Doc 9708 air navigation plan middle east region

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Doc 9708 air navigation plan middle east region

  1. 1. Doc 9708 AIR NAVIGATION PLAN MIDDLE EAST REGION PLAN DE NAVIGATION AERIENNEREGION MOYEN-ORIENT PLAN DE NAVEGACION AEREAREGION DE ORIENT€ MEDIO FIRST EDITION - PREMIERE €DlTlON - PRIMERA EDCION 1999 NOT TO BE USED FOR OPERATIONAL PURPOSES NE PAS UTlLlSER POUR L’EXPLOITATION NE DEBE USARSE PARA FINES DE OPERACIONES --`,,```,,,,````-`-`,,`,,`,`,,`--- INTERNATIONAL CIVIL AVIATION ORGANIZATION ORGANISATION, DE L’AVIATION CIVILE INTERNATIONALE ORGANIZACION DE AVlAClON CIVIL INTERNACIONAL 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. 2. Published by authority of the Secretary General o the International Civil Aviation Organization, to whom all f correspondence, except orders and subscriptions, should be addressed. Publie‘ sous I’autorite‘du Secre‘taire ge‘nne‘ral de I’Organisation de l’aviation civile internationale, a qui toute correspondance. a [‘exception des cornmandes et des abonnernents, doit &re adresse‘e. Publicado bajo la responsabilidad del Secretario General de la Organizacidn de Aviacidn Civil Inrernacional, a quien debe dirigirse toda la correspondencia, con excepcidn de los pedidos y suscripciones. 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. Envoyer les commandes I’une des adresses suivantes en y joignant le montant correspondant (par chtque, cheque bancaire ou mandat) en dollars des Etats-Unis ou dans la monnaie du pays d’achat. Les commandes par carte de crtdit (American Express, MasterCard et Visa) sont acceptees au Sitge de I’OACI. Los pedidos deben dirigirse a una de las direcciones siguientes junto con la correspondiente remesa (mediante giro bancario, cheque o giro internacional) en d6lares estadounidenses o en la moneda del pais de compra. En la Sede dela OACI se aceptan pedidos pagaderos con tarjetas de crtdito (American Express, MasterCard y Visa). International Civil Aviation Organization. Attention: Document Sales Unit 999 University Street, Montreal, Quebec, Canada H3C 5H7 Telephone: (5 14) 954-8022; Telex: 05-24513; Facsimile: (5 14) 954-6769; Sitatex: YULADYA; E-mail: sales-unit@icao.int Egypr. ICAO Regional Director, Middle East Office, Egyptian Civil Aviation Complex, Cairo Airport Road, Heliopolis, Cairo 1 I776 Telephone: (20 2) 267-4840; Facsimile: (20 2) 267-4843; Sitatex: CAICAYA France. Directeur regional de I’OACI, Bureau Europe et Atlantique Nord, 3 bis, villa Emile-Bergerat, 92522 Neuilly-sur-Seine (Cedex) Ttlephone: (33 1) 46 41 85 85; TClecopieur: (33 I ) 46 41 85 00;Sitatex: PAREUYA India. Oxford Book and Stationery Co., Scindia House, New Delhi 110001 or 17 Park Street, Calcutta 700016 Telephone: (91 11) 331-5896; Facsimile: (91 11) 332-2639 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: (254-2) 622-395; Facsimile: (254 2) 226-706; Sitatex: NBOCAYA Mexico. Director Regional de la OACI, Oficina Norteamtrica, CentroamErica y Caribe, Masaryk No. 29-3er. piso, Col. Chapultepec Morales, Mexico, D.F., I1570 Teltfono: (52 5 ) 250-321 1; Facsimile: (52 5 ) 203-2757; Sitatex: MEXCAYA Peru. Director Regional de la OACI, Oficina Sudamtrica, Apartado 4127, Lima 100 Telkfono: (51 14) 302260; Facsimile: (51 14) 640393; Sitatex: LIMCAYA Russian Federation. Aviaizdat, 48, 1. Franko Street, Moscow 121351 Telephone: (7 095) 417-0405; Facsimile: (7 095) 417-0254 Senegal. Directeur rtgional de I’OACI, Bureau Afrique occidmtale et centrale, Boite postale 2356, Dakar Telephone: (221) 8-23-54-52; TilCcopieur: (221) 8-23-69-26; Sitatex: DKRCAYA Sourh Africa. Avex Air Training (Pty) Ltd., Private Bag X102, Halfway House, 1685, Republic of South Africa Telephone: (27-11) 315-0003/4; Facsimile: (27-1 1) 805-3649; E-mail: avex@iafrica.com Spain. A.E.N.A. - Aeropuertos EspaAoles y NavegaciBn AErea, Calle Juan Ignacio Luca de Tena, 14, Planta Tercera. Despacho 3.1 I , 28027 Madrid TelEfono: (34 91) 321-3148; FacsimiIe: (34 91) 321-3157; Correo electrbnico: sscc.ventasoaci@aena.es 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 Unired Kingdom. Westward Digital Limited, 37 Windsor Street, Cheltenham, Glos., GL52 2DG Telephone: (44 1242) 235- 15 1 ; Facsimile: (441242) 584- 139 --`,,```,,,,````-`-`,,`,,`,`,,`--- 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. 3. Doc 9708 AIR NAVIGATION PLAN MIDDLE EAST REGION PLAN DE NAVIGATION AERIENNE REGION MOYEN-ORIENT PLAN DE NAVEGACIONAEREA REGION DE ORIENTE MEDIO FIRST EDITION - PREMIERE EDITION - PRIMERA EDlClON NOT TO BE USED FOR OPERATIONAL PURPOSES NE PAS UTlLlSER POUR L’EXPLOITATION NE DEB€ USARSE PARA FINES DE OPERACIONES INTERNATIONAL CIVIL AVIATION ORGANIZATION ORGANISATION DE L’AVIATION CIVILE INTERNATIONALE ORGANIZACION DE AVIACION CIVIL INTERNACIONAL Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 1999
  4. 4. il RECORD OF AMENDMENTS INSCRIPTION DES AMENDEMENTS LISTA DE ENMIENDAS Entered by Inscrit par Anotada por No. NO Nrim. Date of amendment Date de l’amendement Fecha de la enmienda Date entered Date d’inscription Fecha de anotaci6n Entered by Inscrit par Anotada por --`,,```,,,,````-`-`,,`,,`,`,,`--- Date entered Date d’inscription Fecha de anotacidn The designations employed and the presentation of the materia& this in 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. Les appellations employkes dam cette publication et la pdsentation des ClCments qui y figurent n’impliquent de la part de 1’OACI aucune prise de position quant au statut juridique des pays, territoires, villes ou zones, ou de leurs autoritb, ni quant au trace de leurs frontikres ou limites. Las denominaciones empleadas en esta publicaci6n y la forma en que aparecen presentados 10s datos que contiene no implican, de parte de la OACI, juicio alguno sobre la condicidn juridica de ninguno de 10s paises, temtorios, ciudades o keas, o de sus autoridades, ni respecto de la delimitaci6n de sus fronteras o limites. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  5. 5. E ii i TABLE OF CONTENTS Puge ............................ 0-1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0- 1 Procedure for the amendment of approved regional plans . . 0-3 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3 Statement of basic operational requirements and planning criteria for regional air navigation planning . . . . . . . . . 0-4 Statement of ICAO policy on CNS/ATM systems implementation and operation . . . . . . . . . . . . . . . . . . 0-14 Institutional guidelines applicable to CNS system 0-16 elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General guidelines on the establishment and provision of a multinational ICAO MID air navigation facility/service . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-21 Alphabetical index of States and Territories . . . . . . . . . . 0-29 PART I - AERODROMES ................... Table AOP 1 - Physical characteristics, radio and visual aids at aerodromes . . . . . . . . . . . . . . . . . Chart AOP 1 - Index of aerodromes PART I1 - AIR TRAFFIC SERVICES .......... Table ATS 1 - ATS routes . . . . . . . . . . . . . . . . . . . . Table ATS 2 - Possible SST tracks . . . . . . . . . . . . . . Table ATS 3 - HF radiotelephony VOLMET broadcasts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table ATS 4 - VHF VOLMETbroadcasts . . . . . . . . . Table ATS 5 - Implementation of radar facilities . . . . . Table ATS 6 - SSR code assignment system (International and Domestic) Middle East Region . . . Attachment to Table ATS 6 ..................... Chart ATS 1 - Flight information service Chart ATS 2 - Area control service Chart ATS 3 - HFNHF VOLMET broadcasts Chart ATS 4 - Radar facilities I PART IK - COMMUNICATIONS ............. 3-1-7 3-2-1 3-2-9 3-2-1 1 3-2-13 3-3-1 3-3-13 1-0-1 1-1-1 2-0-1 2-1-1 2-2-1 2-3-1 2-4-1 2-5-1 2-6-1 2-6-3 3-0-1 Table COM 1 - Rationalized AFTN plan for 3-1-1 MID Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chart COM 1 - Rationalized A W N plan for MID Region showing main AFTN centres and tributary connections Table COM 1A - Aeronautical fixed telecommunication network (MID) . . . . . . . . . . . . . 3-1-3 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Chart COM 1A - Aeronautical fixed telecommunication network Table COM 1B - ATS direct speech capability to link adjacent FIC/ACC and ATS units located outside the control areas of these R C or ACC or between TWRforthe MID region . . . . . . . . . . . Chart COM 3 - ATS direct speech circuits for MID Region Table COM 2 - Aeronautical mobile service . . . . . . . . Appendix A to Table COM 2 . . . . . . . . . . . . . . . . . . . Appendix B to Table COM 2 . . . . . . . . . . . . . . . . . . . Chart COM 5 - HF en-route radiotelephony network Appendix to Chart COM 5 . . . . . . . . . . . . . . . . . . . . . Table COM 3 - Radio navigation aids(MID) . . . . . . . Appendix to Table COM 3 . . . . . . . . . . . . . . . . . . . . . Chart COM 6 - En-route radio navigation aids Chart COM 7 - Aids to final approach and landing PART IV - METEOROLOGY ................ 4-0-1 Table MET 1A - Meteorological service at aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4- 1- 1 Chart MET 1 - Chart showing the areas identified by the letters in column 7 of Table MET 1A Table MET 1B - Meteorological Watch Offices . . . . . . 4-1-7 Table MET 2 - Exchange of operational meteorological information not catered for bytheROBEX scheme . . . . . . . . . . . . . . . . . . . . . 4-2-1 Table MET 2A - Exchange of SIGMET messages . . . . 4-2-19 Table MET 2 3 - Exchange of operational meteoroIogical information during the 4-2-25 pilgrimageseason . . . . . . . . . . . . . . . . . . . . . . . . . Table MET 3 - Part I - Tropical Cyclone Advisory Centre forthe MID region . . . . . . . . . . . . 4-3-1 Table MET 3 - Part I1 - Volcanic ash Advisory Centre for the MID region . . . . . . . . . . . . . . . . . . . 4-3-3 Table MET 4A - Regional OPMET bulletin exchange (ROBEX) scheme - Collection areas for routine reports and air-reports . . . . . . . . . . 4-4-1 Table MET 4B - Regional OPMET bulletin exchange (ROBEX) scheme - Collection areas for aerodromeforecasts . . . . . . . . . . . . . . . . . 4-4-3 Table MET 5 - Exchange requirements for World AreaForecastSystem products . . . . . . . . . . . 4-5-1 Table MET 6 - World area forecast system . . . . . . . . . 4-6-1 Chart MET 2 - Maximum areas of coverage Mercator projection Chart MET 3 - Maximum areas of coverage Polar stereographic projection Chart MET 4 - Maximum areas of coverage European chart Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- INTRODUCTION Page
