Apanpirg 19 RPT

INTERNATIONAL CIVIL AVIATION ORGANIZATION
REPORT OF THE NINETEENTH MEETING OF THE

ASIA/PACIFIC AIR NAVIGATION PLANNING AND
IMPLEMENTATION REGIONAL GROUP
(APANPIRG/19)
Bangkok, Thailand, 1 to 5 September 2008
The views expressed in this Report should be taken as those of the

APANPIRG and not of the Organization. This Report will be presented to
the Air Navigation Commission/Council and any formal action taken will be
published in due course as a supplement to the Report.
Approved by the Meeting

and published by the ICAO Asia and Pacific Office
TABLE OF CONTENTS
PART I - HISTORY OF THE MEETING

Page
1.1 Introduction ........................................................................................................................i-1
1.2 Attendance ..........................................................................................................................i-1
1.3 Opening of the Meeting ......................................................................................................i-1
1.4 Officers and Secretariat ........................................................................................................i-2
1.5 Agenda of the meeting ........................................................................................................i-3
1.6 Working Arrangements, Language and Documentation ........................................................i-3
1.7 Conclusions and Decisions - Definition ...............................................................................i-4
1.8 Terms of Reference of APANPIRG .......................................................................................i-4
List of Conclusions .............................................................................................................i-6
List of Decisions .................................................................................................................i-9
PART II – REPORT ON AGENDA ITEMS
Agenda Item 1 Follow-up on the outcome of APANPIRG/18 Meeting ..................................1-1
1.1 Review of the Action taken by the ANC and the Council
On the Report of APANPIRG/18 ……………………………………… .......1-1
1.2 Review Status of Implementation of APANPIRG/18

Conclusions and Decisions……………………………………………… ......1-1
Appendix A
1.3 Review Status of Implementation of APANPIRG Outstanding
Conclusion and Decisions………………………………………………........1-2
Appendices A and B
Agenda Item 2 Global and Inter Regional Activities
2.1 Global Air Navigation Plan ..........................................................................2.1-1

Appendix A
2.2 Global Aviation Safety Plan .................................................................... ....2.3-1
Agenda Item 3 Regional Air Navigation Planning and Implementation Issues
3.0 Regional and National Performance Framework ...........................................3- 1

Appendices A to B
3.1 AOP………………………………………………………………… ..........3.1-1
3.2 ATM/AIS/SAR…………………………………………… ...... ………… . 3.2-1

Appendices A to L
3.3 RASMAG……………………………………… ...... …………………… 3.3-1

. Appendices A to C
3.4 CNS/MET…………………………………… ....... ………………………. 3.4-1

Appendices A to Z & A1, A2
3.5 ATS Coordination Group Activities………………………… ........ ……….3.5-1

Appendices A to B
3.6 Other Air Navigation Matters…………………………… ........ ………… 3.6-1
Agenda Item 4 Regional Air Navigation Deficiencies.............................................................4-1

Appendices A to D
Agenda Item 5 Future Work Programme .................................................................................5-1

Appendices A and B
Agenda Item 6 Any Other Business .........................................................................................6-1

Appendix A
Attachments to the Report
Attachment 1 – List of Participants
Attachment 2 – List of Papers
Attachment 3 – Follow-up to APANPIRG/19 Conclusions/Decisions- Action Plan

PART I — HISTORY OF THE MEETING
APANPIRG/19 i-1
History of the Meeting
PART I - HISTORY OF THE MEETING
1.1 Introduction
1.1.1 The Nineteenth Meeting of the Asia/Pacific Air Navigation Planning and
Implementation Regional Group (APANPIRG/19) was held in Bangkok, Thailand from 1 to 5
September 2008 at the ICAO Asia/Pacific Regional Office.
1.2 Attendance
1.2.1 The meeting was attended by 113 participants from 25 Member States and 5
International Organizations (IATA, IFALPA, IFATCA, CANSO and IBAC).
1.2.2 A list of participants is given at Attachment 1 to the Report.
1.3 Opening of the meeting
Welcome address by Mr. Mokhtar A. Awan, Regional Director,

ICAO Asia/Pacific Office
1.3.1 Mr. Awan welcomed the participants from the APANPIRG Member States, new
APANPIRG Member States and the International Organizations and recalled the Council Decision on
the changes to the membership of the Group to ensure maximum participation in the planning and
implementation activity.
1.3.2 Mr. Awan acknowledged the continued support extended by the Royal Thai
Government to the Regional Office and expressed gratitude for the recent contributions. He noted that
this year is very significant for the ICAO Regional Office as it completes 60 years since it was
established in Melbourne in 1948. He further added that the 60th anniversary will be celebrated in a
big way on the 8th and 9th December 2008 to coincide with International civil aviation day.
1.3.3 In highlighting some of the regional issues from ICAO’s perspective, he mentioned
that ICAO had organized two PBN seminars to provide information and guidance to States on
implementation issues and an ADS-B seminar in the surveillance field. The Regional Office
supported the OPMET Databank coordination, implementation of RVSM and RNP routes and air
traffic flow management. He also mentioned that consequent to the Council decision, the Air
Navigation Commission has initiated a study on the merits of PIRGs.
1.3.5 He reiterated that the Group should be the guiding and coordinating organ for all
activities conducted within ICAO concerning the Air Navigation System for the Asia/Pacific Region.
Opening remarks by Mr. W. L. Wong, Senior Director, Changi Airport Advisory

Group, Civil Aviation Authority of Singapore and Chairman of APANPIRG
1.3.6 In his opening remarks Mr. W. L. Wong, Chairman of APANPIRG recalled the
Council Decision on APANPIRG membership and welcomed the new members. He emphasized that
the aviation industry continued to face new challenges as the air traffic growth in the region put
greater demand on civil aviation administrations, regulatory authorities, air navigation services
providers, airports and airlines to enhance their efficiency while ensuring safety and security of their
business and operations are not compromised. He said that the rising cost of aviation fuel is posing a
great challenge to air navigation service providers and aircraft operators to enhance efficiency of their
services and help airlines reduce operating costs. In addition the growing environmental concerns
have added more pressures to reduce the carbon foot print.
i-2 APANPIRG/17
1.3.7 The Chairman noted further that under the able leadership of the ICAO Asia/Pacific
Regional Office and with the commitment of States, APANPIRG and its Sub-Groups and Task Forces
had made notable progress in many areas over the last year. These are highlighted below:
− Implementation of RVSM by China in its airspace. This is an important

milestone for the region. The expected increase in capacity and efficiency will
enable operators to reduce operating costs.
− The implementation of RVSM in the region brought about benefits to both air
traffic services providers and airspace users.
− Implementation of reduced horizontal separation based on RNP10 operations in

the South China Sea and revised flight allocation scheme.
− Implementation of the Performance Based Navigation (PBN) in the near future

to enhance safety, capacity and efficiency. The use of the ADS-B for
surveillance would further enhance safety.
1.3.8 Mr. Wong acknowledged that, although much had been achieved since
APANPIRG/18, there was still a lot to do. There were also areas of concern. For example, there
remained an urgent need to upgrade communications facilities and services in some parts of the
region. Without good communications between pilots and controllers, it would be difficult to
implement the next phase of improvements. Hence, it was important for States in the Region to
ensure that good communications facilities were available. He also touched upon the ICAO Annex 11
requirements for States to develop and implement contingency plans in the event of disruption of air
traffic services and related supporting services in the airspace.
1.4 Officers and Secretariat
1.4.1 Mr. W. L. Wong, Senior Director, Changi Airport Advisory Group, CAA Singapore,
Chairman of the APANPIRG, presided over the meeting.
1.4.2 Mr. Mokhtar A. Awan, ICAO Regional Director, Asia/Pacific Office, was the
Secretary of the meeting, assisted by Mr. N. C. Sekhar, Regional Officer/AGA.
1.4.3 The meeting was also assisted by Mr. H. V. Sudarshan, Regional Planning Officer,
ICAO Headquarters, Mr. Rod Graff, Deputy Regional Director, Asia and Pacific Office, Mr. Andrew
Tiede and Mr, Kyotaro Harano, Regional Officers/ATM, Mr. Li Peng and Mr. S. Saraswati, Regional
Officers/CNS, Capt. Fareed Shah, Regional Officer/FS, Mr. Christopher F. Keohan, Regional Officer/
MET and Ms. Sarangtip Sundarachampaka, Administrative officer, ICAO Asia/Pacific Regional
Office.
APANPIRG/19 i-3
1.5 Agenda of the Meeting
1.5.1 The meeting adopted the following agenda:
Agenda Item 1 Follow-up on the out come of APANPIRG/18 Meeting
1.1 Review of the action taken by the ANC and the Council on the
Report of APANPIRG/18
1.2 Review Status of Implementation of APANPIRG/18 Conclusions
and Decisions
1.3 Review Status of Implementation of APANPIRG Outstanding
Conclusions and Decisions
Agenda Item 2 Global and Inter Regional Activities
2.1 Global Air Navigation Plan

2.2 Global Aviation Safety Plan
Agenda Item 3 Regional Air Navigation Planning and Implementation Issues
3.1 AOP
3.2 ATM/AIS/SAR
3.3 RASMAG
3.4 CNS/MET
3.5 ATS Coordination Group Activities
3.6 Other Air Navigation Matters
Agenda Item 4 Regional Air Navigation Deficiencies
Agenda Item 5 Future Work Programme
Agenda Item 6 Any other business
1.6 Working Arrangements, Language and Documentation
1.6.1 The working language of the meeting was English inclusive of all documentation and
this Report. Information Papers (IP) and Working Papers (WP) considered by the meeting are listed
in the Attachment 2 to this Report.
i-4 APANPIRG/17
1.7 Conclusions and Decisions - Definition
1.7.1 The APANPIRG records its actions in the form of Conclusions and Decisions with the
following significance:
1) Conclusions deal with matters which, in accordance with the Group’s Terms
of Reference, require the attention of States or actions by ICAO in
accordance with established procedures; and
2) Decisions deal with matters of concern only to the APANPIRG and its
contributory bodies.
1.7.2 Lists of Conclusions and Decisions are given on pages i-6 to i-9.
1.8 Terms of Reference of APANPIRG
1.8.1 The Terms of Reference of APANPIRG was approved by the Council of ICAO (6th
Meeting of its 171st Session on 27 February 2004). Consequent to the decision of the Council [C-
DEC 183/9, March/April 2008] the terms of reference have been amended as follows:
1. Membership
All ICAO Contracting States, who are service providers in an air navigation region
and part of that region’s ANP, should be included in the membership of that region’s PIRG.
Furthermore user States are entitled to participate in any other PIRG meetings as a non member.
International Organisations recognised by the Council may be invited as necessary to attend PIRG
meetings as observers.
2. The Terms of Reference of the Group are
a) to ensure continuous and coherent development of the Asia/Pacific Regional Air

Navigation Plan and other relevant regional documentation in a manner that is
harmonized with adjacent regions, consistent with ICAO SARPs and Global Air
Navigation Plan for CNS/ATM systems (DOC 9750) and reflecting global
requirements;
b) to facilitate the implementation of air navigation systems and services as

identified in the Asia/Pacific Regional Air Navigation Plan with due observance
to the primacy of air safety, regularity and efficiency; and
c) to identify and address specific deficiencies in the air navigation field.
3. In order to meet the Terms of Reference, the Group shall:
a) review, and propose when necessary, the target dates for implementation of
facilities, services and procedures to facilitate the coordinated development of the
Air Navigation Systems in the Asia/Pacific region;
b) assist the ICAO Asia/Pacific Regional Office in fostering the implementation of

the Asia/Pacific Regional Air Navigation Plan;
APANPIRG/19 i-5
c) in line with the Global Aviation Safety Plan (GASP), facilitate the conduct of any
necessary systems performance monitoring, identify specific deficiencies in the
air navigation field, especially in the context of safety, and propose corrective
action;
d) facilitate the development and implementation of action plans by States to resolve

identified deficiencies, where necessary;
e) develop amendment proposals to update the Asia/Pacific Regional Air Navigation

Plan to reflect changes in the operational requirements;
f) monitor implementation of air navigation facilities and services and where

necessary, ensure interregional harmonization, taking due account of
organizational aspects, economic issues (including financial aspects, cost/benefit
analyses and business case studies) and environmental matters;
g) examine human resource planning and training issues and propose where
necessary human resource development capabilities in the region that are
compatible with the Asia/Pacific regional Air Navigation Plan;
h) review the Statement of Basic Operational Requirements and Planning Criteria

and recommend to the Air Navigation Commission such changes as may be
required in the light of new developments in the air navigation field;
i) request financial institutions, on a consultative basis as appropriate to provide

advice in the planning process;
j) maintain close cooperation with relevant organizations and State grouping to

optimize the use of available expertise and resources; and
k) conduct the above activities in the most efficient manner possible with a
minimum of formality and documentation and call meetings of the APANPIRG
when deemed necessary to do so.
[Additions shown as underlined].

i-6 APANPIRG/17
List of Conclusions
Conclusion 19/1 – Regional performance framework
Conclusion 19/2 – National performance framework
Conclusion 19/3 – Assistance in South West Pacific Small Island States and Mongolia,
Myanmar and Timor Leste in implementing the requirements of
aerodrome certification and SMS.
Conclusion 19/7 - RNP 4 capability for operators
Conclusion 19/8 – Conduct regional runway safety seminar/workshop.
Conclusion 19/9 – Support for Ad-Hoc GOLD Working Group.
Conclusion 19/10 – Future date-time for NOTAMC and NOTAMR
Conclusion 19/11 – Update SAR Matrix including guidance material.
Conclusion 19/12 – Accelerated Data Link Implementation in the Manila Flight

Information Region (FIR).
Conclusion 19/14 – Approval of China RMA as Asia Pacific RMA
Conclusion 19/15 – Enhanced communications between States and RVSM RMAs
Conclusion 19/17 – Asia/Pacific Aeronautical Telecommunication Network System

Security Policy
Conclusion 19/18 – ATS Message Management Center (AMC) Software
Conclusion 19/19 – Implementation of AIDC in Asia and Pacific Regions
Conclusion 19/20 – Adoption of ATN over IPS in addition to ATN over OSI
Conclusion 19/21 – Amendment to Asia/Pacific Regional AMHS MTA Routing Policy
Conclusion 19/22 – Amendment to FASID Tables CNS – 1B and CNS – 1C
Conclusion 19/23 – Amendment to Asia/Pacific AMHS Manual
Conclusion 19/24 – Satellite Communications Service Performance
Conclusion 19/25 – ASIA/PAC PBN Implementation Plan
Conclusion 19/26 Agreement for sharing DME Infrastructure
Conclusion 19/27 – Flight Procedure Design Office
Conclusion 19/28 – Continuous Descent Final Approach (CDFA) and Baro-VNAV
Conclusion 19/29 – Separation Standards for PBN

APANPIRG/19 i-7
Conclusion 19/31 – Revision of the Strategy for the Provision of Navigation Services in
the Asia/Pacific Region
Conclusion 19/32 – Testing of Navigation and Surveillance facilities Seminar
Conclusion 19/34 – Guidance Material on Implementation of ADS-B
Conclusion 19/35 – Guidelines for the development of ADS-B Implementation Plan
Conclusion 19/36 – Sample Agreement for ADS-B Data Sharing
Conclusion 19/37 – Revised Mandate Regional ADS-B Out Implementation
Conclusion 19/38 – Support provision of VHF radio voice communication

associated with ADS-B data sharing between adjacent States
Conclusion 19/39 – Regional Surveillance Strategy for Asia/Pacific Region
Conclusion 19/40 – Coordination for SSR Mode S Interrogator Identifier Code
Conclusion 19/41 – Contact Person for WRC-11 and active participation by the States in
WRC-11 related national and regional activities
Conclusion 19/42 – Providing ASIA/PAC States with information on recent and

forthcoming developments to WAFS
Conclusion 19/43 – Training for the new WAFS gridded forecasts
Conclusion 19/44 – Use of administrative messages for errors in the WAFS SIGWX
forecasts
Conclusion 19/45 – Transition to ISCS 3rd Generation
Conclusion 19/46 – Amendment proposal to TAF-related provisions in the ASIA/PAC

Basic ANP and FASID (Doc 9673)
Conclusion 19/47 – Regional preparedness for timely implementation of the new TAF
provisions
Conclusion 19/48 – Test Website for the transition to the new TAF format
Conclusion 19/49 – Guidance on the period of validity of TAF included in the HF

VOLMET broadcasts
Conclusion 19/50 – Issues related to TAF code
Conclusion 19/51 – Coordination and Implementation of the Volcanic Ash Notification for
Aviation
Conclusion 19/52 – Update of ASIA/PAC Regional SIGMET Guide
Conclusion 19/53 – Convening MET/ATM TF meeting and organizing MET/ATM

seminar
i-8 APANPIRG/17
Conclusion 19/54 – Improvements to aeronautical climatological information provision
Conclusion 19/56 – Common methodology for environmental benefits

APANPIRG/19 i-9
List of Decisions
Decision 19/4 – Dissolution of the Regional Performance Framework Task Force.
Decision 19/5 – Dissolution of the RVSM/TF
Decision 19/6 – Establishment of an ICAO Flight Plan & ATS Message Implementation Task
Force
Decision 19/13 – ATM/AIS/SAR Task List
Decision 19/16 – Revision to the Subject/Tasks List of ATNICG
Decision 19/30 – Revision to the Terms of Reference of the PBN Task Force
Decision 19/33 – Subject/Tasks List of ADS-B Study and Implementation Task Force
Decision 19/55 Updated Terms of Reference and Subject/Tasks List of the CNS/MET Sub-
group
Decision 19/57 - Amendments to the Terms of Reference of the ATM/AIS/SAR SG

PART II — REPORT ON AGENDA ITEMS
AGENDA ITEM 1: FOLLOW-UP ON THE OUTCOME OF

APANPIRG/18 MEETING
Agenda Item 1.1: Review of the action taken by the ANC and
the Council on the Report of
APANPIRG/18
Agenda Item 1.2: Review status of implementation of

APANPIRG/18 Conclusions and Decisions
Agenda Item 1.3: Review status of implementation of

APANPIRG outstanding Conclusions and
Decisions
APANPIRG/19 1-1
Report on Agenda Item 1
Agenda Item 1: Follow-up on the Outcome of APANPIRG/18 Meeting
1.1 Review of Action taken by ANC and the Council on the Report of APANPIRG/18
Meeting and Status of implementation of APANPIRG/18 Conclusions and Decisions
1.1.1 The meeting reviewed the actions taken by the Air Navigation Commission on the
Report of the Eighteenth Meeting of the Asia/Pacific Air Navigation Planning and Implementation
Regional Group (APANPIRG) held in Bangkok from 3 -7 September 2007. The meeting also noted
the follow-up actions by the States and the Secretariat on Conclusions and Decisions of the meeting as
contained in Appendix A to the Report on Agenda Item 1.2.
1.1.2 Regarding Large Height Deviation (LHD), APANPIRG Conclusion 18/3, the meeting
noted the Commission’s concern on the poor coordination between area control centres which
generates the majority of errors in LHD and that APANPIRG had recommended the implementation
of compatible ATS interfacility data communications (AIDC) capabilities as soon as possible.
Consequent to the third special RMA meeting held in Montreal from 13 to 15 May 2008 which
explored the ways to better define and consider LHD in the risk analysis, the meeting was informed
that ICAO will introduce explanatory text in the revised RMA Manual due to be released in February
2009.
1.1.3 The meeting noted that the ANC supported the proposal in Conclusion 18/14 that the
NOTAM format be reviewed in light of the various terminologies in common use to determine
appropriate provisions for Annex 15 — Aeronautical Information Services and requested the
Secretariat to include this task in its work programme. Expected date of completion is 2010.
1.1.4 With reference to ADS-B out implementation, the meeting noted that the Commission
commended the initiative of APANPIRG to urge States to implement requirements for ADS-B out
avionics for aircraft operating in their airspace with a target date of 2010 and requested the Secretary
General to advise the remaining PIRGs to promote ADS-B implementation.
1.1.5 As regards ATM requirements for MET services, the meeting noted that the
Commission supported APANPIRG Conclusion 18/49 to extend the guidance material in the Manual
on Coordination between Air Traffic Services, AIS and AMS and called upon ICAO to undertake this
task as part of the forthcoming regular amendment to Document 9377 which is expected to be
completed by end of 2008.
1.1.6 The meeting was informed that Commission supported APANPIRG Conclusion
18/50 on replacing ‘km/h’ with ‘m/s’ in wind speed and called upon ICAO to prepare a corresponding
amendment to ICAO provisions. The expected date of completion is 2010.
1.1.7 With regard to development of the deficiency database, the meeting was pleased to
note that the Commission had complimented APANPIRG for this initiative and acknowledged that the
database in addition to providing transparency would enable information to be current.
1.1.8 Concluding the review, the meeting thanked the Air Navigation Commission for their
valuable guidance on various activities of the APANPIRG which would be taken into account in the
development of ongoing performance planning of the region.
1-2 APANPIRG/19
1.2 Review of Status of Implementation of APANPIRG/18 Conclusions and Decisions
1.2.1 The meeting reviewed the progress made on the APNPIRG/18 Conclusions and
Decisions.
1.2.2 The actions taken by States and the Secretariat on the above mentioned Conclusions
and Decisions were reviewed and the updated list is provided in Appendix A to the Report on Agenda
Item 1.2. This updated list is in the new format in line with the ICAO Business Planning and
Performance based approach
1.2.3 The meeting noted that out of the 54 Conclusions and 8 Decisions action has been
taken to close/complete 47 Conclusions and 8 Decisions. Action on the remaining 7 Conclusions is
ongoing.
1.2.4 The meeting acknowledged that significant progress had been made in completing
required action on the APANPIRG/18 Conclusions and Decisions and recommended continued action
for completion of the few outstanding items in the list.
1.3 Review of Status of Implementation of APANPIRG Outstanding Conclusions and

Decisions
1.3.1 The meeting reviewed the progress made on the APANPIRG Outstanding
Conclusions and Decisions up to its seventeenth meeting.
1.3.2 The actions taken by States and the Secretariat on the above mentioned Conclusions
and Decisions were reviewed and the updated list is provided in Appendix A and Appendix B to the
Report on Agenda Item 1.3.
1.3.3 The meeting noted that out of the 13 outstanding items, the follow-up action on the 12
Conclusions/ Decisions has been completed and action on 1 Conclusion is ongoing. The meeting
acknowledged that significant progress had been made in completing required action on the
Outstanding APANPIRG Conclusions and Decisions.
————————
APANPIRG/19
Appendix A to the Report on Agenda Item 1.2
Follow-up to APANPIRG/18 Conclusions/Decisions – Action Plan
Concl/
Dec No.
Title of
--- To be initiated Status
Conclusion/ Text of Conclusion/Decision Follow-up Action Deliverable Target date
Strategic by
Decision
Objective*
C 18/1 Bird Control That, States, establish by July 2008 a national Invite States to establish ICAO APAC State letter September COMPLETED
Committee bird control committee a national bird control Office, 2007 State letter issued on
committee 26/9/07
A i) to study, analyze and adopt measures to
prevent bird hazards in its aerodromes and States Report to July 2008
their vicinity, and APANPIRG/19
ii) monitor the implementation of bird control

programme by the aerodrome operator, to
find out its effectiveness and suggest
measures.
C 18/2 Non-provision of That, as a result of the non-provision of Include concerned States ICAO APAC Updated List of October 2007 COMPLETED
safety-related safety-related data to approved regional safety in the Deficiency List Office Deficiencies
data by States monitoring agencies as required by Included on List of
A D APANPIRG Conclusion 16/4, Fiji, Lao PDR, Deficiencies for
Myanmar, Papua New Guinea and Tahiti be ATM/AIS/
included in the APANPIRG List of SAR
Deficiencies in the ATM/AIS/SAR Fields in RASMAG/9
accordance with APANPIRG Conclusion recommended Fiji,
16/6. Lao PDR and Tahiti
be removed from the
list due adequate
submission of safety
data since last
APANPIRG
TBD = To be determined
A-1
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/3 Prevalence of That, in noting the continued prevalence of State Letter AP115
LHDs from ATC RVSM Large Height Deviation (LHD) issued, dated 19
Unit-to-ATC Unit occurrences resulting from ATC Unit-to-ATC October 2007
Coordination Unit coordination errors, as reported by
A D Errors RMAs assessing RVSM operations within
Asia Pacific Region, the Regional Office:
a) draws to the attention of States that

investigations into LHD should Invite States to ICAO APAC State Letter Dec.2007 COMPLETED
concentrate in this area, and investigate Office
Address the issue ICAO HQ- Updated RMA June 2008 CLOSED-Agreed by
globally ANB/ATM Manual ANC
b) highlight the APANPIRG
recommendation that States work towards
the implementation of compatible AIDC Invite States to ICAO APAC State letter Dec.2007
capabilities based on the Asia/Pacific implement Office COMPLETED
AIDC ICD between ATC units as soon as
possible.
A-2
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/4 Consequences of That, the Regional Office draw to the Inform RMAs of long ICAO APAC Report to Revised ONGOING
Global RVSM attention of the RVSM airspace safety term height monitoring Office RASAMAG target date –
Long Term monitoring agencies within the Asia Pacific requirements and request June 09 RASMAG/8
Height Region the provisional global RVSM long- they prepare impact addressed these issues
AD Monitoring term height monitoring requirements recently statements in detail and raised 6
proposed by the ICAO Separation and Long Term Height
Airspace Safety Panel (ICAO SASP), and Monitoring Actions
request that those agencies prepare a regional Items. State letter
impact statement summarizing the estimated issued on 31/1/08.
consequences for the Region, including RASMAG/10 & 11
consideration of numbers of airframes (Dec 08/ June 09)
required to be monitored, for initial review by will continue this
RASMAG/8 in late 2007. work.
C 18/5 Adopt Guidance That, the Guidance Material for the Circulate guidance ICAO APAC State Letter Dec.2007 COMPLETED
Material for the Asia/Pacific Region ADS/CPDLC/AIDC material to States Office
Asia/Pacific Ground Systems Procurement and State Letter AP108
D Region Implementation as shown in Appendix C to dated 11 October
ADS/CPDLC/ the APANPIRG/18 Report on Agenda Item 2007, on website
AIDC Ground 3.2 be adopted and circulated as regional
Systems guidance material.
Procurement and
Implementation
A-3
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/6 Establishment of That, subject to review by RASMAG/8, JCAB Process approval ICAO APAC Report to Revised COMPLETED
the Japan RMA be approved as an APANPIRG Regional Office RASMAG target date is
Monitoring Agency (RMA) for the Fukuoka March 2008 RASMAG/8complete
FIR. d review, JCAB RMA
A D approved, announced
on website, State
Letter AP019/08 dated
31 January circulated to
APANPIRG members
and Asia/Pacific RMAs.
C 18/7 Conduct Regional That, noting the provisions of GPI- 6 Air Conduct seminar ICAO APAC Seminar Revised ON GOING
ATFM Seminar Traffic Flow Management and the increasing Office/States target date is
numbers of actual and planned ATFM with the October ATFM Workshop
implementations occurring in the experience of 2008 scheduled in Fukuoka,
D Asia/Pacific Region, the ICAO Asia/Pacific ATFM Japan from 7-9
Regional Office conduct, with assistance October 2008
from States experienced in ATFM, a 3-day
Air Traffic Flow Management Seminar
during 2008.
C 18/8 Adopt Version 3 That, the Version 3 Asia/Pacific Regional Circulate guidance ICAO APAC State Letter Dec.2007 COMPLETED
Asia/Pacific AIDC Interface Control Document for ATS material to the States Office
ICD Interfacility Ground/Ground Data State Letter AP107
D Communications as shown in Appendix G to dated 11 October
the APANPIRG/18 Report on Agenda Item 2007, on website
3.2 be adopted and circulated as regional
guidance material.
A-4
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
D 18/9 Dissolution of That, having completed the Version 3 of the Notify member states ICAO APAC Notification by October COMPLETED
AIDC Review Asia/Pacific AIDC ICD in accordance with Office letter 2007
Task Force the APANPIRG Decision 17/13, the AIDC AIDC Review task
Task Force be dissolved. Any residual tasks force dissolved. The
D with respect to ATN/AMHS transition residual tasks are
support be dealt with by the ATNICG and included in the tasks
CNS/MET Sub Group of APANPIRG of ATNICG
C 18/10 Clarification of That, noting the importance of full ATC

intent of Annex 2 awareness of actual aircraft speed differentials CLOSED – work
in relation to in the application of reduced longitudinal will be progressed
variations in true separation and that a 5 percent variation in
D airspeed speed meant the difference between M.080
by ICAO HQ-
and M.084, ICAO be invited to: noted by ANC
a) clarify the intent of paragraph 3.6.2.2 of

Annex 2 – Rules of the Air in relation to Provide clarification ICAO HQ- Appropriate June 2008 SASP addressing
the terminology “inadvertent changes”; ANB/ATM provisions
and the issue.
b) review the 5 percent parameter as

applicable to variations in true airspeed Review the standard ICAO HQ- Appropriate June 2008 SASP addressing
described in paragraph 3.6.2.2 b) of Annex ANB/ATM provisions the issue
2 to establish whether this parameter
should be reduced in areas where reduced ICAO Issue
longitudinal separation standards were Form transmitted
being applied. to HQ by
Regional Office
in early 2008
A-5
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/11 Endorsement of That, so as to facilitate and enhance the

the Use of ICARD management of the five-letter name-codes in
System the Asia and Pacific Region:
D a) States endorse the use of the ICAO Five-

Letter Name Codes and Route Designators Endorse the use of the ICAO APAC State letter May2008 COMPLETED
(ICARD) database, initially developed by ICARD Office/
the EUR/NAT Office and Euro control; States
and
Provide guidelines ICAO APAC Prepare May2008 COMPLETED
b) the Regional Office provide all necessary Office Guidelines
guidelines to facilitate the regional
implementation of ICARD.
C 18/12 Assistance to That, in follow up to the comprehensive Establish SIP ICAO HQ SIP approval COMPLETED
States to improve survey on AIS conducted in the Asia/Pacific Council has approved
AIS capability Region in 2006/2007, ICAO undertake a -a Seminar, to be
special implementation project during the scheduled for late
D second half of 2008 for a workshop/seminar 2008
to be held on AIS automation
Conduct SIP Regional Office SIP 2009. ON GOING
assisted by completed . Scheduled in Feb
States 2009 in Tokyo Japan
A-6
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/13 Amendment to That, the amended Chapter 3 (OPADD) of the Circulate amended ICAO APAC State Letter Dec2008 COMPLETED
Chapter 3 of Guidance Manual for Aeronautical Chapter 3 to the States Office
Guidance Manual Information Services (AIS) in the Asia/Pacific State Letter AP127/07
for Aeronautical Region as shown in Appendix J to the (ATM) of 20
D Information APANPIRG/18 Report on Agenda Item 3.2 November 2007 and
Services (AIS) in be adopted and circulated as regional on website
the Asia/Pacific guidance material.
Region
C 18/14 Review of the That, in light of various terminologies in Review the NOTAM ICAO HQ Appropriate
NOTAM format common use for NOTAM, such as date-time format provision 2010 CLOSED
of filing, date-time of origination, effective,
applicable, period of validity, comes into ICAO Issue Work will be
D force and the need for NOTAMC and Form transmitted progressed by ICAO
NOTAMR to be explicit and unambiguous, to HQ by HQ.
ICAO be invited: Regional Office
in early 2008 ANC has supported
a) to review and revise Annex 15 – and requested the
Aeronautical Information Services, secretariat to process
Appendix 6 - NOTAM Format, the issue form as a
Instructions for the Completion of the priority.
NOTAM Format, Section 5 – Item B to
provide that NOTAMC and NOTAMR
shall have immediate effect and prohibit a
NOTAMC and a NOTAMR with a future
date-time coming into force; and
b) to define the terminologies used for

NOTAM in the Instructions for
Completion.
A-7
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/15 Strategies to That, in light of the experiences encountered

implement eTOD by States attempting to implement Annex 15
provisions on eTOD, ICAO be invited to:
D a) hold an eTOD Workshop in the Asia and conduct workshop ICAO APAC SIP Approval COMPLETED
Pacific Region during 2008; Office Workshop Feb 2009 ON GOING
Scheduled in Feb 09
b) make available the Guidelines for circulate guidelines ICAO APAC in Tokyo Japan
Electronic Terrain, Obstacle and to states Office State letter 2010
Aerodrome Mapping Information (Doc CLOSED
9881), as soon as possible; and
c) provide specific guidance on cost recovery establish and provide ICAO HQ Specific CLOSED- WW
and property rights of eTOD material guidelines guidelines symposium conducted
in June 08 addressed
this issue.
A-8
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/16 State Non- That, in light of the longstanding concerns of Urge States to comply ICAO APAC State letter Dec2007 COMPLETED
Compliance with APANPIRG in respect to the importance of with Annex 15 Office
AIRAC regular and ongoing compliance by AIS State Letter AP103/07
notification service providers with Annex 15 – (ATM) dated 10
D periods Aeronautical Information Services provisions October 2007
on AIRAC notification periods, and in order
to make stakeholders aware of the AIRAC
system, the Regional Office urge States to:
a) implement robust measures as soon as

practicable to promulgate relevant
information to aviation administrations,
airport authorities, project managers,
airspace planners, construction companies,
etc, and
b) specifically include this item in their safety

oversight programmes.
C 18/17 JWG Review of That, the Regional Office seeks the Liaise with USA ICAO APAC E MAIL to USA Dec2007. COMPLETED
Regional SAR assistance of the United States in Office
Capability Matrix coordinating a review of the format of the
Asia/Pacific SAR Capability Matrix by the
D ICAO-IMO Joint Working Group on SAR,
with particular guidance sought in relation to
COSPAS SARSAT capabilities including ICAO APAC Revised format July 2008 COMPLETED
Local User Terminal and SAR Point of office/United of the SAR
Contact States Capability
Matrix
A-9
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/18 Promulgate That, the recommendations made by the Promulgate the ICAO APAC State letter Nov2007 COMPLETED
Recommendations ICAO SAR Workshop held at Bangkok, recommendations Office/ States
of the ICAO Thailand on 26 February - 2 March 2007, as State Letter AP104/07
February 2007 shown in Appendix M to the APANPIRG/18 (ATM) dated 10
A D SAR Workshop Report on Agenda Item 3.2, be promulgated October 2007
regionally by the ICAO Asia/Pacific Regional
Office and be taken into account by States and
the Regional Office in considering their future
SAR activities.
C 18/19 Registration of That, States be requested to designate by Urge States to ICAO APAC State Letter Dec 2007 COMPLETED
ELT Beacons March 2008 a registering agency for comply with Annex Office
registering ELT Beacons, coded with the 10 State Letter AP102/07
country code of the State and unique code of States (ATM) dated 10
D that beacon in a database as specified in October 2007
paragraph 5.3.2.2 of Annex 10, Volume III
and the guidance provided in Appendix I to
Chapter 5 ‘Emergency Locator Transmitter
Coding’ of the Annex.
A - 10
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/20 Promote That, recognizing that APANPIRG, the Asia- Liaise with the United ICAO APAC Letter to USA Target date
Relationships Pacific Heads of Maritime Safety Agencies States Office is July 2008. CLOSED
between (APHMSA) and the ICAO-IMO Joint The United States are
APANPIRG, Working Group on SAR discuss common members of
APMHSA and the SAR matters of relevance to the Asia/Pacific APANPIRG,
D ICAO-IMO Joint Region, the Regional Office seek the APMHSA and the
Working Group assistance of the United States in coordinating ICAO-IMO Joint
the SAR reporting activities of APANPIRG Working Group and
with the other two groups on a reciprocal indicated that they
basis. will provide a
coordinating role for
SAR activities
between each group
on an ongoing basis
D 18/21 ATM/AIS/SAR That, the ATM/AIS/SAR Subject/Task Lists Notify sub group ICAO APAC Notification by June 2008 COMPLETED
Subject/Task List as contained in Appendices N and O to the Office letter to the sub
APANPIRG/18 Report on Agenda Item 3.2 group members
be adopted as the current work programme for
D the ATM/AIS/SAR Sub-Group.
C 18/22 Foundation That, States be encouraged to undertake Urge States to ICAO APAC State Letter November CLOSED.
Training and Foundation Training and Training for arrange Training as Office 2007 State Letter
Training for Implementation Planners in the areas recommended in the AP0119/07 (CNS)
D Implementation recommended in the Global Air Navigation Global Air issued on 2 Nov.07.
Planners Plan Navigation Plan GM provided to
States.
A - 11
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/23 Discontinuation of That

Asia/Pacific a) in order to harmonize planning process Notify states ICAO APAC State letter Oct 2007 COMPLETED. State
Regional Plan for with the Global Air Navigation Plan, Office Letter AP0112/07
New CNS/ATM Regional Plan for New CNS/ATM (CNS) issued on 16
Systems Systems be discontinued; and Oct. 07
b) ICAO be invited to develop detailed Establish proposals ICAO APAC Proposal for the 2009 ON GOING
proposals for incorporating the useful Office consideration at Task in b) to be
information contained in the Regional Plan APANPIRG 20 undertaken in
for the CNS/ATM Systems into the Asia in September coordination with HQ
Pacific Regional Air Navigation Plan (Doc 2009
D 9763) and completed by 2009.
D 18/24 Revision to the That, the Revised Subject/Tasks List of the Notify the revised TOR ICAO APAC Revised May 2008 COMPLETED.
Terms of ATNICG provided in Appendix A to the and Task List Office/ATNICG TORs/Tasks List
Reference and the Report on Agenda Item 3.3 be adopted. ATNICG/3 was
Subject/Tasks notified the
List of ATNICG Subject/Tasks List
D
C 18/25 Guidance That, the Guidance Document for AMHS Publish First Edition of ICAO APAC Guidance December COMPLETED.
Document for Conformance Testing as provided in the Guidance Document Office Document for 2007
AMHS Appendix B to the Report on Agenda Item for AMHS AMHS in ICAO Posted on APAC web
Conformance 3.3 be adopted and published as First Edition APAC Website site and States were
D Testing for use in the Asia and Pacific Region informed on 18 Dec.
07
A - 12
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/26 Amendment to That, FASID Table CNS-1E, ATS Inter- Process amendment ICAO APAC Amendment March COMPLETED.
FASID Table Facility Data Communication (AIDC) proposal Office proposal 2008
CNS-1E Implementation Plan , be replaced with the Amended FASID
updated Table in accordance with the CNS Table 1E
D established procedure. circulated to States
through letter dated 19
March, 2008.
Approved on 23 May
08.
C 18/27 ATN/AMHS That, ICAO be invited to coordinate with the Coordinate with Thailand ICAO APAC Workshop January COMPLETED.
Implementation State concerned to conduct an ATN/AMHS for conducting Office 2008
Seminar/Worksho Seminar/Workshop to address Workshop The workshop was
D p implementation issues in early 2008 conducted from 21 to
23 January, 2008 in
Chiang Mai
C 18/28 Amendment to That, the revised AMHS ICD provided in the Publish AMHS ICD ICAO APAC Web document December COMPLETED.
AMHS ICD Appendix C to the Report on Agenda Item Office 2007
D 3.3 be adopted as the Second Edition of Posted and States
ASIA/PAC AMHS ICD were informed on 18
Dec.07
C 18/29 Aeronautical That, the Strategy for Aeronautical Mobile Publish Aeronautical ICAO APAC State Letter September COMPLETED.
Mobile (R) (R) Service in the Asia/Pacific Region shown Mobile (R) Service Office 2007
Service Strategy in Appendix D to the Report on Agenda Item Strategy State Letter
D 3.3 be adopted and published. AP0132/07 (CNS)
issued on 14 Dec.07
A - 13
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/30 Strategies for the That, the Strategies for the provision of Publish the revised ICAO APAC Revised December COMPLETED.
Provision of navigation services and GNSS Navigation strategies on the ICAO Office Strategies 2007
Navigation Capability provided in Appendix E and APAC Website published in State Letter dated 14
Services and Appendix F to the Report on Agenda Item APAC Region December 2007 issued
D GNSS Navigation 3.3 be adopted and published. Website and posted on APAC
Capability in the web site.
Asia/Pacific
Region
D 18/31 Revision of the That, the revised Terms of Reference (TOR) Notify the ADS-B SITF ICAO APAC Revised TOR April 2008 COMPLETED.
TOR and and Subject/Tasks List of ADS-B Study and revised Terms of Office/ADS-B and
Subject/Tasks Implementation Task Force provided in Reference and Tasks list SITF Subject/Tasks list TOR and
List of ADS-B Appendix G to the Report on Agenda Item of ADS-B Study Subject/Tasks List
Study and 3.3 be adopted. and reviewed by ADS-B
D Implementation Implementation SITF/7 held from 7 to
Task Force Task Force 11 April, 2008 and
posted on web site.
C 18/32 The guidance That, the guidance material on comparison of Publish the Guidance ICAO APAC Publish Guidance January COMPLETED.
material on various surveillance technologies (GMST) Material on Comparison Office Material on 2008
comparison of provided in the Appendix H to the Report on of Various Surveillance Comparison of State Letter dated 14
various Agenda Item 3.3 be adopted. Technologies. Various December 2007 issued
D surveillance Surveillance and posted on APAC
technologies Technologies on web site.
ICAO APAC
Website
A - 14
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/33 The Second That, the ADS-B Implementation and Publish the amended ICAO APAC Amended AIGD January COMPLETED.
Amendment to Operational Guidance Document (AIGD) be AIGD. Office be available in 2008
the AIGD amended as shown in the Appendix I to the ICAO APAC State Letter dated 14
D Report on Agenda Item 3.3. Website December 2007 issued
and posted on APAC
web site.
C 18/34 Guidelines on That, States consider the performance a) Publish the ICAO APAC Publication of December COMPLETED.
performance parameters contained in Appendix J to the guidelines; and Office Guidelines on 2007
parameters for Report on Agenda Item 3.3 as service b) urge the States to use ICAO APAC State Letter dated 14
using ADS-B performance guidelines while finalizing these guidelines on Website December 2007 issued
D managed service acquisition of an ADS-B managed service performance and the guidelines
agreement with a service provider. parameters for using State Letter posted on the APAC
ADS-B managed web site.
service.
A - 15
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/35 Mandate Regional That, States planning to deliver ADS-B based Urge the States to ICAO APAC State Letter December CLOSED.
ADS-B Out ATS services, implement requirements for implement requirements Office 2007
Implementation ADS-B Out avionics equipage for aircraft for ADS-B Out avionics
operating in their airspace with a target date with target date of 2010 Target date State letter issued on
of 2010 revised to 16 April 08
April 2008
Note: The implementation would require
aircraft equipped with avionics compliant
with either
a) Version 0ES as specified in Annex 10,

Volume IV, Chapter 3, Paragraph
3.1.2.8.6 (up to and including Amendment
82 to Annex 10) and Chapter 2 of draft
Technical Provisions for Mode S Services
and Extended Squitter (ICAO Doc 9871)
to be used till at least 2020. or
b) Version 1ES as specified in Chapter 3 of
draft Technical Provision for Mode S
D Services and Extended Squitter (ICAO
Doc 9871) (Equivalent to DO260A)
C 18/36 Concept of Use That, the Concept of Use of Multilateration Advise the States on the ICAO APAC Publish the January COMPLETED.
for provided in Appendix K to the Report on availability of Guidance Office Guidelines on 2008 Posted on APAC web
D Multilateration Agenda Item 3.3 be adopted as Version 1 for Material ICAO APAC site and States were
use as regional guidance material. Region Website informed on 14 Dec.
07
A - 16
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/37 Surveillance That, the Surveillance Strategy for Publish the guidance ICAO APAC Surveillance September COMPLETED.
Strategy for Asia/Pacific Region provided in Appendix L material. Office Strategy in ICAO 2007 Surveillance Strategy
D Asia/Pacific to the Report on Agenda Item 3.3 be adopted APAC Website for Asia/Pacific
Region and published. Advise the States on Region posted on
availability of the ICAO APAC website
Strategy
C 18/38 Establishment of That, a South-East Asia Sub-regional ADS-B ADS-B SEA Working States Group December COMPLETED.
ADS-B Working Implementation Working Group be Group to be established concerned established and 2007
D Group-SEA established by end 2007 to develop the terms first meeting ADS-B SEA Working
of cooperation and an implementation plan conducted Group established.
for near-term ADS-B applications in the sub- First meeting of the
region. Group held in Nov.
07.
Conducted 2nd
meeting on 2 & 3 July
08 in KL, Malaysia.
C 18/39 Update of ISCS That, a) Urge States to update ICAO APAC Updated List of April 2008 a) COMPLETED
Operational Focal their nomination for Office Focal Points of State letter was
Points a) ICAO Regional Office request the focal points Contact Issued. Replies are
ASIA/PAC ISCS user States to update being received and
the list of ISCS operational focal points updating of the list in
shown in Appendix M to the Report on Progress.
Agenda Item 3.3; and
b) Urge provider State b) Provider States
b) the ISCS provider State maintains the list to maintain the urged to maintain the
of ISCS operational focal points on the updated list updated list
ISCS website.
D
A - 17
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/40 Co-ordination That, the WAFSOPSG be invited to consider Invite WAFSOPSG to ICAO HQ Appropriate 2013 CLOSED.
between WAFCs including a provision in Annex 3 requiring consider inclusion in provisions in Coordination with
and TCACs the WAFCs to establish and maintain contact Annex 3 the Annex 3. WAFSOPSG has been
with the TCACs in order to harmonize the requirement of contact completed through its
Secretary. ANC
D information on tropical cyclones in the WAFS information
SIGWX forecast and the TCAC advisories. supported the request
C 18/41 Improvements of That, the WAFSOPSG be invited to consider Invite WAFSOPSG to ICAO APAC Improvement in 2008 CLOSED
WAFS ways to improve the provision of WAFS consider the ways to Office the Temperature Coordination with
temperature temperature forecasts near the tropopause improve temperature Forecast WAFSOPSG
forecasts near the over the polar regions. forecast completed to consider
tropopause over the ways to improve
AD the polar regions temperature forecast
C 18/42 MET Deficiencies Recognizing the importance of regular Carry out co-ordination ICAO APAC State Letter 2008 COMPLETED
Related to provision of OPMET data for the safety and with the States concerned Office/States States concerned were
OPMET Data efficiency of the air transport operations, to validate the identified concerned urged to take urgent
Shortfalls systematic data shortfalls identified by the deficiencies. action to validate and
OPMET Management Task Force through its correct deficiency
monitoring procedures be considered as with U priority.
AD deficiencies and added to the APANPIRG list
of deficiencies in accordance with the
established procedures
A - 18
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/43 Harmonization of That, the ISCS Provider State, in coordination Urge ISCS Provider State ICAO APAC Harmonized December COMPLETED
the content and with RODB Tokyo and RODB Singapore, be to consider the Office format and 2007 ISCS Provider State
format of invited to consider harmonizing the bulletin harmonization of bulletin contents of and RODB Singapore
Asia/Pacific format and the content of the OPMET format and content of OPMET data and Japan
OPMET data on information on the ISCS broadcast in order to OPMET Information harmonized bulletin
the ISCS ensure that all ASIA/PAC OPMET data format and content of
D broadcast. relayed to Washington Data Bank is OPMET Information
disseminated by the ISCS broadcast. as of 29 August 2008
at 0000UTC
C 18/44 Implementation Recognizing that changes to the provisions Conduct a Study to OPMET Study Results 2008 COMPLETED
of Changes to for TAF in Amendment 74 to Annex 3, which identify the States’ plans Management OPMETMTF/6
TAF Provisions in will become applicable on 5 November 2008, for implementation of Task Force adopted a decision to
Amendment 74 to will require significant changes to the States’ Amendment 74 to Annex conduct a survey on
Annex 3 national practices and to the ROBEX TAF 3 and the use of TAF
exchange: information in
VOLMET by airlines.
a) the OPMET Management Task Force Survey conducted
should conduct a regional study to identify
the States’ plans for implementation in
order to ensure timely update of the related
ROBEX TAF procedures:
b) IATA be requested to provide the new Request IATA to provide ICAO APAC Identification of December
users’ requirements for the TAF period of new user requirements Office user 2007 COMPLETED
validity for all aerodromes in FASID requirements
Table MET 1A as soon as possible but not
D later than end of December 2007
A - 19
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/45 Enhancing That, States be urged to undertake systematic Urge States to take up ICAO APAC State Letter December CLOSED
Quality Control monitoring and quality control of the OPMET monitoring and quality Office 2007 State letter issued
on OPMET information promulgated for international control of OPMET urging States to take
information by exchange in accordance with Annex 3, 2.2.4 information in up monitoring and
States. and 2.2.5 to ensure full compliance with accordance with Annex quality control of
specified formats and contents of the 3, 2.2.4 and 2.2.5 OPMET information
AD messages, as well as, with the prescribed in accordance with
filing and transmission schedules. Annex 3, 2.2.4 and
2.2.5
C 18/46 Issues related to That, the implementation issues identified by Inform METWSG about ICAO HQ 2008 CLOSED
Implementation the ASIA/PAC SIGMET seminar, listed in the issues identified for Amendment to
Improvement of Appendix N to the Report on Agenda Item further study Doc 8896 METWSG has been
the SIGMET 3.3, be brought to the attention of the informed about the
Provisions Meteorology Warnings Study Group Annex 3 issues identified for
D (METWSG) for further study and provisions 2010 further study
development of additional guidance to
improve the implementation.
A - 20
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/47 New edition of the That, the Fourth edition of the ASIA/PAC a) Publish ASIA/PAC ICAO APAC SIMET Guide on 2008 a) COMPLETED-
ASIA/PAC SIGMET Guide, as shown in Appendix O to SIGMET Guide Office web site New Edition of
SIGMET Guide the Report on Agenda Item 3.3, be published ASIA/PAC SIGMET
on the ICAO APAC website according to b) Urge States to State Letter 2008 Guide is published in
established procedures and the Regional implement SIGMET the web site and
Office urges States to implement the amended provisions in time as States have been
SIGMET provisions in time for the stipulated in Amendment advised accordingly.
D applicability date of Amendment 74 to Annex 74 to Annex 3
3 (7 November 2007). b) COMPLETED
States were urged to
implement SIGMET
provisions in time as
stipulated in
Amendment 74 to
Annex 3
C 18/48 Amendment to That, the amendment proposal to Part VI, Process amendment for ICAO APAC Amendment 2008 COMPLETED
the MET part of Meteorology (MET) of the ASIA/PAC Basic Part VI (MET) of the Office Proposal Processed
the ASIA/PAC ANP and FASID shown in Appendix P to the ASIA/PAC Basic ANP amendments to Part
Basic ANP and Report on Agenda Item 3.3, be processed in and FASID VI (MET) of the
FASID (Doc 9673) accordance with the established procedure. ASIA/PAC Basic
D ANP and FASID in
accordance with the
established procedure.
A - 21
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/49 Developing That, ICAO be invited to extend the guidance Co-ordinate with ICAO ICAO HQ Amendment of 2008 CLOSED
guidance on the material in Doc 9377, Manual on HQ for the amendments Doc 9377 Survey was conducted
ATM Coordination between Air Traffic Services, of Doc 9377 to include and the result is being
requirements for Aeronautical Information Services and new requirements for ICAO Issue consolidated for
MET services and Aeronautical Meteorological Services, to MET services and Form transmitted submission to ICAO
facilities cover new requirements for MET services and facilities to HQ by HQ for the
facilities emerging from the Global ATM Regional Office appropriate action.
D Operational Concept, Doc 9854 and the in early 2008
Global Air Navigation Plan, Doc 9750.
C 18/50 Replacing “km/h” That, ICAO, in consultation with users, be Co-ordinate with ICAO ICAO HQ Amendment 2010 CLOSED
with “m/s” as the invited to consider replacing “km/h” with HQ for amendment proposal ANC approved
SI unit of “m/s” as the SI unit of measurement of wind proposals in consultation amendment proposal
measurement of speed in ICAO Annexes. with the users ICAO Issue to Annex 3.
wind speed in Form transmitted
D ICAO Annexes to HQ by
Regional Office
in early 2008
D 18/51 Updated Terms of That, the Terms of Reference and the Notify CNS/MET SG of ICAO APAC Updated TOR 2008 COMPLETED
Reference and Subject/Tasks List of the CNS/MET Sub- the updated Terms of Office and subject
Subject/Tasks group presented in Appendix S and Reference and /Tasks List CNS/MET SG
List of the Appendix T to the Report on Agenda Item Subject/Tasks List meeting in July 2008
CNS/MET Sub- 3.3 respectively, be adopted. notified of the
D group updated Terms of
Reference and
Subject/Tasks List
A - 22
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/52 Establishment of That, an Asia/Pacific PBN Task Force, with Establish the PBN Task ICAO APAC PBN Task Force Jan/2008 COMPLETED
a regional terms of reference as outlined in Appendix A Force Office
Performance to the APANPIRG/18 Report on Agenda Item First Meeting of PBN
Based Navigation 3.5, be established to develop a PBN Task Force held from
D Task Force implementation plan for the Asia/Pacific 9-11 January 2008.
(PBN/TF) Region and address related regional PBN Second meeting held
implementation issues. from 1-3 April 08.
Third meeting held
from 16-18 July 08.
C 18/53 Development of That, the Regional Office encourage States to Encourage States to ICAO APAC State Letter 2009 ONGOING.
State PBN begin development of their State PBN develop State PBN Office based on regional
Implementation implementation plans in harmony with the implementation plan by PBN PBN/TF is developing
D Plans development of the Asia/Pacific Regional 2009 implementation models for such plans.
PBN implementation plan being coordinated plan to be
by the Asia/Pacific PBN Task Force for developed by
submission to APANPIRG/19 (2008). PBN task force
C 18/54 Globally That, ICAO be invited to continue to ensure Develop globally ICAO HQ Appropriate July 2009 CLOSED
harmonized development and maintenance of globally harmonized PBN SARPs provisions and
SARPS and harmonized PBN SARPs and guidance and guidance material. guidance ANC supported and
guidance material materials to keep pace with operational PBN material requested the
D for PBN implementation demands, including secretariat to process
development of model documentation suitable ICAO Issue the issue form as a
for adaptation by State regulatory authorities Form transmitted priority
in implementing State aircrew and airframe to HQ by
approval processes for PBN. Regional Office
in early 2008
A - 23
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/55 Designation of That, by 31 December 2007, States designate Designate contact person States List of contact Dec2007 CLOSED
contact person for a focal contact person responsible for for PBN implementation persons
PBN performance based navigation implementation State letter circulated
implementation and provide details of the contact person to on 3 October 2007.
D ICAO Asia/Pacific Regional Office
accordingly.
D 18/56 Revised Terms of That, the revised Term of Reference for the Advise RASMAG of ICAO APAC Revised TOR for Dec2007 COMPLETED,
Reference for Regional Airspace Safety Monitoring amended TOR Office RASMAG
RASMAG Advisory Group (RASMAG) provided in reviewed by
D Appendix B of the APANPIRG/18 Report on RASMAG/8
Agenda Item 3.5 be adopted. December 2007
D 18/57 Dissolution of That, there being no need for further activity Notify members ICAO APAC Notification to Oct 2007 COMPLETED
RASMC/TF for the foreseeable future on mechanisms for Office member States
regional funding arrangements for State Letter AP109/07
Asia/Pacific airspace safety monitoring, the (ATM) dated 16
D RASMC/TF be dissolved. October 2007
C 18/58 Adoption of That,

APANPIRG On- COMPLETED
line Deficiency a) the APANPIRG Deficiency Data Base be Establish on line database ICAO APAC User name and December
Data Base (follow- adopted and linked to the ICAO APAC on APAC website Office pass word 2007 State letter circulated
D up of APANPIRG web site; and provided to on 10 Oct 07
17/53, ALLPIRG b) the Regional Office provide secured States and other
5/14 access to the on-line Deficiency Data authorities
Base to all CAAs and other authorities concerned
concerned within the ASIA/PAC States.
A - 24
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/59 Resolution of That, in recognizing the safety implications of Assist in establishment of ICAO HQ TC Project 2008 ON GOING
ATM and OPS the long-standing ATM and OPS deficiencies TC project
Deficiencies in the in the South-West Pacific SIDS included in State letter to SIDS
South West the APANPIRG Deficiency Data Base, circulated on 22
D Pacific Small ICAO, in coordination with the international January 08 to update
Island Developing organizations and regional bodies concerned, the status of
States (SIDS) considers providing urgent assistance to these deficiencies identified.
States in order to build their capacity to Additional follow up
provide the required services in a sustainable by Regional Office
and cost-efficient manner and through PASO.
Response still awaited
from States.
A - 25
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/60 Implementation That,

aspects of the Notification to States ICAO APAC State letter and Nov 2007 COMPLETED.
Regional the Regional Office promulgates the amended Office web site State letter issued on 1
Supplement to the Supplement to the Uniform Methodology as publication October 2007.
Uniform shown in the attachment and draws attention
Methodology for to the need to comply with the Supplement, in 10 States (China, HK,
resolution of particular, with the following key Fiji, Japan, Malaysia,
deficiencies. implementation requirements: Maldives, NZ,
Singapore, and
• Designation of a contact officer by all Thailand & ROK)
States to coordinate with the Regional have designated their
Office matters related to deficiencies ; contact person.
• Timely provision of corrective action plans

by the States for all identified deficiencies
• User organizations obligation to provide

periodically information on identified or
resolved deficiencies.
D 18/61 Dissolution of That, the DRTF, having completed its task of Notify member states ICAO APAC Notification to October COMPLETED.
DRTF developing procedures and guidelines in the Office Member states 2007 State letter issued on
management of air navigation deficiencies, 24 Sept 07.
D according to its Terms of Reference, be
dissolved
A - 26
APANPIRG/19
Concl/
Dec No.
Title of
Strategic by
Decision
Objective*
C 18/62 Resolution of air That,

navigation a) States establish action plans with fixed Urge States to prepare ICAO APAC State letter Jan 2008 COMPLETED.
deficiencies target dates for resolution of safety action plan and consider Office,
related deficiencies and inform ICAO utilizing the services of State letter issued on
AD Regional Office Technical Cooperation 10 October 07.
b) States to consider utilizing the services Bureau for the resolution States State’s Action
of the ICAO Technical Cooperation of deficiencies. Plan to resolve
Bureau for rectification of the deficiencies.
deficiencies identified and
c) States, financial institutions, industry
and other partners be requested to
provide funding support or kind to
technical cooperation projects developed
to rectify deficiencies identified.
* Note: ICAO has established the following Strategic Objectives for the period 2005-2010:
A: Safety - Enhance global civil aviation safety; B: Security - Enhance global civil aviation security; C: Environmental Protection - Minimize the adverse effect of global civil aviation on the
environment; D: Efficiency - Enhance the efficiency of aviation operations; E: Continuity - Maintain the continuity of aviation operations; F: Rule of Law - Strengthen law governing international civil
aviation.
A - 27
APANPIRG/19
Follow up action by ICAO on other items
Strategic APANPIRG/18 Text of item Follow up action To be Deliverable Target status

Objective report ref page initiated by date
CLOSED
3.2.126 Common ICD for global ICAO APAC ICAO to
implementation of AIDC office advice on ICAO HQ was
suitable informed and
automated requested to
method of include in the
transferring work
planned programme.
and/or current
aircraft data
from one
ANSP to
another
3.2.144 Communications performance Further guidance on ICAO APAC Further CLOSED

associated with the provision of suitable mechanism office guidance by
regional data link services that enforce adequate ICAO HQ was
end to end system informed and
performance of provided
satellite WP/21to
communications APANPIRG/19
systems to meet
current and future
data link operational
demands.
A - 28
APANPIRG/19
Strategic APANPIRG/18 Text of item Follow up action To be initiated by Deliverable Target Status
Objective report ref page date
3.1.1 Amendment proposal to Basic ANP Notify member ICAO APAC State letter 30 Sept 07 COMPLE
and FASID-AOP states TED
State letter
issued on
26 Sept
07.
A - 29
APANPIRG/19
STATUS OF OUTSTANDING CONCLUSIONS/DECISIONS OF APANPIRG IN ATM/AIS/SAR FIELDS
Report Action
Reference by
Decision/Conclusion Title/ Status
----------- ANC/ Action by States/ICAO
ANC/Council Action, if any
Conc/Dec Counci
No l
C16/19 Study of States’ preparedness to implement safety management systems A SIP proposal for additional CLOSED
ATS SMS training via field
That, a study of States’ preparedness to implement ICAO safety management RASMAG/9 (May
visits was developed by
systems in accordance with Annex 11 be undertaken by the Asia/Pacific Regional 08) considered that
Regional Office and approved
Office in conjunction with the ATS coordination groups and RASMAG by the this Conclusion
by ICAO Council, for
first quarter of 2006, and a plan of action developed to be reported to had been
implementation in last quarter
APANPIRG/17 in September 2006. overtaken by
2006.
events and made
SIP workshop was conducted recommendation
from 25-29 September 2006. to APANPIRG/19
that it be ‘Closed’.
A–1
APANPIRG/19
STATUS OF OUTSTANDING CONCLUSIONS/DECISIONS OF APANPIRG IN THE CNS/MET FIELDS
Report
Noted by
Reference Decision/Conclusion
ANC/ Action by States/ICAO Status
----------- ANC/Council Action, if any
Council
Conc/Dec No.
C 15/15 Conclusion 15/15 – Asia/Pacific Regional ATN Implementation Considered premature due to ON GOING
System Management Operational Procedures lack of experience in
The basic guidance
operational aspect to develop a
That, the Asia/Pacific regional ATN Implementation System Management material on
manual procedure. This task
Operational Procedures be published to assist States in implementation of the procedures was
can be addressed only after
ATN ground infrastructure in the Asia/Pacific region. developed in 2004.
gaining sufficient operational
Further updates are
experience of AMHS.
expected by
ATNICG based on
sufficient
Asia/Pacific Regional ATN
experience gained
Implementation System
in 2009.
Management Operational
Procedures containing initial
direction and guidance was
published in August 2004.
Conclusions/Decisions of APANPIRG/16
C 16/47
Conclusion 16/47 – Production of SIGMET posters The posters for WS and COMPLETED
tropical cyclone SIGMET .
That, in order to enhance the availability and quality of the SIGMET have been prepared by Hong Design of VA, TC
information, Australia and Hong Kong China be invited to produce in 2006, in Kong, China; the poster for and WS SIGMET
coordination with the VA/TC Implementation TF, and in consultation with volcanic ash SIGMET has poster has been
ICAO, WMO and the TCAC and VAAC Provider States in Asia/Pacific been prepared by Australia completed and
Region, SIGMET posters describing the SIGMET procedures for volcanic ash and New Zealand in distribution of the
clouds, tropical cyclones and other hazardous meteorological phenomena, to coordination with the ICAO, three posters is being
be used as training material and quick reference tools by the MWOs. WMO and Japan. The posters processed.
dissemination to States is
being processed.
A–2
APANPIRG/19
Appendix B to the Report on Agenda Item 1.3
Status of Outstanding Conclusions/Decisions of APANPIRG/17
Concl/De
c No.
--- Title of
To be Status
Strategic Conclusion/ Text of Conclusion/Decision Follow-up Action Deliverable
initiated by
Objective Decision
*
C 17/2 Implementation That States of the Asia/Pacific Region Implement conclusions ASIA/PAC ICAO State
of ALLPIRG/5 take action to implement the following States letter CLOSED
A,D conclusions by conclusions of ALLPIRG/5: Ref: AN sufficient time has passed since
Conclusions 5/1, 5/4, 5/5, 5/7, 5/8,5/9, 3/8:AP0106/06 ALLPIRG/5 allowing the work
States
dated 9 Nov 06 associated with these items to be
5/11, 5/13 and 5/16 incorporated in States normal
work
C 17/3 Implementation That international organizations take Implement conclusions Intl ICAO State
of ALLPIRG/5 action to implement the following organizations letter CLOSED
A,D conclusions by conclusions of ALLPIRG/5: Ref: AN 3/8:AP- sufficient time has passed since
Conclusions 5/2, 5/4, 5/5, 5/7, 5/13 and MET 0109/06 ALLPIRG/5 allowing the work
international
dated 9 Nov 06 associated with these items to be
organizations 5/16 incorporated in International
organisations normal work
B-1
APANPIRG/19
Concl/De
c No.
--- Title of
To be Status
initiated by
Objective Decision
*
D 17/10 Establish That, recognizing the new regional Creation of TF APANPIRG TOR
APANPIRG planning methodologies precipitated by CLOSED
D Regional the second amendment to the Global Air Teleconference TF TF Report
Overtaken by events at HQ and
Performance Navigation Plan and the new ICAO no specific action by the Task
Framework business planning requirements, a Task Follow work programme TF Regional Force is identified –
Task Force Force be established to develop a established with TORs. First performance APANPIRG/19 WP/6 refers.
proposal/framework for consideration meeting of RPF/TF held 2 framework
by APANPIRG/18 for incorporating the September 2007. Further Decision 19/4 refers.
performance based approach into the action deferred until Report to
work programme of APANPIRG and its guidance in Manual on − ATM/AIS/
contributory bodies. The Terms of Global Performance of the SAR/17
Reference of the Task Force are Air Navigation System (Doc − CNS/MET/11
− APANPIRG/18
provided in Appendix B to the Report 9883) is available, expected
on Agenda Item 2.1. late 2008.
Further actions to be deferred
until the outcome of two
activities being taken by ICAO
HQ are known.
1. The ANC review PIRG’

activities, particularly with
respect to Business Plan
implementation activities, which
may result in changes to the
mandate, activities and terms of
reference of the PIRGs.
2. Development by ICAO HQ
of an Air Navigation integrated
air navigation work Programme
to include appropriate regional
office activities.
B-2
APANPIRG/19
Concl/De
c No.
--- Title of
To be Status
initiated by
Objective Decision
*
C 17/14 Improvement of That, in order to increase the reliability Establish a standard model ICAO HQ Appropriate
aeronautical and integrity of the aeronautical for the electronic exchange of provisions CLOSED
D information information in support of navigation aeronautical information.
exchange and functions, ICAO be invited to establish, actions being managed by
management as a matter of urgency, a standard model During March 2008, the Air ICAO HQ
for the electronic exchange of Navigation Commission
aeronautical information. agreed that:
a) a new study group, to be
known as the Aeronautical
Information Services-
Aeronautical Information
Management Study Group
(AIS-AIMSG), be
established to
assist the Secretariat with the
development of:
1) a global strategy/roadmap
for the transition from AIS to
AIM to be delivered in
draft by December 2008;
2) SARPs and guidance
material, expected by 2010,
related to the provision of a
standard aeronautical
information conceptual
model and standard
aeronautical
information exchange model
to enable the global exchange
of data in digital
format;
B-3
APANPIRG/19
Concl/De
c No.
--- Title of
To be Status
initiated by
Objective Decision
*
3) other SARPs, guidance

and training material
necessary to support AIM
implementation; and
b) the AISMAPSG and the
ADMSG be disbanded.
C 17/38 Amendment to That, the ASIA/PAC FASID Table Process amendment proposal Regional Amendment COMPLETED
ASIA/PAC MET 1A be amended as shown in for FASID Table MET 1A Office proposal
A,D FASID Table Appendix I to the Report on Agenda The amendment proposal has been
MET 1A, Item 2.2. processed in accordance with
established procedures.
Meteorological
services
required at
aerodromes
B-4
APANPIRG/19
Concl/De
c No.
--- Title of
To be Status
initiated by
Objective Decision
*
C 17/43 Development of That, in recognizing the importance of COMPLETED

provisions on the meteorological support for the air
D MET/ATM traffic management,
coordination
a) ICAO Regional Office conduct a Conduct survey MET/ATM Questionnaire Survey has been completed.
survey of the evolving requirements TF, for the survey
for meteorological information and Regional
Result of the survey provided to HQ.
services in support of air traffic Office Survey Report to
management; and be presented to
− ATM/AIS/ Survey Report presented to
− ATM/AIS/ SAR/17
SAR/17 − CNS/MET/11
− CNS/MET/11 and Results of survey presented
to
b) the results of the survey above, be Develop SARPs Appropriate -CNS/MET/ SG/12.
referred to the appropriate ICAO provisions
body in view of potential extension ICAO HQ
of the existing provisions on the
meteorological services for ATS, to
cover the other ATM fields.
C 17/44 Development of That, ICAO be invited to consider Develop wind shear posters Hong Kong, Posters COMPLETED
new windshear updating the windshear posters for China,
A,D posters training and educational purposes, based ICAO HQ,
on the posters being developed by Hong WMO,
Kong, China in collaboration with IFALPA
WMO and IFALPA.
B-5
APANPIRG/19
Concl/De
c No.
--- Title of
To be Status
initiated by
Objective Decision
*
D 17/47 Task Force to That a Task Force be established to Establish TF APANPIRG TOR CLOSED
establish develop and distribute to States by 30
A Regional June 2007 implementation proposals for Develop proposal for TF Report to Decision 18/57 refers
Airspace Safety the establishment of Regional Airspace RASMB RASMAG
Monitoring Safety Monitoring Committees
Committees (RASMC). The Task Force would work First meeting of RASMC/TF
in accordance with the terms of held on 15 Feb 07.
reference in Appendix A to the Report APANPIRG/18 considered
on Agenda Item 2.4 and use, inter alia, outcomes and disbanded
recent ICAO guidance materials in RASMC/TF
relation to the global approach for the
funding of airspace safety monitoring.
C 17/53 A regional on- That, in order to ensure transparency Establish on-line database. Regional On-line database COMPLETED
line database of and facilitate resolution of deficiencies, Office,
A air navigation ICAO Regional Office be invited to DRTF, Online database of air navigation
deficiencies in establish a regional on-line database of ICAO HQ deficiencies has been created.
ASIA/PAC air navigation deficiencies and provide
Region secure access to States’ Administrations
and other users concerned.
B-6
APANPIRG/19
Concl/De
c No.
--- Title of
To be Status
initiated by
Objective Decision
*
C 17/54 Deficiency That, CLOSED

resolution
A objective for a) all ASIA/PAC States listed in the Establish action plans States Action plan States urged to submit action plans
ASIA/PAC APANPIRG List of deficiencies be
States urged to establish action plans with
fixed target dates for resolution of all
safety related deficiencies and inform
ICAO Regional Office by mid 2007
rd
of their plans; and Reported to DGCA/43. 43
Report to DGCA. Regional DP for DGCA DGCA Conference addressed this
issue in action item 43/1- Resolution
b) the need for urgent action in Office of Deficiencies
resolving safety related deficiencies
be brought to the attention of
DGCA/43 conference in December
2006.
A: Safety - Enhance global civil aviation safety; B: Security - Enhance global civil aviation security; C: Environmental Protection - Minimize the adverse effect of global civil aviation
on the environment; D: Efficiency - Enhance the efficiency of aviation operations; E: Continuity - Maintain the continuity of aviation operations; F: Rule of Law - Strengthen law
governing international civil aviation.
B-7
AGENDA ITEM 2: GLOBAL AND INTER REGIONAL
ACTIVITIES
Agenda Item 2.1: Global Air Navigation Plan – CNS/ATM

coordination & activities
Agenda Item 2.2: Global Aviation Safety Plan

APANPIRG/19 2-1
Agenda Item 2: Global and Inter Regional Activities
2.1 Overview of Global Air Navigation Plan (GANP) and Global Aviation Safety Plan
(GASP)
2.1.1 The meeting received an overview of GANP and GASP developed by ICAO. The
meeting noted that subsequent to the work done by ICAO to harmonise safety and efficiency planning
on a global basis, the 36th Session of ICAO Assembly resolved (A 36-7: ICAO Global Planning for
safety and efficiency refers) that these global plans shall provide the framework in which regional,
sub regional, and national implementation plans will be developed and implemented thus ensuring
harmonisation and coordination of efforts aimed at improving international civil aviation safety and
efficiency. The meeting agreed to use GASP and GANP as the basis for its efficiency and safety
regional work programme.
2.2 Transition to Aeronautical Information Management
2.2.1 The meeting noted that to satisfy new requirements arising from the ATM operational
concept, AIS must transition to a broader concept of aeronautical information management (AIM),
with a different method of information provision and management given its data centric nature as
opposed to the product centric nature of AIS.
2.2.2 To support this transition from AIS to AIM, the meeting noted that ICAO has put in
place a work programme (Appendix A to the Report on Agenda Item 2.0) which includes
development of a global strategy/road map; appropriate provisions in Annex 4 and Annex 15 and
associated guidance material for standard aeronautical information conceptual and exchange models
to enable the global exchange of data in digital, open-architecture formats; and establishment of new
digital requirements with an appropriate presentation of aeronautical information to the end user such
as eAIP, electronic charts and the use of Geographic Information System (GIS). Furthermore, it will
be necessary to define the human resource activities to realize the future AIM. This will involve
identification of the basic future personnel skills required, mechanisms for validating competency,
and the development of supporting guidance and training material. Also, a work plan will be
developed to consider the resolution of any legal and institutional issues.
2.2.3 In view of the complexity of the issues involved in the transition from AIS to AIM,
ICAO has established a new ANC study group named the Aeronautical Information Services-
Aeronautical Information Management Study Group (AIS-AIMSG) to assist the ICAO Secretariat
with the development of a global strategy/road map for the transition from AIS to AIM and to prepare
new AIM SARPs and guidance material. Consequently, the existing Aeronautical Information and
Charts Study Group (AISMAPSG) and the Aeronautical Data Modelling Study Group (ADMSG) of
ICAO have been disbanded. On-going activities at the regional level will be integrated with that of the
study group to ensure harmonization at the global level. The meeting suggested that MET issues,
including the review of existing provisions in Annex 3 — Meteorological Service for International
Air Navigation, and a review of Doc 7192 be included in the work of the study group as the transition
from AIS to AIM develops.
2.2.4 Noting the information on transition to AIM, the meeting recognized the need for
States to establish a work programme once ICAO completes the development of the global
strategy/road map for transition from AIS to AIM in 2009.
2-2 APANPIRG/19
2.3 Asia and South Pacific Initiative to Reduce Emissions (ASPIRE)
2.3.1 The meeting noted that Australia, New Zealand, and the United States of America
have launched a multi-lateral ASPIRE partnership, placing renewed emphasis on developing air
traffic service improvements designed to increase efficiency and reduce greenhouse gas emissions
through operational initiatives in the Asia and South Pacific Region.
2.4 Vision of the Next Generation Air Transportation System
2.4.1 USA provided an update on the Next Generation Air Transport System (NextGen)
vision for 2025. The NextGen enables safe, efficient and reliable movement of large numbers of
people and goods throughout the air transportation system. The system is founded upon a set of
principles and is enabled by a series of key capabilities including Network-Enabled Information
Access; Performance Based Services; Layered, Adaptive Security; Weather Assimilated into
Decision-Making; Broad-Area Precision Navigation; Aircraft Trajectory-Based Operations;
Equivalent Visual Operations; and Super-Density Operations. The real-time information access will
provide users with all required information for the decision making. NextGen will use four
dimensional trajectories as the basis for planning and executing system operations. The Concept of
Operations (ConOps) Version 2.0, which provides a basic operational description how the NextGen
will function, was released on 13 June 2007. The NextGen Enterprise Architecture (EA) Version 2.0,
a tool for reengineering business practices and the underlying technology, was published on 22 June
2007. The NextGen Integrated Work Plan (IWP) Version 0.2 was published on 15 February 2008.
The NextGen will deliver an overall system capacity up to three times greater than that of current
operating levels. The detailed information regarding NextGen including ConOps and EA is provided
at http://www.jpdo.gov.
————————
APANPIRG/19
Appendix A to the Report on Agenda Item 2
EXPECTED OUTPUTS OF ICAO WORK PROGRAMME

FOR TRANSITION FROM AIS TO AIM
D2-INF-AIM ─ Aeronautical Information Management
ID Expected output Source Final results Completed

1. Global strategy/roadmap for the A36–WP/321 State letter/Guidance 2008
transition from AIS to AIM. material (Draft)
2. SARPs and guidance material related A36–WP/321 Amendments 36/37 to 2010/13
to the provision of a standard Annex 15
aeronautical information conceptual Amendments 56/57 to 2010/13
model and standard aeronautical Annex 4
information exchange model to New manual and 2010/13
enable the global exchange of data in amendment
digital format. Definition of a means Defined means to allow the 2010
to allow the further evolution of further evolution of the
these models in a managed and models
supportable manner.
3. SARPs and guidance material related A36–WP/321 Amendments 36/37 to 2010/13
to an appropriate presentation of Annex 15
digital aeronautical information to Amendments 56/57 to 2010/13
the end user, including eAIP, Annex 4
electronic charts and use of GIS Amendments to Doc 8126 2010/13
within the context of AIM. Amendments to Doc 8697 2010/13
4. Guidance material and further A36–WP/321 New AIM quality system 2010
development of SARPs related to the manual
quality system to support AIM. Amendment 36 to Annex 2010
15
5. Review of SARPs and guidance EANPG Conc. Amendment 36 to Annex 2010
material related to electronic terrain 49/39 15 2010
and obstacle data to determine if Amendment to Doc 9881
refinement of SARPs or additional
guidance material is necessary.
6. Guidance and training material A36–WP/321 New AIM training manual 2010
related to staffing and training for Amendment to Doc 8697 2010
the transition from AIS to AIM.
7. Development of a proposed work A36–WP/321 AN-WP 2009
plan to consider key legal and
institutional issues raised during the
Worldwide Symposium on Enabling
the Net-Centric Information
Environment (Montreal, 2 to 4 June
2008)
———————
A-1
AGENDA ITEM 3: REGIONAL AIR NAVIGATION PLANNING
AND IMPLEMENTATION ISSUES
APANPIRG/19 3-1
Agenda Item 3: Regional Air Navigation Planning and Implementation Issues
3. Regional and National Performance Framework
3.1 The meeting noted that the ICAO planning objective is to achieve a performance
based global air traffic management (ATM) system through the implementation of air navigation
systems and procedures in a progressive, cost-effective and cooperative manner.
3.2 The notion of a performance based air navigation system emanated from good
industry practices that have emerged over many years. As the aviation industry has evolved into a less
regulated and more corporatized environment with greater accountabilities, the benefits of
transitioning from systems based to performance-based planning are apparent. The performance-based
approach adheres to the following principles: strong focus on results through adoption of performance
objectives and targets; collaborative decision making driven by the results; and reliance on facts and
data for decision making. Assessment of achievements is periodically checked through a performance
review, which in turn requires adequate performance measurement and data collection capabilities.
The advantages of a performance-based approach includes: Result oriented, transparent and promotes
accountability; shift from prescribing solutions to specifying desired performance; employs
quantitative and qualitative methods; avoids a technology driven approach; helps decision makers to
set priorities; makes the most appropriate trade-offs; and allows optimum resource allocation.
3.3 To facilitate the realization of a performance based Global ATM system, the meeting
was informed that ICAO has made significant progress in the development of relevant guidance
material. The documents includes: a) Global Air Traffic Management Operational Concept (Doc
9854); b) The Air Traffic Management System Requirements (Doc 9882); the Manual on Global
Performance of the Air Navigation System (Doc 9883); and d) The Global Air Navigation Plan (Doc
9750). All these documents are made available on ICAO-NET.
3.4 In term of regional performance planning, the work will be based on Global Air
Navigation Plan in conjunction with Global Performance Manual. The outcome of this process would
result in an output and management form that has been designated as “Performance Framework Form
(PFF)”. This PFF has been standardized and a sample is shown in Appendix A to the Report on
Agenda Item 3. The PFF is applicable to both regional and national planning framework and thus
ensures easy understanding and harmonization. The explanatory notes provided in Appendix B to the
Report on Agenda Item 3 serve as guide for completing the PFF. The meeting agreed that
APANPIRG, on the basis of PFF, will identify the individual parties responsible for achieving the
regional performance objectives and establish a monitoring mechanism. Regional plans will include
information on progress achieved and provide periodic reports to ICAO Headquarters.
3.5 In terms of national performance planning, the States in cooperation with the ATM
community, evolve or develop national plans aligned with the regionally agreed performance
objectives through the use of common PFF template described in Appendix A to the Report on
Agenda Item 3. The meeting agreed that States, on the basis of PFF, should identify the individual
parties responsible for achieving the national performance objectives as well as a means for
monitoring the progress. National plans should include information on progress achieved and provide
periodic reports to APANPIRG.
3.6 The meeting acknowledged that the global ATM system will emerge through the
implementation of many initiatives by States over several years on an evolutionary basis. The set of
global planning initiatives(GPIs) contained in the Global Plan are meant to facilitate and harmonize
the work already underway within the regions and States so as to bring needed benefits to aircraft
operators over the near and medium terms. ICAO will continue to develop newer initiatives on the
basis of the operational concept and subsequently these will be placed in the Global Plan.
3-2 APANPIRG/19
3.7 Considering the need to have a clearly defined strategy to implement ATM systems
as well as to align work programmes of the States, regions and ICAO Headquarters, the meeting
adopted the following Conclusions:
Conclusion 19 /1 — Regional performance framework
That, a regional performance framework be adopted on the basis of ICAO guidance material
and aligned with the Global Air Navigation Plan and the Global ATM Operational Concept.
The performance framework should include identification of regional performance objectives
taking into consideration user expectations (to be mapped against current work) and
completion of regional performance framework forms based on the sample shown in
Appendix A to the report on Agenda Item 3.
Conclusion 19 /2 — National performance framework
That, States be invited to adopt a national performance framework on the basis of ICAO
guidance material and aligned with the regional performance objectives, the regional air
navigation plan and the Global ATM Operational Concept. The performance framework
should include identification of national performance objectives taking into consideration user
expectations (to be mapped against current work) and completion of national performance
framework forms based on the sample shown in Appendix A to the report on Agenda Item 3.
3.8 In developing the regional and national performance framework and associated PFFs,
the meeting agreed to take into account the IATA ATM user expectations for 2008-15. The meeting
noted that the IATA ATM user expectations for operational improvements in the Asia Pacific region
are in accordance with the requirements of ICAO Doc 9854, and aligned with the ICAO Global Plan
Initiatives as well as the Performance Based Navigation Manual (Doc 9613). IATA informed the
meeting that under the leadership of ICAO, substantial work is already underway within the Asia
Pacific region in many areas. The IATA ATM user expectations statement is designed to complement
and support the on going work of ICAO and the States within the Asia Pacific region and beyond.
IATA indicated that the current focus of the aviation industry regarding environmental issues and the
increased operating costs associated with fuel requires a review of work programs against user
expectations.
Implementation of Global ATM system: TC Projects
3.9 The meeting recognized that the Technical Cooperation (TC) projects serve as an
important mechanism for the States and PIRGs to support the implementation of air navigation
systems in order to achieve a seamless Global ATM system. Also, TC projects allow for active and
timely participation of specialists from different areas of States/international organizations that would
ensure an orderly implementation of the infrastructure.
3. 10 In this respect, the meeting noted that a TC project RLA/06/901 is currently in

progress in South American Region covering eight States at a total cost of USD 1,250,000 for the
period 2007 to 2011. The meeting recognized that the goals of the TC project are aligned with
performance objectives of the region and States and thus facilitate achieving a Global ATM system.
3.11 Using a similar approach, the meeting was informed that a project “Cooperative Air
Navigation Services Development Programme for Asia and Pacific Regions(CANSP –AP)”, that
includes addressing the air navigation deficiencies, training on performance framework, planning and
implementation of quality assurance systems, establishment of State Safety programme (SSP)
supported by SMS implementation by the industry, is being developed by ICAO on the principles of
the on-going COSCAPs in the Region. The meeting agreed that States should consider a TC
mechanism as appropriate in establishing a performance framework for the implementation of a
Global ATM system.
APANPIRG/19
APPENDIX A
PERFORMANCE FRAMEWORK FORM

(a sample)
REGIONAL PERFORMANCE OBJECTIVES /NATIONAL PERFORMANCE

OBJECTIVES —
OPTIMIZE THE ATS ROUTE
STRUCTURE IN EN-ROUTE AIRSPACE
Benefits
Environment • reductions in fuel consumption;
Efficiency • ability of aircraft to conduct flight more closely to preferred trajectories;
• increase in airspace capacity;
• facilitate utilization of advanced technologies (e.g., FMS based arrivals) and ATC
decision support tools (e.g., metering and sequencing), thereby increasing efficiency.
Strategy
Short term (2010)
Medium term (2011 - 20015)
ATM OC TIMEFRAM
COMPONENT TASKS E RESPONSIBILITY STATUS
S START-END
AOM En-route airspace 2005-2008
• analyze the en-route ATS
route structure and implement
all identifiable improvements;
• implement all remaining
regional requirements (e.g.
RNP 10 routes); and
• finalize implementation of
WGS-84
• monitor implementation
progress
• develop a strategy and work
programme to design and
implement a trunk route
network, connecting major
city pairs in the upper
airspace and for transit
to/from aerodromes, on the
basis of PBN and, in
particular, RNAV/5, taking
into account interregional
harmonization;
• monitor implementation
progress
GPI/5: performance-based navigation, GPI/7: dynamic and flexible ATS route
linkage to GPIs management, GPI/8: collaborative airspace design and management, GPI/11: RNP
and RNAV SIDs and STARs and GPI/12: FMS-based arrival procedures.
A-1
APANPIRG/19
Appendix B to the Report on Agenda Item 3
APPENDIX B
PERFORMANCE FRAMEWORK FORM - EXPLANATORY NOTES
1. Performance framework form: This form is an output and management form which is
applicable to both regional and national planning and includes references to the Global Plan. Other
formats may be appropriate but should contain as a minimum the elements described below
2. Performance objective: Regional /national performance objectives should be developed

using a performance based approach that best reflects the necessary activities needed to support
regional/national ATM systems. During their life cycle, performance objectives may change
depending on the ATM system’s evolution; therefore, throughout the implementation process, these
should be coordinated with and be available to all interested parties within the ATM Community. The
establishment of collaborative decision making processes ensures that all stakeholders are involved in
and concur with the requirements, tasks and timelines.
3. Regional performance objective: Regional performance objectives are the improvements

required to the air navigation system in support of the global performance objectives, and are related
to the operating environments and priorities applicable at the regional level.
4. National performance objective: National performance objectives are the improvements

required to the air navigation system in support of the regional performance objectives, and are related
to the operating environments and priorities applicable at the State level.
5. Benefits: The regional/national performance objectives should meet the expectations of the
ATM community as described in the operational concept and should lead to benefits for stakeholders
and be achieved through operational and technical activities aligned with each performance objective.
6. Strategy: ATM evolution requires a clearly defined progressive strategy including tasks and
activities which best represent the national and regional planning processes in accordance with the
global planning framework. The goal is to achieve a harmonized implementation process evolving
toward a seamless global ATM system. For this reason, it is necessary to develop short (1 to 5 years)
and medium term (6 to 10 years) work programmes, focusing on improvements to the system
indicating a clear work commitment for the parties involved.
7. ATM operational concept components; Each strategy or set of tasks should be linked with
associated components of the ATM operational concept. The designators for ATM components are as
follows:
• AOM – Airspace organization and management

• DCB – Demand and capacity management
• AO – Aerodrome operations
• TS – Traffic synchronization
• CM – Conflict management
• AUO – Airspace user operations
• ATM SDM – ATM service delivery management
8 Tasks: The regional/ national work programmes, using this PFF template, should define tasks
in order to achieve the said performance objective and at the same time maintain a direct relation with
ATM system components. The following principles should be considered when developing work
programme:
B-1
APANPIRG/19
• The work should be organized using project management techniques and performance-based
objectives in alignment with the strategic objectives of ICAO.
• All tasks involved in meeting the performance objectives should be developed using
strategies, concepts, action plans and roadmaps which can be shared among parties with the
fundamental objective of achieving seamlessness through interoperability and harmonization.
• The planning of tasks should include optimizing human resources as well as encouraging
dynamic use of electronic communication between parties such as the Internet,
videoconferences, teleconferences, e-mail, telephone and facsimile. Additionally, resources
should be efficiently used, avoiding any duplication or unnecessary work.
• The work process and methods should ensure that performance objectives can be measured
against timelines and the national and regional progress achieved can be easily reported to
PIRGs and ICAO Headquarters respectively.
9. Timeframe: Indicates start and end time period of that particular task(s).
10. Responsibility: Indicates the organization/entity/person accountable for the execution or

management of the related tasks.
11. Status: The status is mainly focused on monitoring the progress of the implementation of that
task(s) as it progresses toward the completion date.
12. Linkage to global plan initiatives (GPIs): The 23 GPIs, as described in the Global Plan,
provide a global strategic framework for planning for air navigation systems and are designed to
contribute to achieving the regional/national performance objectives. Each performance objective
should be mapped to the corresponding GPIs. The goal is to ensure that the evolutionary work process
at the State and regional levels will be integrated into the global planning framework.
————————
B -2
AGENDA ITEM 3: REGIONAL AIR NAVIGATION
PLANNING AND IMPLEMENTATION
ISSUES –
Agenda Item 3.1: AOP

APANPIRG/19 3.1-1
Report on Agenda Item 3.1
3.1 Aerodrome Operations and Planning (AOP)
3.1.1 Report on the implementation of Aerodrome certification requirements
3.1.2 The meeting recognized the importance of aerodrome certification and took note of
the observation made by the 36th Session of the Assembly on the relatively low level of
implementation of aerodrome certification including SMS.
3.1.3 The meeting noted from the ICAO survey on the level of implementation of both
aerodrome certification and Safety Management System in the Asia Pacific Region that:
i) 23 States including one territory and two Administrations participated in the

survey
ii) 22 States have confirmed the existence of a basic aviation law that provides for
the establishment of the Civil Aviation Authority, a key requirement for
undertaking the process of aerodrome certification.
iii) 19 states have promulgated aerodrome certification regulations.
iv) 78 international airports out of the 193 listed in ANP have been certified
v) 12 states have promulgated regulation on SMS
vi) 59 international airports out of 193 listed in ANP have an SMS in place at the
certified aerodrome.
vii) South West Pacific Small Islands States and Myanmar, Mongolia, and Timor-
Leste need assistance to implement the Annex 14, Volume I requirements on
aerodrome certification and SMS implementation. In light of this, the meeting
adopted the following Conclusion:
Conclusion 19/3 – Assistance in South West Pacific Small Island States and
Mongolia, Myanmar and Timor Leste in implementing the
requirements of aerodrome certification and SMS
That, in recognizing the importance on the implementation of Annex 14, Volume I

provisions related to aerodrome certification and SMS in the South West Pacific
Small Island States and developing States (Mongolia, Myanmar and Timor Leste),
ICAO considers providing assistance to these States in order to build their capacity to
provide the required services in a sustainable and cost efficient manner.
[Note: An appropriate form of providing assistance could include establishment of an

ICAO technical cooperation project with funding sought from donor agencies.]
3.1.4 The meeting urged States who have not implemented the requirements of aerodrome
certification and Safety Management System in certified aerodromes to allocate a high priority and
adequate resources to achieving implementation. New Zealand informed the meeting of their
willingness to assist States. Indonesia informed the meeting that 57 of their airports have been
certified.
3.1-2 APANPIRG/19
Bird Hazard Control and Monitoring
3.1.5 The meeting recalled that in light of bird strikes to aircraft being a serious safety issue
APANPIRG/18 urged States to establish a National Bird Control Committee and report to ICAO
Regional office by 31 July 2008. The meeting noted from the feedback that 10 States and one
Administration have confirmed that a National Bird control committee has been established. 3 States
are in the process of establishing Committees.
3.1.6 The meeting urged States who have not done so, to establish a National Bird Control
committee and inform ICAO Regional Office. The ICAO Secretariat will follow up with a State letter
by 31 October 2008.
Aerodrome Emergency Planning Overview
3.1.7 The meeting noted from the survey carried out by the ICAO Regional Office in April
2008 that:
• 22 States have established aerodrome emergency plans at international airports

under their administration.
• 21 States have tested the AEP by conducting full scale exercises and that full
scale exercises are held once in two years.
• 16 States have included emergencies in difficult environment and tested their
AEP for this event.
• 11 States have asked for assistance by way of seminars/workshops.
3.1.8 The meeting noted that the result of the survey is very encouraging and urged States
who have not responded to complete the survey questionnaire and submit to ICAO Regional Office.
The ICAO Secretariat will follow up with a State letter by 31 October 2008.
3.1.9 The meeting expressed appreciation for the Civil Aviation Authority Singapore’s
gesture to organize a three day seminar from 20 to 22 October 2008 in conjunction with a full scale
off shore aerodrome emergency exercise at Changi Airport and urged States to participate.
Flexible Pavement Design
3.1.10 The meeting noted the information provided by the Secretariat on revised alpha factor
(pavement thickness reduction factor) values for the computation of Aircraft Classification Number
(ACN).
————————
Agenda Item 3.2: ATM/AIS/SAR
APANPIRG/19 3.2-1
3.2 ATM/AIS/SAR
3.2.1 The meeting reviewed the outcomes of the eighteenth meeting of the APANPIRG Air
Traffic Management/Aeronautical Information Services/Search and Rescue Sub-Group
(ATM/AIS/SAR/SG/18, June 2008) held at the ICAO Regional Office in Bangkok, Thailand. A copy
of the full report of the meeting is available on the website of ICAO Asia/Pacific Office.
ATM/AIS/SAR Related Activities of the Regional Office
3.2.2 Information was tabled on the ATM/AIS/SAR related activities of the Regional
Office summarizing the many ATM, AIS and SAR related working groups in the Asia/Pacific
Regions, with which ICAO Asia/Pacific Office has an involvement. The meeting recognised the
importance of the coherent development of work programmes under the APANPIRG umbrella, as the
regional planning and implementation body, and the need for all related groups to avoid duplications
of effort by ensuring the close coordination of their respective activities.
Review of Outstanding Conclusions and Decisions of APANPIRG
3.2.3 ATM/AIS/SAR/SG/18 reviewed and updated the list of Outstanding Conclusions and
Decisions of APANPIRG meetings prior to and including APANPIRG/18 (September 2007,
Bangkok), making updates to the many ATM/AIS/SAR related issues as recorded in the Report on
Agenda Items 1.2 and 1.3.
3.2.4 In relation to Decision 17/10, ATM/AIS/SAR/SG/18 recommended that due to

actions being taken at the ICAO headquarters (paragraphs 3.1 to 3.7 of this report refer) to address the
performance based planning matters originally intended to be managed by the Regional Performance
Framework Task Force (RPF/TF) and the consequent lack of a specific work task for the RPF/TF, the
Task Force be dissolved. The meeting supported this recommendation, and adopted the following
Decision:
Decision 19/4 – Dissolution of the Regional Performance Framework

Task Force
That, recognising the performance based planning process utilising “Performance

Framework Forms (PFF)” promulgated by ICAO during 2008 had overtaken the
Terms of Reference of the Regional Performance Framework Task Force (RPF/TF),
the RPF/TF be dissolved.
RVSM Implementation in China
3.2.5 The meeting was informed that the RVSM Implementation Task Force (RVSM/TF)
had met three times (July/August 2007, September 2007 and April 2008) since APANPIRG/18 with
the primary objective of implementing RVSM throughout the airspaces of China. The meeting noted
the activities of the RVSM/TF in this regard and that a metric system had been retained in China for
the RVSM operations. Following extensive preparations and with assistance from the RVSM/TF,
China implemented RVSM in the Beijing, Guangzhou, Kunming, Lanzhou, Shanghai, Shenyang,
Urumqi and Wuhan flight information regions (FIRs) and Sector 01 (airspace over the Hainan Island)
of the Sanya FIR at 1600 UTC on 21 November 2007, as scheduled.
3.2-2 APANPIRG/19
3.2.6 The meeting congratulated China for their concerted efforts and application in
achieving RVSM implementation successfully over a very compressed timeframe and the continued
safe operations that had been achieved since then, including during the heavily trafficked period of the
Beijing Olympic Games. Japan highlighted the many benefits that they had experienced from RVSM
implementation and expected that these benefits would also be experienced in China. Japan also
expressed appreciation for the hard work and remarkable achievements of the RVSM/TF, the notable
cooperation among States and international organizations, and, in particular, the leadership of the
ICAO Regional Office.
Review of RVSM Implementation
3.2.7 The meeting recalled that the formation of the RVSM/TF arose as a result of Decision
9/4 adopted by APANPIRG/9 (August 1998, Bangkok) which, in addressing an output of the Third
Asia/Pacific Regional Air Navigation Meeting (RAN/3, April-May 1993), called for the establishment
of the ICAO RVSM Implementation Task Force to progress RVSM implementation in the Pacific and
assist work which had already commenced under the auspices of a combined Informal South Pacific
ATS Coordination Group (ISPACG) and Informal Pacific ATC Coordinating Group (IPACG) work
effort. Conclusion 9/3, adopted at the same time, required actions to establish an RVSM
implementation schedule for the Asia Region, in addition to the RVSM programme for the Pacific
Region. The updated RVSM implementation status is attached as Appendix A to the Report on
Agenda Item 3.2. The meeting recognized that with the implementation of RVSM in China, RVSM
had now been very widely implemented throughout the Regions except for the Pyongyang and the
Ulaanbaatar FIRs.
3.2.8 Some 10 years later, as virtually all airspaces of the Regions had now implemented
RVSM and that the work of the RVSM/TF was very close to completion, the meeting considered that
the RVSM/TF could be dissolved. The dissolution would take effect after the one year review meeting
of China RVSM implementation which was scheduled in December 2008, and any residual matters
would be allocated to the respective ATS Coordination Groups or the ATM/AIS/SAR Sub-Group for
action. Accordingly, the meeting formulated the following Decision:
Decision 19/5 – Dissolution of the RVSM/TF
That, following the widespread and safe implementation of RVSM throughout the
Asia/Pacific Regions over a 10 year period, the Asia/Pacific RVSM Implementation
Task Force (RVSM/TF) be dissolved, with effect from the close of the RVSM/TF/34
meeting (one year review of China RVSM) in late 2008, and any residual work items
be allocated to the ATM/AIS/SAR Sub-Group.
Note: In dissolving the RVSM/TF, APANPIRG places on the record its highest
commendation and appreciation to all parties associated with the RVSM/TF for the
continuous implementation of RVSM and the very positive and quantifiable beneficial
effects on safety, efficiency and the environment that have resulted directly from the
work of the RVSM/TF.
Implementation of RVSM in AFI Region
3.2.9 The meeting was informed of the outcomes of the fifteenth meeting of the AFI
RVSM/RNAV/RNP Task Force (July 2008, Nairobi). A “Go” decision was taken for the
implementation of RVSM in African (AFI) Region including the Indian Ocean area on AIRAC
25 September 2008. Accordingly, affected States including Australia, India and the Maldives were
urged to continue coordination with neighbouring AFI States to revise ATS operational Letters of
APANPIRG/19 3.2-3
Agreement (LOAs) and to arrange the coordinated cancellation of aeronautical information relating to
existing flight level transition areas, etc.
Amendments to ICAO Flight Plan
3.2.10 The meeting noted that on 28 May 2008, amendment No. 1 to the Fifteenth Edition of
the Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444) was
approved, calling for substantial changes to ICAO flight plan to take effect from 15 November 2012.
The interim edition of the amendment is available as an attachment to the electronic version of State
letter AN 13/2.1-08/50 on the ICAO-NET (www.icao.int/icaonet).
3.2.11 The new ICAO model flight plan form and related provisions are necessary to allow
ATM systems to make optimum use of advanced aircraft capabilities as well as to meet the evolving
requirements of automated ATM systems. The new flight plan addresses air navigation functionalities
and technologies such as RVSM, PBN, RCP, ADS-B and GNSS, while maintaining a high degree of
commonality with the existing flight plan format. It should be noted that the amendment to the flight
plan is an interim step towards a completely revamped system of interaction between aircraft and the
ATM system, wherein the aircraft will be an integral part of the ATM system as envisaged in the
Global ATM Operational Concept.
3.2.12 During the discussions on this topic, the meeting raised the concern that States could
begin to implement the new FPL format as early as 2009. Implementation of FPLs in a non-
integrated fashion could result in Flight Plans being rejected or processed improperly by States that
have not yet transitioned. The changes will have widespread implications on automated systems,
including ATM systems and airspace user systems.
3.2.13 In view of the many implications affecting a wide range of automated flight plan
processing systems and the associated operating practices, the transitioning process needs to be
carefully planned taking into account compatibility with existing systems, human factors, training,
cost and transition aspects. Any incompatibility in the processing capability in a few States could
have significant impact on operations in other states of the region. This has the potential to create a
significant and global degradation of ATM services.
3.2.14 The meeting was of the view that that a full and comprehensive assessment of the
implications of the transition to the new FPL for ANSPs and airspace users is absolutely
necessary. In this regard, the meeting considered that ICAO global leadership is critical in addressing
the issues to ensure a smooth transition.
3.2.15 In order to assist States for an orderly transition from the current flight plan to the
new one, a basic checklist, using the performance framework form (PFF) has been developed by
ICAO HQ and is available in Appendix B to the Report on Agenda Item 3.2. Additional guidance on
transition to the new flight plan is being developed by ICAO HQ and is scheduled to be made
available to States by February 2009.
3.2.16 The meeting agreed that there would be many actions necessary to ensure a
streamlined regional implementation, including the development of a regional transition strategy and
procedures for its implementation. In order to ensure that the matter would be appropriately addressed
on a regional basis, the meeting agreed to the following Decision establishing a Task Force and
drafted preliminary Terms of Reference accordingly.
3.2-4 APANPIRG/19
Decision 19/6 – Establishment of an ICAO Flight Plan & ATS Message

Implementation Task Force
That, an Asia/Pacific ICAO Flight Plan & ATS Message Implementation Task Force
(FPL&AM/TF), with terms of reference as outlined in Appendix C to the
APANPIRG/19 Report on Agenda Item 3.2, be established to develop a regional
transition strategy and procedures to ensure the streamlined implementation of the
amended ICAO flight planning and associated ATS Message provisions.
Asia/Pacific ATS Route Catalogue
3.2.17 APANPIRG/16 (August 2005, Bangkok) adopted the Asia/Pacific ATS Route
Catalogue as a regional planning tool under the terms of Decision 16/9. Version 5 is now available
from the ICAO Asia/Pacific website (http://www.bangkok.icao.int/) under the menu “APAC
eDocuments”. On-going updates have been undertaken by the Regional Office based on the
information made available by States and airspace users.
3.2.18 The Catalogue is an informal document that consolidates material from the Basic Air
Navigation Plan (BANP, Doc 9673) and related documents to serve as an aid to States and users for
route planning purposes. The Catalogue does not replace the BANP or provide material to be used in
an operational context. It is primarily a one stop information document, showing which routes are
contained in the BANP, the status of implementation and amendment of routes, and future route
requirements of States and users. As such, the meeting confirmed that the Catalogue does not affect
the status of ATS routes in the BANP, and unless the amendment to the BANP is duly processed,
removing the deficient status of an ATS route is not justified simply by inclusion of the route in
Chapters 2 or 3 of the Catalogue.
Activation of UL333 and Removal of Restrictions on B466 in Afghanistan
3.2.19 Pakistan informed the meeting that arising from the work of the ATFM Task Force
(ATFM/TF) of the Bay of Bengal ATS Coordination Group (BBACG), an extension to ATS route
UL333 across the southern Kabul FIR from SERKA (on the Karachi/Kabul FIR boundary) to
SOKAM (on the Kabul/Tehran FIR boundary) had been implemented with effect from 28 August
2008. Simultaneously, restrictions on usage of B466 in Kabul FIR had been lifted on the basis that
Pakistan would ensure that westbound flights on the intersecting G792 would not conflict with B466
traffic at PAROD in Kabul FIR. (Appendix D to the Report on Agenda Item 3.2 refers).
3.2.20 Afghanistan and Pakistan had taken a number of measures to ensure their ability to
support the extra route capacity available in Kabul FIR, including the following main activities:
a) Issuance of AIP Supplement 01/08 by Ministry of Transport and Civil

Aviation Afghanistan for extension of UL333 in the Kabul FIR.
b) Removal of time restriction on the availability of ATS route B466 SERKA-

PAROD segment by Afghanistan.
c) Delegation of responsibility for provision of ATS on a route segment G792

(AMBER-ASLUM) falling within the Lahore FIR to Karachi area control
centre (ACC) by Pakistan.
d) Signing of LOAs between Afghanistan and Pakistan in accordance with new

airspace management.
APANPIRG/19 3.2-5
e) Revision of LOA within Pakistan between Karachi and Lahore ACCs.
f) Issuance of NOTAM by States for inclusion of waypoint SERKA in ATFM

Procedures (Pakistan NOTAM A0641/08)
3.2.21 This change in route structure undertaken on initiative of ATFM/TF would not only
benefit the airline operators in planning their aircraft operation from South Asia to Europe and beyond
for their long haul flights during ATFM hours of operation but it would also facilitate operations from
Europe to South East Asia on H24 basis by providing an alternate routing through the Kabul FIR.
Bangkok ATFMU – BOBCAT Update
3.2.22 Thailand provided updates on the implementation of ATFM in the Bay of Bengal and
South Asia for aircraft transiting the Kabul FIR during the night time peak traffic period (2000-
2359 UTC) since ATFM/TF/12 (July 2008). The BOBCAT system was configured to provide
spacing for waypoints SERKA and PAROD on AIRAC 28 August 2008, taking advantage of
activation of ATS routes B466 and UL333. The meeting was advised that the BOBCAT system
transitioned smoothly into Version 1.03 and also took into account the ATS route enhancements to
UL333 and B466 described above.
Japan – Ocean ATM Enhancements and Environmental Benefits
3.2.23 Japan informed the meeting that 50NM longitudinal separation based on
ADS/CPDLC became applicable within the whole oceanic airspace of the Fukuoka FIR in April 2007,
and subsequently in March 2008 this application of 50NM longitudinal separation was expanded to
the Hawaii-Japan tracks on a trial basis. Civil Aviation Bureau Japan (JCAB) and the United States
Federal Aviation Administration (FAA) agreed to further expand this trial application to the
remainder of the Pacific Organized Track System (PACOTS) between the Fukuoka and the Oakland
FIRs, including a trial of the User Preferred Routes (UPR) between Hawaii and Japan in June 2008.
3.2.24 In preparation for the next stage (RNP 4-based separation), JCAB conducted a pre-
implement safety assessment for ADS 30 NM longitudinal separation which concluded that, even
though the PANS-ATM provisions indicate that the maximum interval of ADS periodic reports for
RNP 4 is 14 minutes, a reporting interval of 10 minutes was necessary because of the heavy traffic
density on the North Pacific (NOPAC) routes. ATM/AIS/SAR/SG/18 recorded concern about the
network load of the satellite data link system because of this comparatively higher rate of periodic
reports.
3.2.25 Japan informed the meeting that they commenced the trial application of 30NM
longitudinal separation minimum in the oceanic airspace of the Fukuoka FIR on 28 August 2008.
This minimum is applied only between aircraft with RNP 4 approval. Between an RNP 4 approved
aircraft and an RNP 4 non-approved aircraft, and between RNP 4 non-approved aircraft, 50 NM or 10
minutes with the Mach number technique (MNT) or 15 minutes longitudinal separation shall be
applied.
3.2.26 The meeting noted that this separation reduction would provide aircraft with more
opportunity to fly at or closer to an optimum altitude than before as well as increase airspace capacity
and ATC flexibility. JCAB conducted a study of environmental benefits of the RNP 4-based
separation reduction, and the study indicated significant improvement as below:
• Estimated annual fuel saving will be approximately 24,800,000 pounds

