 s LDDId 9600 bps X.25 IA-5 Singapore M LDDIa 9600 bps X.25 IA-5 Salt Lake City M LDDld 9600 bps X.25 Soordination with Russian Federation in progress IA-5 Gimpo !400 bps Nor IA-5 Vote 2 qaha-S Taibei s LDDld 4800 bps X.25 IA-5 Narita S LDDId 9600 bps X.25 IA-5 S LDDId 2400 bps None IA-5 Bangkok S SATld 300 baud ;op-B IA-5 Ha Noi S SATld 2400 bps None IA-5 Hong Kong S LDDld 2400 bps None IA-5 Guangzhou S LDDld 2400 bps None I A-5 (IRIBATI rarawaB Nadi .A0 PEOPLE'S IEMOCRATIC REPUBLI( fientiane-S Vote 2 MACAO, China ulaca0-S Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- Jakarta4
  • 192. IV-CNS 1A-7 CNS Current 'ype Signalling speed 3 Planned 4 4 gnalling speed ode 6 - 8 otocol srget date imp - - IALAYSIA epang8 Note 1,2 2400 bps C.25 4-5 7 baud 5 lone 'A-2 Chennai DDld 91600 bps (.25 A-5 Note 1,2 Singapore ;ATld 1200 bps C.25 A-5 Nlote 1,2 Ll-r !50 baud done TA-2 ;ATld 1200 bps X.25 IA-5 Bangkok ATld Brunei Lll 1 DDld Note 1,2 600 bps lALDlVES Rale-S Colombo lARSHALL iAT/d hlote 2 600 bps I. s dajuro-S Salt Lake City #ICRONESIA :FEDERATED STATES OF) <Service to be transferred to 2huuk-S Salt Lake City 5ATla 1200 bp: X.25 IA-5 nternet I SATIa 1200 bp X.25 IA-5 jervice to be transferred to ! IInternet Kosrae-S Salt Lake City ,Service to be transferred to Pohnpei-S 1200 bp X.25 IA-5 Ilnternet SATIa 1200 bp X.25 IA-5 Service to be transferred to Internet Beijing SATldI 300 bai Nonf I A-E SAT/ 5 lrkutsk LTT 50 baul Nont ITA- LDDI 5 Bangkok SATIc1 300 bat COP. IA-! Note 2 Beijing SAT/(I 300 bat Non~ IA-! Note 1,2 Salt Lake City SATla Yap-S Salt Lake City MONGOLIA Ulaanbaatar-S Note 2 MYANMAR Yangon4 --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 193. IV-CNS 1A-8 ASlAlPAC FASlD Current Planned Signalling 'rotoc~ Code speed Type - 4 5 3 6 - - Target date nplementatiol Remarks NAURU Vauru-S LDDId 9600 bps X.25 IA-5 Beijing SATld 300 baud None IA-5 Mumbai SATla 50 baud None TA-2 Nadi LDDld 2400 bps X.25 IA-5 Wallis LTT 50 baud None TA-2 Faleolo LDDld 2400 bps X.25 IA-5 Brisbane LDDId 2400 bps X.25 IA-5 Brisbane ntemet gateway NEPAL Kathmandu-S NEW CALEDONIA (France) Noumea-S Vote 2 NEW ZEALAND Christchurch-M Vote 2 Niue 2urrently by fax Tahiti SATld 2400 bps X.25 IA-5 Rarotonga LDDld 2400 bps X.25 IA-5 Fua'Amotu LDDM 2400 bps X.25 IA-5 Salt Lake City LDDId 9600 bps X.25 IA-5 NlUE (New Zealand) Niue-S Christchurch 2urrenNy by fax PAKISTAN Karachi-M Beijing LDDId 2400 bps None IA-5 Mumbai SATld 2400 bps None IA-5 Vote 2 Kabul SATld 2400 bps None IA-5 Note 2 Kuwait LDDld 2400 bps None IA-5 SATld 1200 bps X.25 IA-5 PALAU Koror-S Salt Lake City Service to be transferred to lntemet --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 194. CNS IV-CNS 1A-9 Current Cat Type - - 2 3 - - Signalling speed 4 Planned Code Signalling speed 8 5 - Code 9 10 - Target date nplementatior Remarks 12 - PAPUA NEW GUINEA Port Moresby-S Brisbane SATld 9600 bps Hong Kong S LDDId 300 baud None Singapore S LDDId 300 baud None Taibei S LDDId 300 baud None Beijing S SATId 9600 bps X.25 Narita S LDDId 9600 bps X.25 S LDDld 2400 bps X.25 Bahrain M LTT ?OO baud None Bangkok M LDDId 3600 bps X.25 Brisbane --`,,```,,,,````-`-`,,`,,`,`,,`--- S M LDDId 2400 bps X.25 Vote 2 X.25 PHILIPPINES Manila4 REPUBLIC OF KOREA Simpo-S Uote 2 SAMOA Faleolo-S Christchurch SINGAPORE Singapore-M )600 bps None IA-5 08/05 Uote 2 Brunei S LDDld 2400 bps X.25 Colombo M LDDId 9600 bps X.25 Ho Chi Minh S SATIa 300 baud None Jakarta S SATId 2400 bps X.25 Uote 2 Sepang Manila S SATld 1200 bps X.25 Uote 1,2 S LDDld 300 baud None Narita M LDDld 3600 bps X.25 S LDDId 3600 bps X.25 iOLOMONIS. ioniara-S Brisbane Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS nternet gateway Not for Resale
  • 195. ASIAIPAC FASlD IV-CNS 1A-10 Cunent signalling speed rotowl 5 - rype - Planned Signalling speed i rotocol 7 - Target da irr~plementa Remarks - 12 11 SRI LANKA .DD/d 64 Kbps X.25 Male LTT 50 baud None Singapore -DDld I600 bps X.25 3ATla 64 Kbps X.25 Dhaka SATld 100 baud None Ho Chi Minh SATld !400 bps None Mumbai iATld )600 bps X.25 12/06 lote 2 rHAlLAND --`,,```,,,,````-`-`,,`,,`,`,,`--- 3angkok-M Mumbai Hong Kong LDDld 64 Kbps X.25 TN link carrying AFTN traffi~ Sepang SATId !400 bps X.25 dote 1,2 Phnom Penh SATId 300 baud None dote 2 Rome LDDld 2400 bps X.25 Singapore LDDld 3600 bps X.25 Vientiane SATld 300 baud :op-B Yangon SATld 300 baud >OP-B lote 2 LDDM 3600 bps X.25 nternet gateway LDDld 2400 bps X.25 lote 2 TIMOR-LESTE Dili Brisbane TONGA Fua'Amotu-S Christchurch TUVALU Funafuti4 -DDlc 2400 bps Nadi None 12/05 3ial-up UNITED STATES Salt Lake City-M Brisbane SATlc 2400 bp: X.25 Christchurch LDDlc 9600 bpt X.25 Chuuk SATIc 1200 X.25 Service to be transferredto Internet Koror SAT/( 1200 bp: X.25 Service to be transferredto Internet Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 196. IV-CNS 1A-11 CNS Planned Current gnalling speed Target date lplementation Type jignalling speed 3 4 Kosrae SATld 200 bps X.25 4-5 Service to be transferred to lntemet Majuro SATld 200 bps X.25 4-5 Service to be transferredto Internet Nadi SATld !400 bps X.25 4-5 Pago Pago SATld !400 bps X.25 4-5 Pohnpei SATla 200 bps X.25 4-5 Service to be transferred to lntemet Narita LDDld I600 bps X.25 4-5 Traffic exchangedvia AMHS Yap SATld 200 bps X.25 4-5 Service to be transferred to Internet -DDld )600 bps X.25 A-5 lntemet gateway Vientiane SATId 2400 bp: None IA-5 Ho Chi Minh SATld 9600 bp: None IA-5 Guangzhou SATld 2400 bp! None IA-5 Bangkok SATld 2400 bp: None IA-5 Ha Noi SATld 9600 bp: None IA-E Hong Kong SATld 2400 bp! None IA-E Singapore SATla 300 bauc None rotocol ode - 6 5 - - ot0col - 8 9 - - Remarks 12 IANUATU 'art-Vila-S Brisbane VIETNAM Ha Noi-S Ho Chi Minh-S WALLS AND F W N A I. S (France) Wallis-S ! b W p Nadi Noumea LDDld - 9600 bp! IA-E X.25 - - --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale None Current routingvia Noumea Circuit will be implemented when traffic justifies
  • 197. IV-CNS 1B-1 Table CNS 1B AERONAUTICAL TELECOMMUNICATION NETWORK (ATN) ROUTER PLAN EXPLANATION OF THE TABLE Column 1 Name of the administration, State or organization responsible for management of the router Location of the router ATN router type: BBIS - Backbone Boundary Intermediate System BIS - Boundary Intermediate System Inter-regional Intra-regional Sub-regional Name of the city or location of the correspondent router Speed requirements for the interconnecting link Protocol requirements for the interconnecting link Date of implementation of the router services TBD -To be determined Remarks Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- Type of interconnection:
