report on the fifth ats coordination …aaians.org/sites/default/files/eventdocument/final...

REPORT ON THE FIFTH ATS COORDINATION MEETING OF

THE BAY OF BENGAL, ARABIAN SEA AND INDIAN

OCEAN BOBASIO/5

31ST AUGUST-2ND SEPTEMBER 2015

AIRPORTS AUTHORITY OF INDIA

RAJIV GANDHI BHAWAN

SAFDARJUNG AIRPORT

NEW DELHI. 110003

BOBASIO/5

02/09/2015 P a g e | 2

The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region

Kolkata, India, 22nd –24th September 2014 CONTENTS

1 History of the meeting ................................................................................................ 5

2 Report of the meeting.................................................................................................. 7

2.1.1 WP/01: Adoption of Agenda ........................................................................................ 7

2.2.1 WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4 ........................ 7

2.3.1 IP/01: ASIOACG/9 INSPIRE/5 outcomes .................................................................. 8

2.4.1 WP/03: Collaborative airspace design and management .......................................... 8

2.4.2 WP/04: Implementation of 50NM RHS .................................................................... 10

2.4.3 IP 02: ADS-B data sharing-Maldives ....................................................................... 11

2.5.1 IP03: AIDC implementation-Maldives ..................................................................... 11

2.5.2 IP 04: AIDC implementation in Singapore. ............................................................. 11

2.5.3 IP 05: AIDC Implementation-AAI ............................................................................ 12

2.6.1 IP 06: Singapore Search and Rescue Operations ..................................................... 13

2.6.2 WP 14: Letter of agreement for operational matters between SAR service providers

13

BOBASIO/5

02/09/2015 P a g e | 3


Kolkata, India, 22nd –24th September 2014 2.6.3 WP 05: Upper Airspace UPR Zone Over Bay of Bengal – Arabian Sea –Indian

Continental & Oceanic Airspace. ......................................................................................... 14

2.7.1 WP 06: Update on Contingency plan- AAI ............................................................... 16

2.7.2 WP 13: BOBASIO Contingency Team ..................................................................... 17

2.8.1 WP 07: GAGAN-Equatorial IONO advantage. ........................................................ 18

2.8.2 WP 08: GAGAN for everyone ................................................................................... 21

2.9.1 Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia ................ 23

2.9.2 Sideline working group meeting B: MAAR and BOBASMA ................................... 24

2.9.3 Sideline Working Group meeting C: Search and Rescue Agreements (India,

Maldives, Seychelles and Somalia) ...................................................................................... 24

2.10.1 WP 09: BOBASMA safety report.............................................................................. 24

2.10.2 WP 10: Safety Concerns in BOBASIO ..................................................................... 27

2.10.3 WP 11: ADS-B for Height Keeping Performance Monitoring.................................. 35

2.10.4 WP 12: Requirement of RMA for BOBASIO airspace ............................................. 37

APPENDIX A : Action Items of BOBASIO/5 ....................................................................... 40

APPENDIX B: Proposed agenda .......................................................................................... 48

APPENDIX C: List of Working and Information Papers .................................................... 49

APPENDIX D: Order of Business ........................................................................................ 50

APPENDIX E: Order of Discussion ..................................................................................... 51

APPENDIX F:List of delegates for BOBASIO Meeting .............................................................. 54

APPENDIX G:Group Photograph of delegates of Bobasio/5 ...................................................... 57

ANNEXURE- I: Appendix to WP 03: Collaborative airspace design and management ...... 58

ANNEXURE-II: Attachment A to IP 06: Singapore Search and Rescue operations ............ 61

ANNEXURE-III: Attachment B to IP 06: Singapore Search And Rescue Operations ........ 62

BOBASIO/5

02/09/2015 P a g e | 4


Kolkata, India, 22nd –24th September 2014 ANNEXURE-IV: Annexure A to WP 14: Annexure & LOA on Search and Rescue

cooperation ............................................................................................................................................ 68

ANNEXURE –V: Annexure I to WP 06: Update on ATM Contingency Plan………………..72

ANNEXURE-VI: Annexure II To WP 06: Update On ATM Contingency Plan …………….73

ANNEXURE-VII:Annexure III to WP 06: Update On ATM Contingency Plan .................... 75

ANNEXURE-VIII: Annexure IV to WP 06: Update On ATM Contingency Plan.................. 76

BOBASIO/5

02/09/2015 P a g e | 5


Kolkata, India, 22nd –24th September 2014 1 HISTORY OF THE MEETING

Introduction

1.1.1 The Fifth ATS Coordination Meeting of the Bay of Bengal Arabian Sea and

Indian Ocean (BOBASIO) Region was held at Hotel Radisson Blu, Delhi, India

from 31st August to 2nd September, 2015.

Officers, Secretariat and Participants

1.2.1 The inaugural session was chaired by Mr. P K Mishra, Executive Director (Air

Traffic Management), Airports Authority of India and Mr A K Dutta, Executive

Director (Air Traffic Management), Airports Authority of India was the Co-chair.

Mr. Rakesh Bhatnagar, Joint General Manager (ATM), Airports Authority of India

acted as the Secretary to the meeting.

1.2.2 The meeting was attended by 67 participants including 19 international delegates

from Maldives, Nepal, Seychelles, Singapore, Somalia, Thailand, MAAR and IATA.

A list of participants is attached in Appendix -F.

Opening of the Meeting

1.3.1 Mr R. K. Shrivastav, IAS, Chairman, Airports Authority of India delivered the

Inaugural address and stated that 5th meeting of BOBASIO assumes enormous

significance and importance with participation of many neighboring countries

around India in their collective quest for finding common solutions through a

collaborative approach for safe efficient and environment friendly aircraft

operations in this Region. The Chairman AAI mentioned in his address the signing

of MoU between India and Myanmar ADS-B data sharing and invited other

countries to explore the possibility of ADS-B data sharing to provide seamless

services of the highest order. Chairman AAI stated that India, as a leader in

Satellite Based Augmentation Systems and GAGAN in this part of the world, is keen

to provide support to BOBASIO countries in general and the SAARC Countries in

particular which can harness GAGAN’s vast foot print in collaboration with India to

improve the service delivery in leaps and bounds even in remote airspaces and

airports with no terminal landing facilities.

1.3.2 Chairman, AAI also expressed his pleasure on hosting the Cross border ATFM

workshop on the 3rd and 4th September under the aegis of ICAO and IATA and stated

that “Look Local and Go Global” approach is not only applicable to the production

and marketing industry, but also to the service industry like ANS provision.

1.3.3 Chairman AAI, wished the BOBASIO/5 meeting and the cross border ATFM

workshop a grand success and encouraged the States to fruitfully discuss, deliberate

and decide on the most beneficial course of action so that the ultimate users, the air

passengers are increasingly benefited in the years to come.

BOBASIO/5

02/09/2015 P a g e | 6


Kolkata, India, 22nd –24th September 2014 Closing of the meeting

1.4.1 Secretary of the meeting presented the action items of BOBASIO/5 and assured the

meeting that a follow up mechanism will be worked out to keep the members

updated on action items. The Meeting adopted the action items proposed by the

Secretary. Action items of BOBASIO/5 are given in Appendix A.

Documentation and Working Language

1.5.1 The meeting was conducted and the documentation prepared in English. Thirteen

(13) Working Papers (WPs) and Seven (7) Information Papers (IPs) were

presented to the meeting. A list of the papers presented in the meeting is provided

in Appendix C.

The plan for the meeting

1.6.1 The meeting was divided into 7 sessions over a period of two days, followed by the

adoption of draft report, which was scheduled for the third day. The agenda

items were as appended below. Agenda items of the meeting are given in Appendix

B.

1. Adoption of Agenda

2. Review of progress on action items of BOBASIO/3 and BOBASIO/4

3. Outcome of related Meetings in the region and action items for BOBASIO

States

4. Strategic ATM Plans of participating States

5. AIDC Implementation

6. ATM Coordination (Airspace restructuring, AIS and SAR agreements)

7. ATM Contingency Plan- Level 1 and Level 2

8. SBAS implementation in the region and possibilities of entering into MoU with

the concerned States of BOBASIO region

9. Side line working group meetings comprising of States and organisations

(Discussion and adoption of LOAs)

10. Any other Business

11. Future meetings

1.6.2 The meeting was conducted as per ‘Order of Business’ given in Appendix D and the

papers were discussed in the meeting as per ‘Order of Discussion’ given in Appendix

E.

Commencement of the meeting

1.7.1 The meeting started by acknowledging an extraordinary resolve and courage in the

BOBASIO/5

02/09/2015 P a g e | 7


Kolkata, India, 22nd –24th September 2014 moment of crisis by Air Traffic Controllers from Nepal when a massive earthquake

wreak havoc in the country. With their never say die attitude, these air traffic

controllers stood to the occasion and worked tirelessly to provide air traffic services

to the relief and evacuation flights. With their selfless services to the nation in

general and humanity in particular they have not only made their country but whole

community of air traffic controllers across the world very proud. The meeting

applauded the commendable job done by Nepal Air Traffic controllers.

1.7.2 The Secretary informed the meeting that information pertaining to BOBASIO/5

including the Working Papers and Information Papers were available on the web

portal www.aaians.org and expressed confidence that due to paucity of time the

participants will appreciate the importance of time management and deliberate

business with utmost focus. The focus of the meeting should be reaching a positive

outcome on the issues brought for deliberations and decisions in the meeting.

Closing of the meeting

1.8.1 The meeting was closed with the discussion and adoption of action items on

BOBASIO/5. Action items BOBASIO/5 are given in Appendix A.

2 REPORT OF THE MEETING

AGENDA ITEM NO. 1 – ADOPTION OF AGENDA

2.1.1 WP/01: Adoption of Agenda

2.1.1.1 The Secretary presented the working paper and informed the meeting of the

inclusion of Agenda item 3 “Outcome of related Meetings in the region and action

items for BOBASIO States” and emphasized that BOBASIO subgroup being at the

confluence of three ICAO regions i.e. APAC, MID and AFI needs to coordinate the

outcome of the regional meetings and decide priorities of action to develop cohesive

and uniform action plan to meet the challenges and resolve operational issues and

difficulties for seamless Air Traffic Flow in the sub-region.

AGENDA ITEM NO. 2: REVIEW OF PROGRESS ON ACTION ITEMS OF

BOBASIO/3 AND BOBASIO/4.

2.2.1 WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4

2.2.1.1 The secretary presented the working paper which was taken up for discussion. The

paper presented a brief review along with outcome of the Third and the Fourth

Meeting of Bay Of Bengal, Arabian Sea and Indian Ocean Region.

2.2.1.2 The meeting noted the outcomes of the Fourth ATS coordination meeting

BOBASIO/4. The meeting agreed to have a tracking mechanism for follow up of

action items. It was agreed that updates on action items would be provided by the

States/ ANSPs/ Organizations as proceedings would progress. of BOBASIO/4 is at

http://www.aaians.org/

BOBASIO/5

02/09/2015 P a g e | 8


Kolkata, India, 22nd –24th September 2014 AGENDA ITEM NO. 3: OUTCOME OF RELATED MEETINGS IN THE

REGION AND ACTION ITEMS FOR BOBASIO STATES

2.3.1 IP/01: ASIOACG/9 INSPIRE/5 outcomes

2.3.1.1 This paper presented by Secretary, ASIOACG, highlighted the outcomes of the

ASIOACG/9 and INSPIRE/5 meetings.

2.3.1.2 Secretary ASIOACG, while presenting the paper mentioned that the efforts of

ASIOACG and BOBASIO are supplementary to each other and bring about a

synergy to the efforts of improving ANSP coordination and collaboration and

improving the efficiency and safety of traffic flows in the ASIO region.

2.3.1.3 The paper mentioned the timelines adopted by the ASIOACG/9 for implementation

of following reduced horizontal separation in ASIO region,

i. RNP10 Airspace and separations (50-50): 2015

ii. RNP 4 Airspace and separations (30-30): 2016

iii. RNP 2 Airspace and separations (20-20): 2020

2.3.1.4 The paper also informed the meeting that RNP 10 separations are now applicable

between Muscat and Mumbai FIR and all Indian FIRs as well. 50 Nm longitudinal

separation will soon be implemented across Karachi/Mumbai and

Seychelles/Mumbai FIRs. Once Male/Mumbai FIR implements 50 Nm longitudinal

separation most of the traffic flows in ASIO region will be covered.

2.3.1 The plans about enhancement to ASIO UPR zone like acceptance of UPRs at

Half degrees by Male on Mumbai/Male FIR boundary and commencement of

UPR trials to extend UPR zone upto KITAL. Oman will examine extension of

UPR zone so that flights can fly UPR from Muscat FIR to Sana FIR.

2.3.1.5 The paper informed the meeting that the ASIOACG chair proposes to present a note

on analysis of ASBU priorities of three ICAO regions i.e. APAC, AFI and MID in

next ASIOACG meeting.

AGENDA ITEM 4: STRATEGIC ATM PLANS OF PARTICIPATING STATES

2.4.1 WP/03: Collaborative airspace design and management

2.4.1.1 The working paper presented by India, highlighted the details of enhancement of

airspace capacity through Collaborative airspace design and management.

2.4.1.2 The paper informed the meeting that in 2011, India established an Enroute

Monitoring Agency to meet the ICAO requirements for implementing 50NM

longitudinal separation.

2.4.1.3 The paper also highlighted following measures taken by Airports Authority of India

for capacity enhancement and route optimization:

BOBASIO/5

02/09/2015 P a g e | 9


Kolkata, India, 22nd –24th September 2014 i. In 2011 Reduced Longitudinal Separation of 50 NM was introduced on 18 RNP

10 routes for suitably equipped aircraft.

ii. In 2011 India introduced RNAV-5 city pair routes in high density route

segments within the continental airspace. As on date 16 RNAV 5 ATS routes

have been established.

iii. In 2012 40NM Radar based longitudinal spacing above FL290 between Aircraft

was implemented on routes between Delhi/Chennai and Delhi/Varanasi.

iv. In 2013 User Preferred Route (UPR) Geographic Zone in Chennai and Mumbai

FIR was established under the aegis and directions of INSPIRE initiatives.

v. In 2014, Reduced Longitudinal Separation of 30 NM was introduced on 4 ATS

ROUTES N571, P574, M300 and P570 between suitably equipped (RNP4)

aircraft.

vi. Since November 2014 Six Conditional Routes have been established under

Flexible Use of Airspace.

2.4.1.4 The paper informed the meeting that proposals for removal of FLAS in the

BOBASIO Region was made in many ATM forums. The paper suggested although

FLAS act as a safety net for crossing routes, especially in the oceanic airspace where

communication is not reliable, but if traffic permits, the use of FLAS can be avoided.

Air Traffic controllers are being sensitized to use FLAS only as last resort and traffic

permitting Indian ATCC are allotting optimum levels as far as practicable.

2.4.1.5 The paper informed the meeting that India and Muscat are in agreement for

implementing 50NM longitudinal separation on 6 RNP10 routes in the near term

and discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran,

Pakistan, India, Myanmar and Thailand agreeing for application of 50NM

longitudinal separation minima between RNP 10 approved aircraft from a common

date.

2.4.1.6 The paper proposed to establish new ATS routes in Kolkata-Dhaka FIR, Northern

Bay of Bengal and over Arabian Sea for capacity enhancement and route

optimization. in line with the ICAO recommendation for States to work

cooperatively either through bilateral or multilateral agreements to ensure regional

and sub-regional harmonization of en-route PBN implementation, it is proposed.