(14,000,000 litres); and
• Estimated annual reduction of CO2 emissions will be about 34,400,000 kg.
3.2-6 APANPIRG/19
Note: The JCAB study includes savings to be achieved by flights entirely from departure to
destination, not just the flight segments within the Fukuoka FIR, and was based on:
a) actual data of flights conducted in August 2007;
b) assumption that all aircraft were B747-400 with RNP 4 approval; and
c) results of simulations conducted to compare operations using 50NM separation
with those using 30 NM separation.
3.2.27 The meeting was informed that JCAB had been working collaboratively with the
FAA through the IPACG, and had successfully reduced separations in the Pacific airspace as follows:
• In April 1998, lateral separation was reduced to 50 NM from 100NM, between

RNP 10 aircraft;
• In April 2005, longitudinal separation was reduced to 50NM from 15 minutes
time-based separation, using ADS/CPDLC; and
• In August 2008, longitudinal separation was reduced to 30 NM from 50NM,
between RNP4 aircraft, using ADS/CPDLC.
3.2.28 The meeting noted that JCAB planned to develop tracks where 30NM lateral
separation will be applied, taking into account the preparedness of operators and the growth of the
number of RNP 4 approved aircraft Noting that the meeting had adopted an interim regional PBN
implementation plan which set the target for RNP 4 implementation in oceanic airspace as short term
(2008-2012), Japan urged operators to equip their aircraft with RNP 4 avionics and obtain approval
from the States of Registry/Operators as early as possible. In this context the meeting noted that
suitable ground equipment to support RNP 4 operations was already being used by both Japan and the
United States for Pacific operations, so aircraft equipping with RNP 4 avionics would gain immediate
benefits. Accordingly, the meeting formulated the following conclusion:
Conclusion 19/7 – RNP 4 capability for operators
That, recognizing the significant benefits expected from the implementation of

30 NM longitudinal separation based on RNP 4, operators of Pacific fleets be urged
to equip with RNP 4 avionics for oceanic airspace operations and obtain approval
from the States of Registry/Operators as early as possible, but no later than 2012.
Japan – USA User Preferred Routes (UPR)
3.2.29 The meeting noted that Japan and the United States began the trial operation of UPR
between Hawaii and Japan on 11 August 2008. JCAB and the FAA had put the Pacific Organised
Track System (PACOTS) into use between Hawaii and Japan for many years. Although PACOTS
proved effective and efficient for oceanic operations in comparison with fixed routes, some
limitations have been also recognized in relation to the timeliness and accuracy of weather
information, the differences between the forecast and the actual situation at the time of flight, and the
variations of aircraft types and configurations.
3.2.30 The UPR is designed by individual operators to suit their operational requirements
based on their own weather forecast, fleet configurations, departure time, etc. This UPR trial
operation will allow operators to choose their best track, and assess effectiveness of the UPR and
differences between flexible tracks established by Japan and the USA. It was noted that an airline
operating between Hawaii and Japan had collected data since 11 August to evaluate the impact of
UPRs, showing quantifiable environmental benefits. The meeting was informed that their comparison
APANPIRG/19 3.2-7
indicated extremely positive results when choosing UPRs, and more comprehensive evaluation would
be presented to the next meeting of the IPACG.
ATS Route Modification Proposal by Mongolia
3.2.31 Mongolia informed the meeting that the volume of international flights crossing the
Mongolian airspace was increasing noticeably every year. In view of this, Mongolia foresaw needs to
improve and develop the existing route network at the upper airspace of Mongolia. In connection
with the opening of a new entry/exit point named GINOM at the border between Mongolia and Russia
from 25 September 2008, the Civil Aviation Authority of Mongolia was planning to make
modifications to the following ATS routes:
a) The route DARNO-A575-MU-B208-NIXAL will be changed to B208

(DARNO-B208-NIXAL)
(Figure 1 of Appendix E to the Report of Agenda Item 3.2 refers.)
b) The name of ATS route GINOM-A308-HATGA-A200-BULAG-A575-INTIK
will be changed to A575 (GINOM-A575-INTIK)
(Figure 2 of Appendix F to the Report of Agenda Item 3.2 refers.)
3.2.32 The meeting invited Mongolia to further coordinate with the Regional Office before
the implementation of these changes, which should undergo the normal process of an amendment to
the BANP.
United States - Oakland Air Route Traffic Control Centre (ARTCC) Air Traffic
Service (ATS) Route Realignment Update
3.2.33 ATM/AIS/SAR/SG/18 noted that in support of ICAO’s efforts to reduce operator

costs and ecological impacts due to aircraft engine emissions, the FAA continued to undertake efforts
to identify areas where airspace efficiency can be improved. Accordingly, Oakland ARTCC had
evaluated its current ATS route structure and determined that efficiencies could be gained by
realigning the airways. A number of ATS route improvements were identified for action during
2007/2008. The meeting noted the FAA activities to enhance efficiency and improve the
effectiveness of the current airspace/route structures. These efficiency measures include UPR,
Dynamic Airborne Reroutes, a flexible route system, and tailored arrivals.
Runway Safety Seminar/Workshop
3.2.34 Japan informed the meeting that they presented a summary of preventive measures
against runway incursions adopted by Japan to ATM/AIS/SAR/SG/18. JCAB prioritised runway
safety and continued its efforts through the “Runway Incursion Prevention Countermeasures
Implementation Team”, which was established in April 2008 and includes participation of aircraft
operators. This Team has identified the following subjects as major critical areas for examination:
a) Preventive actions against communication errors between ATC and pilots;
b) Development of visual aids to ATC and pilots; and
c) Mechanism to foster safety initiatives.
3.2.35 Japan highlighted that runway incursions were not necessarily unique to Japan and
might occur in other States, and that there were some commonalities in root causes of runway
incursions, such as human factors involving ATC and pilots.
3.2.36 ATM/AIS/SAR/SG/18 had been advised that Asia/Pacific COSCAPs were liaising
with the FAA for support to conduct a runway safety seminar in the Region. The United States had
3.2-8 APANPIRG/19
confirmed their support for such a seminar via letter to the Regional Office. Hong Kong China and
Japan also indicated that they expected to be in a position to support a runway safety
seminar/workshop during 2009. The event will be open to all States regionally and the meeting
adopted the following Conclusion:
Conclusion 19/8 – Conduct Regional Runway Safety seminar/Workshop
That, noting the critical nature and persistent occurrence of runway incursions, the
ICAO Asia/Pacific Regional Office, with assistance from States experienced in
runway safety management and in conjunction with the COSCAPS of South Asia,
South East Asia and North Asia, conduct a 3-day runway safety seminar/workshop
during 2009.
Fuel Savings through Lifting of Speed Restrictions for SIDs
3.2.37 IATA had provided information to ATM/AIS/SAR/SG/18 detailing the significant

costs incurred by the widespread application of 250 knots below 10 000 ft. They requested that those
airports in the Asia/Pacific Region which impose the speed restrictions on the SIDs systematically
review these procedures and examine if such restrictions are still needed. IATA would assist by
asking member airlines to fly the departures in a simulator to validate the results.
3.2.38 The meeting noted that in Appendix 4 to Annex 11 – Air Traffic Services, speed
limitations of 250 kts below 10 000 ft AMSL were required for airspace classes B to G where ATC
services for separation are not provided to VFR. In addition, the meeting noted advice that speed
restrictions were imposed in standard instrument departure (SID) design for obstacle clearance
requirements, and were used to regulate air traffic in terminal areas with different aircraft types and
also where the same aircraft type fly at different speeds. Lifting speed restrictions in the latter case
may necessitate an increase in the departure interval to ensure that minimum separation is maintained.
The meeting agreed that States be encouraged to review SIDs on a case-by-case basis with a view to
lifting speed restrictions where appropriate and in accordance with the aforementioned relevant design
and airspace management requirements.
Reconvening of the OPLINK Panel
3.2.39 The meeting was informed that the joint EUR/NAT Data Link Steering Group
(DLSG), which operates under the auspices of the EUR/NAT Office of ICAO, was tasked with
addressing divergence in the data link implementations occurring in the European and North Atlantic
regions. The DLSG had reached a number of conclusions that have a bearing on all ICAO Regions. It
was therefore considered necessary to bring these matters to the attention of the ANC where global
harmonization of present data link procedures and interoperability of the data link services of the
future would be addressed.
3.2.40 The Operational Data Link Panel (OPLINKP) had been dissolved during 2005. More
recently, arising in part from the work of the DLSG, the Secretariat was of the view that an ICAO
Panel would be necessary to act as a focal point for the consolidation and development of ATM data
link operational requirements globally. Provisions for projects such as NextGen and SESAR are
currently being developed outside of ICAO. It is imperative that ICAO is well positioned to support
the development of applications that have global implications towards the future support of ATM.
3.2.41 Accordingly, the ICAO OPLINK Panel has been reconvened and will develop and
present a suitable work programme to the ANC during November 2008 for approval.
APANPIRG/19 3.2-9
Ad Hoc Working Group on Global Operational Data Link Document
3.2.42 The meeting welcomed the initiatives taken so far by both the Asia/Pacific and the
North Atlantic Regions, in coordination with the ICAO Regional Offices in Bangkok, Paris and ICAO
HQ in Montreal, to work towards a single, globally applicable procedures document for FANS data
link operations – the Global Operational Data Link Document (GOLD). The meeting supported the
work of the Ad-Hoc GOLD Working Group and adopted the following Conclusion:
Conclusion 19/9 – Support for Ad-Hoc GOLD Working Group
That, recognizing the many benefits to be gained from the global application of
harmonized FANS data link operational procedures, APANPIRG supports the work
being undertaken under the auspices of the Ad-Hoc GOLD Working Group to
produce a FANS Global Operational Data Link document (GOLD) and invites the
Asia/Pacific Regional Office to act as the regional focal point for the Ad-Hoc GOLD
Working Group.
Data Link Harmonisation
3.2.43 The meeting reviewed the outcomes of the second meeting of the Trans-Regional
Airspace and Supporting ATM Systems Steering Group (TRASAS/2, March 2008), as recorded in the
Report of Agenda Item 3.5. Additionally, TRASAS/2 had noted the progress on Data Link
Harmonization activities in the European and North Atlantic Regions, and invited APANPIRG/19 to
consider a draft Conclusion as follows:
Draft Conclusion TRASAS/2 - 1 – Data Link Harmonization Strategy
That the APANPIRG be invited to consider amending the Strategy for Implementation
of the Air-Ground Data Link in the Asia/Pacific Region to include the Data Link
Harmonization Strategy endorsed by EANPG and NATSPG.
3.2.44 However, in light of subsequent developments advised to ATM/AIS/SAR/SG/18, the

meeting considered that it was premature to endorse the draft Conclusion above but agreed that
APANPIRG promulgate clear ‘in-principle’ support for global data link harmonization in terms of the
following text:
That, noting the developmental work being coordinated by the ICAO Secretariat in
terms of a global harmonization strategy for ADS-C and CPDLC data link
operations, APANPIRG fully supports the principle of global converge of data link
evolutions to properly support seamless ATS provision across global FIR boundaries.
In this context, APANPIRG gives in-principle support to the draft Data Link
Harmonization Strategy shown at Appendix G to the APANPIRG/19 Report on
Agenda Item 3.2, recognizing that amendment to the draft strategy is likely under the
guidance of the OPLINK Panel.
3.2-10 APANPIRG/19
Draft ATFM Communication Manual for the Asia/Pacific Region
3.2.45 JCAB and the FAA had presented to APANPIRG/18 a copy of the Interim Guideline
for Air Traffic Flow Management (ATFM) Communication that was in current usage between the two
States, with a recommendation to consider accepting this guideline as the basis for ATFM
communication throughout the Asia and Pacific Regions. APANPIRG/18 supported this initiative,
and encouraged Japan and the United States to continue this work and present the documentation to
ATM/AIS/SAR/SG/18 in accordance with the established procedure of APANPIRG.
3.2.46 The most recent draft of the now renamed ATFM Communication Manual for the
Asia Pacific Region is provided at Appendix H to the Report on Agenda Item 3.2.
ATM/AIS/SAR/SG/18 reviewed the draft ATFM Communication Manual and encouraged States to
provide comments to the Regional Office by the end of August 2008. This would enable additional
development of the draft document in time for further examination during the ATFM
Seminar/Workshop to be held 7-9 October 2008. The meeting noted that the draft would also be
forwarded to the ICAO headquarters for review and consideration in their ATFM phraseology
development activities.
ATFM Seminar/Workshop
3.2.47 The meeting was informed that the Regional Office had scheduled a three day
Regional ATFM Seminar/Workshop in coordination with Japan from 7 – 9 October 2008 in Fukuoka,
to address APANPIRG Conclusion 18/7. A copy of the tentative programme for the event has been
included as Appendix I to the Report on Agenda Item 3.2. Existing ATFM issues and capabilities in
the Asia and Pacific Regions would be established by the sharing of current traffic management
experiences, issues and lessons learnt by regional providers. The Workshop component would be
tasked with identifying and recommending appropriate regional objectives, for example:
a) Development of a high level ATFM Concept of Operations for the Region,

b) Enhancement of the ATFM Communications Manual,
c) Develop mechanisms for data gathering, collation and sharing, and
d) Review activities of the Bay of Bengal ATFM Task Force.
Proposal for the Establishment of the ATFM Task Force in North Asia
3.2.48 The Republic of Korea proposed the establishment of the ATFM/TF for North Asia to
deal with the increases of air traffic in this area. The meeting was informed that the total traffic
volume and the number of over-flights within the Incheon FIR between December 2007 and May
2008 (six months) were 233,256 flights and 19,647 flights, respectively. These figures show 7 % and
16 % increase of traffic volume, respectively, comparing with the same period from the previous year.
The figures are well above the IATA’s forecasts in spite of the rapid increase of crude oil prices.
3.2.49 To improve the efficiency of current ATFM procedures and strengthen cooperation
among States in North Asia, the Republic of Korea considered the establishment of ATFM/TF under
the auspices of the ATM/AIS/SAR/SG was necessary. The improvement of ATFM in North Asia
should be in a phased manner as described in Appendix J to the Report of Agenda Item 3.2, which is
the proposed TOR of the ATFM/TF by the Republic of Korea.
3.2.50 The meeting recognised that improvements would be beneficial in this airspace but
considered that the establishment of a North Asia ATFM/TF would seem premature. The meeting
encouraged Republic of Korea to take advantage of the normal ICAO processes and present the
proposal to the ATM/AIS/SAR/SG/19 during June 2009 in the usual way. Republic of Korea was
APANPIRG/19 3.2-11
invited to attend the ATFM Seminar/Workshop in October and continue discussion on the subject
during this event.
India – CNS/ATM Update
3.2.51 India informed the meeting that they had recorded, in the recent past, a phenomenal
rate of traffic growth [2005-06 (16.8%), 2006-07 (28.3%), 2007-08 (27.2% up to August 2008)],
which was unprecedented. India was taking the following measures to ease the traffic congestion and
ensure smooth handling of air traffic:
a) new Integrated ATS Automation System for Chennai and Kolkata ACCs;
b) ASMGCS under implementation at Bangalore, Hyderabad and Mumbai;
c) cross runways operations at Chennai and parallel runway operations at

Kolkata;
d) all control towers equipped with controller work station as available at ACCs
and all flight data exchange shall be automatic with least need for manual
inputs;
e) implementation of RNAV/RNP procedures for remaining airports; and
f) additional radars being planned to cover the entire continent airspace and
integrate them to provide seamless radar cover.
3.2.52 To ensure efficient communication, India informed the meeting that they were
implementing the following arrangements:
a) 12 additional locations for Remote Controlled Air Ground - VHF (VHF–

RCAG);
b) Dedicated Satellite Communication Network (DSCN) based on VSAT;
c) Aeronautical Message Handling System (AMHS) at Mumbai;
d) new voice communication switches and digital voice tape recorders;
e) additional 14 state-of-the-art data link capable D-ATIS equipments;
f) all domestic AFTN X.25 circuits having been replaced with TCP/IP
protocols; and
g) duplication of NOTAM database over WAN implemented at 10 major

airports.
3.2.53 The navigational infrastructure is also being augmented at various airports in India, in
accordance with the details below:
a) New DVOR/DME have been implemented at nine locations;
b) Additional 12 units of ILS (with DME) have been implemented;

3.2-12 APANPIRG/19
c) Extensive use of RNAV/RNP procedures;
d) ‘GAGAN’ (GPS Aided GEO Augmented Navigation) is under

implementation; and
e) Ground Based Augmentation System (GBAS) under implementation.
3.2.54 Some additional radar surveillance facilities are also being implemented in India.
Indonesia - ADS/CPDLC Trial in the Ujung Pandang FIR
3.2.55 The meeting considered information from Indonesia which described how Indonesia
had installed ADS/CPDLC in Ujung Pandang ACC to overcome limited capability in radar
surveillance and VHF-voice direct controller-pilot communications (DCPC) in eastern areas of
Indonesia, and to harmonize ATS for the international flight operations between the Brisbane and the
Ujung Pandang FIRs. Indonesia informed the meeting that the trial operations of ADS/CPDLC in the
Ujung Pandang FIR would be effected from 3 July – 3 October 2008 particularly for the ATS routes
A461, B462, B472, B473, B583, B584 and R340/R590. The meeting noted that international flights
involved in the trial and operating on these routes would use CPDLC for main communication and
VHF voice communication for back up. Data link non-capable flights would be managed in the same
way as they were today but operators were encouraged to make maximum use of data link to enable
full operational testing of the ground systems.
3.2.56 Experience from the trial so far indicated that of the approximately 70 international
flights operating on affected routes each day, about 50 per day were logging on to Ujung Pandang
ACC. Investigations were continuing to identify why the remaining traffic was not yet logging on.
The data link activity would be supported through the expanded scope of the FANS Implementation
Team, Bay of Bengal (FIT-BOB) mechanism, as agreed during previous FIT-BOB meetings, and
problem reports should be submitted to the BOB-CRA (Boeing) in accordance with the provisions of
the FANS Operations Manual.
Coordination of ATS Contingency Plans
3.2.57 The meeting recalled that in previous years, APANPIRG had recognized that many
States in Asia/Pacific Region still had not developed contingency measures for application in the
event of disruptions to ATS and associated services in accordance with Annex 11 standard and
recommended practices (SARPs). In light of the longstanding difficulties, APANPIRG/16 August
2005 called for a SIP to be conducted in conjunction with the Regional Office to develop a suitable
contingency plan model. Indonesia was selected to receive the SIP, which concentrated on addressing
the provisions of Attachment D in Annex 11, primarily in the context of operations in international
airspace. The SIP also addressed the relevant APANPIRG Conclusions, particularly in respect of
continuity of operations following acts of terrorism, industrial action, natural disaster and presence of
volcanic ash.
3.2.58 Subsequently, under the terms of Conclusions 17/11, APANPIRG called for the ATM
Contingency Plans for Jakarta and Ujung Pandang FIRs to be adopted as a model for Asia/Pacific
States in the preparation of national ATM contingency plans.
3.2.59 Singapore highlighted to the meeting that coordination of contingency plans

necessarily involved a consultative process between adjacent FIR authorities. Logistically, this could
require a large number of bi-lateral or tri-lateral meetings between affected States and this process
would need to be completed many times over across the region during the next few years in order to
ensure widespread completion of contingency plans. Singapore considered that it would be more
APANPIRG/19 3.2-13
efficient if either, contingency plan meetings involving many States were held under the ICAO
umbrella, or full advantage was taken of ICAO periodic ATS Coordination meetings to hold side
meetings amongst the many States normally represented to progress contingency plan preparations.
3.2.60 The Secretariat informed the meeting that APANPIRG/16 (2005) had raised the
following Decision:
Decision 16/14 – Contingency Plans on ATS Coordination Group Agendas
That, the development of State Contingency Plans be included as an item on the

agenda of State ATS coordination meetings.
3.2.61 This action had been carried out by the Secretariat and the ICAO South East Asia
ATS Coordination Group (SEACG) and the ICAO Bay of Bengal ATS Coordination Group (BBACG)
agendas had been updated in this regard. Additionally, the Secretariat had invited the informal ATS
coordination groups in the Pacific to also follow this Decision. The Secretariat would invite the
recently constituted informal Arabian Sea/Indian Ocean ATS Coordination Group (ASIOACG) to
include this matter as a standing agenda item. In addition to the SEACG and BBACG meetings, the
Secretariat would facilitate side meetings during any of the other ICAO ATM related meetings to
enable States to engage in coordination activities to finalize ATS contingency plans with their
neighbour States.
Viet Nam – Update on ATM activities
3.2.62 Viet Nam updated the meeting in relation to the main ATM activities conducted
during 2007-08. The meeting was informed that the Civil Aviation Administration of Viet Nam
(CAAV) provided ATS and other ANS for more than 100 airlines operating within the Ha Noi and the
Ho Chi Minh FIRs, at four international airports and more than 16 domestic airports. The current
average traffic volume is about 890 flights per day and, in the recent period, the traffic volume has
been increasing considerably.
3.2.63 The main activities in ATM were:
a) Establishment of ATS route R471 serving traffic between Ha Noi and

Kunming on 10 April 2008;
b) Participating in AFTM operations for the westbound traffic overflying the

Kabul FIR;
c) RVSM - Implementation of the single RVSM FLOS within the Ha Noi FIR
on 22 November 2007; implementation of the new RVSM flight level
arrangements for the Western Pacific/South China Sea area within the Ho Chi
Minh FIR effective from 3 July 2008;
d) Following successful completion of ADS/CPDLC operation trial, regular data

link operations within the Ho Chi Minh FIR implemented from 10 April
2008; and
e) Implementation of RNAV10 (RNP 10) 50NM longitudinal & 50NM lateral

reduced separation operations on RNAV routes L642 and M771 in the Ho Chi
Minh FIR effective from 3 July 2008; Implementation of 40 NM radar
spacing along ATS routes A202 and R474.
3.2-14 APANPIRG/19
3.2.64 Viet Nam expected continued coordination for adjustment of ATS domestic routes;
establishment of new ATS routes with shorter distances serving traffic between Ha Noi – Siem Riep,
Ho Chi Minh/Phuket/ Kuala Lumpur and Hong Kong/beyond respectively. Viet Nam would continue
work in relation to ATS airspace classification, reducing radar spacing on ATS route A1, setting up
new DVOR flight operation procedures, revision of ATC LOAs and SAR agreements, developing
ATS contingency plan, implementing AIDC between Ho Chi Minh ACC and Sanya ACC, Singapore
ACC. Vietnam would also be participating in ADS-B study and implementation activities, PBN
activities, preparation for on-board carriage of ELT 406 MHz, SADIS 2G and AWOS stations,
adoption of new TAF Code and other activities.
AIS Matters
3.2.65 The meeting recalled that APANPIRG/14 (August 2003, Bangkok) expressed that
AIS was an essential service that had safety implications and was crucial to the provision of air traffic
services. Accordingly, under Decision 14/8, APANPIRG reactivated the regional AIS Implementation
Task Force (AITF). The third meeting of the AITF (AITF/3, June 2008) was held back-to back with
the Global AIM Congress in Singapore.
Review of AITF Terms of Reference (TOR)
3.2.66 AITF/3 was of view that the TOR and the name of the Task Force should be changed
to reflect the transition from AIS to AIM. ATM/AIS/SAR/18 agreed that the TOR be amended and
the name of the Task Force be changed to the AIS-AIM Implementation Task Force (AAITF).
Review of Air Navigation Deficiencies in the AIS Field and Proposed Action Plan
Preliminary Examination of Actions
3.2.67 The meeting was informed that Australia reported to AITF/3 on an examination of
deficiencies in Asia/Pacific Regions which related to AIS matters. Australia provided a summary of
identified deficiencies and research based on a survey that had been conducted by the Regional Office
and presented to AITF/2 (February 2007, Bangkok). Australia proposed some actions (and “tools” in
the form of draft letters) that might assist States in eliminating the identified deficiencies. It was
noted that the area of highest concern was that some States had insufficient resources to fully meet the
ICAO requirements, and as a consequence have a number of deficiencies that are enduring.
3.2.68 AITF/3 agreed that the draft letters would be useful tools and might be useful in
attracting remedial actions to improve the AIS outcomes in their States. Particularly, a consistent
theme throughout the meeting days was the continued poor adherence to AIRAC notification
provisions.
3.2.69 AITF/3 was also presented with information on the electronic Terrain and Obstacle
Databases (eTOD) and industry developments. The Task Force was made aware of ICAO Special
Implementation Project (SIP) funding for special eTOD workshop.
Review of Euro OPADD (Operating Procedures for AIS Dynamic Data) Edition 2.1
3.2.70 The meeting recalled that APANPIRG had adopted the OPADD as guidance material
for the Asia/Pacific Regions, continuing the practice of harmonizing operating procedures in the
Regions with those of the European States and fostering global harmonisation. Subsequently, Edition
2.1 of the Euro OPADD had become available.
APANPIRG/19 3.2-15
3.2.71 AITF/3 reviewed the recent amendment (Edition 2.1) to the Eurocontrol Operating
Procedures for AIS Dynamic Data (OPADD) and recommended that Edition 2.1 be adopted. In
considering this matter, the recognized that Euro OPADD Edition 2.0 had been previously been
adopted as regional guidance material under the terms of APANPIRG Conclusion 18/13 and that the
Edition 2.1 was an updating amendment to the Edition 2.0. ATM/AIS/SAR/SG/18 agreed with the
AITF/3 recommendation and requested that the Secretariat take action to update Chapter 3 of the
Guidance Manual for Aeronautical Information Services (AIS) in the Asia/Pacific Region with
Edition 2.1. of the OPADD.
ICAO Special Implementation Project
3.2.72 The meeting was informed that SIPs were established under a special budget of the
ICAO Assembly and were designed to assist States in overcoming problems of implementation,
which may have significant adverse effects on the safety, regularity, or efficiency of international civil
aviation. Arising from proposals prepared by the Regional Office, the AIS Seminar/Workshop SIP
has been approved by ICAO Council. The purpose of the SIP is to conduct a combined
workshop/seminar for States in the Asia/Pacific Region to address issues related to AIS automation
and electronic terrain and obstacle data (eTOD) implementation. Planning has commenced for the
SIP and the AITF considered that combined workshop/seminar could be held in conjunction with the
AITF/4 meeting during February 2009 in Tokyo, Japan, with assistance from the JCAB and
Eurocontrol.
Future date-time in NOTAMC and NOTAMR
3.2.73 ATM/AIS/SAR/SG/18 noted that the Air Navigation Commission (ANC) supported
the proposal in APANPIRG Conclusion 18/14 that the use of future effective date-time in NOTAMC
and NOTAMR be reviewed to determine appropriate provisions for Annex 15 – Aeronautical
Information Services and that the ANC had requested the Secretariat to process the issue as a priority
with target date of 2010. However, as the relevant Annex 15 amendment enabling use of future date-
time became effective from November 2007, the AITF and ATM/AIS/SAR/SG/18 noted concerns
from States as to what actions should be taken in the intervening period 2007 to 2010, specifically
whether or not the future date-time should be used for NOTAMC and NOTAMR.
3.2.74 In this context, the Secretariat informed the meeting that the Aeronautical
Information Services Manual (Doc 8126), at Chapter 6, Appendix A, Instructions for the Completion
of the NOTAM Format, Section 5. Item B), provides that:
For date-time group use a ten-figure group, giving year, month, day, hours and
minutes in UTC. This entry is the date-time at which the NOTAMN comes into force.
In the case of NOTAMR and NOTAMC, the date-time group is the actual date and
time of the NOTAM origination.
3.2.75 Similarly, the Asia/Pacific Operating Procedures for AIS Dynamic Data (OPADD),
which were adopted by APANPIRG/18 as a regional guidance material (Conclusion 18/13), provide
that, “for NOTAMR and NOTAMC, the Item B) time shall correspond to the actual date/time of
creation of that NOTAMR or NOTAMC”, and “no future coming into force is permitted” (paragraph
2.10.1.1 of OPADD refers).
3.2.76 Recognising that the intention of the AIS Manual is to assist States in the uniform
application of the Standards and Recommended Practices (SARPs) contained in Annex 15, and that
the OPADD is an approved regional guidance material, the meeting adopted the following
Conclusion:
3.2-16 APANPIRG/19
Conclusion 19/10 – Future Date-time for NOTAMC and NOTAMR
Recognizing that the concerns raised in APANPIRG Conclusion 18/14 relating to use
of future date-time in NOTAMC and NOTAMR have been included in the Air
Navigation Commission work programme for formal resolution by 2010, States be
encouraged to use relevant guidance material in the Aeronautical Information
Services Manual (Doc 8126) and the Asia/Pacific Operating Procedures for AIS
Dynamic Data (OPADD) in the application of Annex 15 SARPs.
Republic of Korea – AIS Quality System ISO Certification
3.2.77 Republic of Korea informed the meeting that the Civil Aviation Safety Authority
(CASA), which is the responsible body for the provision of Aeronautical Information Services and
Aeronautical Charts Services within the Incheon FIR, had implemented an AIS Quality Management
System (QMS) during 2007 to meet Annex 15 provisions. An outline of the process adopted by
CASA is described below.
3.2.78 One of the consulting companies in the Republic of Korea was selected to support the
QMS implementation and ISO 9001:2000 Certification process. In cooperation with the consultants,
CASA reviewed the organizational structure of AIS and all the documents and procedures related to
the provision of AIS. In addition, CASA trained AIS managers and officers on the QMS under the
auspices of the consultant company.
3.2.79 After the thorough review of current AIS documents and procedures, CASA
developed a QMS Manual for Aeronautical Information as a foundation document, containing the
quality policy and objectives, authorities and responsibilities, resources, monitoring and evaluation,
internal regulations and procedures. Each element of QMS Manual meets the requirements of the ISO
9001:2000 Quality Management Standards.
3.2.80 As a final phase of the certification process, CASA selected an ISO 9001:2000
certification company to conduct a review of all relevant documents, AIS and aeronautical charts
offices under CASA. After a thorough evaluation process, the company concluded that CASA met the
requirements of ISO 9001:2000 in the fields of Integrated Aeronautical Information Package (AIP,
AIC, NOTAM, PIB) and aeronautical chart, and issued the ISO 9001:2000 Certification in December
2007.
India – Status of AIS/AIM Automation
3.2.81 India informed the meeting that they introduced automation in AIS in 2000 at all
international NOTAM offices, where manual handling of NOTAM etc have been replaced with
computer-based systems to facilitate airlines obtaining real time Pre-flight Information Bulletins (PIB)
through Automated Self-Briefing Systems (ASBS). This initiative was expanded to include MET
products along with PIBs which are made available to the airline community at their premises through
Remote Briefing Terminals (RBTs). Such RBTs also have value added features for the airlines to
obtain clearance information as well as to originate delay and cancellation information of their flight
via AFTN.
3.2.82 Presently, these services are also made available at about 10 major domestic
aerodromes by replicating the NOTAM databases from International NOTAM offices in India. In
order to bring in further automation in AIS in India where manual means are still utilized in AIS
functions other than cartography, an “Integrated AIS/AIM Automation System” is being implemented
to ensure efficiencies and quality checks on the production processes of the AIP products from the
design to publication stages.
APANPIRG/19 3.2-17
3.2.83 Automation will be achieved at the primary AIS Unit in New Delhi by establishing a
database information management system based on the AICM/AIXM concepts for managing the
aeronautical data for AIP output including its amendments/supplements and maps/charts. In
accordance with the Global AIM concept, the automation system will also integrate and harmonize all
the current workflow functions involved in the design and publication processes at the AIS unit.
System design, planning & qualitative requirements have been established and the procurement
process has commenced. The new system is expected to be operational by the end December 2008.
Update on the Development of the ICAO EUR/NAT Regional Database for the Five-
Letter Name-codes Allocations
3.2.84 The meeting was provided with an update on the ICAO EUR/NAT Regional
Database (ICARD) for five-letter name-codes and route designators. APANPIRG/18 had recognized
the considerable benefits of using the ICARD system and, under Conclusion 18/11, endorsed the
regional use of ICARD.
3.2.85 The initial trial phase of implementation of ICARD for Asia/Pacific has been
successfully completed. Accordingly, all States of the Region are now invited by the Regional Office
to register in the ICARD system and to start using it. States should contact the Regional Office, who
will provide guidance and assistance in this respect.
Search and Rescue (SAR) Matters
Review of Format of SAR Capability Matrix
3.2.86 In considering the follow up work arising from Conclusion 18/17, the meeting
accepted the recommendation made by the ICAO/IMO Joint Working Group on SAR that the last
column of the State SAR Capability Matrix be renamed to “COSPAS-SARSAT Distress Alerts”. In
thanking the Joint Working Group and the United States for coordinating and arranging this positive
outcome, the meeting amended the Matrix format accordingly and agreed to the following
Conclusion:
Conclusion 19/11 – Update SAR Matrix including guidance material
That the updated format for the SAR Capability Matrix Table and explanatory text
shown in Appendix K to the APANPIRG/19 Report on Agenda Item 3.2 be adopted
and the explanatory text be included as a perpetual attachment to the SAR Capability
Matrix, to serve as guidance to States when filling in the Matrix.
SAR Capability Matrix and List of SAR Agreements
3.2.87 The meeting reviewed and updated the SAR Capability Matrix Table (using the new
format – see Appendix K above) and list of SAR Agreements as presented in Appendix L to the
Report on Agenda Item 3.2, noting that ATM/AIS/SAR/SG/18 had adopted a date order sorting for
the SAR agreements for ease of reference. The Secretariat thanked States for the input received since
ATM/AIS/SAR/SG/18 and would ensure that these updates were entered into the tables.
3.2-18 APANPIRG/19
ICAO SAR Seminar in Conjunction with Hong Kong China SAREX – October 2008
3.2.88 The meeting was informed that planning was taking place for an ICAO SAR seminar
to be held in conjunction with the Hong Kong China International SAREX in October 2008. It is
anticipated that the Seminar will be held over a day and a half, commencing from Tuesday, 28
October, and lead directly into the Hong Kong International SAREX 2008 commencing on the
afternoon of Wednesday, 29 October and concluding late on Thursday, 30 October 2008.
Viet Nam – Revision of SAR LOAs
3.2.89 Viet Nam emphasized that the SAR activities required a mutual assistance between
the neighbouring States in order to facilitate the search for aircraft in distress and rescue of survivors
in the most expeditious and effective manner. Recognizing the importance of ensuring mutual
assistance in SAR service provision, the Civil Aviation Authority of Viet Nam (CAAV) has been
actively coordinating with other Civil Aviation Administrations in developing and signing the Letters
of Agreement (LOAs) for provision of assistance in SAR activities. These LOAs, including the SAR
coordination procedures and mission control arrangements, are based on the SARPs of Annex 12.
3.2.90 CAAV has signed bilateral LOAs for the provision of assistance in aviation SAR
services with:
• Civil Aviation Authority Singapore in 1996;

• Air Transportation Office of the Philippines in 1996;
• Department of Civil Aviation Lao People’s Democratic Republic in 1998; and
• State Secretariat of Civil Aviation Kingdom of Cambodia in 1999.
3.2.91 A number of details in these LOAs such as the names of responsible agencies,
relevant postal, fax, telephone addresses etc have changed over time. In some instances, areas of
responsibility for SAR provision and/or Search and Rescue Region (SRR) have been re-aligned for
the South China Sea area. Updates are also necessary to the coordination arrangements and applicable
procedures.
3.2.92 In order to improve effective SAR coordination between the States, Viet Nam
proposed that:
a) The parties to existing SAR LOAs would consider working with Viet Nam to
revise the SAR LOAs as soon as possible; and
b) Other parties neighbouring Viet Nam would consider working with Viet Nam
to developing and signing new SAR LOAs.
3.2.93 The meeting supported these initiatives from Viet Nam and requested that affected
States commence coordination with CAAV to achieve these outcomes.
Data Link Implementation in the Manila FIR
3.2.94 The Philippines updated the meeting in respect to their CNS/ATM Implementation
Programme, as detailed in Report of Agenda Item 3.6. The meeting noted that the project included
provision for ADS-C and CPDLC but that commissioning of this equipment was not scheduled until
late 2012, some 4 years hence. Also, any slippage in the delivery timeline of the Philippines project
would further delay the availability of data link services in the Manila FIR.
APANPIRG/19 3.2-19
3.2.95 The meeting recognised that the Manila FIR is the last integral part for seamless data
link operations in the entire South China Sea area, including a large component of the high capacity
parallel route structure between South East Asia and Japan/North America. Japan highlighted that
datalink operations in Manila FIR will improve surveillance and communication capability in South
China Sea, allowing an immediate increase in airspace capacity by the adoption of reduced horizontal
separations similar to those introduced on L642 and M771 in July 2008.
3.2.96 In respect to the L642 and M771 50/50NM implementations, Japan worked
collaboratively with Singapore and Vietnam in the datalink implementation from its planning stage,
and has been providing CRA services for FIT-SEA group in performance analysis and problem
resolution. Japan will continue such commitments as much as possible to this area and is greatly
anticipating an early operation of data link in Manila FIR.
3.2.97 The meeting recognised that reduced separations as a result of seamless datalink
operations between adjacent airspaces are becoming more and more important in the situation of
increasing fuel prices and environmental pressures. The meeting urged the Philippines to consider
appropriate steps for ADS/CPDLC data link services to be provided in the Manila FIR as soon as
possible and developed the following Conclusion:
Conclusion 19/12 – Accelerated Data Link Implementation in the Manila

Flight Information Region (FIR)
That, to enable the early realization of the full benefit of data link operation and the
implementation of reduced lateral and longitudinal separations throughout the South
China Sea airspace, the Philippines be invited to expedite implementation of ADS-C
and CPDLC data link services in the Manila FIR.
ATM/AIS/SAR Task List
3.2.98 The meeting recalled that a new format Task List for the Sub Group was rejected by
ATM/AIS/SAR/SG/17 as the new format was too cluttered and too high level, resembling a Key
Priorities list rather than a working list intended to effectively support the implementation work
programme of the Sub-Group. Consequently, the Secretariat had prepared a ‘rewritten’ task list for
consideration by the Sub-Group which was accepted by ATM/AIS/SAR/SG/18. In accordance with a
decision of ATM/AIS/SAR/SG/17, the relevant Conclusions and Recommendations from
ALLPIRG/5 and the 11th Air Navigation Conference are now included as attachments to the
ATM/AIS/SAR/SG Task List for ease of reference.
3.2.99 The meeting adopted the following Decision in this regard:
Decision 19/13 – ATM/AIS/SAR Task List
That, the ATM/AIS/SAR Sub-Group Task List and attachments contained in

Appendix A to the ATM/AIS/SAR/SG/18 Report on Agenda Item 9 be adopted as the
current work programme for the ATM/AIS/SAR Sub-Group of APANPIRG.
Commitments to the Work of ICAO by Japan
3.2.100 Japan informed the meeting that they, as a member of APANPIRG over the years and
the member of ICAO Council as well, provided extensive supports to the work of ICAO regionally
and globally. Some of examples of JCAB’s commitment to the ICAO programmes are summarized
below:
3.2-20 APANPIRG/19
Establishment of JCAB Regional Monitoring Agency (RMA)
3.2.101 APANPIRG/18 formulated Conclusion 18/6 – Establishment of Japan RMA.

Subsequently, the 8th meeting of RASMAG (RASMAG/8, December 2007) conducted a technical
review of Japan’s submission and noted the comprehensiveness of the documentation prepared by
Japan. RASMAG/8 endorsed Conclusion 18/6 and offered full congratulations to JCAB RMA for
achieving APANPIRG RMA status. Japan has been continuing to work with RASMAG and other
RMAs in undertaking regional safety monitoring activities to ensure the continued safe operation of
reduced separation applications in the Asia/Pacific region.
3.2.102 In addition, Japan has obtained budget approval and commenced the technical
specification design process and site surveys to commission ground-based Height Monitoring Unit
(HMU) facilities. The plan is to eventually commission three HMU facilities in Japan, with a target
date for commissioning of the first HMU in 2011, with the other two HMUs following in 2012 and
2013 respectively.
3.2.103 Since Japan is located at the west end of the Pacific and its strategic location connects
Northeast Asia and the Pacific, the availability of HMU facilities in Japan is expected to enhance
monitoring of aircraft height-keeping capability as well as data collection and analysis capability in
Asia, thus contributing to safety improvement.
Hosting ICAO Meetings/Seminars
3.2.104 Japan wished to invite as many international events as possible to Japan as part of
their commitment to promoting safety and efficiency of civil aviation. Their programmes in 2008 and
2009 include the following events:
• the 7th meeting of FIT-SEA (FIT-SEA/7) in Fukuoka in January 2008;

• ATFM Seminar/Workshop in Fukuoka in October 2008;
• AIS Automation and Electronic Terrain Data Seminar in Tokyo in
February 2009;
• PBN Seminar in Kansai in March 2009; and
• the 46th Conference of APAC Director Generals of Civil Aviation (DGCA/46)
(date and venue to be determined)
3.2.105 In addition, Japan has been the Co-Chair of GNSS Implementation Team of the Asia
and Pacific Economic Cooperation (APEC) for more than four years, and is leading the promotion of
region-wide use of GNSS technologies and application in all transport modes, including aviation.
APANPIRG/19
RVSM IMPLEMENTATION STATUS IN THE ASIA/PACIFIC REGION

(Last updated 5 September 2008)
FIRs RVSM Comments
Implementation Date
Anchorage Arctic 24 Feb 2000 Implemented
Anchorage Continental 24 Feb 2000 Implemented
Anchorage Oceanic 24 Feb 2000 Implemented
Auckland Oceanic 24 Feb 2000 Implemented
Bali 31 Oct 2002 Implemented
Bangkok 21 Feb 2002 Implemented on specific routes on 21 Feb 2002.

Whole FIR on 27 Nov 2003.
Beijing 21 Nov 2007 Implemented
Brisbane 24 Feb 2000 Implemented in the Oceanic East of Australia on

24 Feb 2000 - Remainder of FIR on 1 Nov 2001.
Calcutta 27 Nov 2003 Implemented
Chennai 27 Nov 2003 Implemented
Colombo 27 Nov 2003 Implemented

Delhi 27 Nov 2003 Implemented
Dhaka 27 Nov 2003 Implemented
Guangzhou 21 Nov 2007 Implemented

Fukuoka 24 Feb 2000 Implemented over the Pacific Oceanic on 24 Feb
2000. Remainder on 29 September 2005.
Hanoi 31 Oct 2002 Implemented
Ho Chi Minh 21 Feb 2002 Implemented
Hong Kong 31 Oct 2002 Implemented
Honiara 24 Feb 2000 Implemented

Incheon 29 Sep 2005 Implemented
Jakarta 31 Oct 2002 Implemented
Karachi 27 Nov 2003 Implemented

Kathmandu 27 Nov 2003 Implemented
Kota Kinabalu 21 Feb 2002 Implemented
Kuala Lumpur 21 Feb 2002 Implemented in the eastern part on 21 Feb 2002.
Western part on 27 November 2003.
3.2A – 1
APANPIRG/19
FIRs RVSM Comments

Implementation Date
Kunming 21 Nov 2007 Implemented
Lahore 27 Nov 2003 Implemented
Lanzhou 21 Nov 2007 Implemented
Male 27 Nov 2003 Implemented
Manila 21 Feb 2002 Implemented
Melbourne 1 Nov 2001 Implemented
Mumbai 27 Nov 2003 Implemented
Nadi 24 Feb 2000 Implemented
Nauru 24 Feb 2000 Implemented
New Zealand (Domestic) 13 July 2000 Implemented
Oakland Oceanic 24 Feb 2000 Implemented

Phnom Penh 21 Feb 2002 Implemented
Port Moresby 13 Apr 2000 Implemented
Pyongyang
Sanya 31 Oct 2002 Implemented on N892 on 21 February 2002.
Whole FIR on 21 Nov 2007.
Shanghai 21 Nov 2007 Implemented
Shenyang 21 Nov 2007 Implemented

Singapore 21 Feb 2002 Implemented
Tahiti 24 Feb 2000 Implemented
Taibei 21 Feb 2002 Implemented

Ujung Pandang 31 Oct 2002 Implemented
Ulaanbaatar
Urumqi 21 Nov 2007 Implemented
Vientiane 31 Oct 2002 Implemented
Wuhan 21 Nov 2007 Implemented
Yangon 27 Nov 2003 Implemented
―END―
3.2A – 2
APANPIRG/19
REGIONAL/NATIONAL PERFORMANCE OBJECTIVE —

IMPLEMENTATION OF THE NEW ICAO FPL FORM
Benefits
Environment • reductions in fuel consumption
Efficiency • ability of air navigation service providers t make maximum use of aircraft capabilities
• ability of aircraft to conduct flights more closely to their preferred trajectories
• facilitate utilization of advanced technologies thereby increasing efficiency
• optimized demand and capacity balancing through the efficient exchange of information
Safety • enhance safety by use of modern capabilities onboard aircraft
Strategy
Short term (2010)
Medium term (2011 - 2015)
ATM OC TIMEFRAME
TASKS RESPONSIBILITY STATUS
COMPONENTS START-END
SDM En-route airspace 2009-2012
• ensure that the automation and
software requirements of local
systems are fully adaptable to 2009
the changes envisaged in the
new FPL form
• ensure that issues related to the
ability of FDPS’s to pass
information correctly and to
correctly identify the order in 2009-2012
which messages are received, to
ensure that misinterpretation of
data does not occur
• analyze each individual data
item within the various fields of
the new flight plan form,
comparing the current values
and the new values to verify 2009
any problems with regard to
applicability of service
provided by the facility itself or
downstream units
• ensure that there are no
individual State peculiarities or
2009-2012
deviations from the flight plan
provisions
• ensure that the accepting ATS
Reporting Office accepts and
disseminates all aircraft
capabilities and flight intent to 2012
all the downstream ACCs as
prescribed by the PANS-ATM
provisions
3.2B – 1
APANPIRG/19
• plan the transition arrangements

to ensure that the changes from
the current to the new ICAO
2009-2012
FPL form occur in a timely and
seamless manner and with no
loss of service
• in order to reduce the change of
double indications it is
important that any State having
published a specific
requirement(s) which are now
addressed by the amendment
should withdraw those 2009-2012
requirements in sufficient time
to ensure that aircraft operators
and flight plan service
providers, after 15 November
2012, use only the new flight
plan indications.
• establish a central depository in
order to track the
implementation status and 2009
inform the ICAO regional
offices on an ongoing basis
linkage to GPIs GPI/18 Aeronautical Information
3.2B – 2
APANPIRG/19
Appendix C to the Report on Agenda Item 3.2
TERMS OF REFERENCE
Asia/Pacific ICAO Flight Plan & ATS Messages Implementation Task Force
(FPL&AM/TF)
Terms of Reference
The terms of reference of the FPL&AM/TF are:
1) To conduct a comprehensive review of Amendment 1 to the Fifteenth Edition of the

PANS ATM (Doc 4444, effective 15 November 2012) in order to identify, study
and address implementation complexities arising from the adoption of amended
PANS ATM Chapter 4, Chapter 11, Appendix 2 and Appendix 3 provisions relating
to the ICAO Flight Plan and associated ATS Message formats; and
2) As a result of the review, and in accordance with relevant additional ICAO

provisions, prepare and promulgate coordinated Asia/Pacific transition strategies
and plans with associated timelines to enable the streamlined implementation of the
amended Flight Plan and ATS Message provisions contained in Amendment 1 to
the Fifteenth Edition of the PANS ATM.
In addressing these terms of reference, the Task Force should consider, inter alia, the
following aspects:
1) Likelihood that such changes within local systems will differ between Regions and
systems, therefore global transition is not feasible in view of the localized issues
and APANPIRG is best placed to authorize regional transition plans;
2) Inter and intra regional issues;
3) Impact on inter-system co-ordination messaging (e.g. AIDC)

o AIDC guidelines and other regional documents will need to be updated;
4) Contingency arrangements for States that cannot comply by the due date;
o How to handle staged implementations by States and/or airspace users,
o Expectations across ANSPs with different implementation dates, and
o Systems that transition early will need to be capable of handling both new
and current instruction sets.
5) Inter-system exchanges need to take account of differing automation capabilities in

order to avoid excessive message rejection;
6) Establishment of an Information Management system to track implementation

timelines for various States/systems;
7) Management of Repetitive Flight Plans;
8) Implications for presentation formats, including paper & electronic flight progress
strips;
9) Impacts to users (flight planning systems etc); and
10) Appropriately timed withdrawal of existing State or Regional specific requirements

to ensure consistency with new instruction set.
3.2C − 1
APANPIRG/19
Membership
Proposed membership of the Task Force should include, but is not limited to, operational and
systems engineering personnel from the following States:
Australia, China, Hong Kong-China, India, Indonesia, Japan, Malaysia, New Zealand,
Singapore, Thailand, United States, Viet Nam, IATA and IFALPA.
Industry participation, if required, is to be included under responsibility of State delegations

or with approval from the ICAO Asia/Pacific Regional Office.
Reporting
Report progress to ATM/AIS/SAR/SG/19 and CNS/MET/SG/13 (June/July 2009), and
APANPIRG/20 (September 2009).
ICAO Strategic Objectives and GPIs

Amendment 1 to the Fifteenth Edition of PANS-ATM promulgates updates to operational
messages, including the ICAO Flight Plan message set, in order to provide, inter alia,
increased detail and definition of aircraft equipage with the objective of better managing and
enabling provision of the related ATS services.
The Task Force will prepare and maintain a performance framework form (PFF) to codify the
implementation of the new ICAO Flight Plan format and associated ATS Messages as an
Asia/Pacific regional performance objective. The work and outcomes from the Task Force are
expected to support:
ICAO Strategic Objectives:

A: Safety – Enhance global civil aviation safety
D: Efficiency – Enhance the efficiency of aviation operations
E: Continuity – Maintain the continuity of aviation operations
Global Plan Initiatives

GPI-5 Performance based navigation
GPI-9 Situational awareness
GPI-11 RNP and RNAV Standard Instrument Departures (SIDs) and
Standard Terminal Arrivals (STARs)
GPI-17 Implementation of data link applications
……………… end ……………
3.2C − 2
APANPIRG/19
Appendix D to the Report on Agenda Item 3.2
ATS Routes affected by ATFM procedures in the Bay of Bengal and South Asia
for flights transiting the Kabul FIR, period 2000 – 2359 UTC daily.
3.2D – 1
APANPIRG/19
Appendix E to the Report on Agenda Item 3.2
3.2E – 1
APANPIRG/19
Appendix F to the Report on Agenda Item 3.2
3.2F – 1
APANPIRG/19
Appendix G to the Report on Agenda Item 3.2
FINAL DRAFT
Data Link Harmonization Strategy — ADS-C and CPDLC
• Any additional aircraft implementation of automatic dependent surveillance — contract

(ADS-C) should either;
i) utilise without change the existing DO-258A/ED-100A1 (FANS-1/A) ADS-C, or
ii) move to the full implementation of the internationally agreed common technical
definition that will be defined based on relevant provisions and guidance material
(Manual of Air Traffic Services Data Link Applications (Doc 9694)) developed
by ICAO and its technical bodies
Partial or divergent aircraft data link evolutions should not be pursued, as they will
continue to promote divergent paths to the detriment to the broader community.
Interim steps or phases toward full implementation of the common technical
definition in ground systems should only be pursued on a regional basis, after
coordination between all States concerned.
• Any additional aircraft implementation of controller-pilot data link communications (CPDLC)

should either;
i) utilise without change the existing DO-258A/ED-100A (FANS-1/A) or DO-

280B/ED-110B2 (ATN) CPDLC for ACM/ACL/AMC3 data link services, or
ii) move to the full implementation of the internationally agreed common technical
definition, based on Procedures for Air Navigation Services — Air Traffic
Management (PANS-ATM, Doc 4444), and other operational material as
appropriate
Partial or divergent aircraft data link evolutions that result in excluding messages
from aircraft systems should not be pursued, as they will continue to promote
divergent paths to the detriment to the broader community. Interim steps or phases
toward full implementation of the common technical definition in ground systems
should only be pursued on a regional basis, after coordination between all States
concerned.
• Harmonization of operational procedures for implementation of the above packages is

considered essential. States, planning and implementation regional groups (PIRGs), ANS
providers and other ATS coordinating groups should adopt common procedures to support
seamless ATS provision across flight information region (FIR) boundaries, rather than each
State or Region developing and promulgating unique procedures for common functions.
1
RTCA/EUROCAE Interoperability Requirements for ATS Applications Using ARINC 622 Data
Communications
(FANS 1/A INTEROP Standard)
2
RTCA/EUROCAE Interoperability Requirements Standard For ATN Baseline 1 (ATN B1 INTEROP Standard)
3
Air traffic control communications management/Air traffic control clearances and information/Air traffic
control microphone check
3.2G – 1
APANPIRG/19
Appendix H to the Report on Agenda Item 3.2
DRAFT
Air Traffic Flow Management (ATFM) Communication Manual
for the Asia Pacific Region
Version 1.0
May 2008
3.2H – 1
FOREWORD
Centralized air traffic flow management (ATFM) facilities are best able to communicate their national
system’s ability to accept traffic from adjacent international air traffic service (ATS) providers. As
coordination and collaboration efforts intensify between the countries, common procedures and
communication are essential. Once procedures are defined, a key element in removing language
barriers is establishing common terms and phrases. Terminology and phraseology differences in
ATFM could be a potential source of confusion during communications between international ATFM
facilities.
Common terminology is an essential element in exchanging definitive, clear, and concise

communication between international ATFM units. Likewise, the phraseology should follow a
technical pattern for the exchange of standardized and harmonized messages. The terminology and
phraseology presented are not intended to be a requirement for ATFM communications, but may be
used as a guideline for the exchange of ATFM messages.
-2-
DRAFT ATFM Communications Manual for the Asia Pacific Region
TABLE OF CONTENTS
1. General
2. ATFM Message Components
3. ATFM Message Types
4. Abbreviations
Appendix 1: Descriptions of ATFM Initiatives

Appendix 2: Table of Abbreviations
-3-
1. General
1.1 The primary goal of these guidelines is to develop terminology and phraseology for the
exchange of ATFM messages between units providing ATFM services. The terminology and
phraseology contained herein are intended to both reflect the current use of plain language and
provide a basis for standardization and harmonization.
1.2 Although there are various plain language words and phrases in use today by ATFM service
providers, these words and phrases can be organized into a modular and structured method of delivery
to ensure communication harmonization and reduce the incidence of misunderstanding between units
providing ATFM service.
1.3 It is not the intent of these guidelines to provide detailed information on ATFM concepts,
procedures, and initiatives; however, since not all readers may be familiar with ATFM terms used in
the examples, a brief description of ATFM initiatives is provided at Appendix 1. The list is not all-
inclusive and does not preclude the innovation and application of other procedures that will result in
improved service.
1.4 These guidelines include the concept of modular and structured ATFM messages and define
an ATFM message's components as who, what, where, when and why. These five components are
described as follows:
a. Who: The ATFM service unit being contacted followed by the ATFM service unit that is
initiating the contact.
b. What: The ATFM objective to be achieved.
c. Where: The location of the ATFM objective to be achieved.
d. When: The time and/or duration of the ATFM objective to be achieved.
e. Why: The reason for the ATFM objective.
1.5 There is no module regarding “how” the ATFM restrictions should be achieved by the
counterpart ATFM service provider. It is the counterpart’s responsibility how they fulfill the
requested ATFM restrictions within their airspace. However, the center being asked for the ATFM
restrictions may collaborate with the originating center on the type and method of ATFM measure
application. Generally speaking, ATFM service providers resolve demand-capacity related
constraints by initiating national ATFM initiatives first. Therefore, ATFM restrictions requested by
an adjacent international ATFM facility should be considered highly necessary. Therefore, once
information is exchanged regarding an ATFM restriction and the acceptance is expressed, it is
considered MANDATORY. It should be noted that a critical situation could require acceptance of an
ATFM restriction without allowing any options for the requested facility.
1.6 Below are the examples of possible ATFM messages:
• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC … REQUIRE 100 MILES

IN TRAIL REGARDLESS OF FLIGHT LEVEL ON R220, R580 AND ALL PACOTS
TRACKS FOR TRAFFIC LANDING NARITA ESTIMATING FIR BOUNDARY
FROM 0100 UTC UNTIL 0500 UTC DUE TO SEVERE WEATHER”.
-4-
• “FUKUOKA ATMC, THIS IS FAA COMMAND CENTER… CAPACITY
RESTRICTION: LOS ANGELES HAS STARTED FLOW RESTRICTIONS FOR ALL
AIRCRAFT LANDING LOS ANGELES DUE TO EARTHQUAKE. APPROACH HAS
REQUESTED GROUND STOPS FOR ARRIVALS UNTIL FURTHER NOTICE”.
2. ATFM Message Components
2.1 The use of a modular and structured ATFM message provides for consistent ATFM message
design and delivery. Each of the ATFM message's five components can contain plain language
elements that when combined provide a complete ATFM message. The harmonization achieved lies
in the delivery of an ATFM message that has all of the required components in a structured format
while making allowances for different plain language elements. This is of particular benefit for
ATFM service providers that use different ATFM terminology or for non-native English speaking
ATFM service providers.
2.2 As the modular and structured ATFM message may contain several different elements of
plain language, this section will examine each of the five components and detail some of the possible
plain language words and phrases that are in use today.
2.3 WHO: The who component identifies the ATFM service unit being contacted followed by
the ATFM service unit that is initiating the contact. ATFM units will be addressed by name until
ICAO Annex 10 is amended accordingly. Examples of the who component:
• “FUKUOKA ATMC, THIS IS FAA COMMAND CENTER…”

• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC…”
2.4 WHAT: The what component identifies the ATFM objective to be achieved. The what
component may also be used to provide ATFM information. Objectives include but are not limited to:
a) REQUIRE (number) MILES (or MINUTES) IN TRAIL AT THE SAME FLIGHT

LEVEL;
b) REQUEST (number) MILES (or MINUTES) IN TRAIL REGARDLESS OF FLIGHT
LEVEL;
c) REQUEST A RATE OF (number) AIRCRAFT PER HOUR;
d) FLIGHT LEVELS (number) AND (number) NOT AVAILABLE;
e) ONLY FLIGHT LEVELS (number), (number) AND (number) ARE AVAILABLE;
f) (route/airport/airspace) NOT AVAILABLE DUE (reason) ALTERNATIVE[S] IS/ARE
(routes/airports).
2.5 WHERE: The where component represents the location of the ATFM objective to be
achieved. It is often preceded by a modifying clause, indicating what aircraft or traffic the restriction
will apply to. The modifying clause and the location combination are used to construct there where
component.
Examples of location:
• “…AT NIPPI…”
• “…ON A337…”
• “…WESTBOUND ON PACOTS TRACK CHARLIE…”
• “…INBOUND ON G344…”
• “…ON PACOTS TRACK 2 LANDING SAN FRANCISCO AIRPORT…”
• “…ABOVE FLIGHT LEVEL 300…”
-5-
Examples of what aircraft or traffic are included:
• “…FOR ALL AIRCRAFT…”

• “…FOR TRAFFIC FASTER THAN 300 KNOTS…”
• “…FOR HEAVY AIRCRAFT…”
• “…FOR TRAFFIC LANDING…”
• “…FOR AIRCRAFT DEPARTING…”
• “…FOR TRAFFIC OVERFLYING…”
• “…FOR AIRCRAFT PASSING…”
2.6 WHEN: The when component represents the time and/or duration of the ATFM objective to
be achieved:
[FROM (time)] UNTIL (time).
Examples of time/duration:
• “…FROM 0300 UTC UNTIL 0600 UTC…”

• “…FROM NOW UNTIL 0600 UTC…”
• “…FROM 2300 UTC UNTIL FURTHER NOTICE…”
• “…UNTIL FURTHER NOTICE…”
2.7 WHY: The why component represents the reason for the ATFM objective:
a) DUE TO (reason);
b) FOR (reason).
Examples of reasons:
• “…DUE TO RUNWAY CLOSURE”

• “…FOR (SEVERE) WEATHER”
• “…DUE TO COMMUNICATION FAILURE”
• “…DUE TO (significant event/natural disturbance such as FIRE or VOLCANIC ASH)”
• “…FOR STATE AIRCRAFT ACTIVITY”
• “…DUE TO EQUIPMENT OUTAGE”
• “…FOR EMERGENCY”
• “…DUE TO ATFM INITIATIVES IN (location)”
3. ATFM Message Types
3.1 Information to be shared prior to invoking the ATFM restrictions: The information-
sharing should be facilitated not only during the actual flow control but also (and more importantly)
well prior to invoking the ATFM restrictions when the possibility of flow control arises. The
following phrases will make clear the distinction between the ATFM messages and the information
provided for situation awareness:
a) POSSIBLE TRAFFIC FLOW RESTRICTIONS;

b) CAPACITY RELATED INFORMATION.
Examples of messages sent prior to invoking ATFM restrictions follow:
-6-
• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC… POSSIBLE TRAFFIC
FLOW RESTRICTIONS… NARITA AIRPORT HAS CLOSED ONE RUNWAY
AND STARTED SNOW REMOVAL”.
• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC… CAPACITY RELATED
INFORMATION…NARITA AIRPORT HAS ENTERED THE STORM ZONE OF
THE TYPHOON”.
3.2 ATFM Initiative Message: ATFM initiatives communicate air traffic flow
restrictions/objectives from one air traffic service provider to another. They follow the five
component structure described earlier:
a. Who: The ATFM service unit being contacted followed by the ATFM service unit that is
initiating the contact.
b. What: The ATFM objective to be achieved.
c. Where: The location of the ATFM objective to be achieved.
d. When: The time and/or duration of the ATFM objective to be achieved.
e. Why: The reason for the ATFM objective.
Examples of ATFM initiatives follow:
• “FUKUOKA ATMC, THIS IS FAA COMMAND CENTER … REQUIRE 30 MINUTES

IN TRAIL AT THE SAME FLIGHT LEVEL FOR ALL AIRCRAFT LANDING
CHICAGO FROM 0800 UTC UNTIL FURTHER NOTICE DUE TO STATE
AIRCRAFT ACTIVITIES”.
• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC… FL350 AND BELOW
NOT AVAILABLE FOR AIRCRAFT OVERFLYING JAPANESE DOMESTIC
AIRSPACE UNTIL 0900 UTC DUE TO EMERGENCY”.
3.3 Reply to ATFM Initiative Message: The following phrases will be used for replying to
ATFM initiative messages:
a) ACCEPT (initiative);
b) AGREED TO (initiative);
c) (initiative) IS ACCEPTABLE [DEPENDS ON THE DEMAND] (other pertinent
information, if any);
d) UNABLE (initiative) [DUE (reason)] (alternative proposed).
Examples of replying to ATFM initiatives follow:
• “AGREED TO 30 MINUTES IN TRAIL AT THE SAME FLIGHT LEVEL ON

PACOTS TRACKS 2 AND 3 FROM 1000 UTC UNTIL 1500 UTC”.
• “UNABLE TO ACCEPT THE RESTRICTION FROM 1430 UTC DUE TO TRAFFIC
VOLUME ON A590 UNTIL 1530 UTC”.
3.4 Coordination of aircraft exempted from ATFM initiatives: The following phrases will be
used for the coordination of aircraft which are exempt from ATFM restrictions:
a) REQUEST EXEMPTION FROM ATFM;

b) COORDINATION OF ATFM EXEMPTION.
-7-
3.5 The following types of aircraft may be exempted from ATFM restrictions:
• Aircraft in a state of emergency

• Aircraft engaged in search and rescue missions
• Aircraft operating for humanitarian reasons
• Aircraft carrying the head of State or distinguished visitors of State
• Aircraft carrying a patient who needs urgent medical treatment
Examples of messages requesting ATFM exemption follow:
• “FUKUOKA ATMC, THIS IS FAA COMMAND CENTER… REQUEST

EXEMPTION FROM ATFM…UAL123 IS CARRYING A PATIENT WHO NEEDS
URGENT MEDICAL TREATMENT”.
“UAL123…EXEMPTION APPROVED”.
• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC… COORDINATION OF
ATFM EXEMPTION… JA501A IS OPERATING SEARCH AND RESCUE
MISSIONS”.
3.6 Information for the next coordination: If it is possible and appropriate, the expected time of
next coordination will be forwarded with the ATFM messages:
I WILL CALL YOU AT (time) FOR FURTHER COORDINATION.
An example of a message with information for the next coordination follows:
• “FUKUOKA ATMC, THIS IS FAA COMMAND CENTER… REQUIRE 30 MINUTES

IN TRAIL REGARDLESS OF FLIGHT LEVEL FOR ALL AIRCRAFT ON PACOTS
TRACK 8 FROM 1000 UTC UNTIL FURTHER NOTICE DUE TO MILITARY
ACTIVITY. I WILL CALL YOU AGAIN AT 1100 UTC FOR FURTHER
COORDINATION”.
3.7 Amendment: The amendment of an ATFM message should be structured as the initial
message and include similar elements but with additional modifiers. These modifiers may include:
a) CHANGE
b) AMEND
c) REDUCE
d) INCREASE
e) DECREASE
3.8 Amendment messages should also identify which message is being amended, as several
restrictions could be in place at one time. Examples of ATFM amendment messages follow:
• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC… WE HAVE CHANGED

THE RESTRICTION ON TRAFFIC FLYING PACOTS TRACKS CHARLIE, ECHO
AND FOXTROT FOR NARITA AIRPORT. WE NOW NEED 20 MINUTES IN TRAIL
AT THE SAME FLIGHT LEVEL ON PACOTS TRACKS CHARLIE, ECHO AND
FOXTROT FOR TRAFFIC LANDING NARITA FROM NOW UNTIL 0900 UTC”.
• “FUKUOKA ATMC, THIS IS FAA COMMAND CENTER…WE HAVE INCREASED
THE INBOUND RATE FROM 5 AIRCRAFT PER HOUR TO 10 AIRCRAFT PER
HOUR FOR TRAFFIC BEYOND OAKLAND FIR UNTIL FURTHER NOTICE”.
-8-
3.9 Cancellation: The cancellation of an ATFM message should be structured the same as the
initial message and include similar elements but also contain a canceling word or phrase. It is
normally not necessary to state the reason for the cancellation. A canceling word or phrase may
include:
a) CANCEL
b) RESUME
c) RESUME NORMAL
d) RELEASE
3.10 Cancellation messages should also identify which message is being cancelled, as several
restrictions could be in place at one time. An example of an ATFM cancellation message follows:
• “FAA COMMAND CENTER, THIS IS FUKUOKA ATMC… CANCEL THE

RESTRICTION ON TRAFFIC BEYOND THE FUKUOKA FIR AT THIS TIME.
RESUME NORMAL TRAFFIC FLOW”.
4. Active Listening
4.1 Because of the variety of ATFM information that may be exchanged, and the lack of a full set
of standardized phraseology, active listening is encouraged. Active listening is a structured form of
listening and responding that focuses the attention on the speaker. The listener must take care to
attend to the speaker fully, and then repeats, in the listener’s own words, what he or she thinks the
speaker has said. The listener does not have to agree with the speaker; he or she must simply state
what they think the speaker said. This enables the speaker to find out whether the listener really
understood. If the listener did not, the speaker can explain further. Once the speaker and listener are
clear as to the message, the listener should respond with agreement, acceptance or disagreement.
4.2 Active listening has several benefits. First, it forces people to listen attentively to others.
Second, it avoids misunderstandings, as people have to confirm that they do really understand what
another person has said.
5. Abbreviations
5.1 Appendix 2 provides a sample list of abbreviations used that are not defined in the ICAO
Doc. 8400 (PANS-ABC). Neighboring ATFM facilities may wish to develop a similar list of
abbreviations which are frequently used in ATFM communication, and include them in a letter of
agreement. There is no requirement to develop such a list.
-9-
Appendix 1
DESCRIPTION OF AIR TRAFFIC FLOW MANAGEMENT INITIATIVES
The following list contains the ATFM initiatives presently conducted by U.S. FAA. It is not all-inclusive
and does not preclude the innovation and application of other procedures that will result in improved
service.
Name Description
Airborne holding Planned holding of aircraft may be utilized. This is normally done when the
operating environment supports holding and the weather conditions are expected
to improve shortly; this ensures aircraft are available to fill the capacity at the
airport.
Altitude Utilized to segregate different flows of traffic, or to distribute the number of
aircraft requesting access to a specified geographic region.
a. Capping: Term to indicate aircraft will be cleared to an altitude lower than
their requested altitude until they are clear of a particular airspace. Capping may
apply to the initial segment of the flight or for the entire flight.
b. Tunneling: Term to indicate traffic will be descended prior to the normal
descent point at the arrival airport to remain clear of an airspace situation; e.g.,
holding.
Fix balancing Assigning an aircraft a fix other than that in the filed flight plan in the arrival or
departure phase of flight to equitably distribute demand.
Ground delay Aircraft are held on the ground in order prior to departure to manage capacity
programs (GDP) and demand at a specific location, by assigning arrival slots. The purpose of the
program is to limit airborne holding.
Ground stops GS is a process that requires aircraft that meet specific criteria to remain on the
(GS) ground. Since this is one of the most restrictive methods of traffic management,
alternative initiatives should be explored and implemented if appropriate. GSs
should be used:
a. In severely reduced capacity situations (below most user arrival minimums,
airport/runway closed for snow removal, or aircraft accidents/incidents);
b. To preclude extended periods of airborne holding;
c. To preclude sector/center reaching near saturation levels or airport grid lock;
d. In the event a facility is unable or partially unable to provide ATC services
due to unforeseen circumstances; and
e. When routings are unavailable due to severe weather or catastrophic events.
Miles-in-trail The number of miles required between aircraft that meet a specific criteria. The
(MIT) criteria may be separation, airport, fix, altitude, sector, or route specific. MIT are
used to apportion traffic into manageable flows, as well as to provide space for
additional traffic (merging or departing) to enter the flow of traffic.
Minutes-in-trail The number of minutes required between successive aircraft. It is normally used
(MINIT) in a non-radar environment, or when transitioning to a non-radar environment,
or when additional spacing is required due to aircraft deviating around weather.
Reroutes Reroutes are ATC routings other than the filed flight plan. They are issued to:
a. Ensure aircraft operate with the “flow” of traffic.
b. Remain clear of special use airspace.
c. Avoid congested airspace.
d. Avoid areas of known weather where aircraft are deviating or refusing to fly.
A-1-1
Name Description
Sequencing These programs are designed to achieve a specified interval between aircraft;
programs they may be software generated or determined by ATFM personnel. Different
types of programs accommodate different phases of flight.
1. Departure Sequencing Program (DSP) - Assigns a departure time to
achieve a constant flow of traffic over a common point. Normally, this involves
departures from multiple airports.
2. En route Sequencing Program (ESP) - Assigns a departure time that will
facilitate integration in the en route stream.
3. Arrival Sequencing Program (ASP) - Assigns fix crossing times to aircraft
destined to the same airport.
A-1-2
Appendix 2
SAMPLE TABLE OF ABBREVIATIONS
The abbreviations listed here are those used by the ATCSCC and ATMC respectively that are not
defined in the ICAO Doc. 8400 (PANS-ABC), and are provided only as an example. The shaded
abbreviations are considered to be the common terms between the two centers. The asterisk shows
verbatim difference in the original collocation but the abbreviation still indicates the common object.
The non-common abbreviations are deemed inappropriate for the inter-facility ATFM communication
between ATCSCC and ATMC.
ATCSCC ATMC
AAR Airport Acceptance Rate
ACID Aircraft Identification
ADL Aggregate Demand List
ADR Airport Departure Rate
ADZY Advisory
AIM Aeronautical Information Manual
ALTRV Altitude Reservation Altitude Reservation
ANP Air Navigation Plan
AOA Office of the Administrator
AOC Airline Operations Center
AP Air Patrol
APREQ Approval Request Approval Request
APVL Approval Approval
ARO Airport Reservation Office
ARTCC Air Route Traffic Control Center Air Route Traffic Control Center
ASM Airspace Management
AT Air Traffic
Air Traffic Control System Command Air Traffic Control System Command
ATCSCC
Center Center
ATMC Air Traffic Management Center Air Traffic Management Center
ATMetC Air Traffic Meteorological Center
ATO Air Traffic Operations Program
AUTODIN Automatic Digital Network
CARF Central Altitude Reservation Function
Collaborative Convective Forecast
CCFP
Product
Command Center Weather Service
CCWSU
Unit
CDM Collaborative Decision Making Collaborative Decision Making
CDR Coded Departure Route(s)
Conditional Route
CDR Continuous Data Recording
CDT Controlled Departure Time
Code of Federal Regulations (formerly
CFR
FAR)
CIWS Corridor Integrated Weather System
A-2-1
ATCSCC ATMC
COMSEC Communications Security System
CR Collaborative Routing
CT Select Flights Ground Delay Program
CTA Controlled Time of Arrival
Center TRACON Automation System
CTAS-TMA
Traffic Management Advisor
Computerized Voice Reservation
CVRS
System
CWA Central Weather Advisory
CWSU Center Weather Service Unit
DARC Direct Access Radar Channel
DCCWU ATCSCC Weather Unit
DOTS Dynamic Ocean Track System Dynamic Ocean Track System
DP Departure Procedure
DSP Departure Sequencing Program
EDCT Expected Departure Clearance Time Expected Departure Clearance Time
EFAS Enroute Flight Advisory Service
EFTO Encrypt For Transmission Only
EOF Emergency Operations Facility
EOR Emergency Operations Room
EPS Engineered Performance Standards
Emergency Security Control of Air
ESCAT
Traffic
ETE Estimated Time Enroute Estimated Time Enroute
ETMS Enhanced Traffic Management System
European Central Altitude Reservation
EUCARF
Facility
FA General Ground Delay Program
FAA Federal Aviation Administration Federal Aviation Administration
FADT Fuel Advisory Delay Time
FCA Flow Constrained Area
FDMS Flight Data Management System
FDPS Flight Data Processing Section
FEA Flow Evaluation Area
FP Flight Plan
FPL Full Performance Level
GA General Aviation
GAAP General Aviation Airport Program
GDP Ground Delay Program
GS Ground Stop
HARS High Altitude Route System
HDTA High Density Traffic Airport
A-2-2
ATCSCC ATMC
IFCN Interfacility Communication Network
IFPFP Individual Flight Plan From this Point Individual Flight Plan From this Point
IFSS International Flight Service Station
INATS Interruption of Air Traffic Service
JCAB Japan Civil Aviation Bureau Japan Civil Aviation Bureau
LAA Local Airport Advisory
LADP Local Airport Deicing Plan
LOA Letter of Agreement Letter of Agreement
MAP Monitor Alert Parameter
Military Assumes Responsibility for Military Assumes Responsibility for
MARSA
Separation of Aircraft Separation of Aircraft
MEL Minimum Equipment List
MINIT Minutes in Trail
MIT Miles in Trail
MOS Military Operations Specialist
MTSAT Multi-functional Transport Satellite Multi-functional Transport Satellite
MVFR Marginal Visual Flight Rules
National Airspace Data Interchange
NADIN
Network
NAS National Airspace System
NAVAID* Navigational Aid Navigation Aid
NFDC National Flight Data Center
National Maintenance Coordination
NMCC
Center
National Oceanic and Atmospheric
NOAA
Administration
NOM National Operations Manager
NOPAC North Pacific North Pacific
NOS National Oceanographic Service
NRP National Route Program
NTMO National Traffic Management Officer
NWS National Weather Service
OAG Official Airline Guide
Oceanic Air Traffic Control Data
ODP
Processing System
OPSNET Operations Network
OTG Oceanic Track Generator
OTR Oceanic Transition Route
Pacific Military Altitude Reservation Pacific Military Altitude Reservation
PACMARF*
Facility Function
PACOTS Pacific Organized Track System Pacific Organized Track System
PMTC Pacific Missile Test Center
PO Plan of Operation
A-2-3
ATCSCC ATMC
Pref Route Preferential Route
PT Planning Team
RA Route Advisory
RAA Remote Airport Advisory
ROT Runway Occupancy Time
SAA Special Activity Airspace
SOP Standard Operating Procedure
STMP Special Traffic Management Program
SUA Special Use Airspace
SVRW Severe Weather
SWAP Severe Weather Avoidance Program
TEC Tower-Enroute Control
TELCON Telephone Conference
TFM Traffic Flow Management
TIS Traffic Information System
TMC Traffic Management Coordinator Traffic Management Coordinator
Traffic Management Coordinator in
TMCIC
Charge
TMI Traffic Management Initiative
TMU Traffic Management Unit Traffic Management Unit
TSTM Thunderstorm
WSO Weather Service Office
A-2-4
APANPIRG/19
Appendix I to the Report on Agenda Item 3.2
Tentative Programme
ICAO Asia/Pacific ATFM Seminar/Workshop
Fukuoka, Japan, 7-9 October, 2008
TUESDAY, 7TH OCTOBER 2008
TIME TITLE AND SUMMARY SPEAKER & ORGANIZATION
0930-1000 Registration of Delegates
1000-1030 Opening of the Seminar/Workshop, Moderators:

Administration,
Mr. Andrew Tiede, Regional
Introduction of Delegates
Officer ATM, ICAO
Asia/Pacific Office
Mr. XXXX, JCAB
1030-1100 Coffee/Tea
1100-1130 ICAO ATFM Provisions & APANPIRG Key Mr. Andrew Tiede - ICAO
Priorities
ATFM in the Asia Pacific Region Today
1130-1200 Air Traffic Management Centre JCAB

Fukuoka
1200-1230 (Title to be confirmed) Mr. Piyawut (Toon) Tantimekabut,

Senior Systems Engineer, Air
Traffic Services Engineering
Research & Development
Department, AEROTHAI
1230-1330 Lunch
1330-1400 Singapore Changi Strategic Flow Management – Mr. Victor Tan, Deputy Chief,
Lessons Learnt Singapore Air Traffic Control
Centre, CAAS
1400-1410 Flow Management Programme for Traffic Mr. Raymond Li, Hong Kong CAD
Transiting Hong Kong/Taipei/Naha FIRs
1410-1430 Air Traffic Flow Management in China (to be confirmed), Air Traffic
Management Bureau of CAAC
1430-1500 Tactical Air Traffic Flow Management in Australia Mr. Matthew Shepherd, ATM
Optimisation Manager/National
Operations Centre, Airservices
Australia
1530-1630 Questions and Answers Panel session All Speakers from the day
3.2I – 1
APANPIRG/19
WEDNESDAY, 8TH OCTOBER 2008
0945-1000 Opening Remarks Day 2 Mr. Andrew Tiede - ICAO
1000-1030 Hurry Up and Wait – The IFATCA Perspective Mr. John Wagstaff, Executive
Vice President, Asia Pacific
Region, IFATCA
1100-1120 User Needs in the Future Mr. Bill Leber, Chief International
Dispatcher/CDM, Northwest
Airlines
1120-1140 Operators' Perspective on BOBCAT ATFM in the Capt Aric Oh, Deputy Chief Pilot,
Bay of Bengal Singapore Airlines
1140-1200 Users’ Perspective (to be confirmed), Japan Air Lines
ATFM in Other Regions
1200-1230 Overview of Regional ATFM Initiatives in North Mr. Tim McHale, International
America, Caribbean and South America1 Operations, FAA Air Traffic
Control System Command
Center
Mr. Ricardo Torres, SENEAM
1230-1330 Lunch
Workshop – Session 1 – Planning for ATFM
1330-1400 The Bay of Bengal long range ATFM Mr. Andrew Tiede - ICAO
implementation – Lessons from the ATFM Task
Force. A Regional Office perspective
1400-1430 ATFM Lessons Learned in NAM/CAR/SAM Mr. Ricardo Torres, SENEAM
1430-1500 Pre-Tactical Experience with CTMS in Australia Mr. Matthew Shepherd,

Airservices Australia
1530-1600 ATFM Policy and Future Planning JCAB
1600-1630 Planning for Near-Term Implementation of ATFM Ms. Leslie McCormick,

International Operations, FAA
Air Traffic Control System
Command Center
1630-1700 Questions and Answers Panel session All Speakers from the day
1
CONOPS, Ops Telcons, Data Exchange, ATFM TF, etc.
3.2I – 2
APANPIRG/19
THURSDAY, 9TH OCTOBER 2008
0900-1000 Travel to Fukuoka ATMC Transport arrangements from

Hotel to Fukuoka ATMC by JCAB
Workshop – Session 2 - Where Do We Go From Here?
1000-1030 Asia/Pacific ATFM Concept of Operations – Moderators:

Strategy and Recommendations
Mr. Andrew Tiede – ICAO
Mr. XXXX
1030-1100 Asia/Pacific ATFM Communications Manual – Moderators:

Strategy and Recommendations
Ms. Leslie McCormick - FAA
1130-1200 Regional Supplementary Procedures (Doc 7030) Moderators:

and Guidance Materials – Recommendation and
Update
Ms. XXXX
1200-1230 Proposals for Consideration by APANPIRG Moderators:

Ms. XXXX
1230-1300 Summary and Closing of ICAO Asia/Pacific Mr. Andrew Tiede – ICAO
ATFM Seminar/Workshop
1300-1400 Lunch
1400-1630 Visit to ATMC and ATC facilities at the Fukuoka Hosted by Fukuoka ATMC
Air Traffic Management Center
1630 Return to Hotel Transport arrangements from

onwards Fukuoka ATMC to Hotel by JCAB
3.2I – 3
APANPIRG/19
Appendix J to the Report on Agenda Item 3.2
Proposed Terms of Reference for the Air Traffic Flow Management Task Force
for North Asia Region (ATFM/TF)
The Air Traffic Flow Management Task Force (ATFM/TF) will report to the ATM/AIS/SAR Sub
Group of APANPIRG.
Objectives:
1. To enhance and facilitate the orderly and efficient flow of air traffic across the North Asia region;
2. To minimize ground and en-route delays;
3. To maximize capacity and optimize;
4. To plan for and manage future ATM workload in the light of the increased air traffic forecast
within the area; and
5. To assess the economic and environmental impact of the implementation of the ATFM system.
Implementation Program
To meet these objectives the ATFM/TF shall adopt a phased implementation program as per the
following:
Phase One: Assessment of the capacity of the current and planned ATM system using a
recognized and common methodology to find out choke point of air traffic flow
Phase Two: Harmonization between ATFM services of adjacent States and development of
common procedures and practices to be used among units
Phase Three: Intra-regional connection of existing ATFM systems to exchange flight information
and to improve the operational efficiency.
— END —
3.2J – 1
APANPIRG/19
Appendix K to the Report on Agenda Item 3.2
Analysis of SAR Capability of ICAO States in the ASIA/PAC Region
Co
Sp ply d
sp
SA
Co
Co
Su
ec
SA egisl g
as
Qu
mm onsh
R
mp Libra
Re emen
p
ial
-Sa ELT
R
Ag mitte
SA
Civ ontro
ali
pro ation
Re litary
L
Na
l
eq ping
u
co
un
a
ty
re
ter
rs a
R
ti
il/M
gra
Tr a
uip
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so
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ica s
Ale g
SA s
rop e
C
air t
is
tD
ur c
i
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me
ati
ini
ati
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RE
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t
r
i
ist
n
o
n
a
ve
e
p
n
r
t
n
e
s
s
y
l
re
Australia E E E E E C E E E E E E E E E E E E C E
Bangladesh B C D A A C C A D A A C A A C C D A D C
Bhutan
Brunei E E E E E E E E E E E E E E D D E E E A
Cambodia B B B B B B C A B B A C A A A A B A A A
China E E E E E E D D E D D C B A E E E E E A
Cook Islands A B B A A C C C B A B A A A A B B A E A
DPR Korea B D B D A B D D D C B A A A B A C C A A
Fiji B C C C C C C B D C D C A C B A C C C A
French Polynesia C D D D C D E A E C C B A A E D E E E A
Hong Kong, China E E E E D E E E E E E E E E E E E E E E
India D C C B B C C A C C C C C D D D C A B E
Indonesia E D E E E D D D E D E D D D C D D D D E
Japan E E E E D E E E E E E E D E E E E E E E
Kiribati
Lao PDR B A B B B A B A B B A C A A A A A A A A
Macau, China E E E E E
Malaysia E E C E D E E E E E E D E E E D E E E B
Maldives B A A A A A A A D A C A A A A A A A A A
Marshall Islands
Micronesia C B A A B C A B B
Mongolia A C C A B B B A B B B C B B A A A A B A
Myanmar B A B C A D C C D A A A A A C A D C A A
Nauru
Nepal D D C B A C C B D B A B A D D C D D D B
New Caledonia C D D D C D E A E C C B A A E D E E E E
New Zealand E E E E A E E E E E E E E E E E E E E E
Pakistan C C D D A D D C D C A A A A D A D D C E
Palau
Papua New Guinea D E D C D D C C D C C D C C C A A A E A
Philippines D C E D D C D D E C C C C C C B C E C A
Rep. of Korea E E E E E E E E E E E E E E E E E E E E
Samoa
Solomon Islands
Singapore E E E E E E E E E E E E E E E E E E E E
Sri Lanka D A C D B C C D E D B C A A D D C A C A
Thailand E E E E D E E E E E E D D D E E E E E E
Timor Leste
Tonga C B A A B C C A D A A A A A A A C A E A
United States E E E E E E E E E E E E E E E E E E E E
Vanuatu
Viet Nam D D D E D D D C E D C C B C C D D C D D
Last updated 5 September 2008
Categorisations:
A = Not implemented D = Meets Annex 12 requirements in most areas
B = Initial implementation E = Fully meets Annex 12 requirements
C = Meets Annex 12 requirements in some areas Blank = No response
3.2K - 1
APANPIRG/19
APANPIRG State SAR Capability Matrix
Guidance to complete the Matrix
1. Training
o The appropriate level and type of training for SAR coordinator, SAR mission
coordinator, on-scene coordinator, and operational facilities. (IAMSAR Manual
Vol. 1, Chapter 3)
2. Alerting
o Fast and reliable means for the rescue coordination center to receive distress
alerts. (IAMSAR Manual Vol. 1, Chapter 2)
3. Legislative
o Statutes and related provisions that establish a legal foundation for establishing a
SAR organization and its resources, policies, and procedures. (IAMSAR Manual
Vol. I, Chapter 1)
4. SAR committee
o Typically established under a national SAR plan, the SAR coordinating
committee is comprised of SAR system stakeholders. (IAMSAR Manual Vol. 1,
Chapter 6 and Appendix J)
5. Agreements
o States should enter into agreements with neighboring States to strengthen SAR
cooperation and coordination. (Chapter 3 – Cooperation, in both Annex 12 –
Search and Rescue, and the International Convention on Maritime SAR)
6. Relationships
o Close cooperation between services and organizations which may contribute to
improving SAR service in areas such as operations, planning, training, exercises
and research and development.
7. Communications
o Communication capability for receipt of distress alerts and operational
coordination among the SAR mission coordinator, the on-scene coordinator and
SAR facilities. (IAMSAR Manual Vol. 1, Chapter 3)
8. Quality Control
o Procedures to focus on improving the quality of SAR services so as to improve
results and reduce costs. (IAMSAR Manual Vol. 1, Chapter 6)
9. Civil/Military
o Close cooperation between the various civilian and military organizations.
10. Resources
o The primary operational facilities made available to the national SAR system by
various authorities and arrangements with others. (IAMSAR Manual Vol. 1,
Chapter 5 and Appendix C)
3.2K - 2
APANPIRG/19
11. SAR Exercise

o Exercise to test and improve operational plans, provide learning experience and
improve liaison and coordination skills. (IAMSAR Manual Vol. 1, Chapter 3;
Annex 12, and Annex 14 regarding Airport Emergency Plan)
12. Library
o Quick access to the applicable international, national, and agency SAR
publications that provide standards, policy, procedures and guidance.
13. Computerization
o Use of or access to output of various computer resources including databases,
computer aids for SAR system management, search planning software, etc.
(IAMSAR Manual Vol. 1, Chapter 2)
14. SAR programme

o National structure to establish, manage and support the provision and
coordination of SAR services. (IAMSAR Manual Vol. 1, Chapter 1)
15. Supply dropping

o Supplies and survival equipment carried by air and maritime SAR facilities to aid
survivors and facilitate their rescue, as appropriate. (IAMSAR Manual Vol. 1,
Chapter 2 and Appendix B)
16. Special equipment

o Equipment created for specific rescue scenarios (such as mountain or desert
rescue) and equipment typically carried on designated SAR units to support
coordination and locating functions as well as special supplies and survival
equipment to aid survivors and facilitate their rescue. (IAMSAR Manual Vol. 1,
Chapter 2 and 4)
17. SAR aircraft

o An aircraft provided with specialized equipment suitable for the efficient conduct
of SAR missions (Annex 12, Chapter 2 - Organization)
18. Navigation
o Suitable means provided within the SAR region to determine position, and the
responding SAR facilities have the appropriate equipment on board to determine
their position in the SAR region they are likely to operate. (IAMSAR Manual
Vol. 1, Chapter 2)
19. Emergency Locator Transmitter (ELT)

o National regulations for carriage of ELTs, and arrangements for registration of
the 406 MHz beacon and rapid access to the beacon registration database. (Annex
6 – Operation of Aircraft and Annex 10 - Aeronautical Telecommunications; and
IAMSAR Manual Vol. 1, Chapter 4)
20. Cospas-Sarsat Distress Alerts

o A SAR Point of Contact (SPOC) designated for receipt of Cospas-Sarsat distress
data, and arrangements for efficient routing of the distress data to the appropriate
SAR authority (the aeronautical emergency locator transmitter ELT), maritime
emergency position-indicating beacon (EPIRB), and personal locator beacon
(PLB)). (Annex 12, paragraph 3.2.5 and Section 2.4; and, IAMSAR Manual
Vol. 1, Chapter 4)
3.2K - 3
APANPIRG/19
Appendix L to the Report on Agenda Item 3.2
STATE SAR AGREEMENTS

(last updated 5 September 2008)
ID
NO. DATE STATES REMARKS
1 14 April 1972 ASEAN States - Indonesia, Multilateral agreement for the

Malaysia, Philippines, facilitation of search for aircraft
Singapore and Thailand in distress and rescue of
survivors of aircraft accidents
2 March 1997 Viet Nam - ASEAN Viet Nam signed instrument of
accession to 1972 ASEAN
Agreement (as above)
3 June 1982 Indonesia / Singapore
4 11 August 1984 Malaysia / Singapore
5 29 August 1985 Malaysia / Indonesia

6 September 1985 Singapore / Thailand Updated July 1996
7 9 September 1985 Malaysia / Thailand
8 9 December 1985 Malaysia / Philippines
9 August 1986 Indonesia / Philippines

10 1986 United States / Japan
11 1988 United States / Indonesia
12 1990 Indonesia / Papua New Guinea JBC MOU signed
13 November 1990 Australia / Indonesia Updated 5 April 2004
14 July 1996 Philippines / Singapore
15 July 1996 Viet Nam / Singapore
16 September 1996 Viet Nam / Philippines
17 16 December 1998 Malaysia / Brunei Darussalam
18 1998 Lao PDR / Vietnam LOA for provision of assistance
19 February 1999 Cambodia / Viet Nam
20 February 2001 Australia / Papua New Guinea
21 September 2002 New Caledonia / New Zealand
22 November 2002 United States / Republic of
Palau
3.2L − 1
APANPIRG/19
ID
NO. DATE STATES REMARKS
23 2003 United States / New Zealand

24 notified 2003 United States / Marshall Islands
25 notified 2003 United States / Micronesia
26 notified 2003 United States / China
27 June 2005 Tonga / New Zealand
28 notified 2005 New Zealand / Australia
29 notified 2005 New Zealand / Samoa
30 April 2006 Australia / Maldives Letter of Arrangement
31 notified July 2006 Indonesia / United States Agreement on the Coordination
of SAR Services
32 notified July 2007 New Zealand / Cook Islands,
33 notified July 2007 New Zealand/Chile Final draft agreement being
considered by authorities in
Chile
34 notified July 2007 New Zealand/Niue No requirement for separate
SAR agreement, covered under
Government to Government aid
agreement
35 notified July 2007 New Zealand/Tahiti French Final draft agreement being
Polynesia considered by authorities in
Tahiti
36 notified July 2007 New Zealand/Tokelau No requirement for separate
SAR agreement, covered under
Government to Government aid
agreement
37 16 May 2007 Republic of Korea/China
38 30 April 2008 Republic of Korea/Japan
Note: ATM/AIS/SAR/SG/18 re-ordered the List by date, any additional updated entries by APANPIRG/19 in
bold type.
3.2L − 2
Agenda Item 3.3: RASMAG
APANPIRG/19 3.3-1
3.3 Regional Airspace Safety Monitoring Advisory Group (RASMAG)
3.3.1 The meeting reviewed a consolidated report of the Eighth and Ninth Meetings of the
Regional Airspace Safety Monitoring Advisory Group of APANPIRG (RASMAG/8 and 9), held in
December 2007 and May 2008, respectively. Full copies of the meeting reports are available on the
web site of the ICAO Asia and Pacific Office at http://www.bangkok.icao.int/ under the ‘Meetings’
menu. The meeting expressed its appreciation for the many tasks that had been addressed by
RASMAG since reporting to APANPIRG/18 last year.
RASMAG List of Competent Airspace Safety Monitoring Organizations
3.3.2 RASMAG is required by its terms of reference to recommend and facilitate the
implementation of airspace safety monitoring and performance assessment services and to review and
recommend on the competency and compatibility of monitoring organizations. Accordingly,
RASMAG reviewed and made a number of updates to the “RASMAG List of Competent Airspace
Safety Monitoring Organizations” (shown at Appendix A to the Report on Agenda Item 3.3) for use
by States requiring airspace safety monitoring services.
Asia/Pacific RVSM Safety Assessments
3.3.3 There are five “APANPIRG Approved” RVSM Regional Monitoring Agencies
(RMAs) currently providing services in the Asia/Pacific region, as follows, with the China RMA
gaining APANPIRG RMA approval from the meeting in accordance with paragraphs 3.3.9 to 3.3.12
below:
• The Pacific Approvals Registry and Monitoring Organization (PARMO),

operated by the United States FAA;
• The Monitoring Agency for the Asia Region (MAAR), operated by Aeronautical
Radio of Thailand (AEROTHAI);
• The Australian Airspace Monitoring Agency (AAMA), operated by Airservices

Australia;
• The JCAB RMA, operated by Japan Civil Aviation Bureau; and
• The China RMA, operated by the Air Traffic Management Bureau of the Civil
Aviation Administration of China.
3.3.4 The meeting reviewed a summary of the most up to date safety assessments of RVSM
operations in the widespread airspaces of the Asia/Pacific Region, as prepared by the Asia/Pacific
RMAs under procedures and in formats established by RASMAG. Arising from the RMA reporting,
the meeting noted the following points:
a) With the exception of the Pyongyang (DPRK) and Ulaanbataar (Mongolia)

FIRs, RVSM has been implemented throughout the Asia/Pacific Region;
b) RVSM safety monitoring in Asia/Pacific is undertaken as a regional

programme in accordance with Annex 11 requirements;
3.3-2 APANPIRG/19
c) In general terms, the regional Target Level of Safety (TLS) for RVSM
operations is widely satisfied across the Asia/Pacific Region;
d) The Western Pacific/South China Sea airspace now satisfies the TLS, this is
due to the focused efforts of the WPAC/SCS RVSM Scrutiny Group
(WPAC/SCS RSG) over the past 18 months;
e) However, the regional TLS is not being satisfied in Australian Domestic &
Indian Ocean airspace and the Fukuoka FIR. The meeting noted that causes
of some of the LHDs resulting from ATC Unit to ATC Unit transfers were
due to circumstances occurring in neighbouring FIRs, while the LHDs were
subsequently identified in the Australian and Japanese airspace. Active
investigation and remediation by affected States is ongoing; and
f) RASMAG has concerns in relation to probable under reporting of Large

Height Deviations in the Bay of Bengal airspace. The meeting reminded the
States involved of the need to strengthen their incident reporting systems;
RVSM Non - Approved Operators Using RVSM Airspace
3.3.5 Persistent examples of a minority of RVSM non-approved flights ‘incorrectly’ filing

flight plans showing RVSM approval have been identified through the work of the PARMO and
AAMA. This meant that it was likely that in some circumstances the 1000 feet separation standard
was being inadvertently applied by ATC when the 2000 feet separation standard was required – this
was a breakdown of separation incident.
3.3.6 Questions were raised during RASMAG/9 about the legal responsibility of an air
navigation service provider (ANSP) who knew, through the RMA work in this area for example, that
some identified airframes were filing “W” (i.e. RVSM approved) when they were not authorized to do
so but took no action to apply the greater vertical separation standard.
3.3.7 The meeting expressed serious concern in relation to flights that were apparently
using RVSM airspace when they did not have the State approvals to do so. In agreeing that this issue
ultimately required regulatory intervention, the meeting requested RASMAG to continue its
investigations in this regard with the objective of providing a more comprehensive briefing to
APANPIRG/20 (2009) in relation to this issue.
Review of China RVSM Implementation
3.3.8 Following implementation of RVSM in China on 21 November 2007, RVSM/TF/33

conducted the post implementation review during April 2008. In its review of the RVSM/TF/33
outcomes, RASMAG/9 noted the many actions taken by China to ensure a smooth implementation
and that the post implementation safety assessment demonstrated that the regional TLS continued to
be satisfied. Additional information in relation to the implementation of RVSM in China is included
in Agenda Item 3.2.
China – Approved as APANPIRG RMA
3.3.9 Recognizing that it would be impractical for an RMA outside China to assume
responsibility for such a large airspace as the sovereign Chinese RVSM airspace, as part of their
programme to support implementation of RVSM during 2007 China had made significant steps
towards establishing the China RMA to take on the long-term airspace monitoring and safety
assessment responsibilities.
APANPIRG/19 3.3-3
3.3.10 In conducting a review of the submission from the China RMA for APANPIRG
accreditation, it was evident to RASMAG/9 that the performance of the China RMA was adequately
demonstrated and documented against the provisions of Annex 11, the RVSM Manual and the draft
RMA Manual.
3.3.11 China presented an update to the meeting detailing the additional progress that had
been made by China since the RASMAG/9 review in May 2008. The meeting noted that, inter alia,
China RMA had:
a) completed three formal risk assessments for Chinese sovereign airspace,

including
o the assessment for Shanghai FIR,
o the preliminary assessment for the Chinese RVSM airspace to
support ‘GO’ decision for China RVSM implementation, and
o the post-implementation assessment for 90 day review of the RVSM
implementation demonstrating that TLS continues to be satisfied.
b) continued close relationships with PARMO and MAAR over some years,
completing training and a number of safety assessments with assistance from
PARMO and MAAR;
c) attended the recent Global RMA meeting (Montreal, May 2008) to make all
the necessary contacts and connection with the global RMA community;
d) established and maintained a database of aircraft RVSM approvals and

shared this information with the global RMA community on a monthly basis;
e) established mechanisms for Traffic Sample Data (TSD) and Large Height
Deviation (LHD) data collection and analysis;
f) arranged provision of training and equipment to provide aircraft height

keeping performance monitoring service using EGMU (Enhanced GPS
monitoring unit) equipment; and
g) established and maintained China RMA website at www.chinarma.cn which

contains full details of the capabilities and functions of China RMA.
3.3.12 Accordingly, the meeting was pleased to support the recommendation from
RASMAG that the China RMA be endorsed as an APANPIRG RMA, adopting the following
Conclusion:
Conclusion 19/14 – Approval of China RMA as Asia Pacific RMA
That, having met all requirements established by the Regional Airspace Safety
Monitoring Advisory Group (RASMAG), the China RMA be approved as an
APANPIRG Asia/Pacific RVSM Regional Monitoring Agency with responsibility for
all sovereign RVSM airspaces in China.
3.3-4 APANPIRG/19
Review of WPAC/SCS RSG/4
3.3.13 The meeting commended the very positive outcomes from the work of the
WPAC/SCS RSG. The adverse trend in the safety performance of the WPAC/SCS area had been
reversed and the regional TLS was being reliably satisfied. Additional information in relation to the
activities of the WPAC/SCS RSG is included in Agenda Item 3.5 of this report.
Australia - RMA services for Port Moresby, Honiara, Nauru, Jakarta and Ujung
Pandang FIRs
3.3.14 Australia presented RASMAG with details of an Australian initiated programme

aimed at fostering and promoting aviation safety and operational efficiency in the Indonesian and
Papua New Guinea region, including Timor Leste. As a result of this cooperative programme, the
AAMA identified an opportunity to directly assist Papua New Guinea to enhance its safety
management system to, amongst other things, enable the responsible RMA to undertake the necessary
RVSM safety assessment and monitoring. Accordingly, RASMAG endorsed a change that transferred
RMA responsibility for Port Moresby FIR from the PARMO to AAMA.
3.3.15 Additionally, the transfer of RMA responsibility for the Nauru and Honiara FIR from
PARMO to AAMA, and for the Jakarta and Ujung Pandang FIRs from MAAR to AAMA was
endorsed by RASMAG.
Inverse correlation between ATC-to-ATC coordination errors and automated

messaging
3.3.16 Previous meetings had continually noted that the category of LHD that contributes the
most to operational risk was errors in transfer of control from one ATC unit to the adjacent ATC unit
(Category E). Australia and the USA presented research that demonstrated that ATC coordination
errors were much more prevalent along those FIR boundaries where automated messaging (e.g.
AIDC) is not available. RASMAG considered that if AIDC capabilities were implemented between
all FIRs in the Asia/Pacific Region, this would have an immediate positive benefit in terms of reduced
ATC-to-ATC coordination errors and strongly encouraged States to consider accelerating AIDC
implementation planning in order to achieve the direct safety benefits that would result. Additional
information and action by APANPIRG is included in Agenda Item 3.4 of this report.
Global Long Term Height Monitoring
3.3.17 APANPIRG/18 had recognized that the 2010 implementation of Annex 6 global long
term monitoring requirements for airframes used in RVSM operations would have significant impacts
in the way regional monitoring was managed, including the need for widespread regional height
monitoring infrastructure capability to be made available. Under the terms of Conclusion 18/4,
APANPIRG had tasked Asia/Pacific RMAs in conjunction with RASMAG to prepare a regional
impact statement summarizing the estimated consequences for the Region, including consideration of
the numbers of airframes required to be monitored and ground infrastructure required.
3.3.18 RASMAG/8 had commenced work in this regard, identifying six Long Term Height
Monitoring (LTHM) Actions (see Appendix B to the Report on Agenda Item 3.3) which had
subsequently been circulated by ICAO State Letter (Ref: T3/10.1.17 – AP018/08 ATM) during
January 2008.
APANPIRG/19 3.3-5
3.3.19 Noting that the global monitoring provisions were in the form of an Annex 6
Standard, and therefore the responsibility of States rather than RMAs to implement, RASMAG
recognised the excellent assistance that RMAs would be able to provide to the respective States
associated with each RMA. However, a number of the LTHM Actions proposed by RASMAG had a
common focus in attempting to strengthen the coordination relationships between the RMAs and their
associated States. The need to include this type of initiative in the LTHM Actions arose out of the
long experience by RMAs of the coordination difficulties with States. This was also evidenced by the
continued problems with States not providing timely and accurate safety data for use by RMAs in
regional safety assessments –as required by a number of related APANPIRG Conclusions.
3.3.20 The meeting agreed that effective coordination arrangements between States and
RMAs was a critical first step and adopted the following Conclusion:
Conclusion 19/15 – Enhanced communications between States and RVSM

RMAs
That, noting the Annex 6 provisions for the global long term monitoring of airframes
used in RVSM operations and the critical role of Asia/Pacific RVSM Regional
Monitoring Agencies (RMAs) in monitoring the safety of RVSM operations, the
Regional Office draw the attention of States to the Long Term Height Monitoring
Actions promulgated by RASMAG. In particular, States are encouraged to
immediately strengthen relationships with their respective RMAs to ensure that
information in relation to RVSM approval status is continuously available to RMAs.
Use of ADS-B data for monitoring Altimetry System Error (ASE)
3.3.21 In airspace where RVSM is applied, the importance of accurate aircraft height-
keeping is magnified. ASE is not detectible in routine operations; specialized measurement
equipment is necessary to independently measure the errors. The United States provided information
to RASMAG in relation to the progress in attempts to use the aircraft geometric height data obtained
from Automatic Dependent Surveillance – Broadcast (ADS-B) messages as one method of monitoring
RVSM height keeping performance.
3.3.22 Following presentations from Australia and United States, RASMAG/9 identified
some of the likely benefits for the region if ADS-B and/or Multi-lateration was an accepted method
for height monitoring. The United States would be willing to assist directly with the analyses being
undertaken by Australia. Recent trials completed in the United States during July/August 2008 had
shown promising results and tests by the FAA Technical Centre would continue during 2008.
3.3.23 Recognizing the considerable infrastructure savings and operational efficiencies that
would result if the use of ADS-B and/or Multi-lateration data provided viable data for RVSM height
monitoring, the meeting strongly supported further research taking place and requested Asia/Pacific
RMAs to cooperatively support this work.
Consideration of 100 foot Operational Errors
3.3.24 The meeting noted that following the implementation of RVSM in China using a
metric FLAS, operational errors between a Chinese FIR and an adjacent FIR applying the feet based
RVSM FLAS could result in the aircraft being misaligned by 100 feet. For example, an aircraft that
was required to transition to FL331 from FL330 (or vice versa) but failed to do so would be
misaligned by plus (or minus) 100 feet. RASMAG agreed that further study was required to ascertain
whether operational errors arising as a result of the 100 feet misalignment between the feet based
3.3-6 APANPIRG/19
FLOS and the metric scheme adopted in China should be considered as part of the RVSM safety
assessment.
3.3.25 The China RMA informed the meeting that they were continuing to investigate this
matter, with the objective of providing updated information for consideration by RASMAG/10 during
December 2008.
Outcomes of Global RMA meeting
3.3.26 A global meeting of RVSM RMAs was held from 13-15 May, 2008 in conjunction
with SASP/WG/WHL/13 in Montreal, Canada. Representatives from each of the 11 Global RMAs, of
which 5 serve the Asia/Pacific RVSM airspace, attended the meeting. The purpose of the meeting
was to provide an opportunity for RMAs globally to arrive at a common understanding on the part of
all agencies of the tasks and responsibilities of such agencies.
3.3.27 A status report was given by all RMAs in relation to their areas of responsibility,
problems being experienced and future plans. In line with the experiences of the Asia/Pacific RMAs,
other RMAs reported disproportionately high numbers of LHDs resulting from errors in ATC-to-ATC
coordination.
3.3.28 The Global RMA meeting discussed accounting for errors in vertical risk calculations
that may not be specific to RVSM. In considering this issue, RASMAG/9 considered that risk due to
‘all causes’ should be considered and adopted this approach for application by all Asia/Pacific RMAs,
noting that it was the long standing methodology in use by Asia/Pacific RMAs in any case.
Establishment of Singapore SMA – SEASMA
3.3.29 Recognizing that safety assessment and monitoring capability was urgently necessary
to enable the implementation of 50NM lateral/50NM longitudinal reduced separations on RNAV
routes L642 and M771 in the South China Sea as proposed for July 2008 by the RNP-SEA/TF,
Singapore (in coordination via RASMAG) committed to establishing an SMA for the South China
Sea, with the objective of providing full SMA services from 1 July 2008. Singapore has adopted the
title “South East Asia Safety Monitoring Agency” (SEASMA) as the name for the SMA and has taken
steps to procure the URL www.seasma.com for the SEASMA website which is expected to be
operational before the end of 2008.
3.3.30 With support from the external contractor providing training to establish SEASMA,
Singapore prepared a safety assessment for implementation of 50/50NM reduced horizontal
separation standards on L642 and M771. RASMAG/9 congratulated Singapore on both the
professional, thorough and comprehensive safety assessment process and the positive outcomes that
had resulted, confirming that from the aspect of the safety assessment there was no impediment to the
implementation of 50NM/50NM as planned. Following finalization of implementation strategies by
the RNP-SEA/TF, successful implementation of reduced horizontal separations on L642 and M771
occurred in conjunction with the 3 July 2008 AIRAC.
3.3.31 Hong Kong, China led the meeting in congratulating Singapore in this achievement.
The additional SMA capability provided by Singapore was welcomed by the meeting and Singapore
was invited to consider expanding the provision of SMA services beyond the South China Sea in due
course.
APANPIRG/19 3.3-7
SMA Issues
3.3.32 RASMAG had long recognized that although arrangements for monitoring in the
vertical plane (RVSM) using RMAs were comparatively advanced, there was a need to further
develop regional safety assessment and monitoring capability in the horizontal plane (i.e. lateral and
longitudinal). The issue had been brought to APANPIRG’s attention previously, resulting in the
following Decision, taken during August 2005:
Decision 16/1 – Safety Monitoring Agency (SMA)
That, the term Safety Monitoring Agency (SMA) be used to describe an organization
approved by regional agreement to provide airspace safety monitoring and
implementation services for international airspace in the Asia/Pacific region for
implementation and operation of reduced horizontal separation.
3.3.33 It was clear to RASMAG that the intent of this decision was that Asia/Pacific SMAs
would be “approved by regional agreement” i.e. an APANPIRG approval in a similar manner to the
process adopted for RVSM RMAs. However, there were a number of other agencies supporting
different types of safety monitoring in the region, notably the CRA and FIT groups that were
investigating the communications and surveillance performance of FANS 1/A datalink. Similar
provisions for the “APANPIRG approval” of these agencies had not so far been considered necessary,
although their work was essential in demonstrating the technical performance of satellite data link.
Recognizing that the adoption of an “APANPIRG Approval” process for SMAs brought with it
additional complexities in credentialing and operating these agencies, RASMAG sought reassurance
that adopting such a process for the region was warranted.
3.3.34 During RASMAG/9, the Secretariat noted that the fundamental difference between
RMAs/SMAs and the other monitoring agencies was that the RMAs and SMAs authorized safety
assessments, thereby taking a large and direct responsibility in the implementation and ongoing
monitoring of reduced separation implementations. Although the CRAs and FITs were doing
essential work in monitoring and correcting technical communications and surveillance performance,
their work comprised a component input to a safety assessment, rather than the safety assessment
itself. Therefore, as the responsibility level of RMAs and SMAs was higher, it was perhaps logical
that an “APANPIRG Approval” was justified for RMAs and SMAs.
3.3.35 However, adopting such an approval mechanism could mean that APANPIRG would
essentially need to replicate the mechanisms that were in place for RVSM safety assessment and
monitoring throughout the region – with the associated time, administrative and cost burdens. The
meeting recognized that horizontal safety assessment capability was essential in implementing
reduced horizontal separations, but sought to avoid the additional and onerous aspects that could
potentially result from adoption of an “APANPIRG Approval” process for SMAs. The meeting
requested that RASMAG take time to fully explore alternative scenarios in this respect and provide
updated information to APANPIRG/20 during 2009.
3.3.36 During related discussions, the meeting recognized that the limited availability of
regional horizontal safety assessment and monitoring capability would act as an impediment to the
accelerated work programme proposed by the Asia/Pacific PBN Task Force, particularly for enroute
PBN implementations. Safety assessments of the kind undertaken for the recent 50/50NM
implementation on RNAV routes L642 and M771 in the South China Sea (Appendix C to the Report
on Agenda Item 3.3 refers) were required to support implementation of reduced horizontal
separations.
3.3-8 APANPIRG/19
3.3.37 Under ICAO provisions and the terms of APANPIRG Conclusion 16/5 – No
implementation of reduced separation unless compliant with Annex 11, implementing States (i.e. not
RASMAG) held responsibilities to conduct appropriate safety assessments to enable such
implementations. Clearly, such activities required additional expertise in safety matters that was not
always available to individual States and this had led to the creation of specialized safety agencies
such as RMAs and SMAs to do the necessary work. Although the RMA capability was adequate and
mature, the general lack of SMA capability in the Asia/Pacific region remained of concern.
SMA Handbook
3.3.38 In an effort to support expansion of horizontal monitoring capabilities, some time ago
RASMAG had commenced preparation of a regional handbook (hereinafter ‘SMA Handbook’) and/or
guidance material for planned regional SMAs that would undertake safety assessment and monitoring
in the horizontal plane
3.3.39 RASMAG/9, recognizing that the preparation of such guidance material was a
complex and time consuming task, thanked the members of the RASMAG drafting team for their
concentrated efforts which had resulted in the current advanced version of the SMA Handbook.
However, review during RASMAG/9 recognized the need for additional material to be included in the
SMA Handbook and the drafting team was requested to continue work on the document with the
objective of enabling RASMAG/10 (December, 2008) to accept a final version, for review and
recommendation to APANPIRG in due course as regional guidance material.
Updated Data Link Guidance Materials
3.3.40 The meeting noted that RASMAG had adopted and promulgated updates to the
Guidance Material for End-To-End Safety and Performance Monitoring of Air Traffic Service (ATS)
Datalink Systems in the Asia/Pacific Region and the Guidance Material for the Asia/Pacific Region
for ADS/CPLDC/AIDC Ground Systems Procurement and Implementation. The updates incorporate
requirements specified in the recently released RTCA DO-306/EUROCAE ED-122, Safety and
Performance Standard for Air Traffic Datalink Services in Oceanic and Remote Airspace (known
generically as the ‘Oceanic SPR’) relating to Required Communication Performance (RCP).
3.3.41 The updates also incorporate feedback from discussions at the North Atlantic Systems
Planning Group Technical Task Force Meeting on datalink applications communications requirements
(NAT SPG/TF RCP, February 2008). During the NAT SPG/TF RCP, in-principle agreement was
reached that NAT and APAC parties would work together in order to align, to the extent possible,
operational arrangements for datalink. In adopting updates to the Asia/Pacific regional data link
guidance materials, RASMAG recognized that the amendments represent important initial steps by
NAT and APAC to align data link monitoring requirements. This approach is strongly supported by
ICAO Secretariat in ICAOHQ (Montreal), European/North Atlantic Office (Paris) and Asia/Pacific
Office (Bangkok) and was commended by the meeting.
Closure of APANPIRG Conclusion 16/9
3.3.42 The meeting recalled that during August 2005, in response to a number of persistent
safety issues, APANPIRG/16 was informed that States were having difficulties implementing
Annex 11 compliant safety management systems and adopted the following Conclusion:
APANPIRG/19 3.3-9
Conclusion 16/19 – Study of States’ preparedness to implement safety

management systems
That, a study of States’ preparedness to implement ICAO safety management systems

in accordance with Annex 11 be undertaken by the Asia/Pacific Regional Office in
conjunction with the ATS coordination groups and RASMAG by the first quarter of
2006, and a plan of action developed to be reported to APANPIRG/17 in September
2006.
3.3.43 The meeting recognized that although the Conclusion was raised in 2005 for action,
resource limitations at the Regional Office meant that the survey had not yet been carried out.
However, since the Conclusion was raised ATS safety management matters had been progressed
effectively in other ways. In September 2006, two ICAOHQ SMS courses of 35 participants each
were conducted at the Regional Office. The Regional Office had also conducted a SIP during
September 2006 on ATS Safety Management System Training, with the objective of assisting States
to meet obligations for ATS safety management.
3.3.44 The meeting noted that ATS safety work has also continued in various regional
forums including RASMAG, resulting in valuable improvements in terms of the horizontal and
vertical safety management issues. Also of significance is the increased tempo of the ICAO USOAP,
with a large number of audits already completed in Asia/Pacific Region and more audits scheduled.
Annex 11 SMS is one of the areas assessed by USOAP and the State Corrective Action Plans required
under the audit programme are an effective way of ensuring that the attention of States is drawn to the
implementation of ATS safety management systems.
3.3.45 Accordingly, recognizing that ATS safety management work was progressing
consistently in a number of other forums around the region, the meeting accepted RASMAG’s
recommendation and closed Conclusion 16/9 on the basis that it had been overtaken by events.
Deficiencies List
3.3.46 RASMAG recalled that APANPIRG/18 had raised Conclusion 18/2 requiring that, as
a result of the non-provision of safety related data to RMAs, Fiji, Lao PDR, Myanmar, Papua New
Guinea and Tahiti be included in the APANPIRG List of Deficiencies in the ATM/AIS/SAR Field.
3.3.47 In reviewing this situation, RASMAG/9 was pleased to note that Fiji, Lao PDR and
Tahiti had provided appropriate TSD for December 2007 and had established a reliable record of
providing the monthly LHD reports, including ‘NIL’ reports, to Asia/Pacific RMAs as required by
APANPIRG Conclusion 16/4. Accordingly, the meeting accepted RASMAG’s recommendation that
Fiji, Lao PDR and Tahiti be removed from the APANPIRG list of deficiencies.
3.3.48 Regrettably, RASMAG noted that there was no change in the circumstances for
Myanmar, and recommended retention on the deficiency list. Australia was working closely with
Papua New Guinea and it was anticipated that the safety data problems would be overcome as a result
of this relationship. Unfortunately, data provision from Bangladesh, Philippines and Sri Lanka had
ceased recently. RMAs and the Regional Office would attempt to follow up to obtain the required
data however, in the absence of improvement, RASMAG would be obliged to recommend to
APANPIRG in 2009 that these States be included on the deficiencies list.
APANPIRG/19
APANPIRG Asia/Pacific Airspace Safety Monitoring
RASMAG LIST OF COMPETENT AIRSPACE SAFETY MONITORING ORGANIZATIONS

The Regional Airspace Safety Monitoring Advisory Group of APANPIRG (RASMAG) is required by its terms of reference to recommend and
facilitate the implementation of airspace safety monitoring and performance assessment services and to review and recommend on the
competency and compatibility of airspace monitoring organizations. In order to assist in addressing these requirements, RASMAG updates and
distributes the following list of competent airspace safety monitoring organizations for use by States requiring airspace safety monitoring
services. In the context of the list, abbreviations have meanings as follows:
• RMA – Regional Monitoring Agency – safety assessment and monitoring in the vertical plane (i.e. RVSM);
• SMA – Safety Monitoring Agency – safety assessment and monitoring in the horizontal plane (i.e. RHSM, RNAV10, RNP4);
• CRA – Central Reporting Agency – technical performance of data link systems (i.e. ADS/CPDLC); and
• FIT – FANS 1/A Interoperability/Implementation Team – parent body to a CRA.
(last updated 5 September 2008)
Organisation State Competency Status Airspace assessed (FIRs)

(including contact officer)
Australian Airspace Monitoring Australia APANPIRG Current Brisbane, Honiara, Jakarta, Melbourne, Nauru, Port
Agency (AAMA) - RMA Moresby and Ujung Pandang FIRs.
Airservices Australia
Mr Robert Butcher, Manager Human SMA Current Brisbane, Melbourne FIRs.

