REPORT - India · report will be submitted. Conclusion BIMT/4-7 – Periodic Teleconferences on...

REPORT

BOBASIO/6

2ND NOVEMBER-4TH NOVEMBER 2016 EDEN ISLANDS,

SEYCHELLES

HOSTED BY:

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

Kolkata, India, 22nd –24th September 2014

CONTENTS

CONTENTS............................................................................................................................ 2

1 HISTORY OF THE MEETING .................................................................................. 4

1.1 Introduction ................................................................................................................. 4

1.2 Officers, Secretariat and Participants ......................................................................... 4

1.3 Documentation and Working Language ..................................................................... 4

1.4 The plan for the meeting ............................................................................................. 4

1.5 Commencement of the meeting ................................................................................... 4

2 REPORT OF THE MEETING .................................................................................... 5

2.1 AGENDA ITEM NO. 1 – ADOPTION OF AGENDA .................................................. 5

2.1.1 WP/01: Adoption of Agenda ................................................................................... 5

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

BOBASIO/5. .............................................................................................................. 5

2.2.1 WP/02: Review of actions items from BOBASIO/5 ............................................ 5

2.3 AGENDA ITEM NO. 3: OUTCOME OF RELATED MEETINGS IN THE REGION

AND ACTION ITEMS FOR BOBASIO STATES...................................................... 6

2.3.1 IP/04: Outcome of BIMT 4 ...................................................................................... 6

2.3.2 IP/06: ASIOACG INSPIRE outcomes ................................................................... 8

2.3.3 IP/03: Standardisation of BOBCAT ATFM Terminology ................................. 9

2.4 AGENDA ITEM 4: STRATEGIC ATM PLANS OF PARTICIPATING STATES ..... 11

2.4.1 WP/07: “Surveillance zone” over the BOBASIO UPR ZONE ......................... 11

2.4.2 WP/05: Benefits of A-CDM at Mumbai Airport ................................................ 12

2.4.3 IP/01 Status of implementation of Flexible use of Airspace in India ......... 13

2.4.4 IP/ 07: ADS-B implementation in India ............................................................. 15

2.5 AGENDA ITEM 5: AIRSPACE SAFETY.................................................................. 17

2.5.2 WP/06: Requirement of RMA for BOBASIO airspace ..................................... 19

2.5.3 WP/08: Effect of LHD on RVSM operations in BOBASIO Airspace ............. 21

2.6 AGENDA ITEM 06: ATM COORDINATION (AIRSPACE RESTRUCTURING, AIDC

IMPLEMENTATION, AIS, ATM CONTINGENCY PLAN- LEVEL 1 AND LEVEL 2

AND SAR AGREEMENTS) .................................................................................... 23

2.6.1 IP 02: Collaborative AIRSPACE design and management ........................... 23

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Kolkata, India, 22nd –24th September 2014 2.6.2 WP/03: ATM contingency plan arrangement between the Philippines and

Singapore ........................................................................................................................... 24

2.6.3 WP/09: Multi-Nodal ATFM ................................................................................... 26

2.6.4 WP/10: Change of FLAS level on ATS route P762 .......................................... 28

2.7 AGENDA ITEM 07: SBAS IMPLEMENTATION IN THE REGION AND

POSSIBILITIES OF ENTERING INTO MOU WITH THE CONCERNED STATES

OF BOBASIO REGION. .......................................................................................... 29

2.7.1 WP/11: GAGAN Status and Expansion .............................................................. 29

2.8 AGENDA ITEM 09: SIDE LINE WORKING GROUP MEETINGS COMPRISING OF

STATES AND ORGANISATIONS (DISCUSSION AND ADOPTION OF LOAS) . 32

2.8.1 Sideline working Group -1 meeting: India (Mumbai), Seychelles, Somalia

and IATA ............................................................................................................................. 32

2.8.2 Side-line Working Group-2 meeting between MAAR and BOBASMA: ....... 33

2.9 AGENDA ITEM 10: ANY OTHER BUSINESS ........................................................ 33

Annexure I: Appendix to WP 03 .......................................................................................... 33

Annexure II: Appendix to WP 011 ....................................................................................... 36

APPENDIX A: ACTION ITEMS OF BOBASIO/6 ............................................................... 39

APPENDIX B: PROPOSED AGENDA ................................................................................ 45

APPENDIX C: LIST OF WORKING AND INFORMATION PAPERS .............................. 46

APPENDIX D: ORDER OF BUSINESS .............................................................................. 47

APPENDIX E: ORDER OF DISCUSSION .......................................................................... 48

APPENDIX F:LIST OF DELEGATES FOR BOBASIO/6 MEETING ................................ 51

APPENDIX G:GROUP PHOTOGRAPH OF DELEGATES OF BOBASIO/6 ..................... 55

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

1.1 Introduction

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

Indian Ocean (BOBASIO) Region was held at Hotel Eden Bleu, Eden Islands,

Seychelles, from 2nd November to 4th November, 2016.

1.2 Officers, Secretariat and Participants

1.2.1 The meeting was chaired by Ms Esmee Samson, General Manager (Air

Navigation Services, Seychelles Civil Aviation Authority (SCAA). 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 22 delegates from Seychelles (SCAA), Somalia

(Mogadishu), Thailand (Aerothai), Singapore (CAAS), IATA, India (AAI) and

Aireon LLC. A list of delegates is attached in Appendix -F.

1.3 Documentation and Working Language

1.3.1 The meeting was conducted and the documentation prepared in English.

Eleven (11) 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.

1.4 The plan for the meeting

1.4.1 The meeting was divided into 8 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.

1.4.2 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.

1.5 Commencement of the meeting

1.5.1 Ms Esmee Samson, accepted the proposal to chair the meeting and welcomed

all the delegates and expressed her pleasure in hosting the meeting in

Seychelles.

1.5.2 The Secretary informed the meeting that information pertaining to

BOBASIO/6 including the Working Papers and Information Papers were

available on the web portal www.aaians.org.

http://www.aaians.org/

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Kolkata, India, 22nd –24th September 2014 2 REPORT OF THE MEETING

2.1 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 that

Agenda item 5 – “AIDC implementation” and Agenda item 7- “ATM

Contingency Plan Level 1& 2” from BOBASIO/5 are merged with Agenda Item

6- “ATM Coordination”. A new Agenda item “Airspace Safety” is included as

proposed and discussed in BOBASIO/5 meeting. Rest of the Agenda items from

the previous meeting were retained.

2.1.1.2 The proposed agenda was adopted by the meeting.

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

BOBASIO/5.

2.2.1 WP/02: Review of actions items from BOBASIO/5

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

The paper presented outcome of the Fifth Meeting of Bay Of Bengal, Arabian

Sea and Indian Ocean Region.

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

BOBASIO/5. 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 to the Secretariat on email id

[email protected]. The Secretariat will forward the update to other

states/organisations for further necessary actions.

2.2.1.3 The meeting after deliberations on update on action items have adopted the following

conclusion:

Conclusion 01/06: Since, Malaysia, Indonesia, Myanmar and Bangladesh

have not attended two consecutive BOBASIO meetings, action items related to

cooperation and coordination between India, Malaysia, Indonesia, Bangladesh

and Myanmar are long pending and may be dropped from BOBASIO action

items. These action items may be taken up by India in Bilateral or Multilateral

meetings. Action items related to India, Myanmar and Bangladesh can also be

taken up by India in BIMT meetings. Therefore, Action items of BOBASIO/5

will be closed:

i. Action item 3/4,

ii. Action item 3/7,

iii. Action item 3/14,

iv. Action item 3/16,

v. Action item 3/17

mailto:[email protected]

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Kolkata, India, 22nd –24th September 2014 vi. Action item 4/4 (Action related to India, Indonesia, Malaysia, Myanmar

and Bangladesh),

vii. Action item 4/13,

viii. Action item 4/14

ix. Action item 4/16

x. Action item 5/1

Conclusion 02/06: In line with Action item 4/12, it is proposed to carry

out similar exchange programme for CNS executives between

Seychelles and Mumbai.

Conclusion 03/06: Action items 5/9 and 5/10 are complied thus closed.

2.3 AGENDA ITEM NO. 3: OUTCOME OF RELATED MEETINGS IN THE

REGION AND ACTION ITEMS FOR BOBASIO STATES

2.3.1 IP/04: Outcome of BIMT 4

2.3.1.1 The paper was jointly presented by Bangladesh, India, Myanmar and Thailand.

2.3.1.2 The Fourth Bangladesh – India – Myanmar – Thailand ATM Coordination

Group Meeting (BIMT/4) was held on 17 – 19 August 2016 in Bangkok,

Thailand. The meeting was attended by 41 participants from ANSPs,

regulators, airspace users as well as IATA and ICAO to discuss several cross-

border topics relating to air traffic management and safety mitigation

measures.

2.3.1.3 The fruitful meeting saw Member States agreeing on 9 Conclusions and

6 Action Items.

2.3.1.4 The Conclusions reached in the meeting are as follows:

Conclusion BIMT/4-1 – Air Traffic Situation Update for BIMT Meeting

The BIMT/4 meeting agreed that air traffic situation updates shall be added to

the list of Agenda Items to be discussed at all subsequent BIMT meetings.

Conclusion BIMT/4-2 – Standard Operating Procedure for Diversion

Management

The BIMT/4 meeting agreed to jointly develop Standard Operating Procedure

(SOP) on cross-border Diversion Management to ensure safe and effective

handling of aircraft diversions, particularly those that transcends across FIR

borders.

Conclusion BIMT/4-3 – BOBCAT Terminology Standardization

The BIMT/4 meeting agreed on the proposed change of BOBCAT terminologies

to match those of global ATFM standards. The meeting agreed to use either

December 2016 or January 2017 AIRAC cycle as an effective date for the

change.

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Conclusion BIMT/4-4 – BIMT Surveillance Data Sharing

The BIMT/4 meeting agreed to focus more efforts on improving surveillance

coverage in the North Bay of Bengal through surveillance data sharing. As the

first steps to that, the following has been agreed:

India and Myanmar shall expedite their process of ADS-B data sharing;

and

Bangladesh, India, Myanmar would consider surveillance data sharing

between them.

Conclusion BIMT/4-5 – Large Height Deviation (LHD) Online

Reporting

The BIMT/4 meeting agreed with MAAR’s proposed online LHD reporting

system, which will also ensure LHD reports are automatically sent, at the time

of submission, to all relevant ATS units as well as MAAR and BOBASMA. The

online reporting system is in the testing and fine-tuning phase and should be

ready by October 2016.

*Note: Bangkok ACC has a separate reporting coordination with MAAR,

though the reports will still be entered into the system

Conclusion BIMT/4-6 – Large Height Deviation (LHD) Coordination

Bangladesh, India, Myanmar agreed on an immediate coordination between

the point of contact and the watch supervisor on-duty, which shall be within 3

days from the date of occurrence. Upon initial contact by the unit where the

LHD occurred, the contacted unit shall respond within 7 days to discuss the

matter. Once an agreement is reached among the relevant units, a formal LHD

report will be submitted.