  • 198. IV-CNS 1B-3 CNS Administration ATN router type 1 Type of interconnection Connected with routers of .ink speed (bps) 4 Location of router 5 Link mplementation )rotocol date 6 Remarks AMERICAN SAMOA [United States) 'ago Pago United States itra-domain AUSTRALIA Msbane Timor-Leste itra-domain Fiji BBlS Sub-regional BIS Sub-regional Indonesia BBlS Intra-regional Japan Nauru BIS Sub-regional New Zealand Papua New Guinea BBlS itra-domain ?tra-domain Inter-regional South Africa Solomon Is. itra-domain Vanuatu itra-domain lhaka Intra-regional Singapore Intra-regional United States BIS Sub-regional lndia BIS BANGLADESH BBlS BBlS tlelbourne Sub-regional Thailand BHUTAN 'are BIS Sub-regional lndia BRUNEI DARUSSALAM 3runei BIS Sub-regional BIS Sub-regional Singapore Malaysia CAMBODIA 'hnom Penh BIS Sub-regional Thailand CHINA 3eijing BIS Sub-regional Democratic People's Rep. of Korea BBlS Intra-regional Hong Kong, China Intra-regional lndia Intra-regional Japan BBlS Inter-regional Kuwait BIS Sub-regional Macao, China BIS Sub-regional Mongolia BIS Sub-regional Myanmar BIS Sub-regional Nepal BIS Sub-regional Pakistan BIS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Sub-regional Republic of Korea BBlS Inter-regional Russian Federation Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- BBlS BBlS
  • 199. ASlAlPAC FASlD IV-CNS 1B-4 . Location Administration of router ATN router type Connected with routers of 4 ink speed (bps) Link rotocol nplementatior date Remarks 7 Type of nterconnection 8 9 - BBlS X.25 2006 BIS Subregional Hong Kong, China X.25 2006 BIS Yaibei Intra-regional Thailand Sub-regional Japan X.25 2007 New Zealand ntra-domain X.25 :OOK IS. Iarotonga )EMOCRATIC PEOPLE'S IEP. OF KOREA 'Yongyang BIS Sub-regional China X.25 2007 4adi BBlS Intra-regional Australia X.25 2006 BIS Sub-regional Kiribati X.25 ntra-domain TBD ntra-domain New Caledonia (France) BIS Sub-regional Tuvalu BBlS Inter-regional United States ntra-domain X.25 2007 ntra-domain Wallis and Futuna Is. (France) :RENCH POLYNESIA France) i0NG KONG, China iong Kong New Zealand 'apeete TBD X.25 2006 Sub-regional Macao, China X.25 2006 BBlS Intra-regional Japan X.25 2006 BIS Sub-regional Philippines X.25 2006 BIS Sub-regional Taibei X.25 2006 BBlS Intra-regional Thailand X.25 lmplementec BIS Sub-regional Viet Nam X.25 2006 BIS Sub-regional Bangladesh X.25 2007 BIS Sub-regional Bhutan X.25 2008 BBlS Intra-regional China X.25 2006-2007 BBlS Inter-regional Kenya X.25 TBD BIS Sub-regional Nepal X.25 2007 BBlS Wumbai Intra-regional China BIS NDlA BBlS Inter-regional Oman X.25 TBD BIS Sub-regional Pakistan X.25 2007 BBlS Intra-regional Singapore X.25 2007 BIS Sub-regional Sri Lanka X.25 2007 BBlS Intra-regional Thailand X.25 2007 --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale ntra-domain
  • 200. CNS IV-CNS 1B-5 7 Location of router 1 INDONESIA ATN router type Type of interconnection 2 Administration 3 7 4 Jakarta Connected Link speed Link Implementation protocol date Sub-regional Australia BIS Sub-regional Singapore BBlS Intra-regional Australia BBlS Intra-regional China BBlS Intra-regional Hong Kong, China BBlS Inter-regional Europe TBD BIS Sub-regional Republic of Korea 2008 BBlS Inter-regional Russia Federation TBD BBlS Tokyo BIS Intra-regional Singapore BIS Sub-regional Taibei BBlS Inter-regional United States KIRIBATI Tarawa BIS Sub-regional Fiji LAO PEOPLE'S DEMOCRATIC REP. Vientiane BIS Sub-regional Thailand BIS Sub-regional Vie! Nam BIS Sub-regional China BIS Sub-regional Hong Kong, China BIS Sub-regional Brunei BIS Sub-regional Singapore BIS Sub-regional Thailand 1 MACAO, China --`,,```,,,,````-`-`,,`,,`,`,,`--- MALAYSIA Macao Kuala Lumpur 1 MICRONESIA (FEDERATED STATES OF) United States United States United States United States MONGOLIA Ulaanbaatar MYANMAR Yangon 1 Nauru Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Sub-regional China BIS Sub-regional China BIS NAURU BIS Sub-regional Thailand Australia Not for Resale 2007-2008 2005 2007-2008 2007 Implemented Remarks
  • 201. IV-CNS 1 B-6 ASIAIPAC FASlD -- Administration -- -- - -. Locat~on of router ATN outer type Connected with routers of Type of nterconnection - - 5 .. - nk speed (bps) 6 Link rotocol - - 7 nplementation date .. -- EPAL athmandu EW CALEDONIA Vance) ;hristchurch 4 BIS Sub-regional 2hina 9 600 2007 Sub-regional ndia 9 600 2007 8 TBD loumea IEW ZEALAND 3 BIS 2 Remarks BIS Sub-regional 4ustralia 9 600 lira-domain 2008-2009 itra-domain Cook Is French Polynesia (France) 'APUA NEW GUINEA Ranila itra-domain 9 600 itra-domain 9 600 TBD BIS Sub-regional China itra-domain 9 600 2007 ntra-domain Australia --`,,```,,,,````-`-`,,`,,`,`,,`--- Sub-regional Hong Kong, China 9 600 2006 Sub-regional Singapore 9 600 2006 BIS Sub-regional China 9 600 2007-2008 BIS Seoul BIS BIS IEPUBLIC OF KOREA Sub-regional Japan 9 600 2008 ntra-domain New Zealand 'aleolo Singapore BBlS Intra-regional Australia 64 000 2006 BBlS Inter-regional Bahrain 64 000 TBD 9 600 2007 64 000 2007 9 600 2005 BIS Sub-regional BBlS Intra-regional India Brunei Indonesia BIS Sub-regional BBlS Intra-regional Japan 64 000 2007-2008 BIS Sub-regional Malaysia 9 600 2006 BIS Sub-regional Philippines 9 600 2006 BIS Sub-regional Sri Lanka 9 600 2006 BBlS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS itra-domain 2008-2009 New Zealand 'art Moresby 'HILIPPINES 9 600 Inter-regional United States liue [arachi itra-domain Tonga 'AKISTAN 9 600 Samoa HUE (New Zealand) 9 600 Niue (New Zealand) BIS 9 600 Intra-regional Thailand 64 000 2006 Not for Resale
  • 202. CNS IV-CNS 1B-7 --`,,```,,,,````-`-`,,`,,`,`,,`--- Location of router Administration ATN router type Connected with routers of Type of interconnection -. 4 mplementation .ink speed Link date protocol (bps) - 6 7 - BBlS ;olombo 64 000 X.25 TBD Sub-regional Viet Nam 9 600 X.25 2006 ioniara %I LANKA Inter-regional United Kingdom BIS jOLOMON IS. ntra-domain Australia 3angkok BIS Sub-regional 64 000 X.25 2007 BIS rHAlLAND Remarks Sub-regional Maldives 9 600 X.25 2006 BIS Sub-regional Bangladesh 9 600 X.25 2007 lndia BIS Sub-regional Cambodia 9 600 X.25 2007 BBlS Intra-regional China 64 000 X.25 2006 BBlS Intra-regional Hong Kong, China 64 000 X.25 Implemented BBlS Intra-regional lndia 64 000 X.25 2007 BBlS Inter-regional Italy 19 200 X.25 TBD BIS Sub-regional Lao People's Democratic Rep. 9 600 X.25 2006 BIS Sub-regional Malaysia 9 600 X.25 2006 BIS Sub-regional Myanmar 9 600 X.25 2006 BBlS Intra-regional Singapore 64 000 X.25 2006 BIS Sub-regional Viet Nam 9 600 X.25 2006 IMOR-LESTE Iili Australia ntra-domain 'ONGA -0ngatapu New Zealand ntra-domain 'UVALU 'unafuti Fiji INITED STATES- ;alt Lake Clty American Samoa (United States) 2005 ntra-domain ntra-domain BBlS Inter-regional Australia 64 000 X.25 2007 BBlS Inter-regional Fiji 19 200 X.25 2007 BBlS Inter-regional Japan 64 000 X.25 Implemented Marshall Is. BIS ntra-domain Micronesia (Federated States of) ntra-domain Inter-regional New Zealand 9 600 X.25 9 600 X.25 9 600 X.25 2008-2009 Palau IANUATU 'ort Vila rlET NAM lo Chi Minh Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Australia BIS Sub-regional Hong Kong, China Not for Resale ntra-domain ntra-domain 2006