Maps of the proposed ATS routes are annexed to this report in Annexure I.

2.4.1.7 The meeting was of the view that since Myanmar and Bangladesh are not present

in the meeting, the meeting is not in a position to adopt the proposed routes in

Kolkata Dhaka FIR and Northern Bay of Bengal. The meeting decided that the

proposed routes be reviewed in consultation with Myanmar and Bangladesh and

proposed again in BIMT meeting.

BOBASIO/5

02/09/2015 P a g e | 10


Kolkata, India, 22nd –24th September 2014 2.4.1.8 The proposal B in respect of creation of new RNP 10 parallel routes to G450 in

Arabian Sea has been agreed by Seychelles, Somalia and IATA.

2.4.1.9 Rout proposal C: The BIMT route design was deliberated and Kolkata proposed

L507 S as eastbound only. L507 N may be bidirectional except during monsoon when

it would be West bound only. Aerothai sought the proposal of Kolkata to be reversed

so as to align with the SID/STAR of Bangkok. India and Aerothai agreed to relook

the proposal and discuss in another meeting which may be planned in Nov/Dec 2015.

2.4.2 WP/04: Implementation of 50NM RHS

2.4.2.1 The working paper presented by India, proposed uniform application of 50NM

Reduced Horizontal Separation minima between RNP 10 approved aircraft which

either LOGON to CPDLC or are having two way VHF communication i.e. direct

controller pilot communication (DCPC) on RNP 10 routes of BOBASIO Region with

effect from AIRAC cycle 12 November, 2015 to enhance airspace capacity and

multiply manifold the benefits to the airspace users.

2.4.2.2 The paper highlighted the outcomes of BOB-RHS/TF/5 meeting for implementation

of 50 NM RHS on RNAV routes in Phase 1 and Phase 2 and India implementing 50

NM RHS on 18 RNP 10 routes in 2011 for suitably equipped aircraft.

2.4.2.3 The paper informed the meeting that the En-route Monitoring Agency, BOBASMA

had conducted the pre-implementation and post-implementation Safety Assessment

for the introduction of 50 NM Reduced Horizontal Separation in the region and the

same had been presented to RASMAG. BOBASMA continues to review the safe use

of 50 NM & 30 NM Reduced Longitudinal Separation annually and the last

periodical safety assessment had been presented as WP09 in RASMAG/20. States

can now go ahead and implement 50 NM RHS after conducting the qualitative safety

assessments.

2.4.2.4 India has already signed LOA with Malaysia, Indonesia, Sri Lanka and Muscat for

implementing 50NM longitudinal separation minima. India and Pakistan have

already implemented 50NM longitudinal separation on three RNP10 routes viz.

N895, P628 and L509 for which LoAs are signed. The BIMT/1 meeting held at

Bangkok in 2014 and attended by Malaysia and Indonesia agreed to prioritize the

reduction of longitudinal separation minima on L301 and L507 routes and

discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran, Pakistan,

India, Myanmar and Thailand agreeing for application of 50NM longitudinal

separation minima between RNP 10 approved aircraft from a common date

2.4.2.5 The paper proposed AIRAC cycle date 12 November, 2015 to implement 50NM

longitudinal separation minima between RNP 10 approved aircraft with availability

of direct controller pilot communication (DCPC) i.e VHF and/or CPDLC on RNP 10

routes of BOBASIO Region.

BOBASIO/5

02/09/2015 P a g e | 11


Kolkata, India, 22nd –24th September 2014 2.4.2.6 Thailand informed the meeting of their readiness to implement 50 NM RHS as

proposed by the paper. Since, Malaysia, Indonesia, Sri Lanka, Muscat and Pakistan

were not present in the meeting, therefore, meeting agreed to coordinate with these

member States and provided safety assessment is done the AIRAC cycle date 12

November 2015 was adopted for implementation of 50 NM RHS in the BOBASIO

region.

2.4.2.7 Decision BOBASIO/5-01:

Confirm the date of 12 November, 2015 to implement 50NM longitudinal

separation minima between RNP 10 approved aircraft with availability of

direct controller pilot communication (DCPC) i.e. VHF and/or CPDLC on

RNP 10 routes of BOBASIO Region.

2.4.3 IP 02: ADS-B data sharing-Maldives

2.4.3.1 The paper presented by Maldives reviewed the present ADS-B implementation

activities in the Maldives and its readiness to share the ADS-B data with other

States.

2.4.3.2 The paper informed the meeting that four ADS-B Receiver units have now been

installed in male and ADS-B data from these installations are integrated within the

ATM Automation System at Male’ Area Control Centre and is now available for

functional trials. Through this paper, Maldives proposed to share the ADS-B data

with India and Sri Lanka to improve efficiency and harmonization of airspace and

seamless operations.

AGENDA ITEM 5: AIDC IMPLEMENTATION

2.5.1 IP03: AIDC implementation-Maldives

2.5.1.1 This paper presented by Maldives reviewed the present AIDC implementation

activities in the Maldives.

2.5.1.2 Maldives installed a new update for AIDC application and started communication

trials between Male and Chennai in August 2015.During these communication trials

Maldives came across some issues which they to the system supplier Selex and are

awaiting for their response.

2.5.2 IP 04: AIDC implementation in Singapore.

2.5.2.1 The paper by CAAS, Singapore, presented the progress of AIDC implementation in

Singapore with adjacent FIRs.

2.5.2.2 Singapore has taken a phased approach to implement AIDC with the ultimate aim

to have all-round AIDC with all the adjacent ATS units surrounding the Singapore

FIR. While the initial planned version of AIDC for LORADS III was version 3.0,

Singapore elected to install the earlier AIDC version to ease the introduction of

BOBASIO/5

02/09/2015 P a g e | 12


Kolkata, India, 22nd –24th September 2014 AIDC as it was envisaged that only some basic messages will be introduced at the

start of AIDC operations and also to minimize compatibility issues with

neighbouring FIRs

2.5.2.3 The paper informed the implementation issues in AIDC implementation such as

Message timeout errors due to the re-routing of messages caused by the failure of

the direct AFTN link; Rejected EST message due to invalid DEP message, Rejected

EST message due to missing or multiple flight plans and Cyclic Redundancy Check

(CRC) errors due to ATMS generating extra spaces in messages.

2.5.2.4 The issues that were attributed to AFTN network and flight-planning have been

resolved through tuning and adjusting parameters and engagement with operators.

Software corrections have also been made to ensure correct handling of AIDC

messages.

2.5.2.5 The paper informed the meeting that the benefits of AIDC includes reduction of

controller workload, elimination of LHDs with minimized human errors as a result

of automated coordination process.

2.5.2.6 The paper informed that the upgrade process of upgrade to AIDC version 3.0 is in

progress and expected to be ready by December 2016.

2.5.3 IP 05: AIDC Implementation-AAI

2.5.3.1 The paper presented by India highlighted the present status of AIDC

implementation in India & with adjacent ATSU units in the sub Region. The paper

also tried to highlight the major issues involved in the implementation of AIDC.

2.5.3.2 The paper informed that India initiated AIDC operational trials after

commissioning of automation systems at major ATS units in India. Trials within

India and with adjacent ATS units have mostly been successful. AIDC has been

operationalized between some of the ATSUs and plans are underway to

operationalize AIDC between other major ATSUs in a phased manner.

2.5.3.3 India is currently using APAC AIDC ICD version 3 in the automation systems

installed at all the ATS units. Extensive trials have been carried out between

dissimilar automations systems at major ATS units and the results have been quite

encouraging.

2.5.3.4 Paper informed the meeting that interoperability and operational issues

encountered between dissimilar ATS Automation Systems in India have been

resolved to some extent. Some of the pending technical issues may require support

from the vendors. Similarly, operational issues during trials between Ahmedabad-

Karachi, Delhi-Lahore/Karachi, and Chennai-Male are being addressed and further

trials are being carried out.

2.5.3.5 The paper informed that PAN Regional ICD for Asia/Pac version 1.0 has been

BOBASIO/5

02/09/2015 P a g e | 13


Kolkata, India, 22nd –24th September 2014 promulgated in 2014 as an ICAO document. However, its implementation shall

require synchronization of technology, refresh cycles and maintaining backward

compatibility of the automation systems for smooth exchange of AIDC messages.

AGENDA ITEM 06: ATM COORDINATION (AIRSPACE RESTRUCTURING,

AIS AND SAR AGREEMENTS)

2.6.1 IP 06: Singapore Search and Rescue Operations

2.6.1.1 The paper by Singapore presented the overview of the Singapore Search and Rescue

operations in Singapore.

2.6.1.2 The paper presented the SAR organization chart and Responsibilities of SAR

working groups and Rescue Coordination centres (RCCs).

2.6.1.3 Singapore presented the Draft SAR agreement template that was presented at

APSAR/TF/2 in January 2014, for consideration by the member States. The Draft

SAR Agreement Template presented by Singapore as Attachment B with this paper

is available in Annexure III to this report.

2.6.2 WP 14: Letter of agreement for operational matters between SAR service

providers

2.6.2.1 The paper presented by India highlighted the need for establishment of Letter of

Agreement/Arrangement on Operational matters between Search and Rescue

Service Providers of neighbouring States.

2.6.2.2 The paper informed the meeting that in the fourth and concluding meeting of the

Asia/Pacific Regional Search and Rescue Task Force meeting held in July 2015, it

was discussed that a SAR agreement can be in the form of ‘Letter of Agreement’

(LOA) or a Memorandum of Understanding or other acceptable term indicating a

lower form of arrangement for operational matters between SAR service providers

(such as RCCs and/or RSCs) or a more formal agreement for arrangements between

governments concerned.

2.6.2.3 India had presented a draft LoA template in the fourth Meeting of BOBASIO at

Kolkata in September 2014 and a further simplified version of the initial draft by

incorporating new amendments was presented by India to the Third Meeting of Asia

Pacific Search and Rescue Task Force Meeting at Maldives in January 2015. But, it

is observed that perhaps due to different administrative set-ups to deal with SAR

activities in the neighbouring countries for the purpose of Search & Rescue, the

complexity for consolidating the procedures involving all SAR agencies may be the

cause for delay in SAR Agreements.

2.6.2.4 In line with the discussions at APSARTF/4 meeting and draft Asia Pacific Search

and ue Plan, with a view to make gains in small steps commencing with measures

that are more achievable in the short term and have a minimal cost, progressing to

BOBASIO/5

02/09/2015 P a g e | 14


Kolkata, India, 22nd –24th September 2014 measures which will longer to implement over the medium to long term India invites

its SAR neighbours to and take initiatives to formalise on mutually agreed basis

the draft Letter of Agreement on the Coordination/Co-operation between

RCCs/RSCs which is attached as Annexure IV to the report.

2.6.3 WP 05: Upper Airspace UPR Zone Over Bay of Bengal – Arabian Sea –Indian

Continental & Oceanic Airspace.

2.6.3.1 The paper presented by IATA proposed a strategic approach for airspace

management in the Bay of Bengal-Arabian Sea- Indian Continental and Oceanic

(BOBASICO) airspace based on optimum utilization of improved ground and

airborne capabilities to enhance flight efficiencies, moving from Fixed ATS route

network to UPR tracks for FL 380-390-400-410.

2.6.3.2 The paper highlighted that BOBASIO/4 ATS Coordination Meeting requested IATA

to consider sensitizing Airline Operators to equip aircraft with FANS/1A data link

capability. The paper stated that majority of IATA member airline heavily invested

in fleet equipage to meet FANS1A requirements but still were unable to derive

required flight efficiencies due to following reasons:

a) Gaps in ANS Ground infrastructure across different FIRs that obstructs

Seamlessness in Airspace management,

b) Slow progress on aircraft equipage by regional airlines and low cost carriers due to

lack of strong business case and limited network of operation,

c) The process of Airspace management and current ATS procedures are still lagging

to extend full operational benefits of FANS1A equipage to airlines.

2.6.3.3 IATA is engaging airlines and sensitizing them on FANS1A equipage including

assistance in analyzing business case for equipage.

2.6.3.4 According to IATA, purpose of the paper was to propose certain strategic measures

that will enable airlines with FANS1A equipped fleet to gain Operational flight

efficiencies and help in developing a strong business case to equip the non-equipped

fleet.

2.6.3.5 The paper highlighted that the concept involves 9 States: India, Oman, Pakistan,

Sri Lanka, Bangladesh, Thailand, Myanmar, Malaysia, and Indonesia, with

airspace span of 2000+NM (almost same as that of North Atlantic). The conceptual

basis for the BOBASICO strategy is to move, as far as practicable, from fixed ATS

route network to flexible/ dynamic routings – UPRs, for higher flight levels.

2.6.3.6 An illustrative graphics of the geographic area under consideration is given in

Figure 1.

2.6.3.7 The paper suggested that there are several developments not only in airborne

equipage technology, but also in aircraft capabilities and performance in attaining

BOBASIO/5

02/09/2015 P a g e | 15


Kolkata, India, 22nd –24th September 2014 higher cruising altitudes as initial cruising altitude (example B787’s initial cruising

altitude is FL380/390) therefore, the proposed Strategy is to combine the ATM

advancements, airborne equipage, aircraft capabilities and performance, to progress

from fixed ATS Route structure to Dynamic UPRs as Global Plan Initiative (GPI-7)

States that routes need not be fixed to pre-determined waypoints, except where

required for control purposes.

2.6.3.8 The paper suggested that this approach will allow establishing traffic flows, meeting

the dynamic weather and upper winds- Optimully utilising aircraft capabilities as

well as equipage – to begin with Higher Flight Levels.

2.6.3.9 Decision BOBASIO/5-02

Consider to develop structured program for BOBASIO Geographical Area

for Upper airspace UPR development.

Figure 1: Geographic area under consideration for BOBASICO UPR Zone

BOBASIO/5

02/09/2015 P a g e | 16


Kolkata, India, 22nd –24th September 2014 AGENDA ITEM 07: ATM CONTINGENCY PLAN- LEVEL 1 AND LEVEL 2

2.7.1 WP 06: Update on Contingency plan- AAI

2.7.1.1 The paper presented by India presented the status of ATM Contingency Plan of

Indian FIRs that aims at advance preparedness and instantaneous response to a

contingency arising due to disruption of Air Traffic Services with an objective of

providing safe and orderly passage to the over flying traffic through Indian FIR .

2.7.1.2 The paper informed that during the Second Meeting of the Regional ATM

Contingency Plan Task Force (RACP/TF/2) held in Bangkok, Thailand from 12 to 15

March 2013, it was proposed that, in order to develop a Regional ATM Contingency

Plan, bi-lateral Level 2 (Inter-State) plans and multi-lateral Level 2 or Level 3 (Sub-

Regional) plans should be formulated first, then progressively linked together to

form the Regional Plan.

2.7.1.3 The meeting agreed to the formation of Small Working Groups (SWG) to discuss

Level 2 planning in small geographical areas. Accordingly Small Working Group

(SWG) comprising of India, Bangladesh and Nepal was formed and ATM

Contingency Routings were proposed by the SWG and same was presented by India

during the BOBASIO-3 meeting and Attached as Annexure V to this report.