Factors and Analysis, Safety
Management Group
E-mail:
[email protected]
3.3A − 1
APANPIRG/19

China RMA - China APANPIRG Current Beijing, Guangzhou, Kunming, Lanzhou, Shanghai,
Air Traffic Management Bureau, RMA Shenyang, Urumqi and Wuhan FIRs and Sector 01
(ATMB) of Civil Aviation (airspace over Hainan Island) of the Sanya FIR.
Administration of China (CAAC)
Mr. Tang Jinxiang, Engineer of Safety

and Monitoring Technical Group, ATMB
E-mail: [email protected]
APANPIRG Current
JCAB RMA - Fukuoka FIR
RMA
Japan Civil Aviation Bureau
Mr. Masao Kondo, Special Assistant to

Japan
the Director, Flight Procedures and
Airspace Program Office Available
E-mail: [email protected] SMA second Fukuoka FIR
quarter –
2009
Monitoring Agency for the Asia

Region (MAAR) – Aeronautical Bangkok, Kolkatta, Chennai, Colombo, Delhi,
Radio of Thailand LTD Dhaka, Hanoi, Ho Chi Minh, Hong Kong, Karachi,
APANPIRG
Thailand Current Kathmandu, Kota Kinabalu, Kuala Lumpur, Lahore,
Mr. Nuttakajorn Yanpirat, RMA
Male, Manila, Mumbai, Phnom Penh, Sanya FIR,
Executive Officer, Systems Engineering,
Aeronautical Radio of Thailand Ltd.
Singapore, Taibei, Ulaan Bataar, Vientiane, Yangon
E-mail: [email protected] FIRs
3.3A − 2
APANPIRG/19

Pacific Approvals Registry and APANPIRG Current Anchorage Oceanic, Auckland Oceanic, Incheon,
Monitoring Organization (PARMO) USA RMA Nadi, Oakland Oceanic, Tahiti FIRs
– Federal Aviation Administration
(US FAA)
Mr. Dale Livingston, Manager, SMA Current Anchorage Oceanic, Oakland Oceanic
Separation Standards Analysis Team,
FAA, E-mail: [email protected]
South East Asia Safety Monitoring Singapore Monitoring Current Hong Kong, Ho Chi Minh, Manila, Sanya and
Agency (SEASMA) - Authority for Singapore FIRs
Civil Aviation Authority of Gross
Singapore (CAAS) Navigational
Error (GNE)
Mr. Kuah Kong Beng, Chief Air Traffic
Control Officer,
E-mail: [email protected] SMA for South From 1st Hong Kong, Ho Chi Minh, Manila, Sanya and
China Sea July 2008 Singapore FIRs
FIT - SEA ICAO FIT & CRA Current South China Sea FIRs
Regional
(ICAO Regional Office email Office & CRA
[email protected] & Japan
CRA Japan
Mr. Masahisa Hayashi, Deputy Director,
Air Traffic Control Association Japan,
E-mail:[email protected]
3.3A − 3
APANPIRG/19

IPACG/FIT
Mr. Takahiro Morishima, JCAB Co-Chair, North & Central Pacific

email: [email protected]
Japan & USA FIT & CRA Current (Oceanic airspace within Fukuoka FIR, and
&
Mr. Reed Sladen, FAA Co-Chair Anchorage & Oakland FIRs)
CRA Japan Japan CRA Current Fukuoka FIR for IPACG/FIT

Ho Chi Minh, Manila, Singapore FIRs for FIT-SEA
Mr. Masahisa Hayashi, Deputy Director,
Air Traffic Control Association Japan
E-mail:[email protected]
FIT - BOB ICAO FIT & CRA Current Bay of Bengal FIRs, Ujung Pandang and Jakarta
Regional FIRs, provides assistance to the members of the
ICAO Regional Office Office & Arabian Sea/Indian Ocean ATS Coordination Group
email [email protected] & Boeing USA (ASIOACG)
Mr. Bradley Cornell, Boeing Engineering
ISPACG/FIT Boeing USA FIT & CRA Current South Pacific FIRs and members of the Informal
South Pacific ATS Coordination Group (ISPACG)
Mr. Bradley Cornell, Boeing Engineering
3.3A − 4
APANPIRG/19
Long Term RVSM Height Monitoring Actions – Asia/Pacific Region
APANPIRG/18 (September, 2007) was of the opinion that work should be undertaken as soon as
possible in order to assess the consequences for the Asia/Pacific Region of the implementation of
ICAO global long term RVSM height monitoring requirements from 2010 and, under the terms of
Conclusion 18/4, requested Asia/Pacific Regional Monitoring Agencies (RMAs) in conjunction with
the APANPIRG Regional Airspace Safety Monitoring Advisory Group (RASMAG) to prepare a
regional impact statement summarizing the estimated consequences for the Region, including
consideration of the numbers of airframes required to be monitored.
In order to progress these matters in a timely fashion, RASMAG/8 (December, 2007) formulated six
Long Term Height Monitoring (LTHM) Actions for promulgation, as outlined below. More details in
respect to each LHTM Action can be found in the RASMAG/8 report, available from the website of
the ICAO Asia/Pacific Office at http://www.bangkok.icao.int/ under the “Meetings” menu.
LTHM Action 1: Based on the final draft of the RMA Manual which was expected
to be available from June 2008, Asia/Pacific RMAs in conjunction with RASMAG
prepare and widely promulgate an information circular detailing, as a minimum, the
roles and responsibilities of an RMA, the height monitoring process and equipment
required, and the reasons and quantum of the global long term height monitoring
requirements.
LTHM Action 2: To maintain effective delivery of existing RMA services and

facilitate planning specifically designed to prepare for application of global long-term
RVSM height monitoring requirements from 2010, each Asia/Pacific RMA should, as
a matter of priority, bring to the attention of State regulators the difficulties being
experienced by RMAs in receiving timely and accurate information (including routine
large height deviation [LHD] reporting) from States. Asia/Pacific RMAs should seek
assistance from States in implementing robust processes to:
a) continuously update RMA databases of operators and aircraft holding State

RVSM approvals;
b) enable the expeditious forwarding of all LHD and related reports to RMAs,
and
c) ensure availability of current details for State RVSM Point of Contact (POC)
officials.
LTHM Action 3: Whilst recognizing that responsibility for compliance with Annex
6 height monitoring provisions remains the responsibility of States, as soon as
practicable each Asia/Pacific RMA, in conjunction with State regulatory authorities
and airspace user organizations, should develop a methodology for reviewing the
RMA database of RVSM approvals in order to develop and promulgate a list of the
minimum height monitoring which must be accomplished by each operator to which
the RMA provides services. In preparing this list, account should be taken of special
circumstances pertaining to infrequent airspace users recognizing that some operators
may be required to complete minimum monitoring requirements which are a function
of the proposed 1,000-flying-hour limit rather than the two-year limit.
3.3B – 1
APANPIRG/19
LTHM Action 4: After determining the potential monitoring burden posed by the
operators to which it provides service, each Asia/Pacific RMA should examine
monitoring results accumulated by all other authorized global RMAs, regardless of
region, in order to utilize monitoring results from other regions to avoid duplication
and reduce the actual monitoring burden the RMA faces.
LTHM Action 5: Each Asia/Pacific Region RMA should, in light of its anticipated
height monitoring burden, propose recommendations through RASMAG to
APANPIRG useful in determining the regional ground-based and GPS-based
Monitoring System (GMS) height monitoring infrastructure necessary to enable its
affiliated operators to meet the global long-term RVSM monitoring requirements
applicable from November 2010.
LTHM Action 6: Asia/Pacific RMAs collaboratively investigate the technical

feasibility of using the aircraft geometric height produced by ADS-B and
Multilateration surveillance systems to support monitoring of aircraft height keeping
performance.
…………… End ……………
3.3B – 2
APANPIRG/19
RASMAG/9 – WP/14
International Civil Aviation Organization
The Ninth Meeting of the Regional Airspace Safety Monitoring

Advisory Group (RASMAG/9)
Bangkok, Thailand, 26 − 30 May 2008

___________________________________________________________________________
Agenda Item 5: Airspace safety monitoring activities/requirements in the Asia/Pacific

Region
Assessment of the Safety of Implementing

50NM Lateral and Longitudinal Separation Standards
On RNAV Routes L642 and M771
(Presented by Singapore)
SUMMARY
This working paper presents the results of an assessment of the risk associated
with introducing 50NM lateral and longitudinal separation standards on South
China Sea RNAV routes L642 and M771. The safety assessment was
conducted using internationally applied ICAO collision risk methodology,
making use of relevant results developed in other portions of the Asia and
Pacific Region where appropriate. Principal sources of data used in the safety
assessment are information extracted from the December 2007 Traffic Sample
Data collection, radar-based measurements of position obtained from the
Singapore Area Control Center, and the results of monitoring navigational
performance on the routes – a process which has been underway on a
continuous basis since November 2001. The risk associated with the 50NM
lateral separation standard is estimated, with high statistical confidence, to be
in compliance with the Regional Target Level of Safety (TLS). Examination
of the risk associated with the 50NM longitudinal separation standard also
indicates that the TLS is satisfied with high confidence. In light of favorable
risk estimates and the ongoing program for monitoring navigational
performance, the safety assessment supports introduction of 50NM lateral and
longitudinal separation standards on L642 and M771.
3.3C – 1
RASMAG/9 – WP/14 2
1. Introduction
1.1 In March 2006, the First Meeting of the ICAO Required Navigation Performance
Task Force (reference 1), RNP/TF-1, agreed that there was a need to increase the capacity of
the RNAV routes in the South China Sea. The meeting agreed to introduce 50NM
longitudinal separation as a capacity-enhancement option, with initial use of this reduced
standard on RNAV routes L642 and M771. The meeting agreed, further, that any
introduction of reduced separation minima would be subject to the satisfactory outcome of an
assessment of the safety of proposed changes.
1.2 In July 2007, the Asia Pacific Air Navigation Planning and Implementation Regional
Group (APANPIRG) Air Traffic Management/Aeronautical Information Services/Search and
Rescue Sub-Group held its Seventeenth Meeting (ATM/AIS/SAR/SG/17). At that meeting,
the International Air Transport Association emphasized the need for implementation of
Required Navigation Performance 10 (RNP 10) based 50NM lateral and longitudinal
separation on L642 and M771 in order to meet capacity demands, which were becoming
critical (reference 2, paragraphs 4.57 through 4.60).
1.3 At ATM/AIS/SAR/SG/17, Singapore agreed to host a Special Coordination Meeting

in September 2007 to address these capacity problems. That meeting agreed (reference 3) to
implement RNP 10-based 50NM lateral and longitudinal separation standards on L642 and
M771 on 3 July 2008, subject to a favorable outcome of a safety assessment of the change.
1.4 Singapore informed the Special Coordination Meeting that it would arrange for
conduct of the necessary safety assessment.
1.5 Arrangements were completed in January 2008; a preliminary safety assessment

(reference 4) was presented to the task force fostering implementation of the separation
changes, now called the ICAO South-East Asia Required Navigation Performance
Implementation Task Force (RNP-SEA/TF), at its Second Meeting (RNP-SEA/TF/2).
1.6 The purpose of this working paper is to present the final assessment of the safety of
implementing 50NM lateral and longitudinal separation minima on L642 and M771.
2. Background
2.1 This section summarizes the characteristics and infrastructure of South China Sea
airspace, and presents an overview of airspace use based on a recent sample of traffic. The
section also describes the operational concept which will guide application of 50NM lateral
and longitudinal separation standards to L642 and M771 and reviews the current program for
monitoring lateral errors in South China Sea airspace.
2.2 Description of South China Sea Airspace
2.2.1 As is shown in figure 1, South China Sea airspace is organized into six flight
information regions (FIRs): Ho Chi Minh, Hong Kong, Kota Kinabalu, Manila, Sanya, and
Singapore.
3.3C – 2
3 RASMAG/9 – WP/14
Figure 1. South China Sea Airspace

2.2.2 In response to increased demand for capacity, air navigation service providers revised
use of South China Sea airspace in November 2001. The principal change was introduction
of six major trunk routes to accommodate the three major northeast-southwest flows in the
airspace, as shown in figure 1. These routes, termed “RNAV routes,” are configured as three
3.3C – 3
sets of route-pairs, with a minimum lateral separation of 60NM between the members of a
pair. The minimum longitudinal separation between two co-altitude aircraft on one of the
routes is either 10 minutes with Mach number technique (MNT) or 80NM if RNAV
separation rules apply. All flights at or above flight level (FL) 290 on these routes must be
State-approved for RNP 10 operations.
2.2.3 The three route-pairs serve heavy-traffic flows in the airspace: Hong Kong/Singapore
and Kuala Lumpur (routes L642 and M771), northeast Asia and Taiwan/Singapore (N892 and
L625) and Manila/Singapore (N884 and M767). Routes crossing the RNAV routes in figure
1 accommodate traffic between other important origin-destination pairs in the States
bordering the South China and beyond.
2.2.4 The flow on any of the six RNAV routes is unidirectional. Each of the two members
of a route-pair provides one-way traffic flow between the origin-destination sets served.
Flight-level use on the South China Sea routes is restricted in order to enhance provision of
separation between operations on the RNAV and crossing routes. At present, no-pre-
departure-coordination (No-PDC) flight levels on the RNAV routes are 300, 320, 340, 360,
380 and 400; No-PDC flight levels available on crossing routes are 330, 370 and 410 for
eastbound flights, and 310, 350 and 390 for westbound operations. Effective 2100 UTC on
2 July 2008, as the result of work (reference 5) by the Western Pacific/South China Sea
RVSM Scrutiny Working Group (WPAC/SCS RSG), No-PDC flight levels on the RNAV and
crossing routes will change. The No-PDC flight levels available on the RNAV routes will be
310, 320, 350, 360, 390 and 400; No-PDC flight levels on the crossing routes will vary by
route.
2.2.5 Table 1 summarizes this information concerning South China Sea airspace.
RNAV Route Principal Service Direction of No-PDC Flight No-PDC Flight

Flow Levels Prior to Levels After
2 July 2008 2 July 2008
L642 Hong Northeast- 300, 320, 340, 310, 320, 350,
Kong/Singapore- southwest 360, 380, and 360, 390 and
Kuala Lumpur 400 400
M771 Hong Southwest- Same as L642 Same as L642
Kong/Singapore- northeast
Kuala Lumpur
N892 Northeast Asia- Northeast- Same as L642 Same as L642
Taiwan/Singapore southwest
L625 Northeast Asia- Southwest- Same as L642 Same as L642
Taiwan/Singapore northeast
N884 Manila/Singapore Southwest- Same as L642 Same as L642
northeast
M767 Manila/Singapore Northeast- Same as L642 Same as L642
southwest
Crossing Various Bidirectional Eastbound: Dependent
Routes 330, 370, and upon route
410
Westbound:
310, 350, and
390
Table 1. Characteristics of Air Traffic Service Routes in South China Sea
3.3C – 4
2.3 South China Sea Airspace Infrastructure
2.3.1 The South China Sea air-ground communications network is a combination of very
high frequency (VHF) voice radio, high frequency (HF) voice radio and controller-pilot data
link communications (CPDLC). The medium for data link may be VHF, HF or satellite.
2.3.2 The air traffic surveillance function is accomplished in the airspace with a
combination of ground-based radars, HF voice reports and data-link-based automatic
dependent surveillance-contract (ADS-C) position reports.
2.3.3 Figure 2 presents the South China Sea radar coverage shown in Appendix E of
reference 6. As will be noted, there is virtually complete radar coverage of L642 and M771,
with the exception of the northern portion of M771. Discussions at RNP-SEA/TF/2 indicated
that the radar coverage shown in figure 2 requires updating (reference 7, paragraph 4.6) to
reflect the fact that radar coverage of M771 in the Ho Chi Minh, Sanya and Hong Kong FIRs
is complete. Further, the same discussions summarized in reference 7 indicated that there is a
portion of both L642 and M771 within the Singapore FIR, between the boundary and the
required reporting point closest to the boundary, where controllers must rely on voice or ADS
position reports since there is no Singapore Area Control Center (ACC) radar coverage of the
routes in this region. Radar-based aircraft position measurements from the Singapore ACC
automation system, to be presented later in this paper, indicate that the distance of non-radar
coverage on L642 is about 100 NM, or about 13 minutes of flying time. Finally, reference 7
indicates that VHF coverage is complete along L642 and M771, with the exception of the
region within the Singapore FIR where no radar coverage exists.
2.4 Operations on L642 and M771
2.4.1 At its Sixteenth Meeting (August 2005), the APANPIRG agreed that each FIR where
the Reduced Vertical Separation Minimum (RVSM) is applied would collect a sample of
traffic movements during the month of December each year. Termed “traffic sample data,” or
TSD, the traffic movement data for each flight consists of identifying information (aircraft
call sign, aircraft type, origin and destination) and flight progress information (entry fix into
RVSM airspace with associated route, time and flight level; and exit fix from RVSM airspace
with associated route, time and flight level). Optionally, fix/route/time/flight-level
information may be provided for fixes within the RVSM airspace of the FIR.
2.4.2 Reference 8 presents an examination of operations on L642 and M771 based on the
December 2007 TSDs provided by the four FIRs – Ho Chi Minh, Hong Kong, Sanya and
Singapore - having control responsibility for the routes. This reference notes that 61
individual operators were observed to use one or the other of the routes; these operators, as a
group, used 37 unique aircraft types. Of particular interest is that 15 types taken together
account for 97 percent of the operations, and that the type accounting for the highest
percentage of operations (19 percent) is the A320.
3.3C – 5
Figure 2. South China Sea Radar Coverage
3.3C – 6
2.4.3 Requirements for application of 50NM longitudinal separation (reference 9, section

5.4.2.6) include the availability of Direct Controller-Pilot Communications (DCPC) to enable
position reports at least every 24 minutes from RNP 10-approved aircraft, if reports are by
voice, and every 27 minutes if by ADS-C. Regional experience to date with use of the 50NM
longitudinal standard has been limited to Pacific FIRs. Reference 10 lists the aircraft types
observed in one such application of the longitudinal standard, none of which are the A320.
Further examination of the summary of aircraft types observed in the December 2007 TSD
indicates that roughly 38 percent of the operations were conducted by aircraft types which
have not evidenced, typically, the ability to employ CPDLC and ADS, the systems which
reference 10 describes as having been used to satisfy the DCPC requirement.
2.5 Operational Concept Underlying Planned Application of 50NM Lateral and

Longitudinal Separation Standards on L642 and M771
2.5.1 As noted, the current lateral separation standard between the three pairs of RNAV
routes is 60 NM. Also as noted, planning calls for introduction of the 50NM lateral
separation standard on 3 July 2008.
2.5.2 The application of the 50NM lateral separation standard will not result in any change
to the current locations of L642 and M771. Rather, the concept of operation for application of
the 50NM lateral separation standard is that air traffic control will have the flexibility to clear
an aircraft to deviate up to 10 NM from route centerline – to accommodate a pilot request for
a weather-related deviation, for example – without the need for action to ensure maintenance
of safe lateral separation from aircraft on the adjacent route.
2.5.3 The concept of operation for application of 50NM longitudinal separation takes
advantage of the nearly complete radar and VHF voice radio coverage of the two routes,
calling for use of the 50NM standard between any two co-altitude aircraft on either route.
The concept of operation does not rely on CPDLC and ADS being fitted to an aircraft; rather,
advantage is taken of the highly developed ground communications and surveillance
infrastructure. Aircraft not equipped with CPDLC or ADS will be required to provide HF
voice position reports during the roughly 13 minutes of flying time where VHF voice and
radar are not available in the Singapore FIR.
2.6 Monitoring of Navigational Performance in South China Sea Airspace
2.6.1 A program to monitor the lateral and longitudinal deviations of aircraft assigned to
the RNAV routes was implemented when the routes became operational in November 2001.
Through a letter of agreement (LOA) signed by the air navigation service providers of the five
South China Sea FIRs, there has been uninterrupted radar monitoring of both individual-
aircraft lateral and longitudinal errors, and also unexpected changes in longitudinal separation
between aircraft pairs, at fixes near the end of flight on routes M771, L625, N884 and N892
since introduction of the RNAV routes. A revised LOA (reference 11) adds, formally,
Singapore’s surveillance of L642 and M767 to the monitoring program. In fact, Singapore
has been monitoring these routes since November 2001.
2.6.2 Under the LOA, all instances of 15NM or greater magnitude lateral errors observed
on any of the RNAV routes are reported to Singapore, which has acted as the monitoring
program coordinator since introduction of the RNAV routes. To date, two instances of such
larger lateral errors have been reported. Neither error occurred on either L642 or M771.
2.6.3 If time-based separation is being applied to a pair of co-altitude aircraft, monitoring

of longitudinal errors under the LOA requires that a report be sent to Singapore if: (a) the 10-
minute minimum is infringed, (b) the expected time between the pair varies by 3 minutes or
more, even if the separation standard is not infringed, or (3) a pilot estimate varies by
3 minutes or more from that advised in a routine position report. If RNAV distance-based
3.3C – 7
separation pertains, a report is to be sent if: (a) the separation standard is infringed, or (b) the
expected separation between a pair of aircraft varies by 10 NM or more, even if the separation
standard is not infringed.
3. Discussion
3.1 The safety assessment reported in this working paper has been conducted using the
internationally applied collision risk methodology which has supported airspace separation
changes in several ICAO regions. As applied to a proposed separation change, the
methodology consists of using a mathematical model to estimate the risk of midair collision
for the proposed standard and comparing the estimated risk to a safety goal, the Target Level
of Safety (TLS), which is a value of risk agreed as tolerable by decision makers. If the
estimated risk is less than the TLS, the outcome of applying the methodology is to support the
proposed change.
3.2 The APANPIRG has adopted the value 5 x 10-9 fatal accidents per flight hour as the
TLS for each separation dimension – lateral, longitudinal and vertical – in the Asia and
Pacific Region.
3.3 Reference 4 presents a non-mathematical description of the collision risk model

applied in this safety assessment. As necessary, descriptions of technical aspects of the model
forms and parameters will be presented below, with an invitation to examine reference 4 for
more detail.
3.4 The working paper first reviews some overall factors which decision makers may
wish to take into account in the interpretation of results presented in the safety assessment.
3.5 Factors Affecting the Risk of Collision in South China Sea Airspace
3.5.1 A horizontal-plane safety assessment addresses separately the risk that a typical pair
of aircraft operating at the same flight level loses: (a) all planned lateral separation if assigned
to laterally adjacent routes, (b) all planned longitudinal separation if operating on the same
route, and (c) all planned horizontal separation if operating on intersecting routes. As
described in the previous section, traffic flows on routes intersecting the South China Sea
RNAV routes are restricted to operating at flight levels not available to traffic on the RNAV
routes. Thus, the risk that a typical pair of aircraft loses all planned horizontal separation if
operating on intersecting routes is zero. As a result, the safety assessment addresses only the
risk arising from application of the planned lateral and longitudinal separation standards.
3.5.2 As noted in reference 4, an important factor in assessing the risk associated with the
lateral separation standard is the packing of aircraft at the same flight level on adjacent routes,
termed “lateral occupancy.” Estimation of this risk-model parameter relies on data describing
traffic movements in the airspace. The planned July 2008 change in flight levels allocated to
RNAV route traffic will likely result in a change to this parameter value. In order to take the
uncertainties associated with this change into account, the safety assessment reflects a
cautious (that is, higher) value of lateral occupancy than might have been suggested from
processing of the combined December 2007 TSDs.
3.5.3 One of the assumptions made in developing the collision risk model is that there is no
independent surveillance of aircraft position. As a result, there is no allowance made for the
value of air traffic control intervention to reduce the risk that a pair of aircraft loses planned
separation. As noted in the previous section, radar surveillance of L642 and M771 is virtually
complete. As a result, the risk estimates presented in this working paper should be considered
conservative, that is, higher than is likely the case in the airspace. Further detail in this regard
will be provided below.
3.3C – 8
3.5.4 The previous section noted that monitoring of separation-related aircraft performance
on South China Sea RNAV routes has been continuous since their 2001 introduction. To
date, no 15NM or greater magnitude lateral errors and no longitudinal-error events covered in
the monitoring LOA have been reported on L642 and M771. During the interval since
monitoring began, it is reasonable to assume there have been several hundred thousand flight
operations on these two routes.
3.5.5 With respect to analysis of the proposed 50NM lateral separation standard, the
description of the operational concept presented in the preceding section leads to a cautious
estimate of lateral risk. This is so since the model-estimation process assumes that all co-
altitude operations on L642 and M771 will be conducted with planned lateral separation of 50
NM, when, in fact, this standard will be applied only to those aircraft pairs where one member
of the pair is on an approved deviation in the direction of the laterally adjacent route. All
normal route operations will be conducted with the current 60NM lateral separation standard
unchanged.
3.5.6 Operators and aircraft flying at or above FL 290 on the South China Sea RNAV
routes require State RNP 10 approval, as noted above. Compliance with this requirement is
equivalent to stating that 95 percent of lateral deviations from route centerline are 10 NM or
less. In turn, under the assumptions made in development of the RNP 10 standard, this
containment percentage is equivalent to requiring that the standard deviation of lateral errors
is roughly 5 NM. Radar-based measurements of the positions of aircraft operating on L642,
to be described in more detail in this working paper, indicate that the standard deviation of
lateral errors is on the order of 0.5 NM. These results should pertain for M771 operations as
well, since the same operators and aircraft use both routes. As a result, decision makers
should have high confidence that RNP 10 requirements for lateral navigational performance
are being met. This estimate of standard deviation would seem to support the reported results
of monitoring lateral errors: there has been no report of a 15NM or greater magnitude lateral
error since the November 2001 introduction of the South China Sea RNAV routes. Based on
the radar-based evidence, it would seem that, if a 15NM or greater magnitude error were to
occur in the future, it would not be the result of typical navigational performance in the
airspace.
3.6 Collision Risk Modeling
3.6.1 For nearly 40 years, collision risk modeling has been used as support by decision
makers considering changes in separation standards. Technical analysis forming the basis for
most en route separation minima – 50NM lateral separation based on RNP 10, the 60NM
lateral separation standard applied in North Atlantic airspace, reduced horizontal-plane
separation minima and the RVSM – contains a risk-model component.
3.6.2 As noted in reference 4, several assumptions underlie the mathematical development

of the model. Principal among these are:
. an aircraft is considered to have the shape of a box, with length, height

and width of the box equal, respectively, to the metallic length, wingspan and
height from the underside of the fuselage to the top of the vertical tail of a
typical aircraft in the system under study
. individual-aircraft navigational errors are independent in the three

dimensions
. errors in the three dimensions made an aircraft are independent of the

corresponding errors of any other aircraft in the system
3.3C – 9
. there is no collision-risk mitigation due to collision avoidance based on

visual or electronic surveillance
3.6.3 The overall result of these assumptions is that collisions result from flying errors
which occur independently among aircraft without the possibility of beneficial intervention.
3.7 Form of the Collision Risk Model
3.7.1 There are slightly different forms of the collision risk model used to assess the safety
of separation minima in the three separation-standard dimensions. Reference 12 provides a
summary of the derivation and use of the lateral and longitudinal collision risk model forms.
The form of the lateral collision risk model is:
λ x ⎧⎪ ⎡ x& y& z& ⎤ ⎡ V y& z& ⎤ ⎫⎪

N ay = Py ( S y ) Pz (0) ⎨ E y ( same) ⎢ + + ⎥ + E y (opp ) ⎢ + + ⎥⎬
Sx ⎪ ⎢⎣ 2λ x 2λ y 2λ z ⎥⎦ ⎢⎣ 2λ x 2λ y 2λ z ⎥⎦ ⎪
⎩ ⎭
(1)
The form of the longitudinal collision risk model is:
2λ x ⎡ x& y& z& ⎤ M ⎛ M

N ax = Py (0) Pz (0) ⎢ + + ⎥ × ∫ ⎜ ∫ f ( s, l )dl ⎞⎟ds
x& ⎢⎣ x
2 λ 2 λ 2 λ z⎥
m ⎝ s ⎠
y ⎦
(2)
3.7.2 The mathematical symbols on the left of the two equations are the lateral and
longitudinal risks, respectively. Each has the unit of fatal accidents per flight hour. This is
the same unit in which the TLS is expressed.
3.7.3 The symbols on the right of the equations are termed “model parameters,” the values
of which are, typically, estimated from data taken in the airspace system under study.
Reference 4 presents a description of each. In the following, those descriptions will be
summarized.
3.8 Data Used in the Safety Assessment
3.8.1 The general data sources used in estimating the parameters are four: (1) information
on traffic movements, (2) measurements of navigational performance, (3) records of weather
deviations and other operational factors with potential influence on separation maintenance,
and (4) archives of errors made by flight crews or air traffic control in following or granting
clearances, or in transferring control responsibility between air traffic control units. Global
experience has demonstrated that the last of these data sources is vital in estimating the risk
associated with the RVSM and in developing remedial actions to reduce risk.
3.8.2 A principal source of information used in the safety assessment is the combined form
of the December 2007 TSDs collected in the Ho Chi Minh, Hong Kong, Sanya and Singapore
FIRs.
3.8.3 Eight days of radar-based position measurements of aircraft operating on L642,

extracted from the automation system at the Singapore ACC, provided the basis for
examining actual navigational performance on the RNAV routes. This sample was composed
of 245 flights, after excluding radar tracks of aircraft which appeared to be on direct
clearances to fixes other than ENREP on L642. Using only the first position of an aircraft
after entry into radar coverage, the computed mean and standard deviation of lateral
deviations from L642 centerline were -0.88NM and 0.67NM, respectively. It is common
3.3C – 10
practice to use the first position measurement after entry into radar coverage to estimate
lateral error in order to diminish the prospect of sampling aircraft navigational performance
influenced by ground-based navigational aids. The disadvantage of using the first position
measurement is that it is likely to be most influenced by radar error. Using all radar position
measurements available between ESPOB and ENREP, the computed mean and standard
deviation were -0.79NM and 0.46NM, respectively.
3.8.4 The details of the safety assessment will now be presented.
3.9 Explanation of Model Parameters and Corresponding Estimated Values Used In

the Safety Assessment
3.9.1 Parameters Common to the Lateral and Longitudinal Risk Models
Aircraft Length, Wingspan and Height: λx, λy and λz
3.9.1.1 Table 2 of reference 8 presents the 20 aircraft types observed most frequently in the
December 2007 TSDs. The most frequently occurring type is the A320, accounting for
roughly 19 percent of the observations. The second most frequently observed type is the
B-777-200. Of the four most frequently observed types –accounting for 58 percent of the
aircraft recorded in the TSD – three are wide-body aircraft, including both the B-777-200 and
B-777-300. Based on the results concerning aircraft types presented in reference 8, the safety
assessment used the B-777-300 as the typical aircraft. The length, wingspan and height of
this aircraft type are 0.0399NM, 0.0329NM and 0.0099NM, respectively.
Probability That Two Aircraft Assigned to the Same Flight Level Are at the Same
Geometric Height: Pz(0)
3.9.1.2 The value of this parameter depends on the accuracy of height-keeping in the airspace
and on the height of the aircraft type chosen to represent the typical aircraft. For purposes of
standardization with other risk modeling within the Region, the safety assessment proceeded
with the commonly used value of this parameter, 0.538, which is associated with the B-747-
400.
The Average Relative Vertical Speed of Two Aircraft Assigned to the Same Flight
z&
Level:
3.9.1.3 As has been the case in all recent safety assessments conducted in the Asia and
Pacific Region, the value used in this document is 1.5 knots.
3.9.2 Parameters Used Only in Estimation of Lateral Risk
Same- and Opposite-Direction Lateral Occupancies: Ey(same) and Ey(opp)
3.9.2.1 As noted above, the lateral occupancy parameter reflects the relative density of co-
altitude traffic on adjacent routes. Lateral occupancy provides quantitative insight into the
likelihood that two co-altitude aircraft on laterally adjacent routes will be in the same relative
along-track position - and, thus, subject to the risk of midair collision - should all lateral
separation be lost.
3.9.2.2 It should be noted that occupancy is not expressed in a unit of traffic flow, such as the
number of aircraft per year using a route. Rather, occupancy is a dimensionless number, like
a probability, and increases with an increase in the number of pairs of aircraft on laterally
adjacent routes which are at or near the same along-track positions. Insofar as an increase in
3.3C – 11
airspace traffic volume results in an increase in these proximate aircraft pairs, occupancy
increases with increasing flights using the airspace.
3.9.2.3 Co-altitude aircraft on adjacent routes may be operating on the same or reciprocal
headings. In the expression of the lateral risk model (equation (1), above), there are two
parameters, representing the relative density of same- and opposite-direction pairs on adjacent
routes, Ey(same) and Ey(opp), to account for these differences in headings.
3.9.2.4 Since L642 and M771 are each unidirectional-flight routes, with flights on the two
routes in opposite directions, Ey(same) has the value zero. Because of this, the expression for
lateral risk reduces to:
Nay = P(Sy) • Pz(0) • (λx/Sx) • Ey(opp) • [ ]
where the “[ ]” refers to the sum of ratios of relative speeds to aircraft dimensions in equation
(1).
3.9.2.5 The December 2007 TSDs provided traffic movement data for estimation of opposite-
direction occupancy at several locations along the L642/M771 pair. For example, estimates
of opposite-direction occupancy at the northern fixes on L642 and M771 (EPKAL and
DOSUT) and southern fixes (ESPOB and DUDIS), were 0.457 and 0.452, respectively. As
expected, occupancy values were highest for the most heavily used flight levels: 340, 360 and
380. Estimates at other fix-pairs produced somewhat higher results.
3.9.2.6 The Monitoring Agency for the Asia Region (MAAR) presented a safety assessment
of the South China Sea RNAV routes in reference 13. The value for opposite-direction lateral
occupancy used in that assessment was 0.78, which was a cautious estimate based on the
entire December 2006 TSD for the South China Sea FIRs. To accommodate a possible
increase in opposite-direction lateral occupancy resulting from the July 2008 change to flight-
level allocation on L642 and M771, the safety assessment employed the MAAR-derived
value.
Speed of the Typical Aircraft in the System: V
3.9.2.7 This parameter represents the speed of the typical aircraft in the system. The
combined December 2007 TSD provided information to estimate the value of this parameter.
All flights on L642 with reported times over both the EPKAL and ESPOB fixes and all M771
flights with reported times over both the DUDIS and DOSUT fixes were used to produce
separate estimates of the parameter for the two routes. The results are shown in table 2.
Distance Standard
Between Fixes Number of Estimate of Deviation of
of Fix-Pair Flights Used V Estimate
Route Fix-Pair (NM) to Compute V (kts.) (kts.)
L642 EPKAL – ESPOB 783.6 1970 470.0 17.6
M771 DUDIS – DOSUT 725.5 2125 483.9 17.6
Table 2. Average Aircraft Speeds on L642 and M771 Estimated From December 2007 TSD
Relative Across-Track Speed of Two Aircraft on Parallel Tracks As They Lose All
y&
Planned Lateral Separation:
3.3C – 12
3.9.2.8 This parameter describes the relative speed of two aircraft as they lose all planned
lateral separation. Global experience has shown that the basic track-keeping accuracy of
RNP-10-approved aircraft makes it highly unlikely that the loss of 50NM lateral separation
would be due to normal navigational performance. The most reasonable circumstance
associated with such a separation-loss event is a waypoint insertion error. Monitoring of
lateral navigation performance on the South China Sea RNAV routes since their November
2001 introduction has not recorded one such event. Nevertheless, a cautious approach to
y&
lateral risk estimation should include use of a value for which corresponds to the loss of
50NM lateral separation. Reference 13 contains such a value, 75 kts., which has been used in
the safety assessment.
Probability of Lateral Overlap: Py(50)
3.9.2.9 This parameter describes the chance that two aircraft assigned to laterally adjacent
routes which are separated by 50 NM will lose all planned lateral separation. Two approaches
to treating Py(50) are possible in lateral collision risk assessment:
(1) Collecting sufficient lateral navigational performance data to estimate the value
of Py(50) directly, and then using this value in equation (1) with the other necessary
parameter values to estimate lateral risk for comparison to the TLS, or
(2) Using all the other necessary parameters in risk model, determining that value of
Py(50) which will satisfy exactly the TLS, and then demonstrating from data that this
value of Py(50) is not exceeded in the airspace
3.9.2.10 The first approach requires, typically, many years of recording lateral errors in a
parallel-track system in order to demonstrate with high statistical confidence that the TLS is
satisfied.
3.9.2.11The second approach takes advantage of the fact that there is a well-established
relationship between the probability that two aircraft with planned 50NM separation will lose
all planned separation, Py(50), and the probability that an individual aircraft will commit a
lateral error of 15 NM or more in magnitude. Table B-1 of Attachment B to reference 14 is
an example of this approach for the case of planned 30NM lateral separation between parallel
routes.
3.9.2.12 In applying this second approach, a competent authority organizes a program to

monitor lateral errors and employs a statistical decision-making process to evaluate the
monitoring results. The decision-making process incorporates a predetermined level of
statistical confidence that the TLS is met and uses the observed frequency of 15NM or greater
lateral errors to signal, at any time in the monitoring program, one of three decisions:
(1) the TLS is satisfied,
(2) lateral navigational performance is not sufficiently good to meet the TLS, or
(3) there is not yet sufficient monitoring data available to conclude whether the TLS
has been satisfied
3.9.2.13 This second approach to demonstrating compliance with the lateral TLS has been
applied successfully in several portions of worldwide airspace, and has been adopted in this
safety assessment. Details will be provided after review of the lateral risk model parameter
values used in the safety assessment.
3.3C – 13
Summary of Parameter Values Used in the Preliminary Assessment of the Safety of a

50NM Lateral Separation Standard between L642 and M771
3.9.2.14 Table 3 summarizes the details of parameters used in the lateral safety assessment.
Model Description Value Used in Source for Value

Parameter Preliminary
Safety Assessment
Nay Risk of collision between two 5.0 x 10-9 fatal TLS adopted by
aircraft with planned 50NM accidents per flight APANPIRG for changes
lateral separation hour in separation minima
Sy Lateral separation minimum 50NM Goal of RNP-SEA/TF
Py(50) Probability that two aircraft 2.69 x 10-9 Value required to meet
assigned to parallel routes with exactly the TLS of
50NM lateral separation will 5 x 10-9 fatal accidents
lose all planned lateral per flight hour, given
separation other parameter values
used in safety
assessment.
λx Aircraft length 0.0399NM Combined December
λy Aircraft wingspan 0.0329NM 2007 TSD
λz Aircraft height 0.0099NM
Pz(0) Probability that two aircraft 0.538 Commonly used in
assigned to same flight level safety assessments
will be at same geometric
height
Sx Length of half the interval, in 120NM, equivalent Arbitrary criterion which
NM, used to count proximate to the +/- 15- does not affect the value
aircraft at adjacent fix for minute pairing of risk
occupancy estimates criterion used in
safety assessment
Ey(same) Same-direction lateral 0.0 Result of direction of
occupancy traffic flows on L642
and M771
Ey(opp) Opposite-direction lateral 0.78 MAAR estimate based
occupancy on December 2006 TSD
(reference 13)
V Aircraft along-track speed 483.9 kts. Combined December
2007 TSD
Average relative speed of 75 kts. Reference 13
y& aircraft pair at loss of planned
50NM lateral separation
z& Average relative vertical speed 1.5 kts. Conservative value
of a co altitude aircraft pair commonly used in safety
assigned to the same route assessments
Table 3. Summary of Risk Model Parameters Used in Lateral Safety Assessment
3.10 Outcome of the Lateral Safety Assessment
3.10.1 As noted, monitoring of lateral deviations has been continuous since the November
2001 introduction of the South China Sea RNAV routes, with the criterion to identify a large
lateral deviation set at 15NM in magnitude. Singapore has acted as the coordinator of this
monitoring program, collecting records of traffic movements and large lateral deviations from
all FIRs where monitoring takes place. To date, there has been no report of a large lateral
deviation for aircraft operating on either L642 or M771.
3.3C – 14
3.10.2 Table 4 of reference 8 indicates that the number of flights observed in the merged
December 2007 TSD from the Singapore and Hong Kong FIRs was 5743. Assuming that
December 2007 is a month representative of the traffic counts on L642 and M771, it is
reasonable to conclude that there would be, in a year, about 70,000 flights available for
monitoring on the two routes. The value required value of Py(50) shown in table 3, 2.69 x 10-
9
, implies that it would be necessary to have many years of navigational performance
observations from the monitoring program in order to show with high confidence that the
TLS is being met.
3.10.3 As noted in the discussion of the required value of Py(50), taking the approach of
demonstrating compliance with the TLS through analysis of 15NM or greater errors
overcomes this problem. The approach is based on a statistical technique known as sequential
sampling and employs a control chart of the type that is used in monitoring the manufacturing
quality of many industrial processes. In such an environment, a manufacturer always wants to
know if the product manufactured meets the company’s standards for quality. As proposed
for application in the case of introducing the 50NM lateral separation standard on L642 and
M771, the product is system safety, as demonstrated by compliance of risk with the TLS, and
the standard for quality is an acceptably low rate of occurrence of 15NM or greater lateral
deviations.
3.10.4 Figure 3 shows a control chart which mechanizes the sequential sampling process
using the parameter values shown in table 3, with the assumption that decision-makers want
to have 95 percent statistical confidence that the TLS is met. The chart permits plotting of the
number of reported 15NM or greater errors on the vertical axis against numbers of flights
monitored on the horizontal axis.
Figure 3. Sequential Sampling Approach to Demonstrating That Lateral Collision Risk for
50NM Lateral Separation Standard Applied to L642/M771 Complies With TLS
3.3C – 15
3.10.5 The two straight lines of identical slope in the figure divide the chart into three
regions, corresponding to the three decisions possible after entering each monitoring
observation (number of 15NM or greater errors reported and number of flights monitored)
onto the chart:
(1) the number of 15NM or greater errors recorded during observation of the total
number of flights monitored leads to the conclusion that the TLS is met (the plot of
15NM or greater errors versus number of monitored flights is within the region below
the lower sloped line),
(2) the total number of flights monitored is not yet sufficient to conclude that the
TLS is met (the plot of 15NM or greater errors versus number of monitored flights is
between the two sloped lines), or
(3) navigational performance, as measured by the number of 15NM or greater errors

recorded for the number of flights monitored, is not adequate to meet the TLS and,
therefore, investigations must be done to look for any sources of systematic error
which, if found, must be eliminated (the plot of 15NM or greater errors versus
number of monitored flights enters the region above the upper sloped line).
3.10.6 From the control chart of figure 3, if there are no 15NM or greater magnitude lateral
errors reported after roughly 15,900 flights, the plot of 15NM or greater magnitude errors
versus number of monitored flights enters the “meets the TLS” region of the chart (the
intersection of the horizontal dashed line corresponding to no 15NM or greater magnitude
lateral errors and the vertical line corresponding to 15,866 monitored flights). The cumulative
total of flights monitored on L642 and M771 for the period 1 January 2007 through 30 April
2008 is roughly 60,300. During this period, no 15NM or greater magnitude errors were
reported to Singapore for either route. The location of this point - the intersection of the no-
large-lateral-deviation horizontal line and the vertical line corresponding to 60,300 monitored
flights - is well within the “meets the TLS” region of the chart, as can be seen from figure 3.
3.10.7 As a result, it can be concluded with 95 percent statistical confidence that the
proposed 50NM lateral separation standard for route-pair L642/M771 meets the TLS.
Conclusions and Recommendations from the Safety Assessment Concerning

Introduction of the 50NM Lateral Separation Standard on L642 and M771
3.10.8 Use of a sequential-sampling approach in combination with the results of the program
to monitor lateral errors in the South China Sea has led to the conclusion that the TLS is met
with 95 percent statistical confidence.
3.10.9 As a result, the assessment of the risk of introducing a 50NM lateral separation
standard between L642 and M771 supports the decision to proceed with implementation.
3.11 Parameters Used Only In Estimation of Longitudinal Risk
Background Information from the Combined December 2007 TSD Useful for the
Estimation of Longitudinal Collision Risk
3.11.1 All flights on L642 with reported times over the EPKAL and ESPOB fixes and all
flights on M771 with reported times over the DUDIS and DOSUT fixes were examined to
estimate the relative along-track speed of aircraft pairs on the two routes. A pair of aircraft
was included in the examination of relative along-track speed if the two aircraft were at the
same flight level and passed over the entry fix (EPKAL for M642 flights and DUDIS for
M771 flights) within 60 minutes of each other. The same-altitude/close-in-time criteria were
intended to minimize the effects of wind on the estimation of relative speeds. Application of
3.3C – 16
these criteria resulted in 650 L642 pairs and 742 M771 pairs available for the examination of
relative speed. For any pair, the computed difference in speeds was assigned a positive value
if the lead aircraft in the pair was faster and a minus sign if the faster aircraft was the trailing
aircraft in the pair. The examination involved computing the average of these signed speeds
as well as the average of the speed differences without regard to sign, that is, the average of
the absolute value of the speeds.
3.11.2 During the estimation of relative along-track speed, it became apparent that there
were clusters of speed differences resulting, it would seem, from the mix of a relatively fast
and relatively slow aircraft as members of a pair.
3.11.3 All flights on L642 with times reported over both EPKAL and ESPOB and all M771
flights with reported times over both DUDIS and DOSUT were used to estimate the average
transit time between the fix-pairs. There were 1970 such flights identified on L642 and 2125
flights on M771.
3.11.4 Table 4 shows the results of this investigation.
Route Fix-Pair Average Standard Average Standard Average

Signed Deviation Absolute- Deviation of transit Time
Relative of Signed Value of Absolute- (mins.)
Speed Relative Relative Value of
(kts.) Speed Speed Relative
(kts.) (kts.) Speed (kts.)
L642 EPKAL -3.34 2.39 16.74 2.40 100.0
-
ESPOB
M771 DUDIS - -5.89 2.45 14.27 2.51 90.1
DOSUT
Table 4. Average Relative Speeds and Transit Times on RNAV Routes L642 and M771
3.11.5 As can be seen, the average along-track signed speed for each route is negative,
indicating that, on the average, a faster aircraft is following a slower one in the pairs used in
the examination.
Probability That Two Aircraft Assigned to the Same Route and Flight Level Are in
Lateral Overlap: Py(0)
3.11.6 As can be seen from inspection of the longitudinal collision risk model presented in
equation (2) above, risk is directly proportional to the value of this parameter. That is, as the
value of this parameter increases, longitudinal risk increases.
3.11.7 Experience has shown that use of the Global Positioning System (GPS) produces
highly accurate estimates of aircraft position. In turn, these accurate position estimates
produce smaller lateral errors from course. Smaller lateral errors produce higher values of
Py(0), thus increasing the risk of losing longitudinal separation, all other things being equal.
This “navigation paradox” – improvements in navigation in one dimension increase collision
risk in another – is well known.
3.11.8 The ICAO Reduced Vertical Separation Minima Implementation Task Force initiated
work to introduce the RVSM into Pacific FIRs in November 1998. Reference 15, presented
to the Third Meeting of the Task Force describes analysis of cross track errors exhibited by B-
747-400 aircraft known to be using GPS for position-determination. Based on analysis of
these errors, reference 15 concluded that, if all Pacific operations were conducted by B-747-
400 aircraft equipped with GPS, the estimated value of Py(0) would be 0.3868. In contrast, if
3.3C – 17
there were no GPS-equipped aircraft in the airspace, the value would be only 0.019.
Reference 15 provided evidence that about 27 percent of Pacific operations at the time of the
RVSM/TF/3 meeting were conducted by GPS-equipped aircraft. The corresponding value of
Py(0) adopted by the Task Force was 0.052.
3.11.9 Table 2 of reference 8 presents the 15 aircraft types which, taken together, account for
97 percent of the operations on L642 and M771 found in the combined December 2007 TSD.
From this table, it is possible to conclude that at least 50 percent of the operations on L642
and M771 were conducted by aircraft types known to be equipped with GPS.
3.11.10 Based on this percentage of GPS equipage, the preliminary safety assessment used a
value of 0.20 for Py(0).
Relative Across-Track Speed of Two Aircraft Assigned to the Same Route and Flight
y&
Level -
3.11.11 The effect of GPS in the navigation solution is to reduce aircraft cross-track velocity.
Reference 15 provides the value of relative cross-track speed, 1 knot, used in the current
estimation of longitudinal risk.
Probability of Longitudinal Overlap: Px
3.11.12 The remaining terms in the longitudinal risk model shown in equation (2), above,
address the estimation of Px, the probability that a pair of same-route, co-altitude aircraft loses
all planned longitudinal separation. While the estimation of this probability is a complex
mathematical form in equation (2), involving a double integral, the concept behind the form is
relatively straightforward.
3.11.13 If Q(s) is the proportion of aircraft pairs separated initially by s in the longitudinal
dimension and P(S ≥ s) is the probability of losing at least the separation s, then the
probability of losing all longitudinal separation between a pair of aircraft, Px , can be
represented by:
Px = (factor dependent on initial separation s) •

summation of [Q(s) · P(S ≥ s)] for all values of s.
3.11.14 The term in “( )” (factor dependent on initial separation) is represented in equation (2)
above by (1/T) • (2λx / x ), where the relative speed, x , is that necessary for two aircraft to
lose longitudinal separation, s, within a time T. The value of T is usually taken to be the time
between successive waypoint reports, under the assumption that air traffic control will
intervene to correct the case of a serious loss of longitudinal separation at the next waypoint.
In oceanic airspace such as the Pacific, T is roughly 60 minutes.
3.11.15 As noted in table 4, the average transit time on M771 between DUDIS and DOSUT is
90 minutes and roughly 100 minutes on L642 between EPKAL and ESPOB. The principal
fixes on each route are on the order of 200 NM apart. Assuming three required reporting
points between EPKAL and ESPOB and between DUDIS and DOSUT, T for L642 and M771
would be on the order of 30 minutes. If two aircraft were separated longitudinally by 50 NM
at a required reporting point, the relative speed difference required to lose exactly 50 NM
within 30 minutes is 100 kts. The data on relative speeds presented in table 4 suggest that
such an overtake speed is highly unlikely.
3.3C – 18
3.12 Estimating the Initial Distribution of Along-Track Separation
3.12.1 In longitudinal risk estimation, the term Q(s) is the distribution of initial separations
between co-altitude same-route aircraft pairs on entering the airspace. The term P(S ≥ s), the
chance of losing all planned longitudinal separation of s or more, is usually estimated from
data on longitudinal separation erosion available from airspace records.
3.12.2 It is not possible to know in advance how co-altitude aircraft will be spaced
longitudinally when a 50NM longitudinal separation minimum is applied. It is, however,
possible to infer something about capacity demand and air traffic control response by
examining actual system performance.
3.12.3 The combined December 2007 TSD was used to gain insight into both the
distribution of initial along-track separation and also separation decrease or increase during
operations on L642 and M771. It will be convenient to use the term “separation loss or gain”
to describe the decrease or increase in initial separation, but, in using this term, there should
be no misunderstanding that “separation loss” means loss of all initial longitudinal separation
between the members of an aircraft pair.
3.12.4 The combined December 2007 TSD was processed to determine pairs of co-altitude
aircraft on L642 passing over EPKAL within 60 minutes of each other. Similarly, pairs of co-
altitude aircraft passing over DUDIS no more than 60 minutes apart were identified. The
pair-separations for the L642 pairs passing over ESPOB and the M771 pairs passing over
DOSUT were then computed and the data summarized as counts of initial-
separation/separation-change. The combined total of L642 and M771 pairs which contributed
to the initial-separation/ separation-change analysis is 1392, the same pairs used to examine
relative along-track speed.
3.12.5 The distribution of initial separations is shown in figure 4. As can be seen, there are
initial separations well below the 10-minute minimum applied on the routes. Examination of
the basic data indicated that such smaller initial inter-aircraft separation values were the result
of the lead aircraft being faster than the second member of the pair over the fix. Subsequent
separation increased as the flights were conducted.
60
50
40
Count
30
20
10
0
1 5 9 13 17 21 25 29 33 37 41 45 49 53 57 61 65 69
Initial Separation Values (minutes)
Figure 4. Absolute Frequency of Initial Separation Values
3.3C – 19
3.12.6 As noted previously, the 10-minute longitudinal minimum is applied with Mach
number technique on the RNAV routes. Reference 9, paragraph 5.4.2.4.3, specifies the
reduction below minimum which is permissible with this technique. If the preceding aircraft
is assigned a speed which is 0.02 units of Mach number higher than the following aircraft, the
initial separation may be 9 minutes. For each additional 0.01 unit of difference, the pair may
be spaced by 1 minute less, down to a minimum of 5 minutes. Thus, application of Mach
number technique explains the apparent anomaly in the data – initial separations well less
than the minimum.
3.12.7 Unfortunately, information concerning Mach number is not contained in a TSD. In

an attempt to account for the effect of applying Mach number technique, a correction was
made to the differences of the 1391 aircraft pairs used to examine longitudinal risk. The
details of the correction process are contained in the Attachment.
13.2.8 The results of correcting initial separation for Mach number are shown in figure 5.
As will be noted, pairs with apparent initial separations less than 10 minutes in figure 4 have
been moved to larger separations, with the exception of a few remaining at 9 minutes. Since
the correction process relies on the use of ICAO Standard Atmosphere temperatures, small
errors are to be expected. In fact, examination of the initial separations corrected for Mach
number shows consistent underestimation of the Mach number difference between a pair of
aircraft, with the underestimation growing with increasing difference in groundspeeds
between the members of a pair. If a correction of, roughly, 0.01 unit of Mach number is
added to the initial separations of figure 5 in order to account for the underestimation of Mach
number difference, there are no pairs separated by 9 minutes and the number of pairs at
separations near the minimum of 10 minutes decreases. This correction was taken into
account in estimation of longitudinal risk.
60
50
40
Count
30
20
10
0
1 5 9 13 17 21 25 29 33 37 41 45 49 53 57 61 65 69
Initial Separation Values Corrected for Mach Number
Difference (minutes)
Figure 5. Absolute Frequency of Initial Separation Values Corrected for Mach Number
Difference
13.2.9 The form of the distribution in figure 5 suggested that a gamma probability density
function might characterize the distribution of initial separations. This distribution is often
used to study problems in queuing for service. Since the distribution of initial separations
demonstrates the ability of L642 and M771 to respond to demands for service, the gamma
distribution is attractive as a means of characterizing the data of figure 5.
3.3C – 20
13.2.10 Figure 6 presents the data of figure 5 as logarithms of the relative frequency of
observed initial separations. The figure likewise suggests that a gamma distribution may fit
the data adequately.
0
Log of Relative Frequency
-0.5
-1
-1.5
-2
-2.5
0 10 20 30 40 50 60 70
Initial Separation Corrected for Mach Number (minutes)
Figure 6. Log of Relative Frequency of Initial Separation Values Corrected for Mach Number
3.13 Estimating the Distribution of Separation Gain or Loss
3.13.1 Figure 7 presents the distribution of separation gain and loss observed for the 1392
aircraft pairs for which initial separations are shown in figure 4. The maximum values of gain
and loss were 12 minutes and 12 minutes, respectively. The data of figure 7 need to be
treated before use in risk estimation, since there is a clear relationship between separation loss
and initial separation.
200
180
Absolute Frequency
160
140
120
Gain
100
Loss
80
60
40
20
0
0 2 4 6 8 10 12 14
Absolute Value of Separation Change
Figure 7. Absolute Frequency Count of Separation Gain or Loss
3.3C – 21
Separation Initial Initial Initial Initial Initial

Gain (+) or Separation Separation Separation Separation Separation
Loss (-) Up to 10 Between Between Between Between 26
Minutes 11 and 15 16 and 20 21 and 25 and 30
Minutes Minutes Minutes Minutes
-12 0 0 0 0 1
-11 0 0 0 0 0
-10 0 0 0 0 2
-9 0 0 1 2 1
-8 0 0 2 3 4
-7 0 0 4 4 6
-6 0 1 3 3 1
-5 0 0 5 2 2
-4 0 4 6 7 11
-3 0 7 12 9 7
-2 0 13 19 14 14
-1 0 18 25 24 17
0 2 32 26 20 15
1 3 24 15 22 13
2 6 12 10 12 13
3 5 9 11 9 6
4 2 10 16 10 5
5 0 8 9 12 3
6 3 6 5 7 5
7 3 6 8 8 2
8 2 5 6 1 3
9 2 2 3 3 0
10 0 3 2 0 0
11 0 0 0 0 1
12 1 0 0 0 0
Table 5. Separation Gain or Loss as Function of Initial Separation
3.13.2 Table 5 shows this relationship. The data of the table are separation gain and loss
presented as a function of initial separation. As can be seen, for initial separations up to 10
minutes, there is no separation loss over the course of flight. For initial separations between
11 and 15 minutes, there is some evidence of separation loss. The largest value of loss is 6
minutes, which occurred between a pair separated initially by 15 minutes. One pair with
initial separation of 12 minutes lost 4 minutes at the exit fix, producing an 8-minute final
separation. Another pair with 13-minutes initial separation also lost 4 minutes, resulting in a
9-minute final separation. As initial separation increases, the data of the table indicate that
separation-loss magnitudes increase. None of the separation losses, however, resulted in final
separations below 10 minutes.
3.14 Estimation of Longitudinal Risk
3.14.1 Given the values of Py(0), Pz(0) and other risk model parameters, the value of the
summation of [Q(s) · P(S ≥ s)] for all values of s needed to meet the TLS is 2.3 x 10-8 for a
value of T equal to 30 minutes, the interval between position updates allowing air traffic
control to intervene, if necessary, to increase separation.
3.3C – 22
3.14.2 Implementation of a 50NM longitudinal separation standard will result in the

application of a distance-based separation on L642 and M771. All data describing the results
of current longitudinal separation practice which were available for the safety assessment are
in units of time. As a result, the safety assessment will examine the likelihood that a 6-minute
longitudinal separation standard will meet the TLS.
3.14.3 Air traffic controllers focus on maintenance of the applicable separation standards in
the airspace. Generally, the term “loss of separation” means that a pair of aircraft is operating
below the separation standard being applied.
3.14.4 Collision risk analysis focuses on the loss of all separation, which is equivalent to a
collision. Therefore, to meet the TLS, it is necessary to determine whether the summation of
[Q(s) · P(S ≥ s)] for all values of s is less than 2.3 x 10-8. From the data in figure 5, initial
separation values near the minimum of 10 minutes occur at lower frequencies and increase in
frequency up to about 20 minutes. After that point, the frequencies of larger initial
separations decrease.
3.14.5 In the safety assessment, this same characteristic of initial separation values is
assumed to pertain when 6 minutes is the minimum longitudinal separation standard on 3 July
2008.
3.14.6 From the data of table 5, separation losses for smaller initial separation values were
observed to be small relative to the current longitudinal separation standard of 10 minutes.
This same characteristic is assumed to apply when the 50NM, or 6-minute, minimum
longitudinal separation standard is in effect.
3.14.7 The data of table 5 demonstrate the effectiveness of applying the Mach number
technique. As a result, a larger separation loss, 6 minutes or more, between the two aircraft of
a pair would require that the at least one of the aircraft exhibit an unexpected change in
separation of three minutes or more for which Mach number technique did not account. It
would seem that such a significant change would have to be the result of substantial wind
gusts affecting only one member of the pair, or some aircraft system failure resulting in a
major change in true airspeed since the last position update.
3.14.8 Results from the South China Sea monitoring program are that there was no
unexpected change in longitudinal separation of three minutes or more observed for pairs of
aircraft during the period 1 January 2007 through 30 April 2008. These results indicate,
further, that there was no instance of a significant individual-aircraft longitudinal error –
defined as a 3-minute or greater unexpected deviation between a pilot forecast of next
waypoint and the actual report at that fix – reported for any of the 60, 300 flights monitored
on L642 or M771 during the period.
3.14.9 The fact that there were no individual-aircraft unexpected changes in longitudinal
position reported in 60, 300 flights does not mean that the rate at which such errors occur is
0.0. Rather, the conclusion to be drawn from the monitoring data is that the true rate of
occurrence of significant individual-aircraft longitudinal errors is so small that none were
produced in slightly more than 60,000 operations.
3.14.10 Given the monitoring program results showing that they are rare events, the
probability of occurrence of significant individual-aircraft longitudinal errors can be described
by a Poisson distribution, where it is assumed that the rate of significant longitudinal errors
decreases as the number of flights increase in a way that keeps the product of the two
constant. Assuming that each flight is an independent opportunity for a significant
individual-aircraft longitudinal error, no occurrence of this event in 60,300 operations is, with
95 percent statistical confidence, consistent with a true rate of occurrence of 8.51 x 10-7
significant longitudinal errors per flight, or less. It is not possible for a pair of aircraft to lose
3.3C – 23
6 minutes of separation, the equivalent of 50 NM, unless there is an unexpected change in

longitudinal position of 3 minutes or more associated with at least one aircraft. As a result,
this monitoring-program finding can provide insight into the value of P(S ≥ s), the probability
that an aircraft pair loses at least as much as longitudinal separation as it has on entering a
route.
3.14.11 Given the sparse data on unexpectedly large individual-aircraft longitudinal errors
from the monitoring program, it is not possible to propose a probability distribution that
characterizes the occurrence of 3-minute or greater individual-aircraft longitudinal errors, that
is, the probability of a 3-minute error, 4-minute error, 5-minute error and so on. In attempting
to estimate P(S ≥ s), it will be assumed that a significant individual-aircraft longitudinal error
is equally likely to contribute to an unexpected gain or loss of separation between an aircraft
pair. Taking a conservative view, it will be assumed that it is possible to have a significant
individual-aircraft longitudinal error as large as 6 minutes, which would require a 100-knot
unexpected speed difference from that used by air traffic control to plan separation with other
aircraft. Again to be conservative, it will be assumed that 3-minute, 4-minute, 5-minute and
6-minute significant individual-aircraft longitudinal errors are equally likely. As a result:
P(3-minute significant individual-aircraft longitudinal error) = 0.25*8.51 x 10-7

= 2.13 x 10-7
= P(4-minute error) = P(5-minute error) = P(6-minute error)
3.14.12 Again, to be conservative, it will also be assumed that the probability of a zero-
minute, 1-minute and 2-minute unexpected losses or gains in separation due to significant
individual-aircraft longitudinal error will be identical and equal to (0.2 - 8.51 x 10-7) ≈ 0.2. In
contrast, it will be recalled from the data of table 5 that only 3 of the 1392 pairs examined in
the December 2007 TSD evidenced final separations below 10 minutes, with the smallest
final separation being 8 minutes.
3.14.13 Finally, it will be assumed that, because of the lack of information to correct
adequately the initial separations for Mach number, the frequency of 9-minute separations
presented in figure 4 can be added to the 10-minute initial separations count. As a result,
when considered to represent the distribution of initial separations for L642 and M771 after
50NM separation is applied, the frequency values of initial separations of 5 minutes or less
will all be 0.0.
3.14.14 With these assumptions, 12 minutes is the maximum initial longitudinal separation
value which can be lost due to unexpected individual-aircraft longitudinal errors, and would
result only when the lead aircraft of a pair loses 6 minutes and the other gains 6 minutes.
Because individual-aircraft longitudinal errors are assumed independent between aircraft, the
probability that this would happen is the product of the probabilities that each aircraft would
have a significant longitudinal error of 6 minutes, or,
P(S ≥ 12) = P(S = 12) = (2.13 x 10-7) • (2.13 x 10-7) = 4.5 x 10-14
This probability is so small that it can be neglected. Likewise, the contribution to summation
of [Q(s) · P(S ≥ s)] for all values of s made by initial separation values, s, of 11 minutes, 10
minutes and 9 minutes can be disregarded.
3.14.15 As a result, only 8 minutes, 7 minutes and 6 minutes initial separation values require
examination in light of unexpected losses or gains in separation due to significant individual-
aircraft longitudinal error. Assuming that Aircraft 1 is following Aircraft 2, the combinations
of unexpected losses or gains in separation necessary for two aircraft to lose 8 minutes of
initial separation are shown in table 6:
3.3C – 24
Aircraft 1 Aircraft 2 Resulting

Unexpected Unexpected Separation
Gain (+) or Gain (+) or (minutes)
Loss (-) Loss (-)
(minutes) (minutes)
+6 -2 0
+5 -3 0
+4 -4 0
+3 -5 0
+2 -6 0
Table 6. All Combinations of Unexpected Separation Loss and Gain Resulting in Loss of
Exactly 8 Minutes Initial Separation
3.14.16 The value P(S = 8 minutes) is the sum of the products of the probabilities of
separation loss and gain in the rows of the table. For example, the contribution to P(S = 8) of
the first row is:
(2.13 x 10-7) • (0.2) = 4.26 x 10-8
The contribution of the last row is also 4.26 x 10-8. The contribution of the products of the
probabilities in the other rows is the negligible value 4.5 x 10-14. Thus, the value of P(S = 8
minutes) is 2 • 4.26 x 10-8, or 8.52 x 10-8.
3.14.17 The value of P(S = 7) can be determined in a similar manner and is 4 • 4.26 x 10-8 =
1.7 x 10-7. The value for P(S = 6) is 8 • 4.26 x 10-8 = 3.41 x 10-7.
3.14.18 Using the relative frequencies of initial separation values determined from the data
shown in figure 5, it is now possible to calculate the quantity summation of [Q(s) · P(S ≥ s)]
for all values of s. Table 7 shows the results.
Initial Proportion of initial P(S ≥ s) Q(s) • P(S ≥ s)

Separation, s separations, corrected
(minutes) for Mach number,
with separation s, Q(s)
6 0.011 (3.41 x 10-7 + 1.7 x 6.85 x 10-9
10-7 + 8.52 x 10-8)
7 0.015 (1.7 x 10-7 + 8.52 x 3.85 x 10-9
10-8)
8 0.027 8.52 x 10-8 2.26 x 10-9
9 and beyond 0.018 0.0 0.0
Sum Q(s) • 1.30 x 10-8

P(S ≥ s)
Table 7. Computation of the Summation of Q(s) • P(S ≥ s) for All Values of Initial
Separation, s
3.14.19 The resulting value for summation of [Q(s) • P(S ≥ s)] for all values of s, 1.30 x 10-8,
is less than the required value of 2.3 x 10-8 required to meet the TLS.
3.3C – 25
3.15 Conclusions and Recommendations from the Safety Assessment Addressing

Introduction of the 50NM Longitudinal Separation Standard on L642 and M771
3.15.1 When the summation value computed in table 7 is substituted into the expression for
Px and used in the model, the resulting value of longitudinal collision risk is 2.8 x 10-9 fatal
accidents per flight hour, which satisfies the TLS.
3.15.2 In light of the imminent change to the flight level allocation scheme in the South
China Sea, decision makers should consider the possibility of collecting a sample of system
use similar in content to the TSD. Such a sample would indicate whether assumptions made
during conduct of the safety assessment need refinement.
3.15.3 The monitoring program has shown considerable value as source material for the
safety assessment. It would be valuable to re-emphasize its importance to all signatories of
the monitoring program LOA.
4. Action by the Meeting
4.1 The meeting is invited to
a) Note that the safety assessment supports the implementation of

RNP10 (50/50NM) horizontal separation on L642 and M771; and
b) Consider collecting additional traffic movement data after the

planned 3 July introduction of the 50NM longitudinal separation.
……………………….
3.3C – 26
Attachment
Correction to Initial Separation of Aircraft Pairs to Account for Application of Mach

Number Technique
Mach number, M, can be computed from true airspeed using the relation
Vt = a0 M · [T1/To]1/2 (A.1)
where:
Vt = true airspeed
a0 = speed of sound at sea level
T1 = temperature at the altitude flown
To = temperature at sea level
It is well-known that true airspeed is related to groundspeed by:
Vg = Vt + Vw
where:
Vg = groundspeed
Vw = speed of the wind at the altitude being flown
No information was available concerning either true airspeed or the effect of wind in the
airspace during December 2007. The aircraft pairs used in the analysis were, however,
chosen to be co- altitude and spaced by no more than 60 minutes. Taking the difference of
the groundspeeds of a pair should, therefore, remove much of the effect of wind, leaving the
difference in true airspeeds, Δ Vt. Using equation (A.1), this results in:
Δ Vg = a0 Δ M · [T1/To]1/2 (A.2)
Since there were no data available describing temperatures at altitude or sea level in South
China Sea airspace during December 2007, the temperatures published in the ICAO Standard
Atmosphere were used. This introduced some error into the correction process, since
temperatures in the ICAO Standard Atmosphere were determined at 45 degrees latitude where
are likely to be temperatures cooler than those at flight levels on the RNAV routes.
The initial separation of each of the 1392 aircraft pairs was corrected for estimated difference
in Mach number using relation (A.2).
3.3C – 27
References
1. Report of the First Meeting of The ICAO Required Navigation Performance (RNP)
Implementation Task Force (RNP/TF/1), Singapore, 13 – 15 March 2006.
2. Report of the Seventeenth Meeting of the APANPIRG ATM/AIS/SAR Sub-Group

(ATM/AIS/SAR/SG/17), Bangkok, Thailand, 2 – 6 July 2007.
3. “Summary of Discussions for the Special Coordination Meeting Held in Singapore

from 25 to 27 September 2007,” The Second Meeting of ICAO South-East Asia
Required Navigation Performance Implementation Task Force (RNP-SEA/TF/2),
Singapore, 4 – 7 March 2008, WP/6.
4. “Preliminary Assessment of the Safety of Implementing 50NM Lateral and

Longitudinal Separation Standards on RNAV Routes L642 and M771,” Second
Meeting of ICAO South-East Asia Required Navigation Performance Implementation
Task Force (RNP-SEA/TF/2), Singapore, 4 – 7 March 2008, WP/10.
5. “WPAC/SCS FLAS Comparison Table,” Fourth Meeting of the Western

Pacific/South China Sea RVSM Scrutiny Working Group (WPAC/SCS RSG/4),
Bangkok, 26 – 29 February 2006, WP/6.
6. Report of Thirteenth Meeting of South-East Asia ATS Coordination Group

(SEACG/13), Bangkok, 16 – 19 May 2006.
7. Report of the Second Meeting of ICAO South-East Asia Required Navigation

Performance Implementation Task Force (RNP-SEA/TF/2), Singapore, 4 – 7 March
2008.
8. “Examination of Operations Conducted on RNAV Routes L642 and M771,” Ninth

Meeting of the Regional Airspace Safety Monitoring Advisory Group (RASMAG/9),
Bangkok, Thailand, 27 to 30 May 2008, IP/7.
9. Procedures for Air Traffic Services Air Traffic Management, Doc 4444 ATM/501,
Fifteenth Edition, International Civil Aviation Organization, Montréal, 2007.
10. “A Summary of Airspace Characteristics Related to the Operational Trial of 30- NM

Lateral / 30-NM Longitudinal Separation Standards (30/30) in the Oakland Oceanic
Flight Information Region (FIR),” Twenty-Fifth Meeting of the Informal Pacific ATC
Coordinating Group (IPACG/25), Tokyo, Japan, 24-27 October 2006, IP/4 Rev. 1.
11. “Revised Letter of Agreement (LOA) for Monitoring of Aircraft Navigation Errors in
the South China Sea Area,” Eighth Meeting of the Regional Airspace Safety
Monitoring Advisory Group (RASMAG/8), Bangkok, Thailand, 10 to 14 December
2007, WP/14.
12. Manual on Airspace Planning Methodology for the Determination of Separation

Minima, First Edition, Doc 9689-AN/953, International Civil Aviation Organization,
Montréal, 1998.
13. “Safety Assessment for the South China Sea Airspace Where a 60-NM Lateral
Separation Minimum Is Applied,” The Seventh Meeting of the Regional Airspace
Safety Monitoring Advisory Group (RASMAG/7), Bangkok, Thailand, 4 – 8 June
2007, WP/18.
3.3C – 28
14. Annex 11 of the Convention on International Civil Aviation, Air Traffic Services,
Thirteenth Edition, International Civil Aviation Organization, Montreal, July 2001.
15. “Preliminary Estimate of the Probability of Lateral Overlap, Py(0), Based on the
Percentage of non-GPS-equipped Aircraft in the Pacific Ocean Airspace,” Third
Meeting of the ICAO Reduced Vertical Separation Minima Implementation Task
Force (RVSM/TF3), Honolulu, U.S.A., 10 -13 May 1999, WP/13.
3.3C – 29
Agenda Item 3.4: CNS/MET
APANPIRG/19 3.4 - 1
Agenda Item 3: Regional air navigation planning and implementation issues
3.4 CNS/MET matters
3.4.1 The meeting carried out a review of the outcomes of the Twelfth Meeting of the
Communications, Navigation and Surveillance/Meteorology Sub-Group (CNS/MET SG/12) held in
Bangkok from 21 to 25 July 2008. The meeting noted with appreciation the work done by the
Sub-group. The meeting discussed the CNS/MET related issues presented to the meeting and took the
following actions on the report of the CNS/MET SG/12.
Aeronautical Fixed Service
Review Report of the Third Meeting of the ATN Implementation Coordination Group
3.4.2 The meeting noted with appreciation the tasks accomplished by the Third ATNICG
Meeting which was hosted by Airports Fiji Limited from 5 to 9 May 2008.
3.4.3 The meeting included the requirement of communication support for the amended
ATS messaging for Flight Plan in the Subject/Tasks List and adopted the following Decision.
Decision 19/16 - Revision to the Subject/Tasks List of ATNICG
That, the Revised Subject/Tasks List of the ATNICG provided in Appendix A to the
Report on Agenda Item 3.4 be adopted.
ATN/AMHS Implementation Status
3.4.4 The meeting noted that the ATN implementation status provided on the ICAO
Asia/Pacific website http://www.icao.or.th/apac_projects/atn/charts/atn_chart.asp was updated to
include significant developments. Some of the major ATN implementation related activities include
ATN trials between Singapore and Malaysia, integration of AMHS into NADIN message switch as a
sub-application allowing OSI and IP routings, Australia’s implementation of AMHS/AFTN/ATN in
June 2007 and ATN/AMHS implementation in Beijing, China.
3.4.5 India informed the meeting that in accordance with the regional air navigation plan,
India had installed AMHS infrastructure in Mumbai in May 2008. The system will support ICAO
ATN and TCP/IP protocols. India is ready to conduct trials with Beijing, Bangkok and Singapore. It is
expected to complete this process by December 2008.
System Security
3.4.6 The meeting noted the developments that have taken place in ensuring security for the
network and discussed actions that are required to be taken on this matter. The meeting adopted the
following Conclusion.
Conclusion 19/17 - Asia/Pacific Aeronautical Telecommunication Network

System Security Policy
That, the updated “Asia/Pacific Aeronautical Telecommunication Network System

Integrity Policy” provided in Appendix B to the Report on Agenda Item 3.4 be
adopted as “Asia/Pacific Aeronautical Telecommunication Network System Security
Policy”.
3.4 - 2 APANPIRG/19
3.4.7 The meeting was of the opinion that Security is a global issue and hence there should
be a global policy on security to maintain uniformity. The meeting agreed that the region should
subscribe to the global security structure to the extent possible and noted that the issue will be
addressed to the Aeronautical Communication Panel. The meeting also noted that the ATNICG had
developed a Checklist on ATN Security. The meeting recognized that a Contingency Plan and
Incident Response Plan for the Regions are required to be developed.
Directory Service and AMHS Address Management
3.4.8 The meeting noted that the proposed implementation strategy for ATN Directory
Service for Asia/Pacific Region is in two phases, the first phase for the provision of Offline Directory
Service and the second phase for the Online Directory Service. The meeting recognized that the
availability of AMC Software was essential to ensure effective and efficient management of the
AMHS Address. Adoption of the AMC Software in use by Eurocontrol, with modifications to suit the
requirements of Asia/Pacific Regions had already been agreed in principle. The meeting therefore
adopted the following Conclusion to facilitate early transfer of AMC software and its implementation.
Conclusion 19/18 - ATS Message Management Center (AMC) Software
That, to facilitate implementation and management of ATN in the Asia/Pacific

Region, ICAO be urged to facilitate transfer of Eurocontrol AMC Software to
Aerothai and to allow Aerothai to modify the Software to suit the requirements of
Asia/Pacific Region.
ATS Inter-facility Data Communication (AIDC)
3.4.9 The meeting noted that the ATNICG/3 meeting had discussed the outstanding matters
with respect to ATN/AMHS Transition support to AIDC as indicated in Section 3.2 of Part II of the
AIDC ICD and agreed to retain them in the Work Programme of ATN Implementation Coordination
Group and CNS/MET Sub-Group. The meeting was informed that technical specifications for ATN
based AIDC had already been published by ICAO but these provisions might not be practical for
implementation at the current stage.
3.4.10 The meeting noted the implementation status of AIDC and the updated planning and
implementation information as contained in the updated FASID Table CNS – 1E which was approved
in early 2008. Hong Kong China and Philippines proposed some editorial changes for the planned
circuit using AMHS for 2009. Japan proposed to add a new requirement for AIDC connection
between Fukuoka ATMC and Taibei ACC using AFTN and ICD Version 3.0 with target date for
implementation in 2012. The Secretariat informed the meeting that the new requirement needs to be
included in the next amendment proposal.
3.4.11 The meeting was of the opinion that introduction of AIDC between ATS facilities
would significantly reduce the coordination errors observed in controller to controller verbal
communication across FIR boundaries. The meeting reiterated that States should work towards
implementation of compatible AIDC capabilities between neighboring ATS facilities as soon as
possible in accordance with the regional air navigation plan and the available ICAO guidance material
on AIDC including the Asia/Pacific AIDC ICD. In view of the foregoing, the meeting adopted the
following Conclusion formulated by the CNS/MET Sub-group.
APANPIRG/19 3.4 - 3
Conclusion 19/19 - Implementation of AIDC in Asia and Pacific Regions
That, States be urged to expedite implementation of AIDC between neighboring ATS

facilities in accordance with the Regional Air Navigation Plan and the Asia/Pacific
AIDC ICD.
Implementation of ATN over IPS
3.4.12 The meeting was informed about the availability of draft Manual for the ATN using
IPS Standards (Doc 9896). The manual contains minimum communication protocols and services
that will facilitate implementation of ATN based on the provision of Internet Protocol Suite (IPS)
utilizing Internet Protocol Version 6 (IPv6). The meeting noted that the implementation of IPv4 in
ground-ground sub-network is considered to be a regional or local issue. It was envisaged that AFTN
is likely to continue in the foreseeable future, though AMHS implementation will continue.
3.4.13 Discussing the outcome of the inclusion of IPS SARPs in Annex 10, Volume 3 in
March 2008, the meeting agreed to adopt ATN over IPS in addition to ATN over OSI for the
implementation of the BBIS of ATN in the Asia/Pacific Regions.
3.4.14 The meeting noted that a regional survey was carried out to assess the investment
already made/committed by the States in the implementation of ATN/OSI. Survey results indicated
that almost all the States had made/committed investment towards the implementation of OSI based
ATN Router and that the MTAs are dual stack having provision to support both OSI and IP sub-
networks. Noting the preparedness of the States to implement the ATN/OSI and ATN/IPS, it was
recommended that implementation be completed by 2011 for all the BBIS MTAs to support both
ATN/OSI and ATN/IPS. Accordingly, the meeting adopted the following Conclusion.
Conclusion 19/20 - Adoption of ATN over IPS in addition to ATN over OSI
That, considering the inclusion of ATN over IPS SARPs in ICAO Annex 10, Volume
3 and to support global harmonization of ATN implementations, States hosting BBIS
be urged to implement ATN over IPS in addition to ATN over OSI and complete this
implementation of Dual Stack ATN (ATN/OSI and ATN/IPS) by 2011.
3.4.14.1 The meeting recommended that the following implementation strategy for ATN be
considered by States:
1) All States having Backbone Boundary Intermediate Systems (BBIS) in the

Asia/Pacific Region should continue to implement ATN/OSI as per the current
regional plan (FASID Tables CNS-1B and CNS-1C);
2) For States with Boundary Intermediate System (BIS), deployment of IPS based
AMHS and/or inter State ATN circuits may be considered depending on the
impact on the regional ATN network connectivity and redundancy, and the
agreement with the adjacent States;
3) For AFS interface to adjacent regions, communication with States with only one
connection to the APAC region can use IPS on a bilateral basis. States in
adjacent regions that have multiple connections to the APAC region are
recommended to continue to support ATN/OSI;
4) The region should construct an effective regional ATN ground network that
supports both OSI and IPS based services. This could be achieved by upgrading
3.4 - 4 APANPIRG/19
inter-State circuits to support IPS as well as OSI communication and introducing

IPS routers alongside BIS Routers;
5) Any subsequent new services or AMHS Message Transfer Agent (MTA) should
be able to support dual stack to assist future transition to “ICAO compliant” IPS
network technology; and
6) The ATNICG task list shall be revised to include development of IPS

implementation documentation.
3.4.15 In response to a query regarding the ultimate system envisaged, the meeting was
assured that dual stack MTA was only a transition plan. Hong Kong, China was of the opinion that
ATNICG should develop long and medium term plans for transitioning to ATN based on IPS.
Asia/Pacific Regional AMHS MTA Routing Policy
3.4.16 In light of the operational difficulty of performing connectivity tests between a new
MTA and the other MTAs prior to commissioning; permitting the routing configuration of the new
MTA to correspond to the AFTN routing table before commissioning may mitigate the problem.
Accordingly, the meeting adopted following Conclusion.
Conclusion 19/21 - Amendment to Asia/Pacific Regional AMHS MTA Routing

Policy
That, the revised Asia/Pacific AMHS MTA Routing Policy placed at Appendix C to
the Report on Agenda Item 3.4 be adopted.
Amendment to FASID Tables CNS-1B and CNS-1C
3.4.17 In view of the developments that have taken place lately in the implementation of
ATN in the Region, it was felt that the FASID Tables for ATN Router and AMHS Routing Plan
provided in ANP (Doc 9673) Vol. II needed updating. FASID Tables 1B and 1C were hence
reviewed and changes proposed by the States were incorporated. Accordingly, the meeting adopted
the following Conclusion.
Conclusion 19/22- Amendment to FASID Tables CNS – 1B and CNS – 1C
That, FASID Tables CNS – 1B ATN Router Plan and Table CNS – 1C AMHS
Routing Plan, be amended by replacing them with the Tables provided in Appendices
D and E to the Report on Agenda Item 3.4 in accordance with the established
procedure.
Asia/Pacific AMHS Manual
3.4.18 An Asia/Pacific AMHS Manual was previously developed to provide guidance to

assist States in defining the functional tests to ensure interoperability between AMHSs. These tests
are recommended to be conducted after the successful completion of AMHS conformance testing,
through which the compliance of all systems with the AMHS SARPs are confirmed. In order to
include two more annexes to this document ‘Inter-operability trials of States’/ANSPs’ AMHS systems
subsequent to their implementation’ and ‘Pre-operational testing prior to the operational
commencement of their AMHS services’ the meeting adopted the following Conclusion.
APANPIRG/19 3.4 - 5
Conclusion 19/23 - Amendment to Asia/Pacific AMHS Manual
That, Annex E and Annex F provided in Appendix F to the Report on Agenda Item
3.4 be adopted as annexes to the Guidance Document for AMHS Conformance
Testing (AMHS Manual)
Aeronautical Mobile Service (AMS)
ICAO Web-based aeronautical radio frequency planning
3.4.19 The meeting noted the proposed frequency planning tool which is being developed to
be made available to all ICAO Regional Offices to assist States with aeronautical frequency
assignment. As part of this effort, an amendment will be needed to the designated operational
coverage (DOC) area and separation distances as specified for VHF communication by the
ASIA/PAC RAN meeting in 1993. The meeting noted that the proposed DOC is also to be used for
all ICAO Regional Offices based on the provisions contained in Annex 10. The meeting noted the
following link as an example of a potential graphical interface for the tool
http://192.206.28.81/worldops/default.aspx.
3.4.20 The Regional Office will continue to be the coordination point for frequency
assignments and the contact point for the development effort. In addition, 25 kHz spacing in the
aeronautical VHF communication bands will be used in the tool for the frequency assignments.
Regarding the potential use of aeronautical communication bands by defense authorities, the meeting
was of the view that all VHF frequency assignments should be considered as part of the planning
assignment and thus should be coordinated. The meeting supported this effort. However, before any
conclusion could be reached the tool would need to be tested and evaluated. An evaluation version of
the tool is planned to be made available by the end of 2008.
Satellite Data Communications Performance
3.4.21 The meeting noted that the United States presented to CNS/MET SG/12 meeting a
paper on satellite data communication performance and the work of the Inmarsat instigated FANS
Satcom Improvement Team (FANS SIT) to raise awareness on the important global issues affecting
the availability of satellite data link services. In response to continuing stakeholder concerns about
Satcom data link performance, FANS SIT participants and stakeholders are currently assessing viable
short, medium and long term changes to the system to improve both FANS and airline operations
communications (AOC) SATCOM data link network performance.
3.4.22 In response to a request made by the CNS/MET SG/12 meeting on the subject, the
Secretariat presented a paper on Evolving Satellite Communication Service Provision and
Performance. The meeting was informed about the current Inmarsat Satellite Network serving the
region and the enhancements to networks which have been taken place recently including launching
3 satellites of their fourth generation (I4) network. The I4 satellites will be connected through separate
GES, owned and operated by Inmarsat. The meeting also noted that JCAB operated MTSAT with two
geo-stationary satellites and four Ground Earth Stations and was providing a highly reliable service
with 100% availability since its commencement of operation. MTSAT is interoperable with the
Inmarsat system. In addition, Iridium is another new provider for satellite data link service for air
ground communication.
3.4.23 The paper from the Secretariat concluded that usage of two or more such autonomous
satellite networks would provide much better availability as compared to using a single network.
States and international organization were encouraged to consider using the redundant data link
communication networks available rather than relying on the overall availability of a single network.
3.4 - 6 APANPIRG/19
3.4.24 IATA provided an information paper on the same subject. The paper highlighted the
issue and expressed concern about the capabilities of the satellite data communication systems to
support current and future operational requirements. The paper broadly outlined the scope of the
operational impact resulting from degradation of the associated satellite data communications
performance. IATA stated that they do not agree with a proposed solution that operators should pay
for multiple networks. The airlines wish to explore what the service provider should do with the
legacy systems as alternative solutions would cost more.
3.4.25 The meeting noted the existing technical and funding issues associated with satellite
data link service provision and the consequential operational impact due to the rapid growth of civil
aviation. The meeting agreed that the operational problem needs solution and the satellite
communication issue should be urgently addressed. In view of the foregoing, the meeting adopted
Conclusion 19/24 - Satellite Communications Service Performance
That,
a) States and International Organizations be requested to liaise with satellite service

providers to establish a mechanism to maintain and modernize the satellite
communication infrastructure; and
b) ICAO be invited to organize a meeting by the end 2008 for stakeholders to

review the performance and provision of satellite data link communications in the
Asia/Pacific Region and find a solution.
Data-link Flight Information Service (DFIS) Seminar
3.4.26 The meeting was informed about a Special Implementation Project (SIP) approved by
ICAO for conducting a ‘Seminar on the Implementation of Data-Link Flight Information Service
(DFIS) in the Asia and Pacific Regions’. The seminar will be held in the first week of November
2008 and will be conducted jointly with SITA. States which have already implemented DFIS are
invited to share their experiences with others. Republic of Korea informed meeting that they will
nominate an expert to address at the Seminar. The meeting was informed that confirmation to
nominate experts had also been received from China and Singapore. Hong Kong China informed the
meeting that D-ATIS has been implemented at Hong Kong International Airport since 2001 and
updated recently with two way data links. Hong Kong China agreed to share their experience by
nominating their expert for the Seminar.
Navigation Systems
Regional Performance Based Navigation (PBN) Implementation Plan
3.4.27 The meeting reviewed the results of the work accomplished by the PBNTF over the
course of three meetings. The work of the Task Force that was accomplished prior to the meetings of
the RASMAG/9 and ATM/AIS/SAR/SG/18 was coordinated with those bodies and input was
received from the RASMAG for the regional PBN Implementation Plan. The primary task of the
PBNTF was to develop a PBN Implementation Plan for the Asia/Pacific Region. That task was
completed at the third meeting of the PBNTF. The Twelfth meeting of CNS/MET Sub-group
reviewed the plan and thanked the Task Force for its hard work. The meeting noted that since States
would be required to develop their State PBN implementation plans by APANPIRG/20 in 2009, the
Regional Plan should be made available for use by States without delay. The Regional PBN
APANPIRG/19 3.4 - 7
Implementation Plan could be revised in the future as necessary to address changes in the aviation
environment.
3.4.28 Australia highlighted that PBN implementation should be given a high priority and
primacy in the Asia and Pacific Region and indicated that in order to meet the requirement of
Assembly Resolution; the Regional PBN Implementation Plan should be adopted by APANPIRG and
published for use by the States.
3.4.29 Singapore and Hong Kong China also supported comments made by Australia and
emphasized the importance of implementation of PBN in the Region. Hong Kong, China also
highlighted the need for ICAO to expedite the provision of relevant guidance material with regard to
the Aircraft Operational Approval and Certification to facilitate PBN Implementation in the region.
3.4.30 However, recognizing that the final version of the regional PBN plan had not been
coordinated with ATM/AIS/SAR Sub-group of APANPIRG and RASMAG, the meeting considered it
more appropriate to adopt the plan as an interim Edition. Accordingly, the meeting adopted the
following Conclusion and urged the States to review the plan and provide feedback to ICAO Regional
Office and use it as a basis for developing their national PBN Implementation Plans.
Conclusion 19/25 – ASIA/PAC PBN Implementation Plan
That, the Asia/Pacific PBN Implementation Plan as provided in Appendix G to the

Report on Agenda Item 3.4 be adopted and published as the interim edition based on
which, States be urged to developed their national PBN implementation plan and
provide feedback to the ICAO Regional Office.
3.4.31 India provided an update on their PBN Implementation plan, informing the meeting
that RNAV1 SIDS and STARS, based on GNSS or DME/DME/IRU have been implemented at Delhi,
Mumbai and Ahmadabad Airports with effect from 28 August 2008. These procedures are expected
to provide structured arrival and departure routes in the terminal phase of flight so as to achieve
consistent spacing on the final and thus reducing delays. Similar procedures for other airports are
under development in a phased manner.
Sharing DME Infrastructure
3.4.32 Singapore highlighted that it would be some time before most airframes in the
Asia/Pacific region were equipped with sufficient GNSS sensors to take full advantage of PBN based
procedures in the terminal areas (TMAs). Aircraft equipage would likely occur by operators
updating to new aircraft over a period of time rather than undertaking retro-fit programmes. However,
a number of fleets were already equipped with DME/DME RNAV capabilities that would enable
participation in PBN procedures in TMAs if such procedures were promulgated by States.
3.4.33 Noting that South East Asia was a relatively DME rich environment, Singapore
considered that the use of a neighboring States DME as a component of a procedure published by
another State may enable a faster transition to PBN in some locations. The meeting supported further
investigation of this concept and encouraged States to pursue the matter and adopted the following
Conclusion.
Conclusion 19/26 - Agreement for sharing DME Infrastructure
In the interest of efficiency, States with DME coverage extending beyond their FIRs
be requested to consider allowing neighboring States to develop PBN procedures
utilizing these DMEs.
3.4 - 8 APANPIRG/19
3.4.34 With regard to implementation of PBN, the meeting was requested to consider the
following three PBN Performance Objectives and associated Performance Framework Forms (PFFs)
as provided in the Appendix H to report on Agenda Item 3.4.
a) Optimization of the ATS route structure in en-route airspace;

b) Optimization of the ATS route structure in terminal airspace; and
c) Implementation of vertically guided RNP approaches
3.4.35 Considering that these objectives need to be further addressed, the meeting agreed to
refer the above three PBN Performance Objectives and associated PFFs to the PBN Task Force for its
review and inclusion in the regional planning document.
Flight Procedure Design Office
3.4.36 In response to critical deficiencies in procedure design capability in the region

identified by the PBNTF, support was solicited for the establishment of an ICAO Asia-Pacific Flight
Procedure Design Office (FPO) by mid-2009 to assist States in the Asia and Pacific Regions to
enhance the quality of their instrument flight procedures and meet the PBN implementation goals of
ICAO Assembly Resolution A36-23. This proposal arose as a result of the recognition that if issues
regarding shortfalls in procedure design capability were not addressed, this would become a potential
“show-stopper” in meeting the above PBN implementation goals. The concept of operation,
anticipated funding sources and requirements, staffing assumptions and goals for the FPO were
discussed. The objective of the FPO would be to foster implementation of flight procedures,
developed with the appropriate quality systems, especially PBN and vertically guided instrument
approach procedures.
3.4.37 The meeting noted that the PBN Task Force had strongly supported the concept of
FPO and requested the ICAO Regional Office to send a State Letter, inviting proposals from States
interested in hosting and/or contributing to the establishment and operation of the FPO. Accordingly,
a State Letter was issued by the ICAO Asia Pacific Office on 2 May 2008 inviting States to submit
proposals for hosting the ICAO Flight Procedure Office including financial sponsorship and
secondment of experts by 15 June 2008.
3.4.38 The responses to the State letter were very positive. 90% of the 13 States that
responded expressed that they would use some of the services of the FPO if established. The strong
positive response concerning all proposed services indicated that there is definitely a need for the
services that such an FPO would offer. Four States indicated an interest in hosting the FPO. The
decision on which State will host the FPO will be based on the merits of the individual proposals and
will be made in coordination with the ICAO Asia and Pacific Office and ICAO Headquarters. This
decision will be made as soon as possible, in order to proceed with planning for initial operating
capability in the 2nd quarter of 2009.
3.4.39 The meeting reviewed and supported the FPO proposal and the basic concept and
requested ICAO to continue to develop the proposal taking into account State responses with
emphasis on the role, responsibility and financial mechanisms and adopted the following Conclusion.
Conclusion 19/27 – Flight Procedure Design Office
That, ICAO continue to develop the concept of a Flight Procedure Design Office
taking into account proposals submitted by the States with emphasis on the role,
responsibility and financial mechanisms.
APANPIRG/19 3.4 - 9
3.4.40 The meeting was informed that the ICAO Headquarters was reviewing the proposals
and a decision will be made soon on the establishment of FPO in the Region. The meeting also
considered that the publication of a Regional Catalogue of Procedure Design Services providers styled
on the Regional Catalogue of Flight Inspection Organisations would be beneficial.
3.4.41 In discussions on APV implementation (Vertical Guidance versus Vertical