Conclusion BIMT/4-7 – Periodic Teleconferences on Resolving LHDs

and Other ATS Issues

Bangladesh, India, Myanmar agreed to hold periodic bi or tri-lateral

teleconferences between ATS authorities to discuss LHD occurrences and

mitigation measures along with other ATS issues.

Conclusion BIMT/4-8 – BIMT Route Structure Development, Phase 1

The BIMT/4 meeting agreed on the implementation of new RNAV ATS routes

L524, M506 and L877 route structures during Phase 1 of BIMT Route

Structure Development initiative. The target implementation date of these

routes is 8 December 2016. Associated work plan for this implementation has

been discussed and will be followed accordingly.

Conclusion BIMT/4-9 – BIMT Route Structure Development, Phase 2

The BIMT/4 meeting agreed on the implementation of routes structures (L524,

M509, L877, M506, M892, L627, L507, P646 and N895) during Phase 2 of

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Kolkata, India, 22nd –24th September 2014 BIMT Route Structure Development initiative. Detail regarding these routes

and work plan will be discussed at the next BIMT meeting (BIMT/5).

2.3.1.5 The action items identified in the meeting are as follows:

Action Item BIMT/4-1 – Air Traffic Situation Update

BIMT Member States will take the task of evaluating air traffic demand

situation within their respective FIRs and prepare the information to be

presented at BIMT/5 meeting.

Action Item BIMT/4-2 – Development of Standard Operating Procedure

for Diversion Management

BIMT Member States and IATA will take the task of further assessing the

occurrences of cross-border diversions and prepare input to the discussion on

this Agenda Item during BIMT/5 meeting.

Action Item BIMT/4-3 – BOBCAT Terminology Standardization

Thailand will take the task of coordinating with other States in the region

involved with BOBCAT ATFM operations to explore agreement to the

terminology standardization and the timeframe of December 2016 or January

2017 AIRAC cycle for such changes.

Action Item BIMT/4-4 – Bangladesh, India, Myanmar Surveillance Data

Sharing Process

Bangladesh, India, Myanmar will initiate the process of surveillance data

sharing and update the status at BIMT/5 meeting.

Action Item BIMT/4-5 – LHD Online Reporting Instructional Package

MAAR, upon completion of system tuning and testing, will send Member States

an instructional package on the new LHD Online Reporting System to help

States familiarize themselves with the platform, including a link to access the

system for States to try out the system.

Action Item BIMT/4-6 – LHD Coordination E-Mail Template India will provide a reporting template for the initial e-mail exchange between

ATS units regarding LHD occurrences.

2.3.1.6 It was decided in the meeting that pending action items of BOBSIO/5 related to

coordination and cooperation between India, Bangladesh, Myanmar may be

transferred to BIMT.

2.3.2 IP/06: ASIOACG INSPIRE outcomes

2.3.2.1 The combined ASIOACG10 – INSPIRE 6 Meetings were hosted by ASECNA,

Madagascar at Antananarivo from 17th – 19th November, 2015.

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Kolkata, India, 22nd –24th September 2014 2.3.2.2 The report of ASIOACG/10 and INSPIRE/6 meetings is available on INSPIRE

website, www.inspire-green.com.

2.3.2.3 The meeting appreciated and endorsed the AAI’s proposal of two parallel

RNP10 routes through Mogadishu FIR and one through Seychelles FIR. The

proposal has been submitted to ICAO.

2.3.2.4 ASECNA Madagascar conducted sideline meetings with ATNS, South Africa

and also with Seychelles. Revised Letter of Agreement was signed between

ASECNA, Madagascar and ATNS South Africa and also between ASECNA

Madagascar and Seychelles at the end of the meetings.

2.3.2.5 he meeting also discussed the status of AIDC implementation within AS & IO

FIRs. The meeting noted that ASA had done notable work in the past to

coordinate AIDC implementation in the region including the draft LOA

template for AIDC. But as ASA was not able to participate in the last two

meetings it was proposed to nominate another ANSP to act as coordinator for

AIDC implementation in AS & IO region. ASECNA Headquarters nominated

ASECNA Madagascar to be the coordinator. The meeting endorsed ASECNA

Madagascar as coordinator for AIDC implementation within ASIO FIRs.

2.3.2.6 ASECNA Madagascar presented information about the surveillance data

sharing with neighboring FIRs and success they have achieved in increasing

situational awareness about air traffic. The meetings appreciated the efforts of

ASECNA for enhancing surveillance and communication capabilities through

sharing of resources.

2.3.2.7 The meeting welcomed and extended support to the BOBASIO Decision 02 to

develop a structured program for BOBASIO Geographical Area for Upper

airspace UPR development.

2.3.2.8 It was proposed in the meeting that “Skill Development and Skill

Enhancement of ATS personnel” should be an agenda item for the future

meetings. It was discussed that as the traffic grows and patterns become more

complex the manpower planning issues including proficiency aspect is

becoming biggest challenge. Under the agenda item ANSPs can share

experiences about Skill development and Skill Enhancement which can benefit

all.

2.3.2.9 The meetings of the ASIOACG and INSPIRE are conducted every year in the

third week of November and this year the combined ASIOACG/11 and

INSPIRE/7 meetings will be in South Africa from 16th to 18th November 2016.

2.3.3 IP/03: Standardisation of BOBCAT ATFM Terminology

2.3.3.1 The paper presented by Aerothai, reflected the outcome from discussion on the

sideline of ICAO APANPIRG/27 meeting in September 2016 and agreed

http://www.inspire-green.com/

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Kolkata, India, 22nd –24th September 2014 implementation date of AIRAC 2 February 2017 and informed the meeting that

pursuant to the outcome of ICAO ATFM/SG/6 and the publications of ICAO

Doc 9971 – Manual on Collaborative ATFM as well as Asia-Pacific Regional

Framework for Collaborative ATFM, a decision has been proposed for the

standardization of BOBCAT ATFM terminologies to align with those of global

standards. This includes the introduction of CTOT and CTO in place of the

existing AWUT and ETO.

2.3.3.2 The paper informed the meeting that since 2007, the ATFM service has been

provided by Aeronautical Radio of Thailand Ltd (AEROTHAI) for flights

transiting the Kabul FIR westbound during the period of 2000 – 2359 UTC

daily through the Bangkok Air Traffic Flow Management Unit (Bangkok

ATFMU). Through the BOBCAT system, Bangkok ATFMU has been allocating

entry slots into Kabul FIR which consist of the Allocated Wheels-Up Time

(AWUT), flight level, ATS route, and entry time to ensure flights are transiting

through the Kabul FIR in a safe and smooth manner. To ensure alignment

with the global ATFM standards and to comply with ATFM/SG’s decision as

abovementioned, Thailand plans to introduce new standard ATFM

terminologies in place of the existing ones in all documentations, BOBCAT

system, procedures, and radiotelephony phraseologies. Key terminologies

introduced include the following:

New Terminologies Definition Replacing

Calculated Take-Off

Time (CTOT)

Take-Off time allocated to the

flight by BOBCAT

Allocated Wheels-Up Time

(AWUT)

Calculated Time Over

(CTO)

Time at which a flight should

expect to arrive at Kabul FIR entry

waypoint

**CTO = CTOT + EET to Kabul

FIR**

Estimated Time Over (ETO)

Allocated Slot

An allocated slot will consist of

CTOT, CTO at Kabul FIR entry

waypoint, FL, and ATS route

2.3.3.3 In addition, Thailand also plans to revise other aspects of all relevant

documentations to better align with the global standards. These other aspects

include, inter alia, clause specifying exemption of flights from ATFM

procedures

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Kolkata, India, 22nd –24th September 2014 2.3.3.4 To ensure stakeholders’ awareness of the change and smooth transition to the

use of new terminologies, Thailand proposed a joint publication of revised AIP

or AIP Supplement with harmonized activation timeline. A template for the

joint AIP / AIP Supplement, with revised terminologies and clauses, is as given

in the Appendix A to the paper.

2.3.3.5 The paper informed that it was agreed in the sideline of ICAO APANPIRG/27

meeting in September 2016, that changes mentioned would be implemented by

affected States / Administrations involved on AIRAC 2 February 2017.

2.4 AGENDA ITEM 4: STRATEGIC ATM PLANS OF PARTICIPATING

STATES

2.4.1 WP/07: “Surveillance zone” over the BOBASIO UPR ZONE

2.4.1.1 Aireon presented a WP which highlighted the airspace complexities and

operational constraints of the UPR zone area in the Bay of Bengal, Arabian sea

and Indian ocean region which serve for one of the major traffic flows between

East, South East Asian states and Gulf, European and African states.

2.4.1.2 The paper further highlighted the major initiatives taken by the states

adjoining this oceanic airspace and establishment of UPR zone to improve the

traffic flow and operational efficiency. Even though there is significant benefits

from the operational point of view, there are still many issues such as

restrictions on level allocation, choice of entry and exit points etc, which limit

the operational benefits. As per BOBASIO/5 report, the TLS of this airspace is

reported to be very poor ie. 26.94x10-9 as against the accepted level of TLS

5x10-9 (the risk factor is 5 times more than the accepted level of safety).

2.4.1.3 The paper provided the meeting the details of space based ADS-B system

configuration, its potential and capabilities that can provide 100% global

surveillance coverage and facilitate more efficient and safe flight operations.

The paper suggested that the potential of space based ADS-B be utilized to

enhance safety and operational efficiency, particularly in the UPR zone area.

The paper further suggested that Aireon, at their cost, will conduct a study to

evaluate the benefits and submit a report in a time bound manner so as to

facilitate the states/ANSPs concerned to take a conscious decision to make use

of space based ADS-B data for ATS in the oceanic airspace.

2.4.1.4 The paper informed the meeting that intent of the proposed study is to analyze

the various aspects of a potential implementation of Space-based ADS-B,

including:

Operational Costs

Regulatory issues

Reduced airspace risk – As Low As Reasonably practical (ALARP)

Other non-monetized benefits, such as

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Kolkata, India, 22nd –24th September 2014 o Enhanced situational awareness,

o Enhance global flight tracking

o Enhance Search and Rescue

o Reduction in pilot and ATC workload

o Improved cross border errors

o Earlier detection of off track errors

o Enhanced safety alerting and reporting

o Improved weather avoidance

o Improve height monitoring

o Elimination of surveillance gaps

o Improved safety of off shore operations – such a helicopters

o Improved incident and accident investigation

2.4.1.5 The meeting noted the information provided in the paper and The meeting

after deliberations have adopted the following conclusion :

Conclusion 04/06: The meeting acknowledged the capabilities and potential

of space based ADS-B in enhancing Safety levels and operational efficiency,

especially in oceanic airspace, and agreed in principle that:

i. Aireon carry out a modelling study, using RAMS simulation modeling

tool, to evaluate the benefits of space based ADS-B in the UPR Zone area

ii. Participating States/ANSPs adjoining the UPR Zone provide Aireon with

relevant flight plan data, aircraft equipage (ADS-B) data and airspace

data(ATS routes, waypoints, flying restrictions if any) on all ATS routes

within the FIR, The data should include mimimum 1 week data

corresponding to peak traffic period and 1 week data corresponding to

lean traffic period .

iii. the participating states provide the above data to Aireon within three

months, latest by end of Feb,2017 and Aireon complete the study within 3

months after the states provide the relevant data to Aireon, i.e latest by

May 2017.

iv. Mr A. P. Udyanarayan, Nodal officer BOBASMA (EMA, Chennai, India)

Email: [email protected]; Contact no. +91 9445035614, will be the nodal

point for collection of data from states/ANSPs and provide the same to

Aireon. Contact point for Aireon is: Mr. Vedamuthu Somasundaram,

Email: [email protected], contact No. +91

9810144525.

v. After completion of the study, Aireon will submit the study report to

BOBASIO secretariat which can be discussed in any subsequent meetings

of ICAO or any other appropriate forum.

