Appendix E E-2 Figure E-1. Map of IFBP Area of Applicability E.
5 Listening Watch.
E.5.1 A listening watch should be maintained on the designated frequency (126.9 MHz) 10 minutes before entering the designated airspace until leaving this airspace.
E.5.2 For an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace, listening watch should start as soon as appropriate and be maintained until leaving the airspace.
E.6 Broadcast Intervals.
E.6.1 A broadcast should be clearly pronounced in English:
• Ten minutes before entering a FIR within an IFBP region;
• Upon entering a FIR within the IFBP region;
• As soon as practicable when departing from an aerodrome located within the IFBP region;
• Ten minutes prior to crossing or joining an ATS route or crossing an airway or waypoint;
• Every 20 minutes;
Appendix E E-3
• Before a change in FL;
• Upon reaching the intended FL; and
• At any other time considered necessary by the pilot.
Note 1: In the interest of reducing congestion on the IFBP frequency, pilots may exercise discretion to omit closely spaced repetitive IFBP reports. However, broadcast intervals should not exceed 20 minutes.
Note 2: The IFBP frequency must be closely monitored at all times when in the region (i.e., do not turn off or reduce volume levels on the transmitting/receiving frequency).
E.7 Broadcast Procedure.
A broadcast message should be structured as follows:
“ALL STATIONS” “THIS IS ABC123 [flight number] in the XXX [FIR name] FIR” Position AAAAA (current position) at … : … UTC FL … (Altitude maintaining) “DIRECTION Bound” (direction) on XX987 (airway) Estimating BBBBB (next position; waypoint or crossing airway if no waypoint) at … : … UTC
CCCCC NEXT (subsequent position; way point or crossing airway if no waypoint)
E.8 Additional Operating Procedures.
E.8.1 C hanges of Cruising Level. Changes of cruising level are considered necessary by pilots to avoid traffic conflicts, for weather avoidance, or for other valid operational reasons.
When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual detection of the aircraft should be displayed while changing levels.
E.8.2 Collision Avoidance. If on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk to their aircraft, and this cannot be achieved in accordance with the right-of-way provisions of ICAO Annex 2, they should:
Appendix E E-4
• Unless an alternative maneuver appears more appropriate, climb or descend 500 ft.
• Display all available aircraft lighting which would improve the visual detection of the aircraft.
• As soon as possible, reply to the broadcast advising action being taken, and specify altitude maintaining.
• Notify the action taken on the appropriate ATS frequency.
• As soon as your situation has been rectified, resume allocated FL, notifying the action on the appropriate ATS frequency.
E.8.3 Normal Position Reporting Procedures. Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.
E.8.4 O peration of Transponders. Pilots shall ensure that transponder procedures as contained in ICAO Doc 8168, Procedures for Air Navigation Services—Aircraft Operations, are complied with and, in the absence of other directions from ATC, operate the transponder on Mode A and C code 2000.
E.8.5 Use of TCAS. In accordance with ICAO Doc 7030, Regional Supplementary Procedures, Airborne Collision Avoidance System (ACAS) II shall be carried and operated in the AFI region by all civil fixed-wing turbine-engine aircraft having a maximum takeoff mass exceeding 5,700 kg or maximum approved passenger seating configuration of more than 19. IATA therefore promotes the use of a working TCAS for aircraft when operating within the AFI region; and pilots shall select traffic advisory/Resolution Advisory (RA) mode at maximum range.
E.8.6 U se of Strategic Lateral Offset Procedure s (SLOP). Use of SLOP is promoted in the AFI region.
E.9 Enforcement.
E.9.1 All airlines operating in the AFI region are requested to:
• Ensure that their air crews are fully briefed on the procedure and area of application described.
• Ensure that charts and flight documentation are fully amended to reflect the procedures.
E.9.2 Any operator reported to IATA as not applying the procedure shall be contacted immediately, informed of the procedure, and requested to apply it.
E.9.3 Attention is drawn to the fact that during the Haj pilgrimage period the number of east-west flights in the north-central part of the AFI region increases dramatically, and with it the risk of ATS incidents and the importance of adopting the IFBP.
Appendix E E-5 E.10 Review. The procedure and its area of applicability are reviewed by the IATA AFI Regional Coordination Group (RCG) from time to time and the FIRs in which the procedure is to be applied may be included or excluded as necessary.
Appendix F APPENDIX F. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN
OCEANIC AIRSPACE Note 1: The source document for these procedures is ICAO Doc 4444, Procedures for Air Navigation Services-Air Traffic Management. The U.S.
Aeronautical Information Publication (AIP) publishes these procedures as well.
There are slight format or wording differences, but the procedures are identical in substance.