Advisories) the PBNTF noted the significant level of industry confusion between the provision of
vertical advisories and that of true vertical guidance. Many aircraft were capable of providing to the
pilot a form of “VNAV”, that is a FMS-generated advisory of vertical flight path and often this could
be provided while the aircraft was conducting a non-precision RNAV (GNSS) approach – i.e. one
with lateral design guidance only. When using this form of VNAV ‘advisory’ it was essential that the
pilot monitored the step down altitude limits on the approach plate. An examination of incident
reports showed that there were an increasing number of reports of pilots not abiding with these
vertical restrictions as the output from the VNAV path did not take these step downs into account. In
a true APV/Baro-VNAV (RNP APCH with Baro-VNAV) approach, the design of the approach will
ensure that the VNAV guidance when correctly flown would provide vertical protection on the
approach. The PBNTF recommended that the States provide education to operators, pilots and ATC
on the differences between VNAV guidance on a true Baro-VNAV approach and vertical ‘advisory’
that may be available when flying a lateral guidance only RNP APCH (RNAV (GNSS)) approach. In
view of the foregoing, the meeting adopted the following Conclusion to address this important safety
issue.
Conclusion 19/28 – Constant Descent Final Approach (CDFA) and Baro-VNAV
That, in order to reduce the likelihood of CFIT accidents, States be urged to
a) review non-precision approach procedures with LNAV lines of minima to include

CDFA profile; and
b) include the Baro-VNAV design in the current and new RNP APCH approaches
and consequent LNAV/VNAV approach minima.
3.4.42 The meeting noted that separation standards for RNAV 5, RNAV 2, RNAV 1 and
Basic-RNP 1 navigation specifications had still not been established by the ICAO Separation and
Airspace Safety Panel (SASP). As these separation standards are essential for the States to implement
PBN in the terminal and continental en-route areas of operation, the meeting requested ICAO to
expedite development and publication of these standards and agreed to the following
Conclusion.
Conclusion 19/29 – Separation Standards for PBN
That, ICAO be invited to expedite development and publication of separation

standards for use in the implementation of the PBN RNAV 5, RNAV 2, RNAV 1 and
Basic-RNP 1 navigation specifications.
3.4.43 The PBNTF conducted an extensive review of the PBN Manual and identified a
number of significant shortcomings that will adversely impact the implementation of PBN. A number
of recommendations for revision to the Manual will be presented to the RNP SORSG by the New
Zealand member at its next meeting in November 2008. The PBNTF also developed a model
guidance for RNAV 5 operational approval, which is in the draft form pending final technical review
of the document.
3.4 - 10 APANPIRG/19
3.4.44 Given that the PBNTF had completed its primary task, to develop a regional PBN
implementation plan, it was felt that while the PBNTF should continue, the focus of the PBNTF
should now shift to implementation of that regional plan. The PBNTF reviewed its Terms of
Reference (TOR) and proposed amendments to improve the viability of the TOR in terms of PBN
implementation. In reviewing the TOR against the provisions of Assembly Resolution A36-23, the
meeting also noted that clear references to implementation of approach procedures with vertical
guidance (APV/Baro-VNAV and/or augmented GNSS) were not explicitly reflected in the TOR.
Although recognizing that APV was effectively inherent in RNP approaches, the PBNTF proposed to
expand the TOR to include a clarifying reference to approach procedures with vertical guidance.
3.4.45 The meeting reviewed and agreed to the revised terms of reference proposed by
PBNTF and adopted the following Decision.
Decision 19/30 – Revision to the Terms of Reference of the PBN Task Force
That, the Revised Terms of Reference of the PBN Task Force provided in
Appendix I to the Report on Agenda Item 3.4 be adopted.
3.4.46 Two additional meetings of the PBNTF were tentatively scheduled, 4-6 March 2009
in conjunction with the PBN Seminar being held in Osaka, Japan and the week of 13 July 2009 in
Bangkok. The meeting encouraged States to submit their State PBN Implementation Plans to the
PBNTF for review by the fifth meeting of the PBNTF in July 2009.
Review of strategies for the Provision of Navigation Service and GNSS Navigation
Capability
3.4.47 The PBNTF had also considered the Strategy for the Provision of Navigation Service
and the Strategy for the Implementation of GNSS Navigation Capability in the Asia/Pacific Region
and had recommended changes to the documents and suggested consolidating the separate strategies
to a single navigation strategy.
3.4.48 The meeting noted that CNS/MET SG/12 compared the individual strategies in the
navigation field and considered it appropriate to consolidate the two into a single document. The
action to review and consolidate the strategies was undertaken by an ad hoc working group. The
consolidated strategy incorporates the PBN concept as the prime focus and also accounts for the
development and deployment of GNSS. The meeting agreed to the updated strategy and adopted the
Conclusion 19/31 - Revision of the Strategy for the Provision of Navigation

Services in the Asia/Pacific Region
That, the revised Strategy for the provision of navigation services provided in
Appendix J to the Report on Agenda Item 3.4 be adopted and provided to States.
ILS DME
3.4.49 The meeting was informed that some distance measuring equipment (DME)
associated with instrument landing systems (ILS) have been installed with the beacon delay offset to
achieve a zero range indication at the ILS touch down point rather than at the origin of the DME
antenna. This configuration of installation follows guidance material in Annex 10. These DMEs may
also use directional pattern antennas so that an Omni-directional radiation pattern is not achieved.
DMEs in this configuration are unsuitable for use in DME-DME navigation and should be excluded
from RNAV procedures.
APANPIRG/19 3.4 - 11
3.4.50 Additional information was provide that the Navigation Systems Panel (NSP) had
been asked to review the navigation infrastructure to support PBN and the Panel has recommended
that DMEs associated with ILS should be generally excluded from DME-DME RNAV procedures.
The exclusion of unsuitable zero-range offset DMEs in the RNAV procedure is the responsibility of
the State concerned. The unsuitability of zero-range offset DMEs should be notified in the State’s
AIP. IATA stated that crews cannot deselect such aids in flight due operational and safety
implications.
Flight Inspection
3.4.51 Inspection, testing and validation were identified as important safety and quality
processes in the provision of navigation services. Attention was drawn to Standards (2.7.1 Annex 10
Volume 1), Assembly Resolutions (A33-14, A36-23) and manuals which address ground and in-flight
testing and validation of navigation aids and procedures. Relevant manuals are the Performance
Based Navigation Manual (Doc 9613) that defines the requirements of flight inspection and flight
validation for PBN procedures and the Manual on Testing Radio Navigation Aids (Doc 8071, Volumes
I, II and III) which provide general guidance on the extent of testing and inspection normally required
to be carried out to ensure that the facilities meet the SARPs provided in ICAO Annex 10.
3.4.52 The Asia/Pacific Region has in the past conducted five workshops on the testing of
radio navigation aids with the most recent being in 1998.
3.4.53 The introduction of performance based navigation, recent amendments to the Manual
on Testing of Radio Navigation Aids, and the introduction of GNSS and augmentation systems has
extended the breadth of inspection and validation tasks. The meeting agreed that a seminar on testing
of radio navigation (both ground and satellite based) and surveillance systems, would facilitate the
exchange of information and sharing of experience gained by the States. The seminar would also
provide information to the participants regarding various technological options available for meeting
various flight inspection/validation requirements. Accordingly, the following Conclusion was
adopted.
Conclusion 19/32 – Testing of Navigation and Surveillance facilities Seminar
That, ICAO be invited to organize a seminar on ‘Testing of Navigation and

Surveillance facilities’ in 2009 to address issues related to ground and flight
inspection/validation.
APEC GIT/12
3.4.54 The Asia Pacific Economic Cooperation (APEC) Transportation Working Group held
the Global Navigation Satellite System (GNSS) Technological Innovation Summit and Twelfth
meeting of GNSS Implementation Team (GIT/12), hosted by Aeronautical Radio of Thailand, from
26 to 30 May 2008 in Bangkok. The meeting was informed that the summit provided an excellent
forum for all Economies to obtain updated information on GNSS technology and its applications in all
transport modes, namely road, rail, maritime and aviation.
3.4.55 The twelfth meeting of the APEC GNSS Implementation Team addressed GNSS
related activities of APEC Member Economies, GIT initiatives, progress of GNSS Test bed Project
and other administrative matters. The meeting was informed that the scope of APEC GNSS Test bed
project has been completed.
Update GBAS
3.4.56 The meeting noted updates provided by United States on the Local Area
Augmentation System (LAAS) an implementation of Ground Based Augmentation System (GBAS).
The FAA is working with Honeywell International to complete the system design approval (SDA) of
their Honeywell SLS-4000 against a non-Federal specification (FAA-E-AJW44-2937A). GBAS
facility and service approval are expected to be completed at Memphis in early 2009 and this facility
is likely to be used for validation and developmental activities. The United States currently considers
that GBAS is the only known feasible service that will support GNSS based Category-III approach
and landings and seeks to gain experience to get Category III approval for LAAS. The FAA and
Boeing have cooperated to develop a feasible set of ground facility and aircraft requirements as an
initial proposal.
3.4.57 FAA is also cooperating with Australia, Germany and Spain the other States planning
implementation of GBAS. An FAA developed GBAS prototype continues to be operated in Brazil to
evaluate the effect of the southern hemisphere ionosphere effects on GBAS and to perform additional
operational flight tests.
3.4.58 The meeting also noted that Australia would continue to support GBAS operations
with the upgrade of the Sydney trial GBAS to the Honeywell SLS-4000 with the intention of
achieving certification in early 2009. Parallel activities to provide Cat I GBAS are also currently
conducted in Germany and Spain. It was also noted that the first A380 certified for GBAS operations
will enter service in October 2008 and will be using the Sydney GBAS.
Positioning, Navigation and Timing (PNT) Policy
3.4.59 The United States provided an overview of its Space-Based positioning, navigation
and timing (PNT) policy and its implementation. This policy is applicable to all United States
providers and users of space-based PNT, not only aviation. The December 2004 PNT policy
continues United States policy of no direct user fees for GPS services and an open and public signal
structure for all civil services. This promotes equal access for user equipment manufacturers,
applications development and value added services and facilitates open market competition. The
policy is managed by a National Space Based PNT Executive Committee co-chaired by the Deputy
Secretaries of the U.S. Departments of Defense and Transportation. It was noted that the GPS
International Working Group is a contributing group that provides advice from the wider
international community.
Multi-functional Transport Satellite (MTSAT)
3.4.60 The meeting noted the updates provided from Japan on the operational status of the
Multi-functional Transport Satellite (MTSAT) which provides aeronautical mobile satellite service
(AMSS) and Satellite-based Augmentation System (MSAS). The MTSAT AMSS was stated as being
highly reliable. If a GES or a satellite fails, a switchover from failed-one to normally-functioning one
is executed. Every switchover is executed without re-logon process since all the GESs share the
information of logged-on aircraft. The switchover is initiated in a matter of seconds. There is no
interruption to the data link communication. MTSAT AMSS availability has been 100% per month
since the commencement of operation of the two satellites and four GESs configuration.
3.4.61 MSAS is a Satellite-based Augmentation System (SBAS) defined in the ICAO

SARPs and has interoperability with other SBASs, e.g. WAAS, EGNOS and GAGAN. MSAS is fully
compliant with the ICAO standards, and provides significant performance improvement to aircraft in
the flight phase of en-route through non-precision approach. Aircraft equipped with MSAS receiver
can fly in Fukuoka FIR without using other ground-based navigation aids. MSAS had demonstrated
the predetermined performance in terms of accuracy, availability, integrity and continuity before it
was commissioned as air navigation system in September 2007. MSAS has been showing very stable
performance since its commissioning. The horizontal accuracy is less than 1 meter in most parts of
Japan. The ionospheric disturbance is still a challenging issue because of the activity of ionosphere in
the region. Studies on the new algorithm to deduce ionospheric error has been conducted, and based
on the results, an improvement plan for MSAS is under consideration.
Surveillance Systems
Review Report of the Seventh Meeting of ADS-B Study and Implementation

Task Force
3.4.62 The meeting noted the outcome of the Seventh Meeting of ADS-B Study and
Implementation Task Force. An ADS-B Seminar and the Seventh Meeting of Automatic Dependent
Surveillance – Broadcast (ADS-B) Study and Implementation Task Force (ADS-B SITF/7), both
hosted by ATMB China, were held in Chengdu, China from 7 to 11 April 2008.
3.4.63 The objective of the ADS-B Seminar was to provide information to the participants
on ADS-B planning and implementation. The Seminar covered a list of topics on the ADS-B
implementation and was well received by the participants.
3.4.64 In accordance with the subject/tasks list adopted by APANPIRG/18, the ADS-B
SITF/7 had completed the following tasks.
- The Guidance Material on Reporting Probability of ADS-B update;

- Guidance Material on Reporting ADS-B Avionics fitment;
- The Guidance Material on Security issues associated with ADS-B;
- The Guidance Material on the performance criteria for multi-sensor fusion;
- The Guidelines for the development of implementation plan by States; and
- A sample Agreement for ADS-B Data Sharing.
3.4.65 The meeting noted that the ADS-B Study and Implantation Task Force had proposed
replacement of “ADS” reference in PANS ATM Doc 4444, Appendix 2 Flight Planning and
Surveillance Equipment in the Item 10 with ‘ADS-C”. The proposal was forwarded to the ICAO
headquarters for further consideration.
Using ADS-B surveillance service in the North Asia area
3.4.66. A proposal from IATA for the installation of minimum 8 ADS-B ground stations and
significant data communication infrastructure to improve surveillance and ATM service covering
three major ATS routes in the North Asia area was noted by the meeting.
Examine the feasibility of using ADS-B derived data for height monitoring
3.4.67. The ADS-B SITF/7 meeting reviewed the analysis of the alternative solution of using
ADS-B for height monitoring for RVSM operation. The meeting confirmed that ADS-B reports both
Mode C barometric altitude and GNSS Geometric height and thus it is a suitable candidate for
providing data for RVSM height monitoring. However, a number of limitations on the quality and
accuracy of the available data exist. The meeting also expressed concerns regarding the limited
resources and expertise on the subject of RVSM within the group. Some experts from Industry
indicated that they would further investigate as to how ADS-B derived data could be processed and
used for height monitoring. The meeting noted the result of the initial study as shown in Appendix
K to the Report on Agenda Item 3.4. The issue was further discussed by the CNS/MET Sub group
meeting and the need for further study by technical experts in the field was noted.
Update of ICAO Panels on ADS-B Related issues
3.4.68. The meeting noted that the amendments to PANS-ATM including ADS-B based
separation became applicable on 22 November 2007. The Aeronautical Surveillance Panel (ASP) has
developed SARPs and supporting technical specifications for a new version of extended squitter
messages (named as Version 1) in support of ADS-B, which has also become applicable on 22
November 2007 as part of Amendment 82 to Annex 10. Technical details and Mode S/extended
squitter register definitions that were shown in an Appendix of Annex 10, Volume III, have been
relocated to a new technical manual (Doc 9871 - Technical Provisions for Mode S Services and
Extended Squitter).
3.4.69. The meeting agreed with the Subject/Tasks List updated by the ADS-B SITF and
adopted the following Decision.
Decision 19/33 - Subject/Tasks List of ADS-B Study and Implementation Task

Force
That, the Subject/Tasks List for ADS-B Study and Implementation Task Force
provided in Appendix L to the Report on Agenda Item 3.4 be adopted.
Guidance Materials for Implementation of ADS-B
3.4.70. The meeting reviewed several guidance materials for implementation of ADS-B in
the Region developed by the ADS-B Study and Implementation Task Force and adopted the following
Conclusion:
Conclusion 19/34 – Guidance Materials on Implementation of ADS-B
That, the following Guidance Materials on the implementation of ADS-B Out

Services be adopted for use by States in the Asia and Pacific Regions:
- Reporting Probability of ADS-B update as shown in Appendix M;

- Reporting ADS-B Avionics fitment as shown in Appendix N;
- the performance criteria for multi-sensor fusion as shown in the Appendix O.
Advisory Material on ADS-B Security
3.4.71. The meeting noted that the ADS-B Study and Implementation Task Force discussed
and agreed that the security threats had to be kept in perspective and that today’s systems like VHF
communication, CPDLC/ADS-C and Navaids are also subject to similar threats. In addition aviation
security and safety benefits from ADS-B had to be weighed against risks. Suitable mitigators were
required against the risks depending on the likelihood and consequence of the identified risks.
3.4.72. The meeting noted that legislation and enforcement of legislation was an important
part of reducing risk exercises for all these technologies and that CNS/MET SG/12 endorsed the
advisory material on security issues associated with ADS-B as shown in the Appendix C2 to the
Report of ADS-B SITF/7 and recommended to publish it in the restricted page on the ICAO APAC
Website. A delegate from USA at CNS/MET SG/12 Meeting identified some shortcomings in the
material and agreed to provide written comments to the Secretariat for further consideration by the
ADS-B Study and Implementation Task Force at its next meeting.
Guidelines for the development of Implementation Plan
3.4.73. Considering that the guidelines developed by the South East Asia (SEA) ADS-B
working group would be useful for other States in developing similar sub-regional or national
implementation plans, the meeting adopted the following Conclusion.
Conclusion 19/35- Guidelines for the development of ADS-B Implementation

Plan
That, States be advised to use the following guidelines for the development of ADS-B
implementation plan.
a) minimize capital and operating costs of ADS-B data facilities;
b) give priority to provide coverage over major traffic flows;
c) provide ADS-B coverage in areas within 150 NM from FIR boundaries;
d) suitable sites with power, shelter, access routes and data communication links
shall be preferred; and
e) overlapping of ADS-B coverage is preferred.
Sample Agreement for ADS-B Data Sharing
3.4.74. The meeting reviewed and endorsed the sample agreement for ADS-B Data Sharing
and Cost Apportionment developed by the SEA ADS-B working group and comments on the same by
the ADS-B SITF. Accordingly, the meeting adopted the following Conclusion.
Conclusion 19/36 – Sample Agreement for ADS-B Data Sharing
That, the sample Agreement for ADS-B Data Sharing and the Cost Apportionment
framework provided in the Appendices P and Q respectively to the Report on
Agenda Item 3.4 be adopted as the regional guidance material.
Requirements for ADS-B Out Avionics
3.4.75. The meeting noted that at CNS/MET SG/12 meeting, IATA proposed a draft
Conclusion regarding ADS-B OUT Avionics Equipage Requirements to supersede APANPIRG
Conclusion 18/35. It was recalled that APANPIRG/18 had identified the need and benefits of a
mandate for aircraft to be equipped with ADS-B OUT. There was a need for early and clear
indications to avionics vendors, airframe OEMs, ANSPs, airlines, operators and regulators regarding
the future of ADS-B.
3.4.76. IATA stated that there is some confusion about the intent of the conclusion 18/35
with regard to whether the target date meant publication by 2010 or compliance by 2010. The
meeting noted that irrespective of the viewpoint, it is now too late to reasonably expect airlines to
comply with an equipage mandate by 2010. It was therefore recommended that with many states
progressing with their plans to implement ADS-B surveillance, it is vital that some guidelines on the
issue of equipage mandate be finalized without delay to ensure that the operational benefits from
ADS-B are realized.
3.4.77. The meeting also took into account the comments from ATM/AIS/SAR Sub-group on
the proposal from IATA in relation to Conclusion 18/35 that only one State in the Region had
mandated ADS-B out. They also noted that due to the requirement of aircraft equipage, especially
due to the retrofit requirements, compliance with this mandate was not achievable in the Region by
2010. As such the word “mandate” may no longer be appropriate given that compliance would not be
possible in the short time frame specified. Therefore, ATM/AIS/SAR/SG/18 recommended that the
CNS/MET Sub-Group review the use of the word “mandate” with the objective of raising a
replacement Conclusion for consideration by APANPIRG/19.
3.4.78. However, in their working paper presented to CNS/MET SG/12, IATA still supported
the term “Mandate” as being appropriate as originally agreed by APANPIRG/18, but with revised
target dates. In view of the foregoing, the meeting adopted the following Conclusion to supersede the
APANPIRG Conclusion 18/35.
Conclusion 19/37 –Revised Mandate Regional ADS-B Out Implementation
States intending to implement ADS-B based surveillance service, be urged to
a) determine ADS-B OUT equipage mandates based upon the ability to provide
ADS-B OUT separation services;
b) expedite the implementation of ADS-B OUT in accordance with the Regional Air
Navigation Plan and the provision of separation services based on ADS-B OUT;
c) publish their equipage mandates as soon as possible, with a target publication

date of no later than 2010 so that operators can plan ahead their forward
purchasing and retrofit; and
d) choose a date after mid 2012 on which the ADS-B out equipage mandate will
become effective in airspace served by ADS-B ground stations with sufficient
transition period to enable fleet equipage.
Note: The implementation would require aircraft equipped with avionics compliant
with either;
1) Version 0 ES as specified in Annex 10, Volume IV, Chapter 3, Paragraph 3.1.2.8.6

(up to and including Amendment 82 to Annex 10) and Chapter 2 of the Technical
Provisions for Mode S Services and Extended Squitter (ICAO Doc 9871) (Equivalent
to DO260) to be used till at least 2020.
Or
2) Version 1 ES as specified in Chapter 3 of the Technical Provisions for Mode S

Services and Extended Squitter (ICAO Doc 9871) (Equivalent to DO260A)
Outcome of South East Asia ADS-B Working Group/3 Meeting
3.4.79. The meeting noted that the South East Asia ADS-B Working Group established by
APANIRG/18 met three times:
- 1st meeting was held on 15 and16 November 2007 in Singapore;

- 2nd meeting was held from 27 to 29 February 2008 in Bali, Indonesia; and
- 3rd meeting was held on 2 and3 July 2008 in Putrajaya, Malaysia.
3.4.80. The working group has progressed on following agreed tasks:
• agreed to the Term of Reference of the SEA ADS-B Working Group at the 1st
meeting and revised at the 3rd meeting;
• developed the cost apportionment framework for ADS-B Ground Stations and
ADS-B Surveillance Data Sharing;
• agreed guidelines to be used for the development of implementation plan;
• developed a sample agreement for ADS-B Data Sharing;
• agreed upon a SEA ADS-B project which outlines implementation issues to be

undertaken by IATA and CANSO for the sub-region;
• Phase I –SEA ADS-B Implementation Plan (data sharing among Indonesia,

Singapore and Viet Nam) be further enhanced at subsequent meetings; and
• AMC20-24 with proposed changes serves as baseline document for further

consideration by ADS-B SITF and CNS/MET Sub-group of APANAPIRG.
3.4.81. The working group recognized that to enable radar like separation, ADS-B based
surveillance service must be complemented by the Direct Controller Pilot Communication (DCPC)
such as VHF radio voice communication. Without supporting communication infrastructure, the
ADS-B based surveillance will provide minimal operational benefits to the air space users. In view of
the foregoing, the meeting adopted the following Conclusion.
Conclusion 19/38 - Support provision of VHF radio voice communication

associated with ADS-B data sharing between adjacent States
That, States be urged to consider following regional policy on supporting provision of

direct controller pilot communication capability associated with ADS-B data sharing
between adjacent FIRs of States.
“In order to provide radar like separation services using ADS-B, it is necessary for
the controllers to have direct controller pilot communication (DCPC). In some cases,
to achieve radar like separation services it may be necessary for the States to provide
VHF radio voice communication services for use by adjacent States.
It is therefore recommended that States capable to do so support provision of VHF

radio voice communication services to adjacent States when this is required to
support the delivery of ADS-B based separation services. Cost of such service
provision shall be agreed between the States concerned.”
Note of appreciation
3.4.82. The meeting appreciated the efforts and progress made by the ADS-B SITF and the SEA
ADS-B WG. The meeting expressed its appreciation and gratitude to the Air Traffic Management
Bureau and the Civil Aviation Administration of China for hosting the ADS-B Seminar and ADS-B
SITF/7 meeting. The meeting also expressed appreciation to Singapore, Indonesia and Malaysia for
hosting the meetings of the SEA ADS-B Working Group.
Time and Venue of Next Meeting
3.4.83. The South East Asia ADS-B Study and Implementation Task Force Working Group
meeting is scheduled to be held in the end of 2008 or early 2009 and the next meeting of ADS-B
Study and Implementation Task Force is scheduled for April 2009.
Regional Surveillance Strategy for Asia/Pacific Region
3.4.84. The meeting reviewed the surveillance strategy for Asia and Pacific Regions adopted
by APANPIRG/18. The meeting noted that the strategy was considered as living document which is
regularly updated based on the developments. The meeting noted that the amended strategy had been
proposed by an ad hoc working group and endorsed by the CNS/MET SG/12. In view of the
foregoing, the meeting adopted a Conclusion as follows.
Conclusion 19/39 – Regional Surveillance Strategy for Asia/Pacific Region
That, the revised Regional Surveillance Strategy for Asia/Pacific Region provided in
the Appendix R to the Report on Agenda Item 3.4 be adopted.
Multilateration Systems
3.4.85. The meeting noted that Malaysia has introduced the Multilateration (MLAT) at Kuala
Lumpur International Airport (KLIA) to supplement the Surface Movement Radar (SMR). MLAT
system is able to provide complete coverage of the runways, taxiways/taxi lanes and aprons and also
airspace coverage up to 25 NM.
3.4.86. The meeting was informed of the process that would be used by the Civil Aviation
Authority New Zealand to certify two proposed multilateration systems. One system would be used
to support low visibility operations at Auckland International Airport, and would be certified
primarily against EUROCAE ED-117, MOPS for Mode S Multilateration Systems for use in the
Advanced Surface Movement Guidance and Control Systems (A-SMGCS). The second system
would provide wide area coverage around Queenstown, and it was intended to use the forthcoming
EUROCAE ED-142 as the base operational standard. Other certification standards would include
Annex 10 SARPs for SSR and ICAO guidance material on SSR and A-SMGCS. The certification
would also depend upon the provision of a detailed safety case and development of specific
operational and technical procedures, together with evidence of appropriate training and satisfactory
acceptance testing and commissioning.
3.4.87. The meeting noted that ICAO headquarters has also worked on the standard based on
the EUROCAE for the multilateration standard.
USA ADS-B Update
3.4.88. The United States informed the meeting that the Federal Aviation Administration
(FAA) has awarded a national contract to provide Automatic Dependent Surveillance – Broadcast
(ADS-B) services. ADS-B technology has been identified as the surveillance solution that can meet
these needs by providing critical flight information simultaneously to pilots and air traffic controllers.
The U.S. ADS-B program is deploying communications, weather, and ADS-B stations on oil
platforms in the Gulf of Mexico since 1998. The United States wishes to identify the equipped
airframes in preparation for an ADS-B service in the Gulf of Mexico.
3.4.89. At the first meeting of the GREPECAS ATM/CNS Sub-group – CNS Committee,
Surveillance Task Force in June 2007, several member States in the CAR/SAM region expressed an
interest in conducting an ADS-B partnership effort in the region. To determine the feasibility of using
ADS-B as a surveillance tool in the CAR/SAM, which includes E-CAR, it was considered necessary
to understand the performance gaps that could be mitigated and benefits possible with improved
Surveillance and Broadcast Services. The United States sees benefits from future use of ADS-B and is
ready to participate with States by providing ADS-B surveillance service including technical,
programmatic and contract management support for procuring surveillance services.
ADS-B Programme in New Caledonia
3.4.90. The meeting was informed that France has been involved in study and
implementation of ADS-B technology for many years and has started the deployment of ADS-B
ground stations in Corsica and La Réunion Islands since 2007. A decision to implement the ground
stations in New Caledonia was made in 2007. Two ground stations will be implemented before the
end of 2008: one for Tontouta airport to support the international traffic and the other for Magenta
airport for the domestic traffic. A third ground station will be installed by March 2009 to improve the
coverage on the South East coast. Along with the above timelines, the ADS-B controller position
display should be available in the two ATC sites at Tontouta and Magenta airports by mid 2009. The
three ADS-B ground stations should be technically operational in the 3rd quarter of 2009.
SSR Mode S Interrogator Identifier (II) Code
3.4.91. The CNS/MET SG/12 meeting considered a paper presented by the Secretariat on
SSR Mode S interrogator identifier (II) and/or surveillance identifier (SI) codes. According to relevant
provisions in the Annex 10, these codes are used to reduce garble and to improve performance in the
overlapping coverage of SSRs. ICAO SARPs provided for a 4 bit Interrogator Identifier (II) code,
which permits 16 code combinations to be available for operational use. In 1998, the SARPs were
amended to provide for 63 surveillance identifier (SI) codes in addition to Interrogator Identifier (II)
codes to meet the requirement of SSR interrogators in the areas of high density of installations
(particularly for maintaining civil/military interoperability). In Asia and Pacific Regions, the density
of interrogator installations does not warrant the use of Surveillance Identifier (SI) and hence it was
recommended that only Interrogator Identifier be used, till such time the density increases to the
extent that 16 Interrogator Identifier codes are found inadequate to provide unique codes for all the
interrogators in the overlapping coverage.
3.4.92. The meeting noted that in Europe, ICAO European Air Navigation Planning Group
(EANPG) has assigned the responsibility of maintaining the allotment of Interrogator Code to
EUROCONTROL.
3.4.93. The meeting was informed that a number of new SSR Mode S installations have been
planned in Asia and Pacific Region. In order to avoid interference between installations, States are
required to ensure that the SSR Mode S interrogators operating with overlapping coverage should use
different Interrogator Identifiers as well as different PRFs. Accordingly, the meeting agreed to the
Conclusion 19/40 - Coordination for SSR Mode S Interrogator Identifier Code
That,
a) in view of low density of SSR interrogator installations in the region, only

Interrogator Identifier (and not Surveillance Identifiers) codes be used for SSRs
Mode S in the areas of overlapping coverage
b) while implementing SSR Mode S, States should take into account following
issues while assigning Interrogator Identifier codes for these installations:
- for planning the implementation of SSR Mode S interrogators, administrations

should ensure that the interrogators with overlapping coverage are not
operating with the same Interrogator Identifier (II) codes.
- where, the coverage of the interrogator extends beyond the boundaries of the
State, The II code and PRF should be worked out in coordination with the
ICAO Asia and Pacific Office and the neighboring States, and
- administrations should inform the ICAO Asia and Pacific Office about the
assigned II codes and PRFs for these installations.
3.4.94. The USA informed CNS/MET SG/12 that in the European Region, Interrogator
Identifier (II) code ‘0’ is reserved for use by the mobile/temporary installations.
Aeronautical electromagnetic spectrum utilization
Outcome of WRC-2007 and preparatory work for WRC-2011
3.4.95. The meeting noted that the results of WRC –2007 generally conformed to the ICAO
position. Out of the seventeen agenda items, results for sixteen agenda items were in conformance
with the ICAO position, the result of the remaining agenda item also partially complied with the
ICAO position.
3.4.96. It was noted that WRC-11 agenda items are divided into three main groups: important
aviation issues, direct threats to aviation and potential threats. The meeting was informed that
preliminary ICAO position for WRC-2011 was discussed in ACP in May 2008 and is likely to be
available by mid 2009. The Regional Preparatory Group (RPG) meetings will be organized at periodic
intervals to inform the States about ICAO position on various Agenda Items. To ensure that a proper
coordination is maintained between the States and ICAO Asia Pacific Office on one end and the
national telecommunication regulatory authorities at the other end, it was proposed that all the States
be urged to identify a Contact Person in their administration, who will be responsible for ensuring
inclusion of ICAO Position on relevant WRC-11 Agenda Items in the State Position Paper and in the
common proposals developed by the Asia Pacific Telecommunity Conference Preparatory Group
(APG). In view of the foregoing, the meeting adopted the following Conclusion.
Conclusion 19/41 – Contact Person for WRC-11 and active participation by the
States in WRC-11 related national and regional activities
That, States be urged to:
a) nominate a Contact Person responsible for the preparation for WRC-11 in their
administration and inform ICAO Asia and Pacific Office about the contact details
of the nominated Contact Person; and
b) actively participate in all the national and regional level activities related to the
preparation for WRC-11.
First Meeting of Asia Pacific Telecommunity Conference Preparatory Group

3.4.97. The meeting was also informed about the outcome of the First Meeting of the Asia
Pacific Telecommunity Conference Preparatory Group (APG) for WRC-11 held in Bangkok from 6 to
8 March 2008. The meeting noted the new structure of Working Parties established under APG and
the distribution of Agenda Items for each Working Party.
Implementation of the World Area Forecast System (WAFS)
Recent and Future WAFS Developments
3.4.98. The meeting was made aware of the need to distribute recent and future WAFS
developments that are detailed in Appendix S to this Report on Agenda Item 3.4 to the WAFS users
via a State letter from the Regional Office. The meeting adopted the following conclusion:
Conclusion 19/42 – Providing ASIA/PAC States with information on recent and

forthcoming developments to WAFS
That, in order to increase the regional awareness on the planned developments of the
WAFS, SADIS and International Satellite Communication System (ISCS), the
information provided by the WAFCs, as shown in Appendix S to the Report on
Agenda Item 3.4, be circulated by the ICAO Regional Office to the States in the
ASIA/PAC Region.
3.4.99. The meeting was informed that the harmonization of the ISCS broadcast with SADIS
that was supposed to take place on 29 August 2008 at 0000Z was postponed by the U.S. National
Weather Service until at least 5 September 2008 due to critical weather status arising from the
hurricanes that had developed in the Atlantic and Gulf of Mexico.
3.4.100. The meeting was informed of the States’ need for training be provided by the World
Area Forecast Centers (WAFC)s on the new WAFS gridded forecasts for icing, turbulence and
cumulonimbus clouds with a target date of 2010 as adopted by the WAFS Operations Group
(WAFSOPSG)/4. In order to increase the efficiency of training and decrease cost, modern distant
learning methods (computer based training products distributed to States, and web-based training)
should be considered as an alternative to the planned regional seminars. The meeting adopted the
following conclusion:
Conclusion 19/43 – Training for the new WAFS gridded forecasts
That, in order to facilitate the implementation by the States of the new WAFS
gridded forecasts,
a) WAFC Provider States, in coordination with ICAO and WMO, be invited to

organize training on the use of the new WAFS gridded forecasts for icing,
turbulence and cumulonimbus clouds; and
b) WAFSOPSG be invited to consider, in addition to the planned regional training

seminars, developing alternative methods for provision of training to the States
on the new gridded forecasts for icing, turbulence and cumulonimbus clouds in
order to ensure that a maximum number of WAFS users in the States will have
access to the training in the most efficient way.
Note: The alternative training methods include computer based training products
distributed to States and web-based training.
3.4.101. The meeting was informed of CNS/MET SG/12 meeting concerns related to the use
of administrative messages for errors in the WAFS significant weather (SIGWX) forecasts. Instead of
issuing new Binary Universal Form for Representation of meteorological data (BUFR) bulletins
which would correct the identified errors in a SIGWX forecast, the WAFC would issue an
administrative message indicating the error. The CNS/MET SG/12 meeting requested related
operational procedures for the issuance and distribution of the above messages and guidance from
ICAO on the use of the WAFS administrative messages that indicate errors in the SIGWX forecasts.
In view of the foregoing, the meeting adopted the following conclusion:
Conclusion 19/44 - Use of administrative messages for errors in the WAFS

SIGWX forecasts
That,
a) WAFSOPSG be requested to develop as soon as possible the procedures for the

issuance of administrative messages by the WAFCs drawing attention to errors
identified in the current WAFS SIGWX forecasts (in the BUFR code and PNG
chart forms); and
b) ICAO be invited to develop guidance for the meteorological offices and

aviation users on the use of the above administrative messages.
3.4.102. The meeting was informed that administrative messages for errors in the WAFS
SIGWX forecasts would not be addressed until the WAFSOPSG/5 meeting in September 2009. Based
on this, the guidance material would not be available until early 2010.
3.4.103. The National Weather Service (NWS) existing contract with Verizon (MCI) to
provide the ISCS satellite broadcast services expires on 31 December 2009. A new service contract
will provide ISCS-Generation 3 (G3). Specifications of the hardware/software changes are not yet
known and the user may assume some of the upgrade costs. After award of the contract for ISCS-G3
in early 2009, a detailed transition schedule and advisory bulletins will be posted on the ISCS web
page (http://www.weather.gov/iscs). In order to keep the ISCS users apprised of ISCS-G3
developments, the meeting adopted the following conclusion:
Conclusion 19/45 – Transition to ISCS 3rd Generation
That, in view of the plans by the ISCS Provider State to upgrade the ISCS broadcast
to a new 3rd Generation service (ISCS 3G) by the end of 2009:
a) the ISCS Provider State be urged to provide timely information to the ISCS user
States on the planned changes including specifications of the hardware and
software changes, transition timeline and expected cost implications for the users
if any; and
b) the ISCS user States be urged to keep abreast of the planned developments
through the established channels of communication with the ISCS Provider State
and plan well in advance any resources required for the transition to the ISCS 3G;
Notes:
1) The ISCS Provider State will use the established network of ISCS focal points as its
basis for keeping States informed.
2) The Secretariat will undertake the task to keep the list of ISCS focal points up-to-
date to ensure efficient communication between the ISCS Provider State and the ISCS
user States in the ASIA/PAC Region.
3) All information on the planned transition will be available on:

http://www.weather.gov/iscs
3.4.104 The meeting was made aware of an analysis conducted by Hong Kong, China, which
showed significant differences between the trial gridded forecasts of icing, turbulence and
cumulonimbus clouds from the two WAFCs and inconsistencies of these forecasts with actual
observations of cumulonimbus clouds and turbulence.
3.4.105 The meeting was informed of the necessary implementation of Satellite Distribution
System (SADIS) 2G by 5 January 2009, otherwise FTP service will have to be used as a backup to
obtain Operational Meteorological (OPMET) data.
Exchange of OPMET Information
New TAF provisions in Amendment 74 to Annex 3
3.4.106 The International Air Transport Association (IATA) identified airports within the
ASIA/PAC Region for which Aerodrome Forecasts (TAF)s with 30-hour validity were required to
support ultra long-haul flights as listed in Appendix T to the Report on Agenda Item 3.4. For all
other aerodromes in the ASIA/PAC region not explicitly mentioned in Appendix T, IATA requests
the issuance of TAFs with 24-hour validity. Therefore, the period of validity of TAF for all
ASIA/PAC aerodromes listed in FASID Table MET 1A and MET 2A is either 24 or 30 hours. If a
State is not in the position to implement requirements, a national plan should be developed to achieve
compliance as soon as possible.
3.4.107 The CNS/MET SG/12 meeting proposed a new format for FASID Table MET 1A,
meteorological service required at aerodromes, which includes a new column to indicate the hours of
the day during which OPMET information for the aerodrome is provided, as shown in Appendix U to
the Report on Agenda Item 3.4. Appendix U includes the updated IATA requirements for TAF
validity.
3.4.108 In addition, IATA now requires a 1 hour lead time before the beginning of the period
of validity of the TAF. As a result, the CNS/MET SG/12 meeting proposed that an amendment to the
ASIA/PAC Basic ANP as presented in Appendix V to the Report on Agenda Item 3.4 be made.
Conclusion 19/46 – Amendment proposal to TAF-related provisions in the

ASIA/PAC Basic ANP and FASID (Doc 9673)
That,
a) the amendment proposal to the ASIA/PAC Basic ANP, as presented in

Appendix V to the Report on Agenda Item 3.4, be processed according to the
established procedure; and
b) the new format of FASID Table MET 1A, as presented in Appendix U to the
Report on Agenda Item 3.4, be adopted and the ASIA/PAC States be invited to
provide the necessary data to the Regional Office in order to issue an amendment
proposal.
3.4.109 The meeting was informed that the change of the validity period and the new
requirement for only one TAF valid for the aerodrome at any time requires an update to the Regional
OPMET Bulletin Exchange (ROBEX) tables for TAF. This update, conducted by the OPMET
Management Task Force (OPMET/M TF), is shown in Appendix W to the Report on Agenda Item
3.4. Also, these tables need to be included in the ROBEX Handbook after the amendment proposal for
the related FASID Tables is approved and should be sent to all ASIA/PAC States to facilitate the
implementation
3.4.110 The meeting was informed that some States were still not aware that the World
Meteorological Organization (WMO) TAF code has been changed regardless of the period of validity
to be used, i.e., States for which there were no requirements for 30-hour TAF should also implement
the code changes beginning 5 November 2008.
Conclusion 19/47 – Regional preparedness for timely implementation of the new

TAF provisions
That,
a) the Regional implementation plan for the new TAF provision presented in
Appendix W to the Report on Agenda Item 3.4 be circulated to all ASIA/PAC
States; and
b) States be informed that the new TAF format should be used for all TAFs issued
after 00 UTC on 5 November 2008.
3.4.111 The U.S. is providing sample 30-hour TAFs and basic training at the following link:
http://www.weather.gov/os/aviation/taf_testbed.shtml. States are invited to forward sample 30-hour
TAFs from their State for inclusion to this site. The meeting adopted the following conclusion:
Conclusion 19/48 – Test website for the transition to the new TAF format
That, States in the ASIA/PAC Region be invited to use the special website established
by the U.S. NWS to facilitate the transition to the new TAF format and test their
procedures for issuance of 30-hour TAF.
Note: The 30-hour TAF test website is accessed on:

http://www.weather.gov/os/aviation/taf_testbed.shtml
TAF in VOLMET
3.4.112 The implementation of the 30-hour TAF is designed to provide aerodrome forecasts
for Ultra Long Range (ULR) flights. Amendment 74 to Annex 3 requires that one TAF be valid at any
given time at an aerodrome. The 9-hour TAF is typically used for VOLMET in order to obtain
relevant meteorological information for en-route alternates, destination alternate and the destination
aerodromes. The two different TAFs (9-hour and 30-hour) can not be issued at the same time in
accordance with Amendment 74 to Annex 3. There are two problems with using the 30-hour TAF for
VOLMET: (1) truncation due to the 5 minute limitation and (2) human factor concerns for pilots
possibly having difficulties extracting pertinent information from a long message.
3.4.113 IATA, IFALPA and the International Federation of Air Traffic Controllers
Associations (IFATCA) informed the meeting of the need for a short TAF in VOLMET for tactical
in-flight operational decision making such as planning a diversion to an alternate airport and
optimizing fuel consumption. This message reinforced the results of the regional survey on TAF in
VOLMET presented at the CNS/MET SG/12 meeting that is attached in Appendix X to the Report on
Agenda Item 3.4. Furthermore, IFATCA noted that removing a short TAF from VOLMET is contrary
to the present day trend of providing tailored products for aviation users. IFATCA also noted that a
30-hour TAF in VOLMET is not desirable from a human factors perspective due to the long message.
The meeting was informed that a MET Service can still provide the short TAF using a local
agreement; however, this is not true for pilots.
3.4.114 The meeting was made aware that various solutions, such as splitting the long TAF or
utilizing an extended TREND forecast, were examined by States, but were thus far not successful.
3.4.115 The meeting was informed of the State’s dilemma in either satisfying Annex 3 and
not the users by providing only a long TAF or satisfying the users by providing a long and short TAF
and not adhering to Annex 3. The latter scenario requires a State to file a difference to Annex 3 by 5
October 2008.
3.4.116 The meeting noted that information papers on this subject may be presented at the
Aerodrome Meteorological Observation and Forecast Study Group (AMOFSG), but that the
AMOFSG is not able to provide a solution before the applicability date of 5 November 2008.
3.4.117 The meeting noted that Amendment to Annex 3 that includes paragraph 6.2.7, when
issuing TAF, meteorological offices shall ensure that not more than one TAF is valid at an aerodrome
at any given time, had been through the ICAO Amendment processes and adopted by States.
Guidance material for implementation of this Amendment will be provided by the Secretariat and
distributed to States before the applicability date via a State letter by the Regional Office. In view of
the foregoing, the meeting adopted the following conclusion:
Conclusion 19/49 – Guidance on the period of validity of TAF included in the HF

VOLMET broadcasts
That, ICAO
a) be invited to urgently review the concerns expressed with regard to the non-
suitability of 30-hour TAF for HF VOLMET broadcasts as described in detail in
the report of CNS/MET SG/12 meeting; and
b) provide urgent guidance to the States concerned taking into consideration the user
requirements expressed by IATA and IFALPA, before the implementation date of
the new TAF provisions.
Other TAF Issues
3.4.118 The meeting discussed the need for clarification and eventual amendment to some
TAF provisions and agreed on the following conclusion:
Conclusion 19/50 – Issues related to TAF code
That, ICAO, in coordination with WMO be invited to consider the following issues
related to TAF:
a) providing explicit definition of the geographical area that the TAF covers with
consistency between this definition for the TAF and METAR;
b) establishment of amendment criteria for the temperature group in the TAF; and
c) establishment of provision for multiple occurrences of operationally significant

maximum or minimum temperatures in a 30-hour TAF.
Implementation of the ICAO Advisory & Warning Systems
Volcanic Ash Notification for Aviation
3.4.119 The meeting was informed that the Volcano Observatory Notice for Aviation,
(VONA), was developed and included in the U.S. National Volcanic Ash Operating Plan for Aviation
to provide volcanic ash information to the associated Area Control Centers (ACC), Meteorological
Watch Offices (MWO) and Volcanic Ash Advisory Centers (VAAC). The form, Volcano
Observatory Notice for Aviation– VONA, which is included in Doc 9766, Handbook on the
International Airways Volcano Watch (IAVW) – Operational Procedures and Contact List,
incorporates a volcanic alert level system for aviation that uses color codes to succinctly describe
conditions at or near a volcano (referenced in ICAO Annex 15, Aeronautical Information Services).
The VONA is intended to be used by the selected volcano observatories included in the regional
ANPs in FASID Table MET 3C. The meeting adopted the following conclusion:
Conclusion 19/51 — Coordination and Implementation of the Volcanic Ash

Notification for Aviation
That States listed in FASID Table MET 3C be encouraged to implement the format
VONA developed by the International Airways Volcano Watch Operations Group
(IAVWOPSG) in order to:
a) improve communication of information on volcanic activity to ACC, VAAC,
and MWO; and
b) provide feedback on the utility of the VONA and refinements that should be
considered by the IAVWOPSG.
VONA = Volcano Observatory Notice for Aviation

VA/TC SIGMET Tests
3.4.120 The meeting was informed that numerous States did not participate in the previous
Volcanic Ash (VA) and Tropical Cyclone (TC) Significant Meteorological information (SIGMET)
tests conducted in early 2008 in the ASIA/PAC region. It was noted that systematic non-participation
in the SIGMET tests was considered a deficiency and such States should be added to the APANPIRG
List of deficiencies.
3.4.121 The meeting was informed that volcanic ash tests in the ASIA/PAC Region should be
developed to include ATM and the airlines.
SIGMET Guidance
3.4.122 The meeting was informed that Hong Kong developed complex tropical cyclone and
turbulence SIGMET examples for inclusion in the ASIA/PAC Regional SIGMET Guide. Complex
VA SIGMET examples given by Australia were also considered for inclusion in the ASIA/PAC
Regional SIGMET Guide. In view of the above discussions on the SIGMET Guide update, the
meeting adopted the following conclusion:
Draft Conclusion 19/52 — Update of ASIA/PAC Regional SIGMET Guide
That, the new SIGMET examples developed by Hong Kong, China and Australia
given in Appendix Y to the Report on Agenda Item 3.4 be included in the new
edition of the ASIA/PAC Regional SIGMET Guide.
3.4.123 Posters on WS/VA/TC SIGMET and wind shear were available to meeting attendees.
The posters were developed by Hong Kong, China, Australia, New Zealand, IFALPA, and WMO.
3.4.124 The meeting was informed of the implementation of IAVW recent accomplishments,
which include: training provided by the Darwin VAAC for Papua New Guinea and the Philippines in
the preparation of VA SIGMETs, information exchange between the Australian Bureau of
Meteorology with the Indonesian Centre for Volcanology and Geological Hazard Mitigation to
improve monitoring of 15 volcanoes that is near completion, and an expected agreement between
Rabaul Volcano Observatory and Papua New Guinea Civil Aviation Authority to provide
volcanological information to aviation through cost recovery arrangements.
MET/ATM Developments
3.4.125 The meeting was informed of MET/ATM developments, which include: the
completion of the MET services for ATM survey, the need for continued work in determining MET
requirements for ATM and the need to coordinate a regional MET/ATM meeting and seminar in 2009
and 2010. The meeting adopted the following conclusion:
Conclusion 19/53 - Convening MET/ATM TF meeting and organizing

MET/ATM seminar
That, a meeting of MET/ATM Task Force be convened in 2009 to review and update
the Work Programme of the group and prepare a programme for the second
ASIA/PAC MET/ATM Seminar to be held in 2010.
Note: Coordination with the ATM/AIS/SAR Sub-group is essential for the planned
meeting of the MET/ATM TF.
3.4.126 The meeting was informed of new requirements from the airline users (IATA) for the
improved provision of aeronautical climatological information that would be used for long term
planning and short term strategic decision making. In order to make the climatological information
useable for the automated systems it was required in an electronic form. In addition, due to the natural
and man-made climate change it was required that the climatological data must be kept up-to-date on
an annual or bi-annual frequency and that the period of observations used should cover the last 15
years. IATA also suggested that studies should be initiated regarding the establishment of national,
regional or global aeronautical climatological databases. In this regard, the meeting adopted the
following conclusion.
Conclusion 19/54 - Improvements to aeronautical climatological information

provision
That, ICAO, in coordination with WMO and IATA, be invited to:
a) study the evolving user requirements for the provision of aeronautical

climatological information, in view of the increasing importance of
climatological data in the decision making process and strategic planning of
airline operations;
b) based on the results of the study, consider developing proposal for

improvements to aeronautical climatological information provision.
3.4.127 The meeting noted recent work on MET support for operations at aerodromes and
terminal areas, such as the potential for increased capacity by reporting slant range visibility versus
visibility, the use of dual light detection and ranging (LIDAR) at Hong Kong, China, the development
of a thunderstorm nowcasting system at Hong Kong, China and improved fog forecasting in Australia.
3.4.128 The meeting noted that the Korea Aviation Meteorological Agency (KAMA)
developed a web-based tool to relay routine/special air reports (AIREP) and pilot reports (PIREP) to
the meteorological office and subsequently the WAFCs bypassing the conventional communication
method that is less efficient as it involves an often busy ATC unit. In addition, KAMA will use this
data to develop more accurate weather forecasting models for aviation.
3.4.129 The web-based tool mentioned is the Low/High Level Air Navigation Meteorological
Information Service (LAMIS, HAMIS). The AIREPs and PIREPs can be entered into the web-based
system after landing by the pilots or via Aircraft Communication Addressing and Reporting System
(ACARS) during flight by aircraft operators. Despite the effort by KAMA to obtain more aircraft
observations for improved forecasting, the number of aircraft observations remains low. This is due to
a combination of exemptions for aircraft observations in Annex 3 and PANS-ATM for short flights
where radar coverage and voice communication services are available. The Incheon FIR meets the
exemption category because it provides these services and the time to traverse the FIR is less than 2
hours from a domestic departure. The meeting noted that KAMA encourages greater participation by
airlines to provide air reports and pilot reports in the Incheon FIR and that membership can be
obtained via http://kama.kma.go.kr. The meeting also noted that the end result of more AIREPs and
PIREPs is improved weather forecasting for aviation.
Review CNS/ATM systems planning and implementation
Overview of proposed electronic air navigation plan (eANP) framework
3.4.130 The meeting was informed about the proposed electronic Air Navigation Plan
framework (eANP) that is intended to facilitate the coordination and implementation of regional air
navigation plans as well as supporting the Global Air Navigation Plan. It will also contribute to the
further development of air navigation planning by providing a framework for the efficient
implementation of new air navigation systems and services at the national, regional, inter-regional and
global levels. The framework will support, in particular, the work of regional planning and
implementation groups that plans, monitors and analyses the implementation status of planned
facilities and services for inclusion in the regional air navigation plans, and recommends ways to
expedite these plans in accordance with ICAO priorities. The availability of this information online
will greatly facilitate updating and access to the latest information for States, ICAO regional offices
and various other users.
3.4.131 The Secretariat advised that this effort has two primary objectives:
i) at the global level: reconcile the Regional Air Navigation Plan with the ATM
operational concept, the new Global ANP provisions and the ICAO new
business planning processes; and
ii) at the regional level: expedite regional planning and coordination through
simplifying and freeing the core of planning from a long and cumbersome
formal approval process, (whilst maintaining the planning and coordination
process requirements within the ICAO regional machinery).
3.4.132 To support the above objectives, the following deliverables will be produced:
i) Easy-to-use planning templates that would contain the relevant elements,

specifically the homogeneous ATM areas and major international traffic flows,
and the agreed Global Air Navigation Plan systems infrastructure necessary to
support the implementation of the homogeneous ATM areas and major
international traffic flows; and
ii) an integrated Air Navigation Planning environment containing details currently

listed in BANP Table ATS 1 and all FASID Tables (AOP, CNS, ATM, MET,
SAR, AIS). This will be designed to easily support the coordination, agreement
and recording process between States and international organizations’ through a
user-friendly interface.
3.4.133 The meeting noted the proposed methodology that will be employed to achieve the
proposed deliverables to replace the current provisions in volumes I and II of the regional air
navigation plans. The meeting was informed that an example of the proposed on-line and standalone
applications to support the eANP framework is provided at: http://192.206.28.81/eganp/
3.4.134 The meeting noted the tools that are planned to be available to support the eANP
environment and an update on the initialization of the 5LNC management tool. The 5LNC database
will be initialized for global application by the end of 2008.
3.4.135 In response to a query as to how the air navigation plan amendment process would be
managed using the eANP, the secretariat advised that the air navigation amendment process remained
the same with regard to the processing of amendment approvals. What would change would be the
time involved with approval coordination. The publication of approved amendments would be
available on-line and would not be delayed in being incorporated into the air navigation plans as
approved amendments would be published electronically.
3.4.136 The meeting was supportive of this effort but requested that the methodology would
allow ICAO to transition to an eANP. The Secretariat advised that the current work program was to
establish and deploy the proposed framework for the eANP and after review by both the ANC and
Council may propose any required process changes relating to Air Navigation Plans to the ICAO
Assembly for adoption.
Review CNS/ATM systems planning and implementation
Overview of proposed electronic air navigation plan (eANP) framework
3.4.137 The meeting was informed about the proposed electronic Air Navigation Plan
framework (eANP) that is intended to facilitate the coordination and implementation of regional air
navigation plans as well as supporting the Global Air Navigation Plan. It will also contribute to the
further development of air navigation planning by providing a framework for the efficient
implementation of new air navigation systems and services at the national, regional, inter-regional and
global levels. The framework will support, in particular, the work of regional planning and
implementation groups that plans, monitors and analyses the implementation status of planned
facilities and services for inclusion in the regional air navigation plans, and recommends ways to
expedite these plans in accordance with ICAO priorities. The availability of this information online
will greatly facilitate updating and access to the latest information for States, ICAO regional offices
and various other users.
3.4.138 The Secretariat advised that this effort has two primary objectives:
iii) at the global level: reconcile the Regional Air Navigation Plan with the ATM
operational concept, the new Global ANP provisions and the ICAO new
business planning processes; and
iv) at the regional level: expedite regional planning and coordination through
simplifying and freeing the core of planning from a long and cumbersome
formal approval process, (whilst maintaining the planning and coordination
process requirements within the ICAO regional machinery).
3.4.139 To support the above objectives, the following deliverables will be produced:
iii) Easy-to-use planning templates that would contain the relevant elements,
specifically the homogeneous ATM areas and major international traffic flows,
and the agreed Global Air Navigation Plan systems infrastructure necessary to
support the implementation of the homogeneous ATM areas and major
international traffic flows; and
iv) an integrated Air Navigation Planning environment containing details currently

listed in BANP Table ATS 1 and all FASID Tables (AOP, CNS, ATM, MET,
SAR, AIS). This will be designed to easily support the coordination, agreement
and recording process between States and international organizations’ through a
user-friendly interface.
3.4.140 The meeting noted the proposed methodology that will be employed to achieve the
proposed deliverables to replace the current provisions in volumes I and II of the regional air
navigation plans. The meeting was informed that an example of the proposed on-line and standalone
applications to support the eANP framework is provided at: http://192.206.28.81/eganp/
3.4.141 The meeting noted the tools that are planned to be available to support the eANP
environment and an update on the initialization of the 5LNC management tool. The 5LNC database
will be initialized for global application by the end of 2008.
3.4.142 In response to a query as to how the air navigation plan amendment process would be
managed using the eANP, the secretariat advised that the air navigation amendment process remained
the same with regard to the processing of amendment approvals. What would change would be the
time involved with approval coordination. The publication of approved amendments would be
available on-line and would not be delayed in being incorporated into the air navigation plans as
approved amendments would be published electronically.
3.4.143 The meeting was supportive of this effort but requested that the methodology would
allow ICAO to transition to an eANP. The Secretariat advised that the current work program was to
establish and deploy the proposed framework for the eANP and after review by both the ANC and
Council may propose any required process changes relating to Air Navigation Plans to the ICAO
Assembly for adoption.
CNS/ATM Implementation and Planning Matrix
3.4.144 The meeting reviewed the matrix reflecting implementation status of the CNS/ATM
systems in the Asia/Pacific Regions. It was noted that the CNS/ATM Implementation Planning
Matrix was developed in accordance with the Conclusion 11/37 of APANPIRG and the Matrix has
since been regularly updated. CNS/ATM Implementation Matrix reflects the status of implementation
of major CNS/ATM elements in the region which includes ATN, AIDC, CPDLC, GNSS, ADS-C and
ADS-B. The meeting was informed that the Matrix was updated by the Seventh meeting of ADS-B
Study and Implementation Task Force and the Third meeting of ATN Implementation Coordination
Group.
3.4.145 The meeting discussed and agreed with a proposal to rename the column of “GNSS”
as “Navigation” and create three sub-columns: En-route, Terminal and Approach. It was also agreed
to add a footnote for the Navigation indicated in the Column 5 to read ‘Navigation including
Performance Based Navigation (PBN), APV and precision approach’. The existing information has
been transferred into the new Columns by the Secretariat which may be required to be further verified
by the States through correspondence or at the future meetings. The updated Matrix is provided in
Appendix Z to the Report on Agenda Item 3.4.
3.4.146 Through an Information Paper India informed the meeting about the augmentation of
Communication, Navigation and Surveillance infrastructure, it had undertaken to meet the challenges
of increasing air traffic. It was also informed that additional RCAG VHF ground stations and Radars
are being implemented with an objective to provide seamless VHF and surveillance coverage over the
terrestrial Indian airspace.
Key Priorities for the CNS/ATM Implementation
3.4.147 The meeting reviewed the List of Key Priorities for the CNS/ATM Implementation in
the Asia/Pacific Region endorsed by the APANPIRG/18 meeting and took into account the comments
from ATM/AIS/SAR/SG/18 which identified the need to merge the Key Priority No. 1, 5 and 8. The
meeting agreed to merge Key Priority No.1 and No.5 as suggested by the ATM/AIS/SAR/SG/18, but
kept the Key Priority No. 8 as a separate item.
3.4.148 The meeting also agreed to add Implementation of AFS (TCP/IP and AMHS) in the
list of Key Priorities. The meeting further updated information in the list. The updated List of Key
Priorities for the CNS/ATM Implementation is provided in Appendix A1 to the Report on Agenda
Item 3.4.
Network enabled operations (NEO) in weather
3.4.149 The meeting noted the information provided by the U.S. on the progress underway
with the development of a Network Enabled Operation for the purpose of supporting weather data
exchange between the States. The core of the FAA weather NEO concept was to use extensible
Markup Language (XML) to format and disseminate weather information. The US Government was
moving towards implementing NEO starting with a US Department of Defense (DOD)-developed
capability called the Joint METOC Broker Language (JMBL). JMBL is an XML-based specification
which is used to request and receive a wide variety of meteorological and oceanographic information.
JMBL provides users with a standard, Web services interface to meteorological and oceanographic
data. JMBL specifies a standard language between data providers and user applications. The JMBL
schemas and related documentation are available in the public domain and can be downloaded from
http://www.cffc.navy.mil/metoc/ with no proprietary use restrictions.
TOR and Subject/Tasks List of CNS/MET Sub-group
3.4.150 The meeting did not identify the need to amend the Terms of Reference. The meeting
reviewed and updated the Subject/Tasks List. The new tasks added in the list include comprehensive
updating the FASID tables 1B and 1C and preparations for ITU WRC-2011. Additional action items
on some MET Tasks were also added. The status of on-going tasks was also updated as necessary.
Accordingly the meeting adopted the following Decision.
Decision 19/55 - Updated Subject/Tasks List of the CNS/MET Sub-group
That, the Subject/Tasks List of the CNS/MET Sub-group provided in Appendix A2

to the Report on Agenda Item 3.4 be adopted.
PERFORMANCE ICAO Srategic Target Supporting

No. Associated GPI Tasks/Strategy Benefits Deliverables Leader ATNICG/3 Update
OBJECTIVE Objective Date Members
1 ATN Implementation D. Efficiency GPI-17, GPI-19, (1) Review of implementation Expedite Co-ordination Ongoing/Semi- Ken Morris (Australia) All members Updated the
Coordination GPI-22 problems and develop co- implementation Report annually until information in the
ordinated solutions activities, ensure (2010) ATN Router and
system AMHS planning
compatibility tables and the
through out the implementation status.
region
2 ATN Operational D. Efficiency GPI-17, GPI-19, (1) Development of Interim Make available real (1) Interim (1) (2007) Robert Hallman(USA) Thailand, Hong The database was
Procedures GPI-22 Database for Directory time and quality Database Kong China, demonstrated.
Services assurance Japan Aerothai will maintain
addresses for ATN the database on behalf
message delivery of the regional ICAO
Office.
(2) Develop the operational (2) Operational (2) (2007) Initiated by Aerothai
database management Procedures
procedures
3 ATN Certification & D. Efficiency GPI-17, GPI-19, (1) Develop conformance Expedite (1) Checklist (1) (2007) Sin Hie Sng (Singapore) China, Hong The 1st edition
Validation Process GPI-22 procedures and checklist for implementation Kong China, Guidance Document
AMHS and ATN routers activities, ensure Indonesia,ROK, for AMHS
global system USA, Conformance Testing
compatibility was adopted by
APANPIRG/18. The
2nd edition of the
document is
recommended.
(2) Develop validation process (2) Conformance (2) 2007 same as above
document Document
(3) Update to (3) Ongoing Proposed adoption of

Conformance until 2010 two additional annexes
Document E & F to the
conformance
document.
9/15/2008 A-1

4 ATN Documentation D. Efficiency GPI-17, GPI-19, (1) Study DIR Expedite (1) Directory (1) Annually Chonlawit B. Thailand Develop the database.
GPI-22 objects/attributes proposed in implementation Report until (2010) Will present the
ACP and follow development activities, ensure procedure for
within other groups global system coordination. Further
compatibility consequential changes
needs to be made and
additional annex needs
to be added.
(2) Development AIDC (2) AFTN (2) 2008 (Thailand) Thailand Postpone development
documentation (including AIDC/ATN (ACP- of ATN-based AIDC
ICD) and follow development Gateway dependent) ICD due to lack of
within other groups Specification implementation of
ATN AIDC ICD ATN-based AIDC and
new AIDC-related
specification from
ACP WGI
(3) Update of AMHS ICD to (3) Updated (3) (2007) Japan

comply with SARPs 3rd AMHS ICD Provided to
Edition ATNICG/2 for
endorsement. Adopted
by APANPIRG/18.
Completed
5 ATN Performance D. Efficiency GPI-17, GPI-19, (1) Assure QOS, (1) AMHS (1) Annually Japan Republic of
GPI-22 Develop/establish/adapt/monit service continuity, performance until (2010) Korea, India
or/identify/analyse timely delivery of report
performance indicators services
9/15/2008 A-2

6 ATN Service D. Efficiency GPI-17, GPI-19, (1) Review the impact of the Enhancing the (1) Report on (1) Annually Fiji USA, Thailand, Review the database
Enhancements GPI-22 implementation of Directory service directory until (2010) New Zealand, developed by Aerothai
Services in the Region Japan, Australia for the Regional ICAO
office.
(2) Development of profiles for Enhancing the (2) Report on (2) (2008) Fiji
the directory access and operation profiles
exchange protocols (Ref.
Decision 7/9)
(3) Study the use of IP Lowering the (3) Develop/update (3) (2010) Singapore Australia, China, Action item revised at
operating cost all Implementation India, Fiji, ATNICG/3 to include
Documents HongKong, development of IPS
Develop/update China, Japan, implementation
IPS and USA document for Asia/Pac
Implementation Region
Documents
(4) Study for transition to Enhancing the (4) Report on the (4) (2007) Japan New Zealand, Analysis was
BUFR code service impact of BUFR USA, presented by Hong
code to ATN Kong China to
CNS/MET/11.
APANPIRG/18
decided to suspend
further action for the
time being.
(5) Study for transition of Improving the (5) Report on the (5) (2008) Thailand India, Indonesia, A Draft specification
AFTN-based AIDC as an service and impact of New Zealand, of AFTN AIDC/ATN
alternative to ATN based lowering the transition of AFTN- USA, Gateway was
AIDC to ATN environment operating cost AIDC to ATN- presented.
AIDC
AFTN AIDC/ATN
Gateway
Specification
D. Efficiency GPI-17, GPI-19, Analyze Common Improving the Report on common End of 2008 Mark Brown (Japan) Australia, Fiji, Action Items
GPI-22 Address Prefix Proposal service and routing prefix based HongKong developed at
efficiency analysis conduced China, New ATNICG/2 for follow-
Zealand and USA up at WG meetings.
9/15/2008 A-3

7 Security B. Security GPI-17, GPI-19, (1) Develop ATN System Safe and Secure (1) Policy (1) Annually Vidyut Patel (USA) Australia, Hong USA made a
GPI-22 Security policy Inter and Intra Document until (2010) Kong China presentation at
Regional ATNICG/2. High level
Communication guidance document
and service presented to
infrastructure ATNICG/3
(2) Develop ATN System (2) Guidance (2) (2008)

Security Guidance Document
(3) Develop ATN System (3) Security, (3) (2008)

Security Solution for Initial Technical,
and Enhanced Services Management and
Operational
Control
(4) Co-ordinate and monitor (4) Report (4) Semi- Thailand

ACP working group and other Annually
regions until (2010)
(5) Develop ATN System (5) Check List, (5) (2009)

Security Check List based on Regional Incident
Security Control and Regional Response Plan and
Incident Response Plan and Contingency Plan
Contingency Plan
8 ATN Service D - Efficiency GPI - 17, GPI - 1) Review the impact of the Enhancing the 1) Report on 1) Annually xxx
Enhancements 19, GPI - 22 impleemntation of service capability of until 2011
(supporting amended Amendment 1 to 15th Edition existing and
ICAO Flight Plan and of Doc. 4444 effective 15 Nov. planned AFS
ATS Message Formats) 2012 (PANS ATM Chapter 4 systems to the
and Appendix 3 relating to the revised ICAO
ICAO Flight Plan and Flight Plan and
associated ATS Message ATS Message
formats to the AFS Format
2) Indentify the new Enhancing the 2) Report on 2) 2010 xxx

requirements for operation impact of New ATS
AMHS/AFTN to support new message format in
message format AMHS
9/15/2008 A-4

3) Identify the link control Enhancing the 3) Report whether 3) 2010 xxx
procedure usign the AMHS to service special link control
support the revised ATS procedure is
message format to the ATC required
automation system
The ATN PERFORMANCE OBJECTIVE
The APAC ATN ground-to-ground infrastructure will be fully operational 53 percent at 23 locations by December 2007.
(GPI-22) COMMUNICATION NETWORK INFRASTRUCTURE
Related ATM objectives: AMSS; HF data; VHF data; SSR Mode S; ATN
Scope: To evolve the aeronautical mobile and fixed communication infrastructure, supporting both
voice and data communications, accommodating new functions as well as providing the adequate
capacity and quality of service to support ATM requirements.
(GPI-19) METEOROLOGICAL SYSTEMS
Objective: To improve the availability of meteorological information in support of a seamless glob

ATM system.
(GPI-17) IMPLEMENTATION OF DATA LINK APPLICATIONS
Scope: Increase the use of data link applications
Related ATM objectives: Application of data link; Functional integration of ground systems; with
airborne systems; ATS inter-facility data communication (AIDC)
9/15/2008 A-5
APANPIRG/19

ASIA AND PACIFIC OFFICE
ASIA/PAC
AERONAUTICAL TELECOMMUNICATION NETWORK
SYSTEM SECURITY POLICY
Second Edition
September 2008
APANPIRG/19
ASIA/PAC AERONAUTICAL TELECOMMUNICATIONS NETWORK

SYSTEM SECURITY POLICY
1. Purpose. This document prescribes the system security policy and associated requirements
applicable to the Aeronautical Telecommunications Network (ATN). It applies to ATN
implementations and defines the rules governing the protection of ATN data, services and resources
associated with ATN applications and processes from both unintentional defects and deliberate attack.
The design, implementation and operation of the ATN must support the complete and consistent
enforcement of this system security policy.
2. Applicability. For the purpose of this policy, the ATN encompasses hardware, software,
procedures, standards, facilities, and personnel. System security services provided in support of the
ATN protect all data transmitted, stored, or processed by the system, for various levels of sensitivity.
3. Authority. This document is published in accordance with the authority of the International Civil
Aviation Organization (ICAO).
4. Implementation and Enforcement. This system security policy defines a minimum set of rules to
be enforced for the protection of data, services, and resources under ATN cognizance. Regional and
local authorities may apply more stringent rules or constraints, while not degrading the ATN system
security posture and maintaining consistency with the minimum essential required system security
rules identified in this ATN System security Policy.
5. System security Requirements. System security requirements apply to the protection of the
physical information technology, the communications equipment, and the data and information
systems. Protection also applies to the facilities, environment, hardware, software, and people
associated with the ATN. The fundamental ATN system security requirements are:
(1) Protect all ATN data directly associated with ATN applications and processes including
ATN messages and stored information from unauthorized disclosure, modification, or
deletion.
(2) Protect ATN services and resources from unauthorized use and denial of service.
6. System Security Services. Safe and secure operation of the ATN depends upon the accurate and
consistent enforcement of six high level services: confidentiality, data integrity, authenticity,
availability, accountability, and interoperability.
(1) Confidentiality. Ensures data is not disclosed to unauthorized entities. For the ATN,
confidentiality, when appropriate, extends to data associated with ATN support
applications and processes including system management and security applications.
(2) Data Integrity. Ensures data has not been altered or destroyed in an unauthorized manner.
(3) Authenticity. Ensures that the source of data or the identity of an entity is as claimed.
(4) Availability. Ensures resources, services, and data are accessible and usable on demand
or in a timely, reliable manner by an authorized entity.
(5) Accountability. Enables activities to be traced to users and processes that may then be
held responsible for those actions.
3.4B - 2
APANPIRG/19
7. System Security Policy Statements. The ATN system security policy is intended to result in
management, operational, and technical controls implemented on a regional or local level to provide
system security services meeting the fundamental system security requirements. Accordingly, the
following functional policy statements are identified in terms of the defined services:
(1) Functional Policy Statements
a. Confidentiality
(a) ATN data shall be protected from unauthorized disclosure during
processing, transmission, and storage commensurate with the designated
sensitivity of the data.
b. Data Integrity
(a) ATN data shall be protected from unauthorized or undetected
modification during transmission, storage, and processing.
c. Authenticity
(a) ATN users and processes shall be uniquely identified.
(b) ATN users and processes shall be authenticated before being granted
access to ATN data, services, and resources.
(c) ATN data, services, and resources shall be protected from unauthorized
use or tampering.
(d) ATN users and processes shall have access only to those ATN data,
services, and resources for which they have authorization.
d. Availability
(a) ATN data, services, and resources shall be available for use by authorized
users and processes.
e. Accountability
(a) An audit trail of use of ATN data, services, and resources by ATN users
and processes shall be maintained.
8. Verification and Authorization. The process used by an independent agent to confirm or establish
that the management, operational, and technical controls effectively meet the system security
requirements is termed verification. Verification includes establishing that the system security
functional policy is adequately provided. The authorization by responsible entities to place a system
into operation is based on the verified effectiveness of management, operational, and technical
controls.
(1) Verification
a. ATN systems shall be verified to have system security commensurate with
the risk and magnitude of harm resulting from unauthorized disclosure,
modification, or deletion of ATN data, or unauthorized use and denial of
service of ATN services and resources.
(2) Authorization
a. ATN systems shall be formally approved for operation by the cognizant
Designated Approving Authority (DAA).
b. Significant changes to ATN systems shall require another formal approval
(or re-authorization).
___________
3.4B - 3
APANPIRG/19

Asia and Pacific Office
Asia/Pacific Regional AMHS MTA

Routing Policy
First Edition
SEPTEMBER 2008
APANPIRG/19
Table of Contents
1.0 INTRODUCTION............................................................................................................................ 3
1.1 OBJECTIVE ...................................................................................................................................... 3
1.2 SCOPE ............................................................................................................................................. 3
1.3 REFERENCE ..................................................................................................................................... 3
2.0 BACKGROUND .............................................................................................................................. 4
3.0 ROUTING OVERVIEW ................................................................................................................. 4

3.1 ROUTING FUNDAMENTALS ............................................................................................................. 4
3.2 ROUTING AND SECURITY ................................................................................................................ 5
4.0 AMHS MTA ROUTING POLICY................................................................................................. 6
4.1 BACKBONE MTAS .......................................................................................................................... 6
4.2 AMHS SYSTEM INTERCONNECTION............................................................................................... 6
APPENDIX A TRANSITIONAL ROUTING POLICY .................................................................... 7
APPENDIX B TABLE OF PROPOSED BACKBONE MTAS SITE IN ASIA/PACIFIC

REGION ..................................................................................................................... 13
APPENDIX C ACRONYMS .............................................................................................................. 14
First Edition April 2005 3.4C - 1

APANPIRG/19
Table of Tables
Table 1 Proposed Backbone MTA in Asia/Pacific Region......................................................................... 13
Table of Figure
Figure 1 Example of configuration with all organization using AFTN ........................................................ 8
Figure 2 Example of configuration with only one MTA presented among AFTN nodes ............................ 9
Figure 3 Example configuration when more than one MTAs are presented .............................................. 10
Figure 4 Example configuration with more than one MTAs are presented ................................................ 11
Figure 5 Example configuration with more MTA implemented than AFTN ............................................. 12

APANPIRG/19
1.0 Introduction
Within the Asia/Pacific Region, work is underway to implement the ATN AMHS as a replacement and
complement to the AFTN. The Region has already prepared planning documents on AMHS naming
standards as well as draft guidelines on the implementation of AMHS within the Region. To progress
implementation, planning documents for the routing of AMHS message between systems within the
Region and to systems outside the Region are needed to serve as guidance.
1.1 Objective
This document presents AMHS routing policies to be used within the Asia/Pacific Region for
implementation of AMHS. The development of AMHS message routing policies is based on the need for
States and AMHS administrators to be able to control the flow of messages into individual AMHS
systems.
1.2 Scope
The MTA routing policy document covers policy for AMHS systems to route AMHS messages between
MTAs within Asia/Pacific Region both in the transitional phase and final phase of AMHS
implementation. It also outlines the policy for inter-region AMHS connections between the regions. It
does not, however, specify the characteristics for MTAs or how the connections between MTAs are
established.
1.3 Reference
1) ICAO Doc. 9705-AN/956 Manual of Technical Provisions for the Aeronautical
Telecommunication Network (ATN). Third Edition 2002.
2) ICAO Doc. 9739-AN/961 Comprehensive Aeronautical Telecommunication Network (ATN)

Manual. First Edition 2000.
3) ICAO AFSG Operations Group Routing Directory for AFTN and CIDIN Centres in the EUR/NAT
Region. Part IV COM Charts per ICAO Region, Version 1.2 – March 2004.
4) ATNTTF/6 – Report of the Sixth Meeting of Aeronautical Telecommunication Network (ATN)

Transition Task Force of APANPIRG (ATNTTF/6). Table CNS-1A AFTN-PLAN, Appendix A –
April 2004

Transition Task Force of APANPIRG (ATNTTF/6). Table CNS-1B ATN Router Plan, Appendix
A – April 2004

Transition Task Force of APANPIRG (ATNTTF/6). Table CNS-1C ATSMHS Implementation
Plan, Appendix A – April 2004
7) ATNTTF/6 – WP10. MTA Transitional Routing Policy. Presented by Japan.
8) ATNTTF/6 – WP15. AMHS Routing Impact. Presented by Hong Kong, China.

APANPIRG/19
2.0 Background
The ATN AMHS is designed according to the X.400 email standards. It is further complemented by the
history that ICAO has with the AFTN. As an X.400-based system, the ATN AMHS is specified in such a
way that messages can be transferred from the sender to the recipient by passing reliably through
intermediate ATN AMHS systems.
The ATN AMHS system at originating station, when it first receives a newly submitted message, must
determine the ATN AMHS system that will receive the AMHS message. This may be:
- the destination ATN AMHS,
- a relay ATN AMHS, or
- the AFTN.
If one looks at the Internet and its SMTP-based email system as an example, it becomes clear that routing
policies need to be developed for the successful exchange of messages between senders and recipients.
First, it is possible for any AMHS system to send a message directly to the destination AMHS system if it
has the appropriate NSAP and TSEL of the destination system. This is due to the fact that ATN routing
should provide a path between any two ATN end systems. Second, it is logical that some, if not most,
ATN operators will choose to manage their systems in a way that limits its use of bandwidth and the
amount of information it must maintain. Third, systems will most likely be configured to take advantage
of logical cooperation between States and Organizations to minimize costs and complexity.
Of particular concern is the need for ATN system operators to be able to control what systems are able to
get connected to its system and to protect the integrity of its systems through access control.
3.0 Routing Overview

The ATN AMHS is not defined with routing protocols that dynamically pass routing information amongst
the cooperating ATN AMHS systems. Rather, the “routing tables” maintained by the ATN AMHS are
static and are typically established through manual configuration by system operators.
The ability of ATN AMHS systems to dynamically route AMHS messages is based on the
implementation and sophistication of the algorithms and is not based on provisions in the SARPs or
X.400 standards.
AMHS MTAs perform routing by matching the X.400 O/R address with the routing information
maintained by the MTA. The destination MTA affects whether direct delivery or relaying messages is
required. The complexity of routing decisions that a particular MTA makes is entirely a local
implementation issue.
3.1 Routing Fundamentals

An MTA becomes responsible for the routing and delivery of a message when it is successfully submitted
to the MTA either from a UA (or MS), another MTA or directly connected AMHS gateway. The MTA
routing process is entirely based upon the destination addresses and the internal routing tables. An MTA
compares the destination addresses against its criteria for forwarding to another MTA. If the results of
the MTA lookup are not in the current traceable information, the message is forwarded. If it is in the
current traceable information, an NDR is generated and the message is discarded.

APANPIRG/19
The central issue in establishing a local MTA routing table is the trade-offs between: routing table size,
performance, and security. Routing decisions and security are considered in the next section.
The trade-off between routing table size and performance is due to the nature of routing. For optimal
performance – which means a single hop between source MTA and destination MTA – each MTA would
potentially need routing information about every other MTA in the ATN. While in early stages of AMHS
implementation, the number of MTAs may be small. In later stages the number of MTAs maybe too
large for simple routing table to process. As the number of entries rise in the routing table, the costs of
searching the table and the complexity of maintaining the table will increase. On the other side, as the
number of routing entries is reduced the potential for longer message propagation delays increase as
messages are routed and relayed through other MTAs.
The development of routing policies attempts to optimize the performance while maintaining a reasonable
sized routing table.
3.2 Routing and Security

Routing can be performed by providing each MTA with sufficient information so that the MTA can send
every AMHS message directly to its destination. In other words, AMHS messages would always go
directly from the sender to the recipient MTA and leave the routing process for the network infrastructure.
Routing can also be performed by providing each MTA with the addresses of only a limited number of
other MTAs, which is called “Access Control List.” In this case, an AMHS message addressed to one of
the limited MTAs would be routed just like the first case; but a message addresses to any other MTA
would need to be relayed.
The choices of which method of routing is to be used, is a decision by the operators of the MTAs. In the
first case, MTAs must be configured to accept Bind Requests from any MTA (as indicated by the MTA-
name parameter). This implies that all incoming Bind Requests will be accepted and traffic will be
accepted. In the second case, an MTA may compare the MTA-name against a list of MTAs from which it
will accept connections, and forward messages.
However, considering security for the first case, an MTA configured to accept all incoming Bind
Requests, regardless of the source system, is open to both malicious attacks and traffic. A malicious
attacker may launch a Denial of Service (DoS) by sending many Bind Requests (and associated large
amounts of data) to a MTA in order to overwhelm it. Similarly, if traffic is being accepted from all
MTAs, a system must be engineered to provide for larger number of incoming connections, potentially
larger traffic loads are generated and consequently increasing the system complexity. Therefore, both
security and network management technique should be implemented together with this policy to prevent
the problems, such as authentication using IDRP version 2 or router authentication on network sub-layer.
For the second case, security aspect is already considered when the MTA operator generates the “Access
Control List.” The MTA system only accepts Bind Request and messages from MTAs within the list and
denies Bind Requests from the rest. This policy is similar with the current AFTN routing table and
therefore shares the same deficiencies, such as inflexibility, but it offers greater control for the operator.
It is desirable for MTA operators to be able to provide sufficient security with delivering and receiving
messages with minimum resource utilization. However, the policy and implementation of any supporting
mechanism are considered a local or bilateral matter for operators.

APANPIRG/19
4.0 AMHS MTA routing policy
4.1 Backbone MTAs

Backbone MTAs are the currently assigned inter-regional MTAs, which are entry/exit points of AMHS
connection between Asia/Pacific region and other regions. Each backbone MTA should independently
send/receive messages with other (backbone) MTAs of other regions and between each other within the
region. Because the networking capability of the ATN, the operation of backbone MTA is more flexible
and can handle more capacity than the current AFTN operation. Therefore, unlike the AFTN, the
designation of backbone MTAs can be independent of the main inter-region communication links at the
respective COMM Centers. The table of proposed location of backbone MTAs within Asia/Pacific region
is provided in Appendix B.
4.2 AMHS System Interconnection

Within the Asia/Pacific Region, routing of AMHS messages will be as follows:
- Messages exchanged within the region: All MTA within the region should be able to
send/receive AMHS message directly with each other or have direct MTA-to-MTA routing.
Consequently, the number of hop for sending a message within the region will be one, and the
MTA routing table will contain entries of all other MTAs within the region.
- Messages exchanged between States within the Region and other regions: All AMHS
messages exchanged between States within Asia/Pacific region and others should pass through
backbone MTAs. To send AMHS messages to other MTAs outside the region, the source MTA
will first send those messages to backbone MTA responsible for sending messages to the
destination MTAs. In reverse direction, the backbone MTAs act as a gateway for incoming
messages from corresponding MTAs outside of the region and relays the messages to the
destination MTA within the region.
However, the aforementioned routing policy will not be fully implemented immediately due to the
different AMHS transition timeframes of each State. Instead, there will be a transitional period during
which the Aeronautical Fixed Service (AFS) in the region will be provided by a mixture of interoperating
AMHS and AFTN sites, with “islands” of directly connected AMHS sites gradually expanding and
merging, and AFTN links progressively being eliminated. The transitional routing policy and example
figures are presented in Appendix A.

APANPIRG/19
APPENDIX A Transitional Routing Policy
During the transition period, it is proposed that the following transitional policy be adopted to ensure
smooth transition from AFTN to AMHS.
• Message exchanged between states that have implemented AMHS: States that have
implemented AMHS shall use direct MTA-to-MTA routing among themselves, forming an
“island” of AMHS sites. However, to ease the transition process, whenever a new AMHS system
is implemented, the initial routing configuration should correspond to the AFTN routing table
exactly. Once it has been operational, it is necessary to carry out coordination with all States in
the island. The coordination should also include connection tests between the MTA system and
all other AMHS systems to which it will connect. In conclusion, the following steps are
recommended:
- If the new MTA is introduced to the AMHS Islands, it is recommended that during the
initial phase of implementation, the new MTA use AFTN routing table for routing
configuration.
- As the new MTA gain more experience from the operation of AMHS, it should enter bi-
lateral agreement with other MTAs to establish direct message exchange at a later stage.
• Message exchanged between States using AFTN and States using AMHS: The AMHS/AFTN
gateway function should be implemented alongside with the AMHS systems to provide message
exchange service with states using AFTN. However, in order to avoid changes in the AFTN
routing directory, the AMHS should also route messages to adjacent states, which are using
AFTN, based on the current AFTN Routing Directory. It should be noted that even if a state
connects to other states using only AMHS, an AMHS/AFTN gateway function would still be
necessary to support domestic legacy AFTN networks.
The following figures illustrate the AMHS routing mechanism and transitional routing policy:

APANPIRG/19
AA B, C, F BB G, C, F
A, E, D
G
E, D B, A, E
CC
G
F, D
A, B, G, C A, B, E
GG C, F, D
EE
D, F
C, B, G
DD C, F A, E, D FF
E, A, G, B
Figure 1 Example of configuration with all organization using AFTN

Figure 1 displays the configuration where all organizations have implemented AFTN and already
configured the routing paths among themselves. The circle illustrates an organization with its name
inside. The lines between circles illustrate the physical connections between organizations. The box
above the line adjacent to the circle shows the routing configuration on that connection. The box with
letters ‘C, F’ signifies that all messages with destination addresses starting with C or F will be routed
though this connection.

APANPIRG/19
A, E, D
G
E, D B, A, E
CC
A, B, E G
C, F, D
F, D
A, B, G, C GW GW
MTA
GG
EE
D, F
C, B, G
DD C, F A, E, D FF
E, A, G, B
Figure 2 Example of configuration with only one MTA presented among AFTN nodes
Figure 2 displays the configuration when one organization has started implementing AMHS and
setting up MTA. In this example, the organization GG is the first to implement MTA. However both
organization AA and CC, to whom GG is connected, have not implemented AMHS. Furthermore,
the MTA of GG will require function of AFTN/AMHS gateway to be able to seamlessly transmit
messages with AFTN sites. Therefore, following the transitional policy, the messages from GG to
AA and CC will follow the same AFTN configuration as in figure 1. For GG, messages with
destination addresses starting with C, F and D will be routed through AFTN/AMHS gateway and to
organization CC, and messages with destination addresses starting with A, B, and E will be routed
through gateway to organization AA.

APANPIRG/19
AA BB G, C, F
A, E, D
G B, A, E
E, D
MTA
AMHS CC
A, B, E Connection
A, B, G, C GW
GW MTA AMHS
MTA GG Connection
EE GW
D, F
MTA
C, F A, E, D
E, A, G, B GW FF
Figure 3 Example configuration with more than one MTAs

Figure 3 displays the situation when more than one organizations have implemented AMHS in
the region. In this example, organization GG, CC, FF, and EE have implemented MTA systems.
Because the MTA of EE does not have direct connections to other MTAs, it will connect with
neighbor AFTN using gateway functions as described in figure 2. As previously stated in the policy,
the gateways should be configured to be compatible with the routing table configuration as defined in
figure 1. Organization GG establishes AMHS connection with CC with the route configuration
corresponding with AFTN routing table. Organization FF also establishes AMHS connection and
exchanges all AMHS messages with CC only. As FF and GG become confident in AMHS operation,
they may enter bi-lateral agreement with each other to test and later establish AMHS connection.

APANPIRG/19
A, E, D
G B, A, E
E, D
GW
MTA
CC
A, B, E
A, B, G, C GW
GW MTA
AMHS
MTA GG
Islands
EE GW
D, F
MTA
DD C, F A, E, D
E, A, G, B GW FF
Figure 4 Example configuration with more than one MTAs presented

Figure 4 displays the situation when more than one organizations have implemented AMHS in
the region. Following figure 3, after organization FF becomes confident with the AMHS operation
and request bi-lateral agreement with organization GG, it establishes ‘logical AMHS connection’ with
GG. Consequently, all MTAs within the island establish logical ‘direct MTA-to-MTA1’ connections,
which are illustrated as dotted lines, for transmitting AMHS messages between themselves. The
AFTN/AMHS gateway functions are still required at the edge of the island where messages are
transmitted from AMHS MTAs to AFTN.
1
The above "direct MTA-to-MTA" connection shows a logical connection and it may not be necessarily the same as
a physical connection using ATN Routers. At least two physical connections are necessary between the organization
GG, CC and FF in the above case.

APANPIRG/19
GW B BB
MTA G, C, F
A, E, D
AA B
GW
MTA
AMHS CC
Islands
MTA MTA
EE GG
MTA MTA
DD FF
Figure 5 Example configuration with more MTA implemented than AFTN
Figure 5 displays the situation when more organizations have implemented AMHS than AFTN.
All MTAs will from AMHS islands and have logical ‘direct MTA-to-MTA2’ connection between
them. At the edge of the island, MTAs will connect with AFTN using AFTN/AMHS gateway
functions. From the figure, however, only organization BB has not implemented AMHS MTA, thus
the gateways are configured to send messages with destination addresses starting with B only.
2
The above "direct MTA-to-MTA" connection shows a logical connection and it may not be necessarily the same as
a physical connection using ATN Routers. At least one physical path must exist between the MTAs.

APANPIRG/19
APPENDIX B Table of Proposed Backbone MTAs Site in Asia/Pacific Region
The following table contains the proposed location of Backbone MTAs within the Asia/Pacific region:
Name and location of Proposed Backbone MTA

NFFN – Nadi International Airport, Fiji
NZCH – Christchurch International Airport, New
Zealand3
RJAA – New Tokyo International Airport, Japan
VABB – Mumbai/Jawaharlal Nehru International Airport,
India
VHHH – China (Hong Kong) COMM Center
VTBB – Bangkok ACC/FIC/COM, Thailand
WSSS – Singapore Changi Airport, Singapore
YBBB – Brisbane (FIS/FIC/ACC/COM/MET/NOF),
Australia
ZBBB – Beijing City, China
Table 1 Proposed Backbone MTA in Asia/Pacific Region4
3
The connection between New Zealand and the US will be considered as a restricted link for AMHS use only.
4
KSLC [Salt Lake City, US] is considered to be in the North America region and thus is outside the scope of this
table. However, there are many pacific islands with connections with KSLC. They will be considered exceptions
because they will become UAs to the KSLC AMHS as stated in the table CNS-1C [5].