2.4.2 WP/05: Benefits of A-CDM at Mumbai Airport

2.4.2.1 The paper presented by India, explained the benefits of the implementation of

the Airport Collaborative Decision Making (ACDM) System at Mumbai Airport

in December 2015 and also presented the estimated fuel savings and the



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Kolkata, India, 22nd –24th September 2014 resultant reduction in carbon emissions at Mumbai Airport.

2.4.2.2 The paper informed the meeting that the Airport Collaborative Decision

Making (ACDM) System was commissioned at Mumbai Airport on 15th

December 2015 through AIP Supplement 82/2015 and this web based

application is an information sharing platform among the major stake holders,

namely Airlines, Airport Operator and Air Traffic Control. It was envisaged

that the ACDM would bring discipline and an orderly flow of departures at

Mumbai Airport leading to reduced congestion at the holding point, which

would finally result in fuel cost saving for airline operators. It is also a green

initiative since it reduces fuel burn leading to reduction of carbon emissions.

2.4.2.3 The paper informed that the Airport Operator and all airline operators are

provided with an interface to interact with the system and also to view the

overall traffic movement at the airport, this reinforces the transparency of the

system.

2.4.2.4 The paper informed the meeting the process of A-CDM in which Target Start-

up Approval Time (TSAT) is generated from Airline Operator Input of TOBT

(Target off Block Time) for every departure, based on Runway in use, Apron

capacity and Runway Capacity. It will continuously update TSAT to bring it

closer to user preferred timing, i.e. at or after TOBT. The TSAT ensures the

pushback of every departure must happen at a suitable time which will not

cause congestion at the holding point, Apron and the taxi ways. The calculated

TSATs are shown in the Electronic Flight Strips to the ATC, Airline Operator

and Airport Operator in a HMI. These Electronic Flight Strips contains all the

data related to the flight

2.4.2.5 The duration a departure is held at the Bay beyond its TOBT is the amount of

fuel saved for that aircraft in minutes. For example if TSAT and TOBT

difference is 10 minutes, then the pushback of the aircraft will be delayed by 10

minutes thereby saving of fuel equivalent to 10 minutes of fuel consumed by

the aircraft.

2.4.2.6 With the introduction of A-CDM in Mumbai it is estimated that total fuel burn

saved to the lower side is: - 300 x 12 x 2835 = 10,206,000 KG, so carbon

emission of the tune of 32,406,000 KG is reduced in a year.

2.4.3 IP/01 Status of implementation of Flexible use of Airspace in India

2.4.3.1 The paper presented by AAI, provided information about the progress India

has achieved in implementing the Flexible Use of Airspace (FUA) concept. The

paper highlighted the improvement in mutual trust, understanding and

cooperation between the military and civil aviation organizations through

better coordination at strategic ASM levels and through effective

communication and training. The paper also provided information about the

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Kolkata, India, 22nd –24th September 2014 plans for establishment of Airspace Management Cells (AMC) in a phased

manner and for sharing of surveillance data between military and civil ATC

units to improve tactical airspace management.

2.4.3.2 The paper informed the meeting that in the process of Strategic Airspace

management, India has conducted five NHLAPB meetings since 2013 where

important high-level decisions pertaining to strategic airspace management

were taken, India has also conducted 10 NAMAC meetings for realizing the

objectives of NHLAPB and find early solutions to airspace-related issues

between military and civil establishments.

2.4.3.3 The Paper also informed the meeting about establishment of 25 Temporary

Segregated Areas (TSA) / Temporary Reserved Areas (TRA) for use by the

military and 10 Conditional Routes. Proposals for creation of many more

TRA/TSA/CDR and negotiations with military authorities for denotifying or

converting into TSA or TRA some of the existing permanent Danger and

Restricted areas are underway by Airports Authority of India (AAI).It has been

generally agreed that no more rigid airspace structures will be established

unless particularly important for national security.

2.4.3.4 India has also endeavoured to improve mutual trust and cooperation between

civil and military agencies by training, conducting joint airspace review and

design workshops at regular intervals to expedite the process of airspace

changes and familiarization of civil and military ATC Personnel of each other’s

working environment, procedures and the systems they use in discharging

their responsibilities.

2.4.3.5 Airspace Management Cells (AMC) are joint civil/military ASM focal-points

which have the authority to conduct ASM within the framework of the State’s

airspace structures, priority rules and negotiation procedures as laid down by

the NHLAPB. India will establish 4 Regional AMCs (R-AMC) at Delhi,

Mumbai, Kolkata and Chennai in a phased manner and 1 National AMC (N-

AMC) at Delhi co-located with the Command and Control Centre (CCC) of the

ATFM System to manage pre-tactical and, to some extent, tactical ASM. AMCs

will be vested with the responsibility of pre-tactical allocation of temporary

airspaces (TRA/TSA) and Conditional Routes (CDR). Each R-AMC will be

responsible for allocation of the FUA structures within the corresponding FIR.

2.4.3.6 India is also planning to conduct a full-fledged trial operation of the R-AMC/N-

AMC at Delhi for a period of one month, before the end of 2016. Lessons learnt

during the trials will be made use of in the regular operation of the AMCs.

2.4.3.7 AAI has shared surveillance data from many of its radars with IAF ATC and

Air Defence units for improved situational awareness of military controllers.

IAF and Indian Navy have accepted in principle to share the data from

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Kolkata, India, 22nd –24th September 2014 military ATC radars with civil ATC centres. AAI and the military have

identified two airports as pilot projects for surveillance data sharing, which will

be implemented before 31st March 2017.

2.4.3.8 India has presented Working Papers / Information Papers on FUA were

presented by India in SAIOCG/4, SAIOCG/5, BOBASIO/3, BOBASIO/4,

ATFM/SG/5 and ATM/SG/3 meetings and was invited to the Cross Border

ATFM workshops held at Jakarta and Bangkok for delivering lectures on FUA.

India also actively participated in the APAC Civil Military Cooperation

Seminar held in Beijing in November 2014. India also hosted the ICAO APAC

Civil Military Cooperation Conference at New Delhi in May 2016, which was

attended by representatives other APAC States, and Uganda also.

2.4.3.9 Recognizing the efforts of India in implementation of FUA, ICAO APAC has

benchmarked India by sharing the template of the Indian Manual on FUA for

the benefit of other member States. The Indian FUA Manual is available at

www.aai.aero/public_notices/FUA_Manual_V1_230315.pdf. The FUA

template distributed by ICAO APAC Office is available at

http://www2010.icao.int/APAC/Documents/edocs/Flexible Use of Airspace

(FUA) Manual Template.docx.

2.4.4 IP/ 07: ADS-B implementation in India

2.4.4.1 The paper presented by India informed the meeting about the implementation

of ADS-B sensors in India. It provided various technical information which are

required for sharing the ADS-B data with adjacent states that will help

neighboring states to determine technical feasibility of ADS-B data integration

with their Automation systems.

2.4.4.2 The paper informed the meeting that 21 ADS-B sensors and ground receivers

installed in India out of which 20 are in mainland and one in Port Blair Island

in Bay of Bengal. India is also contemplating additional ground receivers in 10

more locations which include Agatti Island in Arabian sea and Campbell bay in

the Bay of Bengal near the FIR boundaries of Chennai, Jakarta and Kuala

Lumpur.

2.4.4.3 ADS-B ground stations at these 21 locations are providing redundancy to

existing Radar network and extending surveillance to airports, continental and

oceanic airspace currently without radar coverage and facilitate in filling the

surveillance gaps in the airspace. The ADS-B surveillance information from

these ground stations are integrated with ATS Automation systems serving the

ATC Centres at the Airport or Enroute Centres.

2.4.4.4 The integration of various ADS-B sensors data into the ATS Automation

systems at Chennai, Kolkata, Nagpur, Ahmadabad, Trivandrum, Varanasi,

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Kolkata, India, 22nd –24th September 2014 Cochin, Coimbatore, Calicut, Tiruchirapalli, Lucknow, Guwahati, Agartala,

Bhubaneswar and Patna have been completed. The Port Blair ADS-B data has

been integrated into the ATS Automation Systems at Chennai and Kolkata, to

improve the efficiency of Oceanic Control.

2.4.4.5 The ADS-B sensors have capability to provide data in ASTERIX Category 21

version 0.23 format and ASTERIX Category 21 version 2.1 format in UNICAST

or MULTICAST. However each sensor can only be configured to provide data in

one format only and not in different format to different sites.

2.4.4.6 Two ADS-B sensors are installed in each site acting as Main and Standby and

both ADS-B sensors data are needed to be transported and integrated to

Automation system with single SIC code. Hence Automation systems should

support the unique SIC code for dual sensors integration. Data of Main and

Standby ADS-B sensors are transported with different MULTICAST address.

2.4.4.7 Issue of Transportation of ADS-B data from Port Blair:

i. Being an Island only one service provider is available at Port Blair to

provide connectivity for transportation of ADS-B data. Exclusive VSAT

equipment has been installed by the service provider at ADS-B site, Port

Blair for transportation of data to VSAT Bangalore and Chennai through

VPN network.

ii. Service provider was unable to support data transportation in

MULTICAST format and the issue was mitigated by bringing the data in

UNICAST format and converting the data to MULTICAST through in–

house developed software module and then feeding to the Automation

system at Chennai.

2.4.4.8 The coverage diagram of ADS-B sensors is shown below.

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2.5 AGENDA ITEM 5: AIRSPACE SAFETY

2.5.1 WP/04: Preliminary RVSM safety assessment of Bay of Bengal, Arabian sea, and

Indian ocean (BOBASIO) airspace.

2.5.1.1 The paper by MAAR presented preliminary results of airspace safety risk

estimation for the RVSM operation in the BOBASIO airspace based on the

Large Height Deviations (LHD) reports collected during the first eight months

of 2016. The paper presented was a follow up on the airspace safety concerns,

which were presented in WP10 during BOBASIO/5.

2.5.1.2 The results of the reports collected during first eight months of 2016 were

presented as an attachment to the paper.

2.5.1.3 The paper described the “Technical Risk” and “Operational Risk” and

emphasised that ‘Duration of LHD’ is the main driving factor influencing the

operational risk.

2.5.1.4 The paper also informed that in the risk calculation it is assumed that there is

no TCAS-RA/TA and any other collision avoidance system.