  6. 6. MID ANP Eiv PART V - SEARCH AND RESCUE SERVICES .. . Table SAR 1 - Search and rescue facilities Chart SAR 1 - Search and rescue services 5-0-1 .... .. .. --`,,```,,,,````-`-`,,`,,`,`,,`--- PART VI - AERONAUTICAL INFORMATION SERVICES . . . . .. . - . ... . ... . .. . . , . . . . . . 6-0-5 - 6-0-1 Appendix to Part VI - Automation of A the Aeronautical InformationServices Chart AIS 1 - International NOTAM offices and area of responsibility Chart AIS 2 - Sheet layout and production responsibility for 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 . Appendix - Summary of amendments to the Plan .. .. . . .. .. .. ... ...... .. .. . .. ...A-1 Not for Resale
  7. 7. STD-ICAO 9708-ENGL 1999 4811141b 0108190 BbO F 111 TABLE DES MATIERES INTRODUCTION .......................... GCntralitCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ProcCdure d’amendement des plans rtgionaux approuvts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AbrCviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Expose des besoins fondamentaux de I’exploitation et des critkres de planification pour I’Ctablissement des plans rigionaux de navigation akrienne . . . . . . . . EnoncC de politique de 1’OACI sur la mise en oeuvre et l’exploitation des systbmes CSNlATh4 . . . . . . . . . . Lignes directrices institutionnelles applicables aux Cltments des systtmes CNS . . . . . . . . . . . . . . . . Lignes directrices pour l’ttablissement et la mise B disposition d’une installation ou d’un service multinational MID de navigation atrienne OACI . . . . Liste alphabktique des pays et territoires . . . . . . . . . . . . I” PARTIE - AERODROMES ................ Tableau AOP 1 - Caracttristiques physiques, aides radio et aides visuelles aux atrodromes . . . . . . . Carte AOP 1 - Carte d’ensemble des aerodromes 11‘ PARTIE - SERVICES DE LA CIRCULATION AERIENNE .................. Tableau ATS 1 - Routes ATS . . . . . . . . . . . . . . . . . . Tableau ATS 2 - Trajectoires SST possibles . . . . . . . . Tableau ATS 3 - Emissions VOLMET radiotelephoniques HF . . . . . . . . . . . . . . . . . . . . . . Tableau ATS 4 - Emissions VHF VOLMET . . . . . . . . Tableau ATS 5 - Mise en oeuvre des installations radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tableau ATS 6 - Systbme (international et intkrieur) d’attribution des codes Region Moyen-Orient . . . . . . Suppltment au Tableau ATS 6 . . . . . . . . . . . . . . . . . . . Carte ATS 1 - Service d’information de vol Carte ATS 2 - Service de contr6le rCgional Carte ATS 3 - Emissions VOLMET H F N H F Carte ATS 4 - Installations radar III’ PARTIE - TELECOMMUNICATIONS ....... Tableau COM 1 - Plan du RSFTA rationalist pour la Rigion MID . . . . . . . . . . . . . . . . . . . . . . . . Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Page 0-1 Carte COM 1 - Plan du RSFTA rationalid pour la Region MID (centres RSFTA principaux et les liaisons tributaires) Tableau COM IA - Rtseau du service fixe des tClCcommunications atronautiques (MID) . . . . . . . . . 3-1-3 Carte COM 1A - Rtseau du service fixe des tCltcommunications akronautiques Tableau COM 1B - Moyens de communications vocales directes ATS destinCs B relier des FIClACC adjacents B des organes ATS situts B I’exttrieur des rtgions desservies par ces FIC ou ACC, ou 5 relier des tours de contrBle d’aerodrome pour la Rtgion MID . . . . . . . . . . . . . . . 3-1-7 Carte COM 3 - Circuits de communications vocales directes ATS pour la Rkgion MID Tableau COM2 - Service mobile aeronautique . . . . . . 3-2-1 Appendice A au Tableau COM 2 . . . . . . . . . . . . . . . . . 3-2-9 Appendice B au Tableau COM 2 . . . . . . . . . . . . . . . . . 3-2-11 Carte COM 5 - Rbeaux radiottltphoniques HF en route Appendice B la Carte COM 5 . . . . . . . . . . . . . . . . . . . 3-2-13 Tableau COM 3 - Aides de radionavigation en route (RBgion MID) . . . . . . . . . . . . . . . . . . . . . . 3-3-1 Appendice au Tableau COM 3 . . . . . . . . . . . . . . . . . . 3-3-13 Carte COM 6 - Aides de radionavigation Carte COM 7 - Aides B l’approche finale et B l’atterrissage 0- 1 0-3 0-3 0-4 0-14 0-16 0-21 0-29 1-0-1 1-1-1 2-0-1 2- 1-1 2-2-1 we PARTIE - ~ ~ O R O L O G I............. E 2-3-1 2-4-1 Tableau MET 1A - Assistance mkteorologique aux 4- 1- 1 aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Carte MET 1 - Carte des zones correspondant aux lettres de la colonne 7 du Tableau MET 1A Tableau MET 1B - Centres de veille mCt6orologique . . 4-1-7 Tableau MET 2 - fkhange de renseignements mCt6orologiques d’exploitation non prCvu dans le systtme ROBEX . . . . . . . . . . . . . . . . . . . . . 4-2-1 Tableau MET 2A - Echange de messages SIGMET . . . 4-2-19 Tableau MET 2B - lkhange de renseignements mCtCorologiques d’exploitation pendant la saison de pklerinage . . . . . . . . . . . . . . . . . . . . . . 4-2-25 Tableau MET 3 - I” Partie - Centre consultatif sur les cyclones tropicaux pour la Rkgion MID . . . . . 4-3-1 Tableau MET 3 - 11‘ Partie - Centre consultatif sur les nuages de cendres volcaniques pour la Region MID . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3-3 2-5-1 2-6-1 2-6-3 3-0-1 3-1-1 Not for Resale 4-0-1 --`,,```,,,,````-`-`,,`,,`,`,,`--- Page
  8. 8. F IV MID ANP Page Page Tableau MET 4A - Systirme d’tchange regional de bulletins mktkorologiques d’exploitation (ROBEX) - Zones de collecte des messages d’observations regulitres et des comptes rendus en vol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tableau MET 4B - Systtme d’tchange regional de bulletins rnktkorologiques d’exploitation (ROBEX) - Zones de collecte des previsions d’akrodrome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tableau MET 5 - Besoins relatifs aux Cchanges de produits du systkme rnondial deprtvisionsde zone . . . . . . . . . . . . . . . . . . . . . . . Tableau MET 6 - S y s t h e mondial de previsions de zone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Carte MET 2 - Zones de couverture maximales Projection mercator Carte MET 3 - Zones de couverture maximales Projection sttrkographique polaire Carte MET 4 - Zones de couverture maximales Carte EUROPE v’ PARTIE - SERVICES DE RECHERCHES ET DE SAUVETAGE 4-4-1 4-4-3 5-0-1 Tableau SAR 1 - Installations de recherches et de sauvetage . . . . . . . . . . . . . . . . . . . . . . . . . . . Carte SAR 1 - Services de recherches et de sauvetage VI‘ PARTIE - SERVICES D’INFORMATION A~RONAUTIQUE 4-5-1 4-6-1 5- 1 . 1 .......................... 6-0-1 Appendice A a la VI” Partie - Automatisation des services d’information aeronautique . . . . . . . . . . . . . Carte AIS 1 - Bureaux NOTAM internationaux et zones de responsabilit6 Carte AIS 2 - Tableau d’assemblage et responsabilite de I’execution des feuilles de la Carte atronautique du Monde - OACI 1/1 000 000 Appendice - Sommaire desamendements au plan --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS ........................ Not for Resale .. 6-0-5 A-1
  9. 9. s iii ~NDICE Pdgina Pdgina 0-1 PARTE 111 - COMUNICACIONES Generalidades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedimiento para la enrnienda de planes regionales aprobados ...................... Abreviaturas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exposicidn de requisitos operacionales bisicos y criterios de planificacion . . . . . . . . . . . . . . . . . . . Politica general de la OACI para la implantacih y explotacidn de 10s sistemas CNSlATM . . . . . . Directrices institucionales aplicables a 10s elementos del sistema CNS . . . . . . . . . . . . . . . . . Directrices generales acerca del establecimiento y suministro de instalaciones y servicios de navegaci6n aCrea multinacionales a la Regidn MID de la OACI . . . . . . . . . . . . . . . . . . . hdice alfabktico de paises y temtorios . . . . . . . . . . 0- 1 Tabla COM 1 -Plan racionaiizado de la AFTN para la RegiBn MID ....................... C m a COM 1 - Ptan racionalizado de la AFTN para la Regidn MID (centros principales AFTN y enlaces tributarios) Tabla COM 1A - Red de telecomunicaciones fijas aeronauticas (MID) ....................... Carta COM 1A- Red de telecornunicaciones fijas aeronhticas Tabla COM 1B - Circuitos orales directosATS entre FIClACC adyacentes y dependencias ATS fuera de las ireas de control de estos FIC o ACC o entre torres de control de aerddromo para la Regibn MID ....................... Carta COM 3 -Circuitos orales directos ATS para la Regibn MID Tabla COM 2 - Servicio mdvil aeronhtico . . . . . . ApCndice A de la Tabla COM 2 . . . . . . . . . . . . . . . . Aphdice B de la Tabla COM 2 . . . . . . . . . . . . . . . . Carta COM 5 - Redes radiotelef6nicas HF enm a ApCndice de la Carta COM5 . . . . . . . . . . . . . . . . . . Tabla COM 3 - Ayudas para la radionavegacibn (MID) ................................ Apkndice de la Tabla COM 3 . . . . . . . . . . . . . . . . . . Carta COM 6 -Ayudas para la radionavegacidn en ruta Carta COM 7 - Ayudas para la aproximacidn final y el atenizaje PARTE I -AERODROMOS ................ Tabla AOP 1 - Caracteristicas fisicas, radioayudas y ayudas visuales en 10s aerddromos . . . . . . . . . . Carta AOP 1 -Indice de aer6dromos ............................... PARTE 11 SERVICIOS DE TRANSITO AEREO Tabla ATS 1 -Rutas ATS .................... Tabla ATS 2 - Posibles derrotas SST . . . . . . . . . . . Tabla ATS 3 - Difusiones radiotelefbnicas HFVOLMET ........................... Tabla ATS 4 - Radiodifusiones VOLMET en VHF ................................ Tabla ATS 5 - Implantacidn de instalaciones radar ................................ Tabla ATS 6 -Sistema de asignacidn de clave (intemacional y nacional) Regidn Oriente Medio ..................... Adjunto a la Tabla ATS 6 . . . . . . . . . . . . . . . . . . . . . Carta ATS 1 - Servicio de informacidn de vuelo Carta ATS 2 - Servicio de control de Area Carta ATS 3 - Difusiones HFNHF VOLMET Carta ATS 4 - Instalaciones radar Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 0-3 0-3 0-4 0-14 0-16 0-21 0-29 1-0-1 1-1-1 3-0-1 3-1-1 3-1-3 3- 1-7 3-2- 1 3-2-9 3-2-1 1 3-2-13 --`,,```,,,,````-`-`,,`,,`,`,,`--- .......... INTRODUCCION ......................... 3-3-1 3-3- 13 2-0-1 2-1-1 2-2- 1 2-3- 1 2-4-1 2-5- 1 2-6-1 2-6-3 PARTE IV -METEOROLOGiA ............ Tabla MET 1A -Servicio meteorol6gico en 10s aer6dromos . . . . . . . . . . . . . . . . . . . . . . . . . . Carta MET 1 - Carta con las Areas correspondientes a las letras de la columna 7 de la Tabla MET 1A Tabla MET 1B - Oficinas de vigilancia meteorol6gica ........................... Tabla MET 2 - Intercambio de informacidn meteorol6gica para las operaciones no proporcionada en el Plan Robex . . . . . . . . . . . . . Tabla MET 2A -Intercambio de mensajes SIGMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tabla MET 2B - Intercambio de informaci6n rneteorol6gica para l a s operaciones durante la temporada de peregrinacidn . . . . . . . . . . . . . . Not for Resale 4-0-1 4-1-1 4- -7 1 4-2- 1 4-2- 19 4-2-25