  • 203. IV-CNS 1B-8 ASIAIPAC FASlD -- Location Administration Type of interconnection Connected with routers of .ink speed (bps) Link )rotoco - mplementation date Remarks TBD ntra-domain 6 Sub-regional Sub-regional Thailand Fiji --`,,```,,,,````-`-`,,`,,`,`,,`--- Wallis Singapore Sub-regional WALLIS AND FUTUNA IS. (France) Lao People's Democratic Rep. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 204. IV-CNS 1C-1 Table CNS 1C ATS MESSAGE HANDLING SERVICES (AMHS) ROUTING PLAN EXPLANATION OF THE TABLE Column 1 Name of the administration, State or organization responsible for management of the facility 2 Location of facility 3 Facility type: AMHS UA (location of AMHS) 4 Date of implementation of the AMHS services 5 Remarks --`,,```,,,,````-`-`,,`,,`,`,,`--- Note.- ATS message handling services may include message transfer agents andAFTN/AMHS gateway services. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 205. IV-CNS 1C-3 CNS I 1 Administration Location of facility 1 2 Implementationdate Facility type 3 4 I American Samoa (United States) Australia Bangladesh Bhutan Brunei Darussalam Cambodia China Cook Is. Democratic People's Republic of Korea Fiji French Polynesia (France) Hong Kong, China India Indonesia Japan Kiribati Lao People's Democratic Republic Macao, China Malaysia Maldives Marshall Is. Micronesia (Federated States of) Mongolia Myanmar Nauru Nepal New Caledonia (France) New Zealand Niue (New Zealand) Pakistan Palau Papua New Guinea Philippines Republic of Korea Samoa Singapore Solomon Is. Sri Lanka Thailand Timor Leste Tonga Tuvalu United States Vanuatu Viet Nam Wallis and Futuna is. (France) Pago Pago Brisbane Dhaka Paro Brunei Phnom Penh Beijing Taibei Rarotonga Pyongyang Nadi Papeete Hong Kong Mumbai Jakarta Ujung Pandang Tokyo Tarawa Vientiane Macao Kuala Lumpur Male Majuro Chuuk Kosrai Ponapei Yap Ulaanbaatar Yangon Nauru Kathmandu Noumea Christchurch Niue Karachi Koror Port Moresby Manila Seoul Faleolo Singapore Honiara Colombo Bangkok Dili Tongatapu Funafuti Salt Lake City Port Vila Ho Chi Minh Wallis UA (Salt Lake City) AMHS AMHS UA (Mumbai) AMHS AMHS AMHS AMHS UA (Christchurch) AMHS AMHS AMHS AMHS AMHS AMHS AMHS AMHS UA (Nadi) AMHS AMHS AMHS AMHS UA (Salt Lake City) UA (Salt Lake City) UA (Salt Lake City) UA (Salt Lake City) UA (Salt Lake City) AMHS AMHS UA (Bhbane) AMHS AMHS AMHS UA (Christchurch) AMHS UA (Salt Lake City) UA (Brisbane) AMHS AMHS UA (Christchurch) AMHS UA (Brisbane) AMHS AMHS UA (Brisbane) UA (Christchurch) UA (Nadi) AMHS UA (Brisbane) AMHS AMHS - --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 2005 2006 2007 2008 2007 2007 2006 2006 2006 2007 2006 TBD 2005 2005 2006 2006 Implemented 2005 2005 2005 2006 2005 2005 2005 2005 2005 2005 2006 2005 2006 2007 TBD 2008-2009 2006 2006 2005 2006 2006 2008 2006 2006 2006 2006 2006 2006 2006 2005 lmplemented 2006 2006 TBD Remarks
  • 206. IV-CNS 1D-1 Table CNS ID ATS DIRECT SPEECH CIRCUITS PLAN EXPLANATION OF THE TABLE Column 3 Circuit terminal stations are listed alphabetically by the Terminal I. A - indicates ATS requirement for the establishment of voice communication within 15 seconds. D -indicates requirements for instantaneous communications. X - indicates that the circuit is required for network operation. . Type of service specified: LTF - landline telephone (landline, cable, UHF, VHF, satellite). RTF - radiotelephone. TOLL -requirements to be satisfied using TOLL call via public message toll service. Type of circuits; Direct (DIR) or Switched (SW). D - indicates a direct circuit connecting Terminals I and 11. S - indicates that a direct circuit does not exist and that the connection is established via switching at the switching centre(s) indicated in column 6. Location of switching centre(s). Status of Implementation. The following codes are used in this column: I - Required and implemented. X - Required but implementation status undetermined. N - Required and target date of implementation established. Remarks Note 1.- Requirement to be satisfied by direct HF RTF circuit or TOLL services until reliable common carrier service becomes available to provide LTF circuit. Note 2.- Circuit to be implemented when traffic justifies. Note 3.- Existing service TOLL. Note 4.- Inconsistency to be reviewed. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 1 and2
  • 207. IV-CNS 1D-3 CNS ATS requirements for speech communications Terminal I Terminal II - 1 Circuit Service To be switched via Status of implementation Remarks 4 - AMERICAN SAMOA (United States) PAGO PAGO APP ALOFl APIAIFALEOLO NADl LTF LTF LTF DIR DIR DIR AUCKLAND BALl HONIARA JAKARTA NADl OAKLAND PORT MORESBY UJUNG PANDANG LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR SW DIR DIR DIR BRISBANE LTF DIR COLOMBO DlEGO GARCIA JAKARTA JOHANNESBERG MALE MAURITIUS LTF LTF LTF LTF LTF LTF DIR DIR SW DIR DIR DIR JAKATA ACC LTF DIR AGARTALA KOLKATA GUWAHATI YANGON LTF LTF TOLL LTF TOLL DIR KOTA KINABALU LABUAN LIMBANG MlRl LTF LTF LTF LTF DIR DIR DIR DIR BANGKOK HO CHI MlNH VIENTIANE LTF LTF LTF DIR DIR SW BElJlNG ACC DALIAN HOHHOT JlNAN SHENYANG TAIYUAN ULAANBAATAR ZHENGZHOU LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR CHANGSHA ACC GUANGZHOU GUILIN GUIYANG WUHAN NANCHANG LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR Note 3 Note 3 AUSTRALIA BRISBANE ACC MELBOURNE PERTH APP Note 4 Note 4 3AKLAND Note 4 VETWORK 3PERATION Note 4 BRISBANE BANGLADESH DHAKA ACC Note 3 DIR BRUNEI DARUSSALAM BRUNEI ACC CAMBODIA PHNOM PENH ACC CHINA --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale VSAT