2.7.1.4 During the Regional ATM Contingency Plan Task Force (RACP/TF4) held in

Bangkok, Thailand, from 26 to 30 January 2015, the ATM Contingency Route

structure and FLAS developed by the Small Working Group (SWG) comprising of

India, Bangladesh and Nepal during RACP TF/2 meeting for geographical region

was further discussed by the Small Working Group (SWG) comprising of India,

Myanmar, Thailand Srilanka, Pakistan and Bangladesh. The proposal and chart

are attached as Annexure VI & VII to this report and the outcomes were as below-

a) Pakistan agreed to examine/review their Contingency Plan for harmonization with

the ATM Contingency Plans of India.

b) Thailand did not agree extension of CRI-9 (P762 Bangkok-Male) beyond Indian FIR.

Srilanka agreed to amend the FLAS on P762 (CRI-9) to FL270 in harmonization

with India and Maldives. Srilanka sought FL380 on CRI-1 (P570) for which India

agreed to examine and confirm depending on the FLAS for OOMS FIR, since

existing Level 1 India and Oman ATM Contingency Plan are harmonized.

c) Bangladesh sought amending FLAS on CRI-15 from existing FL280 to FL260 which

was agreed.

d) Myanmar sought westbound levels for CRI-8 (L507) in Indian FIR for which India

agreed to examine and confirm. The FLAS on CRI 6/7 (A201) west bound level

FL320/FL380 was amended as FL320/FL360 as it was conflicting with CRI4/5

(G465).

BOBASIO/5

02/09/2015 P a g e | 17


Kolkata, India, 22nd –24th September 2014 2.7.1.5 The meeting was invited to discuss following action items

a) Adopt the Contingency Routes structure for the Geographical region as proposed by

the SWG comprising of India, Myanmar, Thailand Srilanka, Pakistan and

Bangladesh during the RACP/TF4 meeting.

b) Consider the Letter of Agreement template for the ATM Contingency Plan Level 2,

attached as Annexure VIII to this report.

2.7.2 WP 13: BOBASIO Contingency Team

2.7.2.1 The paper presented by India proposed formation of a contingency team that will

monitor the BOBASIO airspace for contingency situations and help ANSPs in

managing contingency situations that require closure of certain airspaces.

2.7.2.2 The paper suggested that a contingency may arise due to a natural disasters or

conflicts and wars that render a particular airspace as dangerous to fly. There may

be case when the contingency routes promulgated are not considered safe by

operators and the flights reroute through adjacent FIRs. The paper highlighted

certain situation in SANA FIR that required re-routings of flights in the air through

Mumbai, Mogadishu, Seychelles and Mauritius FIR is a case in point. The

contingency was managed through proactive efforts of controllers and subsequent

strategic support in the form of contingency route T101 developed by India in

Mumbai FIR with the support of Oman, Somalia and Seychelles.

2.7.2.3 Airports Authority of India had proposed the formation of a contingency team at

global level in its information paper presented in ICAO APAC ATM SG/3 meeeting.

In discussions that ensued the presentation of IP it was suggested by the ATM SG

meeting that informal groups like BOBASIO can also consider formation of such

contingency teams.

2.7.2.4 The paper proposed following functions of the contingency team:

i) monitor the region so that a developing contingency can be detected at an early

stage,

ii) alert ANSPs that may be affected by contingency situation,

iii) coordinate with all affected ANSPs and

iv) release advisories for effective management of contingency situation.

2.7.2.5 The paper also suggested the composition of high level contingency team as

follows:

i) The team will have representatives from not less than 3 and not more than 5

BOBASIO States. The team may have Head of the Airspace management

divisions of ANSPs as point of contact.

BOBASIO/5

02/09/2015 P a g e | 18


Kolkata, India, 22nd –24th September 2014 ii) The representation to the contingency team will rotate amongst BOBASIO

States biannually. BOBASIO annual meetings of every alternate year will

decide upon which States should be part of the team for next two years.

iii) One representative each from the three IATA regional offices, i.e. APAC, AFI

and MID may be nominated by IATA to the team.

iv) BOBASIO annual meeting may choose representative from ATFM systems

operating in the regions that can help in providing strategic and pre-tactical

support to manage the contingency situation.

v) The ANSPs on the team have option to bring on board one representative from

aviation regulatory authority.

vi) The team may nominate one coordinator and may function primarily through

exchange of emails, teleconferences etc, and can have one face to face meeting

at the commencement of the tenure of the team.

2.7.2.6 After deliberation, the meeting agreed for constitution of contingency team. IATA

brought to the notice of the meeting fact that a contingency team (CCT) for a similar

cause is already established in MID region and BOBASIO may like to examine the

constitution and terms of references of that team for establishing the terms and

references for BOBASIO contingency team.

2.7.2.7 Decision BOBASIO/5-03

BOBASIO to consider formation of a contingency team and establish POC

for coordinating the preliminary activities for the feasibility and efficacy

of BOBASIO Contingency Team.

AGENDA ITEM 08: SBAS IMPLEMENTATION IN THE REGION AND

POSSIBILITIES OF ENTERING INTO MOU WITH THE CONCERNED

STATES OF BOBASIO REGION.

2.8.1 WP 07: GAGAN-Equatorial IONO advantage.

2.8.1.1 The paper presented by India proposed the potential applications of Indian SBAS –

GAGAN in the BOBASIO region.

2.8.1.2 The paper informed that the Indian SBAS- GAGAN (GPS Aided GEO Augmented

Navigation) has been certified by DGCA for RNP0.1 and Precision Approach with

Vertical guidance (APV1) services on 21st April 2015.

2.8.1.3 The GAGAN system consists of 15 Indian Reference Stations (INRES), 2 Indian

Master Control Centers, 3 Uplink stations, and 2 Geostationary satellites.

Additionally, 25 dual- frequency GPS receivers to monitor the Ionospheric Total

Electron Content and Scintillation are also operating under the project. Figure 2

shows the locations of Reference stations and Ionospheric monitoring stations.

2.8.1.4 Most of the GAGAN reference stations are situated at the periphery of Indian

BOBASIO/5

02/09/2015 P a g e | 19


Kolkata, India, 22nd –24th September 2014 boundary so as to cover large neighboring area in order to provide the RNP0.1

service over Indian Flight Information Region.

2.8.1.5 Since the ionosphere is the biggest error source in GPS and it is more dynamic and

unpredictable over equatorial and low latitude region, the region specific ionospheric

threat model was developed by India. All the countries of BOBASIO lie in the

anomalous ionospheric region as magnetic equator crosses the southern India and

Srilanka. The region lying in the ±20° of magnetic equator possesses ionospheric

anomaly. Figure 3 shows the ionospheric electron density (in terms of TEC)

illustrating the crest of anomaly lying above 25° N at 0700 UTC. This TEC map has

been generated using data from ionospheric monitoring stations.

2.8.1.6 GAGAN, employing the region specific IONO model, is broadcasting the ionospheric

corrections over 102 grid points through Geostationary satellites as shown in the

Figure 4. These grid points cover almost all the BOBASIO member States.

2.8.1.7 The data from the GAGAN reference stations and ionospheric monitoring stations

have shown enormous potential in host of applications other than aviation use. The

ionospheric corrections broadcast from GAGAN can be used to interpret the large

scale variations of ionosphere over Indian Sub-continent facilitating the space

weather research.

2.8.1.8 The ripples in ionosphere created by Nepal Earthquake on 25 April 2015 were

captured by Ionospheric monitoring stations over Indian region as shown in Figure

5. This shows the potential application in tsunami warning systems based on GPS

measurements.

Figure 2: Locations of GAGAN Reference stations and Ionospheric Monitoring

stations

BOBASIO/5

02/09/2015 P a g e | 20


Kolkata, India, 22nd –24th September 2014

Figure 3: Snapshot from the Ionospheric Total Electron Content (TEC) map

Figure 4: Ionospheric grid points served by GAGAN (Red circles).

BOBASIO/5

02/09/2015 P a g e | 21



Figure 5: Fluctuations in the Vertical TEC after 15 minutes from onset of

Earthquake.

2.8.1.9 The initial study on estimating atmospheric water vapour content using GPS

measurements shows promising results and can be used for weather/rain forecast

by assimilating the data in numerical weather forecast models.

2.8.1.10 GAGAN can be used potentially in any GPS applications with better accuracy and

reliability – location based services, transport/vehicle tracking systems, marine

navigation etc.

2.8.1.11 The knowledge and expertise gained in development of GAGAN project may be

useful for member States of BOBASIO as they lie in the same ionospheric region.

The States are invited for collaborative development of applications based on Indian

SBAS-GAGAN

2.8.1.12 India is keen to expand the coverage of GAGAN services for harmonization of air

space management in the neighboring States.

2.8.2 WP 08: GAGAN for everyone

2.8.2.1 The paper presented by India, proposes for assisting States in their venture for

adopting SBAS using GAGAN through the Memorandum of Understanding (MOU)

with concerned States in a time bound work plans.

2.8.2.2 The paper informed the meeting, that, GAGAN has been certified for approach and

landing operations (APV 1) on 21st April 2015. India has become the third country

in the world to have such capabilities. GAGAN is the first system in the world to

BOBASIO/5

02/09/2015 P a g e | 22


Kolkata, India, 22nd –24th September 2014 have been implemented in the Equatorial Ionospheric region. GAGAN was already

certified for RNP0.1 enroute services on 30th December 2013. GAGAN Signal-in-

space is available on 24x7 basis through two satellites GSAT-8 (PRN-127) and

GSAT-10(PRN-128).

2.8.2.3 During the ICAO PBN workshop at Bangkok, India demonstrated the performance

of GAGAN and many Asia Pacific States expressed their willingness to consider the

GAGAN adoption into their airspace. In the BOBASIO 4 meeting, India presented

the status paper on GAGAN and proposed the States to consider the implementation

of GAGAN within States of the Asia Pacific Region where both footprint and service

volume can be made available for mutual benefit.

2.8.2.4 India also had requested to indicate the willingness of the States to use GAGAN

signal-in-space within their area through appropriate study and ensuring

installation of basic required ground systems for operations, monitoring and

management. Thailand further remarked that more study is required to identify

GAGAN services appropriate for implementation, which may not necessary be

SBAS. Separately, Thailand is considering GBAS implementation in various

locations.

2.8.2.5 GAGAN also has many non-aviation applications.

2.8.2.6 India is in the process of development of LPV procedures for select airports, for

which the initial GNSS based Aeronautical Survey is completed and the procedures

for some of them are ready. These procedures will be available for ground validation

by the end of December, 2015.

2.8.2.7 The advantages that can be derived by neighboring States like Bangladesh,

Myanmar, Nepal, Indonesia, Sri Lanka, wherein GAGAN service volume is

contiguous with Indian service volume, with the inclusion of a few reference stations

using GAGAN GEOS and the capabilities of monitoring signal-in-space, GNSS

augmented services can be extended. The benefit of such a system extends beyond

aviation. The benefit of additional reference stations will in turn increase

availability and continuity within the APV service volume.

2.8.2.8 The experience gained during the implementation of GAGAN by Airports Authority

of India can be gain fully shared with all the States in the following areas:

1. Assistance in development and operational requirement.

2. Ionospheric data analysis.

3. Feasibility studies.

4. Training Program.

5. System installed support activities.

BOBASIO/5

02/09/2015 P a g e | 23


Kolkata, India, 22nd –24th September 2014 6. Certification support activities.

7. Procedure design /development and training.

2.8.2.9 The above activities may require the States to consider establishment of ground

reference stations with service monitoring capability connected to the master control

centre in India by redundant communication network either through OFC or

satellite links to ensure 99.999% availability requirements.

AGENDA ITEM 09: SIDE LINE WORKING GROUP MEETINGS

COMPRISING OF STATES AND ORGANISATIONS (DISCUSSION AND

ADOPTION OF LOAS)

2.9.1 Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia

2.9.1.1 In the side line working group meeting between India and Seychelles, it was decided

that application of FLAS at the boundary of FIRs will be done away with. A Letter

of Agreement (LOA) between the two States to this effect was signed on the

concluding day of the meeting.

2.9.1.2 Route proposal presented by India through WP03 in BOBASIO/5 meeting was

accepted by Somalia, Seychelles and IATA.

a) G450-North will terminate at NABIL (SANAA/Mumbai FIR Boundary-

UM574). Connector route between NABIL and EKBAS (Crossing of

UT382/UN764) will be done in coordination with Yemen.

b) UL of G450 will be revised to FL 270

c) The routes shall have 10 min longitudinal separation

2.9.1.3 In the side line working group meeting between India and Somalia, following

decisions on use of FLAS were taken:

1) Mumbai to study the traffic analysis and will intimate Mogadishu on alternate

level for FLAS.

2) Meanwhile it was agreed that, ADS/CPDLC capable aircraft may be allocated

preferred Flight Levels provided they log on VABF under coordination between

Mumbai and Mogadishu and acceptance of Mumbai on case to case basis.

3) Coordination failure between Mogadishu and Mumbai to be communicated by

email between GM-ATM Mumbai and CATCO ST ICAO FISS Somalia Project

and recorded for case study to remove FLAS.

4) Within one month of implementation of new routes a post implementation

review to be conducted and FLAS for ADS/CPDLC aircraft should be removed.

5) Mogadishu will accept aircraft on all West Bound Levels.

BOBASIO/5

02/09/2015 P a g e | 24


Kolkata, India, 22nd –24th September 2014 2.9.2 Sideline working group meeting B: MAAR and BOBASMA

2.9.2.1 BOBASMA, AAI and MAAR had prior to MAAR presenting WP10 in the meeting

held a side meeting to discuss the proposals contained in the Paper.

1) It was agreed that a small working group consisting of BOBASMA, AAI,

MAAR, and States directly involved be formed to identify the hot spots and

recommend remedial measures to the Scrutiny group BOBASIO. The proposal

would be presented in the form of a Flimsy drafted by both MAAR and

BOBASMA to the meeting during the discussion on Working Paper10.

2) It was agreed that BOBASIO include a separate Agenda item for “Airspace

Safety” from the next BOBASIO

3) BOBASMA, MAAR, and AAI also discussed the current problem regarding the

LHD reporting procedure. The meeting agreed that there should be a

mechanism in place to establish routine direct communication to convey

information on the occurrence of LHDs between concerned units in a timely

manner and only after information had been passed in time for the other ATC

unit to investigate and take appropriate remedial action should the LHDs be

reported to the respective RMA(s). MAAR will draft the procedure after

collecting the required POC information and circulate it to BOBASIO States.

AAI was of the view that it was not only a question of identifying the risk but

adequate opportunity should also be provided for the concerned ATS units to

investigate the occurrence and initiate remedial measures so as to prevent

future occurrence.

4) MAAR also queried about their proposal regarding the arrangement for the

use of Indian ADS-B data for height monitoring. MAAR was informed by both

BOBASMA and AAI that necessary clearance has to be obtained from DGCA

and other competent authorities before the use of ADS-B data for height

monitoring.

2.9.3 Sideline Working Group meeting C: Search and Rescue Agreements (India,

Maldives, Seychelles and Somalia)

2.9.3.1 The Draft Search and Rescue Agreement presented as Annexure to the WP 14 was

discussed, Maldives, Seychelles and Somalia agreed to discuss the LOA with their

respective authorities associated with Search and Rescue and correspondence will

follow with respect to their response.

AGENDA ITEM 10: ANY OTHER BUSINESS

2.10.1 WP 09: BOBASMA safety report

2.10.1.1 BOBASMA presented the Horizontal Safety Monitoring Report for the BOBASIO

airspace for the period 1st January 2014 to 30th June 2015. The report included a

summary of the Safety Assessment conducted by BOBASMA to support the

BOBASIO/5

02/09/2015 P a g e | 25


Kolkata, India, 22nd –24th September 2014 continued safe use of reduced longitudinal separation.