2.5.1.5 The paper informed the meeting that the Total and Operational risk in the first

8 months of year 2016 exceeded Target level of Safety, but both, operational

and total risk decreased by 30% from the same period of previous year.

BOB (Jan - Aug 2016)

Source of Risk

2015 (Jan- Aug)

2016 (Jan - Aug)

Target Level of Safety (TLS)

Technical Risk*

0.83 x 10-9

0.83 x 10-9

2.5 x 10-9

Operational

Risk

25.20 x 10-9

17.31 x 10-9

Total Risk

26.03 x 10-9

18.14 x 10-9

5 x 10-9

2.5.1.6 According to the paper, Category E LHDs i.e. LHDs due to ATC-ATC

coordination breaksdown, accounted for 92% of total operational risk in the

region.

2.5.1.7 The paper reported that 60% of operational risks in the first eight months arose

from LHDs along Western boundary of Mumbai FIR and identified it as a Hot-

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Kolkata, India, 22nd –24th September 2014 spot. Again, most LHDs in this region were attributed to Category E, which

accounted for 90% of operational risk.

2.5.1.8 The paper informed the meeting that, since early 2015, the MAAR have

received reports on long duration LHDs originating from Muscat FIR, but so

far, the MAAR hasn’t got any response or comment from Muscat FIR staff.

According to the paper, the major contributing factor is the absence of

surveillance and poor communication service in the area and suggested that if

a transferring unit forgets to send or revise the flight progress data to the

accepting unit; it becomes difficult for the accepting ATC unit to detect the

error.

2.5.2 WP/05: References to procedure system and guidance Material

2.5.2.1 WP05 is a compilation of existing LHD-related procedures, system, and

guidance materials that are available today. This material can be utilized by

BOBASIO States to manage LHDs and mitigate their risks. The materials

consist of LHD guidance materials, the cross-boundary LHD coordination

procedure, the Online LHD Reporting System, and identification of safety

barriers for cross-boundary LHDs.

2.5.2.2 LHD guidance materials can be found at

http://www.aerothai.co.th/maar/safetylhd.php The webpage includes

definition, examples, and current categorization of LHDs, frequently-asked

questions,and presentation material that can be used to promote LHD

reporting to controller.

2.5.2.3 The cross-boundary LHD coordination workflow can also be found on the web

address above. The workflow needs 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. Then, LHD Point of Contacts can report the LHD

to the corresponding RMAs. This procedure is not meant to be prescriptive and

can be refined further bi-laterally. The cross-boundary LHD handling

procedure “package” was distributed to all LHD POCs on Dec 11th, 2015.

2.5.2.4 MAAR also developed a new online LHD reporting system, which was aimed to

facilitate inter-ATS unit collaboration, supporting the cross-boundary LHD

coordination workflow. This system allows staff at each ATS unit, typically the

LHD POC, to file a report via an online system. After each submission, LHD

POC of the ATS unit as well as that of the involved unit will be notified via

emails. An announcement email along with the user guide has been sent to all

LHD POCs during the last week of October 2016.

2.5.2.5 Since only the collection and notification of LHDs alone will not lead to a

http://www.aerothai.co.th/maar/safetylhd.php

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Kolkata, India, 22nd –24th September 2014 reduction of LHDs. A crucial step is to analyze LHDs and identify actions that

can help reduce LHDs and mitigate their risks. To systematically address the

problem of LHDs, MAAR attempted to identify the causes and the effects of

cross-boundary LHDs, and chooses the ‘bowtie’ method to present this analysis.

MAAR developed a preliminary bowtie diagram that illustrates possible safety

barriers for cross-boundary LHDs (typical Category E LHD) as shown in the

attachment. BOBASIO States are welcomed to comment in order to refine this

analysis.

2.5.2.6 “Bow-tie” method used to analyse the LHDs was discussed in a side line

meeting between MAAR and BOBASMA to find out the ways to use the method

by states to identify the actions required to reduce the LHDs. In the discussion,

it was agreed that the Bow-tie method should be presented in the next MAWG

meeting in December 2016 by MAAR where inputs of other RMAs could be

sought to make the procedure more robust and thereafter present the same to

ICAO regional office requesting ICAO to send a State Letter to all the APAC

states within the BOBASIO region to ensure compliance with the procedure.

2.5.3 WP/06: Requirement of RMA for BOBASIO airspace

2.5.3.1 BOBASMA presented WP06 on the “Requirement of a Regional Monitoring

Agency for BOBASIO Airspace”. The paper presented the actions taken by

BOBASMA to fulfil the task entrusted under Action Item 5/9 asking

BOBASMA to present a Working Paper in RASMAG/21 conveying Decision

BOBASIO/5-05 to RASMAG, seeking approval for BOBASMA to provide RMA

services to the member States of BOBASMA in addition to EMA services.

2.5.3.2 BOBASMA stated that in RASMAG/21, held in June 2016 in Bangkok,

Thailand, they presented WP34 “The Requirement for a BOBASIO RMA”,

BOBASMA on behalf of BOBASIO and in accordance with the Decision of

BOBASIO/5-05, requesting RASMAG to endorse the establishment of a new

RMA to focus specifically on the BOBASIO airspace and to assist BOBASIO to

address the significant and alarming LHD hotspots in the area.

2.5.3.3 The Paper also stated that the BOBASIO airspace and more particularly the

Indian airspace lay at the boundary between three ICAO regions (Asia/Pacific,

East and South Africa and Middle East), and identifying and resolving LHD

hotspots between these regions required a sustained coordinated effort across

ICAO regions. Though the Regional Monitoring Agency, MAAR informed

RASMAG/21 meeting that, with regard to the need for an exclusive RMA they

would leave it to RASMAG, the meeting noted that in the light of the

provisions of Annex 11, Para 3.3.5.1 (Note: The number of separate monitoring

programs should be restricted to the minimum necessary to effectively provide

the required services for the region), there would be no more RMAs established

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Kolkata, India, 22nd –24th September 2014 since there was already more than one RMA in the region.

2.5.3.4 BOBASMA in its working paper clearly established the fact that the airspace

safety risk had remained unidentified for nearly a decade until BOBASMA was

established in India, thus underlining the need to effectively provide RMA

services for the BOBASIO airspace. BOBASMA also tried to impress upon

RASMAG to consider the issues specific to the airspace such as the airspace

being at the boundary of three ICAO regions, the vast oceanic airspace with

limited ANS infrastructure and the inter unit communication facilities

available with the states of the region.

2.5.3.5 RASMAG concluded by agreeing that RASMAG-Monitoring Agencies Working

Group (RASMAG-MAWG) would in light of the Annex 11expectation and for a

less fragmented analysis picture and the sharing of resources/data, consider

whether the current five RMAs and five EMAs might be able to be consolidated

into two ‘virtual’ monitoring organization, one for each region, supported by

endorsed monitoring organizations:

i. Asian Region: Asian Airspace Safety Monitoring Organization; and

ii. Pacific Region: Pacific Airspace Safety Monitoring Organization.

2.5.3.6 In reply to the concerns expressed by the meeting, of RASMAG not accepting

the proposal of BOBASIO the BOBASMA representative reiterated that

RASMAG during the discussion focussed more on the words “minimum

necessary” rather than on the words “to effectively provide the required services

for the region”, given in the Note under Para 3.3.5.1 of Annex 11. The

emphasis seemed to be more on the number of RMAs in the region and not on

the effective provision of RMA services in the region.

2.5.3.7 With regard to the proposal of RASMAG for consolidating the existing five

RMAs and five EMAs in to two virtual monitoring organization, the BOBASMA

representative was of the view that though such a stand was taken by

RASMAG many years back, no action was taken to actually implement it.

2.5.3.8 Notwithstanding the stand taken by RASMAG, the meeting felt that there was

an urgent need for an exclusive RMA for the BOBASIO airspace given the fact

that the vertical safety risk in the airspace only continues to increase year after

year. It was also felt that the complexities in the airspace which lies at the

boundary between three ICAO regions particularly those related to

coordination with states of other ICAO regions could not be ignored.

2.5.3.9 In the side-line meeting between BOBASMA and MAAR on the WP later in the

day, it was also decided that MAAR should take up the matter of Category – E

LHDs at the boundary between Muscat and Mumbai FIR with MIDRMA

regarding and also try and raise the issue of LHDs at the TCPs on the western

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Kolkata, India, 22nd –24th September 2014 boundary of Mumbai FIR at the next RMACG meeting.

2.5.3.10 In the meeting, need for a coordination mechanism between MAAR and the

other RMAs to the west of APAC region was felt for exchange of information on

LHDs and the action taken to reduce the LHDs due to coordination errors.

2.5.3.11 In conclusion the meeting decided that further action needs to be taken to

convince both RASMAG and the ICAO Regional office to review the stand

taken by RASMAG and initiate proactive steps to optimize the existing safety

monitoring capabilities of states such as India in the interest of airspace safety

in the region.

Conclusion 05/06: The meeting advised the Secretary, BOBASIO to

communicate the concerns expressed at this meeting on the increasing LHD

occurrences contributing to the safety risk in the airspace and the need to have

a focussed and sustained action to reduce the safety risk, to all three ICAO

Regional Offices.

2.5.4 WP/08: Effect of LHD on RVSM operations in BOBASIO Airspace

2.5.4.1 BOBASMA presented WP08 on the safety significance of the Large Height

Deviations reported by Indian Controllers in the four Indian FIRs during the

period January to September 2016. The Paper also presented the need for

urgent action to reduce coordination errors in the Arabian Sea airspace which

accounts for a major portion of the safety risk.

2.5.4.2 BOBASMA being the nodal point for collection and submission of LHD reports

from the Indian ACCs/OCCs to the Regional Monitoring Agency MAAR had

collected and submitted 310 reports of Large Height Deviation that occurred

during the period January to September 2016.

2.5.4.3 The Category – E Large Height Deviation due Coordination Errors, especially

the large duration LHDs reported at the boundary between Mumbai and

Muscat constitute significant safety risk for RVSM operations in the BOBASIO

airspace.

2.5.4.4 Table 1 gives as summary of the BOBASIO airspace RVSM collision risk

estimates reported by MAAR in its annual Safety Reports presented to the

Regional Airspace Safety Monitoring Advisory Group (RASMAG).

S. No RASMAG Meeting Technical Risk

(2.5 x 10-9)

Operational Risk Total Risk

(5 x 10-9)

01 RASMAG/18 (April 2013) 0.42 x 10-9 1.54 x 10-9 1.96 x 10-9

02 RASMAG/19 (April 2014) 0.65 x 10-9 12.82 x 10-9 13.47 x 10-9

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Kolkata, India, 22nd –24th September 2014 03 RASMAG/20 ( May 2015) 0.95 x 10-9 17.78 x 10-9 18.73 x 10-9

04 RASMAG/21 (June 2016) 0.83 x 10-9 31.44 x 10-9 32.27 x 10-9

Table 1: Summary of BOBASIO RVSM Airspace Risk Estimates

2.5.4.5 These Cat – E Large Height Deviations due to coordination errors committed by

FIRs adjacent to Indian FIRs introduce a very high level of risk in the Oceanic

airspace of India. The Oceanic airspace of Mumbai FIR accounts for the

maximum number of long duration LHDs, mainly because of inbound flights

for which coordination had not been effected successfully with Mumbai, also

not establishing contact with Mumbai ATC and transiting the entire Mumbai

FIR until they are able to establish VHF contact with Mumbai ACC or Chennai

ACC resulting in long duration LHDs.