  10. 10. Tabla MET 3 - Parte I - Centro de asesoramiento de ciclones tropicales para la Regidn MID . . . . . TabIa MET 3 - Parte II - Centro de asesoramiento de cenizas volcinicas para la Regidn MID ..... Tabla MET 4A- Sistema de intercambioregional de boletines rneteoroldgicos para las operaciones (ROBEX) - Zonas de recopilacidn de mensajes de observaci6n regulares y de aeronotificaciones . . . . . . . . . . . . . . . . . . . . . . . . Tabla MET 4B - Sistema de intercambioregional de boletines meteoroldgicos para las operaciones ROBEX) - Zonas de recopilacidn de prondsticos de aerddromo . . . . . . . . . . . . . . . . . . Tabla MET 5 - Requisitos de intercambiode informaci6n elaborada por el sistema mundial de pron6sticos de area ..................... Tabla MET 6 - Sistema mundial de prondsticos d e h e a ................................ Carta MET 2 - Zonas de cobertura de dimensiones maximas - proyecci6n Mercator Carta MET 3 - Zonas de cobertura de dimensiones maximas -proyecci6n estereogrhfica polar Carta MET 4 - Zonas de cobertura de dimensiones miximas -Carta Europa 4-3- 1 4-3-3 4-4- 1 PARTE v -SERVICIOS DE BUSQUEDA Y SALVAMENTO ......................... Tabla S A R 1 - Instalaciones de blisqueda y salvamento .............................. Carta SAR 1 - Servicios de b~squeda y salvamento PARTE VI -SERVICIOS DE INFORMACION AERONAUTICA ........................ 4-4-3 4-5- 1 4-6- 1 ApCndice A de la Parte VI - Automatizacidn de 10s servicios de informacih aeronhtica . . . . Carta A I S 1 - Oficinas NOTAM intemacionales y irea deresponsabilidad Carta A I S 2 - Disposicidn de las hojas y responsabilidad de la producci6n de la Carta Aeronautica MundialOACI 1:l 000 000 ApCndice -Resumen de las enmiendas delPlan ................................ --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale 5-0-1 5-1-1 6-0-1 6-0-5 A-1
  11. 11. E 0-1 INTRODUCTION GENERAL Concept of Air Navigation Plans --`,,```,,,,````-`-`,,`,,`,`,,`--- Air Navigation Plans set forth in detail the facilities, services and procedures required forinternational air navigation within a specified area. Such Plans contain recommendations which governments can follow in programming the provision of their air navigation facilities and services, with the assurancethat facilities and services furnished in accordance with the Plan will form with those of other States an integrated system adequate for the foreseeable future. In technical scope the Plans comprise statements of required facilities and services in the AGA, AIS, ATS, COM, 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 supplement the worldwide procedures contained in Annexes and PANS. In geographic scope, the Plan is related to one or more of the nine ICAO air navigation regions. The Plan may call for the provision of facilitiesand 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. Each Contracting State is responsible for the provision of facilities andservices in its territory under Article 28 of the Convention. The Council has recommended that these facilities and services include those specified in the Air Navigation Plans. Inclusion in Air Navigation Plan documents of facilities and services in non-Contracting State(s) and territory(ies) is simply a recognition that they are needed by or likely to affect international civil aircraft operations of ContractingStates or the facilities and services of these States. Air Navigation Plan Middle East (MID) Region This document presents in concise form the ICAO plan for the provision of facilities and services for international air navigation in the ICAO Middle East Region. Certain facilities and services outside of the prescribed regional boundaries also are 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 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS any one State appear in one Air Navigation Plan document. Most of the contents originated from Recommendations and Conclusions of the following Regional Air Navigation Meetings: - Middle EasUSouth East Asia (Manila, November-December 1968); - Sixth European-Mediterranean (Geneva, November 1971); - Third Middle East (Montreal, March-April 1984); - Third AsiaRacific (Bangkok, April-May 1993). - Limited Middle East (COMIMETRAC) (Cairo, January 1996). The statement of basic operational requirements and criteria for regional planning and the air route network, on which the Plan is based, are found on page 0-3, and on the air traffic pattern charts respectively. The statement of basic operational requirements and criteria for regional planning and the air traffic pattern are updated whenever an amendment to the Plan is based on a change in those operational requirements and criteria for regional planning or in the character of aircraft operations. The plan contained in this document is amended as necessary to reflect changes in requirements for facilities and services either by a regional air navigation meeting or by following the amendmentprocedure reproduced on page 0-3. As a consequence, this document is revised from time to time in order to record amendments to the plan that may have been approved by the Council during the preceding period. It should also be noted that the document does not lisr all existing facilities in the region bul only those required under rhe planapproved by Council. Aeronautical Information h b l i c a tions, NOTAM and other State documents should be consulted for information on additional facilities and operational for information in general, including information on the status o f implementation of the facilities andservices recommended in the plan. The Council of ICAO, at the Seventh and Eighth Meetings of its 121st Session, decided that the explanation of “implemented’ as agreed at regional air navigation 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 %nplemented’, as it applies to the 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.” Not for Resale
  12. 12. STD=ICAO 9708-ENGL 1999 L(B'41'4Lb O L O B L 9 5 3'42 E 0-2 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. Corrections to this document should be notified to the ICAO Regional Office accredited to the State concerned. --`,,```,,,,````-`-`,,`,,`,`,,`--- Additionally, the Council of ICAO at the Eighth Meeting of its 131st Session agreed to discontinue the practice of including implementation data in air navigation plan publications. The Supplementary Procedures for the Region are omitted from this document since they are published for all regions in the Regional Supplementav Procedures - Doc 7030. MID ANP 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. 13. Inlroduciion E 0-3 PROCEDURE FOR THE AMENDMENT OF APPROVED REGIONAL PLANS (excluding amendments to Supplementary Procedures) Approved by Council on 7 March 1975 (5th Mecling, 841h Session) 1. Introduction The procedure outlined below has been evolved to provide a Plans in a current condition by means of maintaining Regional correspondence. 2. Generalcriteria 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 thenature of a required change permits, the associated amendment of the Regional Plan shall be undertaken by correspondence between the Organization and the Contracting States and international organizations concerned. 2.2 When aStatecannot 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 Plan for that Region it should propose to the Secretary General, through the 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 Regional Office.) 3.2 The Secretary General will circulate the proposal, adequately documented, with arequest for comments to all States of the Region except those which obviously are not affected,and, for information and comments if necessary, to 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, he will first present the proposal, adequately documented, to the Commission. In such cases, the Commission will decide the action to be taken on the proposal. 3.3 If, in reply to the Secretary General’s inquiry, no objection is raised to the proposal by a date specified by him, 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, any Stateobjects to the proposal, and if objection remains after further consultation, the matter will be documented for formal consideration by the Air Navigation 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 where the relevant Plan 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, the Secretary General will ascertain whether the proposal 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. 3.6 Proposals for theamendment 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. 3.7 Amendments to Regional Plans which have been approved in accordance with the above procedure will be promulgated at convenient intervals. ABBREVIATIONS All abbreviations used 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
  14. 14. MID ANP E 0-4 STATEMENT OF BASIC OPERATIONAL REQUIREMENTS AND PLANNING CRITERIA FOR REGIONAL AIR NAVIGATION PLANNING On 28 January 1997, the Air Navigation Commission approved this Statement of Basic Operational Requirements and Planning Criteria which is appropriate to all the ICAO regions except the European Region. The Commission has considered that in planning the facilities and services related to the communications, navigation and surveillancelair traffic management (CNS/ATM) systems, the Global Coordinated Plan for Transition to the Integrated CNS/ATM System, approved by the Council, provides the framework to be followed. Among the information included in the Global Plan, the Statement of ICAO Policy on CNSIATM Systems Implementation and Operation the and Institutional Guidelines Applicable to CNS System Elements are considered pertinent to regional planning and are reproduced below. The Commission has also consideredit unnecessary to repeat in this statement any pertinent requirements already contained in or Procedures for Air Navigation the Convention, Annexes Services. 1. General (Applicable to both international commercial air transport and international general aviation) --`,,```,,,,````-`-`,,`,,`,`,,`--- 1 .I Air navigation facilities, services and procedures recommended for the area under consideration should form an integrated system designed 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 the communications, navigation and surveillance/air traffic management (CNS/ATM) systems and its possible effects on adjacent regions. 1.2 The planning should be based on the table of aircraft operations or the use, as approved by theCouncil, of traffic forecasts and should take account of the following normal ranges of operating characteristics of the aircraft listed therein. However, the system should be sufficiently flexible to accommodate aircraft operational characteristics outside the normal range. 