2.10.1.2 The Europe/ Middle East to Asia Route Structure South of Himalayas (EMARSSH)

implemented in the BOBASIO airspace in November 2002 comprises of near parallel

RNP10 routes where different separation standards, viz., 10 minute/80 NM, 50 NM

or 30 NM reduced longitudinal separation is applied based on aircraft equipage.

2.10.1.3 Reduced Horizontal separation of 50 NM Longitudinal was introduced along 16

RNP10 routes, L301, L507, L509, L510, L759, M300, M770, N563, N571, N877,

N895, P570, P574, P628, P646 & P762 in a Phased manner starting from 30th June

2011 and 30 NM reduced longitudinal separation was introduced along 4 RNP 10

routes N571, M300, P570 & P574 from September 2014.

2.10.1.4 Table 1 contains the results of the Safety Assessments conducted to estimate the

horizontal risks in the BOBASIO airspace during the eighteen month reporting

period. The Safety Assessments were submitted to the Regional Airspace Safety

Monitoring Advisory Group during its annual meeting in May of 2014 & 2015.

BOBASIO Airspace – estimated annual flying hours = 535,602 Hours (note: estimated hours based on Dec 2014 traffic sample data)

Risk Risk Estimation TLS Remarks

RASMAG 2014 Lateral Risk 0.759155 x 10-9 5.0 x 10-9 Below TLS

RASMAG 2014 50 NM Longitudinal Risk 4.0239 x 10-9 5.0 x 10-9 Below TLS


RASMAG 2015 Lateral Risk 1.07856 x 10-9 5.0 x 10-9 Below TLS



Table 1: BOBASIO Airspace Horizontal Risk Estimates

Data Collection

2.10.1.5 Table 2 provides a summary of PBN and data link Approvals submitted as an annual

update for the Period ending 30th June 2014. Table 3 presents a summary of the

annual one month Traffic Sample Data submitted to BOBASMA.

S. No States Status

01 Afghanistan Not received

02 Bangladesh Not received

03 India Updated

04 Maldives Not received

05 Myanmar Not received

06 Sri Lanka Not received (Old available)

07 Pakistan Updated

Table 2: Summary of PBN &Data Link Approval Status

BOBASIO/5

02/09/2015 P a g e | 26



Table 3: Summary of TSD submitted to BOBASMA by Member States

2.10.1.6 The formal monitoring program to assess the occurrence of Large Lateral Deviations

and Large Longitudinal Errors (LLDs & LLEs) in the BOBASIO airspace

commenced from 1st July 2010. Table 4 contains the monthly count of LLDs and

LLEs occurrences reported during the eighteen month period.

Month Mumbai Chennai Kolkata Lahore Karachi Colombo Yangon

Jan-14 0 0 0 --- --- --- ---

Feb-14 0 0 0 --- --- --- ---

Mar-14 0 0 0 --- --- --- ---

Apr-14 0 1 0 --- --- --- ---

May-14 0 0 0 --- --- --- ---

Jun-14 0 0 0 --- --- --- ---

Jul-14 0 0 0 --- --- --- ---

Aug-14 0 0 0 --- --- --- ---

Sep-14 0 0 0 --- --- --- ---

Oct-14 0 0 0 --- --- --- ---

NoV-14 0 0 0 --- --- --- ---

Dec-14 0 0 0 --- --- --- ---

Jan-15 0 0 0 --- --- --- ---

Feb-15 0 0 0 --- --- --- ---

Mar-15 0 0 0 --- --- --- ---

Apr-15 0 0 0 --- --- --- ---

May-15 0 0 0 --- --- --- ---

Jun-15 1 1 0 --- --- --- ---

Table 4: Monthly Count of LLDs and LLEs

2.10.1.7 Table 5 presents a summary of the Large Lateral Deviations (LLD) and Large

Longitudinal Errors (LLE) received.

Flight Information

Region

December

2010

December

2011

December

2012

December

2013

December

2014

Chennai Yes Yes Yes Yes Yes

Delhi Yes Yes Yes Yes Yes

Kolkata Yes Yes Yes Yes Yes

Mumbai Yes Yes Yes Yes Yes

Karachi No Yes By MAAR By MAAR By MAAR

Lahore No Yes By MAAR By MAAR By MAAR

Colombo No Yes By MAAR By MAAR By MAAR

Yangon Yes Yes Yes Yes Yes

Male No No No No No

Kabul No By MAAR By MAAR By MAAR Yes

Dhaka No No No By MAAR By MAAR

BOBASIO/5

02/09/2015 P a g e | 27


Kolkata, India, 22nd –24th September 2014 Code Cause of Deviation No.

Operational Errors

A Flight Crew deviate without ATC Clearance 1

B Flight crew incorrect operation or interpretation of airborne

equipment (e.g. incorrect operation of fully functional FMS, incorrect

transcription of ATC clearance or re-clearance, flight plan followed

rather than ATC clearance, original clearance followed instead of re-

clearance etc.)

C Flight crew waypoint insertion error, due to correct entry of incorrect

position or incorrect entry of correct position.

D ATC System loop error (e.g. ATC issues incorrect clearance, Flight

crew misunderstands clearance message etc).

E Coordination errors in the ATC-unit-to-ATC unit transfer of control

responsibility.

1

Deviation due to navigational errors

F Navigation errors, including equipment failure of which notification

was not received by ATC or notified too late for action.

Deviation due to Meteorological condition

G Turbulence or other weather related causes (other than approved) 1

Others

H An aircraft without PBN approval;

I Others (to be specified)

TOTAL 3

Table 5: Summary of the Large Lateral Deviations (LLD) and Large Longitudinal

Errors (LLE) received

2.10.1.8 The very low level of reporting of safety occurrences particularly those related to

deviations in the horizontal plane is a cause of concern. ANSPs need to place greater

emphasis on reporting of horizontal deviations since all future capacity increases is

based on reducing both the lateral spacing between routes and the longitudinal

separation between aircraft. Controllers in the region need to be made aware of the

safety risks resulting from an aircraft’s horizontal deviation in an RNP/RNAV

environment.

2.10.1.9 The Chairman called upon the member States of BOBASMA to submit the requisite

data which will enable BOBASMA to conduct the horizontal safety monitoring

services for the BOBASIO airspace successfully. Maldives informed the meeting

that they would coordinate with BOBASMA and submit the data as required.

2.10.2 WP 10: Safety Concerns in BOBASIO

2.10.2.1 The Monitoring Agency for Asia region presented Working Paper 10 on “Safety

Concerns in Bay of Bengal Arabian Sea and Indian Ocean Region. The Paper

provided the preliminary results of the airspace safety oversight for the RVSM

operation in BOBASIO region highlighting the unprecedented risk level in the

region. The paper also proposed some actions to mitigate risk in the region.

BOBASIO/5

02/09/2015 P a g e | 28


Kolkata, India, 22nd –24th September 2014 2.10.2.2 Typically, comprehensive annual safety reports are prepared at the beginning of

each year. However, due to many high risk occurrences in the BOB airspace during

the first six months of 2015, the MAAR prepares this report to inform concerning

States so that appropriate actions can be taken as early as possible. In typical risk

calculation, traffic sample data (TSD) collected during December of each year is used

for the technical risk calculation, and data from monthly Large Height Deviation

(LHD) reports is used in operational risk estimation. Since December 2015 TSD is

not available when this paper is prepared, December 2014 TSD is used to

approximate December 2015 TSD. In addition, instead of the data for the whole

year, this paper uses LHD data collected between January 2015 and June 2015.

Therefore, technical risk presented in this paper is based on 2014 data while

operational risk presented in this paper is cumulative operational risk over a 6-

month period instead of a 12-month period.

2.10.2.3 The 6-month-cumulative total risk is 26.94 x 10-9 which exceeds the specified

annual TLS value of 5.0 x 10-9 by more than five times. Table 6 summarizes Bay of

Bengal (BOB) airspace RVSM technical, operational, and total risks.

Table 6: BOB Airspace RVSM Risk Estimates

2.10.2.4 Figure 6 shows risk estimate trend for the first six months of 2015. The horizontal

axis shows the assessed months, and the vertical axis shows annual risk estimate

for the period ending in the associated month.

BOB Airspace (Jan-June 2015)

Source of Risk Risk Estimation TLS Remarks

2014

Technical Risk 0.95 x 10-9 2.5 x 10-9 Below Technical TLS

Operational Risk 17.78 x 10-9 -

Total Risk 18.73 x 10-9 5 x 10-9 Above TLS

2015

Technical Risk 0.95 x 10-9 2.5 x 10-9 Below Technical TLS

Operational Risk

(6-month period)

25.99 x 10-9 -

Total Risk 26.94 x 10-9 5 x 10-9 Above TLS

BOBASIO/5

02/09/2015 P a g e | 29



Figure 6: BOB Airspace RVSM Risk Estimate Trends

2.10.2.5 Table 7 summarize the number of Non-NIL LHD occurrences assessed and

associated LHD duration (in minutes) or number of levels crossed, and their

associated operational risk by month from January 2015 to June 2015.

Table 7: Summary of LHD by Month for BOB Airspace

Month

(2015)

No. of Non-

NIL LHD

LHD

Duration

(Min)

No.

Levels

Crossed

Operational Risk

(x10-9)

January 13 40 0 0.92

February 10 17 0 0.39

March 28 335 1 8.08

April 43 654 1 15.14

May 9 5 0 0.12

June 12 58 0 1.34

Total 115 1109 2 25.99

BOBASIO/5

02/09/2015 P a g e | 30


Kolkata, India, 22nd –24th September 2014 2.10.2.6 Table 8 summarize the number of LHD occurrences, the associated LHD duration

(in minutes) and the number of flight levels crossed without clearance, by LHD

category from January 2015 to June 2015.

LHD

Category

Code

LHD Category Description

No

. o

f

LH

Ds

LH

D

Du

ra

tio

n

(Min

)

No

.

lev

els

cro

ssed

O

pera

tio

na

l R

isk

(x10

-9)

A Flight crew failing to climb/descend the

aircraft as cleared 0.00 0.00 0.00 0.00

B Flight crew climbing/descending

without ATC Clearance 1.00 29.00 0.00 0.67

C

Incorrect operation or interpretation of

airborne equipment (e.g. incorrect

operation of fully functional FMS,

incorrect transcription of ATC

clearance or re-clearance, flight plan

followed rather than ATC clearance,

original clearance followed instead of

re-clearance etc) 0.00 0.00 0.00 0.00

D

ATC system loop error; (e.g. ATC issues

incorrect clearance or flight crew

misunderstands clearance message) 5.00 34.00 2.00 1.17

E

Coordination errors in the ATC to ATC

transfer or control responsibility as a

result of human factors issues (e.g. late

or non-existent coordination, incorrect

time estimate/actual, flight level, ATS

route etc not in accordance with agreed

parameters) 107.00 1017.00 0.00

23.4

8

F

Coordination errors in the ATC to ATC

transfer or control responsibility as a

result of equipment outage or technical

issues 0.00 0.00 0.00 0.00

G

Deviation due to aircraft contingency

event leading to sudden inability to

maintain assigned flight level (e.g.

pressurization failure, engine failure) 0.00 0.00 0.00 0.00

H

Deviation due to airborne equipment

failure leading to unintentional or

undetected change of flight level 0.00 0.00 0.00 0.00

I Deviation due to turbulence or other

weather related cause 2.00 29.00 0.00 0.67

J Deviation due to TCAS resolution

advisory, flight crew correctly following 0.00 0.00 0.00 0.00

BOBASIO/5

02/09/2015 P a g e | 31


Kolkata, India, 22nd –24th September 2014 LHD

Category

Code

LHD Category Description

No

. o

f

LH

Ds

LH

D

Du

ra

tio

n

(Min

)

No

.

lev

els

cro

ssed

O

pera

tio

na

l R

isk

(x10

-9)

the resolution advisory

K

Deviation due to TCAS resolution

advisory, flight crew incorrectly

following the resolution advisory 0.00 0.00 0.00 0.00

L

An aircraft being provided with RVSM

separation is not RVSM approved (e.g.

flight plan indicating RVSM approval

but aircraft not approved, ATC

misinterpretation of flight plan) 0.00 0.00 0.00 0.00

M

Other – this includes situations of flights operating (including climbing/descending) in airspace where flight crews are unable to establish normal air-ground communications with the responsible ATS unit. 0.00 0.00

0.00 0.00

Total 115

1109.00 2.00

25.99

Table 8: Summary of LHD by LHD Category for BOB Airspace

2.10.2.7 Category E LHDs still account for most of LHD duration and occurrences in the

region. These occurrences can be further categorized into the following sub-

categories as depicted in Figure 7.

Figure 7: Sub-categories of Category-E LHDs for BOB Airspace

BOBASIO/5

02/09/2015 P a g e | 32


Kolkata, India, 22nd –24th September 2014 Analysis of Operational Error

2.10.2.8 There are 115 LHD occurrences which account for the risk of 25.99 x 10-9 FAPFH.

The 10 highest risk bearing LHDs together account for the risk of 21.46 x 10-9

FAPFH or 83% of total operational risk. The operational risk is mainly the result

of a small number of LHDs with long duration. As illustrated in Figure 7 almost all

of these LHDs are the result of breakdown in coordination.

2.10.2.9 The next two figures depict geographic location of non-nil LHDs and hot spots in

the BOB region based on LHD reports from January to June 2015 where:

- each navy blue dotted line represents the frequency of occurrences at the

labeled waypoint,

- each red label indicates the number of LHDs and duration in minutes

associated with that location, and

- the turquoise lines represent west-bound traffic density while the orange lines

represent east-bound traffic density

2.10.2.10 Figure 8 shows the first hot spot area, which consists of the transfer-of-control points

along Chennai and Kuala Lumpur FIRs and the transfer-of-control points along

Kolkata and Yangon FIRs. This area has been and still continues to be the major

hot spot area in the region.

Figure 8: LHD Hot Spots between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs

BOBASIO/5

02/09/2015 P a g e | 33


Kolkata, India, 22nd –24th September 2014 2.10.2.11 Figure 9 shows the second hot spot area, which consists of the transfer-of-control

points on the western boundary of Mumbai FIR. The majority of risk is due to

ATC-to-ATC coordination errors at ORLID, LOTAV and KITAL. Most LHDs occur

because aircraft entering Mumbai FIR from the west were not transferred to

Mumbai OCC. Since this area is oceanic airspace where no surveillance is available,

Mumbai OCC is not aware of these aircraft until aircraft establish contact with

Mumbai OCC when they are about to enter continental areas. This results in LHDs

with long duration.

Figure 9: LHD Hot Spots between Mumbai and Muscat/Mogadishu FIRs

Proposed Actions for the Region

2.10.2.12 In order to devise risk mitigation measures at these hot spot areas, the following

domains should be taken into consideration:

1) The ATC-to-ATC communication channel and procedure for transferring an

aircraft and the revisions of flight information.

2) The surveillance coverage of the hot spot areas. Surveillance service for the

accepting ATC unit should significantly reduce the duration of LHDs. The

BOBASIO/5

02/09/2015 P a g e | 34


Kolkata, India, 22nd –24th September 2014 better the surveillance, the earlier the accepting ATC unit can detect and

manage the unexpected traffic.

3) ADS-C/CPDLC service will also help reduce the LHD’s duration as the

aircraft’s position is typically reported to the accepting ATC unit at the

transfer-of-control point.