2.5.4.6 There are many RNP10 routes connecting Mumbai with Eastern & Southern

Africa and Manutius, which cross the East – West RNP10 routes connecting

West Asia to India and South East Asia. Whenever HF communication is poor,

which is a regular phenomenon over the Arabian Sea, aircraft without

ADC/CPDLC are unable to establish contact with Mumbai ATC and come in

contact only when within the VHF range of either Mumbai ACC or Chennai

ACC at the boundary between Mumbai and Chennai FIRs. In such a scenario

for any flight to fly on these routes without the knowledge of Mumbai ATC for

long durations is a serious safety risk.

2.5.4.7 To mitigate the safety risk due to long duration LHDs particularly in Arabian Sea

airspace it is strongly recommended that States;

i. Enhance ATC Inter Unit communication facilities;

ii. Introduce AIDC between the concerned ATS Units of the states

iii. Establish DSCs between Mumbai and ESAF States

iv. Examine the feasibility of exploiting space based ADS-B technology for seamless

surveillance of the oceanic airspace.

2.5.4.8 Further carriage of ADS/CPDLC would greatly mitigate the risk due to

coordination failure since direct communication from the aircraft would

enhance the traffic situational awareness for the controllers and ensure safe

separation between aircraft. IATA should take pro-active steps to ensure

carriage of ADSB-Out, ADS/CPDLC and SATCOM by aircraft using the

BOBASIO oceanic airspace.

2.5.4.9 After deliberation the meeting reached the following conclusions:

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Kolkata, India, 22nd –24th September 2014 Conclusion 06/06: Bangladesh, Myanmar, Malaysia, Seychelles, Somalia,

Oman and India need to enhance Inter-ATS unit communication facilities.

Conclusion 07/06: IATA to impress upon the airlines operator, the need for

ADS-B Out and ADS/CPDLC equipage by aircraft operating in the Oceanic

airspace and address the issue of aircraft equipped with ADS-CPDLC not

logging in to ATC centres.

Conclusion 08/06: Member states in consultation with stakeholders to explore

the feasibility of mandating the carriage of ADS/CPDLC by aircraft operating

in BOBASIO RVSM airspace.

Conclusion 09/06: Member states are encouraged to explore the feasibility of

the ADS-B technology for surveillance in oceanic airspace.

2.6 AGENDA ITEM 06: ATM COORDINATION (AIRSPACE

RESTRUCTURING, AIDC IMPLEMENTATION, AIS, ATM

CONTINGENCY PLAN- LEVEL 1 AND LEVEL 2 AND SAR

AGREEMENTS)

2.6.1 IP 02: Collaborative AIRSPACE design and management

2.6.1.1 The paper by AAI, presented the status of enhancement of airspace capacity

through Collaborative airspace design and management.

2.6.1.2 In BOBASIO/5 meeting in Delhi, India proposed to establish new ATS routes in

Kolkata-Dhaka FIR, Northern Bay of Bengal and over Arabian Sea for capacity

enhancement and route optimization. This was 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.

2.6.1.3 The paper informed the meeting that in July, 2016 India had a bilateral

meeting with Srilanka wherein it was agreed to establish a new unidirectional

ATS route between Colombo and Trichy via ATETA.

2.6.1.4 India, presented the proposal to establish eight new ATS routes in Kolkata-Dhaka FIR,

out of which Dhaka has agreed for five routes.

2.6.1.5 The paper stated that for Mumbai-Sanaa-Mogadishu-Seychelles FIR, PfA to

BANP is submitted to ICAO-APAC and ICAO – APAC has intimated that they

are in correspondence with the ICAO Middle East (MID) and East Africa

(ESAF) Regional Offices in order to coordinate matters related to the Sanaa,

Mogadishu and Seychelles FIRs.

2.6.1.6 ICAO – APAC proposed that ATS route M507 ends at waypoint NABIL where it will

join a proposed ATS route UT381. It was noted that ATS route designators T was used in

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Kolkata, India, 22nd –24th September 2014 proposed ATS route UT381 which may only be used for area navigation routes which do

not form part of the regional networks of ATS routes. In terms of the regional networks of

ATS routes, the current proposal would result in the ending of the route at NABIL, which

may not be supported in the ANP. ICAO-APAC proposed to advise the outcomes of their

consultation with the ICAO MID and ESAF offices.

2.6.1.7 ICAO-APAC also proposed that Mogadishu and Seychelles may care to consider

extending N634 and P759 to overlay UG450 and UG424 respectively, in their

FIRs.

2.6.1.8 The paper presented the proposal for BIMT route design over bay of Bengal

and stated that ICAO-APAC has circulated the PfA to BANP.

2.6.1.9 The paper highlighted that the Danger Areas of Bangladesh, VGD31/32/34 are

within Kolkata FIR and are active for 19hrs per day throughout the year. They

are in close proximity of L507 & P646. Considering the increase in hours of

activity and proximity to high density International ATS Routes India has

requested Bangladesh for a meeting at Kolkata or Dhaka to develop a

Standard Operating Procedure and execute a Letter of Agreement between the

controlling authorities of the Danger Areas and ATS unit responsible for

providing Air Traffic Services in that airspace.

2.6.1.10 Since Bangladesh did not attend the meeting the proposal could not be

discussed in the meeting.

2.6.2 WP/03: ATM contingency plan arrangement between the Philippines and

Singapore

2.6.2.1 This paper by CAAS presented the background information of the Air Traffic

Management (ATM) contingency plan arrangement between the Philippines

and Singapore as well as details on the routes and flight levels available during

the period when Air Traffic Service (ATS) services are limited or not available

in the Manila or Singapore FIR.

2.6.2.2 The paper informed the meeting that one of the key tasks of the RACP/TF is

the development of the guidance material for the Regional ATM Contingency

Plan. At the 5th meeting of the RACP/TF in December 2015, the final draft of

the Regional ATM Contingency Plan was completed for endorsement at the

ATM/SG/5. On having completed the final draft of the Regional ATM

Contingency Plan, the RACP/TF would be dissolved and any future revision of

the plan and residual tasks arising would be managed by ATM/SG.

2.6.2.3 Paper also informed the meeting that utilizing the guidance in the final draft

Regional ATM Contingency Plan, States would be able to engage in discussions

that would result in improved coordinated contingency response capability in

the Region and eventually develop and implement a robust, coordinated ATM

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Kolkata, India, 22nd –24th September 2014 contingency plan.

2.6.2.4 ATM Contingency Plan between Manila and Singapore FIRs

2.6.2.4.1 The paper informed that using the final draft of Regional ATM Contingency

Plan, the Philippines and Singapore commenced discussions on the contingency

arrangements between Manila FIR and Singapore FIR, and the highlights of

the contingency plan are as follows:

i. In the event of partial or total disruption to the provision of ATS and/or of the

related support services in the Manila or Singapore FIR, the ATM Contingency

Plan for Manila FIR or Singapore FIR shall be activated to ensure the

continued safety of air navigation in the Manila FIR and Singapore FIR. The

contingency measures set out in the ATM Contingency Plan are applicable in

cases of unexpected interruptions in ATS caused by natural occurrences or

other circumstances, which, in one way or another, may impair or totally

disrupt the provision of ATS and/or of the related support services in the

Manila FIR or Singapore FIR.

ii. The ATM Contingency Plan provides the ATS procedures and contingency

route structure using published ATS routes, where practicable, that will allow

aircraft operators to transit between the Manila FIR and Singapore FIR during

periods of limited or no ATS.

iii. In the event of disruption of the ATC services provided by Manila ACC or

Singapore ACC, contingency routes will be specified to ensure safety of flight

and to facilitate limited flight operations commensurate with the prevailing

conditions.

iv. Existing ATS routes form the basis of the contingency routes to be used, and a

flight level allocation scheme (FLAS) introduced to minimize potential points of

conflict and to limit the number of aircraft operating simultaneously in the

system under reduced air traffic services. The contingency route structure for

international flights is detailed in Annexure I to the report.

v. Additional unpublished contingency routes may be developed tactically and

promulgated by NOTAM as and when circumstances require, such as in the

case of volcanic ash cloud, radioactive cloud or severe weather event.

vi. During the contingency period, ATS including ATC services may not be

available, particularly communications and surveillance services. In cases

where services are not available, a NOTAM will be issued providing the

relevant information. The contingency plan provides for limited flight

information and alerting services to be provided.

vii. As and where dictated by circumstances, international flights that have not yet

departed may be temporarily suspended until a full assessment of the

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Kolkata, India, 22nd –24th September 2014 prevailing conditions has been determined and sufficient air traffic services

restored.

2.6.2.5 In May 2016, the Civil Aviation of Philippines and Civil Aviation of Singapore

convened a bilateral meeting in the Philippines to finalise and formalize the

ATM Contingency Plan arrangements between Manila FIR and Singapore FIR

into a Letter of Agreement. The details of the ATM Contingency Plan will also

be incorporated into the respective AIP Philippines and AIP Singapore in early

2017.

2.6.3 WP/09: Multi-Nodal ATFM

2.6.3.1 The paper presented by Aerothai, introduced the Distributed Multi-Nodal

ATFM Operational Trial project, a collaborative project among ANSPs and

stakeholders in the Asia-Pacific region to establish the foundation for cross-

border ATFM operations in the region, in response to steadily growing air

traffic demand in the recent years. The project relies on a novel concept of

Distributed Multi-Nodal ATFM Network and has had operational trial

activities since June 2015. Details on the operational concept and trial

activities are provided herein.

2.6.3.2 Hong Kong China, Singapore and Thailand presented a a working paper (AN-

Conf/12-WP/95) jointly at the 12th Air Navigation Conference in November

2012, to seed the idea of a networked collaborative decision making (CDM)

framework that could eventually support the implementation of cross-border

air traffic flow management (ATFM) in the Asia-Pacific region. This idea was

further developed through research collaboration into the Distributed Multi-

Nodal ATFM Network concept, and was subsequently endorsed as the

foundation for a cross-border ATFM implementation in the Asia-Pacific region.

2.6.3.3 The development of the concept led to an initiation of the Operational Trial

project in 2014 to further develop and validate operational procedures, and

pave way toward cross-border ATFM implementation in the region. The

involvement of Asia-Pacific States have since grown to include Australia,

Cambodia, China, Indonesia, Lao PDR, Malaysia, Philippines, and Viet Nam in

addition to the original three (Hong Kong China, Singapore, Thailand), and

with support from CANSO and IATA. Operational trial activities have been

conducted under this auspice since June 2015 and have progressed to where

live ATFM operations are being implemented at a few aerodromes in the

region.

2.6.3.4 The paper described the concept of operations and progress of the Operational

Trial activities conducted thus far.