Note 2: The FAA recommends that operators carry a quick reference card containing the applicable contingency procedures. Figure F-1, Special Procedures for In-Flight Contingencies in Oceanic Airspace (Non-Weather) provides a useful graphic and can be used for this purpose.
Figure F-1. Special Procedures for In-Flight Contingencies in Oceanic Airspace (Non-Weather)
SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES When below FL290, establish & maintain 500 feet vertical offset when able and proceed as required until ATC clearance received 5 NM
• Parallel offset same direction
• Descend below FL290 CLEARED ROUTE Establish & maintain 500 feet Pilot Elects vertical offset when SLOP- OFFSET ROUTE (FMS) to Descend Below > NO able and proceed as required until ATC (left or right of cleared route) FL290 clearance received or 1000 feet vertical offset above FL410 At Least 30° • Attempt ATC Clearance
• Maintain FL if able to minimize climb/descent rate Cleared • Maintain visual & ACAS watch Level • ACAS in RA mode unless Legend:
aircraft operating limitations dictate otherwise Decision Point
• Turn on exterior lights
• When able, alert other aircraft ATC Clearance on 121.5 or 123.45
• No ATC Clearance F-1
Appendix F F-2 F.1 Introduction. Although all possible contingencies cannot be covered, these procedures provide for the more frequent cases such as:
• Inability to comply with assigned clearance due to meteorological conditions, aircraft performance, or pressurization failure.
• En route diversion across the prevailing traffic flow.
• Loss of, or significant reduction in, the required navigation capability when operating in airspace where the navigation performance accuracy is a prerequisite to the safe conduct of flight operations.
F.1.1 The procedures are applicable primarily when descent and/or turn back or diversion is required. The pilot shall take action as necessary to ensure the safety of the aircraft, and the pilot’s judgment shall determine the sequence of actions to be taken, having regard to the prevailing circumstances. Air traffic control (ATC) shall render all possible assistance.
F.1.2 While the procedures described here are applicable in “high seas” (international) oceanic areas, pilots operating in remote continental airspace may also at times need to deviate from an ATC clearance. In U.S. sovereign airspace, “captain’s authority” is granted via 14 CFR part 91, § 91.123 to deviate in an emergency. ICAO Annex 2 generally forms the basis of flight rules in sovereign airspace throughout the world, and grants the same deviation authority in Paragraph 3.6.2, Adherence to Current Flight Plan. Given that in remote continental airspace, long-range communication systems (LRCS) are used, the oceanic contingency procedures described here may be useful in instances where relevant State Aeronautical Information Publication (AIP) procedures are not available. Oceanic contingency procedures help when a pilot urgently needs to deviate from an ATC clearance but is unable to coordinate the deviation quickly enough with ATC.
F.2 G eneral Procedures (5 Nautical Miles (NM)).
Note: On November 5, 2020, the International Civil Aviation Organization (ICAO) changed oceanic contingency procedures globally, to use 5 NM offsets for the general procedures, and an altitude deviation beginning at 5 NM for the weather contingency procedures.
F.2.1 If an aircraft is unable to continue the flight in accordance with its ATC clearance, a revised clearance should be obtained, whenever possible, prior to initiating any action.
F.2.2 If prior clearance cannot be obtained, the following contingency procedures should be employed until a revised clearance is received.
1. Leave the cleared route or track by initially turning at least 30 degrees to the right or to the left in order to intercept and maintain a parallel, same direction track or route offset of 9.3 km (5.0 NM). The direction of the turn should be based on one or more of the following:
Appendix F F-3
• Aircraft position relative to any organized track or route system;
• The direction of flights and FLs allocated on adjacent tracks;
• The direction to an alternate airport;
• Any strategic lateral offset being flown; and
• Terrain clearance.
2. The aircraft should be flown at an FL and an offset track where other aircraft are less likely to be encountered.
3. Maintain a watch for conflicting traffic both visually and by reference to the Airborne Collision Avoidance System (ACAS) (if equipped) leaving ACAS in Resolution Advisory (RA) mode at all times, unless aircraft operating limitations dictate otherwise.
4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
5. Keep the Secondary Surveillance Radar (SSR) transponder on at all times and, when able, squawk 7700, as appropriate.
6. As soon as practicable, the pilot shall advise ATC of any deviation from assigned clearance.
7. Use whatever means is appropriate (i.e., voice and/or Controller-Pilot Data Link Communications (CPDLC)) to communicate during a contingency or emergency.
8. If voice communication is used, the radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN), preferably spoken three times, shall be used, as appropriate.
9. When emergency situations are communicated via CPDLC, the controller may respond via CPDLC. However, the controller may also attempt to make voice communication contact with the aircraft.