4) The reporting procedure for the flight crew before entering the FIR. If the pilot

reports to the accepting ACC as soon as the aircraft approaches the transfer of

control point, the less chance that the aircraft will fly at a flight level

unexpected by the accepting ATC unit.

5) ATC automation system’s human-machine interface. States that plan to

acquire or upgrade their ATC automation system, especially the systems that

utilize electronic strips environment, should consider a design of human

machine interface which reminds ATCs to send flight information revision

when necessary.

2.10.2.13 For interfaces between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs, there

have been some initiatives to reduce the LHDs since the situation came into light in

2013. The States concerned initiated plans to implement AIDC between ACCs to

help automate the coordination process and share ADS-B data so that the entering

aircraft can be detected early.

2.10.2.14 For Mumbai and Muscat/Mogadishu interface, upon the receipt of the LHD reports

in July, the MAAR raised the issue to the attention of AFI Regional Monitoring

Agency (ARMA) who oversees the Mogadishu FIR and the Middle East Regional

Monitoring Agency (MIDRMA) who oversees the Muscat FIR. As a short-term

solution, the MAAR asked the RMAs to urge flight crews of aircraft entering

Mumbai FIR to contact Mumbai OCC before the aircraft enters the FIR, especially

those operating without ADS-CPDLC. As a short-term solution, the MAAR asked

the RMAs to urge flight crews of aircraft entering Mumbai FIR, especially those

operating without ADS-CPDLS, to contact Mumbai OCC before the entering the

FIR.

2.10.2.15 MAAR would like to propose some additional actions and procedure to be considered

and, if possible, adopted by BOBASIO States in order to establish a more robust

platform to address these safety concerns. The proposal is for:

1) BOBASIO to take on the task of acting as the scrutiny group to address the hot

spots in the BOBASIO region, which could be conducted in a form of side

meetings to the main meeting;

2) BOBASIO to add an agenda concerning airspace safety in the region; and

3) BOBASIO States to establish a procedure for supervisors or controllers on duty

of transferring and accepting ATS units to discuss and investigate, in a timely

manner, the occurrences relating to the breakdown in coordination, and then

BOBASIO/5

02/09/2015 P a g e | 35


Kolkata, India, 22nd –24th September 2014 report the LHD to the corresponding RMAs.

2.10.2.16 Flimsy 1 was presented by MAAR and BOBASMA which proposed that BOBASIO

add ‘Airspace safety’ as one of its agenda, and also form a small working group

consisting of BOBASMA, AAI, MAAR, and States directly involved with the

identified hot spots.The working group should work towards identifying preliminary

causes of the LHDs and recommend remedial actions to BOBASIO which will act as

the scrutiny group.

2.10.2.1 After deliberation the meeting adopted the decision for BOBASIO to function as a

Scrutiny group which will be assisted by a small working group comprising MAAR,

BOBASMA, AAI and the concerned state.


BOBASIO to take on the role of the scrutiny group for the Bay of Bengal,

Arabian Sea, and Indian Ocean Region.

BOBASIO takes on the role of the scrutiny group for the Bay of Bengal,

Arabian Sea, and Indian Ocean Region and establish a small working

group consisting of BOBASMA, AAI, MAAR, and States directly involved

with the identified hot spots to analyze the occurrences and propose

remedial actions to BOBASIO.

2.10.3 WP 11: ADS-B for Height Keeping Performance Monitoring

2.10.3.1 The Paper presented by MAAR on the potential utilization of India ADS-B data for

height-keeping performance monitoring, as required by the ICAO Annex 6 minimum

requirements for long term monitoring. The Monitoring Agency for Asia Region

(MAAR) also proposed steps towards the ADS-B data sharing for AAI and other

States with ADS-B capability.

2.10.3.2 An aircraft uses a barometric altimeter to determine height and follows common

pressure levels (flight levels) using a QNH of 1013 in RVSM airspace. The altimetry

system error (ASE) is the difference between the altitude indicated by the altimeter

display, assuming a correct altimeter barometric setting, and the pressure altitude

corresponding to the undisturbed ambient pressure. Therefore, ASE is an indicator

of the accuracy of an aircraft’s altimetry system, and, as a result, its height-keeping

performance.

2.10.3.3 ASE can vary and deteriorate with time in service since aircraft altimetry systems

may:

a. wear over time (such as the pitot-static probe and portions of internal plumbing);

b. be subject to damage (such as skin flexing/deformation during operations);

and/or

c. be affected by modification of airframes (such as the application of paint, decals

and branding marks or mounting of accessories or repairs such as boiler plating

in the vicinity of the static pressure ports).

BOBASIO/5

02/09/2015 P a g e | 36


Kolkata, India, 22nd –24th September 2014 2.10.3.4 To ensure that aircraft operating in RVSM airspace continues to meet the safety

objectives, aircraft operators are required to meet the long-term height monitoring

requirements based on Annex 6 to the Convention on International Civil Aviation.

2.10.3.5 There are two main types of monitoring systems available today:

a. In-Flight GPS-Based Monitoring Systems which require a portable GPS-based

monitoring unit (GMU) to be installed on board; and

b. Ground-Based Height Monitoring Systems which require aircraft to fly over the

operational coverage of stationary ground stations. One type of these systems is

an ADS-B Height Monitoring System (AHMS) which utilizes ADS-B data for

ASE calculation. The twenty-third meeting of the Asia/Pacific Air Navigation

Planning and Implementation Regional Group (APANPIRG/23) agreed that

States should provide ADS-B data when available and requested by the RMAs

for safety monitoring purposes (APANPIRG Conclusion 23/16 - Safety

Monitoring Data Provision)

2.10.3.6 The Bay of Bengal and Arabian Sea Monitoring Agency (BOBASMA) presented

WP/05 "Use of ADS-B Data for Monitoring Aircraft Height Keeping Performance" at

the third ATS coordination meeting of the Bay of Bengal, Arabian Sea, Indian Ocean

(BOBASIO/3). The paper proposed that the ADS-B data from the 21 ADS-B ground

stations in India will enable the height-keeping performance monitoring of ADS-B

equipped aircraft without limiting the means of monitoring to only by use of GMUs.

2.10.3.7 In addition to the current remaining monitoring burden, aircraft operators flying

over the India continental airspace would also benefit in the long run as each of their

fleet will need to be height monitored every two years. Should ADS-B data from

India be shared with the MAAR for the purpose of height-keeping performance

monitoring, all aircraft with ADS-B OUT equipage shall be continuously monitored

and potentially satisfy the ICAO Annex 6 minimum requirements for long term

monitoring.

2.10.3.8 In order to provide the evidence for DGCA India that AAI’s ADS-B data can be used

for ASE calculation, the MAAR would like to propose the following steps to achieve

this task:

1) AAI sends the MAAR a small sample (i.e. one day) of ADS-B binary files, which

are in ASTERIX Category 021 format.

2) The MAAR customizes their software to be able to process AAI's data and sends

the software to AAI.

3) AAI uses the software to process one-month of ADS-B data and sends the result

to the MAAR. The result files will contain only data fields necessary for ASE

calculation.

4) The MAAR analyzes the data and produces an ASE report, including ASE value

comparison between common airframes in MAAR’s existing data and AAI’s data.

BOBASIO/5

02/09/2015 P a g e | 37


Kolkata, India, 22nd –24th September 2014 5) The report can be referenced as a part of AAI request for the approval from the

DGCA of India to use ADS-B data for the purpose of aircraft height-keeping

performance monitoring.

6) Once the DGCA of India approves, the ADS-B data may be processed and shared

with the MAAR on a monthly basis, as described above.

2.10.3.9 In response to MAAR’s offer to validate Indian ADS-B data for ASE calculation India

informed MAAR that as of now India is only considering the use of ADS-B for

provision of Air Traffic Services and when it is proposed to use ADS-B data for

vertical height monitoring then the offer of MAAR will definitely be considered.

2.10.3.10 MAAR also encouraged other States to share their ADS-B data with the MAAR

with similar steps outlined above.

2.10.4 WP 12: Requirement of RMA for BOBASIO airspace

2.10.4.1 BOBASMA presented Working Paper 12 on the need for a Regional Monitoring

Agency for conducting post RVSM implementation system performance monitoring

to ensure continued safe use of RVSM within the Bay of Bengal Arabian Sea Indian

Ocean (BOBASIO) airspace.

2.10.4.2 The BOBASIO airspace spans a wide area stretching from the Middle East/ African

coast in the west and across the vast expanse of the Arabian Sea, the Indian sub-

continent and Bay of Bengal. It comprises of the airspace of seven States

(Afghanistan, Pakistan, India, Maldives, Sri Lanka, Bangladesh & Myanmar) and

eleven FIRs (Kabul, Lahore, Karachi, Male, Mumbai, Delhi, Chennai, Kolkata,

Dacca, Colombo & Yangon).

2.10.4.3 The increased growth of air traffic within the BOBASIO airspace and the projected

future growth require that, the safety monitoring competencies of member States of

BOBASIO are optimized to achieve the safety objectives.

2.10.4.4 In January 2009 the Bay of Bengal ATS Coordination Group in its 20th meeting

(BBACG/20) recognised that En-route Monitoring Agency (EMA) capability was

essential to support the RNP 10 and RNP 4 implementations and invited India to

consider establishing horizontal plane safety assessment and monitoring capability

for the Bay of Bengal and Arabian Sea airspace.

2.10.4.5 India accepted the responsibility and established the EMA, Bay of Bengal Arabian

sea Indian ocean safety Monitoring Agency (BOBASMA) at Chennai in India which

has been endorsed as a competent safety monitoring agency by APANPIRG vide

APANPIRG Decision 22/14 in 2012.

BOBASIO/5

02/09/2015 P a g e | 38


Kolkata, India, 22nd –24th September 2014 2.10.4.6 BOBASMA conducts the safety monitoring for the introduction and continued safe

use of reduced horizontal separation in the BOBASIO airspace and presents the

annual safety report to RASMAG.

2.10.4.7 Table 9 is a summary of the Asia-Pacific RMAs and their area of responsibility.

MAAR provides RMA services to the BOBASIO States.

S. No Regional Monitoring Agency Member

States

Flight Information

Regions

1 Monitoring Agency for Asia

Region (MAAR)

20 25

2 China Regional Monitoring

Agency (China-RMA)

2 10

3 Pacific Approvals Registry and

Monitoring Organization

(PARMO)

6 7

4 Australian Airspace Monitoring

Agency (AAMA)

6 7

5 Japanese Airspace Safety

Monitoring Agency (JASMA)

1 1

Table 9. Summary of Asia-Pacific RMAs and Estimated annual Flying Hours

2.10.4.8 The increased safety monitoring competency of States like India could help in

establishing additional Regional monitoring agencies to cater to the needs of an ever

growing traffic scenario in the region.

2.10.4.9 BOBASMA had been supporting the efforts of MAAR since 2011-12 by sensitizing

the controllers and senior ATC officers on the need to report safety occurrences, as

can be seen from the increased instances of LHD reporting in the region in the recent

past. This has only resulted in conducting a more realistic Safety assessment leading

to the identification of safety issues that were so far hidden. (Ref: RASMAG/20

report).

2.10.4.10 BOBASMA is willing to undertake the additional responsibility of providing RMA

services for the member States of BOBASMA. BOBASMA is ready to participate in

training programs under the guidance of any of the established RMAs to acquire the

additional technical competence if any, required to carry out the functions of an

RMA.

BOBASIO/5

02/09/2015 P a g e | 39


Kolkata, India, 22nd –24th September 2014 2.10.4.11 MAAR while endorsing the Safety Monitoring capabilities of BOBASMA informed

the meeting of their willingness to continue providing the RMA services for the

BOBASIO airspace. MAAR also informed the meeting that the request was already

discussed previously in RASMAG. RASMAG had decided not to add any more RMAs

to the region since APAC region already has 5 RMAs compared to 1 RMA in other

regions. However, the meeting took note of the vast airspace of the BOBASIO region

and the efforts undertaken by BOBASMA to identify for the first time the vertical

safety risks which had so far remained hidden. Considering the positive role that

BOBASMA could play in having a specific and sustained focus on the safety risk

within the BOBASIO airspace the meeting decided to adopt the Draft Decision as

given in 2.10.4.12 below, proposed by BOBASMA.


Regional Monitoring Agency for BOBASIO Airspace.

BOBASMA to present a working paper conveying a decision of BOBASIO/5 to

RASMAG for providing RMA services to the member States of BOBASMA in

addition to the EMA services.

AGENDA ITEM 11: FUTURE MEETINGS

2.11.1.1 The meeting agreed to include following two Permanent Agenda items in the future

meetings to ensure better coordination and collaboration for effective

implementation of Seamless ATM plan and Safety monitoring in the BOBASIO Sub-

group comprising of States from three different ICAO regions:

1. Outcome of related Meetings in the region and action items for BOBASIO States

2. Airspace safety in the BOBASIO Sub- region

2.11.1.2 The meeting discussed the venue for the next meeting. Seychelles proposed to

discuss with their management for holding the next BOBASIO meeting.

BOBASIO/5

02/09/2015 P a g e | 40


Kolkata, India, 22nd –24th September 2014 APPENDIX A

ACTION ITEMS OF BOBASIO/5

Action

Item

ID

Description Responsible

State/

Organisation

Remarks Status

3/2 States to consider

declaring airspace

corresponding to its ATM

capability and consider

non-exclusive type of

airspace classification, to

allow for utilization of such

airspace by aircraft not

meeting the requirements.

BOBASIO

States

States requested

ICAO APAC regional

Office to provide

guidance material

Open

3/3 India to follow up the task

of joint routes design with

neighbouring States for

mutual benefit.

India and

neighbouring

States

Ongoing

3/4 India, Malaysia, Indonesia

and other BOBASIO

States to collaborate, to

establish RNP 4 routes in

the Bay of Bengal to

support 30/30 NM

separation.

India,

Malaysia

Indonesia

and other

BOBASIO

States

India introduced

30NM Reduced

Longitudinal

Separation wef 18th

September 2014 on 4

ATS Routes. Other

States to collaborate.

Indonesia will be

ready by March,

2015.

(No Update from

Indonesia. Indonesia

did not attend

BOBASIO/5

meeting).

Revised timeline

from Malaysia, and

Muscat awaited.

(No update from

Malaysia and

Muscat.

Malaysia and Muscat

did not attend

BOBASIO/5

meeting).

Open

BOBASIO/5

02/09/2015 P a g e | 41



3/7 Malaysia and India to

provide an update on

possibility of sharing of

Port Blair ADS-B data

with Malaysia and enable

seamless transfer of

communication at the FIR

boundary for

implementation of 50-50

NM separation, at the

SAIOACG meeting in

February 2014.

Malaysia

and India

Timeline Revised to

March 2016.

(Malaysia did not

attend BOBASIO/5

meeting).

Open

3/8 All BOBASIO States to

report occurrences of LLDs

and LLEs to BOBASMA in

timely manner. They

should sensitize their

controllers to report the

occurrences of LLDs and

LLE.

States

obliged to

submit data

to

BOBASMA

Ongoing

3/10 Mumbai OCC to submit a

study on traffic pattern

to/from AFI regions in

terms of time of operation

and density to facilitate the

evaluation of the FLAS

and its review.

India Mumbai submitted

study report.

An ongoing process

for evaluation of

FLAS

Open

3/14 LOA between Kolkata ACC

and Yangon ACC to be

signed by Appropriate

Authority of Yangon and

sent to Airports Authority

of India.

Yangon Response from

Yangon is awaited.