2.6.3.5 The Concept of Operations is based on a network of ANSPs leading

independent ATFM operations within their domain and connected to other

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Kolkata, India, 22nd –24th September 2014 ANSPs and stakeholders through an effective information sharing mechanism

(network of ATFM Nodes). In practice, this means an assurance that 2 bases

for the operations are established:

(1) Common Operating Procedure – a common ATFM implementation

guidelines and operating procedures, detailing responsibilities to be borne by

ANSPs and stakeholders involved in the operations and the decision-making

process; and

(2) Interconnected Information Sharing Framework – a fully interconnected

information sharing mechanism or protocols between stakeholders that can

ensure efficient communication of ATFM information; methods explored

include both conventional means such as e-mail or AFTN messages and

future-oriented means such as system-to-system information linkage and

ATFM on SWIM.

2.6.3.6 With these bases; a given ANSP can independently implement ATFM program

involving both domestic and intra-regional international flights to regulate

inbound traffic into constrained resources, while at the same time other ANSP

counterparts and stakeholders such as airspace users can effectively comply

with the ATFM measures distributed to them by following the Common

Operating Procedure developed. Additionally, by having effective

communication and information sharing framework, stakeholders can also be

involved in the collaborative decision making (CDM) process with ANSP

responsible for the ATFM program as well.

2.6.3.7 The Operational Trial Project was established in 2014 to methodically develop

and validate Common Operating Procedures in support of the Concept of

Operations, with key operational trial activities being conducted starting in

June 2015. The key objective of the project is to introduce the use of distributed

ATFM program to regulate air traffic flow between constrained resources in

the region, with a preferred method being Ground Delay Program (GDP)

through provisions of CTOT.

2.6.3.8 The Operational Trial project, split the development and implementation into,

currently, 2 phases; Phase I from 2015-16 to to regulate traffic into constrained

arrival airports and Phase 2 from 2017 onwards to regulate traffic into

constrained airspace sectors. The Operational Trial project is currently in

Phase I.

2.6.3.9 To facilitate involvement of States (ANSPs and locally-based airspace users)

with varying readiness for the implementation of ATFM service provision, the

project adopted a multi-tiered participation level approach.

2.6.3.10 The paper envisaged the future vision and linkage to other Cross-Border ATFM

initiatives and informed the meeting that in Asia-Pacific; the North Asia

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Kolkata, India, 22nd –24th September 2014 Regional ATFM Harmonization Group (NARAHG) – had been established

among China, Republic of Korea, and Japan with support from ICAO Asia-

Pacific Regional Sub-Office. Both the Multi-Nodal project progress and

NARAHG progress are continuously reported to ICAO Asia-Pacific Regional

Office, and both are using harmonized concept of cross-border ATFM. Key focus

on the harmonization effort is ensuring that stakeholders do not have to follow

drastically different practices even when operating within the same Asia-

Pacific region.

2.6.3.11 The paper informed the meeting that it is the view of core ANSPs in Asia-

Pacific that cross-border ATFM initiatives within the region need to be aligned

in their concept of operations and harmonized in their operational procedures,

thus allowing for scalability and integration with other regions globally. A

regional document, the Asia-Pacific Regional Framework for Collaborative

ATFM, has been created by ICAO Asia-Pacific ATFM Steering Group

(ATFM/SG) and thus forms a common guiding document for the work ahead.

2.6.4 WP/10: Change of FLAS level on ATS route P762

2.6.4.1 India presented a working paper on the need to change the east bound flight

level allotted under the Bay of Bengal Flight Level Allocation Scheme on P762.

The paper also presents the transfer of responsibility for provision of Air

Traffic Control Service for a portion of P762 that was delegated to Kolkata ACC

back to Chennai OCC for efficient Air Traffic Management within Chennai

FIR.

2.6.4.2 At present since responsibility for provision of Air Traffic Service on L759

between NISUN and MIPAK is delegated to Kolkata, Chennai has to

coordinate with Kolkata in addition to Yangon for allotting any level other than

F290 for east bound aircraft on P762. Since Kolkata is able to provide only

procedural 15 minutes (crossing track) time based separation over waypoint

LADER between aircraft using L759 and P762 it effectively results in a flight

level occupied by an aircraft on L759 not being available for aircraft on P762

for 30 minutes.

2.6.4.3 With the availability of both VHF RCAG and ADS-B at Port Blair, Chennai can

provide surveillance based separation over waypoint LADER between aircraft

on same level on L759 & P762, thereby increasing the availability of

economical flight levels for aircraft on P762. Discussions are already on

internally within Airports Authority of India, between Chennai and Kolkata for

Chennai to start providing Air Traffic Services to aircraft on L759 between

NISUN and MIPAK.

2.6.4.4 Traffic Sample Data of December 2015 was used to determine the usage of east

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Kolkata, India, 22nd –24th September 2014 bound flight levels by aircraft on routes L759, M770 and P762. The level usage

data shows that FL330 is used more by aircraft on P762 than by aircraft on

L759. Also with Chennai providing surveillance separation over LADER the

availability of FL330 to aircraft on P762 is only expected to increase further.

Also the use of FL330 by aircraft on M770 is very minimal, with the most

preferred flight levels being FL350, FL370, FL390 & FL410.

2.6.4.5 Thus it would be more prudent to change the allotted Pre Coordinated Level of

FL290 on P762 to FL330. This will enable more efficient use of the economical

flight level of FL330 and also avoid last minute descend for aircraft on P762 in

a difficult traffic environment by Chennai OCC. The LoA between Yangon and

Kolkata/Chennai should be amended to reflect the changes in the provision of

Air Traffic Service for aircraft using L759 and P762 at the earliest to enable

airlines to avail the benefits of enhance communication and surveillance

service around Port Blair airspace.

2.6.4.6 Since Myanmar was not present in the meeting it was decided that India

should take up this issue bilaterally with Myanmar and amend the LoA as

necessary.

2.7 AGENDA ITEM 07: SBAS IMPLEMENTATION IN THE REGION AND

POSSIBILITIES OF ENTERING INTO MOU WITH THE CONCERNED

STATES OF BOBASIO REGION.

2.7.1 WP/11: GAGAN Status and Expansion

2.7.1.1 This paper by AAI presented the status and potential of Indian SBAS –

GAGAN for providing services in aviation and non-aviation applications over

the concerned state of BOBASIO region

2.7.1.2 The paper informed that India has been presenting GAGAN at the previous

BOBASIO meetings as well as at other international forums such as DGCA

meetings, ICAO GNSS seminars and workshops.

2.7.1.3 The paper informed the meeting that the major responses from Asia Pacific

states on SBAS implementation was provided through action taken report on

the action item 52/20 GNSS Technology to

a) Adopt SBAS in the Asia Pacific Region as an enabler for PBN operations;

b) Make use of existing GNSS/SBAS technology in the Region.

Which is enclosed as Annexure II to the report.

2.7.1.4 India presented the discussion paper 53/DP/3.3/19 on “ADOPTION AND

IMPLEMENTATION OF SBAS BY STATES FOR ENABLING LPV (SBAS)

APPROACHES” and provided a draft MOU to states who have showed

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Kolkata, India, 22nd –24th September 2014 keenness in examining GAGAN for their airspace.

2.7.1.5 The paper highlighted 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 and since

then it is in continuous operations meeting the operational criteria specified in

the SARPS. Recognizing the benefits accruable through SBAS implementation,

Indian Government mandate SBAS equipage on new aircraft being procured

after 1st January 2019 and also encourages the retrofitting of the existing fleet

by incentivizing airline operators.

2.7.1.6 The paper informed that most of the GAGAN reference stations are situated at

the periphery of Indian boundary so as to cover large neighboring area in order

to provide the RNP0.1 service over Indian Flight Information Region.

2.7.1.7 The paper informed the meeting that in the architecture of GAGAN system,

the GAGAN system is capable of installation of total 45 INRES station at

various places andis AAI working on installing INRES station out of Indian

Territory and thus extending the RNP0.1 and APV1.0 services beyond present

service area, to give advantage of SBAS to other nations. The Geostationary

satellite (GSAT-15) is already available in space with GAGAN payload and AAI

is working to utilize GAGAN payload. 3rd INMCC for Delhi project is in

pipeline and soon it become operational.

2.7.1.8 The paper informed that the real time GAGAN performance is available on

http://gagan.aai.aero/gagan/.

2.7.1.9 Footprint of GAGAN GEO satellites are as shown in the figure below.

http://gagan.aai.aero/gagan/

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Disaster Management

Centre Disaster Message Interface

SBAS format conversion

Message controller

IMD

CVSS

INLUS

GAGAN GEO

2.7.1.10 It was informed to the meeting that GAGAN procedures for Indian airports

have been already made and soon will be promulgated after flight validation.

However, currently Indian commercial fleet is not equipped/certified for SBAS

operations. Airports Authority of India (AAI) has therefore, retrofitted its

flight calibration aircraft for SBAS operations. It is planned to utilize this

capability from November 2016 for conducting flight validation of draft

Instrument Approach Procedures to LPV minima.

2.7.1.11 Paper also highlighted GAGAN Alert Message Services (GAMES), which is

an idea conceived by AAI and putting this idea forward for life security of

human being. The architecture for GAGAN Alert Message Service is as shown

in the figure below:

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2.7.1.12 The paper informed that India coordinated with Sri Lanka during the 9th

session of the Sri Lanka-India Joint commission held on 5th February 2016 at

Colombo for expanding cooperation in the aviation sector by building capacity

for aircraft accident investigation, aeronautical SAR, use of Indian Satellite

System GAGAN, sharing of training opportunities etc.

2.7.1.13 It was also highlighted in the paper that Mid-East ICAO region invited India to

understand the usability of GAGAN in the region during GNSS symposium in

March 2016 and in the CNS-SG-7 meeting in Cairo during 31st May – 2nd

June 2016. A team from ACAC visited GAGAN Complex Bangalore recently.

2.7.1.14 The paper suggested that India proposes to establish a MOU for examining the

feasibility for use of GAGAN by states.

2.7.1.15 Paper informed that GAGAN can be used potentially in any GPS applications

with better accuracy and reliability – location based services, transport/vehicle

tracking systems, marine navigation etc.

2.7.1.16 The paper emphasised that 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 and invited BOBASIO States for

collaborative development of applications based on Indian SBAS-GAGAN

2.8 AGENDA ITEM 09: SIDE LINE WORKING GROUP MEETINGS

COMPRISING OF STATES AND ORGANISATIONS (DISCUSSION AND

ADOPTION OF LOAS)

2.8.1 Sideline working Group -1 meeting: India (Mumbai), Seychelles, Somalia and

IATA

2.8.1.1 Descending aircraft to lower level in Seychelles FIR as a procedure of FLAS is

not acceptable to Seychelles. India raised the concern of poor HF performance

and expressed that descending to lower FLAS level i.e. FL330 is a

precautionary measure taken by Mumbai controllers to avoid conflict on four

crossing routes. IATA expressed that FL330 is not an optimal level and

requested a higher Flight level allocation i.e. FL350 and FL360 in FLAS. India

expressed that a revised LoA with Oman needs to be agreed and implemented

for raising the FLAS level.