1.2.1 Aircraft, engaged or planned to be engaged, in international operations have been grouped into the following categories: a) turbo-jet supersonic aeroplanes; b) subsonic turbo-jet aeroplanes; Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS c) multi-engined turboprop aeroplanes; d) piston-engined aeroplanes and single-engined turboprop aeroplanes with: 1) a normal cruising speed of more than 260 km/h (140 kt) (type A); and 2) a normal cruising speed up to 260 km/h (140 kt) (type €3); e) helicopters; and f) other aircraft (V/STOL, gliders, balloons, etc.). Note.- Group fl to be included only to the extent that it requires consideration in regional planning. 1.2.2 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. 1.2.3 Supersonic turbo-jetaeroplanes a) Climb performance:At subsonic speed 10-25 m / s (2 0005 OOO ftlmin); at supersonicspeed30-41 m / s (6 000X OOO ftlmin) during transonic acceleration up to 13 700 m (FL 450); at supersonic cruising speed 2-8 m l s (500-1 500 ft/min) above 13 700 m (FL 450). b) Speed range in cruising flight: At subsonic speed 8351 020 km/h (450-550 kt) (Mach 0.76-0.92); at supersonic speed above 13 700 m (FL 450) Mach 1.8-2.2. f c> Range o desirable cruising levels: At subsonic speed 7 600-12 500 m (FL 250-410); at supersonic speed 17 050-18 900 m (FL 560-620),to be used preferably in accordance with the cruise-climb technique. d) Descent perlfonnance: At supersonicspeed: (8 000-10 000 ft/min); at subsonic speed ( 2 000-5 000 ftlmin). 41-51 m / s 10-25 m / s e) Contingency pegormance: If unable to obtain or maintain supersonic speed, SST aircraft will use the values shown in a) or d) above against subsonic speed. 1.2.4 Subsonic turbo-jet aeroplanes a) Climb performance: 8-25 m/s (1 500-5 000 ft/min). Not for Resale
  15. 15. E 0-5 Introduction b) Speed range in cruising flight: 780-1 020 k d h (420550 kt). c) Range of desirable cruising levels: 8 250-13 700 m (FL 270-450). d) Descent pegormance: 10-25 m / s (2 000-5 000 ft/min). 1.2.5 Multi-engined turboprop aeroplanes Note 1.- Further to 1.2 above, it is emphasized that the values given in 1.2.3 to 1.2.7 represent average values covering the majority of aircra3 types in each category. Also, depending on circumstances (e.g. load, stage length of o j7ight) considerable deviations from them may occur f o r specific pights. Note 2.- Performance o military aircraft not covered b y f rhe above values may be considerably in excess o those quoted. f It is, however; assumedthat in such cases national arrangements will be made to carer for these aircraft. a) Climb performance: 5 - 15 m / s ( 1 000-3 000 ft/min). b) Speed range in cruising flight: 460-650 k d h (250350 kt). c) Range o desirable cruising levels: 5 200-8 250 m f (FL 170-270). d) Descent pegormance: 8- 15 m / s ( 1 500-3 OOO ft/rnin). 1.2.6 Piston-engined aeroplanes turboprop aeroplanes and 1.3 Planning should not include aerodrome an 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. 1.4 Planning for facilities and services, in addition to meeting the operational requirements, should take into account the need for: a) efficiency in operation; and single-engined b) economy in equipment and personnel, a) Climb performance: 1) Type A: 2-10 m/s (500-2 000 ft/min); 2) Type B: 2-5 m/s (500-1 000 ft/rnin). b) Speed range in cruisingflight: 1) Type A: 260-460 k d h (141-250 kt); with due consideration being given to capability for expansion without major redesign or replanning. future 1.5 Planning should take account into the need for an adequate number of technically trained and competent personnel to be employed in the system to supervise, maintain and operate air navigation facilities and services and should result in recommendations, as necessary, to meet such need. 2) Type B: 110-260 km/h (60-140 kt). c) Range o desirable cruising levels: f 1) Type A: up to 6 I 0 0 m (FL 200); 1.6 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. 2) Type B: up to 3 050 m (FL 100). d) Descent performance: 1) Type A: 5-10 m / s ( 1 000-2 000 ft/min); 2) Type B: 2-5 m / s (500-1 000 ft/min). 1.2.7 Helicopters 1.7 Special operational features of the area under consideration, such as those which may have been associated with causal factors noted in accident investigation reports and incident reports, should be taken intoaccount, particularly if there are indications, such as those given in the “recommendations” of aircraft accident investigation reports and incident reports, that special measures are called for to prevent recurrence of accidents and incidents from the same cause or causes. a) Climb performance: up to 8 m / s (1 500 ft/min). b) Speed range in cruising jighr: up to 370 k d h (200 kt). c) Range of desirable cruising Ievels: up to 3 050 m (FL 100). d) Descent pelformance: up to 8 m / s (1 500 ft/min). 1.8 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 theaerodromes at night or during low-visibility conditions is expected. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  16. 16. MID ANP E 0-6 1.9 It is essential that the overall plan: a) satisfy the requirements of all aircraft, including domestic and military traffic to the extent that it may affect international traffic; b) ensure compatibility of facilities, services and procedures with those recommended for operations in adjacent areas; c) ensure that operators have access to information necessary to exercise effective operational control: d) provide for speedy exchanges of necessary information between the various units providing air navigation services and bctween such units and operators; and e) take account of aircraft performanceand navigational capability in specifying requirements for the carriage of airborne equipment, as well as having due regard for the operational environment. 1-10 In the development of the plan, full cognizance should be taken of the cost-effectiveness of the recommended facilities, services and procedures. Planningshould be directed towards facilitating implementation of essential improvements required for existing and anticipated operations in the region. The the of current objective should be to expedite eradication deficiencies in the air navigation facilities and services. Project management techniques should be employed for the implementation of communications, navigation and surveillance (CNS) facilities and services to facilitate the phased introduction of air traffic management (ATM) system enhancements. 2.1.3 Where at an aerodrome, planning for Category I1 or Ill 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 account the possible requirement for Category 11 or 111 operations so that at least one runway and the related ground-air environment may be provided in the future to accommodate such operations. 2.1.4 In cases where the extension or development of an aerodrome to meet infrequent critical operations would entail disproportionateexpenditures,atternativesolutionsshould be explored. Note.- If it is found that the full operational requirements cannot be met at an aerodrome, then the maximum practicable development tofacilitate operations should be recommended and the relevant reasons for this included in the report. 2.1.5 At alternate aerodromes, the characteristics should be determined in accordance with the landing requirements of the diverted critical aircraft andthe take-off requirementsfor the aircraft for a flight to the aerodrome of intended destination. Note.- Where more rhan one alternate aerodrome is f available, the requirements should bebased on the types o aircrafi each is intended to serve. 2.2 international general aviation (IGA) 2.2.1 Aerodromes, in addition to those required internationai commercial air transport operations, should determined to meet the needs of the IGA flights listed in table of aircraft operations or the use. as approved by Council, of traffic forecasts. for be the the 2. Aerodromes International commercial air rransport operations 2.1.1 Regularaerodromes and theiralternates should be determined to meet the needs of the flights listed in the table of aircraft operations or the use, as approved by the Council, of traftic forecasts. When studying the requirements for alternate aerodromes, the guiding principle should be that, to the greatest praclicable extent, the requirements for alternate aerodromes be satisfied by regular aerodromes used for international aircraft operations. Additionally, consideration should be given to provisions to meet the requirement of en-route alternate aerodromes for extended-range twin-engine operations, as and when necessary. 2.1.2 Physical characteristics, visual aids, and emergency as well as other services should be determined for each regular and alternate aerodrome required for international operationsand should include runway length and strength, as well as the aerodrome reference codeis) selected for runway and taxiway planning purposes. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 2.2.2 Physicalcharacteristics, visual aids,andemergency 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 I G A and should include runway length and strength, as well as the aerodrome reference code@) selected for runwayand taxiway planning purposes. 3. Air traffk management 3.1 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 air traffic services to be provided, the airspace organization, the associated facilities, and the required navigation performanceshould be determined on the basis of an agreed network of ATS ruutes and the type, density and complexity of traffic. Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- 2.1