  • 208. IV-CNS 1D-4 ASIAIPAC FASlD Circuit ATS requirementsfor speech communications To be switched via Terminal II Terminal I GUIYANG KUNMING LANZHOU LHASA WUHAN XI'AN LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DALIAN ACC BElJlNG PYONGYANG QINGDAO SEOUL SHENYANG LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR GUANGZHOU ACC CHANGSHA GUlLlN HAIKOU HONG KONG MACAO NANCHANG NANNING SANYA TAlBEl XIAMEN LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR GUlLlN ACC CHANGSHA GUANGZHOU GUIYANG NANNING LTF LTF LTF LTF DIR DIR DIR DIR GUIYANG ACC CHANGHSA CHENGDU GUlLlN KUNMING NANNING LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR HAIKOU ACC GUANGZHOU HA NO1 HONG KONG NANNING SANYA LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR HAILAR ACC CHlTA HARBIN SHENYANG LTF LTF LTF DIR DIR DIR HARBIN ACC KHABAROVSK HAILAR SHENYANG VLADIVOSTOK LTF LTF LTF LTF DIR DIR DIR DIR HEFEl ACC JlNAN NANCHANG SHANGHAI ZHENGZHOU WUHAN LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR HOHHOT ACC BElJlNG LANZHOU TAIYUAN ULAANBAATAR LTF LTF LTF LTF DIR DIR DIR DIR Remarks Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- CHENGDU ACC Status of nplementation
  • 209. CNS IV-CNS 1D-5 Circuit ATS requirementsfor speech communications Terminal I Terminal II Service DIS BElJlNG HEFEl QINGDAO SHANGHAI TAIYUAN ZHENGZHOU LTF LTF LTF LTF LTF LTF KUNMING ACC CHENGDU GUIYANG HA NO1 NANNING VIENTIANE YANGON LTF LTF LTF LTF LTF LTF CHENGDU HOHHOT LHASA ULAANBAATAR URUMQI XI'AN LTF LTF LTF LTF LTF LTF CHENGDU KATHMANDU LANZHOU URUMQI LTF LTF LTF LTF CHANGSHA GUANGZHOU HEFEI WUHAN XIAMEN LTF LTF LTF LTF LTF GUANGZHOU GUlLlN GUIYANG HAIKOU HA NO1 KUNMING LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR QINGDAO ACC DALIAN JlNAN SHANGHAI TAEGU LTF LTF LTF LTF DIR DIR DIR DIR SANYA ACC GUANGZHOU HAIKOU HA NO1 HO CHI MlNH HONG KONG MANILA LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DlR SHANGHAI ACC FUKUOKA HEFEl JlNAN NANCHANG NAHA QINGDAO TAEGU TAlBEl XIAMEN LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR 8 DIR DIR DIR DIR DIR NANNING Remarks DIR DIR DIR DIR NANCHANG ACC - DIR DIR DIR DIR DIR DIR LHASA Status of nplementation DIR DIR DIR DIR DIR DIR LANZHOU ACC --`,,```,,,,````-`-`,,`,,`,`,,`--- JlNAN ACC 5 DIR DIR DIR DIR DIR DIR To be switched via Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale - Note 3 Note 2 , 4
  • 210. IV-CNS 1D-6 ATS requirements for speech communications Terminal II Service 2 Terminal I Circuit To be switched via DIS Status of nplementation Remarks 4 SHENYANGACC 3EIJING IALIAN iAILAR 4ARBIN JYONGYANG ilLADlVOSTOK LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR SHENZHEN 'IONGKONG WACAO LTF LTF DIR DIR TAlBEl ACC BUANGZHOU HONG KONG MANILA NAHA SHANGHAI TAEGU XIAMEN LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR TAIYUAN ACC BElJlNG HOHHOT JlNAN XI'AN ZHENGZHOU LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR URUMQI ACC ALMA-ATA BARNUAL BISHEKEK KHOVD LAHORE LANZHOU RAWALPIND ULAANBAATAR RTF RTF RTF RTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR WUHAN ACC CHANGSHA CHENGDU HEFEl NANCHANG ZHENGZHOU LTF LTF LTF LTF LTF - DIR DIR DIR DIR DIR ' XIAMEN ACC GUANGZHOU NANCHANG SHANGHAI TAlBEl LTF LTF LTF LTF DIR DIR DIR DIR XI'AN ACC CHENGDU LANZHOU TAIYUAN ZHENGZHOU LTF LTF LTF LTF DIR DIR DIR DIR ZHENGZHOU ACC BElJlNG JlNAN TAIYUAN WUHAN XI'AN LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR ZHUHAI APP HONG KONG MACAO LTF LTF DIR DIR AUCKLAND TAHITIIPAPEETE LTF LTF DIR DlR COOK IS. RAROTONGA --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Note 4 Note 3,4
  • 211. CNS IV-CNS 1D-7 Circuit To be switched via DIS ATS requirements for speech communications Terminal II Terminal I - Status of mplementatior Remarks 1 DEMOCRATIC PEOPLE'S REPUBLIC OF KOREA DALIAN SHENYANG TAEGU VLADIVOSTOK LTF LTF LTF LTF DIR DIR DIR DIR ALOFl APIA AUCKLAND BRISBANE HONIARA NOUMEA OAKLAND PAGO PAGO PORT VILA VAVA' U WALLIS LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR SW SW DIR DIR DIR DIR DIR DIR Note 3 Note 3 TOLL LTF LTF LTF DIR DIR DIR Note 3 Note 3 MOEN YAP LTF LTF DIR DIR Note 3 Note 3 GUANGZHOU MACAO MANILA SANYA SHANTOU SHENZHEN TAlBEl ZHUHAI LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR RTF FIJI NADl ACC Note 4 Note 3 Note 3 Note 3 Note 3 Note 3 FRENCH POLYNESIA (France) TAHITIIPAPEETE ACC AUCKLAND ISLA DE PASCUA OAKLAND RAROTONGA GUAM (United States) GUAM I. HONG KONG ACC --`,,```,,,,````-`-`,,`,,`,`,,`--- HONG KONG, China INDIA AGARTALA APP KOLKATA DHAKA LTF TOLL DIR AHMEDABAD APP MUMBAI KARACHI LTF LTF DIR DIR AMRITSAR APP DELHl LAHORE LTF LTF DIR DIR Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Note 3
  • 212. IV-CNS 1D-8 ASIAIPAC FASlD Circuit KOLKATAACC CHENNAI ACC DELHl ACC GUWAHATI MUMBAI ACC To be switched via Terminal II Terminal I AGARTALA MUMBAI DHAKA DELHl GUWAHATI KATHMANDU CHENNAI NAGPUR VARANASI YANGON LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR MUMBAI KOLKATA COLOMBO KUALA LUMPUR MEDAN TlRUCHCHlRAPPALLl TRIVANDRUM YANGON LTF LTF LTF LTF LTF LTF LTF TOLL DIR DIR DIR DIR DIR DIR DIR AMRITSAR MUMBAI KOLKATA KARACHI KATHMANDU LAHORE VARANASI LTF LTF LTF LTF TOLL LTF LTF DIR DIR DIR DIR DlR DIR DIR KOLKATA DHAKA LTF TOLL LTF LTF LTF LTF LTF TOLL TOLL TOLL LTF LTF LTF Remarks DIR AHMEDABAD KOLKATA DELHl KARACHI CHENNAI MALE MAURITIUS MOGADISHU MUSCATISEEB NAGPUR SEYCHELLES Status of mplementation DIR DIR DIR DIR DIR Note 3 Note 3 Note 3 Note 3 Note 3 Note 3 Note 2 Note 2 DIR DIR DIR Note 2 NAGPUR APP MUMBAI KOLKATA LTF LTF DIR DIR TlRUCHCHlRAPPALLl APP CHENNAI LTF DIR TRIVANDRUM ACC CALICUT COLOMBO CHENNAI MALE LTF TOLL LTF LTF DIR DIR DIR Note 3 LTF LTF LTF DIR DIR DIR Note 3 VARANASI ACC Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS KOLKATA DELHl KATHMANDU Not for Resale Note 3 --`,,```,,,,````-`-`,,`,,`,`,,`--- ATS requirements for speech communications
  • 213. CNS IV-CNS 1D-9 ATS requirements for speech communications Terminal I Terminal II Circuit To be switched via Service Status of implementation Remarks INDONESIA BALl ACC BRISBANE JAKARTA KUPANG MANADO SURABAYA UJUNG PANDANG LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR BATAM TWR JAKARTA SINGAPORE TANJUNG PINANG LTF LTF LTF DIR DIR DIR BlAK APP DARWIN JAYAPURA MANILA OAKLAND UJUNG PANDANG LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR BALI BATAM KOTA KINABALU KUALA LUMPUR MANILA MEDAN PADANG PEKAN BARU PERTH PONTIANAK RANAl SINGAPORE SYDNEY TANJUNG PINANG UJUNG PANDANG LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR SW SW DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR JAYAPURA APP BlAK PORT MORESBY VANIMO LTF LTF LTF DIR DIR DIR KUPANG APP BALl DARWIN LTF LTF DIR DIR MANADO BALl UJUNG PANDANG LTF LTF DIR DIR MEDAN ACC COLOMBO JAKARTA KUALA LUMPUR CHENNAI PADANG SINGAPORE LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR SW PADANG JAKARTA MEDAN PEKAN BARU LTF LTF LTF DIR DIR DIR 'EKANBARUAPP JAKARTA KUALA LUMPUR MALACCA MEDAN SINGAPORE LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR JAKARTA ACC Note 3,4 Note 4 Note 3 SINGAPORE SINGAPORE Note 3 Note 3 Note 2 IAKARTA --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 214. IV-CNS 1D-10 1 ATS requirements for speech communications 1 1 ASIAIPAC FASlD Circuit Terminal II Terminal I To be switched via Status of mplementation Remarks JAKARTA KUCHING RANAl SINGAPORE TANJUNG PINANG LTF RTF LTF LTF LTF DIR DIR DIR DIR DIR RANAl JAKARTA KUCHING PONTIANAK LTF LTF LTF DIR DIR DIR SURABAYA BALl LTF DIR I TANJUNG PINANG BATAM JAKARTA PONTIANAK SINGAPORE LTF LTF LTF LTF DIR DIR DIR DIR Note 2 1 UJUNG PANDANG BALl BlAK BRISBANE JAKARTA KOTA KINBALU MANADO MANILA PORT MORESBY OAKLAND LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR SW SW DIR Note 4 Note 4 Note 3,4 FUKUOKA ACC TAEGU SHANGHAI LTF LTF DIR DIR NAHA ACC MANILA OAKLAND SHANGHAI TAEGU TAlBEl LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR Note 2,4 KHABAROVSK VLADIVOSTOK YUZHNO SAKHALINSK LTF LTF LTF DIR DIR DIR Note 2 ANCHORAGE ANCHORAGE OAKLAND TAEGU LTF LTF LTF LTF SW DIR DIR DIR OAKLAND LTF DIR Note 3 TARAWA OAKLAND LTF DIR Note 3 KlRlTlMATl I. OAKLAND LTF DIR Note 3 --`,,```,,,,````-`-`,,`,,`,`,,`--- PONTIANAK M I R JAKARTA JAKARTA, SYDNEY Note 3,4 Note 3 JAPAN 1 SAPPOROACC 1 TOKYO ACC DAKLAND JOHNSTON I. (United States) JOHNSTON I. TWR KIRIBATI Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 215. CNS IV-CNS 1D-11 ATS requirements for speech communications Terminal I Circuit Terminal II DIS To be switched via Status of mplementation Remarks 8 LAO PEOPLE'S DEMOCRATIC REPUBLIC VIENTIANE FIC BANGKOK HA NO1 HO CHI MlNH KUNMING PHNOM PENH YANGON LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR SW SW SHENZHEN HONG KONG ZHUHAI LTF LTF LTF DIR DIR DIR JOHOR BAHRU APP SINGAPORE KUALA LUMPUR LTF LTF DIR DIR KOTA KINABALU ACC BRUNEI JAKARTA KUALA LUMPUR KUCHING MANILA MlRl SINGAPORE TAWAU UJUNG PANDANG LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR SW DIR DIR DIR DIR DIR DIR DIR KUALA LUMPUR ACC BANGKOK HO CHI MlNH JAKARTA JOHOR BAHRU KUANTAN KOTA KINABALU CHENNAI MALACCA MEDAN PEKAN BARU SINGAPORE LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR SW DIR DIR DIR DIR DIR DIR DIR DIR KUANTANAPP SINGAPORE KUALA LUMPUR LTF LTF DIR DIR KUCHING APP KOTA KINABALU PONTIANAK RANAl SINGAPORE LTF LTF LTF LTF DIR DIR DIR DIR LABUAN BRUNEI LTF DIR LIMBANG BRUNEI LTF DIR MALACCA APP KUALA LUMPUR PEKAN BARU LTF LTF DIR DIR MlRl BRUNEI KOTA KINABALU LTF LTF DIR DIR TAWAU APP KOTA KINABALU LTF DIR MACAO, China MACAO MALAYSIA --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale VSAT VSAT VSAT VSAT RTF
  • 216. IV-CNS 1D-12 ASIAIPAC FASlD Circuit ATS requirements for speech communications Terminal II To be switched via Service 2 Terminal I Status of nplementation Remarks 4 IALDIVES dALE FIC :OLOMBO WUMBAI :HENNA1 MAURITIUS MELBOURNE I'RIVANDRUM LTF TOLL LTF LTF LTF LTF DIR Note 3 DIR DIR DIR DIR Note 3 Note 3 Note 3,4 Note 3 HARSHALL IS. DAKLAND LTF DIR Note 3 WAJALEIN APP DAKLAND LTF DIR Note 3 lOSRAE APP DAKLAND, LTF DIR Note 3 MOEN APP GUAM I. OAKLAND LTF LTF DIR DIR Note 3 Note 3 POHNPEI APP OAKLAND LTF DIR Note 3 YAP APP GUAM I. OAKLAND LTF LTF DIR DIR Note 3 Note 3 ABAKAN BARNAUL BElJlNG HUHHOT IRKUTSK KYZYL LANZHOU MUREN URUMQI LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR BANGKOK KOLKATA DHAKA KUNMING CHENNAI VIENTIANE LTF LTF LTF LTF TOLL LTF DIR DIR DIR DIR SW BANGKOK HONIARA NAD1 PORT MORESBY LTF LTF LTF SW DIR SW SYDNEY Note 3 SYDNEY Note 4 KOLKATA DELHl LASHA VARANASI LTF TOLL LTF LTF DIR Note 3 DIR DIR Note 3 MICRONESIA, FEDERATED STATES OF MONGOLIA ULAANBAATAR ACC MYANMAR YANGON ACC NAURU NAURU FIC NEPAL KATHMANDU Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- WAJURO APP
  • 217. I CNS IV-CNS 1D-13 ATS requirements for speech communications Terminal I Circuit Terminal II To be switched via Status of mplementation Remarks NEW CALEDONIA (France) NOUMEAILA TONTOUTA APP HONIARA NADl PORT VILA LTF LTF LTF SW DIR SW ALOFl CHRISTCHURCH ISLA DE PASCUA NADl OAKLAND RAROTONGA BRISBANE TAHlTllPAPEETE TOLL LTF TOLL LTF TOLL TOLL LTF TOLL DIR DIR DIR DIR DIR DIR DIR DIR Note 3 Note 4 AUCKLAND NADl PAGO PAGO TOLL LTF LTF DIR DIR DIR Note 3 Note 3 Note 3 OAKLAND LTF DIR Note 2 AHMEDABAD MUMBAI DELHl KABUL MUSCAT TEHRAN LTF LTF LTF LTF LTF LTF SW DIR DIR DIR DIR DIR Note 3 Note 3 AMRITSAR DELHl DUSHANBE KABUL URUMQI LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR Note 3 Note 3 Note 3 BRISBANE CAIRNS HONIARA JAYAPURA OAKLAND UJUNG PANDANG LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR SW DAVAO APP MACTAN MANILA LTF LTF DIR DIR LAOAG APP MANILA LTF DIR MACTAN APP DAVAO MANILA ZAMBOANGA LTF LTF LTF DIR DIR DIR IYDNEY, NADI lADl Note 4 NEW ZEALAND AUCKLAND Note 3 Note 3 NlUE (New Zealand) ALOFl APP NORTHERN MARIANA IS. (United States) SAIPAN APP PAKISTAN KARACHI ACC LAHORE ACC Note 3 Note 3 Note 2 PAPUA NEW GUINEA PHILIPPINES Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Note 4 Note 3 IYDNEY. JAKARTA Note 3 Note 3 --`,,```,,,,````-`-`,,`,,`,`,,`--- PORT MORESBY ACC
  • 218. IV-CNS 10-14 ATS requirements for speech communications Circuit Terminal II Terminal I Z To be switched via 4 6 5 - BlAK DAVAO HO CHI MlNH HONG KONG KOTA KINABALU JAKARTA LAOAG MACTAN NAHA OAKLAND SANYA SINGAPORE SUBlC BAY TAlBEl UJUNG PANDANG LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF SW DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR MANILA LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR GIMHAE DAEGU LTF DIR INCHEON ACC DALIAN FUKUOKA NAHA PYONGYANG QINGDAO SHANGHAI TOKY0 LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR JEJU APP DAEGU LTF DIR AUCKLAND PAGO PAGO NADl TONGATAPU LTF LTF LTF LTF DIR DIR DIR DIR BANGKOK BATAM HO CHI MlNH JAKARTA JOHOR BAHRU KOTA KINABALU KUALA LUMPUR KUANTAN KUCHING MANILA MEDAN PEKAN BARU LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR SW DIR 8 DIR DIR DIR LTF LTF LTF LTF LTF LTF LTF Remarks DIR DALIAN FUKUOKA GIMHAE INCHEON JEJU NAHA PYONGYANG QINGDAO SHANGHAI TAlBEl TOKYO Status of nplementation MANILA ACC SUBlC BAY APP sw IAKARTA Note 2 Note 2 Note 2 IAKARTA REWBUC OF KOREA DAEGU ACC --`,,```,,,,````-`-`,,`,,`,`,,`--- Note 3 SAMOA APINFALEOLO SiNGAPORE SINGAPOREACC Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale JAKARTA