(Myanmar did not

attend the meeting)

Open

3/16 Coordination Procedures

between Chennai OCC and

Kuala Lumpur ACC to be

signed by the appropriate

authorities of Malaysia

and India.

India and

Malaysia

LOAs exchanged but

not signed

(Malaysia did not

attend the meeting)

Open

3/17 LOA/Coordination

Procedures for AIDC data

exchange between Chennai

and Kuala Lumpur to be

finalized

India and

Malaysia

Trials are Ongoing Open

BOBASIO/5

02/09/2015 P a g e | 42


Kolkata, India, 22nd –24th September 2014 3/18 Development of ATM

Contingency Plan Level 2/3

(Note: ATMTF meeting

scheduled in the 3rd week of

Nov, 2013 and is being

attended by India)

BOBASIO

States

Discussion ongoing

for developing ATM

Contingency Plan

Open

3/19 Neighbouring States to

expedite execution of SAR

agreement(s), providing

details of the responsibility

of States and their

agencies, especially in

Cross Border Areas.

BOBASIO

States

(Update from the

states required)

Open

3/20 BOBASIO States which

are planning A-CDM to

ensure the “Business

Rules”; terminology and

procedures were aligned

regionally to ensure that

user interfaces with

various A-CDM systems

are common.

BOBASIO

States

ICAO RSO has

circulated the

Template for the

states to Comply

with the Business

rules.

(Other BOBASIO

states may follow

with their respective

RSOs).

Open

3/21 Neighboring Centers

adjacent India to share

their plan with India for

AIDC implementation in a

time bound manner.

Neighbourin

g BOBASIO

States to

India

Target date of

implementation

Indonesian Oct 2015.

(No update received)

Draft LOA

exchanged

between

Myanmar and

India

Open

3/22 ICAO to standardize single

ICD version within APAC

region and all the regions

of ICAO to achieve

harmonious

implementation.

ICAO

Regional

Office

Completed in

APANPIRG25

(Other BOBASIO

states may give

update for their

respective regions)

Open

3/23 India to coordinate

through POC for further

feasibility studies on

GAGAN and feedback from

the member States.

India Ongoing

4/1 Establishing POC for

follow up actions of

BOBASIO Meetings

All

BOBASIO

States

POC to be forwarded

to BOBASIO

Secretary

Open

BOBASIO/5

02/09/2015 P a g e | 43


Kolkata, India, 22nd –24th September 2014 [email protected]

4/3 BOBASIO States to

share information

on strategies being

adopted to establish

Cyber security

framework

All

BOBASIO

States

BOBASIO/5 Ongoing

4/4 Identification and

prioritization ATS routes

for implementation of

RHS (50/50 and 30/50)

Meeting to identify point

of contacts and

coordinators for the task.

Muscat

Bangladesh

Indonesia

Malaysia

Myanmar

Pakistan

Sri Lanka

Maldives

Indonesia will be

ready by March, 2015

Response from other

States awaited.

(Maldives can

implement 50/50

lateral separation

(Ref Annex 11) ; but

- Maldives cannot

implement 50/50

Longitudinal

Separation due to

unavailability of

ADS-C /DCPC

-

Maldives cannot

Implement 30/30

RHS due to

Unavailability

Of ADS-C/DCPC)

Open

4/5 Review the draft letter of

agreement and formalize

SAR LOAs with adjacent

RCCs

All BOBSIO

States

Maldives has

already submitted

draft letter of

agreement for SAR

LOAs to India and

awaiting comments

from India

Open

4/6 Maldives, India, Sri Lanka

and Mauritius to

collaborate for ATM

Contingency Plan.

All affected

States

Maldives

Maldives provided

POC

Open

mailto:[email protected]

BOBASIO/5

02/09/2015 P a g e | 44


Kolkata, India, 22nd –24th September 2014 Maldives to establish POC

for other affected FIR

4/8 AAI to assess the

requirement of ATS/DS

between Mumbai and

Somalia

India and

Somalia Mogadishu had

proposed ATS/DS

between Mogadishu

and Mumbai

through WP/4 in

BOBASIO/4.

Mogadishu also

informed that the

AMHS installation

at Mogadishu was

in final stages and

as Mumbai is

already AIDC

capable in future

AIDC would be

implemented

between Mogadishu

and Mumbai. In a

side meeting held

during BOBASIO/4

the Mumbai ATC

representative had

submitted that as

the frequency of

calls was very less,

the existing

practice of

coordination

through ISDN

calling was

sufficient. The CNS

representatives of

AAI were however

requested to study

feasibility of

ATS/DS.

Open

A dedicated

number in

Mumbai

OCC, which

is neither

circulated

nor provided

in directory

is provided

to

Mogadishu

for

coordination.

Mogadishu

will keep it

on trial until

they are

satisfied

with the

service.

4/12 Controller exchange

programme between

Seychelles and Mumbai for

India and

Seychelles Proposal is

acceptable to

Mumbai ATC. AAI

Open

BOBASIO/5

02/09/2015 P a g e | 45


Kolkata, India, 22nd –24th September 2014 understanding the other’s

working environment

which will help in resolving

the human factors issues

CHQ may consider

to extend invitation

to ANSP of

Seychelles.

Revised timeline

July, 2016

4/13 The introduction of an

International Route

connectivity between

Guwahati and Bangkok,

via GGT VOR- B593 –

CML (COMILLA) VOR –

ONEKA – G463 – CTG

(CHITTAGONG) VOR –

G463-BGO

VOR(YANGON)-Bangkok

India

Bangladesh

July 2015

Status update to be

provided by

Bangladesh on status

of PfA of BANP

Open

.

4/14 Exchange of ATS messages

via AFTN between Kolkata

and Myanmar to be done

on trial basis during lean

period with prior

coordination.

India and

Myanmar

Commencement of

trial by 31st Oct,

2014.

Open

4/16 India to send proposal to

Bangladesh for

unidirectional route

between CEA and AAT

and Bangladesh to

respond on proposal.

India

Bangladesh

Proposal and

reminder sent to

Bangladesh

Open

4/19 Jakarta and Chennai to

review the no pre-

coordinated level for

westbound traffic on N563

Indonesia

and India

Through

correspondence and

Side line meetings

during ICAO

meetings

Open

5/1 Establish new ATS routes

in Kolkata-Dhaka FIR,

Northern Bay of Bengal

and over Arabian Sea for

capacity enhancement and

route optimization

India,

Bangladesh,

Myanmar,

Thailand and

Indonesia

BOBASIO/6 Route

proposals will

be reviewed

and

discussed in

BIMT

meeting

again with

Myanmar

BOBASIO/5

02/09/2015 P a g e | 46


Kolkata, India, 22nd –24th September 2014 and

Bangladesh.

5/2 Consider to develop

structured program for

BOBASIO Geographical

Area for Upper airspace

UPR development

All

BOBASIO

States

BOBASIO/6

5/3 Consider the proposal for

inclusion of the segment

between ELKEL and Male

of G465 in Male FIR as

Contingency Route with

FLAS as FL280 (WB) and

FL270 (EB) to harmonize

the ATM Contingency Plan

of India, Maldives and

Srilanka

Maldives 31st October 2015

5/4 Consider the Letter of

Agreement template for

the ATM Contingency

Plan

Level 2. (Attached as

Annexure IV to WP 06)

All

BOBASIO

States

31st October 2015

5/5 Establish a procedure for

supervisors or controllers

on duty of transferring and

accepting ATS units to

discuss and investigate, in

a timely manner, the

occurrences relating to the

breakdown in

coordination, and then

report the LHD to the

corresponding RMAs

BOBASIO

States

31st December 2015

for Draft Procedure

5/6 Consider to share ADS-B

data with the MAAR for

height keeping

performance monitoring

Willing

BOBASIO

States

Ongoing

5/7 Establish POC for

coordinating the

preliminary activities for

the feasibility and efficacy

of BOBASIO Contingency

Team.

India/IATA 31st December 2015

BOBASIO/5

02/09/2015 P a g e | 47


Kolkata, India, 22nd –24th September 2014 5/8 Review the draft Letter of

Agreement (enclosed as

Annexure IV to the

report) for the

coordination/co-operation

on operational matters of

SAR services with India

All

Concerned

States

31st December 2015

5/9

BOBASMA to present a

working paper conveying a

decision of BOBASIO 5 to

RASMAG for providing

RMA services to the

member States of

BOBASMA in addition to

the EMA services.

BOBASMA RASMAG/21

5/10 MAAR to constitute a

mechanism for timely

coordination of LHD

occurrences between

concerned ATS units.

MAAR 31st October 2015

5/11 Establish a small working

group consisting of

BOBASMA, AAI, MAAR,

and States directly

involved with the

identified hot spots to

analyze the occurrences

and propose remedial

actions to BOBASIO

India 31st October 2015

BOBASIO/5

02/09/2015 P a g e | 48


Kolkata, India, 22nd –24th September 2014 APPENDIX B

PROPOSED AGENDA

Agenda Topic

Item 1 Adoption of Agenda

Item 2 Review of progress on action items of BOBASIO/3 and BOBASIO/4

Item 3 Outcome of related Meetings in the region and action items for

BOBASIO states

Item 4 Strategic ATM Plans of participating States

Item 5 AIDC Implementation

Item 6 ATM Coordination (Airspace restructuring, AIS and SAR agreements)

Item 7 ATM Contingency Plan- Level 1 and Level 2

Item 8 SBAS implementation in the region and possibilities of entering into

MoU with the concerned states of BOBASIO region

Item 9 Side line working group meetings comprising of states and

organisations (Discussion and adoption of LOAs)

Item 10 Any other Business

Item 11 Future meetings

BOBASIO/5

02/09/2015 P a g e | 49


Kolkata, India, 22nd –24th September 2014 APPENDIX C

LIST OF WORKING AND INFORMATION PAPERS

1. Working Papers

S

no

Agenda

item

Subject Presented

by

1 1 Proposed Agenda Secretariat

2 2 Review of Action items from BOBASIO 3 and 4 Secretariat

3 4 Collaborative airspace design and management AAI

4 4 Implementation of 50NM RHS AAI

5 6 Upper Airspace UPR Zone over BOBASICO airspace IATA

6 7 Update on Contingency plan AAI

7 8 Gagan Equitorial IONO advantage AAI

8 8 Gagan for Everyone AAI

9 10 BOBASMA safety report BOBASMA

10 10 Safety Concerns in BOBASIO MAAR

11 10 ADS-B for Height Keeping Performance Monitoring MAAR

12 10 Requirement of RMA for BOBASIO airspace BOBASMA

13 7 BOBASIO Contingency team AAI

2. Information Papers

S

no

Agenda

item

Subject Presented

by

1 3 ASIOACG9 INSPIRE5 outcomes Secretary-

ASIOACG

2 4 ADS-B data sharing Maldives

3 5 AIDC implementation Maldives

4 5 AIDC implementation in Singapore Singapore

5 5 AIDC implementation-AAI AAI

6 6 Singapore Search and Rescue Operations Singapore

7 10 Space based ADS-B Value Proposition Aireon

BOBASIO/5

02/09/2015 P a g e | 50


Kolkata, India, 22nd –24th September 2014 APPENDIX D

ORDER OF BUSINESS

Monday, 31st August, 2015

Time Program

0900-1000 Registration

1000-1120 Inaugural Session

1120-1150 Photo session followed by Tea/Coffee Break

1150-1300 Discussions on Agenda Items

1300-1400 Lunch


1500-1530 Tea/Coffee Break

1530-1700 Side Line meeting -1

Tuesday, 1st September, 2015

Time Program




1300-1400 Lunch



1530-1700 Side Line meeting -2

Wednesday, 2nd September, 2015

Time Program

0930-1030 Review of Draft Report


1100-1200 Adoption of Report and Closing of Meeting

1200-1300 Lunch

1300 onwards Sight-seeing tour

BOBASIO/5

02/09/2015 P a g e | 51


Kolkata, India, 22nd –24th September 2014 APPENDIX E

ORDER OF DISCUSSION

31st August 2015 (Monday)

Session Time Agenda Item Subject Presented

by

Session 1

(1150-1300)

1150-1200 1 WP 01 Proposed Agenda Secretariat

1200-1230 2 WP 02 Review of Action items

from BOBASIO 3 and 4 Secretariat

1230-1245 3 IP 01 ASIOACG9 INSPIRE5

outcomes

Secretary-

ASIOACG

1245-1300 4 WP 03 Collaborative airspace

design and management AAI

1300-1400 Lunch Break

Session 2

(1400-1445)

1400-1415 4 WP 04 Implementation of 50NM

RHS AAI

1415-1425 5 IP 03 AIDC implementation Maldives

1425-1435 5 IP 04 AIDC implementation in

Singapore Singapore

1435-1445 5 IP 05 AIDC implementation-AAI AAI


Session 3

(1515-1700)

1515-1530 8 WP 07 GAGAN Equatorial IONO

advantage AAI

1530-1545 8 WP 08 GAGAN for Everyone AAI

1545-1700 Sideline Meeting 1

BOBASIO/5

02/09/2015 P a g e | 52


Kolkata, India, 22nd –24th September 2014 1st September 2015 (Tuesday)

Session Time Agenda Item Subject Presented

by

Session 1

(0930-1100)

0930-0945 10 WP 09 BOBASMA safety report BOBASMA

0945-1010 10 WP 10 Safety Concerns in

BOBASIO MAAR

1010-1025 10 WP 11

ADS-B for Height

Keeping Performance

Monitoring

MAAR

1025-1050 10 WP 12 Requirement of RMA for

BOBASIO airspace BOBASMA

1050-1100 4 IP 02 ADS-B data sharing Maldives


Session 2

(1130-1300)

1130-1150 7 WP 06 Update on Contingency

plan AAI

1150-1205 6 IP 06 Singapore Search and

Rescue Operations Singapore

1205-1220 10 IP 07 Space based ADS-B Value

Proposition Aireon

1220-1240 6 WP 05

Upper Airspace UPR

Zone over BOBASICO

airspace

IATA

1240-1300 7 WP 13 BOBASIO Contingency

Team AAI

1300-1400 Lunch Break

Session 2

(1400-1500)

1400-1445 Presentation Aeronautical Billing System by AAI

1445-1500 11 Future Meetings Secretariat


Session 3 1530-1700 9 Side Line meeting –2

BOBASIO/5

02/09/2015 P a g e | 53


Kolkata, India, 22nd –24th September 2014 2nd September 2015 (Wednesday)

Session Time Item Presented By

Session 1 0930-1030 Review of Draft report Secretariat


Session 2

1100-1130 Adoption of report Secretariat

1130-1200 Closing of meeting Secretariat

1200 -1300 Lunch Break

1300 Onwards Local Sightseeing Tour

BOBASIO/5

02/09/2015 P a g e | 54


Kolkata, India, 22nd –24th September 2014 APPENDIX F

LIST OF DELEGATES FOR BOBASIO MEETING

Name (Mr./Ms.) Designation E-mail ID/ Tel No

1 INDIA (Airports Authority of India)

1. A.K. Dutta ED(ATM) [email protected]

2. Pramod Kumar Mishra ED(ATM) [email protected]

3. J. Dasgupta GM (ATM) [email protected]

[email protected]

9870363692

4. M.C. Dangi GM (ATM) [email protected]

[email protected]

9650222144

5. R.K. Singh GM (ATM)

6. Keshava Sharma GM (ATM)

7. M. Muthu GM (ATM)

8. S.K. Oberoi GM (ATM) [email protected]

9. A.P. Gajbe GM (ATM) [email protected]

+91-9650555192

10. Kanhaya Lal GM (ATM) [email protected]

[email protected]