2.8.1.2 India agreed to review

i. 50-50 NM Longitudinal separation ATS route G450 between Mumbai

and Mogadishu under suitable conditions.

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Kolkata, India, 22nd –24th September 2014 ii. Aircraft equipped ADS- CPDLS will not be subject to FLAS

iii. Mumbai will release westbound flights to FL 320 instead of FLAS level

FL300.

2.8.1.3 Seychelles expressed the concern of coordination failures with Mogadishu.

Mogadishu conveyed that they are in process of recruitment of controllers

which is likely to be completed shortly. This will eliminate coordination failure

to a great extent.

2.8.2 Side-line Working Group-2 meeting between MAAR and BOBASMA:

2.8.2.1 A side line meeting between MAAR and BOBASMA was held to discuss the

“Bow-tie” method used to analyse the LHDs and how it can be used by states to

identify the actions required to reduce the LHDs. After discussions it was

agreed that the Bow-tie method should be presented in the next MAWG

meeting in December 2016 by MAAR where inputs of other RMAs could be

sought to make the procedure more robust and thereafter present the same to

ICAO regional office requesting ICAO to send a State Letter to all the APAC

states within the BOBASIO region to ensure compliance with the procedure.

2.8.2.2 It was also decided that MAAR should take up with MIDRMA regarding

Category – E LHDs at the boundary between Muscat and Mumbai FIR and

also try and raise the issue of LHDs at the TCPs on the western boundary of

Mumbai FIR at the next RMACG meeting. It was felt that there has to be a

coordination mechanism between MAAR and the other RMAs to the west of

APAC region for exchange of information on LHDs and the action taken to

reduce the LHDs due to coordination errors.

2.9 AGENDA ITEM 10: ANY OTHER BUSINESS

2.9.1.1 No other business was discussed in the meeting

Annexure I: Appendix to WP 03

Contingency Routes Structure, Flight Level Allocation Scheme (FLAS) and

Transfer of Control and Communication (TOC)

Contingency

Routes

ATS

Route

Direction FLAS ACC Transfer of Communication

(TOC)

Remarks

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Kolkata, India, 22nd –24th September 2014 CRS-3 N884

(N07 54 00

E112 20 00 –

LAXOR)

East FL310

FL350

Manila

ACC

At N07 54 00 E112 20 00,

contact Manila ACC:

-ADS/CPDLC: Logon RPHI

-HF: 5655 / 8942

-VHF: 118.9 (LAXOR)

International

operators may

choose to avoid

the Singapore FIR

by using alternate

ATS routes in

other FIRs. CRM-3 N884

(LAXOR –

CAB)

East FL310

FL350

FL390

Naha

ACC

At CAB, contact Tokyo

Radio:

-HF: 8903 / 4666

-VHF: 123.9 (LEBIX)

International

operators may

choose to avoid

the Manila FIR by

using alternate

ATS routes in

other FIRs. CRM-4 M767

(JOM –

TEGID)

West FL320

FL360

FL400

Singapore

ACC

At JOM, contact Singapore

ATC:

-ADS/CPDLC: Logon

WSJC

-HF: 5655 / 8942

International

operators may

choose to avoid

the Manila FIR by

using alternate

ATS routes in

other FIRs. N/A M772 N/A N/A N/A Not applicable.

M772 will be suspended.

No flight planning is

allowed.

N/A

*N/A – Not applicable.

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Kolkata, India, 22nd –24th September 2014 Annexure I: Appendix to WP 03

Contingency Routes Structure, Flight Level Allocation Scheme (FLAS)

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Kolkata, India, 22nd –24th September 2014 Annexure II: Appendix to WP 011

ICAO presented the review comments from states on the Action items of 52nd conference. India

had introduced Action Item 52/20 - GNSS technology and had urged the states to adopt SBAS in

the Asia Pacific region as an enabler for PBN and make use of existing GNSS/SBAS technology.

The response from states have been tabulated as below.

Australia Australia recognizes the potential opportunities satellite based

augmentation systems (SBAS) can provide in relation to the provision

of higher accuracy positioning information at a national and

regional level. Australia’s Department of Infrastructure and Regional

Development in its draft Air Traffic Management Plan, released for

public and industry comment in May 2016, proposes to review the

potential for SBAS application in Australia, in the second half of

2016.

Australia continues to support the use of Global Navigation Satellite

System (GNSS)-related technology as a critical enabler in our air

traffic management system, and the last of a suite of aviation

equipment mandates, including Automatic Dependent Surveillance –

Broadcast (ADS-B) and GNSS, will come into effect from 2 February

2017 for instrument flight rules (IFR) operations.

China PBN Operations in China now is not necessary to adopt GAGAN

SBAS. We will follow closely the SBAS performance in the Asia

Pacific Region to see if there is any change of the adoption. It is

suggested that ICAO needs to pay attention to the issue of shortage

of SBAS PRN codes, in order to provide feasible conditions for the

operation of subsequent SBAS system.

Hong Kong,

China

a) Hong Kong, China would keep in view the SBAS technology and

consider its potential application locally.

b) CAD takes note of the potential improvement in robustness and

availability by use of emerging GNSS technologies. Subject to

availability of the SARPs, procedures and guidance material from

ICAO to address the emerging technical and operational issues, as well

as our operational needs, CAD would actively consider to incorporate

them in our planning for implementation of satellite-based CNS

technologies.

Macao,

China

Noted.

Fiji a) Fiji notes and supports this action.

b) Fiji notes and supports this action. Fiji is implementing GNSS

approaches as part of its PBN plan enablers.

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Japan Japan is providing SBAS service in Japanese FIR from 2007 using

MSAS.

Mongolia The CAAM is considering about the implementation of the

GNSS/SBAS technology.

Myanmar

a) Noted.

b) DCA Myanmar is studying GAGAN/ SBAS for PBN operation.

Nepal

Nepal has long recognized the benefits that can be drawn from the

adoption of GNSS technology against the backdrop of difficult

mountainous topography that cover the most of the landmass of the

country. Accordingly, Nepal has formulated National PBN

Implementation Plan in April 2011 and is progressing with its phased

implementation.

Nepal is eager to adopt GAGAN/SBAS by India given the fact

that PBN is the major thrust of new navigation system it has

conceived. Nepal intends to initiate dialogue process with Indian

authority to that end to make necessary arrangement to avail

itself of SBAS technology commissioned by India.

New Zealand Noted. Not applicable to New Zealand at present.

Pakistan

PCAA is already using GNSS as navigational reference / enabler for

PBN based on ABAS provisions and has developed RNP Approach

Procedures and international routes for major traffic flows. Preliminary

study to implement SBAS is underway to explore the possible

resources.

Philippines a) CAAP will take note of the GNSS technology and consider SBAS as

an enabler for PBN operations. Signal Monitoring System is included

in the CNS/ATM system that will be installed in CNS/ATM

development project and expected to he commissioned early 2017.

b) CAAP sent the RINEX format observation data from the Philippines

to the Chairman of ISTF in Japan for the processing of the ionospheric

analysis as committed during the 6th Meeting of Ionospheric Task

Force last January 19-21, 2016.

Republic of

Korea

The ROK plans to invest ₩l28billion ($ 107.5million) to provide SBAS

service information within Korean airspaces. Through cooperation with

foreign companies, we will provide general public service in 2019 and

precisely compensated GPS positioning signal service for aviation in 2022.

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Kolkata, India, 22nd –24th September 2014 Singapore Singapore notes the benefits of GNSS augmentation through SBAS and is

considering other GNSS augmentation options such as ground-based

augmentation to provide precision landing guidance augmentation.

Sri Lanka a) Sri Lanka is in coordination with Indian authorities to use GAGAN for

PBN operations.

b) Noted.

Thailand –

Viet Nam Viet Nam fully support the use of GNSS/SBAS technology. Using SBAS is

an inevitable trend, bringing many benefits to the aviation industry. But the

deployment of SBAS would benefit countries with large territories.

The implementation of SBAS would be considered within ASEAN.

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

ACTION ITEMS OF BOBASIO/6

Action

Item

ID

Description Responsible

State/

Organisation

Remarks Status/

Timeline

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.

Secretariat States requested

ICAO APAC

regional Office to

provide guidance

material

Open

15th

December

2016

3/3 India to follow up the task

of joint routes design with

neighbouring States for

mutual benefit.

India and

neighbouring

States

Ongoing

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 Ongoing

3/21 Neighboring Centers

adjacent India to share

their plan with India for

AIDC implementation in a

time bound manner.

Neighbouring

BOBASIO

States to

India

Open

3/23 India to coordinate

through POC for further

feasibility studies on

GAGAN and feedback

India Ongoing

Time line 15th

November

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Kolkata, India, 22nd –24th September 2014 from the member States. 2016

4/1 Establishing POC for

follow up actions of

BOBASIO Meetings

All BOBASIO

States

POC to be forwarded

to BOBASIO

Secretary

[email protected]

Open

Time line 15th

November

2016

4/3 BOBASIO States to share

information on strategies

being adopted to

establish Cyber security

framework

All BOBASIO

States

BOBASIO/7 Ongoing

Quraterly

updates?

4/5 1. Neighbouring States

to expedite execution

of SAR agreement(s),

providing details of

the responsibility of

States and their

agencies, especially in

Cross Border Areas.

2. Review the draft

letter of agreement

and formalize SAR

LOAs with adjacent

RCCs

All BOBSIO

States

(Refer ICAO APAC

website)

Open

Timeline for

POC 15th

November

2016.

4/6 Maldives, India, Sri Lanka

and Mauritius to

collaborate for ATM

Contingency Plan.

Maldives to establish POC

for other affected FIR

All affected

States

Maldives

Maldives provided

POC

Open

Will be taken

up Bilaterally

Time line

July 31st 2017

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

Open

A dedicated

number in

Mumbai

OCC, which

is neither

circulated

nor provided


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

in directory

is provided

to

Mogadishu

for

coordination.

Mogadishu

will keep it

on trial until

they are

satisfied

with the

service.

Mogadishu

to give

status.

Timeline

15th

December

2016.

4/12 Controller exchange

programme between

Seychelles and Mumbai

for understanding the

other’s working

environment which will

help in resolving the

human factors issues

India and

Seychelles Proposal is

acceptable to

Mumbai ATC. AAI

CHQ may consider

to extend

invitation to ANSP

of Seychelles.

Revised timeline

July, 2016

Open

Timeline

March 31st

2017

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Kolkata, India, 22nd –24th September 2014 5/2 Consider to develop

structured program for

BOBASIO Geographical

Area for Upper airspace

UPR development

All BOBASIO

States

Open

States to

provide update

in BOBASIO/7

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 Open

Timeline: 31st

March 2017

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

Completed

BOB States to

Give update

5/6 Consider to share ADS-B

data with the MAAR for

height keeping

performance monitoring

Willing

BOBASIO

States

Ongoing

MAAR to track

the progress

5/7 Establish POC for

coordinating the

preliminary activities for

the feasibility and efficacy

of BOBASIO Contingency

Team.

India/IATA India to track Open

Timeline

August 15th

2017

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 Open

Timeline

November 15th

2017

6/1 Familiarisation visit of

CNS executives of

Seychelles and Mumbai.