  • 219. CNS IV-CNS 1D-15 ATS requirements for speech communications Terminal I Terminal II Circuit Status of mplementation Service DIS PONTlANAK TANJUNG PINANG LTF LTF DIR DIR BRISBANE NADl NAURU NOUMEA OAKLAND PORT MORESBY LTF LTF LTF LTF LTF LTF DIR SW SW SW DIR Note 3,4 BRISBANE CHENNAI MALE MEDAN TRIVANDRUM LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR Note 1,4 Note 3 Note 1 Note 3 HA NO1 HO CHI MlNH KUALA LUMPUR PHNOM PENH SINGAPORE VIENTIANE YANGON LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR TONGATAFU APP AUCKLAND NADl LTF LTF DIR DIR VAVA'U NADl LTF DIR LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR SW DIR DIR DIR DIR TOLL LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR To be switched via Remarks - - SOLOMON IS. HONIARA ACC sw jYDNEY jYDNEY SYDNEY, NADl SRI LANKA COLOMBO ACC THAILAND Note 3 Note 3 --`,,```,,,,````-`-`,,`,,`,`,,`--- BANGKOK ACC TONGA TUVALU FUNAFUTI APP NADl UNITED STATES ANCHORAGE ACC OAKLAND Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ANADYR MAGADAN OAKLAND TOKYO TOKYO VANCOUVER PETROPAVLOVSK-KAMCHATSKY VANCOUVER AUCKLAND BlAK BRISBANE KlRlTlMATl I. TWR GUAM I. HONIARA JOHNSTON I.TWR KOROR KOSRAE KAWJALEIN MAJURO ATOLL MANILA Not for Resale IAKLAND
  • 220. IV-CNS 1P I 6 ASINPAC FASlD ATS requirements for speech communications Terminal II Terminal I Circuit To be switched via Service Status of mplementation Remarks 2 MOEN NADl NAHA NAURU PAGO PAGO APP POHNPEI PORT MORESBY SAIPAN SAPPORO TAHITI TARAWA TWR TOKYO UJUNG PANDANG VANCOUVER YAP LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR DIR NADl NOUMEA LTF LTF DIR SW BANGKOK NANNING HO CHI MlNH KUNMING SANYA VIENTIANE LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DlR DIR BANGKOK HA NO1 HONG KONG KUALA LUMPUR MANILA PHNOM PENH SANYA SINGAPORE VIENTIANE LTF LTF LTF LTF LTF LTF LTF LTF LTF DIR DIR DIR DIR DIR DIR DIR DIR DIR NADl LTF DIR VANUATU PORT VILA VIE1 NAM HA NO1ACC HO CHI MlNH ACC Note 3 VSAT WALLIS AND FUTUNA IS. (France) WALLIS --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Note 3
  • 221. IV-CNS 1E-1 Table CNS 1E ATS INTERFACILITY DATA COMMUNICATION (AIDC) ROUTING PLAN EXPLANATION OF THE TABLE Column 1 Name of the administration, State or organization responsible for management of the AIDC 2 Location of AIDC and system 3 Name of the city or location of the correspondent end of the AIDC service 4 Date of implementation of the AIDC services TBD -To be determined 5 Remarks --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 222. CNS IV-CNS 1E-3 - 1 Administration -ocation of AlDC and system AlDC air Japan Tokyo (ODP) Oakland gateway Tokyo ACC2 Khabarovsk lm~lementation date 1 (TO BE FURTHER DEVELOPED) --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 23 December 2000 TBD 1 Remarks
  • 223. IV-CNS 2-1 Table CNS 2 AERONAUTICAL MOBILE SERVICE (AMS) AND AERONAUTICAL MOBILE SATELLITE SERVICE (AMSS) EXPLANATION OF THE TABLE Column The name of the State and the locations within the same where the service is provided. 2 The required services or functions provided. Suitable abbreviations for these services or functions are listed below. ACC Area control service. ACC-ER Requirementto utilize extended range technique, remote controlled air-ground communication (RCAG) or repeater stations. ACC-L Area control service for flights up to FL 250. ACC-SR-I Surveillance radar area control service up to FL 250. ACC-SR-U Surveillance radar area control service up to FL 450. ACC-U Area control service for flights up to FL 450. ACD Aerodrome clearance delivery. AFIS Aerodrome flight information service. APP Approach control service. APP-I Approach control service for flights below FL 250. APP-L Approach control service for flights below FL 120. APP-SR-I Surveillance radar approach control service up to FL 250. APP-SR-L Surveillance radar approach control service up to FL 120. APP-SR-U Surveillance radar approach control service up to FL 450. APP-U Approach control service for flights up to FL 450. ATIS Automatic terminal information service. FIS Flight information service. FIS-L Flight information service for flights up to FL 250. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 1
  • 224. IV-CNS 2-2 ASlAlPAC FASlD FIS-U Flight information service for flights between FL 250 and FL 450. GP VHF en-route general purpose system (GPS) communication. NCA North Central Asia SMC Surface movement control. TWR Aerodrome control service. VOLMET VOLMET broadcast. 3. Number of voice VHF channels required for the corresponding function indicated in column 2. The number of implemented channels is indicated immediately after a slash. Coverage of the service is indicated within parentheses. 4 Requirements and status of implementation for the functions in column 2 are shown by an " X with the planned implementation date (monthlyear) in parentheses or an "I" to indicate that the requirement is implemented, as appropriate. 5 HF network designators for the corresponding services indicated in column 2. The number of implemented frequencies is shown immediately after a slash against the network designators. 6 to 9 Requirements and status of implementation for satellite voice and data links for the corresponding function listed in column 2 are shown by an "X" with the planned implementation date (monthlyear) in parentheses or by an "I" to indicate that the requirement is implemented, as appropriate. 10 Remarks. Note.- The implementation date, where applicable, is indicated by two digits each for both month and year. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 225. IV-CNS 2-3 CNS - State and location 1 Service or function 2 VHF data 4 HF voice 5 IF data 6 Satellite voice 7 iatellite dode S data -8 9 - Remarks 10 AMERICAN SAMOA (United States) NSTU Pago Pago TWWAPP FIS AUSTRALIA YPAD Adelaide APP ACC TWR SMC ACD ATlS VOLMET FIS RAS FIS YBAS YBBN YBBB Alice Springs Brisbane Brisbane IHF Data SITA. Also NDB md VOR 1 (FIR) 1 (FIR) TWR ATlS APP DEP TWR SMC ACD ATlS VOLMET 2lso NDB 335 3TA VHF Data. Also VOR 1 (FIR) ACC FIS ;PDLC YBCS Cairns YPXM Christmas I. YPCC cocos I. APPIDEP TWR SMCIACD ATlS ACClFlS 41so VOR FIS dBUUNlCOM 1 (SEA 3) FIS 2 (SEA 1, SEA 3, IN0 1) dBUUNICOM YPDN Darwin APPlDEP TWR TFC SMC ACD ATlS VOLMET ACC 1 (FIR) --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS SITA. Coverage BN OCA, rasman and Coral Seas Not for Resale