10. Additional guidance on emergency procedures for controllers and radio operators, and flightcrew, in data link operations can be found in ICAO Doc 10037, Global Operational Data Link (GOLD) Manual.
11. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals on 121.5 megahertz (MHz) (or, as a backup, on the inter-pilot air-to-air frequency 123.45 MHz), and where appropriate on the frequency in use: Aircraft Identification (ACID), the nature of the distress condition, intention of the person in command, position (including the Air Traffic Service (ATS) route designator or the track code, as appropriate) and flight level (FL).
12. The controller should attempt to determine the nature of the emergency and ascertain any assistance that may be required. Subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and overall traffic situation.
Appendix F F-4 F.2.3 A ctions to B e Taken Once Offset From Track. The pilot’s judgment of the situation and the need to ensure the safety of the aircraft will determine if the actions outlined in paragraph F.2.3.2, item 1 or 2, will be taken. Factors for the pilot to consider when diverting from the cleared route or track without an ATC clearance include, but are not limited to:
• Op eration within a parallel track system;
• The potential for User Preferred Routes (UPR) parallel to the aircraft’s track or route;
• The nature of the contingency (e.g., aircraft system malfunction); and
• Weather factors (e.g., convective weather at lower FLs).
F.2.3.1 If possible, maintain the assigned FL until established on the 9.3 km (5.0 NM) parallel, same direction track or route offset. If unable, initially minimize the rate of descent to the extent that is operationally feasible.
F.2.3.2 Once established on a parallel, same direction track or route offset by 9.3 km
(5.0 NM), either:
1. Descend below FL 290, establish a 150 m (500 ft) vertical offset from those FLs normally used, and proceed as required by the operational situation or, if an ATC clearance has been obtained, proceed in accordance with the clearance; or Note: Descent below FL 290 is considered particularly applicable to operations where there is a predominant traffic flow (e.g., east–west) or parallel track system where the aircraft’s diversion path will likely cross adjacent tracks or routes. A descent below FL 290 can decrease the likelihood of conflict with other aircraft, ACAS RA events, and delays in obtaining a revised ATC clearance.
2. Establish a 150 m (500 ft) vertical offset (or 300 m (1000 ft) vertical offset if above FL 410 from those FLs normally used) and proceed as required by the operational situation or, if an ATC clearance has been obtained, proceed in accordance with the clearance.
Note: Altimetry system error may lead to less than actual 500 ft vertical separation when the procedure above is applied. In addition, with the 500 ft vertical offset applied, ACAS RAs may occur.
F.3 General Weather Deviation Procedures (5 NM). The following procedures are intended for deviations around adverse meteorological conditions.
Note: On November 5, 2020, ICAO changed oceanic contingency procedures globally, to use 5 NM offsets for the general procedures, and an altitude deviation beginning at 5 NM for the weather contingency procedures.
Appendix F F-5 F.3.1 G eneral .
F.3.1.1 When weather deviation is required, the pilot should initiate communications with ATC via voice or CPDLC. A rapid response may be obtained by either:
1. Stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response; or
2. Requesting a weather deviation using a CPDLC lateral downlink message.
F.3.1.2 When necessary, the pilot should initiate the communications using the urgency call “PAN PAN” (preferably spoken three times) or by using a CPDLC urgency downlink message.
F.3.1.3 The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to its cleared route.
F.3.2 A ctions to B e Taken When Controller−Pilot Communications Are Established.
F.3.2.1 The pilot should notify ATC and request clearance to deviate from track or route, advising when possible, the extent of the deviation requested. The flightcrew will use whatever means is appropriate (i.e., CPDLC and/or voice) to communicate during a weather deviation.
Note: Pilots are advised to contact ATC as soon as possible with requests for clearance in order to provide time for the request to be assessed and acted upon.
F.3.2.2 ATC should take one of the following actions:
1. When appropriate separation can be applied, issue clearance to deviate from track; or
2. If there is conflicting traffic and ATC is unable to establish appropriate separation, ATC should:
a. Advise the pilot of inability to issue clearance for the requested deviation;
b. Advise the pilot of conflicting traffic; and
c. Request the pilot’s intentions.
F.3.2.3 The pilot should take one of the following actions:
1. Comply with the ATC clearance issued; or
2. Advise ATC of intentions and execute the procedures provided in paragraph F.3.3 below.
Appendix F F-6 F.3.3 A ctions to B e Taken if a Revised ATC Clearance Cannot Be Obtained.
Note: The provisions of this paragraph apply to situations where a pilot needs to exercise the authority of a pilot-in-command under the provisions of ICAO Annex 2, paragraph 2.3.1.