  17. 17. Introduction E 0-7 - 3.2 Airspace management --`,,```,,,,````-`-`,,`,,`,`,,`--- 3.2.1 The air traffic services system should include a network of ATS routes 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, also including flexible routes, should be recommended where appropriate and feasible. ATS routes shall be great circles between significant points, wherever possible. Standard instrument arrival routes should be established when thedensity of air traffic justifies their application in a TMA and to facilitate the description of the route and procedure in air traffic control clearances. Standard instrument departure routes should be established for each instrument runway. 3.2.2 Whenever circumstances the warrant, airspace the organization should be designed to support the ultimate goal of allowing each aircraft to fly its own optimized flight path. 3.2.3 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 civiYmilitary coordination. Permanent segregation airspace of should be avoided. Reservation of airspace, where necessary to cater for specific flight operations, e.g. military operations, should be limited in time and space to the minimum required. 3.2.4 Planning for routes required forsupersonic aircraft should take account of areas that are to be protected from the adverse effect of sonic boom and of the possible need for the pilot-in-command to avoid any hazardous meteorological conditions which may be encountered in the area in which transonic acceleration is planned. To cater for such circumstances, an alternative route or routes should be available, and alternative points for starting transonic acceleration may be required. 3.3 Air trafic services 3.3.1 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 evolutionaryintroduction of CNS/ATM 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 FlRs. In delineating FIR boundaries, due consideration should be given to: c) the need to minimize problems relating to climbing and descending trafficat major aerodromes located in the vicinity of FIR boundaries. 3.3.2 Area control service should be provided for 1FR flights along all ATS routes to be used by international aircraft operations, except where the type and density of traffic clearly do not justify the provision of such service. Flights by supersonic aircraft,duringthetransonic and supersonic phases of flight, should be provided with air traffic control service ensuring separation from all other flights. Controlled airspace, in the form ofairways, control areas of larger dimensionsand terminal control areas, should be recommended to encompass all relevant ATS routes. In delineating control area boundaries, due account should be taken of the factors listed in 3.3.1 above. 3.3.3 Approach controlservice 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 terminal control areas and control zones, should be recommended to encompass at least the climb to cruising level ofdepartingaircraftandthe descent fromcruisinglevelof arriving aircraft. 3.3.4 Aerodrome control service should be provided at all regular and alternateaerodromes to be used for international commercial air transport operations. Aerodrome control service should also be provided at those additional aerodromes used by international general aviation aircraft where the type and density of traffic warrant it. At aerodromes used by international general aviation 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. 3.3.5 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 air traffic control service at the earliest possible time should be recommended. 3.3.6 The air traffic services 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 communicationscontacts, frequency changes and SSR code changes required of aircraft, andtheamount of coordination required between ATS units, are kept to a minimum; a) the need for adequate air-ground communications coverage from the location of the FIC/ACC; b) the need to minimize frequency changes and position reporting by aircraft, and coordination between FICs/ACCs: and Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS c) ensure the prompt and timely transmission to all aircraft concerned of information on hazardous weather Not for Resale
  18. 18. MID ANP E 0-8 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. 3.3.7 Information on destination weather, the integrated operational status of facilities associated with the runway in use, and the runwayconditions, should be provided to aircraft (in voice or data format) by the transmission of operational flight information service (OFIS) messages, including VOLMET,or by or flight information centre the appropriate area control centre upon request, prior to commencement of descent or, in the case of supersonic aircraft, prior to the deceleratioddescent phase. Where this information is transmitted in voice format, a discrete frequency should be assigned for this purpose. Air-ground 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. 3.3.13 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 (GPWS) warnings occur. These warnings can occur due to conflict between ATS procedures, or operator procedures, and the characteristics ofthe terrain andor those of the GPWS equipment in use. Effort further should be made, with cooperation between the ATS authority and the operators to eliminate the occurrence of unwanted GPWS warnings by appropriate adjustment of ATS andor operator procedures. Nole.- warnings, at A specific location, by GPWS envelope modulation, as arranged bemeen the operator and the equipment manufacturer: 3.4 Air trafJicj7ow management 3.4.1 Air traffic flow 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. --`,,```,,,,````-`-`,,`,,`,`,,`--- 3.3.8 The flight plan to be submitted for a flight by a supersonic aircraft should provide, within the existing flight plan format,the specific information on transonic and supersonic flight phases necessary for ATS purposes. 3.3.9 Procedures should be developed to facilitate ATC handling of descent by supersonic aircraft from supersonic cruise necessitated by solar cosmic radiation. 3.3.10 Surveillance should be provided as an integral part of air traffic control wherepracticable and desirable or necessary in the interest of safety, efficiency and economy of operations, in particular for those areas where traffic density andor the multiplicity or complexity of ATS routes create constraints. Automatic dependent surveillance, primary and/or secondary surveillance radar systems may be used to fulfil this requirement. 3.3.1 1 Provision should also be made for the use of surveillance systems forthe purpose of monitoring air traffic and identifying civil aircraft in areas where they might otherwise be intercepted. Note.- This requirement does not constitute a justification or operational requirement for installation of new radars. Since interceptions would normally on1.y take place under existing military radar control. this should be interpreted as a requirement for a Stute to make better use of existing measures and to improve civiWmilitary coordination. 3.3.12 To assist in the prevention of controlled flight into terrain (CFIT), efforts should be made to implemmt a minimum safe altitude warning (MSAW) system or equivalent. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Where adjushnent of procedures is not possible, or is not effective, it may be possible to eliminate unwanted 4. Search and rescue 4.1 Planning for search and rescue service should take into account, to the maximum practicable extent, existing facilities even if they are provided for purposes not connected with search and rescue. Such planning take should into account the delimitation of maritime search and rescue regions. 4.2 A single SAR point of contact (SPOC) should be designated for each SRR to facilitate cooperation with the associated mission control centre (MCC) of the COSPASSARSAT* system. Note.RCC. A SPOCmaybe an aeronaurical or A maritime 4.3 Whereaircraft of the long-range(LRG) and longerrange categories are required for the provision of air coverage of large oceanic search and rescue regions, but such aircraft cannot be made available by the State responsible for search and rescue 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. *COSPAS - Space System ,for Seurch of Vessels in Disrress SARSAT - Seurch nrld Rescue Surellilc-Aided Trucking Not for Resale
  19. 19. E 0-9 Introduction 5. 5.1 Navigation aids General 5.1.1 The planning of navigation aids should be on a system basis, recognizing that requirements for both long-range and short-range navigation may be met by different navigation systems having area navigation capability, including the future global navigation satellite system (GNSS), and 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 requirements 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 (MASPS) to support a selected vertical separation minimum. The system of ground station-referencedaids should meet the needs of all aircraft using it and form an adequate basis for the provision of air traffic services. The facilities of the system should provide: a) a level of availability and performance consistent the requirement for safety and efficiency; with pilots b) with continuously available information to determine their position, to maintain flight planned track and to carry out any corrections or changes required to complete the flight; and of accurate reporting points and c) a sufficient number transfer of control points for use by air traffic services units. 5.1.2 Where aircraft are using different ground stationreferenced aids for navigation and position determination within the same controlled airspace, the ground facilities involved should, in so far as practicable, be located and oriented to enable a fully integrated air traffic control structure to be established. 5.1.3 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. 5.2 5.2.1 probability) should be assumed for planning purposes. However, the specific valueof VOR radial signal error for individual facilities/radials should be obtained by flight checking, and if these values are worse than 23", appropriate precautions should be taken in respect of the routes concerned. 5.2.1.3 Long-distance radio navigation aids continue to be provided where required. 5.2.1.4 It is expected that GNSS will ultimately meet all 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 short-range ground-based navigation aids. 5.2.2 Terminal areaaids 5.2.2.1 The terminal area aids to be recommended should permit navigation for approach,holdinganddeparture to be carried out with the accuracy required. Where VOR is used as the primary aid, it should be so located as to permit the most efficient approach and air traffic control 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 the holding is not practicable, NDBs can be used for this purpose. 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 and when improved accuracy in navigation is a prerequisite to such flexibility. 5.2.3 Non-visual aids to j n a i approach and landing 5.2.3.1 The standard non-visual aids to final approach and landing, supporting precision approach and landing operations, shall comply with generalprovisions in Annex 10, Volume 1. 2.1, and their introduction and application are expected to be in line with the strategy contained in Attachment B to Volume I. International commercial air transport operations En-roufe aids 5.2.1.1 The en-route aids to be recommended should provide navigation assistance to permit en-route navigation on the agreed air traffic services route network with the accuracy required. Pending implementation of the CNSlATM systems, VOR supplemented as necessary by DME should be installed as the primary aid for this purpose. 