  • 226. IV-CNS 2-4 ASlAlPAC FASlD - - State and location I Sewice or function 2 VHF voice - VHF data 4 3 - YMHB Hobart TWR ATIS Melboume~elbourne lntl APP 2 (75) 1 (25) 1 (AD) 1 (25) 1 (90) ACC ACCIFIS ACCIRAS 4CCIRASIFIS FIS !5 (150) 7 (FIR) 4 (FIR) 3 (FIR) !2 (FIR) 8 - lode S 9 - Remarks 10 1 (75) DEP TWR SMC ACD ATlS VOLMET atellite data - 1 (25) 2 (90) YMML HF voice 5 Satellite IF data - voice 7 6 - YMMM Melbourne YSNF Norfolkl. YPPH PerthIPerth lntl 3TA VHF Data. Also VOR 1 (FIR) 1 (FIR) 1 (SP 6) FIS ABUUNICOM ACCIRSR APP DEP TWR SMC ACD ATlS 3 (150) 1 (75) 1 (75) 1 (25) 1 (AD) 2 (25) 1 (90) RAS ACC FIS 2 (FIR) 14 (FIR) ! (FIR) 6 VOLMET YPPD Port Hedland TWR ATlS FIS MBZ Rockhampton TWWAPP FIS MBZ ATlS 2 (40) APP S APP N APP W APP E APP W DEP S DEP W DEP N TWR Also NDB Also NDB & VOR 1 (25) 2 (75) 1 (25) 1 (90) SY Terminal 4 (SW, NW, IN0 1, SEA 3) 1 (FIR) I (CTA) 1 (90) 1 (100) 1 (15) YBRK VHF Data SITA. Also NDB k VOR 1 (50) 1 (50) 1 (50) 1 (50) 1 (50) 1 (50) 1 (50) 1 (50) 2 (25) YSSY Sydney/Kmgsford Smith lntl Also on VOR --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 227. IV-CNS 2-5 CNS State and location - Sewice or function 2 VHF data 4 HF voice 5 SMC ACD ATlS VOLMET ACC FIS YPTN YBTL Tindal Townsville Satellite voice 7 dode S 9 Remarks 10 lso NDB, VOR APP TWR TFC SMC ATlS AREA FIS APPDEP TWR SMC ACD ATlS FIS VOLMET IF data 6 - I n UHF & VOR. 4lso on NDB and VOR. 1 (CTA) BANGLADESH Chittagong APP TWR SMC FIS VGFR Dhaka APP APP TWR SMC ATIS ACC FIS SEA 1A --`,,```,,,,````-`-`,,`,,`,`,,`--- VGEG BRUNEI DARUSSSALAM WBSB BruneilBrunei lntl APP TWR SMC ATlS FIS CAMBODIA VDPP VDSR Phnom Penh Siem Reap Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS APP TWR SMC ACC SEA 2 TWWAPP Not for Resale
  • 228. ASINPAC FASlD IV-CNS 2-6 - State and location 1 - Service or funchon 2 VHF data 4 HF voice 5 CHINA ZBPE Beijing NP EA 1 VASlA ACC FIS VOLMET APP TWR SMC ATIS ZGHA Changsha ACC ZGHA ChangshaiHuanghu APP TWR SMC ATlS ZUUU Chengdu ACC ZUUU ChengduIShuangliu APP TWR SMC ATlS ZUCK Chongqing ACC ZUCK ChongqingNiangbei APP TWR SMC ATlS ZYTL Dalian ACC M L Dalian~Zhoushuizi APP TWR SMC ATlS ZSFZ FuzhouKhangle APP TWR SMC ATlS RCKH Gaoxiong APP TWR SMC ZGZU Guangzhou ZGGG GuangzhoulBaiyun ACC FIS VOLMET EA 1 SEA 1A VASlA APP TWR SMC ATlS ZGKL Guilin ACC --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Satellite F data - voice 7 6 - iatellite data - lode S 9 8 - Remarks 10
  • 229. CNS IV-CNS 2-7 State and location 1 Service or function 2 Guilinniangjiang Hangzhou ACC ZSHC HangzhoulXiaoshan APP TWR SMC ATlS NHB Harbin ACC NHB HarbiwTaiping APP TWR SMC ATlS ZSOF Hefei ACC ZSOF HefeVLuogang APP TWR SMC ATlS ZBHH Hohhot ACC ZBHH HohhotBaita APP TWR ATlS ZSJN Jinan ACC ZWSH Kashi TWR ZPKM Kunming ACC FIS ZPPP KunmingNVujiaba APP TWR SMC ATlS ZLLL LanzhouRhongchuan ACC FIS ZLLL LanzhouRhongchuan APP TWR SMC ATlS ZSCN NanchangIChangbei ACC ZSNJ Nanjing HF voice 5 APP TWR SMC ATlS ZSHC --`,,```,,,,````-`-`,,`,,`,`,,`--- ZGKL VHF data 4 ACC Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS EA 1 SEA l A Not for Resale IF data - Satellite voice 6 - 7 atellite data - 8 - lode S 9 - Remarks 10
  • 230. + IV-CNS 2-8 State and location Service or function 2 ASlAlPAC FASlD VHF data 4 HF voice 5 APP TWR SMC ATIS ZGNN Nanning ACC ZGNN NanningWuxu APP TWR SMC ATlS ZSQD Qingdao ACC ZSQD Qingdaolliuting APP TWR SMC ATIS WSA Sanya ACC FIS WSY SanyaPhoenbr TWR ZSHA Shanghai ACC FIS ZSSS ShanghaiMongqaio APP TWR N C ATiS ZSPD ShanghailPudong TWR SMC ATiS NSH Shenyang ACC FIS M X Shenyanflaoxian Shenzhenho'an TWR SMC ATlS RCSS Taibei ACC FIS RCSS TaibeVSongshan EA 1 APP TWR SMC ATlS ZGSZ / CWP EA 1 NP , TWR SMC --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Satellite voice 7 atellite data - ode S 8 9 Remarks 10
  • 231. CNS IV-CNS 2-9 - State and location 1 Service or function 2 RCTP Taibei Cityraibei lntl TaiyuanNVusu APP TWR SMC ZBTJ TianjinBinhai APP TWR SMC ATlS ACC FIS APP TWR SMC ATlS ACC FIS ZHHH WuhadTianhe XiamenIGaoqi APP MIR SMC ATlS ACC ZLXY Xi'anRianyang APP TWR SMC ATlS ZUXC XichangIQingshan MID 2 EA 1 APP TWR SMC ATlS ACC ZSAM ( HF voice 5 APP TWR SMC ATlS ACC ZBYN VHF data 4 TWR ACC 1 1 COOK IS. RarotongalRarotonga Inti TWR SP SMC NCRG RDARA 9 ACC ZWP, EA 1, E 2, NCA 3 DEMOCRATIC PEOPLE'S REPUBLIC OF KOREA ZKKK Pyongyang City1 Pyongyang --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Satelli voice - 7 - 4 iatellite Aode S dat 9 8 - Remarks 10
  • 232. IV-CNS 2-10 ASIAIPAC FASlD - State and location 1 - Service or function 2 3 - Sunan TWR APP SMC ATlS APP APP TWR SMC ATlS 1 (100) 1 (25) 1 (AD) 1 (150) APPKWR SMC ATlS 1(25) 1 (AD) 1 (150) 7 iatellite data - Aode S 9 8 - Remarks 10 1 (25) 1 (FIR) 1 (ER) 1 (ER) iF data 6 - 1 (75) FIS (GP) ACC 4 HF voice 5 Satellite voice 1 (25) 1 (50) 1 (AD) 1 (150) TWR ACC ZKPY - - VHF voice - VHF data . EASTER I (Chile) SClP lsla De Pascuat Mataveri FIJI Nadi NFFN Nadiiadi lntl NFNA Nausori SP RDARA 9 --`,,```,,,,````-`-`,,`,,`,`,,`--- NFFN FRENCH POLYNEW (France) NTTG Rangiroa TWR APP 1 (25) 1 (150) NTAA Tahiii ACC 1 (FIR) NTAA TahiiFaaa APP TWR ATIS t (150) 1 (25) 1 (150) Guam ./Guam lntl APP TWR SMC FIS 3 (75) 2 (25) 1 (AD) 1 (150) ACC-SR-I ACC-SR-U ACC-U FIS-U ATlS VOLMET SAR 3 (200) 5 (250) 9-FIR 2 (FIR) 1 (250) 1-(250) 1-(250) SP GUAM PGUM HONG KONG, China VHHK Hong Korig Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS CWP SEA 2 VPAC Not for Resale
  • 233. CNS IV-CNS 2-1 1 State and location 1 VHHH Hong Kongl Hong Kong lntl Service or function 2 VHF data 4 HF voice 5 Satellite voice 7 iatellite data Aode S -8 - 9 Remarks 10 APP-L APP-SR-L APP-I TWR TWR SMC ACD INDIA Ahmedabad ACC APP TWR VlAR Amritsar TWR SMC VOCL Calicut APP TWR VOMF Chennai ACC APP APP TWR SMC ATlS VOMM ChennaiBangalore Sector ACC VlDF Delhi FIS ACC VlDP Delhihdira Gandhi lntl APP APP TWR SMC ATlS VECF Kolkata VABB MumbailChattrapati Shivaji lntl ACC FIS VOLMET SEA 10 MID 2 SEA 1 VASlA APP TWR SMC ATlS VABB MumbaiKhattrapati Shivaji lntl VABF Mumbai (FIC) Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ACC ACC .FIS VOLMET MID 2 IN0 VASlA Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- VAAH
  • 234. IV-CNS 2-12 ASlAlPAC FASlD - State and location 1 Service or function 2 VHF voice - VHF data 4 3 Nagpur ACC APP TWR Patna APP TWR Tiruchchirappalli APP TWR Trivandrum ACC APP TWR Varanasi ACC APP TWR 3 (250) 1 (75) 1 (50) 8 9 Remarks 10 1 (200) 1 (75) 1 (50) VlBN data - lode S - 1 (75) 1 (50) VOTV ;atellite 1 (75) 1 (50) VOTR Satellite voice 7 2 (200) 1 (50) 1 (25) VEPT IF data 6 --`,,```,,,,````-`-`,,`,,`,`,,`--- VANP HF voice 5 INDONESIA WAPP AmbonlPatIimura APP TWR SMC ATlS 2 (75) 1 (25) 2 (AD) 1 (150) WAD2 Bali ACC ACC 2 (200) 2 (300) WADD BaliINgurahRai APP TWR SMC ATlS 2 (100) 1 (25) 2 (AD) 1 (150) WALL BalikpapanlSepinggan APP TWR SMC ATlS 2 (100) 1 (25) 2 (AD) 1 (150) WAOO Banjarmasinl Syamsuddin Noor TWR 1 (25) APP 1 (75) WIDD BatamlHang Nadim TWR SMC ATlS 2 (25) 2 (AD) 1 (150) WABB BiaklFrans Kaisiepo APP TWR SMC ATlS 2 (100) 1 (25) 2 (AD) 1 (150) WllZ Jakarta Sector ACC ACC FIS FIS 5 (CTA) 2 (150) 2 (FIR) 5 (150 SEA 3 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS SEA 3 Not for Resale