Figure F-2. Special Procedures for In-Flight Weather Contingencies F .3.3.1 If the aircraft is required to deviate from track or route to avoid adverse meteorological conditions, and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, the pilot shall take the following actions:
Note: Figure F-2 provides a general illustration of the weather deviation scenario. Table F-1 shows the altitude o ffset portion of the procedures.
1. I f possible, deviate away from an organized track or route system;
2. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: ACID, FL, position (including ATS route designator or the track code) and intentions, on the frequency in use and on
121.5 MHz (or, as a backup, on the inter-pilot air-to-air frequency
123.45 MHz);
3. Watch for conflicting traffic both visually and by reference to ACAS (if equipped);
4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
5. For deviations of less than 9.3 km (5.0 NM) from the originally cleared track or route, remain at a level assigned by ATC;
Appendix F F-7
6. For deviations greater than or equal to 9.3 km (5.0 NM) from the originally cleared track or route, when the aircraft is approximately 9.3 km
(5.0 NM) from track, initiate a level change in accordance with Table F-1, Altitude Offset When Denied Clearance to Deviate 9.3 km (5.0 NM) or More (5 NM Procedures);
7. If the pilot receives clearance to deviate from cleared track or route for a specified distance and subsequently requests but cannot obtain a clearance to deviate beyond that distance, the pilot should apply an altitude offset in accordance with Table F-1 before deviating beyond the cleared distance;
8. When returning to track or route, be at its assigned FL when the aircraft is within approximately 9.3 km (5.0 NM) of the centerline; and
9. If contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.
Note: If, as a result of actions taken under the provisions of paragraph F.3.3.1, the pilot determines that there is another aircraft at or near the same FL with which a conflict may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
Table F- 1. Altitude Offset Wh en Denied Clearance to Deviate 9.3 km (5.0 NM) or More (5 NM Procedures) Originally Cleared Track or Route Center Line Deviations ≥ 9.3 km (5.0 NM) Level Change EAST (000°- 179° magnetic)
LEFT DESCEND 90 m (300 ft)
RIGHT CLIMB 90 m (300 ft) WEST (180°- 359° magnetic)
LEFT CLIMB 90 m (300 ft)
RIGHT DESCEND 90 m (300 ft) F.4 Contingency Considerations for Unexpected Closure of an Oceanic ATC Facility.
F.4.1 F lig hts Within Any Oceanic Airspace. Continue as last cleared and contact the next ATC unit as soon as possible with a position report. Flightcrews should use extreme caution and use all available means to detect any conflicting traffic.
Appendix F F-8 F.4.2 Flights Approaching Any Oceanic Airspace When the Contingency Is Activated.
F.4.2.1 Not in Receipt of an Oceanic Clearance (Where Applicable). Flights not in receipt of an oceanic clearance should land at an appropriate aerodrome or, if feasible, request clearance to avoid the affected oceanic control area (OCA).
F .4.2.2 In Receipt of an Acknowledged Oceanic Clearance (Where Applicable).
F .4.2.2.1 Aircraft operating with a received and acknowledged oceanic clearance can, at the flightcrew’s discretion, continue, but should expect limited ATC service within the affected OCA. Due to the uncertainty surrounding the contingency situation, flightcrews should, if possible, consider seeking a clearance to reroute around the affected OCA.
F.4.2.2.2 Flightcrews are requested to broadcast traffic information in the blind to other flights/stations on 121.5 MHz and on 123.45 MHz (or 126.9 MHz as appropriate in designated International Air Transport Association (IATA) broadcast areas), in order to exchange position information. A continuous air-ground voice communication watch, per ICAO Annex 2, paragraph 3.6.5, must be maintained.
F.4.2.2.3 Operators and flightcrews should be advised that ATC may invoke the ICAO traffic information broadcast by aircraft (TIBA) procedure, with flightcrew member broadcasts in the following form:
ALL STATIONS (call sign), FLIGHT LEVEL (number) (or CLIMBING/DESCENDING TO FLIGHT LEVEL (number)) (direction) (ATS route) (or DIRECT FROM (position) TO (position)) POSITION (position) AT (time) ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time) (call sign) FLIGHT LEVEL (number) (direction).
TIBA calls should be provided by a flightcrew member at the following times:
1. Ten minutes before entering the designated airspace or, for a flightcrew member taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as appropriate after takeoff;
2. Ten minutes prior to crossing a reporting point;
3. Ten minutes prior to crossing or joining an ATS route;
4. At 20-minute intervals between distant reporting points;
5. Two to five minutes, where possible, before a change in FL;
6. At the time of a change in FL; and
7. At any other time considered necessary by flightcrew.