APANPIRG/19
APPENDIX C ACRONYMS
AFS (Aeronautical Fixed Service)

AFTN (Aeronautical Fixed Telecommunication Network)
AMHS (ATS message handling system)
ATN (Aeronautical Telecommunication Network)
ATS (Air Traffic Service)
ATSMHS (ATS Message Handling Service)
DoS (Denial of Service)
IDRP (Inter-domain Routing Protocol)
MS (Message Storage)
MTA (Message Transfer Agent)
NDR (Non-Delivery Report)
NSAP (Network Service Access Point)
O/R Address (Originator/Recipients Address)
SARPs (Standards and Recommended Practices)
SMTP (Simple Mail Transfer Protocol)
TBD (To Be Determined)
TBP (To Be Proposed)
TSEL (Transport Selector)
UA (User Agent)

APANPIRG/19
TABLE CNS 1B – ATN ROUTER PLAN
Explanation of the Table
Column
1 Administration – the name of the Administration, State or Organization

responsible for management of the router
2 Location of Router
3 Type of Router:
BBIS - Backbone Boundary Intermediate System

BIS - Boundary Intermediate System
4 Type of Interconnection:
Inter – Regional
Intra – Regional
Sub – Regional
5 Interconnection, Connected to router of: name of the location of the

correspondent router
6 Link Speed – Speed requirements of the interconnecting link
7 Link Protocol – Protocol requirements for the interconnecting link
8 Target Date of Implementation – date of implementation of the router
TBD- To be determined
9 Remarks
3.4D - 1
APANPIRG/19
TABLE CNS-1B – ATN ROUTER PLAN
Interconnection, Target date of

Location of Type of Type of Link Link
Administration Connected to router Implementati Remarks
Router Router Interconnection Speed Protocol
of: on
1 2 3 4 5 6 7 8 9
American Samoa Pago Pago United States Intra-domain
Australia Brisbane Timor Leste Intra-domain
BBIS Sub-Regional Fiji 19200 bps X.25 2009 Implemented
BIS Sub-Regional Indonesia 9600 bps X.25 2008 Implemented
BBIS Intra-Regional Japan 64000 bps X.25 2010 Not implemented
Nauru Intra-domain
BIS Sub-Regional New Zealand 9600 bps X.25 2010 Circuit implemented
Papua New Guinea Intra-domain
BBIS Inter-Regional South Africa 64000 bps X.25 TBD Circuit implemented
Solomon Islands VPN 2008 Intra-domain
Vanuatu VPN 2008 Intra-domain
Melbourne BBIS Intra-Regional Singapore 64000bps X.25 2008 Circuit implemented
BBIS Inter-Regional United States 64000 bps X.25 2009 Circuit implemented
Bangladesh Dhaka BIS Sub-Regional India 9600 bps X.25 TBD (India)
BIS Sub-Regional Thailand 9600 bps X.25 2009-2010 (Thailand)
Bhutan Paro BIS Sub-Regional India 9600 bps X.25 TBD (India)
Brunei Darussalam Brunei BIS Sub-Regional Malaysia 64000 bps X.25 TBD (Malaysia)
BIS Sub-Regional Singapore 9600 bps X.25 TBD (Singapore)
3.4D - 2
APANPIRG/19

of: on
1 2 3 4 5 6 7 8 9
Cambodia Phnom Penh BIS Sub-Regional Thailand 9600 bps X.25 2009-2010 (Thailand)
China Beijing BIS Sub-Regional DPR Korea 9600 bps X.25 2010 ATN Router Implemented
BBIS Intra-Regional Hong Kong, China 64000 bps X.25 2009 ATN Router Implemented
BBIS Intra-Regional India 64000 bps X.25 2008 ATM Router Implemented
BBIS Intra-Regional Japan 64000 bps X.25 2010 ATN Router Implemented
BBIS Inter-Regional Kuwait 64000 bps X.25 TBD ATN Router Implemented
BIS Sub-Regional Macau, China 9600 bps X.25 2009 ATN Router Implemented
BIS Sub-Regional Mongolia 9600 bps X.25 2010 ATN Router Implemented
BIS Sub-Regional Myanmar 9600 bps X.25 2010 ATN Router Implemented
BIS Sub-Regional Nepal 9600 bps X.25 2010 ATN Router Implemented
BIS Sub-Regional Pakistan 9600 bps X.25 2010 ATN Router Implemented
BIS Sub-Regional Republic of Korea 64000 bps X.25 2011 ATN Router Implemented
BBIS Inter-Regional Russian Federation 19200 bps X.25 TBD ATN Router Implemented
BBIS Intra-Regional Thailand 64000 bps X.25 2009 ATN Router Implemented
BIS Sub-Regional Vietnam TBD (Vietnam)
Taibei BIS Sub-Regional Hong Kong, China 9600 bps X.25 2009
BIS Sub-Regional Japan 9600 bps X.25 2009
Hong Kong, China Hong Kong BBIS Intra-Regional China 64000 bps X.25 2009
BIS Sub-Regional Macau, China 9600 bps X.25 2009
BBIS Intra-Regional Japan 64000 bps X.25 2010
BIS Sub-Regional Philippines 9600 bps X.25 2009
3.4D - 3
APANPIRG/19

of: on
1 2 3 4 5 6 7 8 9
BIS Sub-Regional Taibei 9600 bps X.25 2009
BBIS Intra-Regional Thailand 64000 bps X.25 Implemented
BIS Sub-Regional Viet Nam 9600 bps X.25 2006
Macau, China Macau BIS Sub-Regional China 9600 bps X.25 2009
BIS Sub-Regional Hong Kong, China 9600 bps X.25 2009
Cook Islands Rarotonga New Zealand 9600 bps X.25 Intra-domain
DPR Korea Pyongyang BIS Sub-Regional China 9600 bps X.25 2010 (China)
Fiji Nadi BBIS Intra-Regional Australia 19200 bps X.25 2009 Circuit implemented
BIS Sub-Regional Kiribati 9600 bps X.25 TBD Intra-domain
New Caledonia TBD TBD Intra-domain
BIS Sub-Regional Tuvalu TBD Intra-domain
BBIS Inter-Regional United States 19200 bps X.25 2009 Circuit implemented
Wallis Islands TBD Intra-domain
French Polynesia Papeete New Zealand TBD Intra-domain
India Mumbai BIS Sub-Regional Bangladesh 9600 bps X.25 TBD
BIS Sub-Regional Bhutan 9600 bps X.25 TBD
BBIS Intra-Regional China 64000 bps X.25 2008
BIS Inter-Regional Kenya 19200 bps X.25 TBD
BIS Sub-Regional Nepal 9600 bps X.25 TBD
BIS Inter-Regional Oman 19200 bps X.25 TBD
BIS Sub-Regional Pakistan 9600 bps X.25 TBD
3.4D - 4
APANPIRG/19
Interconnection,
Location of Type of Type of Link Link Target date of
Administration Connected to router Remarks
Router Router Interconnection Speed Protocol Implementation
of:
1 2 3 4 5 6 7 8 9
BBIS Intra-Regional Singapore 64000 bps X.25 2008
BIS Sub-Regional Sri Lanka 9600 bps X.25 TBD
BBIS Intra-Regional Thailand 64000 bps X.25 2008
Indonesia Jakarta BIS Sub-Regional Australia 9600 bps X.25 2010
BIS Sub-Regional Singapore 9600 bps X.25 2009
Japan Tokyo BBIS Intra-Regional Australia 64000 bps X.25 2010
BBIS Intra-Regional Hong Kong, China 64000 bps X.25 2010
BBIS Inter-Regional Europe 64000 bps X.25 TBD
BIS Sub-Regional Republic of Korea 64000 bps X.25 2011
BBIS Inter-Regional Russia Federation 64000 bps X.25 TBD
BBIS Intra-Regional Singapore 64000 bps X.25 2010
BIS Sub-Regional Taibei 64000 bps X.25 2008
BBIS Inter-Regional United States 64000 bps X.25 Implemented
Kiribati Tarawa BIS Sub-Regional Fiji 9600 bps X.25 TBD Intra-domain
Lao PDR Vientiane BIS Sub-Regional Thailand 9600 bps X.25 2009-2010 (Thailand)
BIS Sub-Regional Viet Nam 9600 bps X.25 2010 (Vietnam)
Malaysia Kuala Lumpur BIS Sub-Regional Brunei 64000 bps X.25 TBD
BIS Sub-Regional Singapore 64000 bps X.25 2007 Implemented
BIS Sub-Regional Thailand 64000 bps X.25 2008
3.4D - 5
APANPIRG/19
Interconnection,
of:
1 2 3 4 5 6 7 8 9
Micronesia Chuuk United States Intra-domain
Federated State of
Kosrae United States Intra-domain
Ponapei United States Intra-domain
Yap United States Intra-domain
Mongolia Ulaanbaatar BIS Sub-Regional China 9600 bps X.25 2010 (China)
Myanmar Yangon BIS Sub-Regional China 9600 bps X.25 2010 (China)
BIS Sub-Regional Thailand 9600 bps X.25 2009-2010 (Thailand)
Nauru Nauru Australia Intra-domain
Nepal Kathmandu BIS Sub-Regional China 9600bps X.25 2010 (China)
BIS Sub-Regional India 9600bps X.25 TBD (India)
New Caledonia Noumea Fiji TBD Intra-domain
New Zealand Christchurch BIS Sub-Regional Australia 9600 bps X.25 2010
Cook Is Intra-domain
French Polynesia 9600 bps X.25 TBD Intra-domain
Niue 9600 bps X.25 Intra-domain
Samoa 9600 bps X.25 Intra-domain
Tonga 9600 bps X.25 Intra-domain
BIS Inter-Regional USA 9600 bps X.25 2010
Niue Islands Niue New Zealand 9600 bps X.25 Intra-domain
3.4D - 6
APANPIRG/19
Interconnection,
of:
1 2 3 4 5 6 7 8 9
Pakistan Karachi BIS Sub-Regional China 9600 bps X.25 2010 (China)
BIS Sub-Regional India 9600 bps X.25 TBD (India)
Papua New Guinea Port Moresby Australia Intra-domain
Philippines Manila BIS Sub-Regional Hong Kong, China 9600 bps X.25 2009 Circuit Implemented
BIS Sub-Regional Singapore 32000 bps X.25 2009 Circuit Implemented
Republic of Korea Seoul BIS Sub-Regional China 64000 bps X.25 2011
BIS Sub-Regional Japan 64000 bps X.25 2011
Samoa Faleolo New Zealand Intra-domain
Singapore Singapore BBIS Intra-Regional Australia 64000 bps X.25 2008 Circuit Implemented
BIS Inter-Regional Bahrain 64000 bps X.25 TBD Circuit Implemented
BIS Sub-Regional Brunei 9600 bps X.25 TBD Circuit Implemented
BBIS Intra-Regional India 64000 bps X.25 2008
BIS Sub-Regional Indonesia 9600 bps X.25 2008-2009 Circuit Implemented
BBIS Intra-Regional Japan 64000 bps X.25 2010 Circuit Implemented
BIS Sub-Regional Malaysia 64000 bps X.25 2007 Circuit Implemented
BIS Sub-Regional Philippines 32000 bps X.25 2009 Circuit Implemented
BIS Sub-Regional Sri Lanka 64000 bps X.25 2010 Circuit Implemented
BBIS Intra-Regional Thailand 64000 bps X.25 2009-2010 Circuit Implemented
BBIS Inter-Regional United Kingdom 64000 bps X.25 2008-2009 Circuit Implemented
BIS Sub-Regional Viet Nam 9600 bps X.25 2010-2011 Circuit Implemented
3.4D - 7
APANPIRG/19
Interconnection,
of:
1 2 3 4 5 6 7 8 9
Solomon Islands Honiara Australia VPN 2008 (Australia) Intra-
Domain
Sri Lanka Colombo BIS Sub-Regional India 64000 bps X.25 2010
BIS Sub-Regional Maldives 9600bps X.25 2010
BIS Sub-Regional Singapore 64000 bps X.25 2010
Thailand Bangkok BIS Sub-Regional Bangladesh 9600 bps X.25 2009-2010
BIS Sub-Regional Cambodia 9600 bps X.25 2009-2010
BBIS Intra-Regional Hong Kong, China 64000 bps X.25 Implemented
BBIS Intra-Regional India 64000 bps X.25 2009-2010 Circuit Implemented
BBIS Inter-Regional Italy 64000 bps X.25 TBD Circuit Implemented
BIS Sub-Regional Lao PDR 9600 bps X.25 2009-2010
BIS Sub-Regional Malaysia 9600 bps X.25 2009-2010
BIS Sub-Regional Myanmar 9600 bps X.25 2009-2010
BBIS Intra-Regional Singapore 64000 bps X.25 2009-2010 Circuit Implemented
BIS Sub-Regional Viet Nam 9600 bps X.25 2009-2010
Timor Leste Dili Australia Intra-domain
Tonga Tongatapu New Zealand 9600 bps X.25 Intra-domain
Tuvalu Funafuti Fiji TBD Intra-domain
United States Salt Lake City BBIS Inter-Regional Australia 64000 bps X.25 2007 Circuit Implemented
American Samoa Intra-domain
3.4D - 8
APANPIRG/19
Interconnection,
of:
1 2 3 4 5 6 7 8 9
BBIS Inter-Regional Fiji 19200 bps X.25 2007 Circuit Implemented
BBIS Inter-Regional Japan 64000 bps X.25 2006 Circuit Implemented
Marshall Islands Intra-domain
Micronesia, Federated Intra-domain

State of
BIS Inter-Regional New Zealand 9600 bps X.25 2010 Circuit Implemented
Palau 9600 bps X.25 2005 Intra-domain
Vanuatu Port Vila Australia VPN 2008 Intra-domain
(Australia)
Viet Nam Ho Chin BIS Sub-Regional China TBD
Minh/Hanoi
BIS Sub-Regional Hong Kong, China 9600bps X.25 2010
BIS Sub-Regional Lao PDR 9600bps X.25 2010
BIS Sub-Regional Singapore 9600bps X.25 2010
BIS Sub-Regional Thailand 9600bps X.25 2010
Wallis Islands Wallis Fiji X.25 TBD Intra-domain
3.4D - 9
APANPIRG/19
TABLE CNS-1C
ATS MESSAGE HANDLING SERVICE (ATSMHS)
IMPLEMENTATION PLAN
Explanation of the Table
Column
1 Administration – the name of the Administration, State or Organization
responsible for management of the facility
2 Location of Facility
3 Facility Type:
AMHS
UA (Location of AMHS)
4 Target Date of Implementation – date of implementation of the ATSMHS
TBD – To be determined
5 Remarks
AMHS – ATS Message Handling System which may include Message Transfer Agents and
AFTN/AMHS gateways services.
3.4E - 1
APANPIRG/19
TABLE CNS-1C ATS MESSAGE HANDLING SERVICE (ATSMHS) IMPLEMENTATION PLAN
Administration Location of Facility Facility Type Target Date of Remarks

Implementation
American Samoa Pago Pago UA (Salt Lake City) 2005
Australia Brisbane AMHS 2006
Bangladesh Dhaka AMHS 2007
Bhutan Paro UA (Mumbai) 2008
Brunei Darussalam Brunei AMHS 2007
Cambodia Phnom Penh AMHS 2007
China Beijing AMHS 2008 Implemented
Taibei AMHS 2006
Hong Kong, China Hong Kong AMHS 2009
Macau, China Macau AMHS 2009
Cook Island Rarotonga UA (Christchurch) 2006
DPR Korea Pyongyang AMHS 2007
Fiji Nadi AMHS 2009
French Polynesia Papeete AMHS TBD
India Mumbai AMHS 2008
Indonesia Jakarta AMHS 2009
Ujung Pandang AMHS 2010
Japan Tokyo AMHS Implemented
Kiribati Tarawa UA (Nadi) 2010
Lao PDR Vientiane AMHS 2005
3.4E - 2
APANPIRG/19

Implementation
Malaysia Kuala Lumpur AMHS 2009
Maldives Male AMHS 2005
Marshall Island Majuro UA (Salt Lake City) 2005
Micronesia Chuuk UA (Salt Lake City) 2005
Federated State of Kosrai UA (Salt Lake City) 2005
Ponapei UA (Salt Lake City) 2005
Yap UA (Salt Lake City) 2005
Mongolia Ulaanbaatar AMHS 2006
Myanmar Yangon AMHS 2005
Nauru Nauru UA (Brisbane) 2006
Nepal Kathmandu AMHS 2010
New Caledonia Noumea AMHS TBD
New Zealand Christchurch AMHS 2010
Niue Is Niue UA (Christchurch) 2006
Pakistan Karachi AMHS 2006
Palau Koror UA (Salt Lake City) 2005
Papua New Guinea Port Moresby UA (Brisbane) 2006
Philippines Manila AMHS 2006 Implemented
Republic of Korea Seoul AMHS 2011
Samoa Faleolo UA (Christchurch) 2006
Singapore Singapore AMHS 2006 Implemented
3.4E - 3
APANPIRG/19

Implementation
Solomon Is Honiara UA (Brisbane) 2006
Sri Lanka Colombo AMHS 2006
Thailand Bangkok AMHS 2006
Timor Leste Dili UA (Brisbane) 2006
Tonga Tongatapu UA (Christchurch) 2006
Tuvalu Funafuti UA (Nadi) 2010
United States Salt Lake City AMHS Implemented
Vanuatu Port Vila UA (Brisbane) 2006
Viet Nam Ho Chi Minh AMHS 2012 2010 for Test, 2012 for deployment
Wallis Is. Wallis AMHS TBD
3.4E - 4
APANPIRG/19
Appendix F to the Report on Agenda Item 3.4
Annex E - AMHS Inter-Operability Tests
and
Annex F - AMHS Pre-Operational Tests
of
AMHS Manual
ANNEX E
AMHS Inter-Operability Tests
Version 1.0 September 2007 i

ASIA/PAC AMHS Manual
ANNEX E
of
AMHS Manual
Version 1.0 September 2007 ii

Document Control Log
Edition Date Comments

Section/pages
affected
1.0 15/06/2007 Creation of the document. all
Version 1.0 September 2007 iii

Table of Contents
1 Introduction ..................................................................................................................................... 1
1.1 Purpose of the Document.................................................................................................................... 1
1.2 Document Structure ............................................................................................................................ 1
1.3 Test Identification Scheme ................................................................................................................. 1
2 AMHS Interoperability Test Environment ...................................................................................... 3
2.1 Application infrastructure ................................................................................................................... 3
2.2 Transport infrastructure ...................................................................................................................... 9
2.3 General parameters to be agreed......................................................................................................... 9
2.3.1 Default MTA names and passwords ............................................................................................... 9
2.3.2 TSAP addresses .............................................................................................................................. 9
2.3.3 IP addresses.................................................................................................................................. 10
2.3.4 Type and number of associations.................................................................................................. 10
3 Addressing Plan for AMHS Interoperability Testing .................................................................... 10
3.1 User addresses .................................................................................................................................. 10
3.2 DL addresses..................................................................................................................................... 12
3.3 AFTN and X.400 Routing Tables..................................................................................................... 12
3.3.1 AFTN and X.400 Routing Tables of IUT-A................................................................................... 12
3.3.2 AFTN and X.400 Routing Tables of IUT-B................................................................................... 13
3.3.3 AFTN and X.400 Routing Tables of IUT-C................................................................................... 14
3.4 Look-up Table .................................................................................................................................. 15
3.4.1 Generic look-up Table for all Implementations Under Test (IUT) (CAAS single “O” type)........ 15
3.4.2 Generic look-up Table for all Implementations Under Test (IUT) (“XF” type).......................... 16
3.5 Local AMHS User address book ...................................................................................................... 17
3.5.1 Local AMHS User address book for UA of all Implementations Under Test (IUT) (CAAS single
“O” type)...................................................................................................................................................... 17
3.5.2 Local AMHS User address book for UA of all Implementations Under Test (IUT) (“XF” type) 19
4 Bilateral Test Procedures............................................................................................................... 20
4.1 Submission, Transfer and Delivery Operation (AMHS to AMHS) .................................................. 20
4.1.1 IT101 – Submit, transfer and deliver an IPM (UA IUT-A to UA IUT-B)...................................... 20
4.1.2 IT102 – Submit, transfer and deliver an IPM (UA IUT-B to UA IUT-A)...................................... 21
4.2 Gateway Operations (AFTN to AMHS) ........................................................................................... 22
4.2.1 IT201 – Convert an AFTN message to AMHS format (IUT-A)..................................................... 22
4.2.2 IT202 – Convert an AFTN message to AMHS format (IUT-B)..................................................... 23
4.3 Gateway Operations (AMHS to AFTN) ........................................................................................... 24
4.3.1 IT301 – Convert an IPM generated by the UA of IUT-A to AFTN format.................................... 24
4.4 Gateway Operations (AFTN to AMHS to AFTN)............................................................................ 25
4.4.1 IT401 – Convert an AFTN message to AMHS and back to AFTN format .................................... 25
4.5 Gateway Operations – special case scenarios ................................................................................... 27
4.5.1 IT501 – Distribute an IPM to AMHS and AFTN users ................................................................. 27
4.5.2 IT502 – Expand a DL addressing both AMHS and AFTN users .................................................. 28
4.5.3 IT503 – Convert an IPM, if the ATS-message-text contains more than 1800 characters ... 28
4.5.4 IT504 – Split an incoming IPM addressing more than 21 AFTN users ........................................ 30
4.5.5 IT505 – Probe Conveyance Test ................................................................................................... 31
4.6 Stress traffic situations...................................................................................................................... 32
4.6.1 IT601 – Stress load ....................................................................................................................... 32
5 Trilateral Test procedures - optional.............................................................................................. 33
5.1 Submission/Transfer/Delivery and Relay operations........................................................................ 33
5.1.1 IT701 – Submission /Transfer/Delivery between the partner MTAs............................................. 33
5.1.2 IT702 – Relay operations.............................................................................................................. 34
Version 1.0 September 2007 iv

5.2 Test of special situations................................................................................................................... 35
5.2.1 IT801 – Alternate MTA routing .................................................................................................... 35
5.2.2 IT802– Loop detection .................................................................................................................. 36
6 Bilateral Test Procedures – Test Scenarios.................................................................................... 37
6.1 Introduction ...................................................................................................................................... 37
6.6 Gateway Operations – special cases ................................................................................................. 78
7 Trilateral Test procedures - optional............................................................................................ 100
7.1 Submission/Transfer/Delivery and Relay operations...................................................................... 100
7.2 Test of special situations................................................................................................................. 106
8 Test message templates................................................................................................................ 112
8.1 Test message templates for IUT-A ................................................................................................. 112
8.1.1 Input device User Agent (UA): IUTAMHSA ............................................................................... 112
8.1.2 Input device AFTN Terminal: IUTAFTNA.................................................................................. 115
8.2 Test message templates for IUT-B ................................................................................................. 116
8.2.1 Input device User Agent (UA): IUTBMHSA ............................................................................... 116
8.3 Input device AFTN Terminal: IUTBFTNA.................................................................................... 118
8.4 Test message templates for multilateral tests.................................................................................. 119
References
[1] ICAO Annex 10 – Aeronautical Telecommunications, Volume II: Communication
Procedures
[2] ICAO DOC 9705-AN/956: The Manual of technical provisions for the ATN, Sub-volume
III, Section 3.1 –Edition 3 (2002) – Referred to as AMHS SARPs
[3] ASIAPAC AMHS Manual, Main Part
[4] ASIAPAC AMHS Manual, Annex D, AMHS Testing Requirements
Version 1.0 September 2007 v

Table of Figures
Figure E- 1: AMHS Inter-operability Test Environment...........................................................3
Figure E- 2: UA to UA (IUT-A to IUT-B) ................................................................................4
Figure E- 3: UA to UA (IUT-B to IUT-A) ................................................................................4
Figure E- 4: AFTN Terminal to UA (IUT-A to IUT-B)............................................................5
Figure E- 5: AFTN Terminal to UA (IUT-B to IUT-A)............................................................5
Figure E- 6: UA to AFTN Terminal (IUT-A to IUT-B)............................................................6
Figure E- 7: UA to AFTN Terminal (IUT-B to IUT-A)............................................................6
Figure E- 8: AFTN Terminal to AFTN Terminal (IUT-A to IUT-B)........................................7
Figure E- 9: AFTN Terminal to AFTN Terminal (IUT-B to IUT-A)........................................7
Figure E- 10: “Relay” operation tests ........................................................................................8
Figure E- 11: Alternate MTA routing........................................................................................8
Figure E- 12: Traffic loop test ...................................................................................................8
Figure E- 13: Addressing Plan.................................................................................................10
List of Tables
Table 1: Default MTA names ....................................................................................................9

Table 2: Default passwords........................................................................................................9
Table 3: TSAP addresses ...........................................................................................................9
Table 4: IP addresses ...............................................................................................................10
Table 5: Default type and number of associations...................................................................10
Table 6: Generic address spaces of IUTLAND-A...................................................................11
Table 7: Generic address spaces of IUTLAND-B ...................................................................11
Table 8: Generic address spaces of IUTLAND-C ...................................................................12
Table 9: DL addresses of IUT-A .............................................................................................12
Table 10: DL addresses of IUT-B............................................................................................12
Table 11: AFTN Routing Table of IUT-A X.400....................................................................12
Table 12: X.400 Routing Table of IUT-A ...............................................................................13
Table 13: AFTN Routing Table of IUT-B...............................................................................13
Table 14: X.400 Routing Table of IUT-B ..............................................................................14
Table 15: AFTN Routing Table of IUT-C...............................................................................14
Table 16: X.400 Routing Table of IUT-C ...............................................................................14
Table 17: Generic look-up table (CAAS single “O” type) ......................................................15
Table 18: Generic look-up table (“XF” type) ..........................................................................16
Table 19: Local AMHS User address book (CAAS single “O” type).....................................18
Table 20: Local AMHS User address book (“XF” type).........................................................19
Version 1.0 September 2007 vi

ASIA/PAC AMHS Manual Annex E
1 Introduction
1.1 Purpose of the Document
The purpose of the document is to define the functional tests for AMHS Interoperability in order to
ensure the end-to-end interoperability between AMHS systems under test. These tests are performed
after the successful completion of AMHS conformance testing, through which the compliance of all
systems under test to the AMHS SARPs has been demonstrated.
For this reason the data used in the interoperability tests are generated either:
• manually; or,
• using records obtained by copy (duplication) and storage of some real traffic occurred
among users in service; or
• using parallel duplicated traffic.
Implementations tested in this phase will not be operational systems, but test beds in order to neither
disturb the real traffic nor cause potential outages in the operational systems.
As a summary, the correct performance of the interoperability tests included in this document is the
previous step to progress the IUT towards a future operational system; this will be done by means of a
transition plan to real traffic in the future operational environment.
•
1.2 Document Structure
Chapter 2 presents the test environment used for AMHS interoperability testing.
Chapter 3 defines the addressing plan implemented in the test environment.
Chapters 4 and 5 contain the general description of the bilateral and trilateral test procedures with
subsections for each AMHS functional area. Each test procedure is presented in a structured way
consisting of
• defined test criteria,
• a (brief) scenario description,
• reference to the relevant part of the standard specification (SARPs section),
Chapters 6 and 7 contain the detailed test-case descriptions for the bilateral and trilateral test
procedures.
Chapter 8 contains the templates for the test messages.
1.3 Test Identification Scheme
Each Interoperability Test procedure has an identifier in the form

ITxnn where:
IT is an acronym for Interoperability Test, x is a number identifying the test group1 and nn is a
consecutive number identifying the individual test procedure.
Test procedures are classified in two blocks: Bilateral Tests and Trilateral Tests.
The bilateral test groups consist of tests using messages specifically generated by IUTs for trials. The
following six groups have been identified:
- testing of submission, transfer and delivery operations (x = 1),
Version 1.0 September 2007 1

Annex E ASIA/PAC AMHS Manual
- testing of gateway operations converting a user message from AFTN to AMHS (x=2),
- testing of gateway operations converting a user message from AMHS to AFTN (x=3),
- testing of gateway operations converting a user message from AFTN to AMHS and back to
AFTN (x=4),
- testing of gateway operations – special cases (x=5)and
- testing of stress traffic situations (x=6)
The two trilateral test groups are:

- testing of transfer (relay) operations (x=7),
- testing of special situations (alternate routing, traffic loop) (x=8). 1
1
Test groups for AMHS conformance tests have been identified in [4].
2 AMHS Interoperability Test Environment
2.1 Application infrastructure
Both AMHS Implementations Under Test (IUTs) are complete systems constituted by AFTN, AMHS
and AFTN/AMHS gateway components, with corresponding AFTN and AMHS user terminals and
supervision positions, as decided locally by the corresponding organization.
In each IUT, an AMHS User Agent is used in submission and delivery tests. Gateway tests involve an
AFTN user terminal. The use of the Monitor & Control Position is required in order to observe the
outcome of the conversion processes, especially in out-of-line situations.
Figure E- 1: AMHS Inter-operability Test Environment
Figure E-1 shows the test environment used for AMHS interoperability tests. Both IUTs will be
interconnected via AMHS transfer ports supporting the X.400/P1 protocol over a TCP/IP/LAN.
Note. – In Figure E-1 the AFTN Terminal is directly connected to the AFTN Component in an abstract way.
There may exist different implementations with an AFTN component only connected to an AFTN switch or
integrated AFTN/AMHS switches. For the interoperability tests it does not matter whether the AFTN Terminal
is connected directly or indirectly.
The components of the test environment as depicted in Figure 1 are involved in the test procedures in
following way:
Submission, Transfer and Delivery operation tests (AMHS => AMHS) (x=1):
AMHS User Agent => ATS Message Server => ATS Message Server => AMHS User Agent

Figure E- 2: UA to UA (IUT-A to IUT-B)
Figure E- 3: UA to UA (IUT-B to IUT-A)
AMHS / AFTN gateway tests (AFTN => AMHS) (x=2):

AFTN Terminal => Gateway and ATS Message Server => UA

Figure E- 4: AFTN Terminal to UA (IUT-A to IUT-B)
Figure E- 5: AFTN Terminal to UA (IUT-B to IUT-A)
AMHS / AFTN gateway tests (AMHS => AFTN) (x=3):

UA => ATS Message Server and Gateway => AFTN Terminal

Figure E- 6: UA to AFTN Terminal (IUT-A to IUT-B)
Figure E- 7: UA to AFTN Terminal (IUT-B to IUT-A)
AMHS / AFTN gateway tests (AFTN => AMHS => AFTN) (x=4):
AFTN Terminal => Gateway => ATS Message Servers => Gateway => AFTN Terminal

Figure E- 8: AFTN Terminal to AFTN Terminal (IUT-A to IUT-B)
Figure E- 9: AFTN Terminal to AFTN Terminal (IUT-B to IUT-A)
Gateway Operations – special case scenarios (x=5)

For the special case scenarios different combinations of the flows shown above are used.
Stress traffic situations (x=6)

Depending on the stress scenario chosen combinations of the flows shown above are used.
“Relay” operation tests (x=7) – (optional - additional test partner required – IUT-C)
Peer IUT => IUT (ATS Message Server) => peer IUT

Figure E- 10: “Relay” operation tests
Testing of special situations (x=8) – (optional - additional test partner required – IUT-C and –
additional connectivity required IUT-B - IUT-C)
Figure E- 11: Alternate MTA routing
Figure E- 12: Traffic loop test

2.2 Transport infrastructure
To perform the bilateral interoperability tests, an underlying infrastructure for message transport
between the two IUTs has to be agreed. In case of multilateral tests an underlying infrastructure for
message transport between the involved IUTs (minimum three) has to be agreed. Other “non-
standard” solutions may be used for testing. Those refer to the actual network environment or other
means offered by communications suppliers, such as ADSL, public internet; in this case, agreement
among the parties is necessary due to the potential impact of this solution on the configuration of the
timers of the systems concerned, as compared to the standard solution.
2.3 General parameters to be agreed
The following entries and/or parameter shall be agreed between the test partners. Preferred the default
values should be used.
2.3.1 Default MTA names and passwords
IUT MTA name Remarks

IUT-A MTA-IUTA-1
IUT-B MTA-IUTB-1
IUT-C MTA-IUTC-1
Table 1: Default MTA names
IUT password Remarks

IUT-A ICAO-IUTA-1
IUT-B ICAO-IUTB-1
IUT-C ICAO-IUTC-1
Table 2: Default passwords
2.3.2 TSAP addresses
IUT TSAP address Remarks

IUT-A to be agreed bilaterally
IUT-B to be agreed bilaterally
IUT-C to be agreed
Table 3: TSAP addresses

2.3.3 IP addresses
IUT IP address Remarks

IUT-A to be agreed bilaterally
IUT-B to be agreed bilaterally
IUT-C to be agreed
Table 4: IP addresses
2.3.4 Type and number of associations
IUT Type of associations Number of associations Remarks

IUT-A monologue 5
IUT-B monologue 5
IUT-C monologue 5
Table 5: Default type and number of associations
3 Addressing Plan for AMHS Interoperability Testing
3.1 User addresses
To meet the scope of testing, the test-address space used by AMHS Interoperability Testing should
include, for each IUT, the respective AFTN and AMHS addresses and the corresponding AMHS
PRMD.
Figure E- 13: Addressing Plan

The original, operational AMHS and AFTN addresses assigned to the COM Centre could be used as
test addresses for each IUT. To distinguish between operational and test addresses it is recommended
to use alternatively, a generic address space taken from fictitious PRMD/AFTN countries IUTLAND-
A and IUTLAND-B.
This includes generic user addresses IUTAFTNA and IUTAMHSA for IUTLAND-A as well as
IUTBFTNA and IUTBMHSA for IUTLAND-B, which may be mapped either according to the
CAAS (preferred, or a more comprehensive set of addresses in case of CAAS with multiple "O"
values) or the XF addressing scheme.
The following tables show the generic address space assigned to the two IUTs and a third IUT if
trilateral network tests are performed.
CAAS (preferred) – single CAAS – multiple "O" XF

"O"
C = XX C =XX C = XX
ADMD = ICAO ADMD =ICAO ADMD = ICAO
PRMD = IUTLAND-A PRMD =IUTLAND-A PRMD = IUTLAND-A
O = A-REGION O =A-REGION1 OU1 = IUTA O = AFTN
OU1 = IUTA CN =IUTAFTNA ... OU1 = IUTAFTNA
CN = IUTAFTNA IUTAMHSA ...
... O = A-REGION2 OU1 = IUAA IUTAMHSA
IUTAMHSA CN = IUAAFTNA ...
IUAAMHSA
Table 6: Generic address spaces of IUTLAND-A
CAAS (preferred) – single CAAS – multiple "O" XF

"O"
C = XX C =
XX C = XX
ADMD = ICAO ADMD =
ICAO ADMD = ICAO
PRMD = IUTLAND-B PRMD =
IUTLAND-B PRMD = IUTLAND-B
O = B-REGION O =
B-REGION1 OU1 = IUTB O = AFTN
OU1 = IUTB CN =
IUTBFTNA ... OU1 = IUTBFTNA
CN = IUTBFTNA IUTBMHSA ...
... O = B-REGION2 OU1 = IUBB IUTBMHSA
IUTBMHSA CN = IUBBFTNA ...
IUBBMHSA
Table 7: Generic address spaces of IUTLAND-B

CAAS (preferred) – CAAS – multiple "O" XF

single "O"
C = XX C =
XX C = XX
ADMD = ICAO ADMD =
ICAO ADMD = ICAO
PRMD = IUTLAND-C PRMD =
IUTLAND-C PRMD = IUTLAND-C
O = C-REGION O =
B-REGION1 OU1 = IUTC O = AFTN
OU1 = IUTC CN =
IUTCFTNA ... OU1 = IUTCFTNA
CN = IUTCFTNA IUTCMHSA ...
... O = B-REGION2 OU1 = IUCC IUTCMHSA
IUTCMHSA CN = IUCCFTNA ...
IUCCMHSA
Table 8: Generic address spaces of IUTLAND-C
3.2 DL addresses
Distribution List name Addresses included in the DL Remarks
IUTADLLO IUTBFTNA IUTBFTNB IUTBMHSA

IUTADLRE IUTAFTNA IUTAFTNB IUTAMHSA
Table 9: DL addresses of IUT-A
Distribution List name Addresses included in the DL Remarks
IUTBDLLO IUTAFTNA IUTAFTNB IUTAMHSA

IUTBDLRE IUTBFTNA IUTBFTNB IUTBMHSA
Table 10: DL addresses of IUT-B
3.3 AFTN and X.400 Routing Tables
3.3.1 AFTN and X.400 Routing Tables of IUT-A
AFTN Routing Indicator Routing direction Remarks
IUTAFT* AFTN Terminal

IUTA* MTCU
IUTB* MTCU
IUTC* MTCU
Table 11: AFTN Routing Table of IUT-A X.400

Routing Indicator X.400 Routing Indicator Routing direction Remarks
/C=XX/A=ICAO/P=IUTLAND-A /O=A- UA IUT-A If CAAS “single “O” type

REGION/OU1=IUTA/CN=IUTAMHSA/
REGION/OU1=IUTA/CN=IUTAMHSB/
REGION/OU1=IUTA/CN=IUTAMHSC/
/C=XX/A=ICAO/P=IUTLAND-A UA IUT-A If “XF” type
/O=AFTN/OU1=IUTAMHSA/
/O=AFTN/OU1=IUTAMHSB/
/O=AFTN/OU1=IUTAMHSC/
/C=XX/A=ICAO/P=IUTLAND-A MTCU
/C=XX/A=ICAO/P=IUTLAND-B MTA-IUTB-1
/C=XX/A=ICAO/P=IUTLAND-C MTA-IUTC-1
/C=XX/A=ICAO/P=IUTLAND-X MTA-IUTB-1
Table 12: X.400 Routing Table of IUT-A
3.3.2 AFTN and X.400 Routing Tables of IUT-B
IUTBFT* AFTN Terminal

IUTA* MTCU
IUTB* MTCU
IUTC* MTCU
Table 13: AFTN Routing Table of IUT-B
X.400 Routing Indicator Routing direction Remarks
/C=XX/A=ICAO/P=IUTLAND-B /O=B- UA IUT-B If CAAS “single “O” type

REGION/OU1=IUTB/CN=IUTBMHSA/
REGION/OU1=IUTB/CN=IUTBMHSB/
REGION/OU1=IUTB/CN=IUTBMHSC/
/C=XX/A=ICAO/P=IUTLAND-B UA IUT-B If “XF” type
/O=AFTN/OU1=IUTBMHSA/
/O=AFTN/OU1=IUTBMHSB/


/O=AFTN/OU1=IUTBMHSC/
/C=XX/A=ICAO/P=IUTLAND-B MTCU
/C=XX/A=ICAO/P=IUTLAND-A MTA-IUTA-1
/C=XX/A=ICAO/P=IUTLAND-C MTA-IUTC-1
/C=XX/A=ICAO/P=IUTLAND-X MTA-IUTC-1
Table 14: X.400 Routing Table of IUT-B
3.3.3 AFTN and X.400 Routing Tables of IUT-C
IUTCFT* AFTN Terminal

IUTA* MTCU
IUTB* MTCU
IUTC* MTCU
Table 15: AFTN Routing Table of IUT-C
/C=XX/A=ICAO/P=IUTLAND-C /O=C- UA IUT-C If CAAS “single “O” type

REGION/OU1=IUTC/CN=IUTCMHSA/
REGION/OU1=IUTC/CN=IUTCMHSB/
REGION/OU1=IUTC/CN=IUTCMHSC/
/C=XX/A=ICAO/P=IUTLAND-C UA IUT-C If “XF” type
/O=AFTN/OU1=IUTCMHSA/
/O=AFTN/OU1=IUTCMHSB/
/O=AFTN/OU1=IUTCMHSC/
/C=XX/A=ICAO/P=IUTLAND-C MTCU
/C=XX/A=ICAO/P=IUTLAND-A MTA-IUTA-1
/C=XX/A=ICAO/P=IUTLAND-B MTA-IUTB-1
/C=XX/A=ICAO/P=IUTLAND-X MTA-IUTA-1
Table 16: X.400 Routing Table of IUT-C

3.4 Look-up Table
3.4.1 Generic look-up Table for all Implementations Under Test (IUT) (CAAS single
“O” type)
AFTN address O/R Address (CAAS single “O” type)
IUTAFTN* /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/
IUTAFTA* /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/
IUTAFTU* /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/
Note. – This address has to be unknown and not defined in IUT-A
IUTAMHSA /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAMHSA/
IUTAMHSB /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAMHSB/
IUTAMHSC /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAMHSC/
IUTADLLO /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTADLLO/
IUTADLRE /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTADLRE/
IUTBFTN* /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/
IUTBFTA* /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/
IUTBFTU* /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/
Note. – This address has to be unknown and not defined in IUT-B
IUTBMHSA /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBMHSA/
IUTBMHSB /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBMHSB/
IUTBMHSC /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBMHSC/
IUTBDLLO /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBDLLO/
IUTBDLRE /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBDLRE/
IUTCFTNC /C=XX/A=ICAO/P=IUTLAND-C/O=C-REGION/OU1=IUTC/CN=IUTCFTNA/
IUTCMHSA /C=XX/A=ICAO/P=IUTLAND-C/O=C-REGION/OU1=IUTC/CN=IUTCMHSA/
IUTXLOOP /C=XX/A=ICAO/P=IUTLAND-X/O=X-REGION/OU1=IUTX/CN=IUTXLOOP/
Table 17: Generic look-up table (CAAS single “O” type)

3.4.2 Generic look-up Table for all Implementations Under Test (IUT) (“XF” type)
AFTN address O/R Address (“XF” type)
IUTAFTN* /C=XX/A=ICAO/P=IUTLAND-A/
IUTAFTA* /C=XX/A=ICAO/P=IUTLAND-A/
IUTAFTU* /C=XX/A=ICAO/P=IUTLAND-A/
Note. – This address has to be unknown and not defined in IUT-A
IUTAMHSA /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAMHSA/
IUTAMHSB /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAMHSB/
IUTAMHSC /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAMHSC/
IUTADLLO /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTADLLO/
IUTADLRE /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTADLRE/
IUTBFTN* /C=XX/A=ICAO/P=IUTLAND-B/
IUTBFTA* /C=XX/A=ICAO/P=IUTLAND-B/
IUTBFTU* /C=XX/A=ICAO/P=IUTLAND-B/
Note. – This address has to be unknown and not defined in IUT-B
IUTBMHSA /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBMHSA/
IUTBMHSB /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBMHSB/
IUTBMHSC /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBMHSC/
IUTBDLLO /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBDLLO/
IUTBDLRE /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBDLRE/
IUTCFTNC /C=XX/A=ICAO/P=IUTLAND-C/O=AFTN/OU1=IUTCFTNA/
IUTCMHSA /C=XX/A=ICAO/P=IUTLAND-C/O=AFTN/OU1=IUTCMHSA/
IUTXLOOP /C=XX/A=ICAO/P=IUTLAND-X/O=AFTN/OU1=IUTXLOOP/
Table 18: Generic look-up table (“XF” type)
Note. – There are further possibilities: IUT-A could have XF addressing scheme whilst IUT-B has
CAAS, or vice-versa. In such a case, the corresponding table entries should be selected. To simplify
matters it is recommended to use CAAS single “O” type or “XF” type only.

3.5 Local AMHS User address book
3.5.1 Local AMHS User address book for UA of all Implementations Under Test
(IUT) (CAAS single “O” type)
Nick name O/R Address (CAAS single “O” type)
IUTAFTNA /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNA/
IUTAFTNB /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNB/
IUTAFTNC /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNC/
IUTAFTND /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTND/
IUTAFTNE /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNE/
IUTAFTNF /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNF/
IUTAFTNG /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNG/
IUTAFTNH /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNH/
IUTAFTNI /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNI/
IUTAFTNJ /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNJ/
IUTAFTNK /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNK/
IUTAFTNL /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNL/
IUTAFTNM /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNM/
IUTAFTNN /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNN/
IUTAFTNO /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNO/
IUTAFTNP /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNP/
IUTAFTNQ /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNQ/
IUTAFTNR /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNR/
IUTAFTNS /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNS/
IUTAFTNT /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNT/
IUTAFTNU /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNU/
IUTAFTNV /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNV/
IUTAFTNW /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNW/
IUTAFTNX /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNX/
IUTAFTNY /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTNY/
IUTAFTAA /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAA/
IUTAFTAB /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAB/
IUTAFTAC /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAC/
IUTAFTAD /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAD/
IUTAFTAE /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAE/
IUTAFTAF /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAF/
IUTAFTAG /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAG/
IUTAFTAH /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAH/
IUTAFTAI /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAI/
IUTAFTAJ /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAJ/

IUTAFTAK /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAK/
IUTAFTAL /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAL/
IUTAFTAM /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAM/
IUTAFTAN /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAN/
IUTAFTAO /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAO/
IUTAFTAP /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAP/
IUTAFTAQ /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAQ/
IUTAFTAR /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAR/
IUTAFTAS /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAS/
IUTAFTAT /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAT/
IUTAFTAU /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAU/
IUTAFTAV /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAV/
IUTAFTAW /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAW/
IUTAFTAX /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAX/
IUTAFTAY /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTAY/
IUTAFTUU /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAFTUU/
IUTAMHSA /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAMHSA/
IUTAMHSB /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAMHSB/
IUTAMHSC /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTAMHSC/
IUTADLLO /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTADLLO/
IUTADLRE /C=XX/A=ICAO/P=IUTLAND-A/O=A-REGION/OU1=IUTA/CN=IUTADLRE/
IUTBFTNA /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBFTNA/
IUTBFTNB /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBFTNB/
IUTBFTNC /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBFTNC/
till To be continued till
IUTBFTNY /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBFTNY/
IUTBFTAA /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBFTAA/
IUTBFTAY /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBFTAY/
IUTBFTUU /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBFTUU/
IUTBMHSA /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBMHSA/
IUTBMHSB /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBMHSB/
IUTBMHSC /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBMHSC/
IUTBDLLO /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBDLLO/
IUTBDLRE /C=XX/A=ICAO/P=IUTLAND-B/O=B-REGION/OU1=IUTB/CN=IUTBDLRE/
IUTCFTNC /C=XX/A=ICAO/P=IUTLAND-C/O=C-REGION/OU1=IUTC/CN=IUTCFTNA/
IUTCMHSA /C=XX/A=ICAO/P=IUTLAND-C/O=C-REGION/OU1=IUTC/CN=IUTCMHSA/
IUTXLOOP /C=XX/A=ICAO/P=IUTLAND-X/O=X-REGION/OU1=IUTX/CN=IUTXLOOP/
Table 19: Local AMHS User address book (CAAS single “O” type)

3.5.2 Local AMHS User address book for UA of all Implementations Under Test
(IUT) (“XF” type)
Nick name O/R Address (“XF” type)
IUTAFTNA /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAFTNA/
IUTAFTNB /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAFTNB/
IUTAFTNC /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAFTNC/
IUTAFTNY /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAFTNY/
IUTAFTAA /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAFTAA/
IUTAFTAY /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAFTAY/
IUTAFTUU /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAFTUU/
IUTAMHSA /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAMHSA/
IUTAMHSB /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAMHSB/
IUTAMHSC /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTAMHSC/
IUTADLLO /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTADLLO/
IUTADLRE /C=XX/A=ICAO/P=IUTLAND-A/O=AFTN/OU1=IUTADLRE/
IUTBFTNA /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBFTNA/
IUTBFTNB /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBFTNB/
IUTBFTNC /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBFTNC/
IUTBFTNY /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBFTNY/
IUTBFTAA /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBFTAA/
IUTBFTAY /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBFTAY/
IUTBFTUU /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBFTUU/
IUTBMHSA /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBMHSA/
IUTBMHSB /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBMHSB/
IUTBMHSC /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBMHSC/
IUTBDLLO /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBDLLO/
IUTBDLRE /C=XX/A=ICAO/P=IUTLAND-B/O=AFTN/OU1=IUTBDLRE/
IUTCFTNC /C=XX/A=ICAO/P=IUTLAND-C/O=AFTN/OU1=IUTCFTNA/
IUTCMHSA /C=XX/A=ICAO/P=IUTLAND-C/O=AFTN/OU1=IUTCMHSA/
IUTXLOOP /C=XX/A=ICAO/P=IUTLAND-X/O=AFTN/OU1=IUTXLOOP/
Table 20: Local AMHS User address book (“XF” type)

4 Bilateral Test Procedures
4.1 Submission, Transfer and Delivery Operation (AMHS to AMHS)
4.1.1 IT101 – Submit, transfer and deliver an IPM (UA IUT-A to UA IUT-B)
IT101 Submit, transfer and deliver an IPM (UA IUT-A to UA IUT-B)

Test criteria This test is successful, if the MTA of the sending IUT transfers the
submitted ATS messages (IPM) correctly to a peer MTA which delivers
the ATS messages (IPM) to the UA of the receiving IUT.
Scenario From the UA of IUT-A send a sequence of five ATS messages (IPMs) to
description the IUT addressing a remote AMHS user in the peer IUT, via AMHS.
• Message 1 (IT101M01) shall have ATS-message-priority KK.
• Message 2 (IT101M02) shall have ATS-message-priority GG.
• Message 3 (IT101M03) shall have ATS-message-priority FF.
• Message 4 (IT101M04) shall have ATS-message-priority DD.
• Message 5 (IT101M05) shall have ATS-message-priority SS.
Each message shall have different ATS-filing-time and ATS-message-text.

The optional-heading-information element shall be empty.
Verify the messages received by the remote UA.
In particular, verify:
• ATS-message-priority,
• ATS-message-filing-time,
• ATS-message-text.
AMHS SARPs 3.1.2.2.1 (ATS Message User Agent), 3.1.2.2.2 (ATS Message Server),
reference 3.1.2.2.3.2.3 (ATS-Message-Header)
Test class Normal AMHS communications (N)

4.1.2 IT102 – Submit, transfer and deliver an IPM (UA IUT-B to UA IUT-A)
IT102 Submit, transfer and deliver an IPM (UA IUT-B to UA IUT-A)

Test criteria This test is successful, if the MTA of the sending IUT transfers the
submitted ATS messages (IPM) correctly to a peer MTA which delivers the
ATS messages (IPM) to the UA of the receiving IUT.
Scenario From the UA of IUT-B send a sequence of five ATS messages (IPMs) to the
description IUT addressing a remote AMHS user in the peer IUT, via AMHS.

Verify the messages received by the remote UA.
AMHS SARPs 3.1.2.2.1 (ATS Message User Agent), 3.1.2.2.2 (ATS Message Server),
reference 3.1.2.2.3.2.3 (ATS-Message-Header)

4.2 Gateway Operations (AFTN to AMHS)
4.2.1 IT201 – Convert an AFTN message to AMHS format (IUT-A)
IT201 Convert an AFTN message to AMHS format (IUT-A)

Test criteria This test is successful, if the sending IUT converts AFTN messages correctly
to AMHS messages (IPM).
Scenario From the sending IUT send a sequence of AFTN messages addressing a
description remote AMHS user, consisting of five messages:
• AFTN message 1 (IT201M01) shall have priority KK.
• AFTN message 2 (IT201M02) shall have priority GG.
• AFTN message 3 (IT201M03) shall have priority FF.
• AFTN message 4 (IT201M04) shall have priority DD.
• AFTN message 5 (IT201M05) shall have priority SS.
The filing time shall be different in each message and the OHI field of each
message shall be empty.
Check the IPMs that the AMHS user receives in the receiving IUT.
Verify that the IUT has converted the messages correctly according to Table
3.1.2-8 of the AMHS SARPs – see section 3.1.2.3.4.2. In particular:
• verify that each message has different ATS-filing-time;
• verify that the optional-heading-information element is empty;
• check the correct format of the ATS message;
• verify the ATS-message-priority and the related message transfer priority
for each received message;
• compare the ATS-message-text with the original AFTN message text.
AMHS SARPs 3.1.2.3.4.2

reference

4.2.2 IT202 – Convert an AFTN message to AMHS format (IUT-B)
IT202 Convert an AFTN message to AMHS format (IUT-B)

Test criteria This test is successful, if the sending IUT converts AFTN messages correctly
to AMHS messages (IPM).
Scenario From the sending IUT send a sequence of AFTN messages addressing a
description remote AMHS user, consisting of five messages:
Check the IPMs that the AMHS user receives in the receiving IUT.
Verify that the IUT has converted the messages correctly according to Table
3.1.2-8 of the AMHS SARPs – see section 3.1.2.3.4.2. In particular:
• verify that each message has different ATS-filing-time;
• verify that the optional-heading-information element is empty;
• check the correct format of the ATS message;
• verify the ATS-message-priority and the related message transfer priority
for each received message;
• compare the ATS-message-text with the original AFTN message text.
AMHS SARPs 3.1.2.3.4.2

reference

4.3 Gateway Operations (AMHS to AFTN)
4.3.1 IT301 – Convert an IPM generated by the UA of IUT-A to AFTN format
IT301 Convert an IPM to AFTN format (IUT-B)

Test criteria This test is successful, if the receiving IUT converts IPMs correctly into
AFTN format.
Scenario Send from IUT-A (UA) a sequence of ATS messages (IPMs) to the IUT-B,
description addressing an AFTN terminal.

The implicit-conversion-prohibited attribute of the AMHS message must be
set to “false”.
Check the correct format of the AFTN message. Verify the AFTN priority
and filing time for each received message. Compare the AFTN message text
with the original ATS-message-text.
AMHS SARPs 3.1.2.3.5.2 (AMHS IPM conversion)

reference

4.4 Gateway Operations (AFTN to AMHS to AFTN)
4.4.1 IT401 – Convert an AFTN message to AMHS and back to AFTN format
IT401 Convert an AFTN message to AMHS and back to AFTN format

Test criteria This test is successful, if the sending IUT-A converts AFTN user messages
correctly to AMHS messages (IPM) and the IPMs are converted back to
AFTN in IUT-B.
Scenario From IUT-A send a sequence of AFTN messages addressing a remote AFTN
description user in IUT-B, consisting of five messages:
Check the AFTN message received by the AFTN user in the IUT-B.
• Check the correct format of the AFTN message.
• Each AFTN message shall have original filing time.
• Each message shall have an empty OHI.
• Verify the AFTN priority for each received message.
• Compare the AFTN message text with the original AFTN message text.
AMHS SARPs 3.1.2.3.4.2, 3.1.2.3.5.2

reference

4.4.2 IT402 – Convert an AFTN message to AMHS and back to AFTN format
IT402 Convert an AFTN message to AMHS and back to AFTN format

Test criteria This test is successful, if the sending IUT-B converts AFTN user messages
correctly to AMHS messages (IPM) and the IPMs are converted back to
AFTN in IUT-A.
Scenario From IUT-B send a sequence of AFTN messages addressing a remote AFTN
description user in IUT-A, consisting of five messages:
Check the AFTN message received by the AFTN user in the IUT-A.
• Check the correct format of the AFTN message.
• Each AFTN message shall have original filing time.
• Each message shall have an empty OHI.
• Verify the AFTN priority for each received message.
• Compare the AFTN message text with the original AFTN message text.
AMHS SARPs 3.1.2.3.4.2, 3.1.2.3.5.2

reference

4.5 Gateway Operations – special case scenarios
Note – The following special case scenarios are symmetric. That means, all test-cases have to be
performed by IUT-A as well as IUT-B.
4.5.1 IT501 – Distribute an IPM to AMHS and AFTN users
IT501 Distribute an IPM to AMHS and AFTN users

Test criteria This test is successful, if the receiving IUT distributes an IPM addressing
both an AMHS and an AFTN user correctly.
Scenario From the sending IUT send an ATS message (IPM), addressing both AMHS
description and AFTN users, at the receiving IUT.
The IPM Heading of the message shall contain two primary recipients, which
are one AMHS and one AFTN user.
The IPM Heading of the next message shall contain additionally, two copy
recipients, which are also one AMHS and one AFTN user.
Finally the IPM Heading of the last message shall contain additionally two
blind copy recipients, which are also one AMHS and one AFTN user.
Verify that all the users, whose addresses have been included in the IPM,
receive the message correctly.
AMHS SARPs 3.1.2.2.1 (ATS message user agent), 3.1.2.2.2 (ATS message server),
reference 3.1.2.3.5.2 (IPM conversion)

4.5.2 IT502 – Expand a DL addressing both AMHS and AFTN users
IT502 Expand a DL addressing both AMHS and AFTN users

Test criteria This test is successful, if the receiving IUT distributes an IPM, addressing
AMHS and AFTN users in a distribution list, correctly.
Scenario From the sending IUT send an ATS message (IPM) to the receiving IUT. The
description recipient contained in the MTE addresses a distribution list, for which the
receiving IUT is responsible. The distribution list shall have the addresses of
one AMHS user and two AFTN users as members. The message shall have
the dl-expansion-prohibited attribute set to “false”.
Check the messages received in each AFTN user address verifying that each
one contains its corresponding address.
AMHS SARPs 3.1.2.2.2.1.1 (DL functional group), 3.1.2.3.5.2 (IPM conversion)
reference
4.5.3 IT503 – Convert an IPM, if the ATS-message-text contains more than 1800
characters
IT503 Convert or reject an IPM, if the ATS-message-text contains more

than 1800 characters
Test criteria This test is successful, if the IUT, when it receives an ATS message with
ATS-message-text longer than 1800 characters,
a) rejects the message and returns a NDR, or
b) splits the received IPM into several messages and converts the resulting
messages into AFTN format as specified in ICAO Annex 10, Attn. B [1], or
c) converts the received IPM into a “long” AFTN message.
Note. – The AMHS SARPs (3.1.2.3.5.2.1.7) specify that the message can be
rejected (case a) or split into several messages (case b).

Scenario From the sending IUT send an ATS message (IPM) containing ATS-
description message-text of 4500 characters to an AFTN recipient of the receiving
IUT.
If case a is implemented: Verify that the receiving IUT does not
convert the IPM into AFTN format, but returns a NDR. Check the
NDR contents received at the sending User Agent. Verify that the NDR
contains the following elements:
• “unable-to-transfer” for the non-delivery-reason-code;

• “content-too-long” for the non-delivery-diagnostic-code; and
• “unable to convert to AFTN due to message text length” for the
supplementary-information.
If case b is implemented: Verify that (at least) three AFTN messages are
received by the AFTN recipient. Check the correct format of the AFTN
messages. Check the text field of all received AFTN messages. Verify that the
text is complete and unchanged, i.e. compare the received data with the ATS-
message-text provided in the original IPM. Verify that the received messages
contain the sequence indicators as specified in Attm. B of ICAO Annex 10,
Vol. II [1].
If case c is implemented: Verify that the AFTN message is received by the
AFTN recipient. Check the correct format of the received AFTN message.
Verify that the text is complete and unchanged, i.e. compare the received data
with the ATS-message-text provided in the original IPM.
AMHS SARPs 3.1.2.3.5.2.1.7

reference

4.5.4 IT504 – Split an incoming IPM addressing more than 21 AFTN users
IT504 Split an incoming IPM addressing more than 21 AFTN users

Test criteria This test is successful, if the receiving IUT receives an ATS message (IPM)
addressing more than 21 AFTN users and splits the received IPM into
several messages each addressing 21 or less AFTN users.
Note. – PDR M4050004 (Title: AMHS - Too Many Recipients) is resolved.
Therefore the message shall be split into several messages.
Scenario From the sending IUT send an ATS message (IPM) to the receiving IUT.
description The message shall address 50 (primary) recipients.
Verify that the receiving IUT converts the IPM into AFTN format and
sends three AFTN messages to its AFTN component. Check the addressee
indicators contained in the AFTN messages. Verify that no AFTN recipient
is lost and the total number of AFTN addressee indicators contained in all
three messages is 50. For example
• the first AFTN message contains addressee indicators for the first 21
recipients,
• the second AFTN message contains addressee indicators for the next 21
recipients, and
• the third AFTN message contains addressee indicators for the remaining 8
recipients.
AMHS SARPs 3.1.2.3.5.2.1.8

reference

4.5.5 IT505 – Probe Conveyance Test
IT505 Probe Conveyance Test

Test criteria This test is successful, if the receiving IUT generates a report (DR or NDR),
when it receives a probe with AFTN users as intended recipients.
Scenario From the sending IUT, send AMHS probes to the receiving IUT:
description a) addressing two AFTN recipients and one AMHS recipient,
b) addressing two AFTN recipients, one of which can be mapped and one of
which cannot be mapped onto a valid AFTN address.
Verify that the receiving IUT returns

a. one DR with 2 AFTN recipients from the MTCU and one DR with one
recipient from the MTA
b. a combined DR and NDR or one DR and one NDR in response to the
probe received.
Verify in all cases that the DRs reporting about the AFTN addresses which
could be translated contains the supplementary information “This report only
indicates successful (potential) conversion to AFTN, not delivery to a
recipient”.
AMHS SARPs 3.1.2.3.5.5 (reception of AMHS probe), 3.1.2.3.5.6.2.27
reference

4.6 Stress traffic situations
4.6.1 IT601 – Stress load
IT601 Stress load

Test criteria This test is successful, if both IUTs perform AMHS traffic interchange
correctly for a number of messages queued in advance.
Scenario Defined numbers of messages (beginning with100, 200, till 400 messages)
description have to be selected from the data base or generated by the UA or the AFTN
terminal.
These messages need to be queued (in MTAs) in both IUTs, preferably by
disabling the physical connector used to send information to the underlying
network in one of the IUTs. When reconnecting, the messages queued in
both IUTs will be sent simultaneously from the two sites, the rate being
defined by the line speed of the interconnection, as well as the process
followed by each system.
No errors due to malfunction of the IUTs should be observed during the
interchange period.
The time from sending the first till receiving the last message has to be
measured and analysed in both IUTs.
AMHS SARPs None

reference
Test class Normal (forced) AMHS communications (N)

5 Trilateral Test procedures - optional
5.1 Submission/Transfer/Delivery and Relay operations
5.1.1 IT701 – Submission /Transfer/Delivery between the partner MTAs
IT701 Submission / Transfer / Delivery between the partner MTAs

Test criteria This test is successful, if the messages from all UAs are received by the
corresponding UAs of the other the IUTs.
Scenario Create “normal” X.400 routing: (see 3.3, AFTN and X.400 Routing Tables)
description From the UA send an ATS message (IPM) with ATS-message-priority FF
addressed to the UA of the other IUTs.
• Message 1 (IT701M01) from UA IUT-A to UAs of IUT-B and IUT-C
• Message 2 (IT701M02) from UA IUT-B to UAs of IUT-A and IUT-C.
• Message 3 (IT701M03) from UA IUT-C to UAs of IUT-A and IUT-B.

Verify the messages received by both remote UAs.
AMHS SARPs None

reference

5.1.2 IT702 – Relay operations
IT702 Relay operations

Test criteria This test is successful, if the message from the sending UA is routed by the
IUT in between and received by the addressed UA.
Scenario Create a “transfer” X.400 routing: The X.400 routing table of IUT-A routes
description PRMD=IUTLAND-B and PRMD=IUTLAND-C to IUT-B. The X.400
routing table of IUT-B routes PRMD=IUTLAND-A and
PRMD=IUTLAND-C to IUT-C. The X.400 routing table of IUT-C routes
PRMD=IUTLAND-A and PRMD=IUTLAND-B to IUT-A.
From the UA send an ATS message (IPM) with ATS-message-priority FF
to one UA of another IUT.
• Message 1 (IT702M01) from UA IUT-A to UA of IUT-C
• Message 2 (IT702M02) from UA IUT-B to UA of IUT-A.
• Message 3 (IT702M03) from UA IUT-C to UA of IUT-B.

Verify the messages received by the remote UA and passed the IUT in
between.
AMHS SARPs None

reference

5.2 Test of special situations
5.2.1 IT801 – Alternate MTA routing
IT801 Alternate MTA routing

Test criteria This test is successful, if the message from the sending UA is received by the
addressed UA
Scenario Create a “normal” X.400 routing: (see 3.3, AFTN and X.400 Routing
description Tables)
Cut the direct connection to the IUT to which you intend to send a message.
From the UA send an ATS message (IPM) with ATS-message-priority FF to
the UA of the IUT concerned.
• Message 1 (IT801M01) from UA IUT-A to UA of IUT-B
• Message 2 (IT801M02) from UA IUT-B to UAs of IUT-C.
• Message 3 (IT801M03) from UA IUT-C to UAs of IUT-A.

If alternate MTA routing functionality is implemented and configured the
message will be forwarded automatically via the “other”
connection;otherwise the queued message should be forced to follow the
alternate routing by the adequate means (manually).
Verify the messages received by the remote UA and passed the IUT in
between.
AMHS SARPs None

reference

5.2.2 IT802– Loop detection
IT802 Loop detection

Test criteria This test is successful; if the one of the IUT detects that the message has
traversed a loop.
Scenario Create a temporary routing loop. The X.400 routing table of IUT-A routes
description PRMD=IUTLAND-X to IUT-B.The X.400 routing table of IUT-B routes
PRMD=IUTLAND-X to IUT-C.The X.400 routing table of IUT-C routes
PRMD=IUTLAND-X to IUT-A.
Send a message addressed to PRMD=IUTLAND-X which will be routed by
the IUT to the other IUT so that finally the message is performing a loop.
Verify that:
• the one of the IUTs detects the loop,
• this IUT discards the message and
• generates a NDR
Verify that the sending IUT receives the NDR

Repeat the test with all IUTs, so that all sending IUTs have received the
NDR.
AMHS SARPs 3.1.1, Note 2a (ISO/IEC 10021), 3.1.2.1.6 (AMHS routing), See also ITU-T
reference Rec. X.411 clause 14.3.1 and clause 12.3.1.
Test class MHS procedural errors (E2)

6 Bilateral Test Procedures – Test Scenarios
6.1 Introduction
The following tables contain the scenarios for the different Interoperability Tests (IT)
described in the previous chapters.
The test scenarios consist of several test-cases. The test-case reference is as follows:
ITxxx/TCzz
Test scenario: Txxx where xxx is the scenario number
Test-case: Czz where zz is the number of test-case.

6.2 Submission, Transfer and Delivery Operation (AMHS to AMHS)

Test-case id: Tested functionality: Submission, transfer and delivery of messages with
IT101/TC01 different ATS-message-priorities
A KK priority message will be submitted from the UA of IUT-A and
delivered to the UA of IUT-B.
Test description: From the User Agent IUTAMHSA send the following message to the UA
IUTBMHSA:
PRI: KK
FT: <FT>
OHI:
TEST IT101/TC01
Get the message with IUTBMHSA (UA-terminal of IUT-B).
Test control: Check the correct reception of the message at the UA IUTBMHSA of the
IUT-B system.
Check
- the ATS-message-priority: PRI: KK
- the ATS-message-filing-time and
- the ATS-message-text
Test result: PASS FAILED INCONCLUSIVE


A GG priority message will be submitted from the UA of IUT-A and
IUTBMHSA:
PRI: GG
FT: <FT>
OHI:
TEST IT101/TC02
IUT-B system.
Check
- the ATS-message-priority: PRI: GG


An FF priority message will be submitted from the UA of IUT-A and
IUTBMHSA:
PRI: FF
FT: <FT>
OHI:
TEST IT101/TC03
IUT-B system.
Check
- the ATS-message-priority: PRI: FF


A DD priority message will be submitted from the UA of IUT-A and
IUTBMHSA:
PRI: DD
FT: <FT>
OHI:
TEST IT101/TC04
IUT-B system.
Check
- the ATS-message-priority: PRI: DD


An SS priority message will be submitted from the UA of IUT-A and
IUTBMHSA:
PRI: SS
FT: <FT>
OHI:
TEST IT101/TC05
Get the message with IUTBMHSA (UA-terminal of IUT-B). A RN is

submitted when the message is displayed.
Note. – Depending on UA implementation the user might be requested to
send the RN.
IUT-B system.
Check
- the ATS-message-priority: PRI: SS
Check the reception of a RN on the UA IUTAMHSA of the IUT-A

system.


A KK priority message will be submitted from the UA of IUT-B and
delivered to the UA of IUT-A.
Test description: From the User Agent IUTBMHSA send the following message to the UA
IUTAMHSA:
PRI: KK
FT: <FT>
OHI:
TEST IT102/TC01
Get the message with IUTAMHSA (UA-terminal of IUT-A).
Test control: Check the correct reception of the message at the UA IUTAMHSA of the
IUT-A system.
Check


A GG priority message will be submitted from the UA of IUT-B and
IUTAMHSA:
PRI: GG
FT: <FT>
OHI:
TEST IT102/TC02
IUT-A system.
Check


An FF priority message will be submitted from the UA of IUT-B and
IUTAMHSA:
PRI: FF
FT: <FT>
OHI:
TEST IT102/TC03
IUT-A system.
Check


A DD priority message will be submitted from the UA of IUT-B and
IUTAMHSA:
PRI: DD
FT: <FT>
OHI:
TEST IT102/TC04
Get the message with IUTAMHSA (UA-terminal of IUT-A)
IUT-A system.
Check


An SS priority message will be submitted from the UA of IUT-B and
IUTAMHSA:
PRI: SS
FT: <FT>
OHI:
TEST IT102/TC05
Get the message with IUTAMHSA (UA-terminal of IUT-A). A RN is

submitted when the message is displayed.
Note. – Depending on UA implementation the user might be
requested to send the RN.
IUT-A system.
Check
Check the reception of a RN on the UA IUTBMHSA of the IUT-B

system.

6.3 Gateway Operations (AFTN to AMHS)

Test-case id: Tested functionality: Conversion of messages with different AFTN
IT201/TC01 priorities
A KK priority message will be sent from the AFTN terminal of IUT-A,
converted to AMHS and received at the UA of IUT-B.
Test description: From the AFTN terminal IUTAFTNA of IUT-A send the following
message to the User Agent (UA) of IUT-B:
KK IUTBMHSA
<FT> IUTAFTNA
TEST IT201/TC01
The message is converted from AFTN into AMHS format in the MTCU
of IUT-A.
IUT-B system.
Check
- the message transfer priority: NON URGENT


A GG priority message will be sent from the AFTN terminal of IUT-A,
GG IUTBMHSA
<FT> IUTAFTNA
TEST IT201/TC02
of IUT-A.
IUT-B system.
Check


An FF priority message will be sent from the AFTN terminal of IUT-A,
FF IUTBMHSA
<FT> IUTAFTNA
TEST IT201/TC03
of IUT-A.
IUT-B system.
Check
- the message transfer priority: NORMAL


A DD priority message will be sent from the AFTN terminal of IUT-A,
DD IUTBMHSA
<FT> IUTAFTNA
TEST IT201/TC04
of IUT-A.
IUT-B system.
Check


An SS priority message will be sent from the AFTN terminal of IUT-A,
SS IUTBMHSA
<FT> IUTAFTNA
TEST IT201/TC05
of IUT-A.
Optional:
Generate a RN at the receiving UA IUTBMHSA of ITU-B.
IUT-B system.
Check
- the message transfer priority: URGENT
Optional:
If a RN is replied from the UA IUTBMHSA of ITU-B, the MTCU of
IUT-A converts it into an SS Ack message which is sent to the AFTN
terminal of IUT-A.
Check the reception of the SS Ack message at the AFTN terminal
IUTAFTNA of IUT-A. .Its originator indicator shall be the AFTN address
IUTBMHSA, and its text shall be “R <FT> IUTAFTNA”, where <FT>
denotes the filing time of the subject AFTN message.


A KK priority message will be sent from the AFTN terminal of IUT-B,
converted to AMHS and received at the UA of IUT-A.
Test description: From the AFTN terminal IUTBFTNA of IUT-B send the following
message to the User Agent (UA) of IUT-A:
KK IUTAMHSA
<FT> IUTBFTNA
TEST IT202/TC01
of IUT-B.
IUT-A system.
Check


A GG priority message will be sent from the AFTN terminal of IUT-B,
GG IUTAMHSA
<FT> IUTBFTNA
TEST IT202/TC02
of IUT-B.
IUT-A system.
Check


An FF priority message will be sent from the AFTN terminal of IUT-B,
FF IUTAMHSA
<FT> IUTBFTNA
TEST IT202/TC03
of IUT-B.
IUT-A system.
Check


A DD priority message will be sent from the AFTN terminal of IUT-B,
DD IUTAMHSA Test message ID: IT202M04
<FT> IUTBFTNA DD IUTAMHSA
TEST IT202/TC04 <FT> IUTBFTNA
TEST IT202/TC04
of IUT-B.
Test message ID: IT202M05
Test control: <FT> Check the correct reception of the message at the UA IUTAMHSA of the
IUTBFTNA IUT-A system.
TEST IT202/TC05 Check


An SS priority message will be sent from the AFTN terminal of IUT-B,
SS IUTAMHSA
<FT> IUTBFTNA
TEST IT202/TC05
of IUT-B.
Optional:
Generate a RN at the receiving UA IUTAMHSA of ITU-A.
IUT-A system.
Check
- the message transfer priority: URGENT
Optional:
If a RN is replied from the UA IUTAMHSA of ITU-A, the MTCU of
IUT-B converts it into an SS Ack message which is sent to the AFTN
terminal of IUT-B.
Check the reception of the SS Ack message at the AFTN terminal
IUTBFTNA of IUT-B. Its originator indicator shall be the AFTN address
IUTAMHSA, and its text shall be “R <FT> IUTBFTNA”, where <FT>
denotes the filing time of the subject AFTN message.

6.4 Gateway Operations (AMHS to AFTN)

Test-case id: Tested functionality: Conversion of messages with different ATS-
IT301/TC01 message-priorities
A KK priority message will be submitted from the UA of IUT-A,
converted to AFTN in IUT-B and received at the AFTN terminal of IUT-
B.
Test description: From the User Agent IUTAMHSA send the following message to the
AFTN terminal IUTBFTNA of IUT-B:
PRI: KK
FT: <FT>
OHI:
TEST IT301/TC01
The message is converted from AMHS into AFTN format in the MTCU
of IUT-B.
Test control: Check the correct reception of the message at the AFTN terminal
IUTBFTNA of the IUT-B system.
Check
- the AFTN priority: KK
- the AFTN filing time and
- the AFTN message text


A GG priority message will be submitted from the UA of IUT-A,
B.
PRI: GG
FT: <FT>
OHI:
TEST IT301/TC02
of IUT-B.
Test control: Check the correct reception of the message at the AFTN terminal
Check
- the AFTN priority: GG


An FF priority message will be submitted from the UA of IUT-A,
B.
PRI: FF
FT: <FT>
OHI:
TEST IT301/TC03
of IUT-B.
Test control: Check the correct reception of the message on the AFTN terminal
Check
- the AFTN priority: FF


A DD priority message will be submitted from the UA of IUT-A,
B.
PRI: DD
FT: <FT>
OHI:
TEST IT301/TC04
of IUT-B.
Check
- the AFTN priority: DD


Test-case id: Tested functionality: Conversion of messages with different ATS-message-
An SS priority message will be submitted from the UA of IUT-A,
converted to AFTN in IUT-B and received at the AFTN terminal of IUT-B
PRI: SS
FT: <FT>
OHI:
TEST IT301/TC05
The message is converted from AMHS into AFTN format in the MTCU of
IUT-B.
Optional:
Send an SS Acknowledgement message from the receiving AFTN terminal.
Check
- the AFTN priority: SS
Optional:
When the SS Ack message is replied, the MTCU of IUT-B converts it into a
RN.
Check the reception of the RN at the UA IUTAMHSA of ITU-A.

IT302 Convert an IPM to AFTN format (IUT-A)

A KK priority message will be submitted from the UA of IUT-B,
converted to AFTN in IUT-A and received at the AFTN terminal of IUT-
A.
Test description: From the User Agent IUTBMHSA send the following message to the
AFTN terminal IUTAFTNA of IUT-A:
PRI: KK
FT: <FT>
OHI:
TEST IT302/TC01
IUT-A.
IUTAFTNA of the IUT-A system.
Check


A GG priority message will be submitted from the UA of IUT-B,
A.
PRI: GG
FT: <FT>
OHI:
TEST IT302/TC02
IUT-A.
Check


An FF priority message will be submitted from the UA of IUT-B,
A.
PRI: FF
FT: <FT>
OHI:
TEST IT302/TC03
IUT-A.
Check


A DD priority message will be submitted from the UA of IUT-B,
A.
PRI: DD
FT: <FT>
OHI:
TEST IT302/TC04
IUT-A.
Check


An SS priority message will be submitted from the UA of IUT-B,
A.
PRI: SS
FT: <FT>
OHI:
TEST IT302/TC05
IUT-A.
Optional:
Check
Optional:
When the SS Ack message is replied, the MTCU of IUT-A converts it into a
RN.
Check the reception of the RN at the UA IUTBMHSA of ITU-B.

6.5 Gateway Operations (AFTN to AMHS to AFTN)
IT401 Convert an AFTN message to an IPM and back to AFTN format

(IUT-A to IUT-B)
An AFTN message with KK priority will be sent from the AFTN terminal
of IUT-A to the AFTN terminal of IUT-B.
Test description: From the AFTN terminal IUTAFTNA send the following message to the
KK IUTBFTNA
<FT> IUTAFTNA
TEST IT401/TC01
The message is - converted from AFTN into AMHS format in the MTCU
of IUT-A, - transferred via the MTA of IUT A to the MTA of IUT-B, -
routed to the MTCU of IUT-B and - converted from AMHS into AFTN
format in the MTCU of IUT-B.
.
Check


(IUT-A to IUT-B)
An AFTN message with GG priority will be sent from the AFTN terminal
GG IUTBFTNA
<FT> IUTAFTNA
TEST IT401/TC02
Check


(IUT-A to IUT-B)
An AFTN message with FF priority will be sent from the AFTN terminal
FF IUTBFTNA
<FT> IUTAFTNA
TEST IT401/TC03
.
Check


(IUT-A to IUT-B)
An AFTN message with DD priority will be sent from the AFTN terminal
DD IUTBFTNA
<FT> IUTAFTNA
TEST IT401/TC04
.
Check


(IUT-A to IUT-B)
An AFTN message with SS priority will be sent from the AFTN terminal
SS IUTBFTNA
<FT> IUTAFTNA
TEST IT401/TC05
Optional:
Check
Optional:
When the SS Ack message is replied, the MTCU of IUT-B converts it into a
RN, the RN is re-converted to an SS Acknowledgement message in the
MTCU of IUT-A.
Check the reception of the SS Acknowledgement at the AFTN terminal
IUTAFTNA of ITU-A.


(IUT-B to IUT-A)
An AFTN message with KK priority will be sent from the AFTN terminal
of IUT-B to the AFTN terminal of IUT-A.
Test description: From the AFTN terminal IUTBFTNA send the following message to the
KK IUTAFTNA
<FT> IUTBFTNA
TEST IT402/TC01
of IUT-B, - transferred via the MTA of IUT B to the MTA of IUT-A, -
routed to the MTCU of IUT-A and - converted from AMHS into AFTN
format in the MTCU of IUT-A.
Check


(IUT-B to IUT-A)
An AFTN message with GG priority will be sent from IUT-B to the AFTN
terminal of IUT-A.
GG IUTAFTNA
<FT> IUTBFTNA
TEST IT402/TC02
Check


(IUT-B to IUT-A)
An AFTN message with FF priority will be sent from the AFTN terminal
FF IUTAFTNA
<FT> IUTBFTNA
TEST IT402/TC03
Check


(IUT-B to IUT-A)
An AFTN message with DD priority will be sent from the AFTN terminal
DD IUTAFTNA
<FT> IUTBFTNA
TEST IT402/TC04
Check


(IUT-B to IUT-A)
An AFTN message with SS priority will be sent from the AFTN terminal
Test description: From the AFTN terminal of IUTBFTNA send the following message to the
SS IUTAFTNA
<FT> IUTBFTNA
TEST IT402/TC05
Optional:
Send an SS Acknowledgement message from the receiving AFTN
terminal.
Check
Optional:
When the SS Ack message is replied, the MTCU of IUT-A converts it into
a RN, the RN is re-converted to an SS Acknowledgement message in the
MTCU of IUT-B.
Check the reception of the SS Acknowledgement at the AFTN terminal
IUTBFTNA of ITU-B.

6.6 Gateway Operations – special cases

Test-case id: Tested functionality: Distribution of IPM
IT501/TC01 A message will be sent from a UA on IUT-A to IUT-B with Primary
Recipients addressing an AFTN terminal and a UA in IUT-B.
Test description: From IUTAMHSA send the following message to:

Primary Recipients: IUTBMHSA and IUTBFTNA
PRI: FF
FT: <FT>
TEST IT501/TC01
Get the message at the UA- and AFTN terminals of IUT-B.
Test control: Check the correct reception of the message by

IUTBFTNA and
IUTBMHSA in the IUT-B configuration.


IT501/TC02 A message will be sent from a UA on IUT-B to IUT-A with Primary
Recipients addressing an AFTN terminal and a UA in IUT-A.
Test description: From IUTBMHSA send the following message to:
Primary Recipients: IUTAMHSA and IUTAFTNA
PRI: FF
FT: <FT>
TEST IT501/TC02
Get the message at the UA- and AFTN terminals of IUT-A.

IUTAFTNA and
IUTAMHSA in the IUT-A configuration.


Recipients and Copy Recipients, addressing AFTN terminals and UAs in
IUT-B.
Copy Recipients: IUTBMHSB and IUTBFTNB
PRI: FF
FT: <FT>
TEST IT501/TC03

IUTBFTNA, IUTBFTNB and
IUTBMHSA, IUTBMHSB in the IUT-B configuration.


Recipients and Copy Recipients, addressing AFTN terminals and UAs in
IUT-A.
Copy Recipients: IUTAMHSB and IUTAFTNB
PRI: FF
FT: <FT>
TEST IT501/TC04

IUTAFTNA, IUTAFTNB and
IUTAMHSA, IUTAMHSB in the IUT-A configuration.


Recipients, Copy Recipients and Blind Copy Recipients, addressing AFTN
terminals and UAs in IUT-B.
Copy Recipients: IUTBMHSB and IUTBFTNB
Blind Copy Recipients: IUTBMHSC and IUTBFTNC
PRI: FF
FT: <FT>
TEST IT501/TC05
Test control: Check that at the AFTN Station of IUT-B one message with addresses
IUTBFTNA, IUTBFTNB and another message with the address
IUTBFTNC is received.
Check that at the UA IUTBMHSA one IPM is received which contains the
Primary Recipients IUTBMHSA, IUTBFTNA and the Copy Recipients
IUTBMHSB, IUTBFTNB, but no Blind Copy Recipients.
Check that at the UA IUTBMHSC one IPM is received which contains the
Primary Recipients IUTBMHSA, IUTBFTNA, the Copy Recipients
IUTBMHSB, IUTBFTNB and one Blind Copy Recipient IUTBMHSC.


Recipients, Copy Recipients and Blind Copy Recipients, addressing AFTN
terminals and UAs in IUT-A.
Copy Recipients: IUTAMHSB and IUTAFTNB
Blind Copy Recipients: IUTAMHSC and IUTAFTNC
PRI: FF
FT: <FT>
TEST IT501/TC06
Test control: Check that at the AFTN Station of IUT-A one message with addresses
IUTAFTNA, IUTAFTNB and another message with the address
IUTAFTNC is received.
Check that at the UA IUTAMHSA one IPM is received which contains the
Primary Recipients IUTAMHSA, IUTAFTNA and the Copy Recipients
IUTAMHSB, IUTAFTNB, but no Blind Copy Recipients.
Check that at the UA IUTAMHSC one IPM is received which contains the
Primary Recipients IUTAMHSA, IUTAFTNA, the Copy Recipients
IUTAMHSB, IUTAFTNB and one Blind Copy Recipient IUTAMHSC.


Test-case id: Tested functionality: Expanding of Distribution list
IT502/TC01 The message will be sent from a UA on IUT-A addressing a local DL
which contains addresses of AFTN terminals and the UA in IUT-B.
Test description: IUTADLLO must be configured as a local DL entry in IUT-A containing

the addresses IUTBFTNA IUTBFTNB and IUTBMHSA.
From IUTAMHSA send the following message to IUTADLLO:

PRI: FF
FT: <FT>
TEST IT502/TC01
Get the message at the UA and AFTN terminals of IUT-B.
Test control: Check the correct reception of the message by AFTN terminals
IUTBFTNA, IUTBFTNB and UA IUTBMHSA in the IUT-B
configuration.


IT502/TC02 The message will be sent from a UA on IUT-B addressing a local DL
which contains addresses of AFTN terminals and the UA in IUT-A.
Test description: IUTBDLLO must be configured as a local DL entry in IUT-A containing

the addresses IUTAFTNA, IUTAFTNB and IUTAMHSA.
From IUTBMHSA send the following message to IUTBDLLO:

PRI: FF
FT: <FT>
TEST IT502/TC02
Get the message at the UA and AFTN terminals of IUT-A.
IUTAFTNA, IUTAFTNB and UA IUTAMHSA in the IUT-A
configuration.


IT502/TC03 The message will be sent from a UA on IUT-A addressing a remote DL in
IUT-B which contains addresses of AFTN terminals and the UA in IUT-B
Test description: IUTBDLRE must be configured as a local DL entry in IUT-B containing

the addresses IUTBFTNA, IUTBFTNB and IUTBMHSA.
From IUTAMHSA send the following message to IUTBDLRE:

PRI: FF
FT: <FT>
TEST IT502/TC03
Get the message at the UA and AFTN terminals of IUT-B.
IUTBFTNA, IUTBFTNB and UA IUTBMHSA in the IUT-B
configuration.


IT502/TC04 The message will be sent from a UA on IUT-B addressing a remote DL in
IUT-A which contains addresses of AFTN terminals and the UA in IUT-A
Test description: IUTADLRE must be configured as a local DL entry in IUT-A containing

the addresses IUTAFTNA, IUTAFTNB and IUTAMHSA.
From IUTBMHSA send the following message to IUTADLRE:

PRI: FF
FT: <FT>
TEST IT502/TC04
IUTAFTNA, IUTAFTNB and UA IUTAMHSA in the IUT-A
configuration.

IT503 Convert or reject an IPM, if the ATS-message-text contains more than

1800 characters
Test-case id: Tested functionality: Conversion of “long” messages
IT503/TC01 A message with normal priority and length of about 4500 characters is sent
from the IUT-A to the IUT-B
Test description: From UA IUTAMHSA of IUT-A send the following message to the AFTN
terminal IUTBFTNA:
PRI: FF
FT: <FT>
OHI:
TEST IT503/TC01
TEXT 4500 CHARACTERS
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
…
123456789012345678901234567890123456789012345678901234567890123456789
END
Test control: The SARPs (3.1.2.3.5.2.1.7) specify that the message can be rejected (case a)
or split into several messages (case b). If the system provides “long AFTN
message” capability the message will be converted (case c).
If case a is implemented:
The message is not conveyed to the AFTN component.
Check the Report received at the User Agent position IUTAMHSA
Verify the following Per-Recipient-Report Non-Delivery information:
- Actual-recipient-name: MF-form address of IUTBFTNA
- reason code 1 signifies "unable-to-transfer"
- diagnostic code 7 signifies "content-too-long".
- supplementary information: "unable to convert to AFTN due to message text
length".
If case b is implemented:
Check that IUTBFTNA receives several messages.
If case c is implemented:
Check that IUTBFTNA receives one message.

a/b/c

IT503 Convert or reject an IPM, if the ATS-message-text contains more than

1800 characters
Test-case id: Tested functionality: Conversion of “long” messages
IT503/TC02 A message with normal priority and length of about 4500 characters is sent
from the IUT-B to the IUT-A
Test description: From UA IUTBMHSA of IUT-B send the following message to the AFTN
terminal IUTAFTNA:
PRI: FF
FT: <FT>
OHI:
TEST IT503/TC02
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
…
123456789012345678901234567890123456789012345678901234567890123456789
END
Test control: The SARPs (3.1.2.3.5.2.1.7) specify that the message can be rejected (case a)
or split into several messages (case b). If the system provides “long AFTN
message” capability the message will be converted (case c).
If case a is implemented:
The message is not conveyed to the AFTN component.
Check the Report received at the User Agent position IUTBMHSA
Verify the following Per-Recipient-Report Non-Delivery information:
- Actual-recipient-name: MF-form address of IUTAFTNA
- reason code 1 signifies "unable-to-transfer"
- diagnostic code 7 signifies "content-too-long".
- supplementary information: "unable to convert to AFTN due to message text
length".
If case b is implemented:
Check that IUTAFTNA receives several messages.
If case c is implemented:
Check that IUTAFTNA receives one message.
a/b/c


Test-case id: Tested functionality: Conversion of messages with more than 21 addresses
IT504/TC01 A message with normal priority containing 50 recipients is sent from the
IUT-A to the IUT-B.
Test description: From IUTAMHSA send the following message to the following addressees
(all recipients in the corresponding MF-Form):
IUTBFTNA,IUTBFTNB,IUTBFTNC,IUTBFTND,IUTBFTNE,IUTBFTNF,
IUTBFTNG,IUTBFTNH,IUTBFTNI,IUTBFTNJ,IUTBFTNK,IUTBFTNL,
IUTBFTNM,IUTBFTNN,IUTBFTNO,IUTBFTNP,IUTBFTNQ,IUTBFTNR,
IUTBFTNS,IUTBFTNT,IUTBFTNU,IUTBFTNV,IUTBFTNW,IUTBFTNX,
IUTBFTNY,
IUTBFTAA,IUTBFTAB,IUTBFTAC,IUTBFTAD,IUTBFTAE,IUTBFTAF,
IUTBFTAG,IUTBFTAH,IUTBFTAI,IUTBFTAJ,IUTBFTAK,IUTBFTAL,
IUTBFTAM,IUTBFTAN,IUTBFTAO,IUTBFTAP,IUTBFTAQ,IUTBFTAR,
IUTBFTAS,IUTBFTAT,IUTBFTAU,IUTBFTAV,IUTBFTAW,IUTBFTAX,
IUTBFTAY
FT: <FT>
OHI:
TEST IT504/TC01
Test control: PDR M4050004 (Title: AMHS - Too Many Recipients) is resolved.
Therefore the message shall be split into several messages.
The message is split into 3 copies, each conveyed to the AFTN component.
The first copy is addressed to 21 of the 50 addressee indicators.
The second copy is addressed to further 21 addressee indicators.
The third copy is addressed to the remaining 8 of the 50 addressee
indicators.
Check the correct reception of the messages on the AFTN terminal of IUT-
B.


Test-case id: Tested functionality: Conversion of messages with more than 21 addresses
IT504/TC02 A message with normal priority containing 50 recipients is sent from the IUT-
B to the IUT-A.
Test description: From IUTBMHSA send the following message to the following addressees (all
recipients in the corresponding MF-Form):
IUTAFTNA,IUTAFTNB,IUTAFTNC,IUTAFTND,IUTAFTNE,IUTAFTNF,
IUTAFTNG,IUTAFTNH,IUTAFTNI,IUTAFTNJ,IUTAFTNK,IUTAFTNL,
IUTAFTNM,IUTAFTNN,IUTAFTNO,IUTAFTNP,IUTAFTNQ,IUTAFTNR,
IUTAFTNS,IUTAFTNT,IUTAFTNU,IUTAFTNV,IUTAFTNW,IUTAFTNX,
IUTAFTNY,
IUTAFTAA,IUTAFTAB,IUTAFTAC,IUTAFTAD,IUTAFTAE,IUTAFTAF,
IUTAFTAG,IUTAFTAH,IUTAFTAI,IUTAFTAJ,IUTAFTAK,IUTAFTAL,
IUTAFTAM,IUTAFTAN,IUTAFTAO,IUTAFTAP,IUTAFTAQ,IUTAFTAR,
IUTAFTAS,IUTAFTAT,IUTAFTAU,IUTAFTAV,IUTAFTAW,IUTAFTAX,
IUTAFTAY
PRI: FF
FT: <FT>
OHI:
TEST IT504/TC02
Test control: PDR M4050004 (Title: AMHS - Too Many Recipients) is resolved. Therefore
the message shall be split into several messages.
The message is split into 3 copies, each conveyed to the AFTN component.
The first copy is addressed to 21 of the 50 addressee indicators.
The second copy is addressed to further 21 addressee indicators.
The third copy is addressed to the remaining 8 of the 50 addressee indicators.
Check the correct reception of the messages on the AFTN terminal of IUT-A.


Test-case id: Tested functionality: Processing of Probe Messages by UA and MTCU.
IT505/TC01 The messages will be sent from a UA on IUT-A to IUT-B, addressing AFTN
terminals and UAs in IUT-B.
Test description: From IUTAMHSA send a probe to IUTBFTNA, IUTBFTNB, IUTBMHSA.
Test control: On IUT-A UA IUTAMHSA:

One Delivery Report (DR) with 2 AFTN recipients from the MTCU and one
DR with one recipient from the MTA
Verify that the DR reporting about the AFTN addresses contains the
supplementary information “This report only indicates successful (potential)
conversion to AFTN, not delivery to a recipient”.


IT505/TC02 The messages will be sent from a UA on IUT-B to IUT-A, addressing AFTN
terminals and UAs in IUT-A.
Test description: From IUTBMHSA send a probe to IUTAFTNA, IUTAFTNB, IUTAMHSA.
Test control: On IUT-B UA IUTBMHSA:
One Delivery Report (DR) with 2 AFTN recipients from the MTCU and one
DR with one recipient from the MTA
Verify that the DR reporting about the AFTN addresses contains the
supplementary information “This report only indicates successful (potential)
conversion to AFTN, not delivery to a recipient”.


IT505/TC03 The messages will be sent from a UA on IUT-A to IUT-B, containing the
address of an AFTN terminal of IUT-B and an MF address which cannot be
translated by the MTCU of IUT-B.
Test description: From IUTAMHSA send a probe to IUTBFTNA, IUTBFTUU (address is not
provided in the look-up table of IUT-B).
Test control: Verify that at UA IUTAMHSA:
A Delivery Report, containing the reported recipient IUTBFTNA and a NDR,

containing the reported recipient IUTBFTUU, with:
- non-delivery-reason-code set to “unable-to-transfer”,
- non-delivery-diagnostic-code set to “unrecognized-OR-name”
are received.
Verify that the DR reporting about the address which could be translated
contains the supplementary information “This report only indicates successful
(potential) conversion to AFTN, not delivery to a recipient”.


IT505/TC04 The messages will be sent from a UA on IUT-B to IUT-A, containing the
address of an AFTN terminal of IUT-A and an MF address which cannot be
translated by the MTCU of IUT-A.
Test description: From IUTBMHSA send a probe to IUTAFTNA, IUTAFTUU (address is not
provided in the look-up table of IUT-A)
Test control: Verify that at UA IUTBMHSA:

A Delivery Report, containing the reported recipient IUTAFTNA and a NDR,
containing the reported recipient IUTAFTUU, with:
- non-delivery-reason-code set to “unable-to-transfer”,
- non-delivery-diagnostic-code set to “unrecognized-OR-name”
are received.
Verify that the DR reporting about the address which could be translated
contains the supplementary information “This report only indicates successful
(potential) conversion to AFTN, not delivery to a recipient”.

6.7 Stress traffic situations
IT601 Stress load

Test-case id: Tested functionality: AMHS traffic interchange after queuing of an amount
IT601/TC01 of messages
After queuing of an amount of messages both IUTs start sending a burst of
messages
Test description: Interrupt the connection between IUT-A and IUT-B by disabling the
physical connector used to send information to the underlying network in
one of the IUTs.
Select from the data base or generated by the UA and/or the AFTN terminal
100 messages in both IUTs.
For example, from IUTAFTNA send 100 messages to IUTBFTNA,
IUTBMHSA. and from IUTBFTNA send 100 messages to IUTAFTNA,
IUTAMHSA,
In the result on IUT-A and IUT-B there are 100 messages queued in
direction to the peer IUT.
Re-establish the connection between IUT-A and IUT-B. The queued

messages will be sent simultaneously from both IUTs.
Measure the time: from re-establishing the connection till sending the first
message and from sending the first till sending the last message.
Measure the time: from re-establishing the connection till receiving the first
message and from receiving the first message till receiving the last message.
Test control: Check that all 100 messages are received at the addressed terminals.
Check that no errors or malfunction are reported or observed at the IUTs
during the interchange period.
Analyse the measured time. Calculate at both sides the amount of time
needed to flush the queues. Unacceptable delays shall be treated as
“FAILED”.

The following table can be used to make notes of the Test Control Result.
Test Control Result Result Result

IT601/TC01 IT601/TC02 IT601/TC03
1. Notice the time of re-establishing
the connection sending direction.
2. Notice the time of sending the first
message.
3. Notice the time of sending the last
message.
4. Notice the time of re-establishing
the connection receiving direction.
5. Notice the time of receiving the

first message.
6. Notice the time of receiving the
last message.
7. Notice the number of messages
received (shall be equal to the
number of messages expected.)
8. Check the event logging of the
system for abnormalities in the area
of AMHS / X.400 / AFTN/AMHS
Gateway.
9. Check the event logging / traffic
traces for NDRs. (No NDRs are
awaited.)
10. Check for Control Position
events. (No related events are
awaited.)
11. Check the X.400 / AMHS

diagnostics, check the number of
associations used (in particular
possible hanging/unused
associations).
12. Monitor the underlying network

infrastructure (network specialist).
13. At both sides note the amount of

time needed to flush the queues.
(Unacceptable delays shall be treated
as “FAILED”)

IT601 Stress load

Test-case id: Tested functionality: AMHS traffic interchange after queuing of an amount of
IT601/TC02 messages
messages
Test description: Interrupt the connection between IUT-A and IUT-B by disabling the physical
connector used to send information to the underlying network in one of the
IUTs.
IUTAMHSA,
In the result on IUT-A and IUT-B there are 200 messages queued in direction
to the peer IUT.
Re-establish the connection between IUT-A and IUT-B.
The queued messages will be sent simultaneously from both IUTs.
Measure the time:
• from re-establishing the connection till sending the first message and
• from sending the first till sending the last message.
Measure the time:
• from re-establishing the connection till receiving the first message and
• from receiving the first message till receiving the last message.
Analyse the measured time. Calculate at both sides the amount of time needed
to flush the queues. Unacceptable delays shall be treated as “FAILED”.

IT601 Stress load

Test-case id: Tested functionality: AMHS traffic interchange after queuing of an amount of
IT601/TC03 messages
messages
Test description: Interrupt the connection between IUT-A and IUT-B by disabling the physical
connector used to send information to the underlying network in one of the
IUTs.
IUTAMHSA,
In the result on IUT-A and IUT-B there are 400 messages queued in direction
to the peer IUT.
Re-establish the connection between IUT-A and IUT-B.

The queued messages will be sent simultaneously from both IUTs.
Measure the time:

• from re-establishing the connection till sending the first message and
• from sending the first till sending the last message.
Measure the time:
• from re-establishing the connection till receiving the first message and
• from receiving the first message till receiving the last message.

Analyse the measured time. Calculate at both sides the amount of time needed
to flush the queues. Unacceptable delays shall be treated as “FAILED”.

7 Trilateral Test procedures - optional
7.1 Submission/Transfer/Delivery and Relay operations
IT701 Submission / Transfer / Delivery

Test-case id: Tested functionality: Submission, transfer and delivery of messages to
IT701/TC01 different IUTs
An IPM submitted in IUT-A is transferred to IUT-B, IUT-C and delivered to
the UAs of IUT-B, IUT-C.
Test Verify that the X.400 routing tables are configured according section 3.3,
description: thus: The X.400 routing table of IUT-A routes PRMD=IUTLAND-B to IUT-
B and PRMD=IUTLAND-C to IUT-C.
From UA IUTAMHSA send an ATS message (IPM) to UA IUTBMHSA and
IUTCMHSA:
PRI: FF
FT: <FT>
OHI:
TEST IT701/TC01
Test control: Verify that the message is received by both remote UAs in IUT-B and IUT-C.
• ATS-message-priority FF,

IT701 Submission / Transfer / Delivery

An IPM submitted in IUT-B is transferred to IUT-C, IUT-A and delivered to
the UAs of IUT-C, IUT-A.
description: thus: The X.400 routing table of IUT-B routes PRMD=IUTLAND-C to IUT-
C and PRMD=IUTLAND-A to IUT-A.
From the UA IUTBMHSA send an ATS message (IPM) to UA IUTAMHSA

and IUTCMHSA.
PRI: FF
FT: <FT>
OHI:
TEST IT701/TC02
Test control: Verify that the message is received by both remote UAs in IUT-A and IUT-C.

IT701 Submission / Transfer / Delivery between the partner MTAs

An IPM submitted in IUT-C is transferred to IUT-A, IUT-B and delivered to
the UA of IUT-A, IUT-B.
description: thus: The X.400 routing table of IUT-C routes PRMD=IUTLAND-A to IUT-
A and PRMD=IUTLAND-B to IUT-B.
From the UA IUTCMHSA send an ATS message (IPM) to UA IUTAMHSA
and IUTBMHSA.
PRI: FF
FT: <FT>
OHI:
TEST IT701/TC03
Test control: Verify that the messages is received by both remote UAs in IUT-A and IUT-
B.


Test-case id: Tested functionality: Transfer of messages by an IUT in between
IT702/TC01 An IPM is routed via an intermediate MTA and transferred from one IUT to
another IUT via a “relay” IUT.
Test description: Modify the X.400 routing as follows: The X.400 routing table of IUT-A
routes PRMD=IUTLAND-B and PRMD=IUTLAND-C to IUT-B. The
X.400 routing table of IUT-B routes PRMD=IUTLAND-C to IUT-C.
Hence, IUT-B is the “relay” IUT.
From the UA IUTAMHSA send an ATS message (IPM) to the UA

IUTCMHSA.
PRI: FF
FT: <FT>
OHI:
TEST IT702/TC01
Test control: Verify that the message has passed the IUT-B in between (if possible).
Verify that the message is received by the UA IUTCMHSA.


Test description: Modify the X.400 routing as follows: The X.400 routing table of IUT-B routes
PRMD=IUTLAND-A and PRMD=IUTLAND-C to IUT-C. The X.400 routing
table of IUT-C routes PRMD=IUTLAND-A to IUT-A.
Hence, IUT-C is the “relay” IUT.
From the UA IUTBMHSA send an ATS message (IPM) to the UA

IUTAMHSA.
PRI: FF
FT: <FT>
OHI:
TEST IT702/TC02
Test control: Verify that the message has passed the IUT-C in between (if possible).
Verify that the message is received by the UA IUTAMHSA.


Test description: Modify the X.400 routing as follows: The X.400 routing table of IUT-C
routes PRMD=IUTLAND-A and PRMD=IUTLAND-B to IUT-A. The
X.400 routing table of IUT-A routes PRMD=IUTLAND-B to IUT-B.
Hence, IUT-A is the “relay” IUT.
From the UA IUTCMHSA send an ATS message (IPM) to the UA

IUTBMHSA.
PRI: FF
FT: <FT>
OHI:
TEST IT702/TC03
Test control: Verify that the message has passed the IUT-A in between (if possible).
Verify that the message is received by the UA IUTBMHSA.

7.2 Test of special situations

Test-case id: Tested functionality: Alternate routing capability
IT801/TC01 An ATS message (IPM) queued due to outage of the primary X.400 routing
path is routed via an alternate MTA (IUT).
Test description: Verify that the X.400 routing tables are configured according section 3.3,
thus:
The X.400 routing table of IUT-A routes PRMD=IUTLAND-B to IUT-B and
PRMD=IUTLAND-C to IUT-C.
The X.400 routing table of IUT-C routes PRMD=IUTLAND-A to IUT-A and

PRMD=IUTLAND-B to IUT-B.
Cut the direct connection from IUT-A to IUT-B.

From the UA IUTAMHSA send an ATS message (IPM) to the UA
IUTBMHSA.
If alternate MTA routing functionality is implemented and configured in IUT-

A, the message will be transferred automatically via the “alternate”
connection.
Otherwise: Reroute the queued message manually (an operational procedure
for should exist).
Test control: Verify that the messages had passed the IUT-C in between (if possible).
Verify the message received by the UA IUTBMHSA.


thus: The X.400 routing table of IUT-A routes PRMD=IUTLAND-B to
IUT-B and PRMD=IUTLAND-C to IUT-C. The X.400 routing table of
IUT-B routes PRMD=IUTLAND-A to IUT-A and PRMD=IUTLAND-C to
IUT-C.
Cut the direct connection from IUT-B to IUT-C.
From the UA IUTBMHSA send an ATS message (IPM) to the UA

IUTCMHSA.
If alternate MTA routing functionality is implemented and configured in

IUT-B, the message will be transferred automatically via the “alternate”
connection.
Otherwise: Reroute the queued message manually (an operational
procedure for should exist).
Test control: Verify that the message had passed the IUT-A in between (if possible).
Verify the message received by the UA of IUTCMHSA.


thus:
The X.400 routing table of IUT-B routes PRMD=IUTLAND-A to IUT-A

and PRMD=IUTLAND-C to IUT-C. The X.400 routing table of IUT-C
routes PRMD=IUTLAND-A to IUT-A and PRMD=IUTLAND-B to IUT-
B.
Cut the direct connection from IUT-C to IUT-A.

From the UA IUTCMHSA send an ATS message (IPM) to the UA
IUTAMHSA.
If alternate MTA routing functionality is implemented and configured in

IUT-C, the message will be transferred automatically via the “alternate”
connection.
Otherwise: Reroute the queued message manually (an operational
procedure for should exist).
Test control: Verify that the message had passed the IUT-B in between (if possible).
Verify the message received by the UA of IUTAMHSA.


Test-case id: Tested functionality: A message traversing a loop is detected by an IUT.
IT802/TC01
Test description: Create a temporary routing loop. The X.400 routing table of IUT-A routes
PRMD=IUTLAND-X to IUT-B.The X.400 routing table of IUT-B routes
From UA IUTAMHSA send a message (IT802/M01) addressed to
IUTXLOOP. This message will be routed cyclically so that it is finally
performing a loop.
One IUT detects the looping message, stops the further transfer and non-
delivers the message.
Test control: Verify that:

• the message is discarded
• at UA IUTAMHSA a Non-Delivery-Report is received with non-
delivery-reason “transfer-failure” and non-delivery-diagnostic-code “loop
detected”.


IT802/TC02
From UA IUTBMHSA send a message (IT802/M02) addressed to
IUTXLOOP. This message will be routed cyclically so that it is finally
performing a loop.

• at UA IUTBMHSA a Non-Delivery-Report is received with non-delivery-
reason “transfer-failure” and non-delivery-diagnostic-code “loop detected”.


IT802/TC03
From UA IUTCMHSA send a message (IT802/M03) addressed to
IUTXLOOP. The message will be routed cyclically so that it is finally
performing a loop.

• at UA IUTCMHSA a Non-Delivery-Report is received with non-
delivery-reason “transfer-failure” and non-delivery-diagnostic-code “loop
detected”.

8 Test message templates
8.1 Test message templates for IUT-A
8.1.1 Input device User Agent (UA): IUTAMHSA
From UA to UA IUTBMHSA
IUTAMHSA
Test message ID: PRI: KK
IT101M01 FT: <FT>
OHI:
TEST IT101/TC01
Test message ID: PRI: GG
IT101M02 FT: <FT>
OHI:
TEST IT101/TC02
Test message ID: PRI: FF
IT101M03 FT: <FT>
OHI:
TEST IT101/TC03
Test message ID: PRI: DD
IT101M04 FT: <FT>
OHI:
TEST IT101/TC04
Test message ID: PRI: SS
IT101M05 FT: <FT>
OHI:
TEST IT101/TC05

From UA to UA IUTBFTNA
IUTAMHSA
IT301M01 FT: <FT>
OHI:
TEST IT301/TC01
IT301M02 FT: <FT>
OHI:
TEST IT301/TC02
IT301M03 FT: <FT>
OHI:
TEST IT301/TC03
IT301M04 FT: <FT>
OHI:
TEST IT301/TC04
IT301M05 FT: <FT>
OHI:
TEST IT301/TC05
From UA IUTAMHSA To Primary Recipients: IUTBMHSA and IUTBFTNA

IT501M01 FT: <FT>
OHI:
TEST IT501/TC01
Test message ID: To Primary Recipients: IUTBMHSA and IUTBFTNA
IT501M03 To Copy Recipients: IUTBMHSB and IUTBFTNB
PRI: FF
FT: <FT>
OHI:
TEST IT501/TC03
Test message ID: To Primary Recipients: IUTBMHSA and IUTBFTNA
IT501M05 To Copy Recipients: IUTBMHSB and IUTBFTNB
To Blind Copy Recipients: IUTBMHSC and IUTBFTNC
PRI: FF
FT: <FT>
OHI:
TEST IT501/TC05

From UA IUTAMHSA To: IUTADLLO

IT502M01 FT: <FT>
OHI:
TEST IT502/TC01
Test message ID: To: IUTBDLRE
IT502M03 PRI: FF
FT: <FT>
OHI:
TEST IT502/TC03
From UA IUTAMHSA To: AFTN terminal IUTBFTNA
IT503M01 FT: <FT>
OHI:
TEST IT503/TC01
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
… <63 figure lines 1234567890 … 123456789>
123456789012345678901234567890123456789012345678901234567890123456789
END
From UA IUTAMHSA To IUTBFTNA, IUTBFTNB, IUTBFTNC, IUTBFTND, IUTBFTNE,
Test message ID: IUTBFTNF, IUTBFTNG, IUTBFTNH, IUTBFTNI, IUTBFTNJ,
IT504M01 IUTBFTNK, IUTBFTNL, IUTBFTNM, IUTBFTNN, IUTBFTNO,
IUTBFTNP, IUTBFTNQ, IUTBFTNR, IUTBFTNS, IUTBFTNT,
IUTBFTNU, IUTBFTNV, IUTBFTNW, IUTBFTNX, IUTBFTNY,
IUTBFTAA, IUTBFTAB, IUTBFTAC, IUTBFTAD, IUTBFTAE,
IUTBFTAF, IUTBFTAG, IUTBFTAH, IUTBFTAI, IUTBFTAJ,
IUTBFTAK, IUTBFTAL, IUTBFTAM, IUTBFTAN, IUTBFTAO,
IUTBFTAP, IUTBFTAQ, IUTBFTAR, IUTBFTAS, IUTBFTAT,
IUTBFTAU, IUTBFTAV, IUTBFTAW, IUTBFTAX, IUTBFTAY
PRI: FF
FT: <FT>
OHI:
TEST IT504/TC01

8.1.2 Input device AFTN Terminal: IUTAFTNA
From AFTN To UA IUTBMHSA

Terminal
IUTAFTNA
Test message ID: KK IUTBMHSA
IT201M01 <FT> IUTAFTNA
TEST IT201/TC01
Test message ID: GG IUTBMHSA
TEST IT201/TC02
Test message ID: FF IUTBMHSA
TEST IT201/TC03
Test message ID: DD IUTBMHSA
TEST IT201/TC04
Test message ID: SS IUTBMHSA
TEST IT201/TC05
From AFTN to AFTN Terminal IUTBFTNA

Terminal
IUTAFTNA
Test message ID: KK IUTBFTNA
TEST IT401/TC01
Test message ID: GG IUTBFTNA
TEST IT401/TC02
Test message ID: FF IUTBFTNA
TEST IT401/TC03
Test message ID: DD IUTBFTNA
TEST IT401/TC04
Test message ID: SS IUTBFTNA
TEST IT401/TC05

8.2 Test message templates for IUT-B
8.2.1 Input device User Agent (UA): IUTBMHSA
From UA to UA IUTAMHSA
IUTBMHSA
IT102M01 FT: <FT>
OHI:
TEST IT102/TC01
IT102M02 FT: <FT>
OHI:
TEST IT102/TC02
IT102M03 FT: <FT>
OHI:
TEST IT102/TC03
IT102M04 FT: <FT>
OHI:
TEST IT102/TC04
IT102M05 FT: <FT>
OHI:
TEST IT102/TC05
From UA to AFTN Terminal IUTAFTNA

IUTBMHSA
IT302M01 FT: <FT>
OHI:
TEST IT302/TC01
IT302M02 FT: <FT>
OHI:
TEST IT302/TC02
IT302M03 FT: <FT>
OHI:
TEST IT302/TC03
IT302M04 FT: <FT>
OHI:
TEST IT302/TC04
IT302M05 FT: <FT>
OHI:
TEST IT302/TC05

From UA To Primary Recipients: IUTAMHSA and IUTAFTNA

IUTBMHSA PRI: FF
Test message ID: FT: <FT>
IT501M02 OHI:
TEST IT501/TC02
Test message ID: To Primary Recipients: IUTAMHSA and IUTAFTNA
IT501M04 To Copy Recipients: IUTAMHSB and IUTAFTNB
PRI: FF
FT: <FT>
OHI:
TEST IT501/TC04
Test message ID: To Primary Recipients: IUTAMHSA and IUTAFTNA
IT501M06 To Copy Recipients: IUTAMHSB and IUTAFTNB
To Blind Copy Recipients: IUTAMHSC and IUTAFTNC
PRI: FF
FT: <FT>
OHI:
TEST IT501/TC06
From UA To: IUTBDLLO
IUTBMHSA PRI: FF
IT502M02 OHI:
TEST IT502/TC02
Test message ID: To: IUTADLRE
IT502M04 PRI: FF
FT: <FT>
OHI:
TEST IT502/TC04
From UA To: AFTN Terminal IUTAFTNA
IUTBMHSA PRI: FF
IT503M02 OHI:
TEST IT503/TC02
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
123456789012345678901234567890123456789012345678901234567890123456789
… <63 figure lines 1234567890 … 123456789>
123456789012345678901234567890123456789012345678901234567890123456789
END

From UA To: IUTAFTNA,IUTAFTNB,IUTAFTNC,IUTAFTND,IUTAFTNE,IUTAFTNF,

IUTBMHSA IUTAFTNG,IUTAFTNH,IUTAFTNI,IUTAFTNJ,IUTAFTNK,IUTAFTNL,
IUTAFTNM,IUTAFTNN,IUTAFTNO,IUTAFTNP,IUTAFTNQ,IUTAFTNR,
Test message ID:
IUTAFTNS,IUTAFTNT,IUTAFTNU,IUTAFTNV,IUTAFTNW,IUTAFTNX,
IT504M02 IUTAFTNY,IUTAFTAA,IUTAFTAB,IUTAFTAC,IUTAFTAD,IUTAFTAE,
IUTAFTAF,IUTAFTAG,IUTAFTAH,IUTAFTAI,IUTAFTAJ,IUTAFTAK,
IUTAFTAL,IUTAFTAM,IUTAFTAN,IUTAFTAO,IUTAFTAP,IUTAFTAQ,
IUTAFTAR,IUTAFTAS,IUTAFTAT,IUTAFTAU,IUTAFTAV,IUTAFTAW,
IUTAFTAX,IUTAFTAY
PRI: FF
FT: <FT>
OHI:
TEST IT504/TC02
8.3 Input device AFTN Terminal: IUTBFTNA
From AFTN to UA IUTAMHSA

Terminal
IUTBFTNA
Test message ID: KK IUTAMHSA
IT202M01 <FT> IUTBFTNA
TEST IT202/TC01
Test message ID: GG IUTAMHSA
TEST IT202/TC02
Test message ID: FF IUTAMHSA
TEST IT202/TC03
Test message ID: DD IUTAMHSA
TEST IT202/TC04
Test message ID: SS IUTAMHSA
TEST IT202/TC05

From AFTN to UA IUTAMHSA

Terminal
IUTBFTNA
Test message ID: KK IUTAFTNA
TEST IT402/TC01
Test message ID: GG IUTAFTNA
TEST IT402/TC02
Test message ID: FF IUTAFTNA
TEST IT402/TC03
Test message ID: DD IUTAFTNA
TEST IT402/TC04
Test message ID: SS IUTAFTNA
TEST IT402/TC05
8.4 Test message templates for multilateral tests
From UA To: IUTBMHSA and IUTCMHSA

IUTAMHSA PRI: FF
IT701M01 OHI:
TEST IT701/TC01
From UA To: IUTAMHSA and IUTCMHSA
IUTBMHSA PRI: FF
IT701M02 OHI:
TEST IT701/TC02
From UA To: IUTAMHSA and IUTBMHSA
IUTCMHSA PRI: FF
IT701M03 OHI:
TEST IT701/TC03

From UA To: IUTCMHSA

IUTAMHSA PRI: FF
IT702M01 OHI:
TEST IT702/TC01
From UA To: IUTAMHSA
IUTBMHSA PRI: FF
IT702M02 OHI:
TEST IT702/TC02
From UA To: IUTBMHSA
IUTCMHSA PRI: FF
IT702M03 OHI:
TEST IT702/TC03
From UA To: IUTBMHSA

IUTAMHSA PRI: FF
IT801M01 OHI:
TEST IT801/TC01
From UA To: IUTCMHSA
IUTBMHSA PRI: FF
IT801M02 OHI:
TEST IT801/TC02
From UA To: IUTAMHSA
IUTCMHSA PRI: FF
IT801M03 OHI:
TEST IT801/TC03
From UA To: IUTXMHSA

IUTAMHSA PRI: FF
IT802M01 OHI:
TEST IT802/TC01
IUTBMHSA PRI: FF
IT802M02 OHI:
TEST IT802/TC02
IUTCMHSA Test PRI: FF
message ID: FT: <FT>
IT802M03 OHI:
TEST IT802/TC03
- END -

ANNEX F
AMHS Pre-Operational Tests
Version 1.0 September 2007 i

ANNEX F
of
AMHS Manual
Version 1.0 September 2007 ii

Document Control Log
Edition Date Comments

Section/pages
affected
1.0 15/06/2007 Creation of the document. all
Version 1.0 September 2007 iii

Table of Contents
1 Introduction ..................................................................................................................................... 1
1.3 Test Identification Scheme ................................................................................................................. 1
2 AMHS Interoperability Test Environment ...................................................................................... 3
2.3 General parameters to be agreed......................................................................................................... 9
2.3.1 Default MTA names and passwords ............................................................................................... 9
2.3.2 TSAP addresses .............................................................................................................................. 9
2.3.3 IP addresses.................................................................................................................................. 10
2.3.4 Type and number of associations.................................................................................................. 10
3 Addressing Plan for AMHS Interoperability Testing .................................................................... 10
3.1 User addresses .................................................................................................................................. 10
3.2 DL addresses..................................................................................................................................... 12
3.3 AFTN and X.400 Routing Tables..................................................................................................... 12
3.3.1 AFTN and X.400 Routing Tables of IUT-A................................................................................... 12
3.3.2 AFTN and X.400 Routing Tables of IUT-B................................................................................... 13
3.3.3 AFTN and X.400 Routing Tables of IUT-C................................................................................... 14
3.4 Look-up Table .................................................................................................................................. 15
3.4.1 Generic look-up Table for all Implementations Under Test (IUT) (CAAS single “O” type)........ 15
3.4.2 Generic look-up Table for all Implementations Under Test (IUT) (“XF” type).......................... 16
3.5 Local AMHS User address book ...................................................................................................... 17
3.5.1 Local AMHS User address book for UA of all Implementations Under Test (IUT) (CAAS single
“O” type)...................................................................................................................................................... 17
3.5.2 Local AMHS User address book for UA of all Implementations Under Test (IUT) (“XF” type) 19
4 Bilateral Test Procedures............................................................................................................... 20
4.1.1 IT101 – Submit, transfer and deliver an IPM (UA IUT-A to UA IUT-B)...................................... 20
4.1.2 IT102 – Submit, transfer and deliver an IPM (UA IUT-B to UA IUT-A)...................................... 21
4.2.1 IT201 – Convert an AFTN message to AMHS format (IUT-A)..................................................... 22
4.2.2 IT202 – Convert an AFTN message to AMHS format (IUT-B)..................................................... 23
4.3.1 IT301 – Convert an IPM generated by the UA of IUT-A to AFTN format.................................... 24
4.5 Gateway Operations – special case scenarios ................................................................................... 27
4.5.1 IT501 – Distribute an IPM to AMHS and AFTN users ................................................................. 27
4.5.2 IT502 – Expand a DL addressing both AMHS and AFTN users .................................................. 28
4.5.3 IT503 – Convert an IPM, if the ATS-message-text contains more than 1800 characters ... 28
4.5.4 IT504 – Split an incoming IPM addressing more than 21 AFTN users ........................................ 30
4.5.5 IT505 – Probe Conveyance Test ................................................................................................... 31
4.6.1 IT601 – Stress load ....................................................................................................................... 32
5 Trilateral Test procedures - optional.............................................................................................. 33
5.1 Submission/Transfer/Delivery and Relay operations........................................................................ 33
5.1.1 IT701 – Submission /Transfer/Delivery between the partner MTAs............................................. 33
5.1.2 IT702 – Relay operations.............................................................................................................. 34
Version 1.0 September 2007 iv

5.2 Test of special situations................................................................................................................... 35
5.2.1 IT801 – Alternate MTA routing .................................................................................................... 35
5.2.2 IT802– Loop detection .................................................................................................................. 36
6 Bilateral Test Procedures – Test Scenarios.................................................................................... 37
6.1 Introduction ...................................................................................................................................... 37
6.6 Gateway Operations – special cases ................................................................................................. 78
7 Trilateral Test procedures - optional............................................................................................ 100
7.1 Submission/Transfer/Delivery and Relay operations...................................................................... 100
7.2 Test of special situations................................................................................................................. 106
8 Test message templates................................................................................................................ 112
8.1 Test message templates for IUT-A ................................................................................................. 112
8.1.1 Input device User Agent (UA): IUTAMHSA ............................................................................... 112
8.1.2 Input device AFTN Terminal: IUTAFTNA.................................................................................. 115
8.2 Test message templates for IUT-B ................................................................................................. 116
8.2.1 Input device User Agent (UA): IUTBMHSA ............................................................................... 116
8.3 Input device AFTN Terminal: IUTBFTNA.................................................................................... 118
8.4 Test message templates for multilateral tests.................................................................................. 119
1 Introduction ..................................................................................................................................... 1
1.2 Objectives of the Pre-operational Tests .............................................................................................. 1
1.3 Test Overview..................................................................................................................................... 1
2 AMHS Pre-operational Test Environment ...................................................................................... 3
3 Operational system setup - Configuration ....................................................................................... 4
3.1 Configuration Lower Layers............................................................................................................... 4
3.2 Configuration Upper Layers ............................................................................................................... 4
4 Addressing Plan for AMHS Pre-operational Testing ...................................................................... 5
4.1 User addresses .................................................................................................................................... 5
4.1.1 AMHS Users for Test partner 1 ...................................................................................................... 5
4.1.2 AMHS Users for Test partner 2 ...................................................................................................... 5
4.2 Addresses for Traffic Duplication ...................................................................................................... 6
4.2.1 AFTN Addresses selected for Traffic Duplication -Test partner 1 to Test partner 2...................... 6
4.2.2 AFTN Addresses selected for Traffic Duplication -Test partner 2 to Test partner 1...................... 7
4.3 DL addresses....................................................................................................................................... 7
4.4 AFTN and X.400 Routing Tables....................................................................................................... 7
4.5 Look-up Tables................................................................................................................................... 8
4.5.1 Generic look-up Tables................................................................................................................... 8
4.5.2 User address look-up Table ............................................................................................................ 8
5 Test Description............................................................................................................................... 9
5.1 Test Scenarios..................................................................................................................................... 9
5.2 Pre-operational AMHS Tests.............................................................................................................. 9
5.2.1 Go-NoGo test (Partner 1 to Test Partner 2) ................................................................................. 10
5.2.2 Go-NoGo test Test partner 2 to Test partner 1 ............................................................................. 11
5.2.3 Duplicated message exchange ...................................................................................................... 12
5.2.4 Stress / Load Test.......................................................................................................................... 14
5.2.5 Additional selected and agreed Interoperability Tests ................................................................. 15
Version 1.0 September 2007 v

Table of Figures
Figure F- 1: AMHS Pre-operational Test Environment ............................................................3
List of Tables
Table F- 1: Estimated duration of the AMHS Pre-operational Tests.........................................2
Table F- 2: Configuration Lower Layers ...................................................................................4
Table F- 3: Configuration Upper Layers ...................................................................................4
Table F- 4: Registered AMHS Users (Test partner 1) ...............................................................5
Table F- 5: Registered AMHS Users (Test partner 2) ...............................................................5
Table F- 6: AFTN addresses -Test partner 1 to Test partner 2 ..................................................6
Table F- 7: AFTN addresses -Test partner 2 to Test partner 1 ..................................................7
Table F- 8: Test Scenario overview ...........................................................................................9
References
[1] ICAO Annex 10 – Aeronautical Telecommunications, Volume II: Communication
Procedures
[2] ICAO DOC 9705-AN/956: The Manual of technical provisions for the ATN, Sub-volume
III, Section 3.1 –Edition 3 (2002) – Referred to as AMHS SARPs
[3] ASIAPAC Doc 020 – ASIAPAC AMHS Manual, Main Part
[4] ASIAPAC Doc 020 – ASIAPAC AMHS Manual, Appendix C, AMHS Testing
Requirements
[5] ASIAPAC Doc 020 – ASIAPAC AMHS Manual, Appendix D, AMHS Conformance Tests
Version 1.0 September 2007 vi
[6] ASIAPAC Doc 020 – ASIAPAC AMHS Manual, Appendix E, AMHS Interoperability
Tests
Version 1.0 September 2007 vii

ASIA/PAC AMHS Manual Annex F
1 Introduction
1.1 Purpose of the Document
The purpose of the document is to define AMHS Pre-operational Tests in order to ensure the
interoperability between AMHS systems prepared for going into operation. The document
defines the objectives and prerequisites as well as the tests themselves.
The AMHS Pre-operational Tests are interoperability type tests. They are the last tests
between Operational Systems and should be performed within the operational network
environment before the “AMHS cut-over”.
After "AMHS cut-over" the AMHS relation between the two systems is operational. That
means: the exchange of the complete operational traffic (or a part of that) is performed by
means of AMHS only. For this traffic no other means (AFTN or X.25) are used.
1.2 Objectives of the Pre-operational Tests
The objectives of the AMHS Pre-operational Tests are:
1. To test the interoperability between the AMHS systems in an operational environment.
2. To test the integrity of the messages exchanged.
3. To test the message exchange after a disturbance (e.g. queued messages).
The prerequisites of the AMHS Pre-operational Tests are:
• Successful performance of AMHS Conformance Tests as specified in [5], through

which the compliance of all systems under test to the [2] has been demonstrated, and
• Successful performance of AMHS Interoperability Tests as specified in [6], through
which the interoperability of these AMHS systems in a test (bed) environment has been
demonstrated, and
• Successful performance of Underlying Network Tests, through which is demonstrated
that the underlying (IP) network is available and stable, and
• System configuration on both systems (The agreed set is loaded and established.)
The messages used in the AMHS Pre-operational Tests are generated either:
• manually, or
• using parallel duplicated traffic;
1.3 Test Overview
The following tests have to be performed:
1. Go-NoGo Test: A simple test which checks that the configuration and underlying
network functions are operating correctly. It is a prerequisite for the subsequent tests.
2. Traffic duplication and verification: For selected AFTN addressee indicators all traffic1
will be duplicated to corresponding AMHS recipient addresses on the remote system.
On the remote system the AFTN message received will be compared with the copy
received by the AMHS user.