9650596385

11. N.R. Das GM (CNS)

12. S C Badola Jt. GM (ATM)

13. G C Bhatt Jt. GM (ATM)

14. A B Joshi Jt. GM (ATM) [email protected]

+91-9820138296

15. S. Ghosh GM (CNS) [email protected]

+91-8902499903

16. Soren Singh GM (CNS)

17. G.S. Rao GM (CNS) [email protected]

9490173469

18. S.K. Srivastava Jt. GM (ATM) [email protected]

19. Vivek Desai Jt. GM (ATM) [email protected]

8826717633

20. O.S. Ekka Jt. GM (ATM) [email protected]

9866212756

21. V.K. Seth Jt. GM (ATM) [email protected]

9426285236

22. S.R. Mehto Jt. GM (CNS)

23. P.K. Jain Jt. GM (CNS) [email protected]

9968687929



















BOBASIO/5

02/09/2015 P a g e | 55


Kolkata, India, 22nd –24th September 2014 24. L.S.R. Mohanrao Jt. GM (CNS)

25. S.P.V.R.Naidu Jt. GM (CNS) [email protected]

9440723978

26. C.H. Baburao Jt. GM (CNS) [email protected]

9481802962

27. Sheikh Mohd. Naiem Jt. GM (CNS)

28. Surendra Sunda SM (CNS)

29. Rajan George GM(CNS-P)

30. K.C. Patro GM(CNS-P)

31. K.M. Nehra Jt. GM (ATM)

32. N.K. Chaudhary Jt. GM (ATM)

33. A. P. Udayanarayana Jt. GM (ATM) [email protected]

9445035614

34. M. Ayoob Jt. GM (ATM)

35. J.S. Sandhu GM (ATM-HR)

36. Rakesh Bhatnagar Jt. GM (ATM) [email protected]

9650077447

37. S. Swaminathan Jt. GM (ATM)

38. A.B. Chattoraj Jt. GM (ATM)

39. S. Chadhha GM (ATM) [email protected]

[email protected]

40. S.V. Satish GM (ATM) [email protected]

41. S. Perumal GM (CNS)

42. Kalyan Chaudhary Jt. GM (ATM)

43. S.P. Pandey Jt. GM (CNS) [email protected]

44. Dr. R.K. Jenamani DIR I/C (MET) [email protected]

9971022981

INDIA( Other than Airports Authority of India)

45. 1

. Capt. R.K. Anand DIR (ATS) AHQ

46. 4

.

Pallavi Parmar Lt. ATCO

(Indian Navy)

[email protected]

47. 5

.

J. Josheph Gp. Capt.

(Indian Air

Force)

48. 6

.

CPR. S. Jaidwal JD (Coast

Guard)

9873103881

2 MALDIVES

49. 1

.

Athuhar Mohamed [email protected]

50. 2

.

Mafaz Mohamed

[email protected]

3 NEPAL










BOBASIO/5

02/09/2015 P a g e | 56


Kolkata, India, 22nd –24th September 2014 51. Shishil Chitrakar [email protected]

9849733389

52. Puspa Raj Ratala [email protected]

9841687634

53. Shreekar Prajapati [email protected]

9841987673

54. Ramesh Bahadur

Kunwar

[email protected]

9848074777

4 SEYCHELLES

55.

E. Samson CAA [email protected]

+ 248 252 72 06

56.

Louis Raul CAA [email protected]

+ 248 2513 566

5 SINGAPORE

57. Michael Shee

CAA [email protected]

(65) 6541 2454

58. Jimit Singh

CAA [email protected]

(65) 6595 6055

90030245

7 SOMALIA

59. Noble Godwin Edzeameh [email protected]

+254-722-606855

60. Humphrey Kilei

Mwachoki

[email protected].

org

254207622812

8 AEROTHAI

61. Chananya

Pinkeawprasert

[email protected]

62. Svgoon Fucharoeh [email protected]

63. Ms. Saifon Obromsook [email protected]

66 22878291

64. Piyawut Tantimekabut [email protected]

66896975859

9 IATA

65. Prashant Sanglikar Asst. Dir.

(SFO)

66. George Chan [email protected]

8529484918

67. David M Rollo Asst. Dir.

(SFO)

[email protected]

9968502573

















BOBASIO/5

02/09/2015 P a g e | 57


Kolkata, India, 22nd –24th September 2014 APPENDIX G

GROUP PHOTOGRAPH OF DELEGATES OF BOBASIO/5

BOBASIO/5

02/09/2015 P a g e | 58


Kolkata, India, 22nd –24th September 2014 ANNEXURE- I

(APPENDIX TO WP/03: COLLABORATIVE AIRSPACE DESIGN AND

MANAGEMENT)

A) In Kolkata-Dhaka FIR

The proposal is to establish new ATS routes as follows-

1) Uni-directional (WB) ATS Route - Guwahati- TEGAK-Kolkata

2) Uni-directional (EB) ATS Route - Kolkata-Barisal-Comilla-Lengpui.

3) Uni-directional (EB) ATS Route - Guwahati-Sylhet-Agartala

4) Bi-directional ATS Route - Bagdogra - Saidpur

5) Jamshedpur-Durgapur-Rajsahi (Bidirectional)

6) Uni-directional (EB) ATS Route - Dhaka- Agartala

7) A conditional route (bi-directional) between Saidpur and Dhaka overlaying domestic Route

W3 / W6 for aircraft overflying Dhaka.

8) Bi-directional ATS Route - Katihar – Saidpur – Guwahati

BOBASIO/5

02/09/2015 P a g e | 59


Kolkata, India, 22nd –24th September 2014 B) In Mumbai-Sanaa-Mogadishu-Seychelles FIR

The proposal is to-

1) Restrict G450 upper limit to FL280 to accommodate non-RNP10/ non-RVSM

aircraft

2) Create a new RNP10 ATS Route overlaying G450 between ORLID and Mumbai

with vertical limit as FL290/FL460.

3) Create a new RNP10 ATS route parallel and 50NM north of G450 between

NABIL and WP 183418N 0701230E joining P751 to Mumbai.

4) Create a new ATS route parallel and 50NM south of G450 between VUTOS and

NINOB joining B459 to Mumbai.

5) Restrict G424 upper limit to FL280 to accommodate non-RNP10/ non-RVSM

aircraft or withdraw G424.

6) Mogadishu may coordinate with SANAA for extension of route between NABIL

and EKBAS for connectivity of aircraft on UT382.

BOBASIO/5

02/09/2015 P a g e | 60


Kolkata, India, 22nd –24th September 2014 C) BIMT Route Design over Bay of Bengal

1) It is proposed to introduce the routes with RNP10 specifications requiring mandatory

carriage of ADS-C/CPDLC to enable the application of 50NM longitudinal separation

and review after one year to introduce 30NM longitudinal separation with RNP4

specification.

2) A second review is proposed after 5 years to consider changing the nav specs to RNP2 or

RNAV2.

3) India is entrusted to draft contingency procedures supporting L301 and L507 parallels

during cyclone to be reviewed by BIMT States at the BIMT/3 meeting.

BOBASIO/5

02/09/2015 P a g e | 61


Kolkata, India, 22nd –24th September 2014 ANNEXURE-II

(ATTACHMENT A TO IP 06: SINGAPORE SEARCH AND RESCUE OPERATIONS)

BOBASIO/5

02/09/2015 P a g e | 62


Kolkata, India, 22nd –24th September 2014 ANNEXURE-III

(ATTACHMENT B TO IP 06: SINGAPORE SEARCH AND RESCUE OPERATIONS

AGREEMENT)

FOR COOPERATION BETWEEN THE

[name of national agency/State] AND

[name of national agency/State]

Note: The term agreement is used in order to be consistent with ICAO Annex

12 and the International Convention on Maritime Search and Rescue. State may

elect to use a different term such and "Memorandum of Understanding", "Letter of

understanding", "Arrangement" or others as appropriate.

This template serves as guidance for States to draft a SAR Agreement (which may

take the form of an MOU or SAR Arrangement or other instrument title) and the text

to be included in this document is for the Parties involved to decide.

CONCERNING AERONAUTICAL [AND/OR] MARITIME SEARCH AND RESCUE

1. Introduction

1.1 The [name of national agency/State] and [name of national agency/State]

(hereinafter referred to as the "Parties" in this Agreement, recognize the

benefits enjoyed from previous close cooperation with regard to search and

rescue SAR operations and training, and further recognize that additional

benefits may be enjoyed from the cooperative arrangements detailed herein;

and

1.2 The Parties have been recognized by their respective governments as

having primary responsibility for coordinating and providing aeronautical and

maritime SAR services in their respective aeronautical and maritime SAR

regions.

1.3 The Parties recognize the great importance of cooperation in aeronautical and

maritime SAR, and in the provision of expeditious and effective SAR services

to save lives and reduce suffering and have assumed their respective

responsibilities for SAR within the framework of the International Convention

on Maritime Search and Rescue, 1979, the Convention on International

Civil Aviation, 1944, and the International Aeronautical and Maritime Search

and Rescue (IAMSAR) Manual.

1.4 The Parties have accordingly reached the following understanding.

2. Objectives and Scope

2.1 This agreement establishes a framework for cooperation among the Parties in

BOBASIO/5

02/09/2015 P a g e | 63


Kolkata, India, 22nd –24th September 2014 carrying out activities related to SAR within the aeronautical and/or maritime

environment and sets out their various responsibilities.

3. Responsibilities

3.1 [name of national agency] and [name of national agency] are each responsible

for the maintenance of safety of life and within their respective aeronautical and

maritime SAR regions, under their respective Rescue Coordination Center

(RCC).

3.2 Each Party, on receiving information of an incident where any person is in

distress within its SAR region, should take urgent measures to provide the most

appropriate assistance regardless of the nationality or status of such a person,

or the circumstances in which that incident occurred or is detected.

3.3 SAR operations should normally be carried out in accordance with the relevant

SAR manuals and recommendations of International Civil Aviation

Organization (ICAO) and the International Maritime Organization IMO,

including the IAMSAR Manual (as amended from time to time), taking into

account SAR procedures established by national legislation.

3.4 The Parties should make every effort to retrieve persons in distress, provide for

their initial medical or other needs and deliver them to a place of safety;

additionally, when it does not involve excessive risk or cost to the units involved

in SAR operations, the Parties may attempt to rescue the craft or vessel on which

the persons in danger are aboard.

3.5 To ensure that SAR operations are conducted in an efficient and coordinated

manner, the Parties should consult and cooperate with each other as necessary

and appropriate, lending mutual assistance as their capabilities allow. If

primary responsibility for coordination of a SAR response or operation cannot be

immediately ascertained, the RCCs concerned should immediately consult with

each other to resolve the issue of primary responsibility.

3.6 For any SAR operation involving coordination between the Parties, the Parties

should in each case decide, through appropriate consultation, which Party is to

act as SAR Mission Coordinator.

3.7 Either Party may conduct SAR operations within the SAR region of the other

Party under the coordination of that other Party's RCC.

3.8 Entry of the SAR units of one Party into or over the territory of the other Party

for the purpose of conducting SAR operations should be expeditiously arranged

to the best of each Party's ability and via the appropriate RCCs.

3.9 Solely for the purpose of searching for the site of an accident, rescuing survivors

of such accidents, rendering emergency rescue assistance to persons, vessels, or

BOBASIO/5

02/09/2015 P a g e | 64


Kolkata, India, 22nd –24th September 2014 aircraft in danger or distress and when the location is reasonably well known,

permission to enter its territory shall be granted by a State to another State's

search and rescue unit(s), provided that a request has been transmitted to the

rescue coordination centre of the concerned State or to such other authority as

has been designated by the State.

3.10 The RCC of the State requesting assistance or the use of suitable SAR

facilities of another State ("the requesting RCC" and "the assisting State"

respectively), shall provide all pertinent details on the scope of the assistance

or facilities required. The requesting RCC should provide full briefing, directly

or indirectly, to the SAR Units that have been made available by the assisting

State, on the scope of the mission before the SAR units enter the SRR of the

requesting RCC. If it is necessary for the SAR Units of an assisting State to

land at an airfield or to make use of the facilities of the requesting RCC in the

course of performing an assigned SAR task, he RCC concerned should make

all necessary arrangements to facilitate the taking of such measures or actions.

3.11 To facilitate the coordination referred to in this section, the Parties

should, to the best of their ability, keep each other fully and promptly informed

of all relevant SAR operations. The Parties should develop appropriate

procedures in accordance with the IAMSAR Manual to provide for the most

effective and efficient means of communication.

4. SAR Regions

4.1 The aeronautical and maritime SAR regions of [State] and [State] are separated

geographically by a continuous line as follows:

[Provide the geographic coordinates of the lines of delimitation between both States' SAR

regions only. Add additional States lines of delimitation for regional SAR Agreement.]

4.2 The establishment of SAR regions is intended only to provide an understanding

concerning the regions within which a Party accepts primary responsibility for

coordinating SAR operations.

4.3 The delimitation of SAR regions is not related to and does not prejudice or have

any bearing on the delimitation of any boundary between States.

5. Rescue Coordination Centers (RCCs)

5.1 The primary operational points of contact under this Agreement are the

internationally recognized aeronautical and maritime RCCs of the Parties.

5.1.1 [Identify national RCC]

5.1.2 [Identify national RCC]

5.2 The Parties, to the best of their ability, should provide to each other any

BOBASIO/5

02/09/2015 P a g e | 65


Kolkata, India, 22nd –24th September 2014 information which might be useful in order to expedite and improve

coordination.

5.3 Identification of the operational points of contact, as referred to in this Section,

is not intended to preclude appropriate direct coordination between any SAR

facility or organizational unit of the Parties, especially when time is of the

essence in the saving of lives.

5.4 Transfer of SAR mission coordination responsibilities between the RCCs, if

deemed necessary, should be conducted by consultation between RCCs.

6. Cooperation

6.1 The subordinate elements of the Parties may provide for further

coordination and cooperation by the establishment of appropriate operational

arrangements and procedures consistent with this Agreement.

6.2 In addition to information related to specific SAR cases, the Parties may

exchange any other information that may serve to improve the effectiveness of

SAR operations. This information may include, but not be limited to:

6.2.1 communication details;

6.2.2 information about SAR facilities;

6.2.3 descriptions of available airfields;

6.2.4 knowledge of fueling and medical facilities; and 6.2.5

information useful for training SAR personnel.

6.3 The Parties will endeavour to promote mutual SAR cooperation by giving due

consideration to collaboration including, but not limited to:

6.3.1 exchange visits between SAR personnel;

6.3.2 joint SAR exercises and training;

6.3.3 the use of ship reporting systems for SAR purposes;

6.3.4 sharing of information systems, SAR procedures, techniques,

equipment, and facilities;

6.3.5 provision of services in support of SAR operations;

6.3.6 coordination of national positions on international SAR issues of

mutual interest;

6.3.7 supporting and conducting joint research and development initiatives

aimed at reducing search time, improving rescue effectiveness, and

minimizing risk to SAR personnel; and

6.3.8 conducting regular communications checks and exercises, including the

BOBASIO/5

02/09/2015 P a g e | 66


Kolkata, India, 22nd –24th September 2014 use of alternative means of communications that would be used to handle

communication overloads during major SAR operations.

7 Finances

7.1 Unless otherwise agreed by the Parties, each Party is to fund its own expenses

for activities pertinent to this Agreement.