India and

Seychelles

31st July 2017

6/2 Willing States to consider

to provide Aireon with

relevant data, to carry out

All BOBASIO

States/ Aireon

28th February

2017

BOBASIO/6

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Kolkata, India, 22nd –24th September 2014 a modelling study using

RAMS simulation

modeling tool, to evaluate

the benefits of space based

ADS-B in the UPR Zone

area

6/3 Secretary, BOBASIO to

communicate the concerns

expressed at this meeting

on the increasing LHD

occurrences contributing to

the safety risk in the

airspace and the need to

have a focussed and

sustained action to reduce

the safety risk, to all three

ICAO Regional Offices.

Secretary

BOBASMA

and MAAR to

provide

assistance

December 31st

2016.

6/4 Bangladesh, Myanmar,

Malaysia, Seychelles,

Somalia, Oman and India

to enhance Inter-ATS unit

communication facilities to

avoid LHDS in the region

Concerned

states

31st March

2017

6/5 IATA to impress upon the

airlines operator, the need

for ADS-B Out and

ADS/CPDLC equipage by

aircraft operating in the

Oceanic airspace and

address the issue of

aircraft equipped with

ADS-CPDLC not logging

in to ATC centres.

IATA IATA member

present in this

meeting will

communicate to its

regional

counterparts

15th December

2016

6/6 Member states in

consultation with

stakeholders to explore

the feasibility of

mandating the carriage of

ADS/CPDLC by aircraft

operating in BOBASIO

RVSM airspace.

BOBASIO

Member

states

Members to

give update in

BOBASIO/7

BOBASIO/6

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Kolkata, India, 22nd –24th September 2014 6/7 Interested Member states

are encouraged to explore

the feasibility of the ADS-

B technology for

surveillance in oceanic

airspace.

BOBASIO

Member

states

Interested

Members to

give update in

BOBASIO/7

BOBASIO/6

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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/6

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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 5 Secretariat

3 6 ATM contingency plan arrangement between the

Philippines and Singapore

CAAS

4 5 Preliminary RVSM Safety Assessment MAAR

5 5 References to Procedure System and Guidance

Material

MAAR

6 5 Requirement of RMA for BOBASIO Airspace BOBASMA

7 4 Surveillance Zone over the BOBASIO UPR zone Aireon LLC

8 5 Effect of LHD on RVSM operations in BOBASIO

Airspace

BOBASMA

9 6 Multi-Nodal ATFM AEROTHAI

10 6 Change of FLAS level on ATS route P762 AAI

11 7 GAGAN Status and Expansion AAI

2. Information Papers

S

no

Agenda

item

Subject Presented

by

1 4 Status of Implementation of Flexible Use of Airspace

in India

AAI

2 6 Collaborative Air Space Design and Management AAI

3 3 Standardization of BOBCAT ATFM Terminology AEROTHAI

4 3 Outcome of BIMT 4 AEROTHAI

5 4 Benefits of A-CDM at Mumbai Airport AAI

6 3 ASIOACG INSPIRE Outcomes AAI

7 4 ADS-B implementation in India AAI

BOBASIO/6

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

ORDER OF BUSINESS

Wednesday, 2nd November, 2016

Time Program

0800-0900 Registration

0900-0915 Opening of the meeting

0915-1000 Discussions on Agenda Items

1000-1030 Tea/Coffee Break followed by Photo session


1230-1330 Lunch


1500-1520 Tea/Coffee Break


Thursday, 3rd November, 2016

Time Program




1230-1330 Lunch




1900 onwards Dinner and Cultural night

Friday, 4th November, 2016

Time Program

0930-1030 Review of Draft Report


1100-1230 Adoption of Report and Closing of Meeting

1230-1330 Lunch

BOBASIO/6

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

ORDER OF DISCUSSION

Day 1: Wednesday, 2nd November, 2016

Session Time Agenda Item Subject Presented

by

Session 1

(0915-1000)

0915-0930 1 WP 01 Proposed Agenda Secretariat

0930-1000 2 WP 02 Review of Action items

from BOBASIO 3 and 4 Secretariat

1000-1030 Tea Break

Session 2

(1030-1230)

1030-1100 3 IP 04 Outcome of BIMT 4 AEROTHAI

1100-1130 3 IP 06 ASIOACG INSPIRE

Outcome AAI

1130-1200 3 IP 03

Standardisation of

BOBCAT ATFM

Terminology

AEROTHAI

1200-1230 TBN (To be notified)

1230-1330 Lunch Break

Session 3

(1330-1500)

1330-1400 4 IP 05 Benefits of A-CDM at

Mumbai Airport AAI

1400-1430 4 WP 07 Surveillance Zone over the

BOBASIO UPR Aireon LLC

1430-1500 4 IP 07 ADS-B Implementation in

India AAI


Session 4

(1500-1630) 1500-1630 Sideline Meeting 1

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Kolkata, India, 22nd –24th September 2014 Day 2: Thursday, 3rd November, 2016

Session Time Agenda Item Subject Presented

by

Session 1

(0830-1000)

0830-0900 4 IP 01

Status of Implementation

of Flexible Use of

Airspace in India

AAI

0900-0930 5 WP 04 Preliminary RVSM

Safety Assessment MAAR

0930-1000 5 WP 08

Effect of LHD on RVSM

operations in BOBASIO

Airspace

AAI


Session 2

(1020-1230)

1020-1050 5 WP 05

References to Procedure

System and Guidance

Material

MAAR

1050-1120 5 WP 06 Requirement of RMA for

BOBASIO Airspace AAI

1120-1150 6 IP 02 Collaborative Air Space

Design and Management AAI

1150-1230 7 WP 11 GAGAN Status and

Expansion AAI

1230-1330 Lunch Break

Session 3

(1330-1500)

1330-1400 6 WP 09 Multi-Nodal ATFM AEROTHAI

1400-1430 6 WP 10 Change of FLAS level on

ATS route P762 AAI

1430-1500 6 WP 03

ATM contingency plan

arrangement between

the Philippines and

Singapore

CAAS


Session 3 1520-1630 Side Line meeting –2

BOBASIO/6

04/11/2016 (Draft) P a g e | 50


Kolkata, India, 22nd –24th September 2014 Day 3: Friday, 4th November, 2016

Session Time Item Presented By

Session 1 0930-1030 Review of Draft report Secretariat


Session 2

1100-1130 Adoption of report Secretariat

1130-1230 Closing of meeting Secretariat

1230 -1330 Lunch Break

1330 Onwards End of Meeting

BOBASIO/6

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

LIST OF DELEGATES FOR BOBASIO/6 MEETING

Country No Name Designation/

Telephone/Fax

Email

India 1 Mr. Rakesh Bhatnagar

Secretary

General Manager

ATM

AAI,

Rajeev Gandhi Bhavan,

Safdarjung Airport,

New Delhi-110003

91 11 24632950 Ext.

2228

Mob: +91 9650077447

[email protected]

2 Mr Rajiv Saxena General Manager

ATM, Mumbai, AAI


Safdarjung Airport,

New Delhi-110003

[email protected]

3 Mr. A P Udayanarayan Joint General Manager

ATM, AAI, Nodal Officer

BOBASMA


Safdarjung Airport,

New Delhi-110003

[email protected]

4 Mr. Ritesh Kumar

Gupta

Deputy Gneral Manager

AAI,


Safdarjung Airport,

New Delhi-110003

Tel: 091 9599221638

[email protected]

Seychelles 5 Esmee Samson General Manager

Air Navigation Services

P.O Box 181

Victoria

SCAA

Tel: +248 2527206/

+248 4384180

[email protected]




tel:091



BOBASIO/6

04/11/2016 (Draft) P a g e | 52


Kolkata, India, 22nd –24th September 2014 6 Lineda Samson Senior Air traffic Control

officer , Operations


P.O Box 181

Victoria

SCAA

Tel: +248 2527207/+248

4384182

Fax: +248 4384179

[email protected]

7 Christianne Maria AIS Officer


P.O Box 181

Victoria

SCAA

Tel: +248 4384186

Fax: +248 4384179

[email protected]

8 Lynn Fred Aviation Safety Officer

P. O Box 181

Victoria

SCAA

Tel: +248 4384018

[email protected]

Seychelles

9 Mari-Ella De Sylva Air traffic Control Officer

SCAA

P.O Box 181

Victoria

Tel: +248 2175958

Fax; +248 4384179

[email protected]

10 Kisnan Tamatave Aviation Safety Manager

SCAA

P O Box 181

Victoria

Tel: +248 2527237

[email protected]

11 Pitter Elizabeth CNS Manager

SCAA

Tel: +248 2527244

Fax: +248 4384009

[email protected]







BOBASIO/6

04/11/2016 (Draft) P a g e | 53


Kolkata, India, 22nd –24th September 2014 12 David Confait Assistant Field

Aeronautical

Telecom Engineer

SCAA

Tel: +248 2727731

Fax: +248 4384179

[email protected]

13

Bala Muduliar

CNS Engineer

SCAA

Tel: +248 2585862

Fax: +248 4384179

[email protected]

Singapore 14 Michael Shee Senior Air Traffic Control

Manager (Air Traffic

Management

Operations Planning)

Air Traffic Services

Division

Civil Aviation Authority

of Singapore, Singapore

Changi Airport, PO Box

1, Singapore 918141

Tel (65) 6541 2454 Fax

(65) 6441 0221 Email:

[email protected].

sg

15 Jimit Singh Senior Technical Officer

Civil Aviation Authority

of Singapore, Singapore

Changi Airport, PO Box

1, Singapore 918141

[email protected]

SOMALIA 16 Ali Jamal Abdi

CATCO

ICAO/Somalia

[email protected]

ORGANISATION

AEROTHAI 17 Suvichan

Sathitkitpichet

Director, Network

Operations Air Traffic

Management Center

AEROTHAI

102 Ngamduplee,

Sathon

Bangkok 10120,Thailand

[email protected]

.th








BOBASIO/6

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Kolkata, India, 22nd –24th September 2014 18 Chananya

Pinkeawprasert

Director, Network

Operations Air Traffic

Management Center

AEROTHAI

102 Ngamduplee,

Sathon


[email protected]

o.th

19 Saifon Obromsook Engineering Manager

(Safety Management

System

AEROTHAI

102 Ngamduplee,

Sathon


[email protected]

AIREON 20 Vedamuthu

Somasundaram

Business Development

AIREON, USA

5025, Sector B, Pocket

7, Vasantkunj, New

Delhi, India 110070

Tel: +91 11 26132955

Mobile +91 9810144525

vedamuthu.somasundara

[email protected]

21 Simon Arnold Consultant

Business Development,

EMEA

AIREON

Tel: 44 7825 299544

[email protected]

m

IATA 22 Lindi Lee Kirkman Manager, Safety & Flight

Operations

IATA

South Africa

Tel: + 27 11 523 2739 |

Mob: +27 82 331 3259

[email protected]









BOBASIO/6

04/11/2016 (Draft) P a g e | 55


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

GROUP PHOTOGRAPH OF DELEGATES OF BOBASIO/6

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