Annex F ASIA/PAC AMHS Manual
3. Stress test: The outgoing AMHS traffic recorded in one day within the previous test is
repeated from one to the other system and vice versa. To simulate an outage between
the involved systems the LAN connection can be disabled; in consequence the messages
are queued. If enough messages are queued the LAN connection will be enabled.
4. (Optional) Selected test cases from the AMHS Interoperability Tests: Due to the fact
that in the pre-operational test phase the operational system with the complete
operational setup is used, a selection of interoperability tests may be repeated.
The estimated duration of the AMHS Pre-operational Tests is 4 days and calculated as
follows:
Test ID Duration Remark

inclusive set-up /
PRE001 and PRE002 1 hour
co-ordination
PRE003 3 days
PRE003 0.5 day
optional (selected Interoperability Tests) 1 hour
Table F- 1: Estimated duration of the AMHS Pre-operational Tests

1
Traffic consisting of the locally originated AFTN flow and the incoming AFTN flow; Locally originated AFTN
flow: national AFTN traffic received by the COM Centre addressed to international (or national) communication
partners; Incoming AFTN flow: international AFTN traffic received by the COM Centre addressed to
international (or national) communication partners.
2
Where aaaa = the location indicator of the MTA location of the Test partner 1.
3
Where dddd = the location indicator of the MTA location of the Test partner 2.
1.4 Document Structure
Chapter 1 presents the purpose, objectives and test overview.

Chapter 2 presents the test environment used for AMHS Pre-operational Testing.
Chapter 3 defines the set-up and configuration of the AMHS systems.
Chapter 4 defines the addressing plan for AMHS Pre-operational Testing.
Chapter 5 contains the description of the Pre-operational Tests.

2 AMHS Pre-operational Test Environment

2.1 Application infrastructure
The AMHS systems prepared for going into operation are interconnected by means of the
operational infrastructure (cf. Figure F-1).
Figure F- 1: AMHS Pre-operational Test Environment
2.2 Transport infrastructure
One of the recommended infrastructures was TCP/IP protocol (IPv4/IPv6). In line with
existing recommendations, the operational IP connection should utilize IPv6 at the
international level and should provide a redundant connectivity. The redundancy concept of
the network ensures the reach ability in any case between the MTAs, while the MTA uses
single IP addresses only.

3 Operational system setup - Configuration

The AMHS Systems involved in the pre-operational tests are expected to be configured “as
close” to the Operational Systems as possible (with respect to routing tables and look-up
tables).
Special addresses needed for testing are listed in this document.
MTA names etc. shall follow the recommendations laid down in [3]. For completeness they
are listed hereafter.
3.1 Configuration Lower Layers
Item Test partner 1 Test partner 2 Recommended values

e.g. '544350' (“TCP”) or '4D4853'
TSAP TBD TBD
(“MHS”)
IPv6
TBD TBD
Address
IP Port TBD TBD 102
Table F- 2: Configuration Lower Layers
3.2 Configuration Upper Layers
Item Item Test partner 1 Test partner 2 Recommended values
MTA Name MTA-aaaa2-1 MTA-dddd3-1 cf. [3] section 8.2

Password ICAO-aaaa-1 ICAO-dddd-1 cf. [3] section 8.2
PSAP not used not used not used
SSAP not used not used not used
Number of incoming TBD TBD 5, should be equal to the
associations outgoing number
Number of outgoing TBD TBD 5, should be equal to the
associations incoming number
Protocol type X.400/1988 X.400/1988 cf. PDR M6080001 Phasing
out of IPM 1984
Dialogue mode Monologue Monologue
Table F- 3: Configuration Upper Layers

4 Addressing Plan for AMHS Pre-operational Testing
4.1 User addresses
To meet the scope of testing, the test-address space used by AMHS Pre-operational Testing
should include for each test partner as minimum one AMHS user.
4.1.1 AMHS Users for Test partner 1
User Name MF-address Remarks
aaaaAMHA /C=XX/A=ICAO/P=bbbb/O=cccc/OU1=aaaa or other than AMHA

/CN=aaaaAMHA
Table F- 4: Registered AMHS Users (Test partner 1)

Example:
LEEEAMHA /C=XX/A=ICAO/P=AENA/O=LECM/OU1=LEEE
/CN=LEEEAMHA
4.1.2 AMHS Users for Test partner 2
ddddAMHA /C=XX/A=ICAO/P=eeee/O=ffff/OU1=dddd or other than AMHA

/CN=ddddAMHA
Table F- 5: Registered AMHS Users (Test partner 2)
Example:
EDDDYFYA /C=XX/A=ICAO/P=GERMANY/O=EDDD/OU1=
EDDD /CN=EDDDYFYA

4.2 Addresses for Traffic Duplication
Due to the fact that the Pre-operational tests will be performed in an operational
environment the addresses selected for duplication cannot be pre-determined in this
document. The following tables show two different possibilities how to define these
addresses. The test partners have all freedom in definition and selection.
It is recommended to select those addresses for duplication to which a moderate number of

messages are usually transmitted.
4.2.1 AFTN Addresses selected for Traffic Duplication -Test partner 1 to Test
partner 2
AF Address O/R address Remarks
ddaaCOPY /C=XX/A=ICAO/P=eeee/O=ffff/OU1=ddaa Copy of a real ddaa

/CN=ddaaCOPY address
ddbbCOPY /C=XX/A=ICAO/P=eeee/O=ffff /OU1=ddbb Copy of a real ddbb
/CN=ddbbCOPY address
ddccCOPY /C=XX/A=ICAO/P=eeee/O=ffff /OU1=ddcc Copy of a real ddcc
/CN=ddccCOPY address
Table F- 6: AFTN addresses -Test partner 1 to Test partner 2
Example:
LEEECOPY /C=XX/A=ICAO/P=AENA/O=LECM/OU1=LEEE real address:

/CN=LEEECOPY LEEEYNYX
LEEACOPY /C=XX/A=ICAO/P=AENA/O=LECM/OU1=LEEA real address:
/CN=LEEACOPY LEMMYMYX
LECMCOPY /C=XX/A=ICAO/P=AENA/O=LECM/OU1=LECM real address:
/CN=LECMCOPY LECMZAZX

4.2.2 AFTN Addresses selected for Traffic Duplication -Test partner 2 to Test
partner 1
aaaaAMHA /C=XX/A=ICAO/P=bbbb/O=cccc/OU1=aaaa Copy of a real aaaa

/CN=aaaaAMHA address
aaaaAMHB /C=XX/A=ICAO/P=bbbb/O=cccc/OU1=aaaa Copy of another real
/CN=aaaaAMHB aaaa address
aaccAMHC /C=XX/A=ICAO/P=bbbb/O=cccc/OU1=aacc Copy of a real aacc

/CN=aaccAMHC address
Table F- 7: AFTN addresses -Test partner 2 to Test partner 1
Example:
EDDDAMHA /C=XX/A=ICAO/P=GERMANY/O=EDDD/OU1=EDDD real address:

/CN=EDDDAMHA EDDDYNYX
EDDDAMHB /C=XX/A=ICAO/P=GERMANY/O=EDDD/OU1=EDDD real address:
/CN=EDDDAMHB EDZOYMYX
EDZZAMHC /C=XX/A=ICAO/P=GERMANY/O=EDDD/OU1=EDZZ real address:
/CN=EDZZAMHC EDZZNAXX
4.3 DL addresses
It is recommended to use for DLs specific Common Names (CN) to make it transparent for
the users that this special O/R address is related to a Distribution list. The CN of a DL O/R
address should in line with the definition for PDAI in [1].
4.4 AFTN and X.400 Routing Tables
It is recommended that the systems involved in the Pre-operational Tests are configured
with the latest valid AFTN Routing Table available in the AMC system including the
minor changes needed for the Pre-operational Tests themselves.
Only for the selected traffic (bilaterally agreed addresses) shall AFTN routing paths through
the MTCU be set up.
Furthermore it is recommended that the systems are configured with the complete X.400.

Routing Table covering all existing PRMD names. For all PRMD names which are not
involved in the Pre-operational Tests, a default routing to a "Dummy MTA direction" shall be
defined in order to handle exceptional situations within the Pre-operational Tests as well as
for future operations.
Only for the selected traffic (bilaterally agreed addresses) shall respective X.400 routing paths
through the MTCU or to the adjacent MTA be set up.
The recommended complete setup of the X.400 Routing table allows the responsible
international COM Centre to ensure that each message entered into an international Network
(AFTN, X.25 as well as AMHS) is correct in format and addressing. When using a reduced
X.400 routing table, (use of general default routing entries), such checking of addressing
cannot be performed, especially if domestic UAs are connected. Only with the full set of
PRMD routing entries, is a minimum checking of address validity possible.
4.5 Look-up Tables
4.5.1 Generic look-up Tables
It is recommended that the systems are configured with the complete set of information
required for the address translation.
The tables needed are reflected in [8] or in the Intra MD Addressing function of the ATS
Messaging Management Centre (AMC). From the AMC the complete MD Look-up Table
(AMHS MD Register Export. csv) and the complete CAAS Look-up Tables (CAAS
Table .csv) can be downloaded.
Loading of the complete tables is recommended to ensure that the AMHS application is able
to handle the extensive content of the tables covering the address translation of all existing
AFTN addresses into AMHS O/R addresses (XF as well as CAAS) and vice versa.
4.5.2 User address look-up Table
It is recommended to start Pre-operational tests and operations with empty User address
look-up tables.
This kind of functionality should be foreseen for exceptional users and situations. Each
entry in this table shall be coordinated with the AMC for the Regional and world-wide use.

5 Test Description
5.1 Test Scenarios
The tests are described in the following test scenarios:
PRExxx where xxx is the scenario number.
The following table contains an overview of the test scenarios:
Test-case id Test function
PRE001 Go-NoGo test Test partner 1 to Test partner 2
PRE002 Go-NoGo test Test partner 2 to Test partner 1
Exchange of duplicated Operational messages, check of

PRE003
integrity.
PRE004 Stress / Load Test (queued data)
Table F- 8: Test Scenario overview
5.2 Pre-operational AMHS Tests
This section contains the test-cases. Each test-case is written on a test sheet, which should
be completed during testing.
The top of test-sheet contains the test-case id and a description of the tested functionality.
The Test description contains the instructions for the tester, the addresses used and the test
message used.
The Test control contains the expected reaction/observation of the Systems under Test
(SUTs).
The section Test result is used to log the test results.

5.2.1 Go-NoGo test (Partner 1 to Test Partner 2)
Test Reference Tested Functionality
PRE001 This is a simple test with the purpose to check that the
configuration and underlying network work correctly. It is a
prerequisite for subsequent tests.
An FF priority message is sent from Test partner 1 to Test
partner2.
Test description:
From aaaaAMHA send the following FF priority message to ddddAMHA:
PRE001
123456789012345678901234567890123456789012345678901234567890123456789
AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB
CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC
(and so on till)
ZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZ
Check the correct reception at ddddAMHA and send the following acknowledgement if the
message is received correctly.
From ddddAMHA send the following message to aaaaAMHA:
ACK001 PLS CONTINUE WITH PRE002
Test control:
Check the correct reception of the message at ddddAMHA. No difference must exist
between the message as defined above and the received message.
Test result:
PASS FAILED INCONCLUSIVE

5.2.2 Go-NoGo test Test partner 2 to Test partner 1
PRE002 This is a simple test with the purpose to check that the
configuration and underlying network work correctly. It is a
prerequisite for subsequent tests.
An FF priority message is sent from Test partner 2 to Test
partner1.
Test description:
From ddddAMHA send the following message to aaaaAMHA:
PRE002
123456789012345678901234567890123456789012345678901234567890123456789
AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
BBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBBB
CCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCCC
(and so on till)
ZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZZ
Check the correct reception at aaaaAMHA and send the following acknowledgement if the
message is received correctly.
From aaaaAMHA send the following message to ddddAMHA:
ACK002 PLS CONTINUE WITH PRE003
Test control:
Check the correct reception of the message at aaaaAMHA. No difference must exist
between the message as defined above and the received message.
Test result:

5.2.3 Duplicated message exchange
PRE003 For selected AFTN destination addresses all traffic will be

duplicated to corresponding AMHS recipient addresses at the
remote system. At the remote system the AFTN messages received
will be compared with the copies transmitted via AMHS.
Test description:
• On the system of Test partner 1 enable the duplication of Operational traffic for the
agreed AFTN addressee indicators:
The duplication shall remain active for 3 days.
• On the system of Test partner 2 enable the duplication of Operational traffic for agreed
AFTN addressee indicators:
The duplication shall remain active for 3 days.
Test control:
Note: Not all details of test control can be defined since two different systems are involved.
Therefore the control is done in a general form. The main purpose of this test is to prove the
integrity of the message exchange. At the same time, it is possible to detect problems which
have not been spotted during previous tests.
1. Compare the number of messages received at the AFTN addresses with the number of
messages received as copies at the corresponding AMHS addresses (check if all
duplicated messages are received).
2. Compare the contents of the messages received for one randomly selected hour of
traffic per day. The method of comparison is a local matter. Some options are:
a) the messages can be displayed on two screens and compared one by one,
b) the traffic log can be exported and compared (partly) electronically/in an

automated way.
3. Check the event logging of the system for abnormalities in the area of
AMHS/X.400/AFTN/AMHS Gateway.
4. Check the event logging / traffic traces for NDRs.

5. Check for Control Position events.
6. Check the X.400/AMHS Diagnostics; check the number of associations used (in
particular possible hanging/unused associations).
7. Monitor the underlying network infrastructure (network specialist).
The following table can be used to make notes of the Test Control result:
Test Control Result
1. Compare the number of messages received as AFTN copy

with the number of messages received as AMHS copy.
2. Compare the contents of the messages.
3. The messages can be displayed on two screens and

compared one by one.
4. The traffic log can be exported and compared (partly)

electronically/in an automated way.
5. Check the event logging of the system for abnormalities in

the area of AMHS / X.400 / AFTN/AMHS Gateway.
6. Check whether NDRs have been received or transmitted.
7. Check for events at the Control Position.
8. X.400 / AMHS diagnostics, check the number of

associations used (in particular possible hanging/unused
associations).
9. Monitor the underlying network infrastructure (network

specialist).
The test is failed if messages are lost, duplicated or corrupted. The other observations have
to be forwarded to each other in the form of a test log and discussed in a test review.
Test result:

5.2.4 Stress / Load Test
PRE004 This test is performed to observe the behaviour of both systems

during a load/stress situation. The traffic exchanged in test
PRE003 is repeated in a burst fashion.
Test description:
1. Disable the duplication of traffic on both sides.
2. Three tests should be run. The amount of messages shall be:
• 100 for the first test
• 200 for the second test
• 400 for the third test
3. Both sides shall retrieve the outgoing AMHS traffic exchanged in PRE003 for an
agreed day.
4. Both sides shall inform each other about the amount of messages to be expected.
5. At Test partner 2 (or 1) interrupt the LAN connection to Test partner 1 (or 2) by an
adequate command (should be agreed between the Test partners).
6. At Test partner 1 and Test partner 2 “repeat” the messages retrieved in step 2 and
observe a queue with a length as communicated in step 3.
7. The moment to re-connect the LAN is co-ordinated by telephone. Note down the time
it takes from re-connecting the LAN till the moment the queues are empty.
8. At Test partner 2 (or 1) re-establish the LAN connection by adequate means

(commands).
9. Observe and notice the incoming and outgoing message flow.
Test control:
1. The number of messages received shall be equal to the number of messages expected.
2. Check the event logging of the system for abnormalities in the area of AMHS / X.400
/ AFTN/AMHS Gateway.

4. Check for Control Position events.
5. Check the X.400 / AMHS diagnostics, check the number of associations used (in
particular possible hanging/unused associations).
6. Monitor the underlying network infrastructure (network specialist).
7. At both sides note the amount of time needed to flush the queues.
The following table can be used to make notes of the Test Control result.
Result
Test Control
100 200 400
1. The number of messages received shall be equal to the number

of messages expected.
2. Check the event logging of the system for abnormalities in the

area of AMHS / X.400 / AFTN/AMHS Gateway.
4. Check for events at the Control Position.
5. Check the X.400 / AMHS diagnostics, check the number of

associations used (in particular possible hanging/unused
associations).
6. Monitor the underlying network infrastructure (network

specialist).
7. At both sides note the amount of time needed to flush the

queues.
Note: The test is failed if messages are lost, duplicated or corrupted. The other observations
have to be forwarded to each other in the form of a test log and discussed in a test review.
Test result:
5.2.5 Additional selected and agreed Interoperability Tests
Here the selected and bilaterally agreed Test cases should be listed.
- END -

APANPIRG/19

ASIA/PACIFIC PERFORMANCE-BASED NAVIGATION

IMPLEMENTATION PLAN
Interim Edition
September 2008
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TABLE OF CONTENTS
1. Executive Summary......................................................................................................................... 4
2. Explanation of Terms...................................................................................................................... 4
2.1 Asia/Pacific PBN Implementation Plan
2.2 Performance Based Navigation
2.3 Performance requirements
3. Acronyms ......................................................................................................................................... 4
4. Introduction ..................................................................................................................................... 5
Need for the Regional PBN Implementation Plan............................................................................. 5
Roles of Navigation in supporting ATM operations ......................................................................... 6
Benefits of Performance-Based Navigation ...................................................................................... 6
Goals & Objectives of PBN Implementation .................................................................................... 7
Planning Principles............................................................................................................................ 8
5. PBN Operational Requirements & Implementation Strategy..................................................... 8
Route Operations............................................................................................................................... 8
TMA Operations................................................................................................................................ 9
Instrument Approaches...................................................................................................................... 9
6. Current Status & Forecast ............................................................................................................. 9
APAC Traffic Forecast...................................................................................................................... 9
Aircraft fleet readiness status .......................................................................................................... 10
Global Navigation Satellite System (GNSS)................................................................................... 10
Other PBN Navigation Infrastructure.............................................................................................. 11
Surveillance Infrastructure .............................................................................................................. 11
Communication Infrastructure......................................................................................................... 11
7. Implementation Road Map of Performance Based Navigation ................................................ 11
ATM Operational Requirements ..................................................................................................... 11
Short Term Implementation Road Map........................................................................................... 12
- Route Operations ................................................................................................................... 12
- TMA Operations.................................................................................................................... 12
- Instrument Approaches.......................................................................................................... 12
- Summary Table & Implementation Targets .......................................................................... 13
Medium Term Implementation Road Map ...................................................................................... 13
- Route Operations ................................................................................................................... 13
- TMA Operations.................................................................................................................... 14
- Instrument Approaches.......................................................................................................... 14
- Summary Table & Implementation Targets .......................................................................... 15
Long Term Implementation Strategies (2016 and beyond) ................................................................... 15
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8. Transitional Strategies .................................................................................................................. 15

9. Safety Assessment & Monitoring Requirements ........................................................................ 16
Need for a safety assessment ........................................................................................................... 16
Undertaking a safety assessment ..................................................................................................... 16
APPENDIX A: Changes to the PBN Regional Plan............................................................................. 17
APPENIDIX B: IATA Traffic Forecast................................................................................................ 20
APPENDIX C: Reference documentation for developing operational and airworthiness approval .... 22
APPENDIX D: Practical Example ....................................................................................................... 23
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ASIA/PACIFIC PERFORMANCE-BASED NAVIGATION

IMPLEMENTATION PLAN
1. Executive Summary
1.1 This Asia/Pacific PBN Implementation Plan has been produced in line with Resolution A 36/23
adopted by ICAO Assembly in its 36th Session held in September 2007 and Conclusion 18/53 adopted by
APANPIRG/18. The Regional Plan addresses the strategic objectives of PBN implementation based on
clearly established operational requirements, avoiding equipage of multiple on-board or ground based
equipment, avoidance of multiple airworthiness and operational approvals and explains in detail contents
relating to potential navigation applications. The Plan envisages pre- and post-implementation safety
assessments and continued availability of conventional air navigation procedures during transition. The
Plan discusses issues related to implementation which include traffic forecasts, aircraft fleet readiness,
adequacy of ground-based CNS infrastructure etc. Implementation targets for various categories of
airspace for the short term (2008 – 2012) and for the medium term (2013 – 2016) have been projected in
tabular forms to facilitate easy reference. For the long term (2016 and beyond) it has been envisaged that
GNSS will be the primary navigation infrastructure. It is also envisaged that precision approach
capability using GNSS and its augmentation system will become available in the long term.
2. Explanation of Terms
2.1 The drafting and explanation of this document is based on the understanding of some
particular terms and expressions that are described below:
2.1.1 Asia/Pacific PBN Implementation Plan. A document offering appropriate guidance for air
navigation service providers, airspace operators and users, regulating agencies, and international
organizations, on the evolution of navigation, as one of the key systems supporting air traffic
management, and which describes the RNAV and RNP navigation applications that should be
implemented in the short, medium and long term in the ASIA/PAC Region.
2.1.2 Performance Based Navigation Performance based navigation specifies RNAV and RNP
system performance requirements for aircraft operating along an ATS route, on an instrument approach
procedure or in an airspace.
2.1.3 Performance requirements. Performance requirements are defined in terms of accuracy,

integrity, continuity, availability and functionality needed for the proposed operation in the context of a
particular airspace concept. Performance requirements are identified in navigation specifications which
also identify which navigation sensors and equipment may be used to meet the performance requirement.
3. Acronyms
3.1 The acronyms used in this document along with their expansions are given in the following
list
ABAS Aircraft-Based Augmentation System

AIS Aeronautical Information System
APAC Asia and Pacific Regions
APANPIRG Asia/Pacific Air Navigation Planning and Implementation Regional Group
APCH Approach
APV Approach Procedures with Vertical Guidance
ATC Air Traffic Control
Baro VNAV Barometric Vertical Navigation
CNS/ATM Communication Navigation Surveillance/Air Traffic Management
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CPDLC Controller Pilot Data Link Communications

DME Distance Measuring Equipment
FASID Facilities and Services Implementation Document
FIR Flight Information Region
FMS Flight Management System
GBAS Ground-Based Augmentation System
GNSS Global Navigation Satellite System
GRAS Ground-based Regional Augmentation System
IATA International Air Transport Association
IFALPA International Federation of Air Line Pilots’ Associations
INS Inertial Navigation System
IRU Inertial Reference Unit
PANS Procedures for Air Navigation Services
PBN Performance Based Navigation
PIRG Planning and Implementation Regional Group
RASMAG Regional Airspace Safety Monitoring Advisory Group
RCP Required Communication Performance
RNAV Area Navigation
RNP Required Navigation Performance
SARP Standards and Recommended Practices
SBAS Satellite-Based Augmentation System
SID Standard Instrument Departure
STAR Standard Instrument Arrival
TMA Terminal Control Area
VOR VHF Omni-directional Radio-range
WGS World Geodetic System
4. Introduction
Need for the regional PBN Implementation Plan
4.1 The Thirty-sixth Session of the ICAO Assembly held in Montreal in September 2007 adopted a
Resolution to resolve that States and planning and implementation regional groups (PIRGs) complete a
PBN implementation plan by 2009.
4.2 Recognizing that the PBN concept is now established, States should ensure that all RNAV and
RNP operations and procedures are in accordance with the PBN concept as detailed in State letter AN
11/45-07/22 and the ICAO Doc 9613: PBN Manual for ensuring a globally harmonized and coordinated
transition of PBN.
4.3 In view of the need for detailed navigation planning, it is advisable to develop a PBN Regional
Plan to provide proper guidance to air navigation service providers, airspace operators and users,
regulating agencies, and international organizations, on the evolution of navigation, as one of the key
systems supporting air traffic management, which describes the RNAV and RNP navigation applications
that should be implemented in the short and medium term in the ASIA/PAC Region.
4.4 Furthermore, the Asia/Pacific PBN Implementation Plan will be the basic material serving as
guidance for regional projects for the implementation of air navigation infrastructure, such as ABAS,
SBAS, GBAS, GRAS, etc., as well as for the development of national implementation plans.
Roles of Navigation in supporting ATM operations
4.5 An Airspace Concept may be viewed as a general vision or master plan for a particular airspace.
Based on particular principles, an Airspace Concept is geared towards specific objectives. Strategic
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objectives drive the general vision of the Airspace Concept. These objectives are usually identified by
airspace users, air traffic management (ATM), airports as well as environmental and government policy. It
is the function of the Airspace Concept and the concept of operations to respond to these requirements.
The strategic objectives which most commonly drive Airspace Concepts are Safety, Capacity, Efficiency,
Access, and the Environment.
4.6 Navigation is one of several enablers of an Airspace Concept. Communications, ATS

Surveillance and ATM are also essential elements of an Airspace Concept.
4.7 The Performance Based Navigation (PBN) concept specifies RNAV and RNP system
performance requirements in terms of accuracy, integrity, availability, continuity and functionality needed
for the proposed operations in the context of a particular Airspace Concept, when supported by the
appropriate navigation infrastructure. In that context, the PBN concept represents a shift from sensor-
based to performance-based navigation. Performance requirements are identified in navigation
specifications which also identify the choice of navigation sensors and equipment that may be used to
meet the performance requirements. These navigation specifications are defined at a sufficient level of
detail to facilitate global harmonization by providing specific implementation guidance for States and
operators.
4.8 Under the PBN concept, the generic navigation requirements are defined based on operational
requirements. Thus, users may evaluate the available options. To ensure synchronization of investment
and interoperability of the airborne and ground systems, the selection of the solution should be in
consultation with aviation stakeholders, including international and domestic airline operators, air
navigation service providers, and regulators. The solution selected should also be the most cost-effective
one.
4.9 The development of the Performance Based Navigation concept recognized that advanced aircraft
RNAV systems are achieving a predictable level of navigation performance accuracy which, together with
an appropriate level of functionality, allows a more efficient use of available airspace to be realized. It
also takes account of the fact that RNAV systems have developed over a 40-year period and as a result
there were a large variety of implementations. Identifying navigation requirements rather than on the
means of meeting the requirements will allow use of all RNAV systems meeting these requirements
irrespective of the means by which these are met.
Benefits of Performance-Based Navigation
4.10 The main benefits derived from the implementation of PBN are:
a) Increased airspace safety through the implementation of continuous and stabilized descent
procedures using vertical guidance;
b) Reduced aircraft flight time due to the implementation of optimal flight paths, with the
resulting savings in fuel, noise reduction, and environmental protection;
c) Use of the RNAV and/or RNP capabilities that already exist in a significant percentage of the
aircraft fleet flying in APAC airspace;
d) Improved airport and airspace arrival paths in all weather conditions, and the possibility of
meeting critical obstacle clearance and environmental requirements through the application of
optimized RNAV or RNP paths;
e) Implementation of more precise approach, departure, and arrival paths that will reduce
dispersion and will foster smoother traffic flows;
f) Reduced delays in high-density airspaces and airports through the implementation of additional
parallel routes and additional arrival and departure points in terminal areas;
g) Reduction of lateral and longitudinal separation between aircraft to accommodate more traffic;
h) Decrease ATC and pilot workload by utilizing RNAV/RNP procedures and airborne capability
and reduce the needs for ATC-Pilot communications and radar vectoring;
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i) Increase of predictability of the flight path.
Goals & Objectives of PBN Implementation
4.11 APANPIRG, in its Eighteenth meeting, discussed various issues related to an early
implementation of PBN in the region. To facilitate coordination between States, a PBN Task Force was
formed to develop a harmonized regional PBN Implementation plan.
4.12 The Asia/Pacific PBN Implementation Plan has the following strategic objectives:
a) To ensure that the implementation of the navigation item of the CNS/ATM system is based
on clearly established operational requirements.
b) To avoid undue equipage of multiple on board equipment and/or ground-based systems.
c) To avoid the need for multiple airworthiness and operational approvals for intra- and inter-
regional operations.
d) To explain in detail the contents of the Regional Air Navigation Plan, relating to potential
navigation applications.
4.13 Furthermore, the Asia/Pacific PBN Implementation Plan will provide a high-level strategy for the
evolution of the navigation applications to be implemented in the ASIA/PAC Region in the short term
(2008-2012) and medium term (2013-2016). This strategy is based on the concepts of Area Navigation
(RNAV) and Required Navigation Performance (RNP) in accordance with ICAO Doc. 9613: Performance
Based Navigation Manual, and will be applied to aircraft operations involving instrument approaches,
standard departure (SID) routes, standard arrival (STAR) routes, and ATS routes in oceanic and
continental areas.
4.14 The Asia/Pacific PBN Implementation Plan was developed by the APAC States together with the
international organizations concerned (IATA, IFALPA), and is intended to assist the main stakeholders of
the aviation community plan a gradual transition to the RNAV and RNP concepts. The main stakeholders
of the aviation community that benefit from this Regional Plan are:
• Airspace operators and users.

• Air navigation service providers.
• Regulating agencies.
• International organizations.
4.15 This Regional Plan is intended to assist the main stakeholders of the aviation community plan the
future transition and their investment strategies. For example, airlines and operators can use this Regional
Plan to plan future equipage and additional navigation capability investments; air navigation service
providers can plan a gradual transition for the evolving ground infrastructure. Regulating agencies will be
able to anticipate and plan for the criteria that will be needed in the future.
4.16 Recognizing the safety benefits of PBN, the thirty-sixth session of the ICAO Assembly held in
Montreal, September 2007 adopted a Resolution to resolve that States and planning and implementation
regional groups (PIRGs) complete a PBN implementation plan by 2009 to achieve:
a) Implementation of RNAV and RNP operations (where required) for en route and terminal
areas according to established timelines and intermediate milestones; and
b) Implementation of approach procedures with vertical guidance (APV) (Baro-VNAV
and/or augmented GNSS) for all instrument runway ends, either as the primary approach
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or as a back-up for precision approaches by 2016 with intermediate milestones as follows:

30 per cent by 2010, 70 per cent by 2014.
Planning Principles
4.17 Planning for the implementation of PBN in the ASIA/PAC Region shall be based on the
following principles:
a) Pre- and post-implementation safety assessments will be conducted to ensure the

application and maintenance of the established target levels of safety.
b) Continued application of conventional air navigation procedures during the transition
period, to guarantee the operations by users that are not RNAV- and/or RNP-equipped.
c) The first regional PBN implementation plan should address the short term (2008-2012)
and medium term (2013-2016) and take into account long term global planning issues.
d) Target date for completion of the first regional PBN implementation plan is
APANPIRG/19.
5. PBN Operational Requirements & Implementation Strategy
5.1 Introduction of PBN should be consistent with the Global Air Navigation Plan. Moreover, PBN
implementation shall be in full compliance with ICAO SARPs and PANS and support ICAO Global Plan
Initiatives.
5.2 The ICAO Council accepted the second amendment to the Global Air Navigation Plan for the
CNS/ATM System in November 2006. The approved plan has been renamed as Global Air Navigation
Plan (Doc 9750). The relevant Global Plan Initiatives including implementation of performance based
navigation (PBN) and navigation system have been included in the Global Plan. The introduction of PBN
must be supported by an appropriate navigation infrastructure consisting of an appropriate combination of
Global Navigation Satellite System (GNSS), self-contained navigation system (inertial navigation system)
and conventional ground-based navigation aids.
5.3 The Strategy for the Provision of Precision Approach, Landing & Departure Guidance Systems
and the Strategy for Implementation of GNSS Navigation Capability were reviewed and updated by the
Eleventh meeting of CNS/MET Sub Group of APANPIRG in July 2007. The updated strategies were
reviewed and adopted by APANPIRG as Strategies for the Provision of Navigation Services in its
Eighteenth meeting held in September, 2007 under its Conclusion 18/30.
Route Operations
5.4 As the routes structure and en-route operation are complicated in Asia-Pacific region, it is
difficult to restructure and include the whole airspace in a single implementation plan for
en-route operations.
5.5 Considering the traffic characteristics and CNS/ATM capability, en-route operations can be
classified as Oceanic, Remote continental, and Continental en-route.
5.6 In principle for each classification of en-route operation (5.5 above) should adopt, but not be
limited to single RNAV or RNP navigation specification. This implementation strategy will be applied by
the state/territories/international organizations themselves, and the RNAV and RNP navigation
applications should be coordinated between these states to ensure harmonization.
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5.7 In areas where operational benefits can be achieved and appropriate CNS/ATM capability exists
or can be provided for a more accurate navigation specification, States are encouraged to introduce the
more accurate navigation specification on the basis of coordination with stakeholders and affected
neighboring States/Territories.
TMA Operations
5.8 TMA operations have their own characteristics, taking into account the applicable separation
minima between aircraft and between aircraft and obstacles. It also involves the diversity of aircraft,
including low-performance aircraft flying in the lower airspace and conducting arrival and departure
procedures on the same path or close to the paths of high-performance aircraft.
5.9 In this sense, the States/Territories shall develop their own national plans for the implementation
of PBN in TMAs, based on the Asia/Pacific PBN Implementation Plan, seeking the harmonization of the
application of PBN and avoiding the need for multiple operational approvals for intra- and inter-regional
operations, and the applicable aircraft separation criteria.
Instrument Approaches
5.10 States are encouraged to introduce PBN approaches that provide Vertical Guidance to enhance
safety. Conventional approach procedures and conventional navigation aids should be maintained to
support non-equipped aircraft during the transitional period.
5.11 During early implementation of PBN, IFR Approaches based on PBN should be designed to
accommodate mixed-equipage (PBN and non-PBN) environment. ATC workload should be taken into
account while developing approach procedures. One possible way to accomplish this is to co-locate
the Initial Approach Waypoint for both PBN and conventional approaches
6. Current Status & Forecast
APAC traffic forecast
6.1 The GEN part of FASID (Doc9673 Vol. II) provides the information and data of the following
traffic forecasts:
o Forecasts of air traffic demand for air navigation systems planning

o Passenger forecasts
o Aircraft movement forecast
o Major city-pairs forecasts
6.2 The forecast data as well as the figures contained in the FASID document are the results of the
regular meetings of Asia/Pacific Area Traffic Forecasting Group (APA TFG). These forecasts are updated
periodically in conjunction with APA TFG meetings and are not subject to the amendment procedure
related to the FASID. The APA TFG is tasked to update the long-range forecasts of passenger traffic
produced for the Asia and Pacific (ASIA/PAC) regions, encompassing the intra-Asia/Pacific and trans-
Pacific markets, along with preliminary city-pair forecasts to include the 40 busiest routes in terms of
passengers carried within these regions. In addition, aircraft movements are forecast for a five-year
horizon initially for the aggregate trans-Pacific market and city-pairs of three selected flight information
regions (FIRs) of the intra-Asia/Pacific traffic. States are encouraged to consider the up to date forecast
data contained in the FASID document while developing or updating the regional and national
implementation plan.
6.3 The forecast conducted by IATA on 27 February 2008 for Asia and Pacific traffic in respect of
passenger, cargo, aircraft movements and new aircraft deliveries in all the Regions is also provided in the
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Appendix B to this plan as reference.
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Aircraft fleet readiness status
6.4 2007 was a record year for Asia/Pacific airlines with 418 new aircraft deliveries and more than
1,000 new orders. The overall number of deliveries to Asia/Pacific based airlines in 2008 is expected to
total 430 aircraft.
6.5 All major commercial aircraft manufacturers since the 1980’s have included RNAV capabilities.
The commercial aircraft currently produced incorporate an RNP capability.
6.6 One significant issue for PBN implementation today is directly related to the multitude of FMS
installations and varying degrees of capabilities associated with the current fleet of RNAV aircraft.
Specifically, there are numerous FMS systems installed in today’s fleets, all with varying capabilities.
6.7 The diagram below displays a high level analysis based on fleet numbers from Ascend Online
Fleets database March 2008 and RNAV/RNP classification by IATA.
Asia Pacific - fleet capability
100% 2%
13% 8%
80%
22% 90%
60% 65%
40%
20%
0%
2008 2016+
NIL RNAV only RNP/RNAV
CNS Infrastructure
Navigation infrastructure
Global Navigation Satellite System (GNSS)
6.8 Global Navigation Satellite System (GNSS) is a satellite-based navigation system utilizing
satellite signals, such as Global Positioning System (GPS), for providing accurate and reliable position,
navigation, and time services to airspace users. In 1996, the International Civil Aviation Organization
(ICAO) endorsed the development and use of GNSS as a primary source of future navigation for civil
aviation. ICAO noted the increased flight safety, route flexibility and operational efficiencies that could
be realized from the move to space-based navigation.
6.9 GNSS supports both RNAV and RNP operations. Through the use of appropriate GNSS
augmentations, GNSS navigation provides sufficient accuracy, integrity, availability and continuity to
support en-route, terminal area, and approach operations. Approval of RNP operations with appropriate
certified avionics provides on-board performance monitoring and alerting capability enhancing the
integrity of aircraft navigation.
6.10 GNSS augmentations include Aircraft-Based Augmentation System (ABAS), Satellite-Based

Augmentation System (SBAS), Ground-Based Augmentation System (GBAS), and Ground-based
Regional Augmentation System (GRAS).
Other PBN navigation infrastructure

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6.11 Other navigation infrastructure includes INS, VOR/DME, DME/DME, and DME/DME/IRU.
These navigation infrastructures may satisfy the requirements pf RNAV navigation specifications, but not
those of RNP.
6.12 INS may be used to support PBN en-route operations with RNAV-10 and RNAV-5 navigation
specifications.
6.13 VOR/DME may be used to support PBN en-route and STAR operations based on the RNAV-5
navigation specification.
6.14 Uses of DME/DME and DME/DME/IRU may support PBN en-route and terminal area operations
based on RNAV-5, RNAV-2 or RNAV-1 navigation specifications. Validation of DME/DME coverage
area and appropriate DME/DME geometry should be conducted to identify possible DME/DME gaps,
including identification of critical DMEs, and to ensure proper DME/DME service coverage.
Surveillance infrastructure
6.15 For RNAV operations, States should ensure that sufficient surveillance coverage is provided to
assure the safety of the operations. For RNP operations, surveillance coverage may not be required.
Details on the surveillance requirements for PBN implementation can be found in the ICAO PBN Manual
and ICAO PANS-ATM (Doc 4444), and information on the current existing surveillance infrastructure in
the Asia-Pacific can be found in ICAO FASID table.
Communication infrastructure
6.16 Implementation of RNAV/RNP routes includes communication requirements. Details on the

communication requirements for PBN implementation can be found in ICAO PANS-ATM (Doc 4444),
ICAO RCP Manual (Doc 9869), and ICAO Annex 10. Information on the current existing communication
infrastructure in the Asia-Pacific can also be found in ICAO FASID table.
7. Implementation Road Map of Performance Based Navigation
ATM Operational Requirements
7.1 The Global ATM Operational Concept (Doc 9854) makes it necessary to adopt an airspace
concept able to provide an operational scenario that includes Route networks, Minimum separation
standards, assessment of obstacle clearance, and a CNS infrastructure that satisfies specific strategic
objectives, including safety, access, capacity, efficiency, and environment.
7.2 In this regard, the following programmes will be developed:
a) traffic and cost benefit analyses

b) necessary updates on automation
c) operational simulations in different scenarios
d) ATC personnel training
e) Flight plan processing
f) Flight procedure design training to include PBN concepts and ARINC-424 coding standard
g) Enhanced electronic data and processes to ensure appropriate level of AIS data accuracy,
integrity and timeliness
h) WGS-84 implementation in accordance with ICAO Annex 15
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i) uniform classification of adjacent and regional airspaces, where practicable

j) RNAV/RNP applications for SIDs and STARs
k) Coordinated RNAV/RNP routes implementation
l) RNP approach with vertical guidance
Short Term Implementation Road Map
Route Operations
7.3 During the planning phase of any implementation of PBN routes, States should gather inputs from
all aviation stakeholders to obtain operational needs and requirements. These needs and requirements
should then be used to derive airspace concepts and to select appropriate PBN navigation specification.
7.4 In this phase, the application of RNAV-10 and RNP-4 navigation specifications is expected for
Oceanic and Remote continental routes. Prior to implementation of RNP-4, States should consider air
traffic demands, ATC workload, and fleet readiness statistics and consult all stakeholders.
7.5 For Continental routes, the application of RNAV-5 and RNAV-2 navigation specifications is
expected. In the continental en-route areas of operation, States may choose to implement RNAV-2 routes
to enhance efficiency of airspace usage and support closer route spacing, noting that appropriate
communication and surveillance coverage must be provided. The RNAV-2 navigation specification can
also be used in certain airspace, where sufficient CNS capability is provided and there are operational
benefits.
TMA Operations
7.6 In selected TMAs, the application of RNAV-1 in a radar environment can be supported though
the use of GNSS or ground navigation infrastructure, such as DME/DME and DME/DME/IRU. In this
phase, mixed operations (equipped and non-equipped) will be permitted.
7.7 In a non-radar environment and/or in an environment without adequate ground navigation

infrastructure, the SID/STAR application of Basic-RNP1 is expected in selected TMAs with exclusive
application of GNSS. In this phase, mixed operations (equipped and non-equipped) will be permitted.
7.8 The application of RNP APCH with Baro-VNAV procedures is expected to be implemented in
the maximum possible number of airports, primarily international airports. To facilitate transitional
period, conventional approach procedures and conventional navigation aids should be maintained for non-
equipped aircraft.
7.9 States should promote the use of APV operations (Baro-VNAV or augmented GNSS) to enhance
safety and accessibility of RNP approaches.
7.10 The application of RNP AR APCH procedures should be considered in selected airports, where
obvious operational benefits can be obtained due to the existence of significant obstacles.
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Summary table & Implementation targets
Short Term (2008-2012)

Airspace Preferred Nav. Specifications Acceptable Nav.
Specifications
Route – Oceanic RNP-4 RNAV-10
Route – Remote continental RNP-4 RNAV-10
Route – Continental en-route RNAV-2, RNAV-5
TMA – Arrival RNAV-1 in radar environment
and with adequate navigation
infrastructure.
Basic-RNP 1 in non-radar
environment
TMA – Departure RNAV-1 in radar environment
and with adequate navigation
infrastructure.
Basic-RNP 1 in non-radar
environment
Approach RNP APCH with Baro-VNAV in
most possible airports
RNP AR APCH in airport where

there are obvious operational
benefits.
Implementation Targets
• RNP APCH (with Baro-VNAV) in 30% of instrument runways by 2010 and 50% by 2012
and priority should be given to airports with operational benefits
• RNAV-1 SID/STAR for 50% of international airports by 2010 and 75% by 2012 and priority
should be given to airports with RNP Approach
• Re-defining existing RNAV/RNP routes into PBN navigation specification by 2012
• Implementation of additional RNAV/RNP routes
Medium Term Implementation Road Map
Route Operations
7.11 Noting the current development of route spacing standards for RNAV-1, RNAV-2, RNP-2, in this
phase, it is expected that the implementations of all existing RNAV/RNP routes are consistent with PBN
standards. States are encouraged, as much as possible, to harmonize their RNAV/RNP routes based on
consistent PBN navigation specifications and separation standards. Implementations of additional
RNAV/RNP routes are also encouraged.
7.12 With the utilization of ADS and CPDLC, the application of RNP routes in the Oceanic and
Remote continental airspace in the ASIA/PAC Region is expected. This will permit the use of smaller
lateral and longitudinal separation, such as 30 NM. States should also consider the fleet readiness status
during their planning.
7.13 Noting the current development of RNP-2 navigation specification, in this phase, the application
of RNP-2 is expected for the continental en-route airspace with high air traffic density. Depending on the
sufficiency of DME/DME coverage or GNSS availability, States may consider the use of RNAV-2
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navigation specification.
7.14 In this phase, the establishment of a backup system in case of GNSS failure or the development of
contingency procedures will be necessary.
TMA Operations
7.15 Noting the current development of Advanced RNP-1 navigation specification, in this phase, it is
expected that the application of RNAV-1 or RNP-1 will be expanded in selected TMAs. The application
of RNAV-1/RNP-1 will also depend on DME/DME infrastructure, GNSS availability and aircraft
navigation capability. In TMAs of high air traffic complexity and movement (excluding airspaces), the
use of RNAV-1 or RNP-1 equipments will be mandatory. In TMAs of less air traffic complexity, mixed
operations will be permitted (equipped or non-equipped).
7.16 In this phase, the extended application of RNP APCH with Baro-VNAV or APV in most airports
is expected. These applications may also serve as a back-up to precision approaches and provide vertical
guided approaches for the runways without precision approach capability.
7.17 The extended application of RNP AR Approaches is expected for airports where there are
operational benefits.
7.18 The introduction of application of landing capability using GNSS and its augmentations is
expected to guarantee a smooth transition toward high-performance approach and landing capability.
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Summary table & Implementation targets
Medium Term (2013-2016)

Airspace Preferred Nav. Specification Acceptable Nav.
Specification
Route – Oceanic RNP-2 RNP-4, RNAV-10
Route – Remote continental RNP-2 RNAV-2, RNP-4, RNAV-10
Route – Continental en-route RNAV-1, RNP-2 RNAV-2, RNAV-5
TMA – Arrival Expand RNAV-1 or RNP-1
application
Mandate RNAV-1 or RNP-1

approval for aircraft operating in
higher air traffic density TMAs
TMA – Departure Expand RNAV-1 or RNP-1
application
Mandate RNAV-1 or RNP-1

approval for aircraft operating in
higher air traffic density TMAs
Approach Expansion of RNP APCH (with
Baro-VNAV) and APV
Expansion of RNP AR APCH

where there are operational
benefits
Introduction of landing
capability using GNSS and its
augmentations
Implementation Targets
• RNP APCH with Baro-VNAV or APV in 100% of instrument runways by 2016
• RNAV-1 or RNP-1 SID/STAR for 100% of international airports by 2016
• RNAV-1 or RNP-1 SID/STAR for 70% of busy domestic airports where there are operational
benefits
• Implementation of additional RNAV/RNP routes
Long Term Implementation Strategies (2016 and beyond)
7.19 In this phase, GNSS is expected to be a primary navigation infrastructure for PBN
implementation. States should work co-operatively on a multinational basis to implement GNSS in order
to facilitate seamless and inter-operable systems and undertake coordinated R&D programs on GNSS
implementation and operation.
7.20 Moreover, during this phase, States are encouraged to consider segregating traffic according to
navigation capability and granting preferred routes to aircraft with better navigation performance.
7.21 With the expectation that precision approach capability using GNSS and its augmentation systems
will become available, States are encouraged to explore the use of such capability where there are
operational and financial benefits.
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8. Transitional Strategies
8.1 During transition to PBN, sufficient ground infrastructure for conventional navigation systems
must remain available. Before existing ground infrastructure is considered for removal, users should be
given reasonable transition time to allow them to equip appropriately to attain equivalent PBN-based
navigation performance. States should approach removal of existing ground infrastructure with caution to
ensure that safety is not compromised, such as by performance of safety assessment, consultation with
users through regional air navigation planning process.
8.2 States should coordinate to ensure that harmonized separation standards and procedures are
developed and introduced concurrently in all flight information regions along major traffic flows to allow
for a seamless transition towards PBN.
8.3 States should cooperate on a multinational basis to implement PBN in order to facilitate seamless
and inter-operable systems and undertake coordinated R&D programs on PBN implementation and
operation.
8.4 States are encouraged to consider segregating traffic according to navigation capability and
granting preferred routes to aircraft with better navigation performance, taking due consideration of the
needs of State/Military aircraft.
8.5 States should encourage operators and other airspace users to equip with PBN-capable avionics.
This can be achieved through early introductions of RNP approaches, preferably those with vertical
guidance.
8.6 ICAO Asia-Pacific Regional Office should provide leadership supporting implementation and
transition towards PBN.
9. Safety Assessment & Monitoring Requirements
Need for a safety assessment
9.1 To ensure that the introduction of PBN en-route applications within the Asia/Pacific Region is
undertaken in a safe manner, in accordance with relevant ICAO provisions, implementation shall only
take place following conduct of a safety assessment that has demonstrated that an acceptable level of
safety will be met. This assessment may also need to demonstrate that levels of risk associated with
specific PBN en-route implementations are acceptable. Additionally, ongoing periodic safety reviews
shall be undertaken where required in order to establish that operations continue to meet the target levels
of safety.
Undertaking a safety assessment
9.2 To demonstrate that the system is safe it will be necessary that the implementing agent – a State
or group of States - ensures that a safety assessment and, where required, ongoing monitoring of the PBN
en-route implementation are undertaken. The implementing agent may have the capability to undertake
such activities or may seek assistance from a competent Asia/Pacific regional Safety Monitoring Agency
(SMA). The latter course of action is preferred as an SMA can establish the necessary monitoring and data
collection activity in an effective manner if the implementing agent is in the area for which the SMA
holds responsibility.
9.3 In undertaking a safety assessment to enable en-route implementation of PBN, a State

authority or SMA shall:
1) Establish and maintain a database of PBN approvals;
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2) Monitor aircraft horizontal-plane navigation performance and the occurrence of large

navigation errors and report results appropriately to the RASMAG;
3) Conduct safety and readiness assessments and report results appropriately to the
RASMAG;
4) Monitor operator compliance with State approval requirements after PBN implementation;
5) Initiate necessary remedial actions if PBN requirements are not met.
9.4 Detailed information relating to the roles and responsibilities of Asia/Pacific SMAs is contained
in the Asia/Pacific Safety Monitoring Agency Handbook, which is available from the ICAO Asia/Pacific
Regional Office.
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Appendix A – CHANGES TO THE PBN REGIONAL PLAN
Whenever a need is identified for a change to this document, the Request for Change (RFC) Form (see
Section 1.6 below) should be completed and submitted to the ICAO Asia and Pacific Regional Office.
The Regional Office will collate RFCs for consideration by the Performance Based Navigation Task
Force (CNS/MET Sub-group of APANPIRG).
When an amendment has been agreed by a meeting of the Performance Based Navigation Task Force
then a new version of the PBN Regional Plan will be prepared, with the changes marked by an “|” in the
margin, and an endnote indicating the relevant RFC, so a reader can see the origin of the change. If the
change is in a table cell, the outside edges of the table will be highlighted; e.g.:
Final approval for publication of an amendment to the PBN Regional Plan will be the responsibility of
APANPIRG.
1.5 EDITING CONVENTIONS
(Intentionally blank)
1.6 PBN Regional Plan REQUEST FOR CHANGE FORM

RFC
Nr:
Please use this form when requesting a change to any part of this PBN Regional Plan. This form may be
photocopied as required, emailed, faxed or e-mailed to ICAO Asia and Pacific Regional Office +66 (2)
537-8199 or [email protected]
1. SUBJECT:
2. REASON FOR CHANGE:
3. DESCRIPTION OF PROPOSAL: [expand / attach additional pages if necessary]
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4. REFERENCE(S):
5. PERSON INITIATING: DATE:
ORGANISATION:
TEL/FA/X/E-MAIL:
6. CONSULTATION RESPONSE DUE BY DATE:

Organization Name Agree/Disagree Date
7. ACTION REQUIRE :
8. PBN REGIONAL PLAN EDITOR DATE REC’D :
9. FEEDBACK PASSED DATE :
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1.7 AMENDMENT RECORD
Amendment Date Amended by Comments

Number
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Appendix B – IATA Traffic Forecast
By 2010 Asia will be the largest single market for aviation - IATA 27th Feb 2008. Globally predicted
passenger traffic will rise by 4.9 per cent per year between 2007 and 2026, almost trebling in two decades
as jet planes got bigger and more people flew on them. Meanwhile airfreight will rise by 5.8 per cent
annually in the same period.The greatest demand will come from the Asia-Pacific region, where airlines
will take delivery of 31 per cent of new planes in the next 20 years, compared with 24 per cent for Europe
and 27 per cent for North America.
Passenger
Asia Pacific airlines saw a marginal drop in demand growth from 6.2 per cent in December 2007 to 5.7
per cent in January 2008. Currently, airlines in the region benefited from increased competitiveness due to
the strong Euro and the booming economies of both India and China.
Cargo
Steady year-on-year airfreight growth of 4.5 per cent was recorded in January 2008. In the larger freight
markets there is continued strength. Asia Pacific airlines saw demand increase 6.5 per cent, up from 6 per
cent in December 2007, boosted by the booming economies in China and India.
For the period 2002-2020 aircraft movements are expected to increase at an annual growth rate of 5.4 per
cent, to reach almost 294 thousand aircraft movements by the year 2020. Average annual growth rates of
6.5, 5.7 and 5.2 per cent are forecast for the periods 2005 - 2010, 2010-2015 and 2015 - 2020,
respectively.
TRANSPACIFIC PASSENGER FORECAST
Average Annual Percentage Growth Rates

Low Medium High
2005-2010 5.3 6.5 7.8

2010-2015 4.5 5.7 7.0
2015-2020 4.0 5.2 6.5
2002-2020 4.1 5.4 6.7
The Intra-Asia/Pacific passenger aircraft movements are expected to increase at an average annual growth
rate of 4.6 per cent to the year 2020. The growth rates for the intermediate periods of 2005-2010, 2010-
2015 and 2015-2020 are 5.0, 4.3 and 4.2 per cent, respectively.
INTRA ASIA /PACIFIC AIRCRAFT MOVEMENT FORECAST
Average Annual Percentage Growth Rates

Low Medium High
2005-2010 3.6 5.0 5.5

2010-2015 3.1 4.3 5.2
2015-2020 3.1 4.2 5.2
2002-2020 3.3 4.6 5.6
New Aircraft Deliveries by Region

Record new aircraft orders were placed by the airline industry in 2005 – 2007. The large numbers of
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new orders represent strong confidence in the future prospects of the global airline industry. In its
latest forecast of aviation growth, European aircraft maker Airbus said the world's fleet of large
passenger jets (of more than 100 seats) would double in the next 20 years to nearly 33,000. The
greatest demand will come from the Asia-Pacific region, where airlines will take delivery of 31 per
cent of new planes in the next 20 years, compared with 24 per cent for Europe and 27 per cent for
North America.
New Aircraft Deliveries by Region 2006 2007 2008 2009 2010 2011 2012+
Existing
Africa 665 26 15 20 16 13 28
Asia Pacific 3,578 329 428 407 344 267 440
Europe 5,301 292 348 364 251 153 297
Latin America/Caribbean 1,031 93 91 45 66 43 65
Middle East 626 41 57 44 36 27 164
North America 6,987 240 293 309 222 163 412
Total 18,188 1,026 1,237 1,208 944 679 1,551
Increase in Global aircraft fleet (%) 4.2 4.9 4.6 4.9 3.4 2.4 2.4
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Appendix C - Reference documentation for developing operational and airworthiness approval
TO BE DEVELOPED.
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Appendix D – Practical Example of tangible benefits
TO BE DEVELOPED.
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PERFORMANCE FRAMEWORK FORM
REGIONAL PERFORMANCE OBJECTIVES /NATIONAL PERFORMANCE

OBJECTIVES FOR PBN
REGIONAL PERFORMANCE OBJECTIVES /NATIONAL PERFORMANCE OBJECTIVES

OPTIMIZATION OF THE ATS ROUTE
STRUCTURE IN EN-ROUTE AIRSPACE
Benefits
Environment • reductions in gas emissions;
• facilitate utilization of advanced technologies (e.g., FMS based arrivals) and ATC decision
support tools (e.g., metering and sequencing), thereby increasing efficiency.
Strategy
TIMEFRAME
ATM OC RESPONSIBILITY STATUS
TASKS
COMPONENTS
START END
AOM
Develop regional Implementation plan
Develop regional action plan
Develop Airspace Concept based on
PBN regional implementation plan, in
order to design and implement a trunk
route network, connecting major city
pairs in the upper airspace and for
transit to/from aerodromes, on the basis
of PBN, e.g. RNAV 10, RNP 4, RNAV-
5 and RNAV 2 and taking into account
interregional harmonization
Develop State PBN implementation
plans
Develop performance measurement
plan
Formulate safety plan
Establish collaborative decision making
(CDM) process
Publish national regulations for aircraft
and operators approval using PBN
manual as guidance material
Identify training needs and develop
corresponding guidelines
Formulate system performance
monitoring plan
Implementation of ATS routes enroute
monitor implementation progress in

accordance with PBN implementation
plan and State implementation plan
GPI/5: performance-based
navigation, GPI/7: dynamic and
linkage to GPIs flexible ATS route management,
GPI/8: collaborative airspace
design and management
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OPTIMIZATION OF THE ATS ROUTE STRUCTURE IN
TERMINAL AIRSPACE
Benefits
• improved availability of procedures
• facilitate utilization of advanced technologies (e.g., FMS based arrivals) and ATC decision
support tools (e.g., metering and sequencing), thereby increasing efficiency.
Strategy
ATM OC TIMEFRAME
AOM
Develop regional Implementation plan
plan
PBN regional implementation plan, in
order to design and implement
optimized standard instrument
departures (SIDs), standard instrument
arrivals (STARs), holding and
associated instrument flight procedures,
, on the basis of PBN and, in particular
RNAV 1 and Basic-RNP 1
plan
Establish collaborative decision making
(CDM) process
Publish national regulations for aircraft
and operators approval using PBN
manual as guidance material
monitoring plan
-develop a regional strategy and work
programme for implementation of; and
Implementation of SIDs and STARs State
monitor implementation progress in
accordance with PBN implementation
roadmap and State implementation plan
GPI/5: performance-based navigation, GPI/7: dynamic and flexible ATS route management,
GPI/8: collaborative airspace design and management, GPI/10: terminal area design and
linkage to GPIs
management, GPI/11: RNP and RNAV SIDs and STARs and GPI/12: FMS-based arrival
procedures.
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IMPLEMENTATION OF VERTICALLY GUIDED RNP APPROACHES
Benefits
Efficiency • increased accessibility to aerodromes, including continuity of access
• increased runway capacity
Safety • Reduced pilot workload
• Availability of reliable lateral and vertical navigation capability
Strategy
ATM OC TIMEFRAME
AOM Approach
Develop regional Implementation
plan
plan
PBN regional implementation plan,
in order to design and implement
RNP APCH with Baro-VNAV in
accordance with assembly
resolution A36-23, and RNP AR
APCH where beneficial
plan
Establish collaborative decision
making (CDM) process
Publish national regulations for
aircraft and operators approval
using PBN manual as guidance
material
Implementation of APV procedures present - 2016 State
monitoring plan
GPI/5: performance-based navigation, GPI/7: dynamic and flexible ATS route management,
GPI/8: collaborative airspace design and management, GPI/10: terminal area design and
linkage to GPIs
management, GPI/11: RNP and RNAV SIDs and STARs and GPI/12: FMS-based arrival
procedures.
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AIR PACIFIC AIR NAVIGATION PLANNING AND IMPLEMENTATION REGIONAL

GROUP PERFORMANCE BASED NAVIGATION (PBN) TASK FORCE
REVISED TERMS OF REFERENCE
1) Continue the refinement and ongoing review of the Asia Pacific Regional PBN implementation
plan and monitor and report on its application in the region.
2) Carry out specific studies, develop guidance material and facilities training to assist States with
RNAV/RNP implementation in the en-route, terminal, and approach flight phases, taking into
account the performance based navigation (PBN) concept, according to the ICAO Strategic
Objectives and Global Plan Initiatives (GPI) on this matter (GPI 5, 7, 10, 11, 12, 20, 21)
3) Identify other issues/action items arising from the work of ICAO or for consideration by ICAO in
order to facilitate regional and global harmonization of existing applications as well as future, and
where appropriate, provide responses and support to the ICAO RNPSORSG.
4) Assist States in the preparation and review of their PBN implementation documentation to ensure
regional harmonization and for possible inclusion in ICAO-developed model documentation.
5) Develop and review material needed to meet the ICAO initiative on the introduction of APV
approaches including Baro-VNAV and RNP-AR as part of the PBN initiative.
6) Address other regional PBN implementation issues, including the development of staff resources
and skills, as needed by safety management.
7) Develop, in coordination with RASMAG, the necessary airspace safety and monitoring
requirements for the introduction and continued application of PBN based procedures.
8) Continue the review of the PBN Manual and its practical application in the implementation of
PBN in the region.
9) Review activities of PBN Task Force from other regions including their action plans for PBN
implementation to ensure harmonization and avoid duplication of work.
10) The Task Force should report to the APANPIRG, through the CNS/MET Sub-group in
coordination with the ATM/AIS/SAR Sub-group and RASMAG.
Membership
Proposed membership of the Task Force should include, but is not limited to, the following:
Australia, China, Hong Kong-China, India, Japan, New Zealand, Singapore, Thailand, United States
and IATA and IFALPA.
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Appendix J to the Report on Agenda Item 3.4
NAVIGATION STRATEGY FOR THE ASIA/PACIFIC REGION
Considering:
a) the material contained in the Performance Based Navigation Manual (Doc 9613) for enroute,
approach, landing and departures operations;
b) operators will equip aircraft to support PBN operations;
c) GNSS will be the predominant navigation sensor;
d) APV operations may be conducted with BARO-VNAV or augmented GNSS;
e) Augmented GNSS will support Category I operations by end 2009 and Category II and III
operations by 2015;
f) in the Asia/Pacific Region, ILS is capable of meeting the majority of requirements for
precision approach and landing;
g) MLS CAT III is operational;
h) the need to maintain aircraft interoperability both within the Region and between the
Asia/Pacific Region and other ICAO regions and to provide flexibility for future aircraft
equipage.
Strategy
a) transit to PBN operations as follows :-
i) RNP10/RNP4 for Oceanic and Remote Continental routes;

ii) RNAV5/RNAV2 for Continental En-route;
iii) RNAV1, RNAV2 and Basic RNP1 based arrivals and departure;
iv) APV (including Baro-VNAV);
v) Precision approaches at selected runways.
with respective end states as follows:
i) RNP4 for Oceanic and Remote Continental routes;

ii) RNP1 for Continental En-route;
iii) RNP1 and RNP0.3 based arrivals and departure;
iv) APV (including Baro-VNAV);
v) Precision approaches at selected runways.
b) retain ILS as an ICAO standard system for as long as it is operationally acceptable and
economically beneficial;
c) implement GNSS with augmentation as required for APV and precision approach operations
where operationally required and economically beneficial;
d) implement the use of APV operation in accordance with ICAO’s requirement;
e) protect all the Aeronautical Radio Navigation Service (ARNS) frequencies;
f) ensure civil-military interoperability.
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Appendix K to the Report on Agenda Item J
INITIAL RESULT OF STUDY ON RVSM MONITORING USING ADS-B
Currently the RVSM Height Monitoring Measurements is using HMU or GMU
The purpose of RVSM height monitoring is to determine the following parameters for each aircraft:
• Assigned Altitude Deviation (AAD) – the difference between the Cleared Flight
Level and the current Flight Level of the aircraft;
• Altimeter System Error (ASE) – this is the error in the altitude determined by the
altimeter;
• Total Vertical Error (TVE) – this is the combination of AAD and ASE. This
represents the difference between the Cleared Flight Level (CFL) and the actual
measured height.
Providing that the TVE for each aircraft meets the Global Height-keeping Specification, outlined in
ICAO Document 9574, the Target Level of Safety for RVSM operations can be assumed to be met.
To determine the TVE for each aircraft, the monitoring unit must measure the height of the aircraft
and compare this to the barometric altitude of the CFL. The CFL must be converted to a height above
ground (or a common reference height) using the known atmospheric conditions at the time.
The ASE performance of the aircraft can also be monitored by comparing the reported barometric
altitude to the CFL and taking this difference away from the overall TVE. Analysis of ASE
monitoring in Europe has suggested that altimeter errors exist and can increase over time.
ADS-B for RVSM Height Monitoring
ADS-B reports both Mode C barometric altitude and GNSS Geometric height and so is a suitable
candidate for providing data for RVSM height monitoring.
The following diagram shows the way in which the required height and altitude measurements are
made available to the ADS-B system.
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As can be seen above a number of limitations on the quality and accuracy of the available data exist.
Further investigation into the use of ADS-B for RVSM monitoring has found the following:
• Not all aircraft approved for RVSM are ADS-B equipped, although this will change
as ADS-B equipage rates continue to increase;
• The barometric altitude is encoded in either 100ft or 25ft increments by the altitude
encoder. The transponder then transmits this value via SSR Mode C or Mode S
(radar or ADS-B). Mode C can only transmit values quantised to 100ft increments.
Mode S uses 25ft increments. Accuracy is reduced during this quantisation;
• GNSS Height provided by the GPS is quantised by the GPS to provide the value to
the transponder. The difference between this value and the barometric altitude is
calculated by the transponder and encoded in the ADS-B messages. This process
further quantises the value. The accuracy of the GNSS height value recovered by the
ground processing equipment is reduced due to this quantisation;
• As per RTCA DO-260 and DO-260A, the GNSS height value is reported by ADS-B
as a difference from the barometric altitude. The preferred value for this calculation
is GNSS Height Above Ellipsoid (HAE). However GNSS altitude above Mean Sea
3.4K - 2
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Level (MSL) may be used if the airborne position is reported using Format Type
Codes 11 through 18. This corresponds to a DO-260 NUC of 0 to 7. In this case
there is no indication of which value is used, although it will be consistent for the
particular aircraft; and
• ADS-B does not provide any information on the current atmospheric

pressure/temperature conditions at the time the GNSS height measurement was taken.
Atmospheric data is required to convert the CFL into a corresponding height for
comparison to the GNSS height.
The Mode C altitude reported by the aircraft can be used to determine the likely CFL based on
proximity to available Flight Levels.
Previous Work
A number of papers have been presented to the Separation and Airspace Safety Panel (SASP)
describing algorithms for using ADS-B like data for monitoring of ASE. Without deployed ground
infrastructure many of the algorithms presented have had little validation in the field.
Current Work on ADS-B RVSM Monitoring in Australia
Australia has a large ADS-B ground infrastructure from which to collect data. Initial samples of this
data have been analysed using the algorithms previously presented to SASP. One such technique is
the comparison of GNSS heights between closely spaced aircraft to cancel the affects of atmospheric
pressure variations with time on pressure altitude conversions. By comparing a single aircraft to a
number of others an indication of the ASE can be determined. A paper was presented to SASP in
November 2007 describing this work.
Initial use of ADS-B data applying these techniques has produced large error values and a large
spread in the errors observed. It is suspected that the limitations previously mentioned, particularly
the quantisation introduced by the aircraft avionics, is contributing to the spread of errors observed.
Alternative techniques for describing the aircraft trajectory are currently being explored.
Conclusion
Although ADS-B does provide a measurement of aircraft pressure altitude and GNSS height, a
number of limitations have been identified with this data. Further work is required to determine
whether ADS-B can be used successfully for RVSM Monitoring.
___________
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UPDATED ADS-B SUBJECT/TASKS LIST
Associated with
Target Action to be taken
No. Subject/Tasks List Strategic Associated GPI Deliverables
Date and led by
Objective
Conduct study and present a paper on a study for the use of D. Efficiency GPI01/02/05/06/07/09/ Report of study for the IATA
ADS-B technology in airspace in the North Asia. 14/16/17/21/22 use of ADS-B in Completed
1
North Asia area (04/2008)
Report Organizational Policy on ADS-B data sharing with A. Safety GPI01/02/05/06/07/09/ Status report All Members
neighbors. D. Efficiency 10/11/14/16/17/21/22 Completed
2
(04/2008)
Each State report on the number of airframes fitted and D. Efficiency GPI01/05/06/09/14/16/ Report on statistics All Members with
3 transmitting with good NUC/NIC. 17/21/22 conducted 10/2008 Ground Stations
Develop draft comparison of surveillance technologies D. Efficiency GPI01/02/05/06/07/09/ A regional guidance Greg Dunstone
document including required site and network architecture, 14/16/17/21/22 material for Completed
4 expected surveillance coverage, cost of system. implemetation (4/2007)
Develop draft update to AIGD to incorporate multilateration. D. Efficiency GPI01/05/06/09/ The second Nick King, Chainan
14/16/17/21/22 amendment to the Chaisompong &
AIGD Completed Howard Anderson
5
(4/2007) Anderson)
Provide a paper with an update on available equipment D. Efficiency GPI01/05/06/09/ An information USA- seek updates
6 standards: (ARINC, Eurocae, RTCA, ICAO, TSO) 14/16/17/21/22 document for 10/2008 from Home
implementation
Develop a table detailing readiness of Airspace users & ATS D. Efficiency GPI01/05/06/09/ Report of a survey Completed Singapore
7 providers 14/16/17/21/22 conducted (4/2007)
3.4L - 1
APANPIRG/19
Associated with
Date and led by
Objective
Provide details of potential areas (FIRs) that where there is a D. Efficiency GPI01/05/06/09/ Report of result of All -Corner
positive cost/benefit for near term implementation of ADS-B 14/16/17/21/22 studies Completed meetings
8
Out (4/2008)
Develop a paper on how Probability of detection should be D. Efficiency GPI01/05/06/09/ Guidance material for
reported for ADS-B so that it can be compared to radar 14/16/17/21/22 implementation Completed
9
probability of detection (4/2008)
Develop guidelines on how ADS-B equipage should be D. Efficiency GPI01/05/06/09/ Guidelines for Greg Dunstone
Completed
10 reported in future, especially the definition of "equipped". 14/16/17/21/22 implementation
(4/2008)
Develope outline of the performance criteria and identify D. Efficiency GPI01/05/06/09/ Guidance material for Rick Castaldo,
issues to be considered when introducing ADS-B into an Air 14/16/17/21/22 implementation Completed Greg Dunstone
11 Traffic Control multi-sensor fusion process
(4/2008) Michel G.
Procoudine
Deveop brief guidance paper on security issues associated D. Efficiency GPI01/05/06/09/ Guidance material for Patrick Souchu,
Completed Greg Dunstone,
12 with ADS-B 14/16/17/21/22 implementation
(4/2008) Mike Gahan
Exam the feasibiity of the use of ADS-B for height monitoring A. Safety GPI01/05/06/09/ Result of feasibility Completed TBD
14/16/17/21/22 study - Advice on the advice
13 ADS-B capability to material
RVSM Groups. 4/2008
Guidance material on how to build safety case for delivery of Safety GPI01/05/06/09/ Guidance material for Australia
14 Apr-09
separation services 14/16/17/21/22 implementation
Guidance material on display of ADS_B tracks on displays D. Efficiency GPI01/05/06/09/ Guidelines for Australia
15 Apr-09
14/16/17/21/22 implementation
Sample mandate material defining ADS-B avionics including A. Safety GPI01/05/06/09/ Guidance material for Australia
16 the positional data source 14/16/17/21/22 implementation Apr-09
Guidance on legal liability issues for ADS-B data sharing A.Safety GPI01/05/06/09/ Guidance material for U.S.A.
17 Apr-09
14/16/17/21/22 implementation
3.4L - 2
APANPIRG/19
Associated with
Date and led by
Objective
Develop and implement regional collaboration project for D. Efficiency GPI01/05/06/09/ Develop and SEA WG
Jul-08/
ADS-B Out operational use including data sharing in SEA 14/16/17/21/22 implement sub-
18 Dec-10
and report on implementation progress regional ADS-B
collaboration project.
Develop and implement regional collaboration project for D. Efficiency GPI01/05/06/09/ Develop and South Pacific
ADS-B out operational use including data sharing in South 14/16/17/21/22 implement sub- Apr-09/ States
19 Pacific and report on implementation progress regional ADS-B Dec-11
collaboration project.
Develop common compliance procedures for regulatory D. Efficiency GPI01/05/06/09/ Sample document Australia
20 surveillance of ADS-B avionics installations and operation. 14/16/17/21/22 Apr-09
Study application of ADS-B and multilat for precision runway D. Efficiency GPI01/05/06/09/ Guidance material for All Members
21 monitoring 14/16/17/21/22 implementation Apr-10
Perform data collection and data analyis of ADS-B messages D. Efficiency GPI01/05/06/09/ Report of data All Members
22 to examine GPS performance in different geographic areas 14/16/17/21/22 collected and Apr-09
analyzied
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APANPIRG/19
Appendix M to the Report on Agenda Item 3.4
GUIDANCE MATERIAL ON REPORTING

ADS-B PROBABILITY OF UPDATE
1. Background
1.1 Radars rotate at a fixed rate. Typically the air traffic controller is presented with new
surveillance data at a rate identical or similar to the rotation rate of the radar, e.g. in the terminal area
the screen refresh rate is usually about 5 seconds.
1.2 Probability of detection (Pd) is often used as a performance measure of a radar. It is a

measure of the likelihood that a target will be detected. There is an underlying assumption in this
definition that this probability applies to a single antenna rotation or controller screen update. This
could be called probability of update.
1.3 ADS-B does not have a rotating antenna and typically a message is presented to the
ATC centre every 1 second. It is then usually presented to the controller at the same rate as radar so
that the controller perception of speed for radar and ADS-B tracks is the same. Normally this implies
that multiple ADS-B “detections” are received during the display update cycle.
1.4 To compare the detection probability of radar and an ADS-B receiver system one
must consider the operational use of the facility. For ADS-B to have the equivalent (or better)
performance as radar, it must have equivalent probability of providing an update to the controller as
radar over the same period.
1.5 If a radar system provides an update every 5 seconds, then to compare the radar
probability of detection, one must consider the probability of ADS-B detecting and displaying the
aircraft in the 5 second period. If one wishes to compare to an en-route radar rotating at 5 RPM, then
one must consider the probability of ADS-B detecting and displaying the aircraft in the 12 second
period.
2. Radar PD calculation
2.1 The achieved radar Pd is calculated by examining, for a particular coverage area, the
achieved detections and dividing by the number of attempts at detection : ie the number of antenna
revolutions or number of screen updates, e.g. in 100 antenna rotations 90 detections are presented to
the controller and hence the Pd = 90%
3. ADS-B Probability of update calculation
3.1 An equivalent Probability of Update for ADS-B would be calculated by examining,

for a particular coverage area, the detections presented to the controller and dividing by the number of
possible screen updates Eg: in 100 screen updates, ADS-B positional data is presented to the
controller 90 times and hence the Probability of update = 90%
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Appendix M to the Report on Agenda Item 3.4
3.2 If there is a desire to measure Probability of Update of ADS-B to be used for a

terminal area function, without consideration of a display system, it is recommended that a period of 5
seconds is used. Divide the observation period into 5 second intervals and measure the probability as
the number of 5 second

intervals that contain valid
useable positional data
the number of 5 second
intervals
3.3 If the ADS-B is to be used for an en-route only function, the selected period could be
5, 10 or 12 seconds.
_____________
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Appendix N to the Report on Agenda Item 3.4
GUIDANCE MATERIAL ON REPORTING ADS-B AVIONICS FITMENT
1 Purpose
1.1 States often discuss the percentage of flights or percentage of a fleet that is equipped
with ADS-B. Whilst safety benefits can be delivered in environments with low equipage rates, the
delivery of efficiency benefits to airspace users requires a high percentage of fitment.
1.2 A common method of reporting equipage rate is desirable. It has been noted that
States currently use different criteria for reporting.
2 Acceptable Avionics
2.1 For ADS-B to be useful it is necessary that the avionics are transmitting “good”
positional data integrity values. Therefore before an aircraft can be considered equipped it must be
able to generate appropriate NUC (or NIC) values.
2.2 It may not be possible for all States reporting ADS-B detections to know definitively
whether the transmitted integrity value from each detected airframe is generated correctly. In some
cases this determination can only be made in consultation with the aircraft operator and avionics
and/or airframe manufacturer. It is not proposed that all States undertake this determination.
2.3 Therefore, it is proposed that States report on the number of airframes reporting NUC
or NIC acceptable for delivery of separation services, i.e. NUC>4. They may also report on the
number of aircraft transmitting NIC or NUC indicating that ADS-B data cannot by used for separation
services. No determination about the source or acceptability of NUC or NIC needs to be made in the
reporting.
3 Reporting by Flight or Airframe
It is useful to report the number of ADS-B airframes detected as well as the number of ADS-B
equipped flights.
3.1 By airframe reporting
Each ADS-B capable airframe is identified by its 24 bit address. Therefore it is relatively easy to
maintain tables of individual airframes that have been detected transmitting acceptable ADS-B
position and integrity data.
This report will include all aircraft that have been detected, regardless of whether they operated with
and without a flight plan.
It is useful to understand the equipage rate for both foreign aircraft and local registered aircraft. Hence
it is proposed that these are reported separately.
• Local [aircraft] – registered in the reporting State.

• Foreign [aircraft] – registered in any State other than the reporting State.
Splitting local aircraft into above and below 5700Kg also gives some indication of the type of aircraft
equipped.
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It would also be useful to indicate in the report the number of aircraft on the local aircraft register so
that a percentage of equipage can be reported as well as the raw number of airframes detected.
This report may not be indicative of the impact of ADS-B because some equipped aircraft may
operate very infrequently, others may operate many sectors a day and some may be either rare or
frequent users of the State’s airspace.
3.2 By Flight reporting
It may be possible for States to determine which individual flights are ADS-B equipped by using:
- Flight plan indicators

- Registration numbers of equipped aircraft matched to flight plans
- Date/ time and ADS-B transmitted flight ID matched to flight plans
From an air traffic management perspective, reporting by flight is more useful than reporting by
airframe, because it gives an indication of the potential to provide services to airspace users. This
report is more indicative of the impact of ADS-B because some equipped aircraft may operate very
infrequently and others may operate many sectors a day.
This report will only include flights that have been operated with a flight plan.
If reporting by flight, assuming that flight plan data is available, it would be useful to categorise the
flights into a number of categories. The following are proposed:
- International Scheduled flights

- Domestic Scheduled flights
- Domestic flights
where
- Domestic means a flight departing from and arriving in the reporting State (operation
entirely within the reporting State).
- International means a flight departing from OR arriving in the reporting State
(operation only partly within the reporting State).
4 Reporting forms and charts are shown in the Appendices
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APPENDIX A
Report for year: …………
Percentage of flight planned FLIGHTS (per segment of operation) made by airframes with good
integrity data for ADS-B service
Scheduled Unscheduled
Scheduled Unscheduled
International International
Domestic flights Domestic flights
flights flights
January
February
March
April
May
June
July
August
Sept
October
November
December
Number of ADS-B Equipped AIRFRAMES detected
Foreign registered Local registered

airframes airframes
January
February
March
April
May
June
July
August
Sept
October
November
December
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Percentage of ADS-B Equipped Local Airframes detected (based on local aircraft register for each
month)
Percentage of local Percentage of local

registrations (>5700 registrations (<
MTOW) 5700 MTOW)
January
February
March
April
May
June
July
August
Sept
October
November
December
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APANPIRG/19
APPENDIX B: SAMPLE REPORTING GRAPHS
50
45 47
40 38.6
38.4
35
Flights(%)
30
25
20
18.08 19.39
18.04
15
Domestic 10
10.9 10.7
5 11.7
Domestic Scheduled
0
International Scheduled
Dec-07
Jan-08 Feb-08
Figure 1 ADS-B Flights Detected since December 2007
900
800
104
101
700 93
76
66
600 57 Aircraft Transmitting with
NUC < 5 and not in CASA
39 340 353
500 330 347 Approval List
299
29 262 Aircraft Transmitting Good
400 256 NUC and not in CASA
176 Approval List
300
Aircraft detected which are
200 approved by CASA for ADS-B
321 323 323 348 353 service
260 304
252
100
0
Jul- Aug- Sep- Oct- Nov- Dec- Jan- Feb-
07 07 07 07 07 07 08 08
Figure 2 ADS-B Airframes Detected since July 2007
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Appendix O to the Report on Agenda Item 3.4
GUIDANCE MATERIAL ON ISSUES TO BE CONSIDERED IN ATC

MULTI-SENSOR FUSION PROCESSING
INCLUDING THE INTEGRATION OF ADS-B DATA
1 Introduction
Modern air traffic control systems use multi-sensor fusion processes to improve the quality of
surveillance track data provided to air traffic controllers. This is the latest step in a series of
evolutionary improvements to ATC surveillance systems, each offering performance benefits over
previous systems.
The original surveillance systems presentations were limited to only displaying a single radar per
controller’s screen.
Radar mosaic displays provided the first advance on single radar displays. The coverage presented to
a controller was divided into “sort boxes”, and data from one radar could be displayed in some areas
(“boxes”), and data from other radars displayed in other areas, each radar selected for best detection in
a given area. Mosaic display systems are generally limited to displaying data from a single
“preferred” radar per “sort box”.
Multi-radar fusion processing provides an advance on mosaic processing by fusing the detections of
multiple radars in areas of overlapping coverage, improving the probability of detection and the
tracking of manoeuvring aircraft. Multi-radar fusion processing is a well established process, but is
usually limited to integrating the outputs from similar radars that have overlapping coverage.
Multi-sensor fusion provides a further advance on multi-radar fusion by integrating data from a
multiplicity of sensors to form a single track for each aircraft. A multi-sensor fusion processor may
form a surveillance track using inputs from any or all of the following sensors:
• Primary radars
• Mode A/C SSRs using sliding window processing
• Mode A/C SSRs using monopulse processing
• Mode S SSRs
• Mode S SSRs with DAPS (downlinks of aircraft parameters)
• Wide Area Multilateration systems
• ADS-B receivers
Each of these sensors has different attributes, and a well designed multi-sensor fusion processor will
take advantage of the strengths of each sensor, and use these to compensate where possible for the
weaknesses of other sensors. It is important to note that some of the measures taken to mitigate the
weaknesses of traditional radar sensors should not be applied to data from newer data sources (such as
ADS-B) if those weaknesses are no longer a characteristic of the new data. Rather, the processing of
each type of data in a multi-sensor fusion algorithm should be adapted to make best use of the actual
performance of each of the data sources. Factors to be considered include accuracy, update rates,
integrity (probability of false data), and amount of data provided (ie in addition to position, other
aircraft information such as aircraft address, flight ID, vertical and horizontal velocities, bank angle,
on ground or not, cleared flight level entered into the aircraft FMS, etc may be provided by some
sensors, and these items should be used where they can improve performance).
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2. Characteristics of Different Sensors
A high level summary of some of the key characteristics of the different sensor types listed above is
provided at Attachment 1. The following figures provide examples of accuracy and update
characteristics from different sources, and the impact they can have on multi-sensor fusion tracking.
Figure 1 – Alaska: ADS-B and Radar position reports (FAA)
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Figure 2 – Australia: ADS-B (red) and Monopulse SSR (green) (Airservices Australia)
Figure 3 – Analysis of Multisensor Data Fusion with ADS-B (Thales ATM)
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Figures 1 and 2 provide examples where the position accuracy of ADS-B is clearly much better than
that of the radars at the radar ranges indicated. In addition, the update rate of the ADS-B data is much
higher (once per second compared to once every 5 or 12 seconds). Both of these factors contribute to
improved performance. Radar measurements that exhibit high position noise must be damped to
mitigate against false couplings with position reports from other aircraft, and to achieve moderate
stability of velocity vectors. While this damping improves tracking for straight line flights, the
penalty of damping is overshoot position errors during manoeuvres. The improved accuracy of
ADS-B data means there is little if any need for damping. Furthermore, for a given level of damping
the overshoot errors tend to increase as the square of the time between updates, and so the higher
update rate of ADS-B data significantly reduces the impact of any small amounts of damping that
may be applied to this data. In Figure 3 the red line on the graph also shows the improvement from
fusion of data from four overlapping radars, which the effect of increasing the average update rate for
radar data, but the yellow line shows that the integration of ADS-B data further reduces position
errors by a significant amount.
3 Issues to be considered in ATC multi-sensor fusion processing

Many different approaches are possible in the design of multi-sensor fusion surveillance systems
suitable for air traffic control. The following paragraphs describe some of the issues to be considered
when designing such a system, and the performance that can be expected from ADS-B in these areas.
3.1 Filtering of anomalous data

All of the sensor types listed above have the potential to generate anomalous reports, and the
processing system needs to have the capability to filter out this data. Often this is undertaken in a two
step process, with a first pre-processing filter at the sensor processing level, and a second filtering at
the multi-sensor processing level.
Primary radars detect many objects which are not aircraft, such as road vehicles, weather cells,
ground clutter and birds. If the radar is a combined primary and SSR system, then those primary
radar detections that correlate in position with an SSR report can be given added credence in a sensor
pre-processing filtering process. At this level some form of scan to scan surveillance processing or
track formation is carried out, to filter out reports that do not show a scan to scan position movement
consistent with aircraft performance parameters. However, even after pre-processing at the sensor,
primary radars will output reports that are not from aircraft.
SSR systems require a transponder on each aircraft, and therefore do not generate the sort of
anomalous reports that can occur with primary radars. However, SSR systems generate other forms
of anomalous reports, such as those caused by reflections, mutual interference (garbling) and poor
signal to noise ratios. SSR signals may be reflected off structures such as hangars and terminal
buildings to create erroneous reports with incorrect azimuth and range. Some form of surveillance
processing at the sensor is normally applied to try to filter out SSR reflection plots, but this is not
always totally successful. Garbling occurs when the signals from two or more aircraft interfere with
each other in the receiver. Garbling can cause loss of detection, corrupted Mode A (identity) and
Mode C (pressure altitude) data, and azimuth shifts. SSR Mode A/C systems that use monopulse
signal processing are less prone to losses of detection and azimuth shifts when replies from two
aircraft partially overlap in azimuth. Weak signals (usually at longer ranges) can also lead to
corrupted Mode A and C data, where receiver noise can corrupt the data detection process. Data from
a Mode A/C SSR system does not have any form of error checking, making corrupted data difficult to
detect.
SSR Mode S was developed to overcome the SSR garbling problem. Each aircraft is allocated a
unique 24 bit address, which is used to selectively interrogate that aircraft. Only the aircraft with the
specified address reply, eliminating garbling. False plots due to reflections are largely eliminated
also, because on acquisition the Mode S ground station has to work out which replies are the correct
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ones, and thereafter it will only schedule selective interrogations on that azimuth, and not on the false
reflective path azimuths. Incorrect decoding of data by a receiver is still possible when signal to noise
ratios are poor, but SSR Mode S data includes a rigorous error detection and correction check sum
generated in the aircraft that not detects virtually all errors, but also allows many to be corrected. In
general the amount of anomalous data from SSR Mode S sensors is much reduced compared to
previous SSR systems. SSR Mode S also allows an aircraft to downlink a number of aircraft
parameters (referred to as DAPS), and this data can be used to improve the multi-sensor processing.
A Wide Area Multilateration (WAM) system requires transmissions from an aircraft to be received
at a number of geographically dispersed receiving sites. The position accuracy of WAM reports is
highly dependent on the geometry of the receiving sites relative to the position of the aircraft
(meaning that accuracy for an aircraft in one position may be quite different to that for an aircraft in
another position). It is important that the accuracy of WAM data is known to any multi-sensor fusion
process. Wide Area Multilateration can operate by processing squitter signals from SSR Mode
transponders (including Mode S Extended Squitter ADS-B signals), or by processing reply signals
generated from any transponders in response to interrogations from other sources (TCAS on other
aircraft, or ground based interrogators). In general, when processing signals from Mode A/C
transponders a WAM system can suffer from garbling similar to SSR, but when processing signals
from Mode S transponders the improvements in data integrity of SSR Mode S are obtained.
ADS-B data uses the SSR Mode S error detecting and correcting communication protocols to ensure
that the data received from an aircraft has not been corrupted. Occasional garbling of ADS-B signals
can occur if signals from two aircraft arrive at a receiver at the same time, but this is infrequent due to
the pseudo random timing of ADS-B transmissions. It may result in the loss of one report, but is
extremely unlikely to create an erroneous report. Given the high rate of transmissions, a new report is
likely within a second, making the occasional loss of a report much less significant to the multi-sensor
fusion process than the loss of a report from any of the radar sensors. Position determination is
carried out by the aircraft avionics system, and the accuracy and integrity of this position
determination is included in the data transmitted by the aircraft (parameters such as NUC for
equipment certified to DO260, and NIC, NAC and SIL for equipment certified to DO260A). It is
critically important that this aircraft generated position accuracy and integrity information is
taken into account when integrating ADS-B data into an ATC multi-sensor processing system.
For example, reports with low NUC values (such as 0,1,2 or 3) will often be discarded as inadequate
to support an ATC application. For an airport surface surveillance separation application the
threshold is likely to be set much higher whereas for an airport surface surveillance advisory service it
may be less stringent. There is a possibility that faulty position determining equipment on an aircraft
could generate anomalous position reports but mark these as high accuracy and integrity, although the
probability of this occurring is considered extremely low. To detect and eliminate these spurious
reports, some form of basic surveillance processing is recommended, such as a ‘reasonableness check’
on distance traveled between subsequent reports. For example, it is not ‘reasonable’ for an aircraft to
appear to have travelled 25 miles in the half or one second interval between two ADS-B messages.
3.2 Integrating Data from Different Sensors in the Multi- Sensor Fusion Process
The multi-sensor fusion process needs to be adapted to make best use of the performance
characteristics of each of the contributing sensor systems.
Mapping to common datum, the process which converts the various sensor reports to a common
datum. Uncertainties can be created in conversion of radar data (based on slant range measurements)
to a geographic reference without accurate altitude information. Consideration of processing
requirements when there is poor altitude data needs to be considered.
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Correlation, the process of deciding which sensor reports are updates to the track of a given aircraft,
is a critical part of the fusion process. ADS-B, SSR Mode S and some WAM reports will include the
unique 24 bit aircraft address of the aircraft, and this provides a very high confidence indicator that
should be used for correlating new reports with an existing multi-sensor track. These reports may also
include the aircraft Flight Identification, which is also a good indicator. For SSR Mode A/C systems,
the Mode A code is a reasonable measure for correlation, but as explained above it is subject to
corruption in garbling situations, and cannot be used with the same confidence as an aircraft address.
(Label swaps in garbling situations are not unknown in Mode A/C multi-radar fusion systems). The
position data in a report is also a factor in correlating a new report with an existing fused track – the
change in position since the last update should be within the bounds of an airplanes’ aerodynamics.
For correlating primary radar only reports, position correlation is the only measure that can be used.
Position Estimation in a multi-sensor fusion process should to take full advantage of the
characteristics of each contributing sensor system – items such as position accuracy, resolution,
integrity and update rates differ from sensor to sensor, and the contribution that each makes to the
multi-sensor fusion process should be weighted accordingly. Update rate is particularly important in
tracking the position of a manoeuvring aircraft, and ADS-B and WAM, with typically an update every
second, can provide large performance benefits over the typical five, ten or twelve second updates
provided by radars. Position accuracy and integrity of the data from each sensor type should also
influence the weighting given in estimating the multi-sensor track position (and position noise) at
each update. For ADS-B the NUC (or DO260A equivalent) should be taken into account in some
way – for example, discarding reports with NUC below some threshold, and then perhaps assigning
higher weights to higher NUC value reports. High NUC value reports are likely to be the most
accurate of all sensors.
The accuracy of WAM position reports are dependent on the geometry of the ground receivers and the
aircraft, and it is important that the multi-sensor fusion process is provided with information on WAM
position accuracy – for example, all reports are better than a specified accuracy threshold (other
reports having been discarded in pre-processing), or each report is accompanied by a “Figure of
Merit” based on the geometry of the received signals.
For all types of radar sensors, the accuracy is likely to be constant in range from the sensor, but will
decrease in azimuth with increasing range. Less weight should be given in the position estimation
process to the azimuth component of radar reports as range increases. It is also necessary to protect
against biases in the data from different sensor types.
Bias: ADS-B data is all based on WGS-84 latitude and longitude, and for all values of NUC likely to
be used operationally, will be derived from GNSS. ADS-B bias can be assumed to be zero. WAM
bias should also be low, but is dependent on the accuracy of survey of ground sites and the time
tagging of receptions. Radar bias is mainly a factor of how accurately the north mark encoding of
antenna position has been aligned on each radars, combined with the accuracy of survey of the sites.
These are both manual processes, and significant errors are not unknown.
Velocity and Acceleration Estimation is important for a number of purposes, including presentation
to the controller, safety net functions (such as STCA) and for predicting the multi-sensor track
position as part of the correlation process for deciding which new reports should be correlated with
which multi-sensor tracks. There are several ways of estimating velocity and acceleration. The
traditional approach in multi-radar fusion processes was to look backwards at the last few position
reports and calculate a direction, speed and sometimes an indication of whether the aircraft appeared
to be turning or travelling straight. This use of historical data works moderately well in constant
speed straight flight with accurate position data, but always lags when the aircraft accelerates
(including in turns). If the position data is noisy and needs to be damped, this lag increases. The lag
can be reduced by more frequent position updates. New sensors offer other ways of determining
velocity and acceleration. For example, SSR Mode S with DAPS includes the capability to extract
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from an aircraft FMS parameters such as ground speed and bank angle, while each ADS-B report
includes a velocity value that has been calculated by the position determining equipment (GPS) on
board the aircraft. These sources can provide data that is superior to that estimated from an analysis
of the historical position reports from the aircraft, and should be used to improve the multi-sensor
fusion velocity and acceleration estimation process.
Collection, validation and reporting of downlink data is also to be considered. Downlink data
includes barometric altitude, geometric altitude, selected flight level, Flight ID, 4 digit octal code etc.
Rules and processes are required to treat these appropriately from each data source. In some cases it
may be appropriate to cross check this data with the track trajectory Eg: velocity vector. In other cases
the downlinked data may actually support the tracking itself.
4 Performance Requirements
There are no publicly available performance specifications for multisensor fusion processing systems.
However an example specification for multiradar tracking is Eurocontrol Standard Document for
Radar Surveillance in Enroute Airspace and Major Terminal Areas SUR.ET1.ST01.1000-STD-01-01.
This is available on the Eurocontrol Web site.
The performance requirements of a multisensor fusion process will typically include the following:
a) for defined aircraft manoeuvres and defined sensor performance (eg defined radar
systematic and random errors):
• Accuracy in straight line flight including position error, speed error, and heading
error; and
• Accuracy in manoeuvres of defined characteristics (.5 g , 2 g turns etc)
b) Track initiation delay;

c) False track probability;
d) Track continuity;
e) Tracker processing capability taking into account the relevant sensors, reporting rates
and sensor overlap;
f) Anomaly rates such as split tracks, track swap rate, ghost track rate; and
g) Latency – defined as appropriate with the system track display methodology.
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ATTACHMENT 1
Some Typical Performance Characteristics of Surveillance Sensor Systems
Perform
Primary SSR Mode SSR Mode SSR Mode Wide Area
ance SSR
Radar A/C sliding A/C S withs Multilatera ADS-B
Characte Mode S
(PSR) window monopulse DAPs tion
ristic
Depends on
Better than
Rx geometry GPS –
PSR and
Similar to Similar to – can vary reported by
Position Decreases Decreases sliding
monopulse monopulse from better avionics
Accuracy with range with range window SSR
SSR SSR than radar to (NUC /NIC,
– decreases
worse than NAC, SIL).
with range
radar
Position
updating 5 to 12 5 to 12 5 to 12 5 to 12 5 to 12
1 second 1 second
rate seconds seconds seconds seconds seconds
(typical)
Yes Low
Anomalo
(weather, Yes Yes probability
us Low Low Low
road (multipath (multipath (NUC/NIC,
position probability probability probability
vehicles reflections) reflections NAC, SIL
reports
etc) protection)
24 bit Yes (if Yes (if Yes (if
Airframe No No No Mode S Mode S Mode S Yes
Address avionics) avionics) avionics)
Flight Yes (if Yes (if Yes (if
Identifica No No No Mode S Mode S Mode S Yes
tion avionics) avionics) avionics)
Identity
code
No Yes Yes Yes Yes Yes No
(Mode
A)
Yes (25’ if Yes (25’ if Yes (25’ if
Altitude
No Yes (100’) Yes (100’) Mode S Mode S Mode S Yes (25’)
(LSB)
avionics)) avionics)) avionics))
Susceptib
Not
ility to High Moderate Eliminated Eliminated Low Low
applicable
garbling
Data
Yes (if
error Not
No No Yes Yes Mode S Yes
check/cor applicable
avionics)
rect
Velocity No No No No Yes (DAPS) No Yes (GPS)
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Appendix P to the Report on Agenda Item 3.4
Sample ADS-B Data Sharing Agreement

INTERNATIONAL CIVIL AVIATION ORGANISATION
SAMPLE AGREEMENT
FOR THE SHARED USE OF
ADS-B DATA
Edition : 1.0
Edition Date : 2008
Status :
DEVELOPED BY ASIA/PAC AUTOMATIC DEPENDENT

SURVEILLANCE-BROADCAST (ADS-B) IMPLEMENTATION
WORKING GROUP ADOPTED BY APANPIRG/19
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Appendix P the Report on Agenda Item 3.4

DOCUMENT CHANGE RECORD
The following table records the complete history of the successive editions of the present document.
EDITION DATE REASON FOR SECTIONS

CHANGE PAGES
AFFECTED
1.0 February
2008
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TABLE OF CONTENTS
DOCUMENT CHANGE RECORD ............................................................................................ii
TABLE OF CONTENTS............................................................................................................. iii
1. FOREWORD.............................................................................................................................. 5
2. SCOPE ........................................................................................................................................6
3. REFERENCE DOCUMENTS ..................................................................................................7
4. ABBREVIATIONS AND ACRONYMS ..................................................................................8
5. PROPOSED TEXT FOR THE AGREEMENT ......................................................................9
ANNEXES
ANNEX A OTHER PARTIES ( IF APPLICABLE).................................................................16
ANNEX B INTERFACE SPECIFICATION.............................................................................17
ANNEX C MAINTENANCE ......................................................................................................19
ANNEX D COST..........................................................................................................................20
ANNEX E CORRESPONDENCE ..............................................................................................22
ANNEX F EQUIPMENT PROVIDED BY ONE PARTY TO THE OTHER........................22
ANNEX G IMPLEMENTATION SCHEDULE .......................................................................23
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ANNEX H FUNCTIONAL PERFORMANCE REQUIREMENT..........................................23
ANNEX I COVERAGE OR GROUND STATION DETAILS................................................26
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1. FOREWORD
1.1 The present document concerns the guidelines for the drafting of agreements for the shared use of
ADS-B data.
1.2 This document is related to the SEA ADS-B WG.
1.3 These guidelines were constituted from:

the Guidelines for an Agreement for the shared use of radar sensor data used by Eurocontrol.
1.4 Notes containing extra information on the use of the proposed contract text are printed in light
face, the status being indicated by the prefix NOTE.
1.5 The original version of this document is in the English language.
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2. SCOPE
2.1 This document constitutes the SEA ADS-B WG guideline concerning the drafting of an
agreement for the shared use of ADS-B data between ATS Organisations in the SEA ADS-B WG and the
provision of ADS-B data by service providers. This document contains the proposed text for a bilateral
sharing agreement for ADS-B data. The changes required to make it a multilateral sharing agreement for
ADS-B data are put in as suggestions.
2.2 The agreement consists of the proposed text for twelve numbered articles and nine annexes,
named Annex A up to Annex I. These annexes contain information which is likely to change from time to
time. Deviations from the proposed text in the agreement as well as in the annexes, can be necessary due
to legal, organisational or technical reasons. Examples of such changes are:
• The starting date could be set to the date the radar data has been delivered for the first time;
• The notice period to end the contract could be chosen differently;
• When installation at the providers' premises requires, i.e. additional staff, the cost could be
charged to the user.
The clauses enclosed in brackets ([]) should be replaced by the information described in these clauses.
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3. REFERENCE DOCUMENTS
The following documents and standards contain provision which, through reference in this text, constitute
provisions of the document. At the time of publication of this document the editions indicated for the
referenced documents were valid.
Revisions of the referenced documents shall not form part of the provisions of this document until they
are formally reviewed and incorporated into this document.
In case of conflict between this document and the contents of these other referenced documents, this
document shall take precedence.
1 [To list the relevant documents]
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4. ABBREVIATIONS AND ACRONYMS