  • 235. IV-CNS 2-13 CNS State and location 1 WlHH JakartaRlalim Perdanakusuma Sewice or function 2 VHF voice 3 VHF data - HF voice 5 TWR SMC ATlS JakartalSoekarno Hatta APP APP TWR SMC ATlS WAJJ Jayapura/Sentani APP TWR FIS SMC ATlS WATT KupangEITari TWR SMC FIS ATlS WAMM Manado/Sarn Ratulangi APP TWR FIS SMC ATlS WlMZ --`,,```,,,,````-`-`,,`,,`,`,,`--- Wlll Medan Sector ACC FIS WlMM Medanffolonia APP TWR SMC ATlS WAKK MeraukeNopah TWR WlMG PadanglTabing SEA 19 APP TWR SMC ATlS TWR Mahmud Badaruddin II APP APP ATlS WIBB PekanbaruISultan Syarif Kasim II APP APP TWR SMC ATlS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Satellite IF data - voice 6 7 - iatellite data - dode S 8 - 9 Remarks 10
  • 236. IV-CNS 2-14 State and location 1 ASIAIPAC FASlD Sewice or function 2 VHF data 4 HF voice 5 IF data - 6 Satellite voice 7 Remarks 10 APP TWR FIS ATlS SMC WARR Surabayahanda APP APP TWR SMC FIS ATlS WlDN Tanjung PinanglKijang APP APP TWR SMC ATlS WALR TarakanIJuwata APP TWR SMC ATlS WABP TimikajMoses Kilangin TWR WAAZ Ujung Pandang Sector ACC FIS FIS WAAA Ujung Pandangl Hasanuddin SEA 3 APP --`,,```,,,,````-`-`,,`,,`,`,,`--- TWR SMC ATlS JAPAN RJDG Fukuoka ACC RJFF Fukuoka/Fukuoka APP TWR SMC ATlS RJCH Hakodate APP TWR ATlS RJOA Hiroshima APP TWR RJFK Kagoshima APP TWR SMC ATIS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 237. IV-CNS 2-15 CNS - State and location 1 Sewice or function 2 RJBB Kensai Kumamoto APP TWR SMC ATlS RJFU Nagasaki HF voice 5 Satellite voice 7 APP TWR SMC RJFT VHF voice - VHF data 3 4 APP TWR ATlS RJGG Nagoya1 Chuba Centrair lntl TWR SMC APP-PAR APP-SR-I ATlS RORG Naha ACC ROAH Naha APP TWR SMC ATlS RJAA NatitaMaritalntl APP TWR SMC FIS FIS ATlS RJSN Niigata APP TWR RJFO Oita APP TWR ATlS RJOB Okayama TWR RJOO OsakaIOsaka lntl APP APP TWR SMC FIS ATlS RJCG Sapporo ACC RJCC SapporolNew Chitose APP TWR SMC ATlS CWP --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale latellite data - Aode S 8 9 - Remarks 10
  • 238. IV-CNS 2-16 ASIAIPAC FASlD - State and location 1 Service or function 2 RJSS Sendai Takamatsu APP TWR ATlS RJTG Tokyo RJll TokyoKokyo lntl HF voice 5 APP TWR SMC ATlS RJOT VHF data 4 CWP, NP VPAC ACC VOLMET APP TWR SMC ATlS JOHNSTON I. (United States) PJON Johnston AtolV Johnston I. TWR TarawaIBonriki lntl TWR SP, RDARA 9 ACC FIS SEA 2 KIRIBATI NGTA LAO PEOPLE'S DEMOCRATIC REPUBLIC VLVT VLVT Vientiane VientianeIWattay APP TWR MACAO, China VMMC MacaolMacao lntl APP TWR SMC ATlS MALAYSIA WMKJ Johor Bahru/Sultan lsmail APP TWR SMC WBFC WBKK Kota Kinabalu Kota Kinabalul Kota Kinabalu lntl ACC FIS SEA 1 APP TWR SMC ATlS --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale IF data 6 Satellite voice 7 jatellite data - lode S 8 9 Remarks 10
  • 239. IV-CNS 2-17 CNS State and location 1 Seivice or function 2 WMFC Kuala Lumpur ACC ACC FIS WMKD KuantanIKuantan (RMAF) VHF data 4 HF voice 5 iF data 6 - Satellite voice 7 ;atellite data - 8 Remarks 10 APP SEA 1B SEA 2 TWR WBGG Kuching WBKL LabuanILabuan (RMAF) APP TWWAPP FIS ATlS APP TWR Malacca TWR WBGR Miri TWR WMKP PenangIPenang lntl APP TWR SMC ATlS WMKL Pulau Langkawi APPrrWR SMC WMKK Sepang/KL lntl APP TWR SMC ATlS WBGS Sibu TWR WBKW Tawau --`,,```,,,,````-`-`,,`,,`,`,,`--- WMKM APPrrWR SMC MALDIVES VRMG Gan APP TWR VRMM Male ACC APP TWR SMC FIS ATIS MARSHALL I. S PKWA Kwajalein Atoll TWR PKMJ Majuro Atoll/ Marshall Is. lntl FIS Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  • 240. IV-CNS 2-18 ASINPAC FASlD - State and location 1 Service or function 2 VHF voice - VHF data 4 3 iatellite data - Aode S 8 9 - HF voice 5 IF data - Satellite voice 6 - 7 Remarks 10 MICRONESIA (FEDERATED STATES OF) PTSA Kosrae I.IKosrae. FIS PTPN Pohnpei I./Pohnpei lntl FIS PTKK Weno I.IFM Chuuk lntl FIS PTYA Yap [.Nap lntl FIS MONGOLIA ZMUB Ulaanbaatar ACC NCA 3, EA 1, EA 2 MYANMAR VYYY Yangon ACC FIS APP TWR SEA 1A NAURU AUUU Nauru I. FIR CWP, RDARA 9 TWR NEPAL VNSM Kathmandu ACC ACC FIS VNKT Kathmandu APP TWWAPP SMC ATlS SEA l A MID 2 NEW CALEDONIA (France) NWWW NoumealLa Tontouta FIS APP TWR ATlS NEW ZEALAND NZAA Auckland NZAA Auckland/Aucklandlntl Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ACC VOLMET SP VPAC APP TWR SMC ATIS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- APP TWR
  • 241. CNS IV-CNS 2-1 9 State and location 1 Service or function 2 NUC Christchurch ACC NZCH Christchurchl Christchurch lntl APP VHF data HF voice 5 TWR SMC ATIS NZWN Wellington1Wellington lntl APP TWR SMC ATlS NlUE NlUE NiueMiue lntl RDARA 9 TWR NORTHERN MARIANA IS. (United States) PGRO Rota l./Rota lntl FIS PGSN ObyanISaipan lntl FIS PAKISTAN OPGD Gwadar TWR OPRN IslamabadIChaklala APP TWR ATIS OPKR Karachi ACC ACC FIS VOLMET OPKC KarachiJinnah APP TWR SMC ATlS OPLR Lahore MID 2 VASlA ACC ACC FIS OPLA LahorelAllama lqbal lntl APP TWR SMC ATlS OPNH Nawabshah TWR OPPS Peshawar MID 2 APP TWR --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale Satellite -IF data - voice 6 7 - jatellite data - Mode S 8 9 - Remarks 10
  • 242. IV-CNS 2-20 ASlAlPAC FASlD - - State and location 1 Service or function 2 dHF data 4 HF voice 5 PALAU PTRO Babelthaup I./Koror AFlS PAPUA NEW GUINEA AYKT Kieta FIS AYPY Port Moresby ACC FIS AYPY Port MoresbyIJackson CWP APPrrWR SMC ATlS PHILIPPINES RPMD DavaolFrancisco Bangoy lntl APP TWR ATlS RPLl LaoagRaoaglntl APP TWR RPVM Lapu-LapNactan Cebu APP TWR SMC FIS ATlS RPLL RPLL Manila lntl --`,,```,,,,````-`-`,,`,,`,`,,`--- ManilaINinoy Aquino lntl ACC ACC FIS CWP SEA 2 APP TWR SMC ACD ATlS RPLB Subic BayISubic Bay lntl APP TWR RPMZ Zamboanga lntl APP TWR REPUBLIC OF KOREA RKTU Cheongju Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS TWR SMC ATlS ' Not for Resale F data 6 Satellite voice 7 Remarks 10
  • 243. CNS IV-CNS 2-21 State and location 1 Service or function 2 --`,,```,,,,````-`-`,,`,,`,`,,`--- RKll Daegu Gimhae Gimpo TWR SMC ATlS FIS 5 APP TWR SMC ATlS RKSS HF voice APP TWR SMC ATlS RKPK VHF data RKRR lncheon ACC FIS RKSl lncheon APP TWR SMC ATlS RKPC Jeju APP TWR SMC ATlS RKNY Yangyang TWR SMC FaleololFaleololntl TWR SMC NCA-3 6 (CWP) SAMOA NSFA SP, RDARA 9 SINGAPORE WSAP Paya LebarIPayaLebar (RSAF) TWR APP WSSL Seletar WSJC Singapore WSSS SingaporeIChangi Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS TWR SMC ACC ACC ACC FIS VOLMET SEA 2 SEA 3 VASlA APP APP TWR SMC ATlS Not for Resale i F data - 6 Satellite voice 7 jatellite data - lode S 8 9 - - Remarks 10
  • 244. IV-CNS 2-22 State and location 1 ASlAlPAC FASlD Sewice or function 2 VHF data - HF voice 5 SOLOMON IS. AGGH HoniaraIHenderso