5.2.3.2 In planning the requirements for aids to final approach and landing, each aerodrome should be considered in relation to its traffic, its weather 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 airraft Turbo-jet aeroplanes have need for precise approach path guidanceduringapproach and landing, irrespective of 5.2.1.2 Where VOR is used, supplemented as necessary by DME, a total navigation error value for VOR of 25" (95 per cent --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  20. 20. E 0-10 MID ANP 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. 5.4 5.4.1 Cooperative arrangements for the flight testing of visual and non-visual navigation aids should be recommended where flight testing on a national basis would be impracticable or uneconomical. 6. Meteorology 6.1 2) On runway a not having significant traffic, the facilities to be provided should atleastincludea visual approach slope indicator system. b) Routine auto-coupled approaches Whereauto-coupledapproachesare to be made on a routine basis, an ICAO standard non-visual aid to final ILS or MLS, should be approach and landing, i.e. provided as appropriate to the type of operation planned at the aerodrome. In the case of an ILS of facility performance Category I, the ILS should be of Category 11 signal quality, without necessarily meeting the associated reliability and availability criteria for backup equipment and automatic change-over of facility performance Category 11, but it should be adjusted and maintained to the greatest possible extent and accuracy, and its performance characteristics should be published in Alps or other suitable documents. 5.2.3.3 Non-precision instrument approach procedures 5.2.3.3.1 Non-precision instrument approach procedures can be based on aids other than the standard non-visual aids ( s e e 5.2.3.1 above) and 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 Flight testing of visual and non-visual navigation aids World area forecast system aspects (WAFS) - Regional 6.1.1 Planning for regional aspects of the WAFS should be undertaken, with particular reference to user States’ requirements for WAFS products, serviceareasandareas of coverage of charts to be included in flight documentation. 6.1.2 Areas of coverage of charts to be provided under the WAFS should be selected so as to ensure the required coverage for flights departingaerodromes in eachservicearea, whilst minimizing, as far as practicable, the workload of regional area forecast centres (RAFCs) and occupancy the of telecommunication channels. 6.1.3 The transmission of RAFC products normally should be completed nine hours before validity time. The time period should be adjusted so as to meet the needs of the majority of the flight stages for which the charts are required. 6.1.4 Requirements for the issuance of medium-level significant weather (SIGWX) charts (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. 6.1.5 Requirements for upper air windtemperature charts for flight levels additional to flight level 340 should only be specified where such flight levels used are by a significant number of flight operations. fix. 5.2.3.3.2 Particular account should be taken of 5.2.3.3.1 in the design of non-precision instrument approach procedures for use with GNSS. 5.3 International general aviation 5.3.1 Short-distance aids 5.3.1.1 Appropriate aids for short-distance navigation should be provided to serve the additional aerodromes referred to in 2.2.1 where the density of traffic and the meteorological conditions so warrant, due account being taken of the airborne equipment carried by aircraft. These aids should, as appropriate, be located so as to permit instrument approaches. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 6.1.6 Where a significant number of SST operations form part of the regional plan, a requirement for SIGWX and upper air windtemperature charts covering flight levels appropriate to those operations should be specified. 6.2 Meteorological services to be provided 6.2.1 The meteorological service to be provided for operators and Right crew members should be specified for each regular aerodrome. 6.2.2 Aerodrome forecasts and amendments should be exchanged to meet the needscurrent of flight operations, including flights under centralized operational control. Aerodrome forecasts for the aerodromes of departure and Not for Resale --`,,```,,,,````-`-`,,`,,`,`,,`--- weather conditions. Such guidance should be provided to runways intended to serve these aeroplanes as follows:
  21. 21. Introduction 6.2.3 The determination of the aerodromes at which landing forecasts are required should take intoconsideration relevant operational and climatological factors, includingthe weekly number of flights requiring those forecasts and the incidence of adverse weather conditions. 6.2.4 For international general aviation, information concerning weather conditions at aerodromes of destination and at relevant alternate aerodromes and concerning en-route weather conditions should be made available or should be easily procurable. 6.3 Meteorological observations andreports 6.3.1 Meteorological observations and reports should be made at hourly intervals. However, the intervals should be halfhourly at aerodromes where the volume of traffic and the variability of weather conditions so justify, andfor they are required for any OFIS (including VOLMET) broadcasts which may be recommended and relevant OPMET bulletin exchange schemes. 6.3.2 Routine and selected special reports should be exchanged to meet the needs of current flight operations. Reports for final destinations and departure and destination alternates should be disseminated so as to be available departure at aerodromes within about two hours’ flying time the from aerodrome to which those reports refer. In addition, they should be disseminated to be available for transmission to aircraft in flight up to a distance from the aircraft corresponding to two hours’ flying time. For extended-rangeoperations and flights conducted under centralized operational control, reports for final destinations, departure, en-route destination alternates forthe and whole route should be exchanged so as to be available at the aerodrome of departure using, to the extent possible, services of international operational meteorological (OPMET)data banks andor predetermined AFTN distribution. 6.3.3 Routine reports for significant observing stations along and adjacent to the route* should be disseminated so as to be available at thedeparture aerodrome for up to adistance corresponding to two hours’* flying time from the aerodrome, and for aircraft inflight for a distance corresponding to two hours’* flying time from the aircraft. 6.3.4 Arrangements should be made for the provision of reports of runway visual range for precision approach runways and for runways used for take-off during periods when the visibility or runway visual range is less than 1 500 metres. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS 6.4 Aircraft reports and SIGMET information 6.4.1 For international air routes having a high density of air traffic, air-reporting exemption or designation procedures should be developed to reduce the frequency of routine airreports commensurate with the minimum requirements of meteorological offices. The procedures should be included in the Regional Supplementary Procedures (Doc 7030). 6.4.2 SIGMET messages, as well as special air-reports which have not been used for the preparation of a SIGMET, should be disseminated to meteorological watch offices so as to enable them to be made available for aircraft prior to departure and aircraft in Aight for the route ahead up to a distance corresponding to two hours’ flying time. In the case of non-stop flights operating on especially long routes, SlGMETs and special air-reports for the whole route should be made available at the departure aerodrome and for transmission to aircraft in flight. --`,,```,,,,````-`-`,,`,,`,`,,`--- destination and their respective alternates, and en-route alternates, including those for extended-range operations, should be disseminated so as to be available at departure aerodromes and at stations designated to provide OFlS (including VOLMET) broadcasts for aircraft i n flight. E 0-1 1 6.4.3 Notwithstanding the requirements stated in 6.4.2, SIGMETs and special air-reports related to tropical cyclones and volcanic ash clouds should be available at departure aerodromes for the whole route for non-stop flights intending to cross areas which may be affected by these phenomena. 6.4.4 Arrangements should be made for the transmission to ATS units of information on hazardous weather conditions, including SIGMET information, special air-reports, wind shear warnings, aerodrome warnings and thunderstorms, with a view to ensuring the adequate and timely availability of such information for ground-to-air transmission, including VOLMET broadcasts. 7. 7.1 Telecommunications Aeronautical f i e d service (AFS) engineering planning and 7.1.1 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. 7.1.2 The planning of the aeronautical fixed telecommunication 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. 7.1.3 a) If a meteorological operational telecommunication network is recommended, it should be designed so as to meet transit time criteria as follows: *With possible exceptions for cerrain routes. Not for Resale