For the purposes of these guidelines the following are used:
ADS-B Automatic Dependent Surveillance - Broadcast
ASTERIX All Purpose Structured Eurocontrol Radar Information Exchange
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5. PROPOSED TEXT FOR THE AGREEMENT
The [name of the State’s responsible Organisation or name of the (privatised) ATC Organisation]
represented by [function],
hereinafter called “the Provider”,
And
The [name of the State’s responsible Organisation or name of the (privatised) ATC Organisation]
represented by [function],
hereinafter called “the User”;
Suggestion: If there are more than one Provider or more than one User, the above lines are to be repeated
for each Provider or User.
In case the Providers are also Users (e.g. each party supplies information from an Automatic
Dependent Surveillance – Broadcast (ADS-B) to the other party), one can replace the words
Provider and User with the names of the Organisations and indicate in Annex A who is
Provider and who is User for each source of the ADS-B data.
• Having regard to the South East Asia Sub-regional Automatic Dependent Surveillance – Broadcast
(ADS-B) Implementation Working Group (SEA ADS-B WG) objectives, including the optimisation
of the provision and use of the ADS-B surveillance function through the installation of new facilities
or the sharing of ADS-B data;
• With a view to the establishment of the categories of services through the airspace of the regions
specified in Annex A and I;
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NOTE- More reasoning and motivations for the contract can be inserted here
• Have agreed as follows:
ARTICLE 1 - Objective of the Agreement
1 The objective of this Agreement is to improve safety and operations efficiency of civil air traffic
by enhancing ADS-B coverage and ADS-B data availability in the Flight Information Regions for which
the User is responsible and the areas within 150Nm from the boundaries of these Flight Information
Regions.
2 For this purpose, the Provider shall provide its ADS-B data to the User with effect from [date] and
in accordance with the implementation schedule in Annex G.
3 he ADS-B data to be provided are specified in Annex B, H and I.
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ARTICLE 2 - Limitations
1 The User shall use the ADS-B data provided only to ensure the safe, proper and continuous
operation of civil Air Traffic Services or activities in support of his Air Traffic Services and for technical
demonstration, evaluation and test purposes related to his operational tasks, unless otherwise specified in
Annex A.
2 The User shall not communicate to any party not specified in this Agreement in any matter of
form whatsoever any information supplied pursuant to this Agreement. The said information shall not be
used for any purpose other than those specified in paragraph 1 hereof, without the prior written consent of
the Provider.
[NOTE : To include a definition: Air Traffic Services shall mean Civil Air Traffic Services.]
ARTICLE 3 - Installation
1 The Provider and the User shall install all required equipment at their respective premises.
2 Both the Provider and the User shall arrange for the provision, installation and commissioning of
private circuits and other associated equipment as specified in Annex B and F, required for the
transmission of the ADS-B data from the Provider to the User.
3 Initial testing of the equipment and private circuits for the provision of the ADS-B data shall be
carried out in conjunction with the Provider and the User.
The provision of the present article shall also apply in the event of modifications to the equipment or
private circuits.
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ARTICLE 4 - Maintenance
1 Unless otherwise specified in Annex C, the routine maintenance, repair and replacement service
for the equipment and the private circuits installed for the provision of ADS-B data under this Agreement
shall be executed by technical staff available at the Provider’s and at the User’s premises.
2 Unless otherwise specified in Annex D, the routine maintenance, repair and replacement at the
Provider’s premises referred to in paragraph 1 hereof shall be carried out free of charge by the Provider to
the standards of maintenance commonly adopted by the Provider.
3 The routine maintenance, repair and replacement at the User’s premises shall be done by and at
the expense of the User to the standard of maintenance commonly adopted by the User.
ARTICLE 5 - Modifications
1 Both the Provider and the User shall implement any modification in the equipment and the
private circuits for the provision of ADS-B data at their respective premises due to any decision of the
Provider. The modification shall be carried out in accordance with Article 3.
2 The User may propose technical modifications of the specifications for the provision of ADS-B
data to the Provider. The Provider shall decide on the implementation of it.
3 The modifications to be implemented shall be specified by the Provider in writing to the User not
less than six months before the date the modification shall be implemented.
ARTICLE 6 - Cost
1 The cost apportionment for the use of ADS-B data as specified in Annex A, B and I shall be in
accordance with Annex D.
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ARTICLE 7 - Integrity
1 The Provider shall take all reasonable steps, in accordance with the standards commonly adopted
by him, to monitor and maintain the quality and continuity of the provision of ADS-B data of the facilities
specified in Annex B and F.
2 Where this is reasonably practicable the Provider shall give the User such notice in respect to any
planned periodic break in service as soon as such information is available and a minimum of 24 hours
notice in case of any other planned break in service.
3 The Provider shall report immediately or at the earliest reasonable opportunity any failure in the
provision of the ADS-B data or any abnormality of ADS-B data provided, to the User’s technical
supervisor centre.
4 The User shall, in accordance with the standards commonly adopted by him, monitor the ADS-B
data received from the Provider and report immediately or at the earliest reasonable opportunity any
failure in the reception or any abnormality of the ADS-B data, to the Provider’s technical supervisor
centre.
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ARTICLE 8 - Liability
[The requirements on this Article should be agreed bilaterally between States]
ARTICLE 9a - Legal Aspects
ARTICLE 9b - Settlement of Dispute
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ARTICLE 10 - Correspondence
1 Correspondence to be applied in the framework of this Agreement is specified in Annex E.
ARTICLE 11 - Annexes
1 Annex A, B, C, D, E, F, G, H and I are attachments to this Agreement. The Provider and User, in
mutual consent and formal acceptance, are allowed to amend and up-date, as circumstances deem
necessary, the contents of the Annexes, in so far as the amendments are not in contradiction to or out of
scope with the text in this Agreement.
ARTICLE 12 - Duration
1 The present Agreement shall enter into force on the day on which it is signed by the last of the
contracting Parties, for a period of [duration to be decided by the Parties].
2 Thereafter, that period shall be automatically prolonged unless any of the contracting Parties has,
by giving written notice at least [duration to be decided by the Parties] before the expiry of the contract
period or the termination date of prolonged period, terminated the Agreement.
3 The Agreement can early terminate in the event the provision of ADS-B data as specified in
Annex A hereof is to be permanently withdrawn from service. The Provider shall give to the User not less
than [duration to be decided by Parties] notice in writing in advance thereof.
4 The Agreement can early terminate on request of the User in the event of modifications to be
implemented. The User shall give to the Provider not less than [duration to be decided by Parties] notice
in writing in advance thereof.
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In witness whereof, the undersigned having been duly authorized, sign the present Agreement.
Done at [place] on [date] in the English language in [number] originals.
NOTE-If the Agreement is in more than one language the following text can be used to replace the
previous paragraph.
Done at [place] on [date] in the English, [other language(s)] languages in [number] originals. In the event
of any inconsistency, the text in the [language] language will prevail.
For [State’s Organization/name of the (privatized) ATC Organisation, Provider] :

[ name ]
[ function ]
For [State’s Organization/name of the (privatized) ATC Organisation, User] :

[ name ]
[ function ]
ANNEX A. PARTIES
A.1 In the Framework of this Agreement the providers and users are :
Provider 1 :
Provider 2:
User 1:
User 2:
(NB: In a many cases, each ANSP is likely to be both a Provider and user. Ie ANSP sends & receives
ADS-B data))
Having regard to Article 2 : Limitations,
the Provider authorises the User to communicate the provided ADS-B ground station data to the
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following parties :
insert the name of the 3rd parties (if any)
USER 1 :
- List of 3rd parties (if any)
USER 2 :
- List of 3rd parties (if any)
A.2 For this purpose, the User to this Agreement shall arrange for (an) identical ADS-B ground station
Sharing Agreement(s) acting as Provider, with the specified parties.
NOTES -
Whenever the user wants to supply the ADS-B ground station data or a processed version thereof to a
third party, the name of the third party has to be added to the list in this annex. The sharing agreement
made between the user and the third party must be approved by the Provider in writing. The Provider
decides whether it is necessary to update this agreement between Provider and user(s).
The User could become a Provider of data to another specified party
ANNEX B. INTERFACE SPECIFICATION
B.1 This Annex describes the Interface Specification, needed for the interfacing between the Provider and
the User to share ADS-B ground station data.
B.2 ADS-B Data sharing interface
B.2.1 Data Elements

ADS-B messages shall comprise the data elements defined in Eurocontrol Asterix Category 21 version
0.23.
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[NOTE : To include a definition: Asterix Category 21 shall mean Eurocontrol Asterix Catergory 21
Version 0.23.]
ADS-B Data received from each aircraft from each ADS-B ground station shall be transmited at a rate of
<Rate to be agreed between User & Provider>
The Asterix Category 21 version 0.23 standard allows packaging of multiple ADS-B records into a single
data block, or alternatively to place a single ADS-B record per data block. Record packaging shall be
performed to the extent possible to minimise communication bandwidth requirements without delaying
transmission of any given record.
B.2.2 Message Description

The message format shall be in accord with the Asia Pacific ADS-B data interface sharing standard :
Namely Asterix Cat 21 version 0.23.
<Not required>
B.2.4 Communication Protocol
NOTE : The communication protocol should be decided by the Parties. Relevant aspects of the
communication protocol should be specified in this Annex such as ;
• name of the communication protocol including version of the protocol;

• options used of the protocol, if any;
• parameter setting;
• addressing issue;
• link speed; etc
{eg The network layer is to be implemented using the Internet Protocol (IP). The network shall
support Internet Group Management Protocol (IGMP) level 0, 1 and 2 as defined in RFC3300.
Note: IGMP level 1 supports transmission of Multicast datagrams, level 2 supports transmission
and reception of multicast datagrams, while level 0 corresponds to IP unicast.
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For Asterix messages, the Network Layer shall use the Internet Protocol (IP) for the delivery of
packets
using MULTICAST broadcast techniques. A multicast addressing scheme, as agreed, shall be
used. }
B.2.5 Physical Aspects
Add appropriate details as available.
Eg DDS circuit using service from <Company>

Eg: Satellite datalink service using <Company> and Modems…
ANNEX C. MAINTENANCE
C.1 The maintenance, repair and replacement service for equipment installed at the Provider's and the
User's premises shall include the following activities during normal working hours:
routine maintenance, repair and replacement service for the equipment

installed at the Provider’s and the User’s premises;
support by staff for testing the equipment and modifications.
C.2 During as well as outside normal working hours, the maintenance service at their premises shall
be carried out by the Provider and the User in accordance with the standards of maintenance commonly
adopted by the Provider and the
User.
C.3 The User shall collect and replace any faulty equipment or spare part, subject of this Agreement,
at the Provider's and the User's premises.
The User shall procure at its own expense the following maintenance and repair support service contracts:
[equipment] with [maintenance and repair support agency]

...................
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The Provider shall procure at its own expense the following maintenance and
repair support service contracts:
<In some cases it may be appropriate for the Provider to procure or provide the maintenance of
equipment located at the Provider premises>
C.4 For routine co-ordination and report the following technical supervisor centres
shall be responsible:
At the Provider's premises : [telephone and fax number]

At the User's premises : [telephone and fax number]
ANNEX D. COST
<the details of cost issues will be agreed bi-laterally>
D.1 General
Costs borne by parties will based on a mutually-agreed basis between ANSPs of adjoining member States
and/or ADS-B data service providers.
Costs considered include equipment costs, installation costs, maintenance costs, line or equipment lease
costs, costs of performance reporting and costs of related services.
Cost apportionment is based upon the user-pays principle, elaborated as follows:
(a) If an ADS-B ground station serves solely (or significantly) the need of the Provider, as far as
possible the cost of installation and maintenance should be borne by the Provider.
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(b) If an ADS-B ground station provides surveillance data to the Provider as well as the User, the
Provider may, if it desires to do so, work out the cost apportionment with the User. Cost
apportionment should be on a mutually-agreed basis between the User & Provider, and could
cover three cost components: (i) installation of the ADS-B ground station; (ii) maintenance of the
ADS-B ground station; and (iii) costs of sharing of ADS-B surveillance data.
(c) If it is necessary for an ADS-B ground station to be installed to serve solely (or
significantly) the need of the User, the cost of installation and maintenance should, as far as
possible be borne by the User.
D.2 Data Cost

The cost for providing ADS-B ground station data itself, as agreed between provider(s) and User(s)
should be specified here. When the data is supplied free of charge it should be mentioned here too.
D.3 Installation Cost

The cost of installing communication circuits and the equipment for the provision of ADS-B ground
station data as agreed between provider(s) and User(s) should be specified here.
D.4 Maintenance Cost

The routine maintenance, repair and replacement service for the equipment installed for the provision of
ADS-B ground station data as agreed between provider(s) and User(s) should be specified here..
D.5 Periodical Cost

Periodic cost of rental of private circuits, private circuit line checks, service contracts or any other
periodic rent or fee as agreed between provider(s) and User(s) should be specified here.
The use at the Provider's premises and the User's premises of any installation space and the use of the
power supply as agreed between provider(s) and User(s) should be specified here.
D.6 System technical and operational support Cost

The cost of any technical or operational support provided by one party to the other to establish an
operational and sustainable Provider ADS-B system as agreed between provider(s) and User(s) should be
specified here.
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D.7 Termination costs

The pre-agreed cost of termination of the Provider ADS-B system as agreed between provider(s) and
User(s) should be specified here..
D.8 Modification costs

If the User require and Provider may agree to modify the service. In such cases, the costs of any
modification shall be negotiated in good faith taking into account the principles of cost sharing as
described above,.
ANNEX E. CORRESPONDENCE
All correspondence in connection with this agreement shall be mail as follows:
[Provider State’s Organisation or name of ATC Organisation, mail address, email address, telephone and
fax number]
[User State’s Organisation or name of ATC Organisation, mail address, email address,
telephone and fax number]
ANNEX F. EQUIPMENT PROVIDED BY ONE PARTY to the OTHER.
(only required if necessary – which is unlikely)
ANNEX G. IMPLEMENTATION SCHEDULE
Define Milestones :
FIR1 to FIR2
a) Inter FIR datalink installed for testing :<Dates>
b) Completion of data link testing :<Dates>
c) Ground station installation : <Dates>
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d) Availability of ADS-B data for testing :<Dates>
e) Use of ADS-B data for situational awareness by ATC :<Date>
f) Use of ADS-B data for delivery of separation services: :<Date>
FIR2 to FIR1
g) Inter FIR datalink installed for testing :<Dates>
h) Completion of data link testing :<Dates>
i) Ground station installation : <Dates>
j) Availability of ADS-B data for testing :<Dates>
k) Use of ADS-B data for situational awareness by ATC :<Date>
l) Use of ADS-B data for delivery of separation services: :<Date>
ANNEX H. FUNCTIONAL PERFORMANCE REQUIREMENT
Capacity: The Provider ADS-B system shall be able to support no less than <to be agreed between
Parties> aircraft from every site at one time.
Accuracy: Accuracy is provided by the airborne avionics and no accuracy requirement is imposed on the
Provider ground system.
Update Rate: The Provider ADS-B system shall provide positional and information updates at a rate of
<To be agreed> times per second.
The Provider ADS-B system may collect received ADS-B messages between updates and then transmit a
composite message to the ATC centre using the most up to date positional data. This allows collection of
velocity and positional data into a single Asterix package and lowers the processing load of the ATC
system. When data is received from an aircraft, the Provider ADS-B system track data is updated.
Network latency: The ADS-B network shall deliver reports to the User interface within 2 seconds of their
output from the ADS-B ground station for 95% of the time. (Tier 1)
Network latency: The ADS-B network shall deliver reports to the User interface within 15 seconds of
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their output from the ADS-B ground station for 95% of the time. (Tier 2)
The Provider ADS-B system shall provide a MTBF (loss of ADS-B Service) to the User interface
exceeding 50,000 hours. (Tier 1)
This requirement will typically require

= the communications infrastructure to be completely duplicated without a single point of failure.
= Two ADS-B ground stations shall be installed at each site. There shall be no common point
single point of failure . Each ground station shall provide ADS-B data to the ATC centre.
The Provider ADS-B system shall provide a MTBF (loss of ADS-B Service) to the User interface
exceeding 400 hours. (Tier 2)
Availability : The service shall be provided with a service availability from each ground station site of
better than 99.9%. In calculation of availability, planned outages shall be included. (Tier 1)
Availability : The service shall be provided with a service availability from each ground station site of
better than 95%. In calculation of availability, planned outages shall be included. (Tier 2)
Integrity
Integrity of ADS-B data is critical to system safety. The ADS-B ground station, the data communication
system, and any processing before the interface shall not introduce errors (compared to the received ADS-
B messages) more frequent than 1 in every million messages (1* 10 -6).
The provided service shall not deliver any received data to the interface which has not satisfied ADS-B
downlink message cyclic redundancy checks (CRC)
Ground Station Receiver & Processing functionality requirements
The Provider ADS-B system shall be based upon Mode S extended squitter technology.
The Provider ADS-B system shall receive and decode all Mode S DF17, DF18 and DF19 messages
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defined in the RTCA standards DO-260 and DO-260A.
The Provider ADS-B system shall receive and decode Mode S DF17, DF18 and DF19 messages using
the Lincoln Laboratory error detection and decoding techniques specified in RTCA DO-260 or
demonstrate equivalent performance using other techniques
The Provider ADS-B system shall be configurable to transmit or not to the interface
♦ Messages for aircraft indicating they are “on ground”

♦ Messages resulting from aircraft equipped with DO260 compliant avionics
♦ Messages resulting from aircraft equipped with DO260A compliant avionics
The Provider ADS-B system shall be designed so that when DO260A messages are received, the
Provider ADS-B system must calculate a Asterix FOM field. The FOM value for each combination of
NIC, NAC and SIL shall be configurable and agreed
Site Monitor
The concept of the ADS-B Site Monitor is to independently test the end to end functional performance of
the ADS-B System. The position, geometric altitude, FOM value, other asterix data and presence of the
site monitor is tested by the ATC automation system
Site monitor Asterix messages including GPS determined position and GPS geometric altitude from each
ADS-B ground station shall be transmitted to the interfaces to provide an independent system integrity
verification function.
The FOM value that is transmitted to the ATC centre shall be based upon the HPL value of the GPS
receiver
A failure of the site monitor shall not adversely affect the operation of the Provider ADS-B system
equipment.
3.4P - 25
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ANNEX I. COVERAGE or GROUND STATION DETAILS
• The category of service and coverage of each source of ADS-B data provided;
• Which party is the provider for each source
Describe either the coverage volume or ground station supporting the shared service:
Eg:
Coverage volume: Above FL180 within the geographical region defined in the attached
diagram.>
Or
Within line of sight coverage from ADS-B ground station at <lat-Long>
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Appendix Q to the Report on Agenda Item 3.4
COST APPORTIONMENT FRAMEWORK FOR ADS-B GROUND

STATIONS AND ADS-B SURVEILLANCE DATA SHARING
The following provide the guidelines on the formulation of cost apportion framework between States.
(a) If an ADS-B ground station serves solely (or significantly) the need of the owner
ANSP, as far as possible the cost of installation and maintenance should be borne by
the owner ANSP.
(b) If an ADS-B ground station provides surveillance data to the owner ANSP as well as
the adjacent ANSPs, the owner ANSP may, if it desires to do so, work out the cost
apportionment with the adjacent ANSPs. Cost apportionment should be on a
mutually-agreed basis between the ANSPs, and could cover three cost components:
(i) installation of the ADS-B ground station;
(ii) maintenance of the ADS-B ground station; and
(iii) sharing of ADS-B surveillance data.
(c) If it is necessary for an ADS-B ground station to be installed in one Member State
which serves solely (or significantly) the needs of an adjacent ANSP (the user
ANS P), the cost of installation and maintenance of the ADS-B ground station should
as far as possible be borne by the user ANSP.
(d) The tier of service level should also be considered when formulating the actual cost
apportion.
___________
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Appendix R to the Report on Agenda Item 3.4
SURVEILLANCE STRATEGY
FOR THE ASIA/PACIFIC REGION
Considering that:
1. States are implementing CNS/ATM systems to gain safety, efficiency and environmental
benefits, and have endorsed the move toward satellite and data link technologies;
2. The future air traffic environment will require increased use of aircraft-derived surveillance
information for the implementation of a seamless automated air traffic flow management
system;
3. The 11th Air Navigation Conference endorsed the use of ADS-B as an enabler of the
global air traffic management concept and encouraged States to support cost-effective
early implementation of ADS-B applications;
4. APANPIRG has decided to use the 1090MHz Extended Squitter data link for ADS-B
air-ground and air-air applications in the Asia/Pacific Region, noting that in the longer term
an additional link type may be required;
5. SSR and ADS-C will continue to meet many critical surveillance needs for the foreseeable
future;
6. ACAS acts as situational awareness tool and last resort for safety conflict resolution;
7. SARPs, PANS and guidance material for the use of ADS-B have been developed;
8. ADS-B avionics and ground systems are available; and
9. Multilateration is a technology that can supplement SSR and ADS-B.
THE SURVEILLANCE STRATEGY FOR THE ASIA/PACIFIC REGION IS TO:
1. Minimise the reliance upon pilot position reporting, particularly voice position reporting, for
surveillance of aircraft;
2 Maximise the use of ADS-B on major air routes and in terminal areas, giving
consideration to the mandatory carriage of ADS-B Out as specified in Note 1 and use of
ADS-B for ATC separation service;
3. Reduce the dependence on Primary Radar for area surveillance;
4 Provide maximum contiguous ATS surveillance coverage of air routes using 1090MHz
Extended Squitter ADS-B and Mode S SSR based on operational requirements;
5. Make full use of SSR Mode S capabilities where radar surveillance is used and reduce
reliance on 4-digit octal codes;
6. Make use of ADS-C where technical constraint or cost benefit analysis does not support the
use of ADS-B, SSR or Multilateration;
7. Make use of Multilateration for surface, terminal and area surveillance where appropriate
as an alternative or supplement to other surveillance systems;
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Appendix R to the Report on Agenda Item 3.4
8. Increase the effectiveness of surveillance and collision avoidance systems through

mandatory use of pressure altitude reporting transponders;
9. Improve safety through sharing of ATS surveillance data across FIR boundaries;
10. Ensure provision of communication, navigation, and data management capabilities

necessary to make optimal use of surveillance systems;
11. Enhance ATM automation tools and safety nets through the use of aircraft-derived data
such as flight identification, trajectories and intentions; and
12. Ensure civil-military interoperability.
____________
Note 1:
a) Version 0 ES as specified in Annex 10, Volume IV, Chapter 3, Paragraph3.1.2.8.6 (up to and
including Amendment 82 to Annex 10) and Chapter 2 of Technical Provisions for Mode S
Services and Extended Squitter(ICAO Doc 9871) (Equivalent to DO260) to be used till at least
2020.
Or
b) Version 1 ES as specified in Chapter 3 of Technical Provisions for Mode S Services and

Extended Squitter (ICAO Doc 9871) (Equivalent to DO260A)
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Appendix S to the Report on Agenda Item 3.4
SUMMARY OF RECENT AND FORTHCOMING

DEVELOPMENTS TO THE WAFS
(Information presented by WAFC London and WAFC Washington at CNS/MET SG/12 Meeting)
1. RECENT DEVELOPMENTS
1.1 Adoption of Standards and Recommended Practices of Amendment 74 to

ICAO Annex 3
Amendment 74 to ICAO Annex 3 – Meteorological Service for International Air

Navigation, was adopted on 07 November 2007. Accordingly, a small number of changes
pertinent to the WAFS have been implemented by the WAFC Provider States. Of note, the
WAFCs are:
i) no longer required to issue amendments to WAFS SIGWX forecasts; and
ii) no longer required to depict surface fronts, well-defined convergence

zones (ITCZ) and non-CB cloud amount and type on WAFS SIGWX
forecasts.
Suggested action: Note this information only.
Concerning tropical cyclones (TC), Amendment 74 to Annex 3 added the identification of an

unnamed TC (by using the term ‘NIL’) in the name block of the TC advisory message template,
issued by a designated TC Advisory Centre (TCAC). The new provisions were designed to cater
for those developing systems which were expected to reach tropical storm intensity (with a
maximum wind of 63 km/h (34 kt) or more) during the period covered by the advisory, but had
not yet been given a name. However, using the term ‘NIL’ in the WAFS SIGWX forecasts could
lead to ambiguity amongst users which may be misled to consider that the TC identified with
‘NIL’ was expected to dissipate by the validity time. The WAFSOPSG/4 meeting (February
2008) agreed that the abbreviation ‘TC’ with no name/qualification should be used for an
unnamed TC which is forecast to reach tropical storm intensity by the SIGWX forecast validity
time (WAFSOPSG Decision 4/7 refers). Once the TC has been given a name by the TCAC
concerned, the WAFCs will use that name on subsequent WAFS SIGWX forecasts.
Suggested action: Note this information only.
1.2 Earlier issuance time of WAFS SIGWX
On 06 February 2008, in accordance with WAFSOPSG Conclusion 3/14, the

WAFC Provider States advanced the lead time of issuance of WAFS SIGWX forecasts in the
BUFR code form to 17 hours for high-levels (SWH) and 16 hours for medium-levels (SWM).
For WAFS SWH and SWM forecasts in portable network graphics (PNG) chart format, a lead
time of issuance of 16 hours applies.
Users are to note that when the WAFCs are operating in backup mode, SWH BUFR will continue
to be issued with a lead time of 17 hours. However, SWM BUFR, and all PNG charts (SWH and
SWM) will be issued with a lead time of 15 hours.
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Accordingly, new issuance times for the T+24 WAFS SIGWX forecasts are:
i) 0100 UTC, 0700 UTC, 1300 UTC and 1900 UTC for routine and back-
up mode SWH BUFR;
ii) 0200 UTC, 0800 UTC, 1400 UTC and 2000 UTC for routine SWM
BUFR, SWH PNG and SWM PNG; and
iii) 0300 UTC, 0900 UTC, 1500 UTC and 2100 UTC for back-up mode
SWM BUFR, SWH PNG and SWM PNG.
Suggested action: Users may require a workstation software update to accommodate the new
SIGWX issue times. Users are urged to contact their workstation provider where necessary.
1.3 Provision of PNG formatted SIGWX charts
To minimise the impacts for end users of the cessation of T4 formatted SIGWX
charts, and BUFR migration issues, the WAFS Provider States have provisioned PNG formatted
SIGWX charts on the WAFS broadcasts since mid-late 2005. PNG formatted SIGWX charts are
expected to be available at least until 2010, as a backup to BUFR encoded SIGWX forecasts.
On the SADIS 1G and 2G satellite broadcasts, these products are available as bulletinised PNGs
(i.e. enclosed by a WMO telecommunications wrapper). The ‘envelope’ is necessary to enable
these charts to be transmitted via satellite. For a product recipient to be able to display these
charts, the ‘envelope’ needs to be removed by a client workstation system.
On SADIS FTP, these products are available as unbulletinised PNGs (i.e. with their WMO
telecommunications wrapper removed). This enables SADIS FTP users to display the products
via commercial off-the-shelf (COTS) applications, including internet web browsers. High-level
and medium-level SIGWX forecasts in PNG format are available for standard ICAO regions.
Suggested action: All approved SADIS workstation vendors have software that can visualise the
PNG formatted SIGWX charts. Users who cannot view these products are encouraged to contact
their workstation/software vendor with a view to obtaining a software upgrade which includes
PNG viewing capabilities.
1.4 BUFR encoded WAFS SIGWX forecasts and BUFR guideline

documentation.
Since July 2005, the WAFS Provider States have produced BUFR encoded
SIGWX forecasts for dissemination over the WAFS broadcasts (SADIS and ISCS). Global high-
level (SWH) and regional medium-level (SWM) SIGWX forecasts in BUFR format are available
for approved users. A SADIS workstation and/or software visualisation suite is required to
visualise the BUFR encoded products. It is recommended that SADIS users unable to visualise
the BUFR data contact their workstation/software vendor with a view to obtaining a software
upgrade. Consideration needs to be given to the financing and implementation of subsequent
software upgrades that may be required should the BUFR standards change in future.
To assist users and workstation vendors intending to utilise BUFR encoded WAFS SIGWX
forecasts, the WAFC Provider States has compiled a BUFR guideline document, that is reviewed
on a regular basis and updated as required. The document, titled “Representing WAFS significant
weather (SIGWX) data in BUFR” is available as a link from the WAFSOPSG website via URL:
www.icao.int/anb/wafsopsg/. The most recent copy, version 4.1, was published in December
2007.
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Suggested action: All approved SADIS workstation vendors have software that can visualise the
BUFR encoded SIGWX data. Users who cannot decode and view this data are encouraged to
contact their workstation/software vendor with a view to obtaining a software upgrade which
includes BUFR decoding and viewing capabilities.
1.5 SADIS FTP Service developments and documentation
The SADIS FTP service has been in operation since mid-2005. It offers
approved SADIS users with an alternative, high-quality internet based solution for receiving
WAFS and OPMET data. The SADIS FTP service is an ICAO-approved distribution system and
an integral part of the SADIS service, complementing, and providing backup for, the SADIS 1G
and 2G satellite services. To assist users intending to access this service, the SADIS Provider
State has produced a SADIS FTP user guide. The document, titled “SADIS FTP Service” is
available as a link from the SADISOPSG website via URL: www.icao.int/anb/sadisopsg. The
document is reviewed on a regular basis and updated as required to take account of any
modifications to the service. The most recent copy, version 4.1, was published in December
2007.
Suggested action: Approved SADIS users who have internet capabilities, but do not have an
active SADIS FTP account, are invited to contact the SADIS Provider State seeking access to the
service. Details can be found in the SADIS FTP Service document (outlined above) or through
their State Met Authority.
Since October 2006, new GRIB 1 encoded WAFS forecast data for icing, turbulence and
cumulonimbus clouds have been made available on the SADIS FTP service. These products are
available to users of the SADIS FTP service broadcast on a trial and evaluation basis only at the
present time. Further development of these products is continuing. In order to foster the future
implementation and correct use of these gridded WAFS forecasts, users who have the ability to
decode and visualise the trial and evaluation products are kindly requested to forward comments
and suggestions to the WAFC Provider States – details provided in the SADIS FTP Service
document outlined above.
Suggested action: Note this information and forward any feedback to the WAFCs as appropriate.
1.6 Trust Fund in support of LDC members to access WAFS products
A Trust Fund has been established to support the Commission for Aeronautical
Meteorology (CAeM) in its efforts to assist Least Developed Country (LDC) Members to ensure
that their NMHS has sustainable access to WAFS products by the most appropriate means. The
Trust Fund will be used to assist LDC Members to meet the target date of 31 December 2008 for
the replacement of first generation SADIS installations, where all other reasonable means have
been demonstrably exhausted, and thereby to ensure sustainable access to WAFS products by the
most appropriate means, in conformance with ICAO provisions.
The Commission has reviewed and endorsed the Terms of Reference of the Trust Fund, and
requested that the Secretary-General of WMO manage and administer the Fund in accordance
with WMO Financial Regulations.
Suggested action: LDC Member States seeking more information about the Trust Fund, including
Terms of Reference, should contact the WMO Secretary-General for further information.
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1.7 Enhancements to the provision of SADIS Administrative Messages
In November 2007, the SADIS Provider (UK Met Office) initiated a

complementary service for provision of SADIS Administrative Messages (NOUK10 EGRR) via
email. Dissemination of admin messages via email is in addition to, and not instead of, the
standard ICAO AFS dissemination method (SADIS broadcasts) and the Met Office SADIS
webpage. Any approved SADIS user who feels that their organisation would benefit from email
notification of the administrative messages (in addition to the standard dissemination methods
described above), are invited to contact the SADIS Manager at their convenience via email:
[email protected] or [email protected]. Please mark your enquiry “For
attention of the SADIS Manager”.
Users are kindly requested to note that the email address (or addresses) to which they would like
messages to be sent must be fully functioning and preferably generic - i.e. avoid the use of
personal email accounts such as [email protected]. An ideal approach is for the user to
define an email address associated with a technical expert or technical area within their
organisation, such as [email protected]. This will ensure that messages can be dealt
with by the appropriate authority during their hours of operation. A maximum of two email
addresses will be permissible per user site.
Suggested action: Users are invited to contact the SADIS Manager, as detailed above, if, in
addition to the standard dissemination methods, they would like to receive SADIS Admin
Messages via email.
2. FUTURE DEVELOPMENTS
2.1 Migration from GRIB 1 to GRIB 2 WAFS upper-air forecasts
The WAFSOPSG/4 meeting (February 2008) endorsed a detailed implementation

plan for migration from GRIB1 to GRIB2 code-form WAFS upper-air forecasts, based on IATA
requirements. The WAFC Provider States are expected to develop and test WAFS forecasts in the
GRIB2 code-form, encompassing higher-resolution data (temporal and spatial), as well as gridded
icing, turbulence and cumulonimbus (CB) cloud forecasts, by the end of 2009. Subject to further
endorsement at WAFSOPSG/5, WAFS workstation vendors, flight planning companies and users
will be afforded at least 3 years of parallel GRIB1-GRIB2 broadcasting to facilitate migration of
end-user systems to accept the new format, before the GRIB1 code-form forecasts are withdrawn.
The higher-resolution element of the GRIB2 code-form data will encapsulate 3-hourly time-step
intervals T+6 to T+36 (presently 6-hourly) and a 1.25 degree latitude and longitude regular
(unthinned) grid (presently 1.25 degree thinned). Due to the considerable increase in data volume
by moving to higher temporal and spatial resolutions, the GRIB 2 WAFS data will be compressed
on the SADIS (and ISCS) broadcasts.
Suggested action: The sub-group is advised to monitor development of the GRIB2 code form
WAFS upper-air forecasts, encompassing higher-resolution data and icing, turbulence and CB
forecasts, through the WAFSOPSG.
2.2 Improved WAFS forecasts for icing, turbulence and cumulonimbus clouds in
the GRIB 2 code form
As expressed in 2.6 above, trial and evaluation versions of gridded icing,

turbulence and cumulonimbus (CB) cloud forecasts in GRIB1 code-form have been available for
download on SADIS FTP since October 2006. These products will eventually form part of the
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remit for GRIB2 WAFS upper-air forecasts as outlined in 3.3 above. The WAFSOPSG/4 meeting
endorsed the further development of these automated SIGWX products, including the creation of
high ‘at a glance’ products, algorithm alignment and systematic comparison of the WAFC
London and WAFC Washington output, verification assessment, and generation of guidance for
the (future) use of these products.
To facilitate the implementation of these new gridded WAFS forecasts, and in particular their
visualisation, a workshop involving the WAFC Provider States, WAFS user States and users is
tentatively planned for September 2009. A training package will be made available but the exact
format of this training is still to be agreed by the WAFSOPSG.
Suggested action: The sub-group is advised to monitor development of the automated icing,
turbulence and CB forecasts through the WAFSOPSG, and monitor the development of a training
package.
2.3 Establishment of a web-based distribution of WAFS forecasts
The WAFSOPSG/4 meeting endorsed a proposal of the WAFC Provider States to

develop a web-based interface (one from each WAFC) for the provision of a minimum set of
WAFS charts – based on the automated gridded SIGWX forecasts for icing, turbulence and CB
cloud and derived from the GRIB 2 code-form data, for intended use in flight documentation.
The WAFC Provider States intend to make this new service available by the end of 2009. The
service will be designed to be easily accessible, user friendly, and allow users the freedom to
visualise a selection of products within the T+6 to T+36 time frames at 3-hourly intervals. The
service will be targeted primarily at the least developed countries which may not be in a position
to convert the GRIB and/or BUFR coded SIGWX forecasts into chart form.
Suggested action: The sub-group is advised to monitor development of the web-based distribution
of WAFS forecasts through the WAFSOPSG.
2.4 Use of concatenated WAFS forecasts for long-haul flights
An ad-hoc group of the WAFSOPSG has been studying the feasibility of joining
together (i.e. ‘concatenating’) wind/temperate and SIGWX charts containing up to 3 validity
periods – to cater for the needs of long-haul flight operations. Whilst initial findings and
feedback from a small number of users has been generally positive, the group noted some
concerns regarding missing point data where two wind/temperature charts were joined, and
observed discontinuities when SIGWX charts of differing validity were joined. With such
discontinuities, users may not be able to get a clear understanding of the meteorological situation
from the concatenated SIGWX chart.
A follow-up study is to be conducted by the ad-hoc group to determine the applicability of the use
of concatenated visualisation as far as the new gridded forecasts for icing, turbulence and CB
clouds are concerned. The findings are expected to be published at the WAFSOPSG/5 meeting.
ICAO, in co-ordination with WMO, is also expected to develop Annex 3 enabling clauses for the
provision of concatenated route-specific wind/temperature forecast – generated preferably from
interpolating data from consecutive forecast times – for review by the WAFSOPSG/6 meeting.
Suggested action: The sub-group is advised to monitor the progress of developing concatenated
WAFS forecasts through the WAFSOPSG.
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2.5 Further development of WAFC Performance Indicators
The WAFC Provider States have been invited by the WAFSOPSG/4 meeting to
assess the possibility of further developing the WAFC Performance Indicators – that are publicly
available via URLs: http://www.metoffice.gov.uk/icao/index.html and
http://www.emc.ncep.noaa.gov/gmb/icao/ncep_scores.html
The recommendations for improvements include wind and temperature performance indicators for
a) the WMO defined verification area covering Australia and New Zealand; b) all standard levels;
and c) in digital and chart format. The assessment of these proposals will be presented to the
WAFSOPSG/5 meeting.
Suggested action: The sub-group is advised to monitor the further development of the WAFC
performance indicators through the WAFSOPSG.
2.6 Corrections to WAFS SIGWX forecasts
As expressed in paragraph 2.1 above, Amendment 74 to ICAO Annex 3

eliminated the requirement for the WAFCs to issue amendments to the meteorological content of
WAFS SIGWX forecasts. The WAFSOPSG/3 meeting however, called on the WAFC Provider
States to undertake a study to assess the implications on WAFS users of a proposal to introduce
WMO standards for issuance of corrections to SIGWX forecasts (BUFR and PNG chart form).
The study, presented at WAFSOPSG/4, determined that substantial changes would be necessary
at both provider and receiver (end-user) locations, with associated cost implications, if the
proposals were adopted for implementation.
Given these remarks and the infrequent occurrence when SIGWX corrections would be required,
the group concurred that a practical and minimal procedure to handle errors within SIGWX
should be introduced. This procedure, to be implemented by WAFSOPSG/5, will be for the
WAFCs to issue an administrative message/bulletin drawing attention to the error identified. The
BUFR data and PNG charts themselves, which contain erroneous data, will not be re-issued due
to the downstream implications detailed in the WAFSOPSG/4 report. User notification of the
administrative message header(s) to be used for will be made through the WAFSOPSG Change
Notice Board, at URL:
http://www.icao.int/anb/wafsopsg/WAFS%20change%20notice%20board.pdf
Suggested action: Users are advised to monitor the WAFSOPSG website for details of the
implementation of corrections to SIGWX forecasts by WAFC London and WAFC Washington. A
minor software update may be required to accommodate reception and handling of the
administrative message(s).
2.7 Cessation of SADIS 1G satellite broadcast system
The SADIS first generation satellite broadcast system (SADIS 1G) has been in
operation since the mid-1990’s. Since the implementation of the SADIS second generation
satellite broadcast system (SADIS 2G) in 2004, all existing SADIS 1G users have been advised to
consider upgrading their SADIS VSAT receiving equipment to accept SADIS 2G, and all
prospective new satellite broadcast users have been advise to procure a SADIS 2G receiving
system. The SADISOPSG/13 meeting (27-29 May 2008) endorsed the cessation of the SADIS
1G service at the end of 2008, in view of the implementation of SADIS 2G. Any SADIS 1G
users who have not migrated to SADIS 2G by that time are to consider utilisation of the SADIS
FTP service as an interim measure until they have procured their SADIS 2G VSAT receiving
system.
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Suggested action: Users of the legacy SADIS 1G service are strongly advised to consider
procurement of a SADIS 2G receiver system upgrade, ahead of the planned cessation of SADIS
1G at the end of 2008. Any SADIS 1G users who have not migrated to SADIS 2G by that time
are to consider utilisation of the SADIS FTP service as an interim measure until they have
procured their SADIS 2G VSAT receiving system.
2.8 Enhancements to the SADIS FTP service
The SADIS Provider (UK Met Office) has tabled a number of enhancements to
the SADIS FTP service to improve service resilience and security. The SADISOPSG/13
endorsed a revised implementation plan for SADIS FTP enhancements, which will include dual
server capability, and development of a SADIS FTP Secure service.
Enhanced capability of the SADIS FTP service to include dual server resilience is expected to be
available by the SADISOPSG/14 meeting. In addition, the SADIS FTP Secure service will
endorsement, be developed with a view to becoming operational towards the end of 2010.
Initially, the SADIS FTP Secure service will be provided in parallel with the existing service.
However, SADIS FTP Secure will eventually become the sole service after an overlapping period
(yet to be determined). This will mean SADIS FTP end-users may require a workstation update
to accommodate the enhanced security features of SADIS FTP Secure. Further details of the
impact of these changes will be presented through the SADISOPSG.
Suggested action: New and existing SADIS FTP users are invited to note the discussions of
SADISOPSG in relation to SADIS FTP enhancements, with a view to determining the impact (if
any) on their workstation arrangements.
_____________
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Appendix T to the Report on Agenda Item 3.4
ICAO
Indicator Aerodrome name
Country
AOP aerodormes 30H TAF SADIS
OPKC KARACHI INTL Pakistan
OPLA LAHORE INTL Pakistan
OPPS PESHAWAR Pakistan
PAFA FAIRBANKS USA
PANC ANCHORAGE USA
PACD COLD BAY USA
PAKN KING SALMON USA
PGUM GUAM USA
PHNL HONOLULU USA
RCKH KAOHSIUNG INTERNATIONAL China
RCTP TAIPEI/CHIANG KAI SHEK China
RJAA NARITA Japan
RJBB OSAKA Japan
RJCC SAPPORO Japan
RJCH HAKODATE Japan
RJGG NAGOYA Japan
RJSS SENDAI Japan
RKPC JEJU Republic of Korea
RKSI SEOUL INCHEON INTL Republic of Korea
RKSS SEOUL GIMPO Republic of Korea
ROAH NAHA Japan
VAAH AHMEDABAD India
RPLL MANILA Philippines
RPVM CEBU Philippines
UEEE YAKUTSK Russia
UHHH KHABAROVSK Russia
UHMM MAGADAN Russia
UHPP PETROPAVLOVSK- Russia
KAMCHATSKY
UHSS YUZHNO Russia
MUMBAI/CHHATRAPATI
VABB SHIVAJI INT India
VHHH HONG KONG Hong Kong (China)
VIAR AMRITSAR India
VIDP DELHI/INDIRA GANDHI India
VMMC MACAU Macao (China)
VTBD BANGKOK Thailand
BANGKOK/SUVARNABHUMI
VTBS INTL Thailand
VTCC CHIANG MAI Thailand
VTSP PHUKET Thailand
VVTS HOCHIMINH/TANSONNHAT Viet Nam
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Appendix T to the Report on Agenda Item 3.4
WAAA UJUNG PANDANG Indonesia

WABB BIAK Indonesia
WALL BALIKPAPAN Indonesia
WAMM MANADO Indonesia
WIII JAKARTA/SOEKARNO HATTA Indonesia
WMKK KUALA LUMPUR SEPANG Malaysia
WMSA KUALA LUMPUR/SUBANG Malaysia
WSSS SINGAPORE/CHANGI Singapore
YBBN BRISBANE Australia
YMML MELBOURNE Australia
YPAD ADELAIDE Australia
YPDN DARWIN Australia
YPPH PERTH INTL Australia
YSSY SYDNEY / KINGSFORD SMITH Australia
ZBAA BEIJING/CAPITAL China
ZBTJ TIANJIN/BINHAI China
ZGGG GUANGZHOU/BAIYUN China
ZGSZ SHENZHEN BAOAN China
ZMUB ULAAN BAATAR Mongolia
ZPPP KUNMING WUJIABA China
ZSPD SHANGHAI PUDONG China
ZWSH KASHI China
ZWWW URUMQI China
Non-AOP aerodormes 30H TAF SADIS

ZJHK HAIKOU/MEILAN China
PADK ADAK USA
PASY SHEMYA USA
PMDY MIDWAY USA
PWAK WAKE IS USA
VOHS HYDERABAD India
ICAO
Indicator Aerodrome name
Country
AOP aerodormes 24H TAF SADIS
RJTT HANEDA Japan
YPPD PORT HEADLAND Australia
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Appendix U to the Report on Agenda Item 3.4
ASIA/PAC FASID 6 – MET 1A-1
TABLE MET 1A - METEOROLOGICAL SERVICE AT AERODROMES
EXPLANATION OF THE TABLE
Column
1 Name of the aerodrome or location where service is required.
2 Designation of the aerodrome.
RS = international scheduled air transport, regular use

RNS = international non-scheduled air transport, regular use
RG = international general aviation, regular use
AS = international scheduled air transport, alternate use
3 ICAO location indicator of the aerodrome.
4 Name of the meteorological office responsible for the provision of meteorological service at the aerodrome concerned.
5 ICAO location indicator of the responsible meteorological office.
6 Requirement for trend forecasts.
7 Requirement for TAF with period of validity of 24 hours
8 Requirement for TAF with period of validity of 30 hours
9 Availability of OPMET information for the aerodrome:
“24” - OPMET data as listed issued for the aerodrome all through the 24-hour period
“P” – (part time) OPMET data as listed not issued for the aerodrome for the entire 24-hour period
“N” – (not available) No OPMET data issued for the time being
3.4U - 1
ASIA/PAC FASID APANPIRG/19 6 - MET 1A - 1
Appendix U to the Report on Agenda Item 3.4
Forecasts to be
Aerodrome/location where service is required Responsible MET office
provided Issuance
of OPMET
ICAO Desig- ICAO loc TAF TAF info
Name Name Trend
loc ind nation ind 24 H 30 H
1 2 3 4 5 6 7 8 9
AUSTRALIA
ADELAIDE/ADELAIDE INTL YPAD RS ADELAIDE/ADELAIDE INTL YPAD Y 24
ALICE SPRINGS YBAS AS DARWIN/DARWIN INTL YPDN 24
BRISBANE/BRISBANE INTL YBBN RS BRISBANE/BRISBANE INTL YBBN Y Y 24
CAIRNS/CAIRNS INTL YBCS RS TOWNSVILLE/TOWNSVILLE INTL YBTL Y Y 24
CHRISTMAS ISLAND YPXM RS PERTH/PERTH INTL YPPH Y 24
COCOS (KEELING) ISLAND INTL YPCC RS PERTH/PERTH INTL YPPH 24
DARWIN/DARWIN INTL YPDN RS DARWIN/DARWIN INTL YPDN Y Y 24
HOBART YMHB RS HOBART YMHB Y 24
MELBOURNE/MELBOURNE INTL YMML RS MELBOURNE/MELBOURNE INTL YMML Y Y 24
NORFOLK ISLAND INTL YSNF RS SYDNEY/SYDNEY (KINGSFORD SMITH) INTL YSSY Y Y 24
PERTH/PERTH INTL YPPH RS PERTH/PERTH INTL YPPD Y Y 24
PORT HEDLAND YPPD RS PORT HEDLAND YPPD 24
ROCKHAMPTON YBRK AS BRISBANE/BRISBANE INTL YBBN 24
SYDNEY/SYDNEY (KINGSFORD SMITH) INTL YSSY RS SYDNEY/SYDNEY (KINGSFORD SMITH) INTL YSSY Y Y 24
TINDAL YPTN RS DARWIN/DARWIN INTL YPDN 24
TOWNSVILLE/TOWNSVILLE INTL YBTL RS TOWNSVILLE/TOWNSVILLE INTL YBTL Y Y 24
3.4U - 2
APANPIRG/19
Appendix V to the Report on Agenda Item 3.4
AMENDMENT PROPOSAL TO
TAF-RELATED PROVISIONS IN THE ASIA/PAC BASIC ANP
The current provision about TAF in the Basic ANP reeds as follows:
Aerodrome forecasts should be issued as TAF, normally at intervals of six hours,

with the period of validity beginning at one of the main synoptic hours (00, 06, 12, 18
UTC). The period of validity should be of eighteen or twenty-four hours’ duration to
meet the requirements indicated in Table MET 1A. The filing time of the forecasts
should be approximately two hours before the start of the period of validity.
[ASIA/PAC/3, Rec. 8/16]
The proposed new text is:
TAF should be issued at intervals of six hours, with the period of validity beginning
at one of the main synoptic hours (00, 06, 12, 18 UTC). The period of validity should
be of 24 or 30 hours to meet the requirements indicated in FASID Table MET 1A.
The filing time of the TAF bulletins should be one hour before the start of the period
of validity.
[APANPIRG/19 Conclusion 19/xx ]
_____________
3.4V - 1
APANPIRG/19
Appendix W to the Report on Agenda Item 3.4
ASIA/PAC PLAN FOR IMPLEMENTATION OF NEW TAF PROVISION
Note: In order to comply with the Basic ANP, the filing time shall be 1 hour before the start of the period of validity.
ROBEX Centre TAF Bulletin

Filing Start of TAF
Name CCCC Bul No. CCCC Aerodrome Time Validity Validity
Bangkok VTBB FTAE31 VTBS BANGKOK/Suvarnabhumi Intl 0400 0600 24
VTBD BANGKOK/Donmueang 1000 1200 24
VTBU RAYONG/U-Taphao 1600 1800 24
VTCC CHIANG MAI/Chiang Mai Intl 2200 0000 24
VTSS SONGKHLA/Hat Yai 24
VTSP PHUKET/Phuket Intl 24
VGZR DHAKA/Sia Intl 24
VLVT VIENTIANE/Wattay * 18
* Issues valid 0400/1000/2200 only
FTAE32 VDPP PHNOM PENH/Phnom Penh * 0400 0600 18
VVTS HO CHI MIN/Tan Son Nhat Intl 1000 1200 18
VVNB HA NOI /Noibai Intl 1600 1800 18
VVDN DA NANG/Da Nang Intl 2200 0000 18
VYYY YANGON/Yangon Intl 24
VYMD MANDALAY/Mandalay Intl ** 24
VDSR SIEM REAP * 18
* Issues valid 0400/1000/2200 only
** Issues valid 0400/1000 only
FTTH31 VTCT CHIANG RAI/Chiang Rai Intl * 0400 0600 24
VTCL LAMPANG 1600 1800 24
Note: issued twice per
VTCN NAN day 24
VTCP PHRAE 24
VTCH MAE HONGSON 24
VTPM TAK/Mae Sot 24
VTPP PHITSANULOK/Phitsanulok 24
VTPT TAK 24
VTPO SUKHOTHAI 24
VTPB PETCHABUN 24
3.4W - 1
APANPIRG/19
* Issued 0400/1000/1600/2200
FTTH32 VTSB SURAT TANI/Surat Thani 0400 0600 24
VTSM SURATHANI/Samui 1600 1800 24
VTSC NARATHIWAT day 24
VTSK PATTANI 24
VTST TRANG 24
VTSR RANONG 24
VTSF MAKHON SI THAMARAT 24
VTSH SONGKHLA 24
VTSE CHUMPON 24
VTSG KRABI * 24
* Issued 0400/1000/1600/2200
FTTH33 VTUD UDON THANI 0400 0600 24
VTUI SAKON HAKHON/Ban Khai 1600 1800 24
VTUK KHON KHAEN day 24
VTUU UBON RATCHATANI * 24
VTUL LOEI 24
VTUO BURI RAM 24
VTUW NAKHON PHANOM 24
VTUQ NAKHON RATCHASIMA/Khorat 24
VTUV ROI ET 24
VTUJ SURIN 24
* Issued 0400/1000/1600/2200
Beijing ZBBB FTCI31 ZBAA BEIJING/Capital 0400 0600 24
ZBSJ SHIJIAZHUANG/Zhengding 1000 1200 24
ZBTJ TIANJING/Binhai 1600 1800 24
ZBYN TAIYUAN/Wusu 2200 0000 24
ZGGG GUANGZHOU/Baiyun 24
ZSHC HANGZHOU/Xiaoshan 24
ZSPD SHANGHAI/Pudong 24
ZSSS SHANGHAI/Hongqiao 24
ZWSH KASHI/Kashi 24
ZWWW URUMQI/Diwopu 24
ZYTL DALIAN/Zhoushuizi 24
3.4W - 2
APANPIRG/19
ZYTX SHENYANG/Taoxian 24
FTCI32 ZGKL GUILIN/Liangjiang 0400 0600 24

ZGNN NANNING/Wuxu 1000 1200 24
ZGOW SHANTOU/Shantou 1600 1800 24
ZGSZ SHENZHEN/Bao’an 2200 0000 24
ZLXY XIAN/Xianyang 24
ZMUB ULAANBAATOR/Bryant-Ukhaa 24
ZPPP KUNMING/Wujiaba 24
ZSAM XIAMEN/Gaoqi 24
ZSQD QINGDAO/Liuting 24
ZUUU CHENGDU/Shuangliu 24
FTCI41 ZBHH HOHHOT/Baita 0400 0600 24

ZGHA CHANGSHA/Huanghua 1000 1200 24
ZHCC ZHENGZHOU/Xinzheng 1600 1800 24
ZHHH WUHAN/Tianhe 2200 0000 24
ZJHK HAIKOU/Meilan 24
ZJSY SANYA/Phoenix 24
ZLLL LANZHOU/Zhongchuan 24
ZSNJ NANJING/Lukou 24
ZSOF HEFEI/Luogang 24
ZUCK CHONGQING/Jiangbei 24
ZYCC CHANGCHUN/Dafangshen 24
ZYHB HARBIN/Taiping 24
Brisbane YBBN FTAU31 YPAD Adelaide/Adelaide 0500 0600 30

YBBN Brisbane/Brisbane 1100 1200 30
YPDN Darwin/Darwin 1700 1800 30
YMML Melbourne/Melbourne Intl 2300 0000 30
YPPH Perth/Perth
YSSY Sydney/Kingsford Smith Intl
FTAU32 YBAS Alice Springs/Alice Springs 0500 0600 24

YMAV Avalon/Avalon 1100 1200 24
YBCS Cairns/Cairns 1700 1800 24
3.4W - 3
APANPIRG/19
YSCB Canberra/Canberra 2300 0000 24

YPKG Lkalgoorlie/Kalgoorlie 24
YPLM Learmonth/Learmonth 24
YPTN Tindal/Tindal RAAF 24
YBTL Townsville/Townsville 24
FTAU33 YBRM Broome/Broome Intl 0500 0600 18

YPXM Christmas Island/Christmas Isld 1100 1200 18
YPCC Cocos Island/Cocos Island 1700 1800 18
YBCG Coolangatta/Coolangatta 2300 0000 18
YSDU Dubbo/Dubbo 18
YMLT Launceston/Launceston 18
YPEA Pearce/Pearce RAAF 18
YPPD Port Hedland/Port Hedland 18
YSRI Richmond NSW/Richmond RAAF 18
YBRK Rockhampton/Rockhampton 18
YWLM Williamtown/Williamtown RAAF 18
YMHB Hobart/Hobart 18
YMLT Launceston/Launceston 18
YSNF Norfolk Island/Norfolk Island 18
FTAU34 YAMB Amberley/Amberley RAAF 0100 0200 12

YCIN Curtin-Derby/Curtin RAAF 0700 0800 12
YFRT Forrest/Forrect 1300 1400 12
YPGV Gove/Gove 1900 2000 12
YBHM Hamilton Isld/Hamilton Isld 12
YBMA Mount Isa/Mount Isa 12
YPKU Kunnurra/Kunnunurra 12
FTTM31 WPDL DILI/Komoro 0100 0200 12

0700 0800
1300 1400
1900 2000
FTNG31 AYPY Port Moresby 0445 0600 24

ANYN Nauru 1045 1200 24
3.4W - 4
APANPIRG/19
AGGH Honiara 1645 1800 24

2245 0000
Hong Kong VHHH FTHK31 VHHH HONG KONG/Hong Kong Intl 0400 0600 30
RCTP TAIBEI/Taiwan Taoyuan Intl 1000 1200 30
RCKH GAOXIONG/Gaoxiong 1600 1800 30
RCSS TABEI/Sungshan 2200 0000 24
VMMC MACAU/Macau Intl 30
RPLL MANILA/Ninoy Aquino Intl 24
RPVM LAPU LAPU/Mactan Cebu Intl 24
RPMD DAVAO/Francisco Bangoy Intl 24
RPLB SUBIC BAY/Subic Bay Intl 24
RPMZ ZAMBOANGA/Zamboanga Intl 24
RPLI LAOAG/Laoag Intl 24
Incheon RKSI FTKO31 RKSI INCHEON/Incheon 0500 0600 30

RKSS GIMPO/Gimpo 1100 1200 24
RKPC JEJU/Jeju 1700 1800 24
RKPK GIMHAE/Gimhae 2300 0000 24
RKTU CHEONGJU/Cheongju 24
RKNY YANGYANG/Yangyang 24
RKTN DAEGU/Daegu 24
Karachi OPKC FTPK31 OPKC KARACHI/Jinnah Intl 0400 0600 18

OPRN ISLAMABAD/Chaklala 1000 1200 18
OPLA LAHORE/Allama Iqbal Intl 1600 1800 18
OPNH NAWABSHAH/Nawabshah 2200 0000 18
OPPS PESHWAR/Peshwar 18
OPGD GWADAR/Gwadar 18
Mumbai VABB FTIN31 VAAH AHMEDABAD/Ahmedabad 0400 0600 30

VABB MUMBAI/Chhatrapayi Shivaji Intl 1000 1200 30
VANP NAGPUR/Nagpur 1600 1800 30
VECC KOLKATA/Netaji Subhash Chandra Bose Intl 2200 0000 30
VEPT PATNA/Patna 30
3.4W - 5
APANPIRG/19
VIAR AMRITSAR/Amritsar 30
VIBN VARANASI/Varanasi 30
VIDP DELHI/Indira Gandhi Intl 30
VIJP JAIPUR/Jaipur 30
VILK LUCKNOW/Lucknow 30
FTIN32 VCBI COLOMBO/Katunayake 0400 0600 30

VNKT KATHMANDU/Tribhuvan Intl * 1000 1200 24
VOCI COCHIN/Cochin 1600 1800 30
VOCL CALICUT/Calicut 2200 0000 30
VOHY HYBERABAD/Hyderabad 30
VOMM CHENNAI/Chennai 30
VOTR TIRUCHCHIRAPALLI/Tiruchchirapalli 30
VOTV TRIVANDRUM/Trivandrum 30
VRMM MALE/Male Intl * 24
* Not confirmed part of bulletin
Nadi NFFN FTPS31 NFFN Nadi, Fiji 0400 0600 24
NWWW NOUMEA/La Tontouta * 1000 1200 24
NSTU PAGO PAGO/Pago Pago Intl * 1600 1800 24
NCRG RAROTONGA, Cook Isld 2200 0000 24
PLCH Christmas Isld, Kirrabati 24
NGTA BONRIKI, Kirribati 24
NIUE NIUE INTL, New Zealand 24
NSFA FALEOLO, Samoa 24
NFTF FAU'AMOTU, Tonga 24
NFTV VAVA'U, Tonga 24
NVVV PORT VILLA/Bauerfield * 24
NVSS SANTO/Pekoa * 24
NFNA NAUSORI, Fiji 24
NLWW HIHIFO, Wallis (Fr) 24
NSAP APIA, Samoa 24
NGFU FUNAFUTI INTL, Tuvalu 24
* Not confirmed part of bulletin
Singapore WSSS FTSR31 WSSS SINGAPORE/Changi 0400 0600 30
WSAP PAYA LEBAR/Paya Lebar (RSAF) 1000 1200 30
3.4W - 6
APANPIRG/19
WSSL SELETAR 1600 1800 30

WAAA UJUNG PANDANG/Hasanuddin 2200 0000 24
WABB BIAK/Frans Kaisieppo 24
WADD BALI/Ngurah Rai (Bali Intl) 24
WARR SURABAYA/Juanda 24
WIIH JAKARTA/Halim 24
WIII JAKARTA/Soekamo-Hatta 24
WIMM MEDAN/Polonia 24
FTSR32 WMKJ JOHOR BAHUR/Sultan Ismail 0400 0600 24

WMKK SEPANG/Kuala LumpurL Intl 1000 1200 24
WMKL PULAU LANGKAWI/Pulau Langkawi Intl 1600 1800 24
WMKM MALACCA/Malacca 2200 0000 24
WMKP PENANG/Penang Intl 24
WMSA SUBANG/Sultan Abdul Aziz Shah 24
FTSR33 WBSB BANDAR SERI BEGAWAN/Brunei Inlt 0400 0600 24

WBGB BINTULU 1000 1200 24
WBGG KUCHING/Kunching Intl 1600 1800 24
WBGR MIRI 2200 0000 24
WBGS SIBU 24
WBKK KOTA KINABALU/Kota Kinabalu Intl 24
WBKL LABUAN *RMAF) 24
WBKS SANAKAN 24
WBKW TAWAU/Tawau 24
Tokyo RJTD FTJP31 RJAA TOKYO/Narita Intl 0200 0300 27

RJBB KANSAI/Kansai Intl 0800 0900 27
RJTT TOKYO/Tokyo Intl 1400 1500 27
RJOO OSAKA/Osaka Intl 2000 2100 27
ROAH NAHA/Haha 27
RJCH HAKODATE/Hakodate 27
RJSS SENDAI/Sendai 27
FTJP32 RJFF FUKUOKA/Fukuoka 0200 0300 27
3.4W - 7
APANPIRG/19
RJGG NAGOYA/Chuba Centrair Intl 0800 0900 27

RJCC SAPPORO/New Chitose 1400 1500 27
RJFK KAGOSHIMA/Kagoshima 2000 2100 27
RJSN NIGATA/Nigata 27
RJFU NAGASAKI/Nagasaki 27
RJFT KUMAMOTO/Kumamoto 27
RJOA HIROSHIMA/Hitoshima 27
RJOB OKAYAMA/Okayama 27
RJOT TAKAMATSU/Takamatsu 27
RJFO OITA/Oita 27
RJNT TOYAMA/Toyama 27
RJNK KANAZAWAK/Komatsu 27
Wellington NZKL FTNZ31 NZWN WELLINGTON/Wellington Intl 0445 0600 24

NZAA AUCKLAND/Auckland Intl 1045 1200 24
NZCH CHRISTCHURCH/Christchurch Intl 1645 1800 24
2245 0000
Note: In order to comply with the Basic ANP, the filing time shall be 1 hour before the start of the period of validity
3.4W - 8
APANPIRG/19
Appendix X to the Report on Agenda Item 3.4
3. RESULTS OF THE SURVEY
3.1 IATA Response
Airlines operating in the Is the TAF in VOLMET

Comments
Asia/Pacific Regions useful?
Yes No
VOLMET is backup for ACARS &
Malaysian Airlines Y
SATCOM
Singapore Airlines Y VOLMET is backup for ACARS
All Nippon Airlines Y VOLMET is backup system
Cathay Pacific Airways Y VOLMET is backup system
B767 fleet does not have ACARS &
Air New Zealand Y
SATCOM
Continental Airways N VOLMET not used
British Airways Y
United Airlines Y B757 Fleet has only HF comms
Eva Air Y VOLMET is backup information
Korean Air Y VOLMET is useful backup info
KLM Airlines Y VOLMET is backup for ACARS
Thai Airways Y Backup for ACARS & SATCOM
China Airlines Y Backup for ACARS
Air France Y Backup in case of ACARS failure
Japan Airlines Y VOLMET backup for ACARS
Fedex Y Backup for ACARS
Air Canada Y VOLMET backup for ACARS
3.2 IFALPA Response
The IFALPA response by Captain Stu Julian was very considered and informative in regard to a
pilot’s use of TAF during flights in a number of classes of aircraft and I consider that it is relevant
to the discussion by the Region on the use of 30-hour TAF. As such I have appended Captain
Julian’s comments as Attachment A for the interest of members.
3.4X - 1
APANPIRG/19
3.3 IFALPA represents 18 member associations in Asia/Pacific (18 Contracting

States), who nominate that TAF in VOLMET is useful. IFALPA commented that VOLMET is a
primary in-flight source of MET information for a large proportion of jet transport aircraft and
secondary source of MET information for SATCOM equipped aircraft. HF remains required
dispatch system for long range operations. SATCOM is not required for dispatch under MEL (25-
1) within 180 minutes ETOP’s.
3.4 Responses of surveys conducted by OPMET TF team members.
Singapore RODB
TAF in VOLMET Survey - conducted by RODB Singapore in Apr 2008

Is the
TAF in
Airlines Operating @ Changi VOLMET
Airport useful Other Comments
Yes No
Singapore Airlines √ NIL
China Airlines √ NIL
Shanghais Airlines Cargo √ NIL
Qantas Airways √ Cpt Hewitt
√ Cpt S Adamson - TAF is useful but not critical
√ Cpt William - for backup purpose
√ Cpt S Johnsone - 30 hrs ahead seems too long
√ Cpt W Spalding
√ Cpt K Peter
√ Cpt E.R. Bradley
One valid TAF 30hr is enough to contain the
Japan Airlines √ forecast
covering shorter period to 9 hr TAF. We suggest
you
omit the forecast longer than first 9 hrs from the
30hr
TAF in the VOLMET.
Jetstar Asia √ Cpt Seng C G
√ Cpt Zhao A Q
√ Cpt Alejandro C
√ SFO Yong J
√ SFO Lewis Shan
√ Cpt Heng S L
√ Cpt Chen S
British Airways √ SFO Keen
√ Cpt W Borke
√ Cpt B Ken
Total 21
No 3 14.3%
Yes 18 85.7%
3.4X - 2
APANPIRG/19
Metservice New Zealand

Air New Zealand, Air Pacific, Air Vanuatu, Air Tahiti Nui, all require TAF to be included in the
Auckland VOLMET.
Fiji RODB
Stated that they were looking at starting VOLMET and airlines using Fiji would require TAF in
VOLMET
Hong Kong Observatory

Cathay Pacific had no problem with removal of TAF, other airlines no response.
Australia – Bureau of Meteorology/ Airservices Australia

There is no TAF in the Australian VOLMET only TREND, except Cairns where the TAF is used
during periods when no TREND is issued.
Qantas Airways, Virgin Blue, Jetstar and Singapore Airways required TAF in VOLMET where it
was available.
3.4X - 3
APANPIRG/19
ATTACHMENT A
9th June 2008
Dear Mr. Mokhtar A. Awan
Thank you for your letter email and request for the IFALPA input on the subject of VOLMET
and the proposed removal of TAF from VOLMET.
I have raised this Survey and the general issue of VOLMET with my IFALPA Representatives
and the overriding response is that it is a premature decision to take to remove current TAF’s
from VOLMET.
The results of the VOLMET survey highlight a number of important aspects which are
multileveled. For example VOLMET is an in-flight MET Product with a typical mission time
remaining of up to 12 hours so that relevant meteorological related to the enroute alternates, the
destination and the destination alternate become the primary focus for a “how goes it” should a
diversion be required. A 30 hour TAF does not have a current in flight focus or use to the flight
crew. The TAF for an enroute alternate at the beginning of a long haul flight is of primary focus
as compared to that of the distant alternate; however the destination TAF will remain important
for the entire flight so that any deviations from the departure forecast can be managed safely and
efficiently. The focus therefore is in the 3-9 hours window for most flights and within 12 hours
for the remaining flights.
The need to access this meteorological information in flight can be via two mediums. Those two
mediums are voice or data. The method of transmission in long range operations also comes in
two forms, HF or SATCOM. If the commercial jet aircraft that are operating more than 180
minutes from a suitable airport SATCOM is a required despatch communication device, however
HF also remains a required communication link as the minimum regulatory level of required
onboard communication. The only required long range communications system for any long
range flight is an HF radio; therefore this is the minimum regulatory standard for communication.
It is common practice as a result of the requirements under Annex 6 at 4.4.1 for commercial jet
aircraft to use TAF’s to ensure the safe and efficient operation of that flight in respect of current
meteorological information relevant to the enroute, destination and alternate phases of that flight
and at the estimated time of landing. Therefore the concept of removing TAF’s from VOLMET
raises the issue of adversely impacting the safe and efficient operations of commercial jet aircraft
and also raises the spectre of increasing costs to the operation by requiring SATCOM for all TAF
reporting. This applies not only to the Asia Pacific based airlines but all those airlines from
around the world that fly to, from and within the Asia Pacific region.
Every air line pilot would like to enjoy the benefits that SATCOM delivers to all commercial jet
aircraft operations and IFALPA will endeavour to achieve that minimum entry level however this
is not the current regulatory required standard except for the beyond 180 minutes ETOPS aircraft
which are currently few in number and few in operations. Whilst this beyond 180 minutes
operations is forecast to expand it will take some time before this becomes the significant portion
of commercial jet operations. The feedback that IFALPA has is that even with SATCOM
equipped aircraft, pilots via there Airline management recommendations are encouraged to use
VOLMET as this is a more cost effective solution than the use of SATCOM for the current time.
All the non SATCOM equipped commercial jet aircraft which are still engaged in the long haul
jet fleet use HF as both their primary and secondary source of communication. This means that
TAF’s from the VOLMET become a critical part to the safe and efficient operation of that flight
3.4X - 4
APANPIRG/19
Clearly over the next 20 years the commercial jet transport fleet will change in number and
makeup. Both Boeing and Airbus produce detailed analysis of growth so it is interesting to note
that the aircraft population that will need a 30 hour TAF product will be by far in the minority
and likely to remain in the minority of the world fleet for some time to come. The 30 hour TAF as
a flight planning tool is a welcome product for use in the Ultra Long Range (ULR) flights which
by definition is greater than 16 hours flight time. It is interesting to consider the ULR proportion
of flights as compared to both short and long haul flights. The use of aircraft populous provides a
coarse measure with which to gauge exposure. For example single isle jet aircraft are used for
short haul operations so that those flight operations do not require 30 hour TAF’s and in fact
these longer TAF’s may introduce human factors related problems when these Meteorological
products are used for short haul flights due to complexity of determining what is relevant to the
impending flight given the often frequent and tight timetabling of these operations. The twin isle
(wide body) aircraft population growth for long haul aircraft are about 30% of the number of the
forecast single isle (short haul) fleet and combined with the fact that this single isle fleet will
conduct more sectors typically up to 8 times per day as compared to the twin isle long haul fleet
the need for current and up to date TAF’s is in favour of the single isle fleets by a very large
percentage. Boeing and Airbus both see a market over the next 20 years for over 28,000 new jet
aircraft and both see the mix at about 17,000 single isle jets, about 7,000 twin isle jets and about
4,000 regional jets. The turbo prop operations are not considered in this mix but that would fall
within the short haul fleet as additional numbers. Of those twin isle jets the manufactures see a
population of half that number as ULR compatible. In summary out of a new jet fleet delivery of
28,000 over 24,500 (28,000 – 3500) commercial jet are not going to require 30 hour TAF’s and of
that 24,500 new jet fleet some 17,000 jets will conduct multiple sectors requiring the most up to
date TAF information prior to each sector. This can easily be extrapolated that shorter hour TAFs
will be in the highest demand and 30 hour TAF’s will be in the least demand. Clearly both ends
of the meteorological products will be in demand and the as acknowledged the 30 hour TAF is a
welcome new product but this needs to be kept in perspective for now and the foreseeable growth
in the next 20 years.
In summary IFALPA appreciates the opportunity to comment and provide some survey feedback
to the ICAO Regional Office in Bangkok on the matter of the proposal to withdraw TAF’s from
VOLMET. IFALPA believes that this is a premature decision to remove TAF’s from VOLMET.
The removal of TAF’s from VOLMET would adversely impact the safe and efficient operations
of commercial jet aircraft flights. The use of VOLMET is used as a cost effective tool on
SATCOM equipped commercial jet aircraft. The use of 30 hour TAF product is primarily limited
to pre flight use for ULR aircraft operations which whilst this is a significant volume of flights it
will remain none the less be a small population of the total population of commercial jet flights
requiring TAF’s prior to departure. Therefore 30 hour TAF’s will not feature in any in-flight use
by a majority of commercial jet operations.
I look forward to the positive progress of this very important matter.
Yours sincerely
Stu Julian
Captain Stu Julian

EVP Asia Pacific
IFALPA
3.4X - 5
APANPIRG/19
Appendix Y to the Report on Agenda Item 3.4
PROPOSED SIGMET EXAMPLES FOR

UPDATING THE ASIA/PACIFIC REGIONAL SIGMET GUIDE
1. SIGMETs for severe turbulence
1.1 At 1358 UTC, an aircraft report of moderate turbulence in clear air in the HONG
KONG FIR was received by VHHH. Considering the presence of meteorological factors favourable
to the intensification of turbulence, severe turbulence is forecast over the area concerned. As the
intensity of the aircraft report is not severe, “SEV TURB OBS” should not be used (and issuance of
special air-report is not required). Instead, “SEV TURB FCST” is to be used. A SIGMET with the
beginning of the period of validity coinciding with the time of commencement of the phenomenon
(SIGMET Guide Section 3.4.3.1.3) is to be issued:
WSSS20 VHHH 071410

VHHK SIGMET 1 VALID 071410/071800 VHHH-
VHHK HONG KONG FIR SEV TURB FCST N OF N2200 E OF E11330
FL300/400 MOV E 10KT INTSF=
1.2 If the intensity of the turbulence reported by the aircraft is severe, “SEV TURB OBS”
should be used:
WSSS20 VHHH 071410

VHHK HONG KONG FIR SEV TURB OBS AT 1358Z
N OF N2200 E OF E11330 FL300/400 MOV E 10KT INTSF=
2. SIGMETs for tropical cyclones (TCs) and associated thunderstorms
2.1 At 0200 UTC, TC Pabuk (with 10-minute mean surface wind speed of 34 knots or
more) is observed by VHHH. The centre of Pabuk is observed outside the HONG KONG FIR but is
expected to enter the HONG KONG FIR at 0400 UTC. As the TC has not yet been observed in the
HONG KONG FIR, “FCST” should be used instead of “OBS” (SIGMET Guide Section 3.4.5.3). A
TC SIGMET with a period of validity commencing at 0400 UTC for a maximum period of 6 hours
(SIGMET Guide Section 3.4.2.3), and providing two forecast locations of the TC centre, pertaining to
the beginning and end of the validity period respectively, is to be issued:
WCSS20 VHHH 080200

VHHK HONG KONG FIR TC PABUK FCST N2224 E11730
CB TOP FL450 WI 240NM OF CENTRE MOV W 15KT NC
FCST 1000Z TC CENTRE N2224 E11600=
2.2 Before the commencement of the TC SIGMET, a thunderstorm SIGMET for warning
thunderstorms associated with the TC affecting the HONG KONG FIR, if warranted, should be
issued:
WSSS20 VHHH 080155

VHHK HONG KONG FIR EMBD TS FCST N OF N20 E OF E114
TOP FL450 MOV W 15KT INTSF=
3.4Y - 1
APANPIRG/19
2.3 At 0400 UTC, the TC SIGMET issued above, viz. SIGMET 3, would become
effective. The thunderstorm SIGMET, viz. SIGMET 2, should be cancelled:
WSSS20 VHHH 080400

VHHK HONG KONG FIR CNL SIGMET 2 080155/080555=
2.4 However, if the time for the TC to enter the HONG KONG FIR turns out to be later
than 0400UTC, the thunderstorm SIGMET, viz. SIGMET 2, should be kept while the TC SIGMET,
viz. SIGMET 3, should be updated to reflect the latest assessment, e.g. validity period.
2.5 At 1630 UTC, the centre of TC Pabuk is observed within HONG KONG FIR but it is
expected to weaken into a tropical depression (with 10-minute mean surface wind speed of less than
34 knots) at 2100 UTC. A TC SIGMET with a period of validity commencing at 1630 UTC and
ending at 2100 UTC is to be issued:
WCSS20 VHHH 081630

VHHK HONG KONG FIR TC PABUK OBS AT 1500Z N2218 E11612
CB TOP FL450 WI 240NM OF CENTRE MOV W 15KT WKN
FCST 2100Z TC CENTRE N2200 E11424=
2.6 However, if it turns out that TC Pabuk has already weakened into a tropical
depression at 1800 UTC, SIGMET 13 should be cancelled and a thunderstorm SIGMET for warning
thunderstorms associated with the TC affecting the HONG KONG FIR, if warranted, should be
issued:
WSSS20 VHHH 081800

VHHK HONG KONG FIR EMBD TS FCST N OF N2000
TOP FL450 MOV W 15KT WKN=
WCSS20 VHHH 081800

VHHK HONG KONG FIR CNL SIGMET 13 081630/082100=
3. SIGMETs for Volcanic Ash
EXAMPLE 1
WVID21 WAAA 140600

WAAZ SIGMET B01 VALID 140600/141200 WAAA-
WAAZ UJUNG PANDANG FIR VA ERUPTION MT SOPUTAN LOC N0107 E12443
VA CLD OBS AT 0600Z APRX SFC/FL200 N0110 E12440 - N0155 E12455 - N0130 E12530 -
N0110 E12440 MOV NE 10KT
FCST 1200Z VA CLD APRX SFC/FL200 N0110 E12440 - N0230 E12455 - N0135 E12605 - N0110
E12440
WVID21 WAAA 140800

3.4Y - 2
APANPIRG/19
N0110 E12440 MOV NE 10KT APRX FL200/FL350 N0200 E12345 - N0300 E12410 - N0310
E12250 - N0200 E12230 - N0200 E12345 MOV NW 25KT
E12440 APRX FL200/FL350 N0200 E12245 - N0320 E12305 - N0345 E12115 -N0220 E12115 -
N0200 E12245
WVID21 WAAA 141100

WAAZ UJUNG PANDANG FIR CNL SIGMET B02 140800/141400
EXAMPLE 2
WVID21 WAAA 140600

WAAZ SIGMET A01 VALID 140600/141200 WAAA-
N0110 E12440 STNR
FCST 1200Z VA CLD APRX SFC/FL200 N0110 E12440 - N0155 E12455 - N0130 E12530 -N0110
E12440
WVID21 WAAA 141100

N0110 E12440 MOV NE 10KT
E12440
WVID21 WAAA 141700
WAAZ UJUNG PANDANG FIR CNL SIGMET A02 141200/141800
3.4Y - 3
APANPIRG/19
Appendix Z to the Report on Agenda Item 3.4
CNS/ATM Implementation Planning Matrix

State/ ATN G/G AIDC CPDLC Navigation* ADS-B/ ADS-C Remarks
Organization Boundary Multilateration
Intermediate En-route Terminal Approach
System (BIS)
Router/AMHS
AUSTRALIA ATN tests were AFTN based Implemented Implemented Implemented 5 ADS-B sites are FANS 1/A ADS-C
conducted. BIS AIDC and operational. A implemented.
Router and Implemented integrated total of 28 ground
Backbone BIS between with ATM stations are
Router and AMHS Brisbane and systems to expected to
implemented. Melbourne, support become operational
Auckland, FANS1/A throughout 2007.
Nadi and equipped Additional 20
Auckland. aircraft. stations will be
AIDC is also delivered in June
in use 2007 for
between installation at
Melbourne en-route radar site
and Mauritius. and other sites.
5NM Separation
service being
introduced. NFRM
on the carriage and
use of ADS-B
avionics to be
issued in Apr.07
BANGLADESH BIS Router and

AMHS planned
for 2007.
BHUTAN ATN BIS Router Procedures

and UA service developed for
2008. NPA.
3.4Z- 1
APANPIRG/19

System (BIS)
Router/AMHS
BRUNEI ATN BIS Router

DARUSSALAM planned for 2009
and AMHS
planned for
2009-2011.
CAMBODIA BIS Router and Procedure

AMHS planned developed for
for 2007. NPA.
3.4Z - 2
APANPIRG/19

System (BIS)
Router/AMHS
CHINA ATN Router AIDC Implemented Implemented in RNAV ADS-B trial has FANS 1/A ADS-C
deployed in 2008. between some to support certain airspace. (GNSS) been conducted in implemented to
of ACCs certain AIS implemented 2006. 5 UAT support certain
Tripartite BBIS within China Rout. L888, Y1 and in certain ADS-B sites are routes.
trial completed has been Y2 routes. airports. operational and
with Bangkok and implemented. L888 route, used for flight L888 route polar
Hong Kong, AIDC polar routes Beijing, training of routes and
China in Jan. between and Guangzhou, CAFUC. Another Chengdu-Lhasa
2003. several other Chengdu- Tianjin and ADS-B of 1090ES route.
ACCs are Lhasa route. Lhasa airports. trial will be
ATN trial with being commenced in
Hong Kong, implemented. Trial on HF 2007.
China conducted data link
2008. Operational conducted
trial on the for use in
AMHS with Hong AFTN based western
Kong, China AIDC China.
planned to between
conduct in2008. Sanya and
Hong Kong
AMHS/ATN trial commenced
with Macau is on Aug. 2006
under planning. and put into
operational
AMHS/ATN trial use in Feb
with Kuwait is to 2007.
be delayed.
3.4Z- 3
APANPIRG/19

System (BIS)
Router/AMHS
Shanghai
ACC and
Japan to be
implemented.
TBD with
Korea to be
deleted.
3.4Z - 4
APANPIRG/19

System (BIS)
Router/AMHS
HONG KONG, ATN/AMHS Trial on the FANS 1/A Implemented in Implemented RNAV A-SMGCS trial FANS 1/A trials
CHINA technical trials AFTN based based certain airspace in certain (GNSS) using ADS-B/ for ADS-C
with Japan AIDC with CPDLC trials airspace. departure Multilateration conducted.
conducted in 2003. Guangzhou conducted. procedures technology on the
Operational trials and Sanya, implemented prime airport
planned in 2010. China VDL Mode-2 in July 2005. surveillance area
commenced. technical trial completed in 2006.
64 Kbps ATN conducted. Flight check
Link with Operational for RNAV A larger-scale A-
Bangkok put into trial with D-ATIS Procedures SMGCS covering
operational use in Sanya D-VOLMET conducted in the whole HKIA
Jun 2004. AMHS commenced in implemented. Apr 2008. put into operational
trials planned in Aug. 2006 Operational evaluation in July
2009. and put into PDC service trial is planned 2008.
operational at Hong for end 2008.
ATN/AMHS use in Feb. Kong Data collection/
technical trials 2007. International analysis on aircraft
with Beijing, Airport ADS-B equipage in
China using VPN (HKIA) Hong Kong
over Internet upgraded airspace conducted
conducted in Sep from 1-way on quarterly basis.
2006. Further data link to
ATN/AMHS trials 2-way data ADS-B trial using
planned in 2009. link on 5 Jun a dedicated ADS-B
2008. system was
ATN/AMHS conducted in Apr
technical trials 2007. Planning on
with Macao, China further trial is in
planned for 2009. progress.
3.4Z- 5
APANPIRG/19

System (BIS)
Router/AMHS
MACAO, ATN and AMHS “A-SMGCS” being ATZ within

CHINA installation and planned with Hong Kong
local training starts ADS-B as option and
in Aug.2008. Test for consideration. Guangzhou
arrangement with FIRs. In ATZ
China will start in full VHF
oct.08. Test with coverage exist.
Hong Kong in Radar coverage
2009. for monitoring
purposes.
COOK
ISLANDS
DEMOCRATIC ATN/AMHS AIDC Planned for 1090 ES based

PEOPLE’S technical trials between some implementati ADS-B ground
REPUBLIC OF with Beijing China ACCs are on in 2010. station is in trial
KOREA planned in 2010. planned in operation.
2010.
3.4Z - 6
APANPIRG/19

System (BIS)
Router/AMHS
FIJI AMHS in-house AFTN based FANS-1 Implemented as NPA ADS-B ADS-C
trials completed in AIDC with implemented (S) procedures for implementation in implemented in
2006. Brisbane and (S) completed 2008/2009. oceanic airspace
Auckland in Dec. 2002 Estimate 10 using EUROCAT
AMHS trials operational in Ground Stations. 2000 X.
completed in 2007. 2005.
ATN BIS Router AFTN based

and AMHS plans AIDC
to be implemented implement
in 2008. with Oakland.
FRANCE Implementa- FANS-1. FANS 1/A

(French tion of limited Implemented ADS-C
Polynesia Tahiti) message sets since 1996. implemented since
with adjacent March 1999.
centres under
discussion.
INDIA ATN BBIS router AFTN Based FANS-1 SBAS Trial planned for FANS 1/A ADS-C
and AMHS AIDC implemented Technical 2006. implemented at
Physical Coordinating at Kolkata, development in Kolkata, Chennai,
installation over. with Chennai, 2007. ASMGCS Delhi and
SAT in May, Bangladesh Mumbai and Implemented at IGI Mumbai.
coordinating with and Pakistan, Delhi. Implementation Airport New Delhi.
China, Thailand Both are planned for
and Singapore for ready. 2009.
conduct of test.
3.4Z- 7
APANPIRG/19

System (BIS)
Router/AMHS
INDONESIA ATN BIS Router AFTN based FANS-1/A. Procedure to 2 ADS-B ground FANS 1/A ADS-C
and AMHS AIDC planned CPDLC in be completed stations to be trial planned at
planned for trial in for Jakarta, in 2006 for installed in 2007. Jakarta and Ujung
2008. implementa- Ujung NPA. Upgrading ATC Pandang ACC in
tion between Pandang automation at 2007.
Trial with Brisbane and FIRs trial Makasar for ADS-
Singapore planned Jakarta in planned for B application
2010. 2007. capabilities in
2007.
Brisbane and
Makassar in
planned in
June2008.
JAPAN ATN BBIS AIDC based. FANS1/A SBAS NPA Amendment work FANS 1/A.
already AFTN system operational in implemented to be radio law ADS-C
implemented. procedure Implemented 2007 at 4 regulations for implemented in
AMHS implemented in aerodromes. using ADS-B out Fukuoka FIR
implemented with Oakland Fukuoka FIR (1090 MHz ES) is
between Japan and and under way.
USA in 2005 and Anchorage.
between Japan and Planned
Hong Kong, China between
planned for 2009- Incheon ACC
2010. and Fukuoka
ATMC 2008.
Between
Fukuoka,
Sanya .
3.4Z - 8
APANPIRG/19

System (BIS)
Router/AMHS
KIRIBATI
LAO PDR ATN BIS Router AIDC with

and AMHS Bangkok
completed planned for
planned for 2010.
implementation
with Bangkok in
2009.
MALAYSIA ATN BIS Router AFTN AIDC Implemented .Implemented Basic RNAV NPA at KLIA Implementation of FANS 1/A ADS-C
completed 2007. planned with for Bay of for Oceanic implemented. implemented. ADS-B proposed implemented for
AMHS planned in Bangkok Bengal. Routes. in 2008-2013. Bay of Bengal.
2010. ACC in 2010. Multilateration
implemented at
KLIA.
MALDIVES ATN BIS Planned for FANS1/A Trials planed for Trials planned for
Router/AMHS 2008. installed 2005-2008. 2007-2008.
planned for Trials Implementation Implementation in
implementation in planned in in later 2008. late 2008.
the 2008. last quarter
of 2007.
3.4Z- 9
APANPIRG/19

System (BIS)
Router/AMHS
MARSHALL NPA
ISLANDS implemented
at Majuro
Atoll.
MICRONESIA
FEDERATED
STATES OF
Chuuk Implemented
Kosrae Implemented
Pohnpei Implemented
Yap Implemented
MONGOLIA ATN BIS Router Function GPS ADS-B trial in FANS 1/A ADS-C
and AMHS available. procedures are progress implemented since
planned for 2005 Regular trials being implementation August 1998.
and 2006. Trial are developed and planned for 2006.
with Bangkok conducted. implemented
conducted. at 10 airports.
MYANMAR Trial for ATN BIS Implemented Implemented since

Router with since August August 1998.
Thailand planned 1998.
for 2006. Test with
China planned for
2006.
NAURU
3.4Z - 10
APANPIRG/19

System (BIS)
Router/AMHS
NEPAL BIS Router and AFTN/AMHS Will be GPS departure ADS-B feasibility
AMHS planned based AIDC implemented and approach study planned for
for 2010. between as required. has been 2007.
KTM-CAL, developed for
KTM-BAN, 8 airports and
KTM- planned for
LHASA implementatio
planned for n in 2008.
2010.
NEW Tontouta ACC

CALEDONIA 2009
Tontouta APP
2009.
3.4Z- 11
APANPIRG/19

System (BIS)
Router/AMHS
NEW BIS Router and AFTN based FANS-1/A. Will be RNAV RNP AR Surface FANS 1/A
ZEALAND AMHS AIDC Implemented implemented as procedures APCH surveillance MLAT Implemented.
implementation implemented required. being implemented being installed at
planned for 2010. between New implemented at Queenstown Auckland,
Zealand, as developed. (ZQN). operational late
Australia, Fiji, 2008.
Tahiti, Chile
and USA. Wide area MLAT
will be installed in
the Queenstown
region, will be
operational mid
2009. ADS-B
included as an
element of MLAT
installation.
PAKISTAN Implementation of Implemented Implementati Planned for RNAV arrival NPA Feasibility study Planned for Existing Radar
ATN considered between on planned 2005-2010. and departure procedure are for using ADS-B is 2005-2010. system being
for Phase II (2005- Karachi and from 2005- procedure being in hand. One upgraded.
2010). Lahore ACCs 2010. being developed. station planned for
developed 2009 to establish
confidence.
PAPUA NEW Implemented Implemented

GUINEA at certain
aerodromes.
3.4Z - 12
APANPIRG/19

System (BIS)
Router/AMHS
PHILIPPINES ATN G/G BIS Planned for CPDLC Included in FANS 1/A ADS-C
Router/AMHS 2011. Planned for CNS/ATM Project planned for 2011.
implemented in 2011. and scheduled for
2006 implementation in
AMHS trials with 2011.
Singapore by end
2008 and Hong
Kong planned in
2009.
REPUBLIC OF ATN BIS AFTN based PDC & NPA planned ADS-B Trial for
KOREA Router/AMHS AIDC planned D-ATIS for 2008 at implemented for FANS 1/A ADS-C
planned for 2011 for 2008 implemented Incheon ASMGCS at implemented since
between 2003. International Incheon 2003.
Incheon ACC Airport International
and Fukuoka Airport in 2008.
ATMC
3.4Z- 13
APANPIRG/19

System (BIS)
Router/AMHS
SINGAPORE AMHS and ATN AIDC to be Implemented Implemented RNAV SIDS Baro VNAV ASMGCS with FANS 1/A ADS-C
router were implemented since 1997. and STARS implemented ADS-B and implemented since
implemented in in 2010. Integrated in implemented in 2006. Multilateration 1997. Integrated
2007. the ATC in 2006. operational since with ATC system
ATN trial with system in 2007. in 1999.
Malaysia started in 1999.
2007. ADS-B for air
ATN trial with surveillance will be
Indonesia and implemented in
Australia under 2009. Trial
planning. commenced in
2006.
SRI LANKA ATN BIS Router PDLC in trial ADS-B Trials FANS 1 /A GPS based
Planned for 2009. operation planned for 2010 ADS-C trial since domestic route
AMHS planned since and November 2000. structure being
along with BIS in November implementation in developed.
2009. 2000. 2011.
Multilateration
THAILAND BBIS/BIS Routers AFTN based FANS-1/A Under Implemented Implemented implemented in FANS 1/A ADS-C
already AIDC planned Implemented implementation at Phuket at Phuket 2006 at Implemented.
implemented. for 2010. . Airport Suvarnbhumi Intl.
Target date for Airport.
AMHS in 2008. 22 ADS-B ground
stations will be
implemented in
2008.
3.4Z - 14
APANPIRG/19

System (BIS)
Router/AMHS
TONGA AMHS planned NPA planned Trial planned for CPDLC and
for 2008. for 2007. 2010 ADS-C is not
considered for
lower airspace
UNITED AMHS AFTN based FANS-1/A Implemented Implemented Implemented Implemented

STATES implemented. AIDC based
implemented. CPDLC
AMHS Atlanta implemented.
August 2008 to
serve CAR/SAM.
VANUATU
VIET NAM BIS Routers AFTN based CPDLC For en-route RNAV Planned for trial Implemented April
planned for 2009. AIDC operational TBD. 2010. 2008.
implemented April 2008.
ATN/AMHS trial in 2009. Planned for
in 2010 and operation 2011.
operation in 2012. Trial for ATN
based AIDC
planned in
2010.
* Navigation – Navigation including Performance Based Navigation (PBN), APV and precision approach
3.4Z- 15
APANPIRG/19
Appendix A1 to the Report on Agenda Item 3.4
KEY PRIORITIES FOR CNS/ATM IMPLEMENTATION IN THE ASIA/PACIFIC REGION
KEY PRIORITIES DESCRIPTION MILESTONES SUB-GROUP STATUS DISCUSSION/ACTION

No.
Performance Based Implement performance Report to APANPIRG ATM/AIS/SAR On-going Reflect performance based
1. Navigation based navigation, operation CNS/MET Phased implementation. navigation, not just RNP.
(RNP/RNAV) and procedures to improve
Implementation the efficiency and flexible
use of airspace.
GNSS Implementation To implement GNSS in On-going CNS/MET SBAS Receivers – (TSO Strategy for Approach,
• GBAS accordance with the Asia C145/6) now available Landing and Departure
• SBAS Pacific Regional Strategy identified GBAS as a preferred
2008 Lead aircraft with certified CAT I option. No ground
Facilitate market available GBAS avionics now in equipment is available that is
GBAS ground system (CAT service certified to Annex 10 SARPs
I) certified to Annex 10
SARPs
2. ADS-C The implementation of ADS- Report to APANPIRG ATM/AIS/SAR Phased implementation.