7.2 The provisions of the Agreement are contingent upon the availability of SAR

personnel, facilities and funding.

7.3 SAR services provided by the Parties to persons in danger or distress are to be

without subsequent cost recovery from the person(s) assisted.

8 Application of this Agreement

8.1 Nothing in this Agreement is intended to affect in any way rights and duties

based on international agreements or other arrangements between the Parties

or their respective governments.

8.2 All activities conducted under this Agreement should be in conformity with

national legislation of the Parties, as well as with the relevant international

conventions in force.

8.3 No provision of this Agreement should be construed as an obstacle to prompt and

effective action by any Party to relieve distress whenever and wherever found.

8.4 Any dispute regarding the interpretation or implementation of this

Agreement is to be resolved by consultation between the Parties and is not

to be referred to any international body, court or third party for settlement.

9 Modification

9.1 This Agreement may be modified in writing by the Parties.

10 Duration, Withdrawal and Discontinuation

10.1 Cooperation under this Agreement may commence from the date of signature

and may continue indefinitely.

10.2 Either Party may withdraw from this Agreement at any time, upon giving not

less than six (6) months' notice in writing to the other Party.

10.3 Cooperation under this Agreement may be discontinued mutually by the

Parties in writing, or by any superseding arrangement.

10.4 The Parties should ensure that such discontinuation does not adversely impact

any SAR operations or other cooperation in progress at the time that such

discontinuation takes effect and should consult each other closely for this

purpose.

BOBASIO/5

02/09/2015 P a g e | 67



Signed in duplicate at [City, State], this ______ day of ______, 2016. For the

[national agency]:

Signature of Authorized Signatory _________________ Name:

Designation:

Organization:

Signed in duplicate at [City, State], this ______ day of ______, 2016. For the [national

agency]:

Signature of Authorized Signatory _________________ Name:

Designation:

Organization:

BOBASIO/5

02/09/2015 P a g e | 68


Kolkata, India, 22nd –24th September 2014 ANNEXURE-IV

(ANNEXURE A TO WP 14: ANNEXURE & LOA ON SEARCH AND RESCUE

COOPERATION)

LETTER OF AGREEMENT

BETWEEN

RESCUE COORDINATION CENTRE

_____

AND

RESCUE COORDINATION CENTRE

_____

FOR

THE COORDINATION/CO-OPERATION

ON

SEARCH AND RESCUE SERVICES

BOBASIO/5

02/09/2015 P a g e | 69


Kolkata, India, 22nd –24th September 2014 AGREEMENT ON COORDINATION/CO-OPERATION BETWEEN

[Name of SAR Service Provider/RCC] RCC and [Name of SAR Service Provider/RCC]

RCC

1. PREAMBLE

The authorized representatives of [Name of SAR Service Provider/RCC] and [Name of

SAR Service Provider/RCC] agree that the procedures contained in this document shall

remain in force from the effective date specified until either amended or cancelled.

2. EFFECTIVE DATE

The provisions in this Agreement shall be become effective on ............. at 0001 UTC.

3. OBJECTIVE

The objective of this Agreement is to specify co-ordination procedures between [Name

of RCC] and [Name of RCC]

4. SCOPE

a) Knowing the importance of co-operation in search and rescue (SAR), and of the

provision of expeditious and effective SAR services;

b) desiring to support the provisions of the Convention on International Civil

Aviation of the International Civil Aviation Organization (ICAO) and/or

International Convention on Maritime Search and Rescue of the International

Maritime Organization (IMO); and

c) seeking to provide an overall plan for SAR co-ordination, use of available

resources, mutual assistance, and efforts to improve SAR services;

d) the Parties have agreed as follows in paras. 5, 6, 7, 8 and 9.

5. EXTENT OF ASSISTANCE

5.1 The Parties agree to co-operate in the following areas:

a) make, and respond to, requests for operational assistance between the designated

rescue co-ordination centres (RCCs) [rescue sub-centres (RSCs); as applicable] of

the Parties as capabilities allow;

b) develop procedures and communications appropriate for co-ordination among

between the RCCs [RSCs; as applicable] of the parties;

c) normally apply the guidance of the International Aeronautical and Maritime

SAR Manuals regarding SAR operational procedures and communications;

d) work to establish agreed procedures, which concern saving lives, regarding entry

BOBASIO/5

02/09/2015 P a g e | 70


Kolkata, India, 22nd –24th September 2014 of various types of SAR facilities into the SRR of the other RCC/Party, solely for

a search or a rescue operation; and

e) enter into other collaborative SAR efforts which may include:

i. mutual visits by SAR personnel of the RCC;

ii. joint training or exercises (Communication or coordination not involving

resources);

iii. co-operation in development of SAR procedures, techniques,

equipment, or facilities;

iv. exchange of pertinent SAR or communications, information; and

v. Ongoing co-operation in improving SAR effectiveness.

vi. Plan of operation by each RCC/Party

6. SEARCH AND RESCUE REGIONS

6.1 Establishment of SRRs is intended only to effect an understanding concerning where

each Party accepts primary responsibility for coordinating or providing SAR services.

SRRs of the Parties shall be separated by lines connecting points as follows;

[Appropriate coordinate points describing applicable lines]

7. CONTACT DETAILS

For ___________:RCC _______________

Contact details: _____________________

_____________________

For India: RCC/RSC Delhi/Mumbai/Kolkata/Chennai/Guwahati (as applicable)

Contact details: _____________________

_____________________

8. TERMS OF AGREEMENT

8.1 Keep information readily available on availability of any SAR facilities or other

resources which may be needed for implementing this Agreement.

8.2 Keep each other fully and promptly informed of all SAR operations of mutual interest,

or which may involve use of facilities of the other RCC/Party;

8.3 RCC(s) to request assistance via the RCC(s) of the other party/SRR, and to provide all

pertinent information on the distress situation and the scope of assistance needed;

BOBASIO/5

02/09/2015 P a g e | 71


Kolkata, India, 22nd –24th September 2014 8.4 RCC(s) to promptly respond to a request for assistance from an RCC of the other

Party/SRR.

8.5 RCC/RSC on having information about the requests made by the State of other

RCC/RSC for entry of its SAR facilities (including overflight or landing of SAR aircraft

and/or SAR units for circumstances that dictate for fuelling, medical, or as otherwise

appropriate) will provide all assistance to help expedite the necessary permissions.

The procedure for entry of SAR facilities shall be followed as published by the respective

State.

Note: Normally these procedures are published in GEN 3.6 of AIP of respective

countries, If not published/notified then the sub para 8.5 needs to be suitably modified

by inclusion of the provisions/references where the procedures for entry of SAR facilities

are published by the respective State.

8.6 Normally fund its own activities in relation to this Agreement unless otherwise

arranged by the Parties in advance. But, in any event, this issue of reimbursement of

cost should not delay the response to persons in distress.

9 AMENDMENTS

9.1 Any change to this Agreement, including its cancellation or replacement, requires the

consent of the Parties/RCC concerned. This applies to the substance of the change as

well as to its date of applicability. Any change shall be made either in the context of a

meeting between the two Parties/RCCs, or by exchange of correspondence with

acknowledgement by all signatories.

9.2 Whilst temporary deviations from these procedures may be agreed between the RCC

supervisors concerned, as specified in paragraph 10 below, permanent amendments to

this document shall be effective only in the form of a written amendment duly signed

by authorized representatives.

10 DEVIATIONS

Deviation from the procedures specified in this Agreement shall only be permitted in

exceptional circumstances and not without prior co-ordination on a case-by-case basis.

Authorized Signatories

For: (PARTY A/--------RCC): For: (PARTY B/----------RCC):

BOBASIO/5

02/09/2015 P a g e | 72


Kolkata, India, 22nd –24th September 2014 ANNEXURE –V

(ANNEXURE I TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)

The Contingency Route structure as discussed and agreed by SWG comprising of

India, Bangladesh and Nepal during the Regional ATM Contingency Plan Task Force

(RACP/TF/2) held in Bangkok, Thailand from 12 to 15 March 2013.

INDIA - NEPAL

Contingency

route

ATS

route

Segment Flight

Level

(EB)

Flight

level

(WB)

Remarks

CR L626 KTM-L626-ONISA - F280

CR R460/

G598

DPN-R460-LLK-

G598-SMR-KTM

As

released

-

CR R344

/A201

KTM-R344–KT-

RAJ-A 201

F310 - To reach

FL 310

by KT

CR A201/

R581

A201 – MONDA –

ROMEO – G336

- As

released

INDIA - BANGLADESH

Contingency

route

ATS route Segment Flight

Level

(EB)

Flight

level

(WB)

Remarks

CR A462/A791 A462–CEA–A791 - F280

CR A 791/A462 A791–CEA–A462 As

released

-

CR G463/B465 G463–CTG–B465 F270 - Co-ord

with

Myanmar

CR B465/G463 B465–CTG–G463 - As

released

Westbound level FL340 / FL 360 will be considered on P628.

BOBASIO/5

02/09/2015 P a g e | 73


Kolkata, India, 22nd –24th September 2014 ANNEXURE-VI

(ANNEXURE II TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)

The Contingency Route structure as discussed and agreed by SWG comprising of

India, Myanmar, Pakistan, Thailand, Srilanka during the Small Working Group

activities held during RACP Task Force 4 meeting at ICAO APAC office on 26th

January 2015.

Bangladesh and India

Contingency

Routes

ATS

Route

Direction FLAS ACC COM

CRI 15 A462 West FL260 Kolkata

VHF 132.250, 120.575,

132.350, 133.750 MHz

ADS/CPDLC: Logon VECF

HF Primary or Secondary

Guwahati 125.775 MHz

Yangon VHF 126.75

HF 10066/6556

CR G463 East

West

FL270

FL280

Kolkata

VHF 132.250, 120.575,

132.350, 133.750 MHz

ADS/CPDLC: Logon VECF


Guwahati 125.775 MHz

Yangon VHF 126.75 MHZ

HF 10066/6556 KHz

Thailand and India

No changes were proposed.

BOBASIO/5

02/09/2015 P a g e | 74


Kolkata, India, 22nd –24th September 2014 Sri Lanka and India

Contingency

Routes India

CRI

ATS

Route


CRI 9 P762 East

West

F270

FL280

Chennai

VHF 118.900, 125.300,

125.700, 128.100,

120.550, 124.500, 134.125,

132.500,

134.425, 132.200,

ADS/CPDLC: Logon

VECF


Trivandrum 125.95 MHz

Male 119.7 MHz

Myanmar and India

Contingency

Routes India

CRI

ATS

Route


CRI 6/7 A201 East

West

FL290

FL320,

FL360

Kolkata

VHF 132.250, 120.575,

132.350, 133.750 MHz

ADS/CPDLC: Logon

VECF


Guwahati VHF 125.775 MHz

Dhaka VHF 125.7 MHz

CR 4/5 B465 East

West

FL330,

FL410

FL300,

FL380

Kolkata

VHF 132.250, 120.575,

132.350, 133.750 MHz

ADS/CPDLC: Logon

VECF


Guwahati VHF 125.775 MHz

Dhaka VHF 125.7 MHz

CR (To be

Deleted)

A599 -- -- -- Not Agreed by India and

Myanmar

BOBASIO/5

02/09/2015 P a g e | 75


Kolkata, India, 22nd –24th September 2014 ANNEXURE-VII

(ANNEXURE III TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)

BOBASIO/5

02/09/2015 P a g e | 76


Kolkata, India, 22nd –24th September 2014 ANNEXURE-VIII

(ANNEXURE IV TO WP 06: UPDATE ON ATM CONTINGENCY PLAN)

ADDENDUM TO THE LETTER OF AGREEMENT (LOA) BETWEEN STATES

ATM CONTINGENCY PLAN

1. OBJECTIVE

1.1 This Letter of Agreement (LOA) is signed between (Name of State) and (Name of

State) to define the Air Traffic Control (ATC) coordination procedures for aircraft

operating within the jurisdiction of DDDD and EEEE FIR to ensure continued safety

of overflying air traffic for the Contingency Level 2 for coordinated contingency plans

involving two or more States / FIRs; and as category A which has a meaning that

the Airspace Safe, but Restricted or No ATS, due to causal events such as industrial

action, pandemic, earthquake, nuclear emergency that affecting the provision of

ATS, or ATM system failure or degradation.

NOTE-As agreed during APANPIRG 22 in Bangkok, Thailand, 5-9 September 2011,

the Category B and C ATM Contingency will be facilitated in the Level 3 (for sub-

Regional or Regional contingency plans).

2. EFFECTIVE DATE

2.1 The provisions in this LOA shall be effective from DD day of MM month of the year

YYYY.

2.2 This letter of procedure will act as an addendum to the existing LOAs, till such time

it is superseded or included in any other form of agreement.

3. SCOPE

3.1 The procedures contained herein are supplementary to the ICAO Standards and

Recommended Practices contained in 11, Regional Supplementary Procedures (DOC

7030), appropriate AIP for Air Traffic Management (ATM) Contingency to ensure

the continued safety of air navigation in the event of partial or total disruption of

air traffic services in the DDDD FIR or EEEE FIR. The Contingency Plan provides

the ATS procedures and contingency route structure using existing airways in most

cases that will allow aircraft operators to transit the DDDD FIR or EEEE FIR.

4. AMENDMENTS

4.1 Any permanent change to this Letter of Agreement, including its amendment/

cancellation requires the consent of the appropriate ATS authorities or their

authorized representatives. This applies to the substance of the change as well as to

its date of applicability.

4.2 Whilst temporary deviations from these procedures may be agreed between the ACC

BOBASIO/5

02/09/2015 P a g e | 77


Kolkata, India, 22nd –24th September 2014 supervisors concerned, permanent amendments to this document shall be effective

only in the form of a written amendment duly signed by authorized representatives

or the appropriate Authority of State.

5. SPECIFIC COORDINATION PROCEDURES

5.1 CONTINGENCY ROUTES:

Contingency

Routes

ATS

Route

Direction FLAS ACC COMMUNICATION

CRI XX AXXX West/East FLXXX AAAA

VHF XXX.XXX,

XXX.XXX MHz

ADS/CPDLC: Logon

AAAA

HF Primary or

Secondary

BBBB YYY.YYY MHz

CCCC VHF ZZZ.ZZZ MHz

HF

5.2 Transfer of Control and communication:

In order to ensure the continued safety of air navigation in the event of partial or

total disruption of air traffic services, the transfer of control shall be:-

a. As per existing LOA for ATS Coordination Procedures or as specified.

b. As per agreed FLAS in Para 5.1 above and as defined in the ATM Contingency

Plan.

6. Separation minima:

6.1 Minimum longitudinal separation applicable as per published ATM Contingency

Plan in appropriate AIP.

6 DEVIATIONS

6.5 Temporary deviation from the procedures specified in this Letter of Agreement shall

only be permitted in exceptional circumstances and with prior coordination on a

case-by-case basis by the ATS Supervisors concerned.

6.6 Any deviations from this provisions that arise due to an emergency or are necessary

to ensure the safety of air traffic, shall immediately be notified to the other ATS

units concerned and shall be terminated as soon as the circumstances that caused

BOBASIO/5

02/09/2015 P a g e | 78


Kolkata, India, 22nd –24th September 2014 the deviation cease to exist.

7 AUTHORISED SIGNATORIES

(--------------------------------)

Appropriate ATS Authority

Name of State

(---------------------------------)

Appropriate ATS Authority

Name of State

report on the fifth ats coordination …aaians.org/sites/default/files/eventdocument/final...

Documents