  22. 22. MID A N P E 0-12 In the peak season ofthe year, even in the average peak hours, at least 95 per cent of the messages should achieve transit times of less than the following: SlGMET messages and special air-reports Amendments to aerodrome forecasts Aerodrome reporManding forecasts/selected special reports: from 0 to 550 NM distances for exceeding 550 NM 5 minutes 5 minutes 5 minutes 10 minutes b) If international OPMET databanks are recommended, transit time for requesureply should be less than 5 minutes. 7.1.4 Aerodrome forecast messages originated by meteorological offices in the region shouid be available, at all locations in the region to which they are addressed, at least 30 minutes before their period of validity commences. 7.1.5 The dissemination means for WAFS products should be such as to guarantee availability of these products throughout the region at international aerodromes and otherlocations as appropriate to meet operational needs. --`,,```,,,,````-`-`,,`,,`,`,,`--- 7.1.6 The planning of the ATS direct-speech network (ATS/DS) should be based on the guidance material contained in ATS Speech Circuits - Guidance Material on Switched Network Planning (Circ. 183) whenevera switched network could provide an adequate and flexible speech network at minimum cost. 7.1.7 With the introduction of automation in air traffic management, many coordination functions will be accomplished through datainterchange between systemsusingon-linedata interchange (OLDI) and the aeronautical telecommunication network (ATN),example. for ATN planning requires the provision of one or more AnNIATN gateways to facilitate the exchange of messages between two networks. 7.2 coordination with the AMSS service providerts) with a view to avoiding an unnecessary proliferation of facilities. 7.2.2 ATIS andVOLMET or OFIS broadcastsshould be recommended only if overloading of air-ground channels due to requestheplycommunicationshas 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 clearance delivery. 7.2.3 Aerodromes having a significant volume of international general aviation traffic should be served by stations of the AMS, and such stations should operate on frequencies within thebandsnormally used by aircraft constitutingthis traffic. 7.2.4 Selective calling (SELCAL) should devices be employed, wherever possible and necessary, at aeronautical stations. 7.2.5 An air-to-air VHF communication channel (INTERPILOT) is approved for use over remoteandoceanic areas, provided users are out of range of VHF ground stations, enable to pilots to exchange the necessary operational information. The frequency to be used should be established subject to satisfactory coordination between adjacent regions. 7.2.6 The frequency agreed to for regional use in the air-toair VHF channel should be published in the Regional Supplementaly Procedures (Doc 7030) as well as in other appropriate AIS publications. 1.3 Frequency assignment plans 7.3.1 Frequency assignment work should be done in accordance with the method used by the ASIA/PAC/2 RAN Meeting (1983) (Recommendation 6/1, which was approved by the Council of ICAO, 28 June 1983, refers). 8.Aeronautical information services and aeronautical charts Aeronautical mobile service (AMS) and aeronautical mobile-satellite service (AMSS) 8.1 The designation of international NOTAM officesand their areas of responsibility should be based on maximum efficiency in the dissemination of aeronautical information by telecommunicationsand on optimum use of theaeronautical fixed service (AFS). 7.2.1 Air-ground and satellite data link and voice communication facilities should be recommended to meet effectively and reliably the agreed requirements for air traffic services as well as, to the extent required, all other classes of traffic acceptable on the AMs. These facilities should employ VHF voice/data as applicable, particularly in terminal areas and on routes with a high density of air traffic. imluding use of extended-range VHF. When out of range of VHF facilities, HF SSB should be recommended until aircraft-equipped AMSS is adequate for its use. 8.2 Arrangements for the international exchange of elements of the Integrated Aeronautical Information Package and aeronautical charts should be examined to ensure their adequacy to meet the needs of all forms of international civil aviation. 7.2.1.1 ground earth 8.3 Arrangements for the transmission of NOTAMs should be examined with a view to recommending measures to ensure Regional planning should take into account AMSS station (GES) redundancy requirements in 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. 23. lnlrductian that adequate and timely information is available to users, and that its presentation is efficient as to format and selective as to contents. 9. Surveillance 9.1 Surveillance systems should provide an adequate support to - and meet the needs of - ATM. A table of radar facilities, together with an associated chart, is considered to be a useful tool inthe planning and implementation of surveillance systems, including automatic dependent surveillance (ADS). --`,,```,,,,````-`-`,,`,,`,`,,`--- 8.4 The status of the implementation of the world geodetic system - 1984 (WGS-84) in support of GNSS-based operations should be considered. E 0-13 Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  24. 24. E 0-14 MID ANP STATEMENT OF ICAO POLICY ON CNS/ATM SYSTEMS IMPLEMENTATION AND OPERATION Approved by Council ( C 141/13) on 9 March 1994 In continuing to fulfil its mandate under Article 44 of the Convention on International Civil Aviation by, inter alia, developing the principles and techniquesof international air of navigation and fostering the planning development and international air transport so as to ensure the safe and orderly growth of international civil aviation throughout the world, the International Civil Aviation Organization(ICAO), recognizing the limitations of the present terrestrial-based system, developed the ICAO communications, navigation and surveillance/air traffic management (CNS/ATM) systems concept, utilizing satellite of the new technology. ICAO considers anearlyintroduction systems to be in the interest of healthy growth of international civil aviation. The implementation and operation of the new CNSIATM systems shall adhere to the following precepts: 1. 4. Technical cooperation In the interest of globally coordinated, harmonious implementation and early realization of benefits to States, users and providers, ICAO recognizes the need for technical cooperation in the implementation and efficientoperation of CNS/ATM systems. Towards this end, ICAO shall play its central role in coordinating technical cooperation arrangements for CNS/ATM systems implementation. ICAO also invites States in a position to do so to provide assistance with respect to technical, financial, managerial, legal and cooperative aspects of implementation. Universal accessibility The principle of universal accessibility without discrimination shall govern thc provision of all air navigation services provided by way of the CNS/ATM systems. 2. frequency spectrum in respect of communications and navigation in supportofinternational civil aviation shall continue to be recognized. Sovereignty, authority and responsibility of Contracting States Implementation and operation of CNSIATM systems which States have undertaken to provide in accordance with Article 28 of t h e Convention shall neither infringe nor impose restrictions upon States’ sovereignty, authority or responsibility in the control of air navigation and the promulgation and enforcement of safety regulations. States’ authority shall be preserved in the coordination and control of communications and in the augmentation, as necessary, of satellite navigation services. 5. Institutional arrangements and implementation The CNS/ATM systems shall, as far as practicable, make optimumuse of existing organizational structure, modified if necessary, and shall be operated in accordance with existing institutional arrangements and legal regulations. In the implementation of CNSIATM systems, advantage shall be taken, where appropriate, of rationalization, integration and harmonization of systems. Implementation should be sufficiently existing and future services in an flexible to accommodate evolutionary manner. It is recognized that a globally coordinated implementation, with full involvement of States, users and inter alia, regional air navigation serviceprovidersthrough, planning and implementation groups, is the key to the realization of full benefits from the CNS/ATM systems. The associated institutional arrangements shall not inhibit competition among service providers complying with relevant ICAO Standards, Recommended Practices and Procedures. 3. Responsibility androle of ICAO In accordance with Article 37 of the Convention, ICAO shall continue to discharge the responsibility for the adoption and amendment of Standards, Recommended Practices and procedures governing the CNS/ATM systems. In order to secure the highest practicable degree of uniformity in all matters concerned with the safety, regularity and efficiency of air navigation, ICAO shall coordinate and monitor the implementation of the CNS/ATM systems on a global basis, in accordance with ICAO’s regional air navigation plans and global coordinated CNS/ATM systems plan. In addition,ICAO shall facilitate the provision of assistance to States with regard to the technical, financial, managerial, legal and cooperative aspects of implementation. ICAO’s role in thecoordination and use of 6. Global navigation satellite system The global navigation satellite system (GNSS) should be implemented as an evolutionary progression from existing global navigation satellite systems, including the United States’ global positioning system (GPS) and the Russian Federation’s global orbiting navigation satellitesystem(GLONASS),towards an integrated GNSS over which Contracting States exercise a sufficient level of control on aspects related to its use by civil aviation. ICAO shall continue to explore, in consultation with Contracting States, airspace users and service providers, the feasibility of achieving a civil, internationally controlled GNSS. --`,,```,,,,````-`-`,,`,,`,`,,`--- 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. 25. Introduction E 0-15 7. Airspace organization and utilization The airspace shall be organized SO as to provide for efficiency of service. CNS/ATM systems shall be implemented so as to overcome the limitations of the current systems and to cater for evolving global airtraffic demand and user requirements for efficiency andeconomy while maintaining or improving the existing levels of safety. While no changes to the current flight information region organization are required for implementation of the CNS/ATM systems, States may achieve further efficiency and economy through consolidation of facilities and services. 8. Continuity and quality of service 9. Cost recovery In order to achieveareasonable cost allocation between all users, any recovery of costs incurred in the provision of CNS/ATM services shall be in accordance with Article 15 of the Convention and shall be based on the principles set forth in the Statements by the Council to Contracting States on Charges for Airports and Air Navigation Services (Doc 9082), including the principle that it shall neither inhibit nor discourage the use of the satellite-based safety services. --`,,```,,,,````-`-`,,`,,`,`,,`--- Continuous availability of service from the CNS/ATM systems, includingeffectivearrangements to minimize the operational impact of unavoidable system malfunctions or failure and achieve expeditious service recovery, shall be assured. Quality of system service shall comply with ICAO Standards of system integrity and be accorded the required priority, security and protection from interference. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale
  26. 26. E 0-16 MID ANP INSTITUTIONAL GUIDELINES APPLICABLE TO CNS SYSTEM ELEMENTS Introduction The guidelines below have been developed at the fourth meeting of the Special Committee on Future Air NavigationSystems approved by the Council (C 141/2) on (FANS 11) and 4 February 1994. While the precepts formulated in the Statement of ICAO Policy on CNS/ATM SystemsImplementationand Operation (Attachment A) shall be adhered to, the guidelines are aimed at assisting service States, providers and users in developing acceptable arrangements the provision of theCNS for systems and in assessing the relative merits and acceptability of different implementation scenarios from technical, operational, financial and institutional standpoints. Thesearearrangedin three sections to cover the following aspects: a) general guidelines applicable to aeronautical mobilesatellite service (AMSS), aeronautical telecommunication network (ATN) and global navigation satellite system (GNSS); b) specific guidelines relating to AMSS and ATN; and c) specific guidelines relating to GNSS. SECTION I - GENERAL Guideline 1-1: Universal accessibility to air navigation safety services must be available without discrimination. This guideline is one of the fundamental principles underlying the philosophy of ICAO as the specialized agency of the United Nations for aviation. civil The application of the future communications, navigation and surveillance system (CNS) must not change this guideline, and it appears at this stage it will not create new problems in this regard. to Guideline 1-2: The rights and responsibilities States of control operations of aircraft and enforce safety regulations within their sovereign airspace must not be compromised. This guideline is a fundamental tenet of international civil aviation philosophy, but it raises interesting questions concerning the ability to utilize the “universal” capability of aircraft inherent in the application of modern technology. There have been precedents of States entering into arrangements for reasons of efficiency and economic benefit which delegate, to other States or agencies (e.&. EUROCONTROL, the organization for safety of air navigation in Europe), the control of air operations within their sovereign airspace. It may be interesting to examine such arrangements for ideas on ways to arrange for wider delegation over larger areas without compromising State responsibility. Satellite technology, in particular, makes it possible to improve the efficient utilization of airspace and the economic operation of international flights, but it will require some realignment of traditional thinking to realizesuchimprovements in practice. One of the foremost challenges of the future is likely to be to find practical ways to utilize these potential improvements without imposing unacceptable conditions regarding the sovereignty of national airspace. Where a State provides ATS communications through anotherState’s ground earthstation (GES) andfacilities, other arrangements avoid should subordination of that State’s ATS service. Guideline 1-3: Arrangements must preserve, facilitate and not inhibit ICAO responsibility for the establishment of appropriate Standards, Recommended Practices and procedures in accordance with Article 37 of the Convention on International Civil Aviation. Article 37 of theConvention on International Civil Aviation f recognizes the specialized safety needs o aircraft operations, and designates ICAO as the body responsible for the adoption and application of air navigation safety Standards embodied in technical Annexes to the Convention. ICAO has long recognized the desirability, particularly for economic reasons, of aligning its technical Standards as closely as possible with similar specifications being developed by other international standardization bodies, but has always retained its authority to diverge from other similar international technical standards, should the need arise. The reasons for the inclusion of Article 37 in the Convention still exist, and ICAO must remain vigilant in carrying out its mandate in this area of activity. Guideline 1-4: Arrangements must recognize States’ responsibility and authority to enforce safety regulations. This guideline is obvious, but in the complexity of modern satellite systems, particularly if there is sharing with other services, thought must be given to the manner in which States’ responsibility could be exercised in the future. Guideline 1-5: Existing governmental or inter-governmental agencies, modified if necessary, should be used to the extent practicable. This guideline states the practical fact that new agencies need not be established if existing agencies in present or modified form can do the job satisfactorily. Guideline 1-6: Existing institutional arrangements and legal regulations should be preserved wherever practicable. This guideline states the practical fact that new institutional arrangements and legal regulations should not be established if the existing ones are satisfactcry. Guideline 1-7: Arrangements should determination of liabilities. --`,,```,,,,````-`-`,,`,,`,`,,`--- Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS Not for Resale provide for the
  27. 27. lntroduclion E 0-17 SECTION I1 - AERONAUTICAL MOBILESATELLITE SERVICES (AMSS) The determination of liabilities among the various service providers is a task requiring inputs from work being done by other groups in ICAO, and this guideline has been listed here as reminder a that it could have a bearing on institutional arrangements. Where a single satellite system provider offers a service in an area, a back-up capability must be available within that system in the event of a significant malfunction or catastrophic failure. Where more than one satellite system provider offers identical or near identical service in an cooperative area, institutional arrangements should facilitate back-up service in the event of a significant malfunction or catastrophicfailurein one of the systems. Guideline 1-9: Arrangements must be adequately flexible to accommodate presently defined services and a range of future services. As in the introduction of any new system, users require assurance that there will be no degradation of existing services. As well, they expect that there will be possibilities for additional services, and that such additions can be implemented with minimum disruption. It is not sufficient that there be technical possibilities for such flexibility; the institutional and organizational arrangements must also ensure the required flexibility. Safety message priority must be assured. Guideline 11-1: Arrangements must ensure the ability to protect safety communications from harmful interference. As the electromagnetic spectrum becomes more intensely used, the incidence of harmful interference to aircraft safety communications has increased alarmingly, and i t would appear prudent to assume that this trend will continue, and probably accelerate. in the future. In modem satellite technology, and particularly on questions concerning use of the electromagnetic spectrum, there are strong pressures to ensure that non-aviation users conform to critical specifications dictated by the safety requirements of the civil aviation community. The most effective place to deal with harmful interference is at its source, and ICAO has been doing its best to ensure that acceptable levels are established for spurious emissions allowable from activities in the electromagneticspectrum of agrowing number of users. Future aeronautical mobile-satellite services may utilize previously unexploited parts of the electromagnetic spectrum, and may be susceptible to new forms of harmful interference, so that a continuing effort in coordination, research, application and regulatory enforcement will be required to retain established safety criteria. Arrangements should ensure that continuous oversight and control of the use of the spectrum is conducted so that harmful interference can be quickly detected and corrected. Guideline 11-2: Arrangements must retain ATS authority to coordinate and maintain control, directly or indirectly, over aeronautical mobile-satellite communicationsaccording to message priorities established in the International Telecommunication Union (ITU) Radio Regulations. Guideline 1-10: Arrangements should allow the introduction of satellite services on an evolutionary growth basis. One of the practical difficulties in introducing any new aeronautical service is the implementation of required equipment in aircraft. Therefore, any system which allows for step-by-step evolutionary growth is highly desirable. This guideline pertains to the requirement to retain ATS authority over aeronautical safety communications, and notes the need for a rigid examination and adequate demonstration that this vital function can be retained both in respect of aeronautical satellite systems, and in generic satellite systems. Guideline 1-11: Policies governing charges levied on users must not inhibit or compromise the use of satellite-based safety services. Guideline 11-3: Arrangements must the facilitate certification by States of those service providers whose services comply with ICAO Standards, Recommended Practices and procedures for the aeronautical mobile-satellite (R) service [AMS(R)S]. Because of the importance and the pre-eminence of safety, use of satellite services must not be discouraged or inhibited by the charging policies. The certification process should ensure that the services provided meet the appropriate Standards ICAO and Recommended Practices (SARPs) as well as any State requirements, such as financial responsibility, competence, capacity, etc. Guideline 1-12: Institutional arrangements should not prevent competition among different service providers that comply with ICAO SARPs. This guideline seeks to encourage competition in the provision of aeronautical satellite services. In some areas of the world, however, ATS administrations may wish to select and regulate the use of satellite systems. Copyright International Civil Aviation Organization Provided by IHS under license with ICAO No reproduction or networking permitted without license from IHS guidelines must be considered together with those in Section I ) Guideline 11-4: Arrangements must cnsure priority of aeronautical mobile-satellite safety communications over aeronautical non-safety Not for Resale guaranteed and --`,,```,,,,````-`-`,,`,,`,`,,`--- Guideline 1-8: Adequate arrangements should be made for recovery in the event of a significant malfunction or catastrophic failure of the satellite system. (These

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