C in oceanic or remote areas
in accordance with the FIT-BOB reconvened Implementation focus and
Regional CNS/ATM Plan is September 2003. Bay of timetable need to be
required for the enhancement Bengal operational trial developed.
of safety and ATM. of ADS/CPDLC
commenced February States are gaining experience
2004, trial on going. in the use of ADS-C.
FIT-SEA inaugural
meeting May 2004.
South China Sea
operational trial of
ADS/CPDLC expected
2006/2007.
3.4A1 - 1
APANPIRG/19

No.
3. Co-operation in Regional The continuation and Report to APANPIRG All Sub-Groups to identify Emphasis needs to be on
CNS/ATM Planning, enhancement of ICAO’s co- requirements. sharing information and
Implementation & ordinating role of technical training. Title ‘Technical Co-
Training. co-operation in CNS/ATM operation” is confusing with
planning and assistance programs.
implementation, in close co- Need to inform States of
operation with all partners opportunities for training well
and taking into account the in advance of scheduled date.
regional approach, is Training opportunities should
required. include ICAO programs as
well as associated
organizations programs.
ATN Seminar was conducted.
Two ADS-B Seminars were

conducted
QMS Seminar
SAIDS-2G
MET/ATM Coordination
Seminars were conducted
PBN Seminar were conducted
Preparation for WRC-2011 The co-operative States are designating contact High importance task.
4. participation of States is WRC-2011 All points responsible for Spectrum must be available to
required with their preparation for WRC 2011 enable CNS/ATM
respective and are providing contact implementation.
telecommunications details for posting on the
regulatory authorities, website to facilitate States to nominate the focal
regional groups, at the APT coordination. point of contact
forums and at the WRC
3.4A1 - 2
APANPIRG/19

No.
regional preparatory
meetings for WRC-2011 to
ensure that aviation
spectrum requirements are
fulfilled and protected.
5. MET support for the new To identify new MET 2010 CNS/MET Survey conducted, paper MET/ATM coordination
CNS/ATM System. products supporting ATM presented at CNS/MET meeting in 2009 and seminar
SG/12, future studies needed in 2010 to seek guidance from
ATM to MET requirements
Implementation of new 2013 Analysis of 2 models being

gridded WAFS icing, conducted in effort to
turbulence, and harmonize before WAFC work
cumulonimbus products shop in 3rd quarter 2009
3.4A1 - 3
APANPIRG/19

No.
6. ADS-B Airline aircraft certificated to 2009 ADS-B SI Task Force Lead aircraft certified for Roll-out of ADS-B considered
participate in ADS-B initial ADS-B OUT operation an on-going activity.
operations.
Develop sub-regional 2009 ADS-B SI Task Force Sample agreement for data Further develop and finalize
implementation plan: SEA sharing has been developed the plan.
etc. and initial implementation
plan has been developed
7. Implementation of APV Review applicability of APV 2006 CNS/MET APV standards now in PANS Completed
and aircraft certification. OPS.
Develop implementation 2007 ATM/AIS/SAR Aircraft certified APV ATM/AIS/SAR/SG to consider

strategy. approaches. operational issues including
charting.
8. Data Link Flight To implement the following 2008 ATM/AIS/SAR Trials and demonstrations are
Information Services applications via CNS/MET conducted and some
(DFIS) applications request/response mode of operational services are
data link in the Asia and provided by States.
Pacific Regions:
Implementation of D-ATIS is
a) Data link –automatic progressing
terminal information
services (D-ATIS);
Expected to be implemented at
b) VOLMET data link all locations except one by
3.4A1 - 4
APANPIRG/19

No.
service 2008
(D-VOLMET);
c) Pre-Departure Clearance PDC implemented at several

(PDC) delivery via data-link; locations
d) DCL
9. Safety Management States to establish national ATM/AIS/SAR Annex 11 provisions effective

Systems. safety management systems RASMAG 27 November 2003.
and effective application of
safety programmes which On-going RASMAG
are required for the provision activities.
of air traffic services.
Operational enhancements
Required monitoring suspended where effective
services available to support RASMAG monitoring is not available.
operational enhancements.
10. Air Traffic Flow States to consider and 2006 ATM/ ATIS/ SAR On going
Management. implement aspects of air
traffic flow management
(ATFM) including:
a) centralized ATFM
b) inter-regional
cooperative ATFM;
c) establishment of ATFM
databases;
d) application of strategic
ATFM planning; and
3.4A1 - 5
APANPIRG/19

No.
e) application of tactical
ATFM planning
11 Aeronautical Fixed Facilitate deployment of Deployment of routers in Some States are delaying
Services (AFS) ATN/OSI and ATN/IPS 2011 CNS/MET progress, some States will implementation until TCP/IP
applications including AIDC implement dual stack routers connectivity is available.
and AMHS (TCP/IP and OSI). Backbone
Boundary Intermediate ATNICG is working with
System (BBIS) sites will States to coordinate
deploy dual stack routers. implementation and provide
technical assistance as required
3.4A1 - 6
APANPIRG/19
SUBJECT/TASKS LIST IN THE CNS/MET FIELDS
The priorities assigned in the list have the following connotation:

A = Tasks of a high priority on which work should be expedited;
B = Tasks of medium priority on which work should be under taken as soon as possible but not to the detriment of Priority "A tasks; and
C = Tasks of medium priority on which work should be undertaken as time and resources permit but not to the detriment of priority "A" and "B" tasks.
TOR = Terms of Reference of the Sub-Group
TASKS NO. 1 TO 31 HAVE BEEN COMPLETED AND REMOVED FROM THE LIST
No. Ref. Associated Task Priority Action Proposed/In Progress Action by Target
Strategic Date
Objective &
GPIs
1 RAN/3 A-Safety Subject: Inadequate implementation of A Monitor and provide assistance CNS/MET SG On going
(32) C.8/14 E-Continuity procedures for advising aircraft on in the implementation of
volcanic ash and tropical cyclones volcanic ash and tropical Task Force on the
APANPIRG/14 GPI-19 cyclone advisories and implementation of
Task: Monitoring of the SIGMETs procedures to ensure Volcanic Ash and
implementation of international provision of timely information Tropical Cyclone
(TOR 3) airways volcano watch (IAVW) and on volcanic ash and tropical advisories and
tropical cyclone advisories and cyclones to aircraft. SIGMETs
SIGMETs (VA/TC/I TF)
2 (TOR 3) D – Efficiency Subject: To facilitate regional A

(35) implementation of CNS/ATM
All GPIs
Tasks: 1) Identify topics for training, On-going
develop syllabi and plan training
a) coordinate training/workshops to programme;
allow States to develop and implement
new CNS/ATM procedures; 2) Encourage States in the CNS/MET SG On-going
evaluation and training of new
b) encourage States to participate in CNS/ATM systems;
the evaluation and training of new
CNS/ATM systems; 3) Co-ordinate with States and On-going
monitor progress;
3.4A2 - 1
APANPIRG/19
Strategic Date
Objective &
GPIs
c) progress the adoption of WGS-84 4) Collect information and ATM/AIS/SAR On-going
co-ordinate system and introduction of suggest methods of resolving CNS/MET SG
high integrity systems for the problems commonly faced by
management of the co-ordinate data. States.
3 APANPIRG D – Efficiency Subject: Provision of adequate A 1) Encourage States to CNS-MET On-going

(36) D. 4/46 CNS/MET services conduct R&D, trials &
All GPIs demonstrations of new
RAN/3 Task: Monitor CNS/ATM systems CNS/MET services;
C.12/3 research and development, trials and
demonstrations in the fields of 2) Monitor global
APANPIRG CNS/MET and facilitate the transfer of developments that may have
5/3 this information and expertise between beneficial consequences on
States. regional planning activities;
(TOR 3) 3) Consolidate information on

new capabilities in the
CNS/ATM system, for the Sub-
Groups review and action;
4) Serve as a focal point for

review of ongoing work of
Regional formal and informal
working groups that is relevant
to CNS/MET;
5) Provide for coordinated

training/seminars to keep all
States informed on
developments of trials and
demonstrations.
4 C 12/24 D – Efficiency Subject : Transition to the GRIB and A 1) Monitoring of CNS/MET SG Completed
(37) BUFR coded WAFS products implementation of BUFR coded
GPI-19 SIGWX forecasts
3.4A2 - 2
APANPIRG/19
Strategic Date
Objective &
GPIs
Task : Implementation of the transition 2) Monitoring of the WAFS 5 Jan. 2009
to the GRIB and BUFR coded WAFS migration to SADIS 2G Implementation
products Task Force
3) Assist in preparation for WAFS/I TF 2013

the new gridded products for
turbulence, icing and
cumulonimbus
4) Monitoring of the WAFS/I TF Dec. 2009

migration to ISCS G3
5 C12/36 D – Efficiency Subject: Developing the new A 1) Development of the initial CNS/MET SG Completed
(38) requirements for MET products and draft of the MET Chapter; with assistance of
APANPIRG GPI-19 services in support of ATM. MET
C14/45 2) Development of the MET Completed
components of the CNS/ATM WG on CNS/ATM
concept/ strategy; Plan
3) Inclusion of ATM Completed

requirements for MET CNS/MET SG
information in the CNS/ ATM
Plan;
4) MET/ATM Coordination Completed

Seminar – February 2006. METATM TF
5) Conduct survey on ATM METATM TF On-going

requirements for MET
information
6) MET/ATM meeting in 2009 MET ATM TF 2009
7) MET/ATM seminar in 2010 MET ATM TF 2010
3.4A2 - 3
APANPIRG/19
Strategic Date
Objective &
GPIs
6 APANPIRG/13 A - Safety Subject: To improve the efficiency of A 1) Review and update regional CNS/MET SG Completed
(39) D – Efficiency the regional and inter-regional OPMET ROBEX tables and relevant
D 13/28 exchange and the availability of documents; OPMET
GPI-19 OPMET information from the Management Task
ASIA/PAC Region 2) Propose optimization Force Completed
changes to the ROBEX scheme; (OPMET/M TF)
Task: Review and optimize the
ROBEX scheme and other OPMET 3) Improve the availability of On-going
exchanges; introduce monitoring and OPMET data at the Regional
management procedures for the OPMET Data Banks (RODB);
ROBEX centres and Regional OPMET
data banks 4) Improve the availability of On-going
OPMET information from the
Pacific States;
5) Introduce monitoring and Completed

management Procedures.
7 D- Efficiency Subject: Implementation of data link A Encourage States to implement CNS/MET SG 2008
(43) GPI17,18,19,22 Task: Encourage implementation CPDLC, D-ATIS, D-VOLMET,
PDC and DPC
8 APANPIRG A – Safety Subject: Implementation of SIGMET A 1) Assist States in CNS/MET SG Recurrent

(45) List of deficiencies GPI - 19 implementing SIGMET VA/TC/I TF task
Task: Improve regional procedures and requirements;
availability of SIGMET from
ASIA/PAC States 2) Conduct regular SIGMET Recurrent
tests; task
3) Produce training and Completed

guidance material;
4) Regular monitoring on the Recurrent

availability and quality of task
SIGMET and advisories.
3.4A2 - 4
APANPIRG/19
Strategic Date
Objective &
GPIs
9 APANPIRG/17 D-Efficiency Subject: To implement Performance A 1) To conduct CNS/MET SG 2007
(46) C 17/23 Based Navigation Concept in Workshops/Seminars in the
GPI-5 Asia/Pacific Region Region to familiarize the States
GPI-11 about PBN Concept
Task: Implement Performance Based
Navigation in the Region. 2) To develop roadmap for ATM/AIS/SAR 2008
implementation of RNP and SG
RNAV procedures CNS/MET SG
10 D-Efficiency Subject: FASID A Seek State revisions of Table CNS/MET SG

(48) GPI22 CNS-1B and CNS -1C prior to
Task: Updating of FASID Table CNS- March 2009.
1B and CNS-1C
Review and update Table 2009
CNS-1B and CNS-1C with the
assistance of the Secretariat
11 A-Safety Subject: WRC-2011 A Seek States to support ICAO CNS/MET SG 2011

(49) D-Efficiency position at regional
E-Continuity Task: Supporting ICAO position for telecommunity – APT APG and
ITU WRC-2011 on agenda items at WRC.
GPI23 related to civil aviation
* Number in bracket indicates sequential number since establishment of the Sub-group.
3.4A2 - 5
Agenda Item 3.5: ATS Coordination group activities
APANPIRG/19 3.5-1
3.5 ATS Coordination Group Activities
3.5.1 The following meetings of the regional ICAO and State ATS coordination groups that
contribute to the work of APANPIRG have been held since APANPIRG/18 in September 2007. It was
noted that reports of the ICAO meetings are available on the ICAO Asia and Pacific Office website
http://www.bangkok.icao.int/ under the ‘Meetings’ menu. Where available, the web address for State
meeting reports has also been included below.
1. ICAO ATS Coordination Groups
• Bay of Bengal ATS Coordination Group (BBACG)
BBACG/19 (Bangkok, 21 - 25 January 2008, with FIT-BOB/9)
Air Traffic Flow Management Task Force (ATFM/TF)

o ATFM/TF/11 (Bangkok, 26 – 30 November 2007)
o ATFM/TF/12 (Cairo, 13 – 17 July 2008, with IRAI)
FANS 1/A Implementation Team, Bay of Bengal (FIT-BOB)

o FIT-BOB/9 (Bangkok, 21 - 25 January 2008, with BBACG/19)
o FIT-BOB/10 (Mumbai, 7 − 11 July 2008, with ASIOACG/3)
• South-East Asia ATS Coordination Group (SEACG)
SEACG/15 (Bangkok, 20-23 May 2008, with FIT-SEA/8)
South East Asia RNP Implementation Task Force (RNP-SEA/TF)

o RNP-SEA/TF/2 (Singapore, 4 – 7 March 2008)
o RNP-SEA/TF/3 (Bangkok, 4 – 6 June 2008)
FANS 1/A Implementation Team, South -East Asia (FIT-SEA)

o FIT-SEA/7 (Fukuoka, 30 January – 1 February 2008)
o FIT-SEA/8 (Bangkok, 20 - 23 May 2008, with SEACG/15)
• Western Pacific/South China Sea RVSM Scrutiny Working Group

(WPAC/SCS RSG)
o WPAC/SCS RSG/3 (Bangkok 30 October – 2 November 2007)

o WPAC/SCS RSG/4 (Bangkok, 26 – 29 February 2008)
• China, Mongolia, Russian Federation, IATA ATS Coordination Group

(CMRI)
o Did not meet, last meeting CMRI/5 (Bangkok, 20 -22 June 2007)
• Trans-Regional Airspace and Supporting ATM Systems Steering Group

(TRASAS)
o TRASAS/2 (Bangkok, 18 – 19 March 2008)

3.5-2 APANPIRG/19
2. ICAO Special Coordination Meetings
• SCM for Implementation of Reduced Horizontal Separation on ATS Routes

L642 and M771
o SCM/RNP 10 (Singapore, 25 – 27 September 2007)
3. ICAO Interregional Coordination Meetings
• Inter Regional Afghanistan Interface meeting
o IRAI (Cairo, 13-17 July 2008, with ATFM/TF/12)
4. State ATS Coordination Groups
• Informal South Pacific ATS Coordinating Group (ISPACG)
o ISPACG/22 and ISPACG-FIT/15 (Papeete, 10 – 14 March 2008)

(http://www.faa.gov/ats/ato/ispacg.htm)
• Informal Pacific ATS Coordination Group (IPACG)
o IPACG/27 and IPACG-FIT/14 (Tokyo, 5 – 9 November 2007)

o IPACG/28 and IPACG-FIT/15 (Las Vegas, 12 – 16 May 2008)
(http://www.faa.gov/ats/ato/ipacg.htm)
• Asia/Pacific Regional Air Navigation Service Providers Conference

(ANSP Conf)
o ANSP/3 (Singapore, 21-23 May 2008)
• Arabian Sea/Indian Ocean ATS Coordination Group (ASIOACG)
o ASIOACG/2 (Dubai, 15-17 January 2008)

o ASIOACG/3 (Mumbai, 7 – 11 July 2008, with FIT-BOB/10)
(http://ekgroup.com/raws , raws, r@Ws123)
Nineteenth Meeting of the Bay of Bengal ATS Coordination Meeting

(BBACG/19)
3.5.2 The following are main points of interest arising from BBACG/19:
a) BBACG reviewed and noted relevant parts of the reports of the

APANPIRG/18, the 44th meeting of the Directors-General of Civil Aviation
(44th DGCA, October 2007) and other relevant meetings;
b) BBACG/19 and FIT-BOB/9 agreed to accelerate planning for implementation

of 50 NM longitudinal separation widely in the Bay of Bengal using CPDLC
with target date 2009;
c) Australia, Indonesia and Sri Lanka agreed to use the opportunity provided by
the reduction of longitudinal separation to 10 minutes MNT in the Colombo
APANPIRG/19 3.5-3
FIR to review route requirements with the objective of implementing RNP 10

routes as widely as possible;
d) BBACG agreed to assist ASIOACG to work towards establishing Indian

Ocean User Preferred Routes (UPRs) between Southern Africa and Southeast
Asia;
e) BBACG considered that there was an urgent need for an ATS routes meeting
to be conducted between, at the least, Afghanistan, India, Iran, Kazakhstan,
Pakistan, Uzbekistan, ICAO and IATA; and
f) States were urged to take action in accordance with APANPIRG/17

Conclusion 17/11 to adapt the model provided by Indonesian Contingency
Plan for use by States regionally.
Eleventh and the Twelfth Meetings of the Air Traffic Flow Management Task
Force (ATFM/TF 11 & 12)
3.5.3 ATFM/TF/11 conducted a post-implementation review of the long range international

ATFM procedures across the Bay of Bengal and South Asia, which were implemented in July 2007.
The following benefits, amongst others, had been demonstrated:
a) ATFM aircraft now depart on their allocated wheels-up time in an orderly

fashion, which lessens overall ground delay and ensures remaining ground
delays are absorbed with engines off;
b) There is an orderly entry into the Afghanistan airspace with more even
distribution of aircraft across the four available ATS routes;
c) Preferred optimal flight level allocation is achieved more often and more
reliably;
d) Reroutes around Afghanistan, which often resulted in expensive technical

stops, have been virtually eliminated;
e) Many benefits have been reported by en-route ANSPs, characterized by

orderly traffic sequences resulting in greatly reduced ATC workload; and
f) Based on information supplied from IATA and their member airlines during
mid-2007 (i.e. $80 oil), the overall fuel savings for aircraft using ATFM
procedures during this nightly four-hour period of operation is approximately
12 million kilograms of fuel per year, resulting in very worthwhile savings in
direct operating costs.
3.5.4 ATFM/TF/12 noted that 17 510 flights submitted slot requests to BOBCAT in the 11-
month period between 5 July 2007 and 5 June 2008, with 94.27 percent (16 506 aircraft) accepting
slot allocation.
3.5.5 Arising from the previous work of the ATFM/TF, Afghanistan had agreed to
implement an ATS route segment between SERKA and SOKAM across the southern portion of the
Kabul FIR. Accordingly, Afghanistan recently published AIP Supplement 01/08 (Appendix A to the
3.5-4 APANPIRG/19
Report on Agenda Item 3.5 refers) which implements route SERKA - SOKAM as an extension to
UL333 with effect from AIRAC 28 August 2008.
3.5.6 The ATFM/TF conveyed strong appreciation to Afghanistan for their goodwill and
assistance in implementing the extension to UL333. Many challenges had been overcome by
Afghanistan, Iran and Pakistan in arranging the implementation and it was anticipated that this route
would bring significant extra capacity and flexibility to civil flights transiting Kabul FIR. This would
be particularly beneficial in managing the peak night time traffic flows from Southeast Asia to
Europe.
3.5.7 During ATFM/TF/11, it was agreed that the Phase 1 implementation program dealing
with the management of Kabul FIR transit flights should be considered as completed. ATFM/TF/11
also recognized many aspects of the Phase 2 and Phase 3 implementation objectives described in the
terms of reference (TOR) had also been addressed. It was therefore possible that the ATFM/TF could
be considered for dissolution in due course. ATFM/TF/11 agreed that the matter should be more fully
addressed at the next meeting in July 2008.
3.5.8 ATFM/TF/12 was informed that the Key Priorities for CNS/ATM Implementation in
the Asia/Pacific Region adopted by APANPIRG/18 included ATFM, in which States are to consider
and implement aspects of ATFM. Further, during ATM/AIS/SAR/SG/18 (June 2008, Bangkok), it
was noted that in coordination with Japan, the Regional Office had scheduled a 3-day Regional
ATFM Seminar/Workshop in October 2008 in Fukuoka to address APANPIRG Conclusion 18/7.
Preliminary coordination for the conduct of the ATFM Seminar/Workshop had commenced and
venue bookings had been made in Fukuoka, Japan for the three day period Tuesday, 7 October until
Thursday, 9 October 2008.
3.5.9 Given the expectation that the ATFM Seminar/Workshop will engage in further
discussions on the TOR established for the ATFM/TF, and the possibility that revisions may be
recommended that will expand the work to include implementation within the Asia/Pacific Regions,
ATM/AIS/SAR/SG/18 considered that it would not be appropriate to recommend dissolution of the
ATFM/TF during the deliberations of ATFM/TF/12. It was agreed that the outcomes of the October
2008 ATFM Seminar/Workshop and other relevant commentary from APANPIRG/19 (September
2008) should be reviewed by the ATFM/TF prior to making a decision on the future of the ATFM/TF.
Ninth and the Tenth meetings of FANS Implementation Team Bay of Bengal
(FIT-BOB 9 & 10)
3.5.10 IATA informed FIT-BOB/10 that they had now formally entered into an agreement
with the Boeing Company to establish and operate a CRA facility with a view to investigate and
resolve any data link problems in Indian FIRs. IATA also simultaneously entered into a formal
agreement with the Airports Authority of India (AAI) to enable Boeing Company to establish and
operate the CRA facility and to collate air traffic data for the purposes of levying a CRA charge. In
summary, the two agreements authorize IATA to collect a CRA charge on a per flight basis, based on
traffic data to be provided by AAI, and to pay Boeing Company for the CRA service.
3.5.11 FIT-BOB/10 recognized that although India would be the State involved in providing
data to IATA for charging purposes, the remaining States of the Arabian Sea, the Bay of Bengal and
the Indian Ocean should also be alerted to the imminent commencement of CRA services and
requested to appraise affected parties accordingly. FIT-BOB/10 considered that the information in the
India AIP Supplement 40/2008 (Appendix B to the Report on Agenda Item 3.5 refers) was adequate
for AIS purposes and that duplication of AIS information by other States was unnecessary. The CRA
was activated with effect from 1 September 2008 in accordance with India NOTAM G0155.
APANPIRG/19 3.5-5
3.5.12 In welcoming the progress on establishment of CRA services the meeting recognized
that having BOB-CRA services available would enable suitable technical assessment of end-to-end
data link performance to be made and would assist markedly in the full implementation of data link
services. Recognizing the long term complexities that had been overcome, the meeting congratulated
India, IATA and Boeing for their persistence over many years in establishing these agreements.
Fifteenth Meeting of the South-East Asia ATS Coordination Group (SEACG/15)
3.5.13 SEACG/15 noted that the RNAV route M772 was established exclusively for aircraft
operating from Jakarta to Hong Kong and beyond. Singapore reported to SEACG/15 that aircraft for
other destinations were using this route resulting in traffic bunching. ATM/AIS/SAR/SG/18
subsequently reviewed this matter and recalled that the circumstances surrounding the implementation
of M772 were agreed at the ICAO Special Coordination Meeting (SCM, April 2004) held in Manila,
Philippines. In particular, the model AIP Supplement prepared by the SCM included the restriction
“Aircraft on M772 are restricted to aircraft operating via Jakarta bound for Hong Kong and
beyond”. The SCM had agreed that the restriction was necessary on the basis that, in the Manila FIR,
a considerable portion of M772 was outside radar and VHF radio coverage, and crossed a number of
other routes. Indonesia and the Philippines undertook to follow up the matter within their authorities
to enforce restricted access to the route to the aforementioned destinations. Particularly, Indonesia
agreed that the city-pair restriction would be published in Indonesia AIP, in accordance with the
outcomes of the April 2004 ICAO SCM.
3.5.14 Thailand presented SEACG/15 with the outcomes of the Second Meeting of Air
Traffic Services Coordination Meeting between Bangkok, Ho Chi Minh, Phnom Penh, and Vientiane
ACCs to improve the ATS coordination procedures amongst the four ACCs. Lao PDR and Thailand
had reached an agreement to transfer the ATS responsibility for the southern part of the Vientiane FIR
back to Lao PDR, which took place on 3 July 2008. Thailand reported implementation of 40 NM
radar spacing on some major routes; establishment of ATS route R345, and realignment of ATS route
R588. Thailand was advised of actions to be taken to attempt to remove R345 and G473 from the
ICAO Asia and Pacific Deficiency List.
3.5.15 SEACG/15 also drafted a Conclusion inviting the Philippines to expedite

implementation of ADS-C and CPDLC, for consideration by the ATM/AIS/SAR/SG. The outcomes
in this regard have been included in Agenda Item 3.2 of this report.
SCM for Implementation of Reduced Horizontal Separation on ATS Routes

L642 and M771, and the Second and the Third Meetings of South-East Asia
Required Navigation Performance (RNP) Implementation Task Force
(SCM/RNP10, RNP-SEA/TF 2 & 3)
3.5.16 The following are main points of interest arising from SCM/RNP 10 (September
2007, Singapore) and RNP-SEA/TF/2 (March 2008, Singapore) & 3 (June 2008, Bangkok):
a) all affected States supported the implementation of 50NM lateral/50NM

longitudinal reduced horizontal separations on RNAV routes L642 and M771
in South China Sea based on RNP 10;
b) target implementation date of 3 July 2008 was agreed;
c) noted the engagement of a safety assessment expert by Singapore;
d) proposed amendment to the Regional Supplementary Procedures (Doc 7030);

3.5-6 APANPIRG/19
e) agreed that the safety assessment was robust and the safety assessment
supported the implementation of 50 NM/50 NM horizontal separation on
L642 and M771;
f) noted that Singapore had adopted the title “South East Asia Safety
Monitoring Agency” (SEASMA) as the name for the SMA; and
g) agreed to a ‘Go” decision for the implementation of 50 NM/50NM reduced

horizontal separations, with effect from early July 2008.
3.5.17 The reduced horizontal separations of 50NM longitudinal and 50NM lateral based on
RNP 10 on RNAV routes L642 and M771 were successfully implemented at 2100 UTC on 2 July
2008 as planned.
Seventh and the Eight Meetings of FANS Implementation Team, Southeast Asia
(FIT-SEA/7 & 8)
3.5.18 The meeting noted the following highlights of the work of FIT-SEA:
a) Viet Nam conducted the ADS/CPDLC Phase 2 trial on six oceanic RNAV
routes of L625, L628, M765, M768, N500 and N892 in the Ho Chi Minh
FIR;
b) The system performance in Singapore and Viet Nam satisfied the FOM
criteria in all elements, but the CPDLC downlink performance in Viet Nam
only marginally met the criteria;
c) FIT-SEA/7 recognized that the Manila FIR was the last integral part for the
seamless data link operations in the entire South China Sea area and
formulated a draft recommendation for consideration by SEACG/15 in May
2008, urging the Philippines to take appropriate steps for data link services to
be provided in the Manila FIR as soon as possible.
d) Viet Nam reported to FIT-SEA/8 that the post implementation outcomes of

the ADS/CPDLC operations were satisfactory and expressed that they were
looking forward to further cooperation, support and assistance from Japan for
their CRA services, Singapore, ICAO, IATA and others concerned for the
enhancement of ADS/CPDLC operations in the Ho Chi Minh FIR.
Third and Fourth meetings of the Western Pacific/South China RVSM Scrutiny
Group (WPAC/SCS RSG/3 & 4)
3.5.19 The WPAC/SCS RVSM Scrutiny Group was formed by APANPIRG to address the
continued exceedance of the TLS in WPAC/SCS RVSM operations. Existing flight level
arrangements had resulted in the need to continuously transition the flight levels of many flights
entering and leaving the WPAC/SCS area between the modified single alternate FLOS in the
WPAC/SCS area and the single alternate FLOS in surrounding RVSM areas. In order to minimise
flight level transition requirements for flights entering and leaving the WPAC/SCS area, affected
States agreed to implement revised flight level arrangements during July 2008, comprising:
a) a single alternate FLOS (i.e. ‘east odd flight levels, west even flight levels’)
in compliance with the Table “RVSM-FEET” of Appendix 3 of Annex 2 and
in accordance with the FLOS in surrounding areas;
APANPIRG/19 3.5-7
b) special high capacity arrangements for six unidirectional parallel routes

(L642, M771, N892, L625, N884 & M767) that involve managed use of odd
and even flight levels in the same direction of flight; and
c) an associated FLAS agreed between affected ACCs to facilitate ATC ‘No-

PDC’ operations.
3.5.20 Additionally, the following significant issues were identified and were being
progressed by the WPAC/SCS RSG:
a) that TLS has now been met for WPAC/SCS area as a direct result of the work
of the Scrutiny Group;
b) work actively continues in terms of identifying the reasons for Large Height
Deviations (LHDs) and implementing solutions;
c) as a result of the implementation of RVSM in China during November 2007,

a number of the RVSM transition requirements in FIRs neighboring the
Bangkok FIR were eliminated which had improved ATC capability and
flexibility; and
d) Indonesia would make FL 290 and FL 300 available as part of the RVSM
level band in Indonesian airspace from early July 2008;
3.5.21 ATM/AIS/SAR/SG/18 noted the very positive outcomes of the Scrutiny Group which
were evident in the improved safety performance being demonstrated. The implementation of the
new flight level arrangements in early July was expected to bring additional improvements to safety
performance. The meeting considered that these outcomes had been achieved in an exceptionally
short time frame, given their complexity and the number of parties’ involved in the coordination
process. This was a tribute to the performance of all members of the Scrutiny Group and
demonstrated the effectiveness of the Scrutiny Group mechanism in providing a ‘core team’ focused
approach to address a specific problem.
3.5.22 The meeting was informed that widespread implementation of new flight level
arrangements in the Western Pacific/South China Sea area took place smoothly and successfully at
2100 UTC on 2 July 2008 as planned, in conjunction with a number of supporting changes to ATS
routes and the increase of RVSM flight level band in Indonesian FIRs. The meeting commended the
excellent outcomes in this regard.
Second Meeting of the Trans-Regional Airspace and Supporting ATM Systems

Steering Group (TRASAS/2)
3.5.23 TRASAS/2 noted the activities of the following forums: the related Planning and
Implementation Regional Groups (PIRGs) and North Atlantic System Planning Group Special 2007
meetings; the first meeting of the Asia/Pacific Performance Based Navigation Task Force; the 32nd
meeting of the RVSM Implementation Task Force regarding the implementation of RVSM in the
Chinese airspace; GREPECAS/14; the 5th Special ATS Coordination Meeting – China, Mongolia,
Russian Federation and IATA (CMRI/5); and the 4th Meeting of the Cross-Polar Working Group
(CPWG/4). An update was also received on the implementation of an internet-based automated flow
management tool (BOBCAT – Bay of Bengal Cooperative ATFM System), and on the progress of
regional partnerships for increasing efficiency and reduction of greenhouse gas emissions in aviation.
3.5-8 APANPIRG/19
3.5.24 TRASAS/2 noted the progress on Data Link Harmonization activities in the European
(EUR) and North Atlantic (NAT) Regions, and agreed to invite APANPIRG/19 to consider a draft
Conclusion TRASAS/2 - 1 – Data Link Harmonization Strategy. The outcomes in this regard have
been included in Agenda Item 3.2 of this report.
Inter-Regional Afghanistan Interface meeting (IRAI)
3.5.25 The Afghanistan area represents the interface between three of the ICAO Regions
(Asia, Middle East and European), which lie under the jurisdiction of the ICAO Regional Offices in
Bangkok (Thailand), Cairo (Egypt) and Paris (France), respectively. Accordingly, the primary
objective of the IRAI meeting, held in Cairo, Egypt, was to bring as many of the affected parties as
possible to a face-to-face meeting forum at which matters of mutual interest would be progressed.
3.5.26 Afghanistan provided a comprehensive briefing to the IRAI meeting regarding many
aspects of the transition of civil aviation responsibilities in the Kabul FIR. Because of the security
situation in Afghanistan, in coordination with the Secretary General of ICAO an arrangement was
made in 2003 to allow control of the airspace in the Kabul FIR by a combined military agency, known
as the Airspace Control Authority (ACA). This arrangement will remain in place until adequate
facilities and resources are available within the Afghanistan Ministry of Transport and Civil Aviation
(MOTCA).
3.5.27 To assist in the process of preparing for return of airspace management

responsibilities, MOTCA has engaged the ICAO Technical Cooperation Bureau (TCB) to provide a
project team in Kabul to manage and implement the project for Transition of Civil Aviation
responsibilities. The TCB team includes technical experts in Air Traffic and Airspace Management
and the many other disciplines necessary for transition of responsibilities.
3.5.28 As part of this work, specific advice is being provided in respect to the
implementation of RVSM and planning will take into account schedules for implementation in
adjacent States wherever possible, with the objective of achieving coordinated RVSM
implementations. Although recognized as being in excess of ICAO provisions, in light of the complex
traffic circumstances in Kabul FIR MOTCA has adopted the provision of adequate electronic
surveillance of those air routes to be used by RVSM traffic as one of the major requirements for
RVSM implementation. Current planning indicates that RVSM implementation is unlikely to occur
prior to 2010.
3.5.29 MOTCA has recognized that the current air-ground and ground-ground coordination
communications infrastructure in the Kabul FIR and with adjacent States is not sufficiently robust or
extensive to support RVSM. A high priority in the planning is improvement of the ground-ground
coordination communications with adjacent States and MOTCA has had discussions with relevant
agencies and is preparing a project to improve coordination with adjacent States and extend and
upgrade the existing VSAT network.
3.5.30 Over recent months the Kabul ACC has taken the initiative to draft updates to many
of the operational Letters of Agreement (LOAs) with the ACCs surrounding Afghanistan.
Accordingly, updated draft LOAs for most of the Afghanistan interfaces were now available and
Afghanistan was actively seeking opportunities to coordinate with surrounding States and agencies to
finalise and sign the updated LOAs.
3.5.31 Afghanistan continued to participate actively in the work of the ATFM/TF, as

described in paragraphs 3.5.3 to 3.5.6 above, leading to the extension of RNAV route UL333 and
lifting of westbound restrictions on B466 in the Kabul FIR.
APANPIRG/19 3.5-9
Twenty-Second Meeting of the Informal South Pacific Air Traffic Services Co-
ordination Group (ISPACG)
3.5.32 Descriptions of ongoing activities and future plans within the ISPACG are
summarized below:
a) UPRs were being introduced between Japan and New Zealand, with a paper
trial proposed between Japan and Brisbane/Sydney/Cairns;
b) SEAC Tahiti reported that it was aggressively working to make the Dynamic
Airborne Reroute Programmes (DARPs) available within the Tahiti FIR from
mid-2009, radar services (including safety nets) from July 2009 and a
reduction of oceanic en-route separation minima in 2009-2010;
c) Airports Fiji Ltd. reported two major projects: ADS-B/ATM Equipment

Replacement Project and the Automated Message Handling System (AMHS)
Project that includes an AIS system. Both projects are due for implementation
in the first quarter of 2009;
d) The FAA reported that a study indicated that flexible laterally separated
tracks were more fuel efficient than fixed tracks, and paper trials would
commence in April 2008. The FAA has conducted HF data link trials on two
Hawaiian Airlines flights and is sponsoring Iridium trials. The FAA will
conduct a risk collision model on 50NM longitudinal separation in the
Anchorage FIR;
e) Papua New Guinea Air Services Ltd (PNG ASL) announced a major
restructuring over the last six months in the former Civil Aviation of Papua
New Guinea;
f) Airways New Zealand (ANZ) reported a six month operational trial using
FMC Way Point Reporting with the SATCOM equipped ANZ A320 fleet on
31 March 2008. UPRs have been implemented on South American routes
with LAN Chile to/from Santiago; and
g) Oceanic airspace is the main re-entry point for the world’s space debris. This
important issue which affects everyone needs a uniform approach and would
continue to be addressed by ISPACG participants.
Twenty-Seventh and Twenty-Eighth Meetings of the Informal Pacific Air Traffic

Control Coordinating Group (IPACG/27 and IPACG/28)
3.5.33 The following are the summaries of the agreements reached at IPACG 27/FIT 14 and
IPACG 28/FIT 15:
a) An ATFM data exchange agreement was signed between the FAA and Japan
Civil Aviation Bureau (JCAB). Current plans are to complete all work to start
actual data exchange by March 2011.
b) Fukuoka ATM Centre (ATMC) and Oakland ARTCC began a trial utilizing 50
NM longitudinal separation to aircraft crossing their common boundary
between Asia and Hawaii on 13 March 2008.
3.5-10 APANPIRG/19
c) JCAB concluded that a 10 minute interval of ADS periodic reporting would

be used when implementing a longitudinal 30 NM, in a phased manner,
beginning in August 2008 in the Fukuoka FIR.
d) Through the coordinated efforts of Fukuoka ATMC, Guam Center and Radar
Approach Control (CERAP) and Oakland Center, ARINC and Jeppesen, the
monumental undertaking to realign 13 ATS routes and establish a new route
(M756) was completed on 30 August 2007.
e) The FAA and JCAB agreed to conduct a DARP trial on Tracks 14/15 within
Oakland FIR, and based on the results, possibly agree to implement DARP
throughout the Central Pacific. A target start date will be coordinated by
Oakland Center and outcomes will be coordinated with JCAB and IPACG.
f) Fukuoka ATMC and FAA Air Traffic Control System Command Center
(ATCSCC) agreed to work together on the establishment of routine and regular
operational teleconferences to improve communication and collaboration
between the two facilities.
g) The FAA presented an update on the Asia and South Pacific Initiative to
Reduce Emissions (ASPIRE) Partnership, and how the FAA and JCAB could
begin working together to expand the objectives of ASPIRE to the North
Pacific.
Second and the Third Meetings of the Arabian Sea/Indian Ocean ATS
Coordination Group (ASIOACG/2 & 3)
3.5.34 The following are main points of interest arising from ASIOACG/2:
a) Australia reported on 30/30 NM implementation plans in the Indian Ocean,

ADS-B and ADS-C/CPDLC data link services;
b) Maldives confirmed that PBN-based TMA procedures for Male International

Airport were introduced during 2005;
c) Mauritius and Melbourne ACCs had implemented AIDC messaging in 2006;
d) Seychelles advised that plans to introduce ADS-B and ADS-C/CPDLC data

link communications in 2009 and 2010, respectively;
e) Sri Lanka had implemented 24 hour ADS-C/CPDLC data link

communications throughout the Colombo FIR in 2006; and
f) A small working group was established to review the requirements for

continuation of the flight level allocation scheme (FLAS) which currently
exists between the Muscat and Mumbai FIRs.
3.5.35 ASIOACG/3 was informed of the following matters:
a) Australia had plans for a ground/ground voice coordination trial with

Mauritius in 2009 and would implement RNP4 in the Indian Ocean
(Melbourne FIR) in the latter part of 2008;
APANPIRG/19 3.5-11
b) Agreements had been signed between India and IATA, and IATA and
Boeing, in regard to funding arrangements for the BOB-CRA. Provision of
data link services by Mumbai ACC would extended from 17 hours per day to
H24 in October 2008;
c) Advanced discussions were taking place by Indonesia with SITA and it was
anticipated that operational trials of ADS/CPDLC will commence in late
2008;
d) Maldives had extensive discussions with Sri Lanka and airlines on flex tracks
and fixed connector routes;
e) Mauritius was working towards “voiceless” ATS coordination between

Mauritius and Melbourne ACCs and would implement RNAV SIDs and
STARS by the end of 2008;
f) Oman had recently commissioned 4 new radar systems and it was expected
that the minimum radar separation would be reduced from 8 NM to 5 NM. A
total of 6 new Airports (3 Domestic and 3 International) would be open in the
Sultanate of Oman by the year 2011;
g) Seychelles had completed the VHF replacement programme in May 2008

with new VSAT facilities and improved VHF coverage;
h) States with FIRs bordering Africa region FIRs agreed to take all necessary
action to ensure full preparedness for RVSM implementation on 25
September 2008;
i) In regard to the FLAS between Mumbai and Muscat FIRs, agreement was
reached for a trial suspension of FLAS on a daily basis from 0530 to 0930
UTC daily, commencing 15th August 2008; and
j) Work on ATS route changes and proposals, including re-designation of ATS

Routes as RNAV in the Colombo, Melbourne and surrounding FIRs and UPR
and flex track arrangements between South Africa and South East Asia
continued.
Proposed Indian Ocean/Arabian Sea Route Review Working Group
3.5.36 It was agreed that ASIOACG would establish the “CNS/ATM Route Review Working
Group” - to work in cooperation with and to build on the initial work already undertaken by IATA.
ASIOACG considered that ICAO should be involved at an early stage and foresaw the need for
establishment of an ICAO Task Force to provide overall leadership and coordination across the three
ICAO Regions concerned and to build on the work of the ASIOACG CNS/ATM Route Review
Working Group. This matter is further discussed in Agenda Item 3.6 to this report.
APANPIRG/19
TELEPHONE AFGHANISTAN AIP

Int Ministry of Transportation and SUPPLEMENT
0009744589555 Civil Aviation (SUP)
(wait for tone)
436-4097
01/08
E-mail: [email protected] DATE: 28 AUG 08
EXTENSION OF RNP10 ROUTE UL333

1. INTRODUCTION
1.1 The purpose of this AIP Supplement (SUP) is to notify the extension of
RNP 10 route UL333 with effect from 0001 UTC on 28th August 2008.
2. EXTENSION OF RNP10 ROUTE UL333
2.1 Details of the extended bi-directional RNP10 route UL333, applicable

within the Kabul FIR between SOKAM and SERKA, are shown in
Appendix 1. The purpose of extending this route is to alleviate the
separation problems caused by bunching of flights during the nightly
operational hours of ATFM procedures. Operating procedures and
restrictions applicable to UL333 within the Kabul FIR are detailed below.
3. RNP 10 NAVIGATION REQUIREMENTS
3.1 RNP 10 approval is mandatory for aircraft to fly on UL333. Pilots must
advise ATC of any deterioration or failure of the navigation systems below
the navigation requirements for RNP 10.
3.2 Pilots of aircraft meeting RNP 10 navigation requirements must indicate

/R in Item 10 of the ICAO Flight Plan.
4. AIRCRAFT NAVIGATION PERFORMACE
4.1 Aircraft navigation performance shall be such that the standard deviation
of lateral track errors shall be less than 8.7 km (4.7 NM).
5. OPERATING LIMITATIONS
5.1 The following operating limitation is applicable to UL333 in the Kabul FIR
aircraft only accepted at or above FL310.
6. OPERATORS PROCEDURES
6.1 Operator shall ensure in-flight procedures; crew manuals and training
programmes are established in accordance with RNP 10 navigation
requirements
1
APANPIRG/19
APPENDIX 1
TO AIP SUPP 01/08 DATED 28 AUG 08
A-1
APANPIRG/19
APPENDIX 1
TO AIP SUPP 01/08 DATED 28 AUG 08
MINIMUM
MINIMUM
FIX RADIO
FIX — TO OBSTACLE
AIR ROUTE RECEPTION
LAT/LONG LAT/LONG CLEARANCE
ALTITUDE
(MOCA)
(MRA)
SOKAM DANOD
N33º13'16" N32º24'22" 8 500
E60º37'54" E62º00'32"
DANOD KIRAT
UL333 N32º24'22" N30º39'54" 8 500
E62º00'32" E64º54'37"
KIRAT SERKA
N30º39'54" N29º51'00" 9 000
E64º54'37" E66º15'00"
A1027/08 NOTAMN
A) OAKX
B) WIE
C) 0809250259
E) QXXXX AFGHANISTAN AIP SUPP 01/08 EXTENSION OF RNP10 ROUTE UL333
EFFECTIVE 28 AUG 08 IS AVAILABLE AT THE MOTCA WEB PAGE:
HTTP://WWW.MOTCA.GOV.AF/ IF THE AIP SUPP DOES NOT APPEAR, HIT THE
REFRESH BUTTON ON YOUR WEB BROWSER OR CLEAR YOUR CACHE.
CREATED: 07 Jul 2008 09:37:00
SOURCE: OAKBYNYX
A-2
APANPIRG/19
AIP SUPPLEMENT
TEL: 91-11-24632950 AERONAUTICAL INFORMATION SERVICES 40/2008

Extn: 2219/2233 AIRPORTS AUTHORITY OF INDIA
AFS: RAJIV GANDHI BHAVAN
VIDDYXAX SAFDARJUNG AIRPORT 01 JULY 2008
FAX: 91-11-24615508 NEW DELHI - 110003
E_mail:- [email protected]
File No. AAI/NAD/09-09/03/AIP-SUPP (Part-AIS)

Following supplement is issued for information, guidance and necessary action.
K. RAMALINGAM
CHAIRMAN
AIRPORTS AUTHORITY OF INDIA
[EFFECTIVE DATE TO BE NOTIFIED BY G-SERIES NOTAM]
SUB: ESTABLISHMENT AND OPERATION OF A CENTRAL REPORTING AGENCY FOR

DATA LINK SERVICES
INTRODUCTION
1. In accordance with regional planning agreements made under the auspices of

International Civil Aviation Organization (ICAO) to enhance the safety and efficiency of air
navigation, data-link capabilities have been installed in the Chennai, Delhi, Mumbai, and Kolkata
Flight Information Regions (FIRs) within the jurisdiction of the State of India.
2. In co-operation with ICAO and the International Air Transport Association (IATA), a
Central Reporting Agency (CRA) facility has been established to provide routine system and
specific problem analyses for the progressive implementation of data link operations within the
Kolkata, Chennai, Mumbai and Delhi (FIRs). The CRA facility shall be provided by Boeing
Company through Boeing Technology Services (Boeing) in accordance with an agreement
between IATA and Boeing under which Boeing will establish and operate the CRA facility in
collaboration with IATA with a view to investigate and resolve any data-link problems in the
above FIRs.
3. Automatic Dependent Surveillance (ADS) and Controller/Pilot Data Link

Communication (CPDLC) is now available at Kolkata and Chennai for the Bay of Bengal oceanic
airspace of Kolkata and Chennai FIRs, at Mumbai for the oceanic airspace of Mumbai FIR and at
Delhi for Delhi FIR.
4. It order to fund the cost of the CRA facility, the Airports Authority of India, on behalf of
the State of India, authorized IATA to defray such cost in the form of an aeronautical charge from
all operators entering Indian airspace of Kolkata, Chennai, Mumbai, and Delhi FIRs. To that end,
Page 1of 3
APANPIRG/19
data on daily flight movements operating in the above airspace will be provided to IATA by the
Airports Authority of India.
5. All operators operating aircrafts through the above mentioned FIRs are required to
cooperate and comply with the CRA requirements as per this AIP supplement, as may be
amended from time to time. Relevant operators will be advised of the CRA reports of
investigation and any action recommended by CRA to remedy the failure of airborne equipment.
PROBLEM REPORTING
6. In accordance with the provisions of the FANS 1/A Operations Manual, all operators
using the above airspace should submit problem reports arising from, or in connection with, the
use of data link to the CRA facility at:
The Boeing Company

Email: [email protected]
For the attention of: Mr. Dung Nguyen, Senior Engineer
Cc Email: [email protected]
For the attention of: Mr. Bradley Cornell
Mailing address: The Boeing Company

P O Box 3707 MC 07-25
Seattle
WA 98124-2207 United States
THE CRA CHARGE
7. With effect from the date which will be notified through a NOTAM, all operators
entering Indian airspace shall pay an aeronautical charge for the establishment and operation of
the CRA facility (the CRA Charge). The CRA Charge, at the rate of USD4 per flight movement,
shall be levied on all aircraft entering Indian airspace of Mumbai, Delhi, Chennai and Kolkata
FIRs.
8. The CRA Charge shall be invoiced by and in the name of IATA and shall be payable to
IATA.
9. The invoices to be submitted by IATA to the operators shall be denoted and settled in
United States Dollars and will state:
i. The period for which they are applicable;

ii. In relation to the operators who are members of the IATA Clearing House
(ICH) that the invoice shall be settled through the ICH in accordance with the
ICH Regulations;
iii. In relation to operators who are not members of the ICH, that the invoices shall
be settled within thirty (30) days of receipt, and payments shall be made to:
Bank: Union Bank of Switzerland UBS- AG

Rue du Rhone
1211 Geneva
Switzerland
Page 2of 3
APANPIRG/19
Account Name: International Air Transport Association

Account Number: 332.208.53K
SWIFT UBSWCHZH12A
IBAN CH65 0024 0240 3322 0853K
iv. That all amounts remaining unpaid after thirty (30) days of the invoice’s
receipt shall be subject to a late payment fee denominated in USD and
computed monthly using the prime rate in effect as published and defined in
the Wall Street Journal on the 15th day of the month as adjusted month to
month, plus two percent (2%) on any outstanding balance;
v. That any dispute arising from or in connection with a invoice shall be notified
promptly by the operator to IATA setting out the nature of the dispute and that
the operator shall cooperate with AAI and IATA to resolve the dispute as soon
as possible.
10. The provisions of this AIP Supplement are valid until otherwise modified through a
NOTAM, if required.
Page 3of 3
Agenda Item 3.6: Other Air Navigation Matters
APANPIRG/19 3.6-1
3.6 Other Air Navigation matters
China – Olympic and Paralympic Games
3.6.1 China informed the meeting that the Air Traffic Management Bureau (ATMB) of the
Civil Aviation Administration of China (CAAC) took many actions before the Beijing Olympic
Games to ensure the streamlined handling of increased traffic volumes. ATMB and CAAC
coordinated closely with relevant State departments and developed both fixed and temporary
measures to optimize airspace structure to achieve increased capacity and high efficiency.
3.6.2 The measures taken included the implementation of RVSM throughout China,
significant reorganization of airspace, optimization of airspace usage, development of an Operations
Coordination and Decision Making Mechanism, establishment of a Different Level Response &
Coordination Mechanism, implementation of special Flight Plan Application and Approvals
procedures, adoption of air traffic flow management (ATFM) measures, activation of temporary
routes and holding areas, publication of Olympics related aeronautical information and provision of
briefings to affected operators, etc. All these actions, and others, made a valuable contribution to
China’s preparations to meet the traffic demands precipitated by the Olympic and Paralympic Games.
3.6.3 In order to improve air traffic efficiency, ATMB introduced the concept of
Collaborative Decision Making (CDM) and established an integrated coordination mechanism to
resolve issues involving daily operations. Under the mechanism, ATMB, CAAC, Regional ATMBs,
North China Meteorology Center, four domestic airlines and four domestic airports were appointed to
be the responsible members to participate in the CDM activities. Video conferences for operations
coordination were held everyday.
3.6.4 All aeronautical information was published by AIP China. The meeting was invited to
refer to AIC Nr.01/08 and AIP SUP Nr.04/08 for the information. China also established the AIS
website, www.aischina.com. so that all relevant information could be downloaded. Additionally, in
order to help operators understand the policy and operation procedures, ATMB held the Olympics
Games Air Traffic Management Arrangement Briefing meeting in Beijing on 9 July 2008.
3.6.5 From 1st to 24th August, the average number of landings and take-offs at Beijing
Capital Airport was 1198 per day. Thursday 7th August was the busiest day during the Beijing
Olympic period, with 1340 flights landing and taking off at Beijing Capital Airport. The 45 VIP
flights and 316 Olympic family members’ flights on this day helped result in a new record in Chinese
air traffic management history. Conversely, traffic volumes on 8th August were the lowest recorded
during the Olympics, with only 794 flight movements at Beijing Capital Airport, including 10 VIP
flights and 141 Olympic family members’ or sponsors’ flights.
3.6.6 In order to ensure a safe airspace for the opening ceremony, a five-hour prohibition
for all flights was carried out at Beijing Capital Airport from 1900 to 2400 (Beijing time) on 8th
August 2008, except for those flights with special authorization directly serving the Games.
However, during the 5 hour prohibition period only 50 flights to/from Beijing Capital Airport needed
to be changed or cancelled by the prohibition and only 89 flights were requested to fly-by due to the
prohibition.
CNS/ATM Implementation Programme in the Philippines by 2012
3.6.7 The Philippines informed the meeting that the Civil Aviation Authority in the
Philippines (CAAP), created under Republic Act No. 9497, is mandated by law to provide the safe,
3.6-2 APANPIRG/19
orderly, and expeditious flow of air traffic to the Manila Flight Information Region (FIR), comprising
an airspace of about 809,967 square nautical miles. Air traffic management within the FIR is the
responsibility of the Manila Area Control Center (ACC), which is supported by one Sub-ACC, 13
Approach Control Units, 23 Aerodrome Control Units, 24 Flight Service Stations (FSS) and four
Terminal Approach Radar Facilities.
3.6.8 The implementation of the New Communications, Navigation and Surveillance/Air

Traffic Management (CNS/ATM) Systems Development Project funded under the 25th Yen Loan
Package of Japan Bank for International Cooperation (JBIC) is proceeding in accordance with the
ICAO Global Air Navigation Plan (Doc 9750) to cope with the projected increases in air traffic
demand. This project is aimed at modernizing the Philippine air navigation systems using satellite
technology and, at the same time, will replace vital and ageing air traffic control equipment in order to
enhance the safety, reliability and efficiency of air traffic and airspace systems in the Philippines. The
project will cover the construction/installation of the following facilities:
Manila ATM Center Building
3.6.9 Manila ATM Center will combine Manila ACC, Mactan Sub-ACC, and all approach
control units. The Manila ATM Center building will be constructed inside the compound of the
CAAP’s headquarters. The building will have a floor area of approximately 4,000 sq. meters, two-
storey and reinforced concrete structures to accommodate the computer system that will provide the
functions enumerated below.
ATM Automation System
3.6.10 The ATM automation system will be a modern and integrated system consisting of
data processing subsystems, data acquisition subsystems, consoles, displays, etc. It will include
provision for, amongst others, air traffic management functions, decision tools/safety alerts and
warnings, weather information, data recording/playback and a training and evaluation system.
Aeronautical Information Service (AIS) System
3.6.11 The AIS system will collect and dispatch domestic and foreign notices to airmen
(NOTAM) messages concerning the establishment, condition or change in any aeronautical facility,
service, procedures, etc. The AIS database will be installed in Manila ATM Center and 48 AIS
Workstations will be installed in major airports/sites to provide direct access to the latest AIS
information for airline operators, pilots and ATS personnel.
VHF Terminal and RCAG Facilities
3.6.12 A component of existing VHF equipment will be replaced and additional VHF radios
for RCAG facilities will be installed. Twenty-one sets of en-route VHF radios will be replaced/added
in the en-route RCAG sites. Seven sets of terminal VHF radios will be replaced/added for major
international airports.
Microwave Link
3.6.13 Microwave links are currently used for the transmission of VHF/HF voice signals and
radar data between remote sites or airports and Manila ACC. The 10 sets of microwave links will be
replaced.
APANPIRG/19 3.6-3
Very Small Aperture Terminal (VSAT)
3.6.14 Since current ground-based leased lines are not reliable enough for ATS voice and
data transmission between Manila ATM Center and remote airports or sites, VSAT links that are more
reliable will be installed. One VSAT hub-station shall be installed at Manila ATM Center and 39
VSAT remote stations will be installed at major airports and sites to transfer data between the remote
sites and the ATM Center.
Automatic Dependent Surveillance (ADS)
3.6.15 ADS-C will be applied for remote and oceanic airspace.
3.6.16 About five ADS-B ground stations will be installed to augment the surveillance
capability provided by the existing en-route radar network and as back-up in case of radar outages.
The consolidated ADS data will be integrated into the ATM automation system in Manila ATM
center for display at the ATC workstation.
MTSAT Weather Receiver
3.6.17 A MTSAT weather receiving system will be installed in the weather information
room of ATM Center building to provide synoptic weather forecasts, which are stored and distributed
to the relevant portions within the MDPS and to the ATM automation system.
3.6.18 The Philippines informed the meeting that the project would be implemented in two
packages, as shown below:
System Package 1 Package 2

ATM - Manila ATM Center Building -
- ATM Automation
- AIS Database Server
- AIS Workstation
- Tower Workstation
- CPDLC
COM - VSCS - Terminal VHF Radio
- AMHS - RCAG VHF Radio
- Upgrade of Existing AMHS - Microwave Link
- VSAT
NAV - GNSS Signal Monitoring System -
(GSMS)
SUV - ADS-C - ADS-B Ground Station
- Terminal Radar
- En-route SSR
MET - WAFS Data Receiving System -
- MTSAT Weather Receiver
- Met. Data Storage, Dist. and Display
System
3.6.19 Current planning indicated that Package 2 would be fully implemented by January
2012, with Package 1 implemented by April 2012. This would be followed by a 12 month defects
notification period for all aspects of the project, following which the project would be considered as
completed.
3.6-4 APANPIRG/19
ATS Routes - Arabian Sea/Indian Ocean ATS Coordination Group (ASIOACG)
3.6.20 ASIOACG/2 (January 2008) proposed the establishment of an Indian Ocean/Arabian

Sea Route Review Working Group to review the existing and future ATS route structures in the
southern Indian Ocean, the central Indian Ocean, and the Arabian Sea. ATM/AIS/SAR/SG/18
recommended that this should be formalised as there are three ICAO Regions involved; and stressed
the importance of securing the support of both APANPIRG and MIDANPIRG for this Working
Group to undertake a route review for the Arabian Sea and Indian Ocean Area.
3.6.21 Subsequently ASIOACG agreed to establish the “CNS/ATM Route Review Working
Group” to commence work on some of these matters. However ASIOACG/3 recognized that the
airspace under consideration by the CNS/ATM Route Review Working Group would be much
broader than the ASIOACG area of interest; possibly encompassing all of the Indian Ocean and
Arabian Sea oceanic airspace.
3.6.22 Accordingly, ASIOACG considered that ICAO should be involved at an early stage
and foresaw the need for the establishment of an ICAO Task Force to provide overall leadership and
coordination across the three ICAO regions concerned and to build on the work of the ASIOACG
CNS/ATM Route Review Working Group. In this regard Oman would present a paper to the next
meeting of MIDANPIRG in February 2009 and ASIOACG requested IATA to present a working
paper on the ASIOACG Route Review Working Group to the next meeting of APANPIRG in
September 2008.
3.6.23 The meeting noted the information from ASIOACG. IATA updated the meeting that
the matters raised by ASIOACG had been incorporated by IATA for consideration with the IATA
Statement of users expectations described in Agenda Item 3 of this Report.
AGENDA ITEM 4: REGIONAL AIR NAVIGATION
DEFICIENCIES
APANPIRG/19 4-1
Agenda Item 4: Regional Air Navigation Deficiencies
4.1 The meeting noted that APANPIRG/18 placed highest priority in its future work
programme on the urgent elimination of the safety related deficiencies in the region and decided to set
up a performance objective related to the resolution of deficiencies calling upon States to establish
action plans with target dates, and to inform the Regional Office of their plans. The meeting recalled
the APANPIRG Conclusion 18/60 on the provision of a regional on-line database for air navigation
deficiencies and noted that it is available through the ICAO APAC website www.bankok.icao.int via
secure access provided by the Regional Office to States and International Organizations concerned
4.2 The meeting was informed that the APANPIRG deficiencies were further reviewed
during the 44th DGCA Conference at Xian, China (October 2007) and Action Item 44/1 was raised
urging Asia Pacific States to take action on APANPIRG Conclusions 18/60 and 18/62, and to
collaborate in resolving of the safety related deficiencies according to the established action plans.
4.3 The meeting thanked IFALPA for providing the Regional Office with information on
deficiencies at airports in the Asia/PAC regions and requested its continuous support in future.
4.4 The meeting urged States who have not provided the name of the contact person to
coordinate with the Regional Office on matters related to deficiencies to do so immediately.
Recognizing the importance of safety in aviation the meeting urged States to resolve the air navigation
deficiencies.
Deficiencies in the ATM/AIS/SAR fields
4.5 The meeting noted the updates to the List of Air Navigation Deficiencies in the
ATM/AIS/SAR fields received by ATM/AIS/SAR/SG/18 and encouraged States to continue to update
the Regional Office as soon as deficiencies were resolved. States were to formally advise the Regional
Office by letter of any updates, including those changes which had been verbally informed during the
Sub Group meeting. The meeting took note that the Regional Office was liaising with the States to
establish the current position on Conclusion 18/59 in relation to West Pacific Small Island Developing
States to provide direct assistance before establishing a Technical Corporation Bureau (TCB) project.
4.6 The meeting recalled that APANPIRG/18 had raised Conclusion 18/2 – Non-
Provision of Safety-Related Data by States. In reviewing this situation, the meeting was pleased to
agree with the recommendation from RASMAG/9 that Fiji, Lao PDR and Tahiti be removed from the
deficiencies list. Further details in this respect are included in Agenda Item 3.3 of this report.
4.7 The updated List of Air Navigation Deficiencies in the ATM, AIS and SAR fields is
in Appendix A to the report on agenda item 4.
Deficiencies in the AOP field
4.8 The following updates from States/ ICAO mission have been received.
4.9 New Zealand advised that the construction of a 90m RESA at the southern end of
Wellington International Airport runway has been completed. The 90m RESA at the northern end of
runway has been completed but final CAA approval is awaited and is expected by October 2008.
4.10 Nepal advised that the high ground inside the airport has been removed completely
and verbal negotiations with the stakeholders for dismantling the temple subject to replacement to
other place have been made. The expected date of completion is December 2008.
4-2 APANPIRG/19
4.11 The meeting noted that the Regional Office has assessed the IFALPA information in
accordance with the established procedures and requested the concerned States to validate the status.
Japan updated the status of the IFALPA information related to their State.
4.12 The updated List of Air Navigation Deficiencies in the AOP field is in Appendix B to
the report on Agenda Item 4.
Deficiencies in the CNS/MET fields
Deficiencies in the CNS fields
Air-ground VHF Communication in Yangon FIR
4.13 The meeting was informed that the VHF systems within the Yangon FIR were
upgraded using 6 RCAG sites supported by VSAT links to Yangon ACC in 2005 and that IATA
regularly provided monitoring reports on the air/ground communications status within Yangon FIR.
The reports in early 2008 indicated that some improvements for VHF communication had been
achieved. However, some communication difficulties are still experienced by some pilots flying over
the FIR. The shortage of manpower in the ATC could be one of the reasons for the poor
communications as highlighted in ICAO mission reports for urgent attention by the Administration
ATIS at Dhaka and Kathmandu
4.14 The meeting noted that the ATIS function had not been implemented in Dhaka and
Kathmandu for a long time due to an equipment problem. These deficiencies adversely affect the
quality of VHF communication. Channel congestions during peak hours affect the Tower and
Approach control frequencies because of the exchange of MET and other operational information
which should have been broadcasted on ATIS. These deficiencies need to be corrected as soon as
possible by implementing ATIS. On 29 August 2008 Nepal reported that the ATIS is now operating
normally.
Hong Kong – Manila AFS circuits
4.15 The meeting was informed about the unstable and unreliable performance of the
AFTN circuit between Hong Kong and Manila for exchanging safety related ATS messages. Hong
Kong China expressed deep concern about this deficiency and confirmed that both ATS Direct
Speech and AFTN circuits between Hong Kong and Manila have been out-of-service since June 2008.
Philippines informed the meeting that full operation using two X.25 circuits will be restored by 30
September 2008.
4.16 The updated List of Air Navigation Deficiencies in the CNS field is in Appendix C to
the report on Agenda Item 4.
Deficiencies in the MET fields
4.17 The meeting was informed that in the APANPIRG list of MET deficiencies, 15 items
related to 10 States in the general categories of OPMET, MWO, SIGMET, SIGMET (VA related) and
Volcanic Activity Dissemination. The status of volcanic ash related deficiencies for Indonesia,
Philippines and Papua New Guinea was given by VAAC Darwin. No updates were available for the
provision of SIGMET for Lao PDR, Myanmar, Nepal and Cambodia.
APANPIRG/19 4-3
4.18 The meeting was informed that the ICAO Technical Cooperation Project Cooperative
Agreement for Enhancement of the Meteorological Service for Aviation in the South Pacific
(CAEMSA-SP) has been initiated recently. The project will assist in resolving the MET deficiencies in
the sub-region.
4.19 The updated List of Air Navigation Deficiencies in the MET field is in Appendix D-
to the report on Agenda Item 4.
————————
APANPIRG/19
Appendix A to the Report of Agenda Item 4
AIR NAVIGATION DEFICIENCIES IN THE ATM/AIS/SAR FIELDS IN THE ASIA/PACIFIC REGION
(Changes agreed by APANPIRG/19 are shown in strikeout and underlining.) (last updated 5 September 2008)
Identification Deficiencies Corrective Action
Date first Priority for

Requirements States/facilities Description Remarks Description Executing body Target date for completion
reported action**
ATS Routes
Requirements India/Nepal A473 - Not 16/3/99 A new proposal was submitted in India/Nepal - implement the India/Nepal Item captured in Chapter 2 of the B
of Part VIII, implemented mid 2003 by Nepal. This is route propose to delete A473 Route Catalogue.
Table ATS 1 of being coordinated by AAI with from BANP. India submitted ATM/AIS/SAR/G/16 (June
the Air defense authorities. the proposal in March 2008. 2006)APANPIRG/19 (September
Navigation Plan Nepal still to submit. 2008) updated re progress.
China B591 - Partially 22/7/97 China will consider future China Reviewed by ARNR/TF. B
implemented imeplementation. Item captured in Chapter 2 of the
Route Catalogue
ATM/AIS/SAR/G/16 (June 2006)
updated - route implemented in
Shanghai FIR, however
implementation is not in
accordance with BANP, further
implementation TBD
Cambodia/Philippines/ G473 - Partially 24/11/93 Co-ordination is in progress ICAO Philippines/ Cambodia /Philippines Superceded by the re-structuring B
Thailand/Viet Nam implemented among States and ICAO. Thailand/Viet Nam - propose Thailand/Viet Nam/ICAO of the South China Sea (SCS)
deletion from BANP. States Route structure in 2001.
need to submit amendment Accordingly, SEACG/15 (May
proposal to Regional Office. 2008, Bangkok) was informed
that Thailand and States
concerned agreed with the
deletion of G473.
A-1
APANPIRG/19

reported action**
China/Kazakhstan R216 - Not 24/11/93 CAAC advises current route CAAC will coordinate with China/Kazakhstan Captured in Chapter 2 of the B
implemented B215 KUQA A460 REVKI to Kazakhstan to delete R216 ICAO Route Catalogue.
Alma Ata meets the from BANP.
requirements for traffic from
Urumqi to Alma Ata and
requests deletion of R216 from
BANP (14 Apr 03).
Cambodia/Lao R345 - Not 24/11/93 Cambodia/Lao PDR/ Item captured in Chapter 2 of the B
PDR/Thailand implemented. Under Thailand need to submit Route Catalogue.
the coordination joint amendment proposal
process. to Regional Office
Indonesia R459 - Implemented 24/11/93 ICAO has requested Indonesia to Indonesia, Singapore - consider Indonesia/Singapore To be implemented as L504. B
as W51 and W36 implement as R459. implementation of the route Target implementation date TBD
with designator L504. 2008
A-2
APANPIRG/19

reported action**
WGS-84
Requirements Bhutan WGS-84 - Not 2/7/1999 Data conversion completed, but Bhutan TBD A
of Paragraph implemented not published
3.6.4 of Annex
15
Cambodia WGS-84 - Partially 28/6/2001 Cambodia reported to Cambodia TBD2009/2010 A
implemeted ATM/AIS/SAR/SG/18 in June
2008 that the WGS-84
coordinates had been
implemented at international
airports, airspace and
international routing. Domestic
airports and routes have not been
implemented with WGS-84.
China WGS-84 - Not 2/7/1999 Differences to Annex 15 - China China advised APANPIRG/19 A
implemented Aeronautical Information that WGS-84 implementation is
* implemented in the Services are notified in progress and planned to be
Sanya FIR as of 1 completed in 2010 for all existing
Nov 2001 airports. All new airports will use
WGS84 immediately.
Kiribati WGS-84 - Not Kiribati TBD A

implemented
Nauru WGS-84 - Not Conferring with consultant Nauru TBD A
implemented
Solomon Islands WGS-84 - Not Solomon Islands 1999 A
implemented
A-3
APANPIRG/19

reported action**
Vanuatu WGS-84 - 2/7/1999 Vanuatu 1999 A

Implemented at main
airports
A-4
APANPIRG/19

reported action**
Airspace
Classification
Requirements China Airspace 7/7/99 Difference to Annex 11 is China APANPIRG/19 informed that A
of Paragraph Classification - Not published in AIP, China. implementation planned by end
2.6 of Annex 11 implemented 2010
DPR Korea Airspace 7/7/99 DPR Korea 2005mid-2009 A
Classification - Not
implemented
Kiribati Airspace 7/7/99 Kiribati TBD A
Classifcation - Not
implemented
Nauru Airspace 7/7/99 Nauru TBD A
implemented
Papua New Guinea Airspace 7/7/99 Papua New Guinea Project in place A
implemented
Solomon Islands Airspace 7/7/99 Solomon Islands TBD A
implemented
Viet Nam Airspace 7/7/99 Viet Nam National Assembly adopted Civil A
Classification - Not Air Law on 29 June 2006, ATS
implemented regulations will be re-issued
accordingly. APANPIRG/19
informed for implementation first
quarter 2009
A-5
APANPIRG/19

reported action**
AIP Format
Requirements Cook Islands AIP Format - Not 7/7/99 Cook Islands ATM/AIS/SAR/G/16 (June 2006) A
of Chapter 4 of implemented updated - AIP COOK ISLANDS
Annex 15 in new format in progress with
assistance of New Zealand,
effective date TBD by the end of
2008
Kiribati AIP Format - Not 7/7/99 Kiribati ATM/AIS/SAR/SG/18 advised A

implemented AIP in draft stage
Nauru AIP Format - Not 7/7/99 Nauru ATM/AIS/SAR/SG/18 advised A
implemented work soon to start
Papua New Guinea AIP Format - Not 7/7/99 under development Papua New Guinea TBA A
implemented
A-6
APANPIRG/19

reported action**
SAR capability
Requirements Cook Islands Annex 12 31/1/95 SAR agreement with New Cook Islands - implement Cook Islands 2004 2009 U
of Annex 12 requirements not Zealand completed 2007 Annex 12 requirements and co-
implemented. ordinate LOA with adjacent
No agreements with States
adjacent States. ICAO - assist to develop SAR
capability and to co-ordinate
with adjacent States
Maldives Annex 12 24/4/97 SAR services and facilites Maldives - implement Annex Maldives 2004 2009 U
requirements not provided (details to be 12 requirements and co-
implemented. confirmed). ordinate LOA with adjacent
No agreements with SAR agreements with States
adjacent States. neighbouring States under ICAO - assist to develop SAR
development capability and to co-ordinate
with adjacent States
A-7
APANPIRG/19

reported action**
Carriage of ACAS II
Requirement of Bhutan Annex 6 requirement 26/8/05 Bhutan - implement Annex 6 Bhutan TBD U
Chapter 6 of not implemented. as required.
Annex 6
Cook Islands Annex 6 requirement 26/8/05 Cook Island - implement Cook Islands TBD U
not implemented. Annex 6 as required.
Kiribati Annex 6 requirement 26/8/05 Kiribati - implement Annex 6 Kiribati TBD U

not implemented. as required.
Marshall Islands Annex 6 requirement 26/8/05 Marshall Islands - implement Marshall Islands TBD U
Micronesia Annex 6 requirement 26/8/05 Micronesia - implement Annex Micronesia TBD U

not implemented. 6 as required.
Nauru Annex 6 requirement 26/8/05 Nauru - implement Annex 6 as Nauru TBD U

not implemented. required.
Palau Annex 6 requirement 26/8/05 Palau - implement Annex 6 as Palau TBD U

Papua New Guinea Annex 6 requirement 26/8/05 Papua New Guinea - Papua New Guinea TBD U
not implemented. implement Annex 6 as
required.
A-8
APANPIRG/19

reported action**
Philippines Annex 6 requirement 26/8/05 Philippines - implement Annex Philippines Rules and regulations regarding U
not implemented. 6 as required. carriage of ACAS II already
incorporated in ATO
Administrative Order no 121
series of 2001 under section
12.356( a) and (b) Completed
Solomon Islands Annex 6 requirement 26/8/05 Solomon Islands - implement Solomon Islands TBD U
Tonga Annex 6 requirement 26/8/05 Tonga - implement Annex 6 as Tonga TBD U

Vanuatu Annex 6 requirement 26/8/05 Pressure altitude reporting Vanuatu - implement Annex 6 Vanuatu TBD U
not implemented. transponder required in all as required.
airspace since 1/1/00.
A-9
APANPIRG/19

reported action**
Carriage of Pressure Altitude Reporting

Transponder
Requirement of Bhutan Annex 6 requirement 26/8/05 Bhutan - implement Annex 6 Bhutan TBD U
Chapter 6 of not implemented. as required.
Annex 6
Cambodia Annex 6 requirement 26/8/05 ACAS II required in all airspace Cambodia - implement Annex Cambodia TBD Completed U
not implemented. within FIR since 1/1/03. 6 as required.
Cook Islands Annex 6 requirement 26/8/05 Cook Island - implement Cook Islands TBD U
DPR Korea Annex 6 requirement 26/8/05 ACAS II required in all airspace DPR Korea - implement DPR Korea TBD Completed U
not implemented. within FIR since 1/1/01. Annex 6 as required.
New Caledonia Annex 6 requirement 26/8/05 ACAS II required in all airspace New Caledonia - implement New Caledonia Completed U
not implemented. within FIR since 23/1/03. Annex 6 as required.
Kiribati Annex 6 requirement 26/8/05 Kiribati - implement Annex 6 Kiribati TBD U

not implemented. as required.
Lao PDR Annex 6 requirement 26/8/05 ACAS II required in all airspace Lao PDR - implement Annex 6 Lao PDR Competed U
not implemented. within FIR since 1/1/03. as required.
Marshall Islands Annex 6 requirement 26/8/05 ACAS II required. Marshall Islands - implement Marshall Islands TBD U
Micronesia Annex 6 requirement 26/8/05 Micronesia - implement Annex Micronesia TBD U

not implemented. 6 as required.
A - 10
APANPIRG/19

reported action**
Nauru Annex 6 requirement 26/8/05 Nauru - implement Annex 6 as Nauru TBD U

Palau Annex 6 requirement 26/8/05 Palau - implement Annex 6 as Palau TBD U

Papua New Guinea Annex 6 requirement 26/8/05 Papua New Guinea - Papua New Guinea TBD U
not implemented. implement Annex 6 as
required.
Philippines Annex 6 requirement 26/8/05 Philippines - implement Annex Philippines TBD. Rules and regulations U
not implemented. 6 as required. regarding carriage of pressure
Implemented within altitude reporting transponder
TMA only. already incorporated in ATO
Administrative Order No 91,
series of 2002 under section
91.215(a) & (b). Completed
Solomon Islands Annex 6 requirement 26/8/05 Solomon Islands - implement Solomon Islands TBD U
Tonga Annex 6 requirement 26/8/05 Tonga - implement Annex 6 as Tonga TBD U

A - 11
APANPIRG/19

reported action**
Non Provision of Safety-related Data
Requirement of Lao PDR Annex 11 21/8/06 Lao PDR - provide the safety- Lao PDR TBDCompleted A
Paragraph requirement not related data as required.
3.3.4.1 of implemented.
Annex 11
Myanmar Annex 11 21/8/06 Myanmar - provide the safety- Mayanmar TBD U
requirement not related data as required.
implemented.
Papua New Guinea Annex 11 21/8/06 Papua New Guinea - provide Papua New Guinea TBD U
requirement not the safety-related data as
implemented. required.
Fiji Annex 11 21/8/06 Fiji - provide the safety-related Fiji TBDCompleted U
requirement not data as required.
implemented.
Tahiti Annex 11 21/8/06 Tahiti - provide the safety- Tahiti TBDCompleted U
requirement not related data as required.
implemented.
A - 12
APANPIRG/19
REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION
- 1 -Identification Deficiencies Corrective Action

Requirements State/facilities Description Date first Remarks Description Executing Date of Priority for
reported body completion action
Annex 14 Myanmar New runway 2003 Surface of a paved RWY surface replaced; no On-going “A”
Vol. I Yangon/ surface runway shall be so new reports from airlines
§ 3.1.22 Mingaladon slippery when constructed as to provide
wet. good friction Final RWY layer still to be
characteristics when completed (update 2005)
runway is wet.
Annex 14 A maintenance “A”
Vol. I programme should be
Amendment 6 established to maintain
§ 10.1 facilities in a condition
§ 10.2 which does not impair
safety of air navigation.
Annex 14 No approach 1994 PAPI installed in 2002.
Vol. I Lighting RWY Approach lights to be
§ 5.3.4 03 Installed when funds
available.
Nepal
Annex 14 Kathmandu Top of temple 2003 Airspace around Verbal negotiations with the CAAN Apr. 2005 “U”
Vol. I infringes the aerodromes to be free stake holders for dismantling the
§ 4.2 transitional from obstacles as temple subject to replacement to Mid July
surface defined by the obstacle other place have been made. It is 2008
limitation surfaces for under the process of relocation December
safe aircraft operation. to the suitable place. 2008
B-1
APANPIRG/19

New Zealand
Annex 14 Wellington Runway-end 2000 RESA shall be provided A 90 m RESA at the southern Civil 2007 “U”
Vol. I safety areas and shall extend from end of RWY under Aviation
§ 3.4 RWY 16/34 the end of a runway strip construction – completion Authority COMPLETED
inadequate. for a distance of at least estimated April 2007.
90 m. Completed.
A 90 m RESA at the northern October

end of RWY completed, 2008
CAA approval is awaited,
expected by October 2008.
B-2
APANPIRG/19

Philippines
Annex 14 Manila Airport 2004 Improved airport Currently projects are “A”
Vol. 1 security lax, perimeter fencing and incessantly being pursued to
Amendment 6 allowing general security within further minimize wild life
§ 9.10.1 livestock to the perimeter of the related incidents.
§ 9.10.2 stray on to airport required.
active
runways.
B-3
APANPIRG/19
Appendix C to the Report on Agenda Item 4
REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE CNS FIELD IN THE ASIA/PACIFIC REGION

Requirement States/facilities Description Date first Remarks Description Executing Target date for Priority for
Provision of ATIS Bangladesh To broadcast current, May 2007 Provide The ATIS equipment installed has been Civil Aviation September 2008 A
as specified in routine terminal aerodrome out of service due to maintenance Authority of
FASID Table CNS information to arriving Terminal problem and is beyond repair. It is Bangladesh
2 (Doc 9673) and departing aircraft Information required to provide a new equipment.
to ease congestion on broadcast
the Tower and system to ease New ATIS equipment had already been
Approach channels congestion on installed and put into trial operation on
affecting safety of VHF and to 14 May 2008. Effort is required to
aircraft operation. reduce resolve the technical problem and
controllers provide ATIS for operational use within
work load shortest possible time.
Adequate and Myanmar Quality and reliability 1998 Improvements Action should be taken to provide DCA Revised target A
reliable VHF COM of RCAG VHF in the quality of reliable links between the RCAG Myanmar date is end of
inadequate and link to RCAG stations and Yangon ACC. 2008
unavailability of stations and
required coverage. power supply High level ICAO mission was
system are conducted.
Improvement has been Early 2008 required. This deficiency
observed and pilot An action plan was developed to will be removed
reports continued to upgrade equipment at RCAG stations, from the list
indicate occasional provide VSAT link at all RCAG upon receipt of
communication stations, to improve power supply official report
difficulties. system and to shift ACC to the new providing full
location. details of action
taken by
DCA Myanmar has replaced Myanmar and
equipments at all 6 RCAG sites with confirmation by
digital VHF system and has provided the users.
VSAT links and solar power supply
system at all sites. The facilities were
formally implemented effective 9 June
2005 using new frequencies in place of
old frequencies affected by interference.
New HF transmitters were used to

provide service to aircraft flying beyond
VHF coverage in a small portion of
Yangon FIR
C-1
APANPIRG/19
Appendix C to the Report on Agenda Item 4

Requirement States/facilities Description Date first Remarks Description Executing Target date for Priority for
Requirement for Nepal To broadcast current, April 2005 Provide ATIS equipment provided in 2001 Civil Aviation September 2008 A
provision of ATIS routine terminal aerodrome remained unusable due to technical Authority of
as specified in information to arriving Terminal problem which is still under Nepal Official
FASID Table CNS2 and departing aircraft Information investigation and rectification. notification of
(Doc. 9673 Vol.II ) to ease congestion on broadcast the normal
the Tower and system to ease On 14 March 2008, Nepal informed that operation of the
Approach channels congestion on ATIS TIA revived since 5 November ATIS and
affecting safety of VHF and to 2007 on reduced range condition. It was request for
aircraft operation. reduce under maintenance for normal removal this
controllers operation. Nepal advised on 21 August deficiency from
work load 2008 that ATIS is functioning normal. the deficiency
list was received
from Nepal on
29 August 2008.
Requirements for Philippines Total disruption of the February 2007 It is urgently Prolonged delay in rectification of Civil Aviation By the end of U
provision of AFS AFTN circuit between required to problem experienced at Manila has Authority of September 2008
circuits between Manila and Hong Kong restore the resulted in diversion of message traffic the
Hong Kong and after Philippines Long normal for a long time via Taibei with alternate Philippines The circuit was
Manila is specified Distance Telephone operation of the routing via Hong (CAAP) resumed
in FASID Table Company (PLDT) AFTN circuit to Kong/Fukuoka/Singapore/Manila operational on 4
CNS 1A and 1D failed to provide meet the causing traffic congestion as well as May 2008.
(Doc.9673 Vol.II) communication link requirement for higher transit time of AFTN message. However, the
between Manila and the exchange of unstable and
Hong Kong. safety messages Remedial actions for improvement of unreliable
between Manila the circuit performance was discussed at performance of
The AFTN circuit and Hong Kong a side meeting among ICAO Secretariat, the circuits is not
performance had within the Hong Kong CAD and the Philippines acceptable.
experienced 14 times established ATO during 3rd meeting of the ATNICG
circuit outage in June transit time of 5 of APANPIRG on 7th May 2008. It was The Philippines
08 due to equipment minutes. agreed to establish 2 separate circuits is urged to
failure at Manila. The for X.25 AFTN circuit and IASC implement the
ATS direct speech It is also operation to replace existing S+DX AFTN and ADS
circuit between Manila required to arrangement. direct circuits
and Hong Kong had 9 restore the ATS without further
times of interruption in direct ATS delay.
June 2008 and is speech circuit
unserviceable since as soon as
then. possible.
C-2
APANPIRG/19
Appendix D to the Report on Agenda Item 4
REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE MET FIELD IN THE ASIA/PAC REGION
Identification Deficiencies Corrective action

Target date Priority
States/ Date first
Requirements Description Remarks Description Executing body for for
facilities reported
completion action *
Meteorological Solomon I. Weather information 1996 Reported by airlines Equipment to be Ministry of Transport, TBD A
observations and reports. is inadequate and not operating to Solomon upgraded and Works and Aviation,
provided on a regular I. arrangements to be Solomon I.
(Annex 3, Chapter 4) basis made for regular
Confirmed Note: OPMET/M TF to
observations
2006 carry out survey
SOA ICAO TC Project,

CAEMSA-SP, for
improving MET services
in South Pacific began in
August 2008. Project
supported by WMO.
Meteorological Kiribati METAR from 1998 Reported by airlines State’s MET authority Directorate of Civil TBD A
observations and reports. Kiribati not available to consider urgent Aviation, Kiribati.
(Annex 3, Chapter 4) on regular basis. action to be taken for
Confirmed providing regular
observations and Note: OPMET/M TF to
2005 reports carry out survey
SIP ICAO SIP conducted in
2005
ICAO TC Project,
CAEMSA-SP, for
improving MET services
in South Pacific began in
August 2008. Project
supported by WMO.
D-1
APANPIRG/19

States/ Date first
facilities reported
completion action *
Reporting of information Indonesia Information on 1995 Observed by States Three-party LOA to be DGCA, MGA Indonesia TBD A
on volcanic eruptions to volcanic activity not concerned. signed between the
civil aviation units. provided regularly to MGA, DGCA and AusAID-funded project (no action
(Annex 3 p. 4.14 ATS units and Reported at the DVGHM between ABM &CVGHM plan
Confirmed WMO/ICAO to improve monitoring of submitted to
(recom.)) MWOs. by Workshop on 15 volcanos near RO)
ICAO SIP Volcanic Ash completion. Information
mission Hazards (Darwin, exchange between
Dec 2003 1995) CVGHM & ABA in draft
form.
Reporting of information Papua New Information on 1995 Observed by States Procedures to be set up NWS, ATS TBD A
on volcanic eruptions to Guinea volcanic activity not concerned. for exchange of data Papua New Guinea
civil aviation units. provided regularly to between NWS, ATS (no action
(Annex 3 p. 4.14 ATS units and Reported at the and Rabaul Volcano Note: ICAO Regional plan
Confirmed WMO/ICAO submitted to
(recom.)) MWOs. by Observatory (RVO) and Office to monitor
Workshop on a LOA to be signed RO)
ICAO SIP Volcanic Ash Discussion of an
mission Hazards (Darwin, agreement between RVO
Dec 2003 1995) & PNG CAA to provide
volcanic information to
aviation through cost
recovery is underway.
D-2
APANPIRG/19

States/ Date first
facilities reported
completion action *
Provision of SIGMET for Indonesia Requirements for ICAO SIP a) Reported by a) ICAO to carry out a a) State’s Met authorities To be advised U
volcanic ash issuance and proper mission airlines Special
Philippines dissemination of Dec 2003 Implementation b) ICAO to implement
(Annex 3, Chapter 7; SIGMET, including b) Noted by Project (SIP) with the SIP.
ASIA/PAC FASID Table Papua New Volcanic Ash
Guinea SIGMET for the primary c) ICAO Regional Office
MET 1B) volcanic ash, have Advisory Centres objective to improve to co-ordinate and
not been fully implementation of monitor.
implemented SIGMET
procedures, Note: ICAO SIP carried
especially for VA. out in 2003; progress in
issuance of SIGMET for
b) State to take urgent VA is noted; the
actions to outstanding problems to
implement the be resolved within 1-year
SIGMET time
procedures.
Progress reported by
VAAC Darwin
LOA between ATO,

PHIVOCS & PAGASA
signed in 2004 to make
reporting part of
information dissemination
practice. LOA is
undergoing periodic
review (ref. letter of
PAGASA dated March
12, 2008).
Darwin VAAC trained
forecasters in PNG and
Philippines to prepare VA
SIGMETs
D-3
APANPIRG/19

States/ Date first
facilities reported
completion action *
a) Service for operators Cambodia Briefing and flight 1999 Airlines do not States to consider State’s MET authorities TBD A
and flight crew documentation not receive the required urgent action for
members. Myanmar provided as required. flight documentation installation of SADIS A TC project proposal
including WAFS VSAT for receiving submitted to SSCA,
(Annex 3, Chapter 9). forecasts. WAFS products and Cambodia
WAFS products not OPMET information.
available
b) WAFS products for
flight documentation. Action plan proposed
(ASIA/PAC FASID by ICAO MET mission
Table MET 1A). 2003
MWO for Phnom Penh Cambodia Requirements for MWO not Establishment of MWO SSCA, Cambodia TBD U
FIR and SIGMET meteorological watch established due to currently not feasible.
office (MWO) to be lack of trained Urgent need for bi- A TC project proposal
(Annex 3, Chapter 3 & established at personnel and lateral agreement for submitted to SSCA,
7; ASIA/PAC FASID Phnom-Penh technical facilities. SIGMET service by a Cambodia
Table MET 1B) international airport No SIGMET service neighboring State.
have not been met. for Phnom Penh FIR
D-4
APANPIRG/19

States/ Date first
facilities reported
completion action *
Provision of SIGMET Lao PDR Requirements for 2000 SIGMET frequently State’s MET authority State’s MET authorities (no action U
information issuance and not available to take urgent actions to plan
Myanmar dissemination of implement the SIGMET submitted to
(Annex 3, Chapter 7; SIGMET have not Reported by airlines procedures. RO)TBD
Nepal In order to improve
ASIA/PAC FASID Table been fully SIGMET availability,
Cambodia implemented. ICAO issued new
MET 1B) version of ASIA/PAC regional SIGMET tests
Regional SIGMET have been conducted
Guide in September every year since 2005;
2003 however, these States did
not participate in the 4th
Note: ICAO Regional regional WS, WC, WV
Office to enquire action SIGMET tests in 2008.
plans with fixed target
dates from the listed
States
MWO for Pyongyang DPR Korea Requirements for 2008 MWO not Aerodrome MET Office General Administration of 2009 U
FIR and SIGMET meteorological watch established due to in place can also serve Civil Aviation (GACA)
office (MWO) to be lack of trained as MWO in future. DPR Korea DPR Korea
(Annex 3, Chapter 3 & established at personnel and lack of plans to
7; ASIA/PAC FASID Pyongyang resources. No ATMB/GACA expand
Table MET 1B) international airport SIGMET service for Immediate current MET
have not been met. Pyongyang FIR consideration of action service to
plan – establish MWO include
Reported by RO and provide required MWO in
mission regular MET service 2009
for Pyongyang FIR.
D-5
AGENDA ITEM 5: FUTURE WORK PROGRAMME
APANPIRG/19 5-1
Agenda Item 5: Future Work Programme
Schedule of Future meetings
5.1 The meeting agreed that the tentative schedule of meetings for the rest of 2008, 2009
and 2010 should be as follows (Notes: i) meetings of non-APANPIRG groups are indicated in italics,
and ii) a decode of acronyms has been included in Appendix A to the Report on Agenda Item 5):
2008 – outstanding meetings
ATN ICG WG/4 22-26 Sep Bangkok

ATFM Workshop/Seminar 7-9 Oct Fukuoka
WPAC/SCS RSG/5 14-16 Oct Bangkok
SAR Seminar and SAREX 28-30 Oct Hong Kong
RNP-SEA/TF/4 5-7 Nov Singapore
SIP Seminar on D-FIS 5-7 Nov Bangkok
RVSM/TF/ 34 (1 year review) 1-3 Dec TBD
RASMAG/10 15-19 Dec Bangkok
ATN ICG WG/5 15-19 Dec Chennai
2009
BBACG/20 21-23 Jan Male

AIS Seminar & AAITF/4 23-27 Feb Tokyo
PBN Seminar Mar Kansai
TRASAS/3 Mar Mexico
OPMET/M TF/7 Mar Bangkok
RNP-SEA/5 Feb Singapore
ADS-B SITF/8 Apr TBD
ATN IC G/4 4-8 May Singapore
SEACG/16 & FIT-SEA/9 May Bangkok
RASMAG/11 8-12 Jun Bangkok
ATM/AIS/SAR/SG/19 22-26 Jun Bangkok
Flt Inspection/validation Seminar Jun TBD
CNS/MET SG/13 20-24 Jul Bangkok
APANPIRG/20 7 – 11 Sep Bangkok

RASMAG/12 Dec Bangkok
2010
BBACG/21 & FIT-BOB/11 Jan Bangkok

AAITF/5 Apr Bangkok
ADS-B SITF/9 Apr TBD
ATN IC G/5 May TBD
SEACG/17 & FIT-SEA/10 May Bangkok
ATM/AIS/SAR/SG/20 Jun Bangkok
CNS/MET SG/14 Jul Bangkok
APANPIRG/21 6-10 Sept Bangkok
5-2 APANPIRG/19
5.2 The meeting noted that the provisional agenda for APANPIRG/19 was prepared in
line with Air Navigation Commission’s proposal for a uniform approach to formulation of agenda for
the PIRGs meetings. The provisional agenda for future APANPIRG meetings will be in this format.
Managing the Environmental Issues of Air Transportation
5.3 Recognizing the increased importance and benefits of CNS/ATM activities in the
management of civil aviation’s environmental impacts, and the need to assess the environmental
impact of specific implementation plans and activities to promote these benefits, the meeting adopted
Conclusion 19/56 - Common methodology for environmental benefits
That, ICAO be invited to establish and maintain a simple and cost effective common
methodology to assess and document environmental benefits to airspace and
CNS/ATM planning initiatives.
Environmental Initiatives
5.4 The United States noted that, through the Asia and South Pacific Initiative to Reduce
Emissions (ASPIRE) partnership, Asia/Pacific service providers are becoming increasingly involved
in activities to reduce potentially adverse impacts from aviation activities on the environment. The
meeting considered that APANPIRG has a long history of success in implementing airspace
enhancements that result in direct reductions of environmental emissions. For example, these included
the implementation of RVSM across virtually all airspaces of the Asia/Pacific region and continuous
and widespread improvements in the efficiency of ATS route networks.
5.5 The meeting recognised that codifying and reporting environmental benefits was an
important part of the work of ATM implementation. These activities require coordination and
involvement between ICAO, States, ANSP’s, aircraft operators and industry, and should be reported
and discussed in regional forums. In this context, the meeting appointed the ATM/AIS/SAR Sub
Group as the focal point for identifying and reporting to APANPIRG on environmental initiatives.
5.6 In amending the Sub Group’s Terms of Reference (TOR) to include an environmental
component, the meeting also recognised that, as the Global Air Navigation Safety Plan (GASP) was
an integral part of ICAO’s planning guidelines, provision for the GASP should also be included in the
Sub Group’s TOR. Accordingly, the meeting adopted the following Decision:
Decision 19/57 – Amendments to the Terms of Reference of the

ATM/AIS/SAR SG
That, amendments to the Terms of Reference of the ATM/AIS/SAR Sub Group be

adopted to enable consideration of the Global Air Navigation Safety Plan in planning
processes and ensure environmental initiatives are identified and progressed, as
presented in Appendix B to the APANPIRG/19 Report on Agenda Item 5.
APANPIRG/19 5-3
Coordination meeting between Chairmen of Sub-Groups
5.7 The Chairmen of the APANPIRG Sub-Groups reported that they had met prior to
APANPIRG and co-ordinate the activities of the Sub-groups. No issue was separately identified that
need to be raised to APANPIRG with the matters common between the Subgroups adequately being
dealt with through the reports already prepared for the meting.
5.8 The Chairmen reviewed the list of contributing bodies to APANPIRG and produced a
revised listing.
5.9 The Key Priorities that guide the activities of the Subgroups was reviewed and the
amendments proposed by the Subgroups were accepted and recommended to APANPIRG. It was
noted that in future the Performance Framework may overtake the need for the Key Priorities and that
the recommendation on the continued maintenance of the Key Priorities would be made at subsequent
APANPIRG meetings.
— ——————
APANPIRG/19
APPENDIX- A
ACRONYMS
ATFM Air Traffic Flow Management

WPAC/SCS RSG Western Pacific/South China Sea RVSM
scrutiny working Group
SAREX Search and Rescue Exercise
RNP-SEA/TF South East Asia RNP Implementation
Task Force
D-FIS Data Link Flight Information Service
RVSM/TF Reduced Vertical Separation Minima
Implementation Task Force.
RASMAG Regional Air Space Monitoring Advisory
Group of APANPIRG
BBACG Bay of Bengal ATS coordination Group
FANS 1/A Implementation Team, Bay of
FIT-BOB Bengal
AIS Aeronautical Information Services
Trans-Regional Airspace and supporting
TRASAS ATM systems Steering Group
Operational Meteorological Management
OPMET/M TF Task Force.
ADS-B Study and Implementation Task
ADS-B SITF/8 Force
Aeronautical Telecommunication Network
ATN IC G/4 Implementation and Coordination Group
SEACG South East Asia ATS coordination Group
FANS 1/A Implementation Team, South
FIT-SEA East Asia
ATM/AIS/SAR/SG ATM/AIS/SAR Sub-Group of
APANPIRG
CNS/MET SG CNS/MET Sub- Group of APANPIRG
APANPIRG Asia/Pacific Air Navigation Planning and
Implementation Group.
Aeronautical Information Services –
Aeronautical Information Management
AAITF Implementation Task Force
A-1
APANPIRG/19
APPENDIX B
TERMS OF REFERENCE
AIR TRAFFIC MANAGEMENT/AERONAUTICAL INFORMATION SERVICES

AND SEARCH AND RESCUE (ATM/AIS/SAR) SUB-GROUP OF APANPIRG
1. Ensure the continuing and coherent development of the ASIA/PAC Regional Air
Navigation Plan in the ATM/AIS/SAR fields in accordance with the Global Air Navigation Plan
and the Global Aviation Safety Plan;
2. Review and identify deficiencies that impede the implementation or provision of efficient
ATM/AIS/SAR services in the Asia/Pacific region;
3. Monitor CNS/ATM systems research and development, trials and demonstrations in the
fields of ATM/AIS/SAR and facilitate the transfer of this information and expertise between
States;
4. Make specific recommendations aimed at improving ATM/AIS/SAR services by the use

of existing procedures and facilities and/or through the evolutionary implementation of
CNS/ATM systems;
5. Review and identify inter-regional co-ordination issues in the fields of ATM/AIS/SAR

and recommend actions to address those issues; and
6. Ensure ATS environmental initiatives are consistently identified and progressed, and act
as the Asia/Pacific regional focal point for the reporting of outcomes from ATS environmental
initiatives.
……………………….
(Last updated APANPIRG/19, September 2008)
B-1
AGENDA ITEM 6: ANY OTHER BUSINESS
APANPIRG/19 6-1
Agenda Item 6: Any other business
State of the Industry
6.1 The meeting noted airline operators are facing a crisis in terms of operating costs due
to rising fuel costs. To minimise the impact the meeting invited States to work with ICAO and
industry stakeholders to deliver further operational efficiencies.
Effectiveness of PIRGs
6.2 On the effectiveness of PIRGs, the meeting noted that the Council, on 18 March
2008, considered a report submitted by the ANC on this subject and took the following actions: a)
agreed that the Commission should present, on an annual basis, a consolidated report to the Council
containing the Commission’s analysis of regional air navigation developments and the status of the
resolution of air navigation deficiencies, as well as an indication of the value added from the PIRGs’
activities; b) while agreeing to retain, for the time being, the terms of reference of PIRGs, except
those of the APIRG and the GREPECAS which should be amended to exclude security matters,
requested that the Commission study the merits of the PIRGs; c) agreed that all ICAO Contracting
States, who are service providers in an air navigation region and part of that region's ANP, should be
included in the membership of that region’s PIRG. Furthermore, user States are entitled to participate
in any other PIRG meetings as a non-member. International organizations recognized by the Council
may be invited as necessary to attend as observers to the PIRG meetings; and d) requested that the
Commission present, in due course, a report to the Council on the outcome its study on merits of
PIRGs and on the development of new structures to coordinate Business Plan implementation
activities related to safety, security and environmental subjects.
6.3 Consequent to the Council decision above, the meeting noted the revised terms of
reference of APANPIRG as shown in the Appendix A to the Report on Agenda Item 6 and agreed to
include it in the APANPIRG Procedural Handbook accordingly. Also, the meeting was informed that
the review of restructuring of PIRGs by the Air Navigation Commission in consultation with the
Chairmen and Secretaries of PIRGs is in progress and a report will be submitted to the Council in due
course.
— ——————
APANPIRG/19
APPENDIX A
REVISED TERMS OF REFERENCE FOR THE

ASIA/PACIFIC AIR NAVIGATION PLANNING AND
IMPLEMENTATION REGIONAL GROUP (APANPIRG)
(C-WP/13135, C 183/9 on 18 March 2008 and PRES RK/1560 dated 20 June 2008)
1. Membership
All ICAO Contracting States, who are service providers in an air navigation region
and part of that region's ANP, should be included in the membership of that region’s PIRG.
Furthermore, user States are entitled to participate in any other PIRG meetings as a non-member.
International organizations recognized by the Council may be invited as necessary to attend PIRG
meetings as observers.
2. The Terms of Reference of the Group are:
a) to ensure continuous and coherent development of the Asia/Pacific Regional Air

Navigation Plan and other relevant regional documentation in a manner that is
harmonized with adjacent regions, consistent with ICAO SARPs and Global Air
Navigation Plan for CNS/ATM systems (Doc 9750) and reflecting global
requirements;
b) to facilitate the implementation of air navigation systems and services as
identified in the Asia/Pacific Regional Air Navigation Plan with due observance
to the primacy of air safety, regularity and efficiency; and
c) to identify and address specific deficiencies in the air navigation field.
3. In order to meet the Terms of Reference, the Group shall:
a) review, and propose when necessary, the target dates for implementation of
facilities, services and procedures to facilitate the coordinated development of the
Air Navigation Systems in the Asia/Pacific Region;
b) assist the ICAO Asia/Pacific Regional Office in fostering the implementation of
the Asia/Pacific Regional Air Navigation Plan;
c) in line with the Global Aviation Safety Plan (GASP), facilitate the conduct of
any necessary systems performance monitoring, identify specific deficiencies in
the air navigation field, especially in the context of safety, and propose corrective
action;
d) facilitate the development and implementation of action plans by States to resolve
identified deficiencies, where necessary;
e) develop amendment proposals to update the Asia/Pacific Regional Air Navigation
Plan to reflect changes in the operational requirements;
f) monitor implementation of air navigation facilities and services and where
necessary, ensure interregional harmonization, taking due account of
organizational aspects, economic issues (including financial aspects, cost/benefit
analyses and business case studies) and environmental matters;
A-1
Additions are shown as underlined
6-2 APANPIRG/19
g) examine human resource planning and training issues and propose where
necessary human resource development capabilities in the region that are
compatible with the Asia/Pacific regional Air Navigation Plan;
h) review the Statement of Basic Operational Requirements and Planning Criteria
and recommend to the Air Navigation Commission such changes as may be
required in the light of new developments in the air navigation field;
i) request financial institutions, on a consultative basis as appropriate to provide
advice in the planning process;
j) maintain close cooperation with relevant organizations and State grouping to
optimize the use of available expertise and resources; and
k) conduct the above activities in the most efficient manner possible with a
minimum of formality and documentation and call meetings of the APANPIRG
when deemed necessary to do so.
————————
A-2
ATTACHMENTS TO THE REPORT
Attachment 1 to the APANPIRG/19 Report
List of Participants
LIST OF PARTICIPANTS
NAME TITLE/ORGANIZATION TEL/FAX NUMBER E-MAIL

1. AUSTRALIA (3)
1. Mr. Jeffrey R. BOLLARD Chief Engineer, GNSS Project Tel: +61 (2) 6268 4949 [email protected]
Airservices Australia Fax: +61 (2) 6268 4621
25 Constitution Avenue
Camberra ACT 2601
Australia
2. Ms. Sue KEEY Manager, Operations Support, ATC Tel: +61 (2) 6268 4249 [email protected]
Airservices Australia Fax: +61 (2) 6268 4848
25 Constitution Avenue
Camberra ACT 2601
Australia
3. Mr. Kim JONES Manager, Airways and Aerodromes Tel: +61 (2) 6217 1009 [email protected]
Civil Aviation Safety Authority Fax: +61 (2) 6217 1050
GPO Box 2005
Canberra ACT 2601
Australia
2. BANGLADESH (2)
4. Mr. A. K. M. Manzur AHMED Senior Communication Engineer Tel: +880 (2) 891 4870 Ext.3435 [email protected]
Civil Aviation Authority, Bangladesh Fax: +880 (2) 891 3322 [email protected]
Zia International Airport
Kurmitola, Khaka 1229
Bangladesh
5. Mr. Mizanur RAHMAN Senior Aerodrome Officer Tel: +880 (2) 891 4870 Ext.3126 [email protected]
Flight Safety & Regulations Division Fax: +880 (2) 891 3322 [email protected]
Civil Aviation Authority, Bangladesh
Zia International Airport
Kurmitola, Khaka 1229
Bangladesh
1-1

3. BRUNEI DARUSSALAM (2)
6. Mr. Lim Kee Ann Aeronautical Telecommunications Engineer Tel: +673 (2) 330 142 Ext. 1985 [email protected];
Department of Civil Aviation Fax: +673 (2) 333 666 [email protected]
Ministry of Communications
Brunei International Airport
Bandar Seri Begawan BB2513
Negara Brunei Darussalam
7. Mr. Ampuan Hj. Hamdzah Search and Rescue Officer / A.T.C Tel: +673 (2) 334 765 [email protected]
Ampuan Hj. Damit Department of Civil Aviation Fax: +673 (2) 331 157 [email protected]
Ministry of Communications
ATSC Building, Brunei International Airport
Bandar Seri Begawan BB2513
Negara Brunei Darussalam
4. CAMBODIA (2)
8. Mr. Pingsakul SAICHHON Director, ATS Planning and Training Tel: +855 (16) 771135
Cambodia Air Traffic Service Co., Ltd Fax: +855 (16) 777715
Phnom Penh
Cambodia
9. Mr. Sivorn CHHUN Deputy Director Tel: +855 (23) 224258 [email protected]
State Secretariat of Civil Aviation Fax: + 855 (23) 224259
No. 62 Preah Norodom Blvd.
Phnom Penh
Cambodia
5. CHINA (15)
10. Ms. Zhang Jing Director International Cooperation Division Tel: +86 (10) 8778 6051 [email protected]
Air Traffic Management Bureau, CAAC Fax: +86 (10) 8778 6055
No. 12 East San-huan Road Middle
Chaoyang District
Beijing 100022
People's Republic of China
1-2

11. Mr. Liu Song Deputy Director, Airspace Management Div. Tel: +86 (10) 8778 6832 [email protected]
Air Traffic Management Bureau, CAAC Fax: +86 (10) 8778 6830 [email protected]
Chaoyang District
Beijing 100022
12. Mr. Zhang Yuanchao Engineer, ATC Division Tel: +86 (10) 8778 6819 [email protected]
Chaoyang District
Beijing 100022
13. Mr. Wang Pengfei Engineer, CNS/ATM Division Tel: +86 (10) 8778 6918 [email protected]
Chaoyang District
Beijing 100022
14. Mr. Tang Jinxiang Engineer, ADCC Tel: +86 (10) 8232 5050 [email protected]
Chaoyang District
Beijing 100022
15. Mr. Norman LO Shung-man Director General of Civil Aviation Tel: +852 2867 4201 [email protected];
Civil Aviation Department Fax: +852 2501 0640 [email protected];
46/F, Queensway Government Offices [email protected]
66 Queensway
Hong Kong, China
1-3

16. Mr. Colman NG Shung-ching Assistant Director General of Civil Aviation Tel: +852 2910 6402 [email protected]
(Air Traffic Management) Fax: +852 2910 0186
Civil Aviation Department
4/F, Air Traffic Control Complex & Tower
Hong Kong International Airport
Hong Kong, China
17. Mr. WONG Ping-fai Acting Assistant Director of Civil Aviation Tel: +852 2591 5000 [email protected]
(Air Traffic Engineering and Standards) Fax: +852 2845 7160
Civil Aviation Department
3/F, Dargonair House
11 Tung Fai Road
Hong Kong, China
18. Mr. SHUN Chi-ming Acting Assistant Director Tel: +852 2926 8223 [email protected]
Hong Kong Observatory Fax: +852 2957 8721
134A Nathan Road
Tsim Sha Tsui, Kowloon
Hong Kong, China
19. Mr. Manuel Siu-wah SUM Chief (Operations & Personnel) Tel: +852 2910 6432 [email protected]
Civil Aviation Department Fax: +852 2910 0186
Hong Kong, China
20. Mr. Raymond Kwok-chu LI Acting Chief (Procedures and Evaluation) Tel: +852 2910 6438 [email protected]
Hong Kong, China
1-4

21. Mr. Richard WU Chi-kwong Senior Electronics Engineer Tel: +852 2591 5029 [email protected]
3/F, Dragonair House
11 Tung Fai Road
Hong Kong, China
22. Mr. LAM Hin San Director of Airport Infrastructure & Air Tel: +853 2851 1213 [email protected]
Navigation Fax: +853 2833 8089 [email protected]
Civil Aviation Authority of Macao
Alameda Dr. Carlos D’Assumpcao
336-342 Centro Comercial Cheng Feng
18 andar
Macao, China
23. Mr. LO Veng Tong Safety Officer Tel: +853 2851 1213 [email protected]
Civil Aviation Authority of Macao Fax: +853 2833 8089 [email protected]
18 andar
Macao, China
24. Mr. CHIU K. H. Bryan Safety Officer Tel: +853 2851 1213 [email protected]
Civil Aviation Authority of Macao Fax: +853 2833 8089
18 andar
Macao, China
6. DPR KOREA (3)
25. Mr. Ri Hong Sung Chief, CNS, NAV AID Division, ATMB Tel: +850 (2) 18444 Ext.8108 [email protected]
General Administration of Civil Aviation Fax: +850 (2) 3814625
Pyongyang International Airport
Sunan District, Pyongyang City
Democratic People’s Republic of Korea
1-5

26. Mr. Kim Chang Il Chief, ATC Division, ATMB Tel: +850 (2) 18444 Ext.8108 [email protected]
27. Mr. Kim Uk Il Officer, International Organization Dept. Tel: +850 (2) 18444 Ext.8108 [email protected]
7. FIJI ISLANDS (2)
28. Mr. Isei T. TUDREU Controller Ground Safety Tel: +679 6721 555 [email protected]
Civil Aviation Authority of the Fiji Islands Fax: +679 6721 500
NAP 0354
Nadi Airport
Fiji Islands
29. Mr. Petero DELAI General Manager, Engineering and Tel: +679 672 5777 ext. 4707 [email protected]
Infrastructure Fax: +679 672 5161
Airports Fiji Limited
Private Mail Bag
Nadi Airport
Fiji Islands
8. FRANCE (1)
30. Mr. Bernard BOMO Head of Air Navigation Services Tel: +687 265 270 [email protected]
Department of Civil Aviation Fax: +687 265 206
179, Rue Roger Gervolino
BP H1, 98849 Noumea Cedex
New Caledonia
1-6

9. INDIA ( 4)
31. Mr. Praveen SETH Member (OPS) Tel: +91 (11) 2463 1969 [email protected]
Airports Authority of India Fax: +91 (11) 2462 9587
Rajiv Gandhi Bhawan
Safdarjang Airport
New Delhi – 1 10003
India
32. Mr. V. K. YADAVA Executive Director (ATM) Tel: +91 (11) 2463 1684 [email protected]; [email protected]
Rajiv Gandhi Bhawan
Safdarjang Airport
India
33. Mr. P. K. KAPOOR General Manager (COM) Tel: +91 (11) 246 20287 [email protected]
Rajiv Gandhi Bhawan
Safdarjang Airport
India
34. Mr. A. K. JAIN Joint General Manager (ATM) Tel: +91 (11) 2462 9015 [email protected]
Raiv Gandhi Bhawan
Safdarjang Airport
India
10. INDONESIA (5)
35. Mr. Bambang DP Manager Operation Support of MAATS Tel: +62 (21) 411 553053
Angkasa Pura I
Kota Baru Bandar Kemayoran
Blok B-12. Kav. No. 12
Jakarta 10610 – Indonesia
1-7

36. Mr. Risman NURYADIN Director Operations & Technique Tel: +62 (21) 654 1921 [email protected]
Angkasa Pura I Fax: +62 (21)654 1531
Kota Baru Bandar Kemayoran
Blok B-12. Kav. No. 12
Jakarta 10610 – Indonesia
37. Ms. Cindy MAYRIANTI Head of Air Law Section Tel: +62 (21) 384 9618 [email protected]
Directorate of Treaties on Political, Security Fax: +62 (21)352 4154
and Territorial Affairs
Department of Foreign Affairs
Jl Taman Pejambon 6
Jakarta 10110, Indonesia
38. Mr. Rosdi M. ABDULLAH Senior Manager Operation Technology Tel: +62 (21) 550 1521 [email protected]
Compliance Fax: +62 (21) 550 1528
Garuda Operational Center
Soekarno Hatta International Airports
Cengkareng
Jakarta, Indonesia
39. Mr. Ahmad Nurdin AULIA Head of Aeronautical Fixed Stations Tel: +62 (21) 350 5006 Ext.5152 [email protected]
Directorate General of Civil Aviation Fax: +62 (21) 348 32663 [email protected]
Medan Merdeka Barat No. 8
Karya Building 23rd Floor
Jakarta – 10110, Indonesia
11. JAPAN (4)
40. Mr. Kimiharu BANNO Director, ATS Systems Planning Division Tel: +81 (3) 5253 8739 [email protected]
ATS Department, Civil Aviation Bureau Fax: +81 (3) 5253 1663
Ministry of Land, Infrastructure,
Transport and Tourism
2-1-3 Kasumigaseki, Chiyodaku
Tokyo 100-8918
Japan
1-8

41. Mr. Hiroshi INOGUCHI Director for International Policy Tel: +81 (3) 5253 8739 [email protected]
Coordination, ATS systems Planning Div. Fax: +81 (3) 5253 1663 [email protected]
ATS Department, Civil Aviation Bureau
Tokyo 100-8918
Japan
42. Mr. Shinichi YAMADA Special Assistant to the Director Tel: +81 (3) 5253 8696 [email protected]
Aviation Safety and Security Promotion Div. Fax: +81 (3) 3580 5233
Administration Department
Civil Aviation Bureau
Tokyo 100-8918
Japan
43. Mr. Kensuke KOBAYASHI First Secretary Tel: +66 (2) 207 8500 ext. 512 [email protected]
Embassy of Japan in Thailand Fax: +66 (2) 207 8517
177 Witthayu Road, Lumphini, Pathum Wan,
Bangkok 10330
Thailand
12. LAO PDR (2)
44. Mr. Khamvanh MALA Deputy Chief of Aeronautical Division Tel: +856 (21) 512 163 [email protected]
Department of Civil Aviation Fax: +856 (21) 512 163 [email protected]
Wattay International Airport
P. O. Box 119
Vientiane
Lao People’s Democratic Republic
1-9

45. Mr. Somchit Director General Tel: +856 (21) 512 006 [email protected]
VINITKEOPHAVANH Lao Air Traffic Management Fax: +856 (21) 512 216
Wattay International Airport
P.O. Box 2985
Vientiane
Lao People’s Democratic Republic
13. MALAYSIA (3)
46. Mr. Ahmad Nizar ZOLFAKAR Director, Air Traffic Management Sector Tel: +60 (3) 8871 4227 [email protected]
Department of Civil Aviation Fax: +60 (3) 8881 0530
Level 4, Podium Block B
No. 27, Pesiaran Perdana Precinct 4
62618 Putrajaya
Malaysia
47. Mr. Zulkefli HARUN Department of Civil Aviation Tel: +60 (3)
Level 4, Podium Block B Fax: +60 (3) 8881 0530
No. 27, Pesiaran Perdana Precinct 4
62618 Putrajaya
Malaysia
48. Mr. Anuar MAT ALIM Manager, Aviation Product Marketing Tel: +60 (3) 2020 6086 [email protected]
Specialized Network Services Fax: +60 (3) 2034 1619
Telekom Malaysia Berhad
Level 6, TM Bukit Mahkamah
Jln. Raja Chulan 50200, Kuala Lumpur
Malaysia
14. MALDIVES (1)
49. Mr. Ali SHAREEF Assistant Director General Tel: +960 332 6200, 332 3084 shareef@[email protected]
Department of Meteorology Fax: +960 334 1797, 332 0021 [email protected]
National Meteorological Centre
Hulhule’ 22000
Maldives
1-10

15. MONGOLIA (3)
50. Mr. Barbold ERENDEREG Manager Aeronavigation Department Tel: +976 (11) 282 011 [email protected]
Civil Aviation Authority of Mongolia Fax: +976 (11) 379 981
Ulaanbaatar-34
Chinggis Khaan International Airport
Civil Aviation Authority Building
Mongolia
51. Mr. Enkhbayar YADAMSUREN Manager ATM Division NATS Tel: +976 (11) 282 012 [email protected]
Ulaanbaatar-34
Civil Aviation Authority Building
Mongolia
52. Mr. Erdene-Bat YONDON Manager ATM Division NATS Tel: +976 (11) 281 614 [email protected]
Ulaanbaatar-34
NATS Building
Mongolia
16. MYANMAR (2)
53. Mr. Lay Aung Air Traffic Control Officer Grad II Tel: +95 (1) 533 008 [email protected]
Department of Civil Aviation Fax: +95 (1) 533016, 533041
Yangon
Myanmar
54. Mr. Tike Aung Acting Deputy Director (ATS) Tel: +95 (1) 533 008 [email protected]
Department of Civil Aviation Fax: +95 (1) 533016, 533041
Yangon
Myanmar
1-11

17. NEPAL (5)
55. Mr. Mohan ADHIKARI General Manager Tel: +977 (1) 411 3261 [email protected]
Tribhuvan International Airport Fax: +977 (1) 411 3180 [email protected]
Civil Aviation Authority of Nepal
Gauchar
Kathmandu
Nepal
56. Mr. Sanjiv GAUTAM Director, ICAO/ASA & International Affairs Tel: +977 (1) 426 6139 [email protected]
and Air Traffic Services Fax: +977 (1) 426 2516 [email protected]
Babar Mahal
Kathmandu
Nepal
57. Mr. Binodanand CAHUDHARY Director, CNS/ATM Department Tel: +977 (1) 426 5243 [email protected]
Civil Aviation Authority of Nepal Fax: +977 (1) 426 5243, 426 2516
Babar Mahal
Kathmandu
Nepal
58. Mr. Mishri Lal MANDAL Manager ATS Tel: +977 (1) 411 3259 [email protected]
Tribhuvan International Airport Fax: +977 (1) 411 3111
Gauchar
Kathmandu
Nepal
59. Ms. Upakari DHEWAJU Manager, AIS Tel: +977 (1) 411 3178 [email protected]
Tribhuvan International Airport Fax: +977 (1) 411 3111
Gauchar
Kathmandu
Nepal
1-12

18. NEW ZEALAND (2)
60. Mr. Simon CLEGG General Manager, Government Relations, Tel: +64 (4) 560 9663 [email protected]
Planning & Strategy Fax: +64 (4) 569 2024
Civil Aviation Authority of New Zealand
P.O. Box 31441, Lower Hutt 5040
New Zealand
61. Mr. David M. ROLLO Group Manager ANS Delivery Tel: +64 (3) 358 1604 [email protected]
Airways New Zealand Fax: +64 (3) 358 2790
P.O. Box 14131
Christchurch Airport 8544
New Zealand
19. PHILIPPINES (4)
62. Engr. Renato M. SANTOS Chief, Air Navigation Service, Administrative Tel: +63 (2) 879 9170 [email protected]
Staff Fax: +63 (2) 879 9165
Civil Aviation Authority of the Philippines
4th Floor, Air Navigation Service, ATO Bldg
Mia Road, Pasay city 1300
Philippines
63. Engr. Andrew B. BASALLOTE Air Navigation Services Supervisor Tel: +63 (2) 879 9257, 879 9222 [email protected]
Civil Aviation Authority of the Philippines Fax: +63 (2) 879 9190, 879 9244 [email protected]
Old MIA Road Corner Ninoy Aquino Avenue
Pasay City, Metro Manila 1300
Philippines
64. Mr. Salvador G. RAFAEL Air Traffic Services Supervisor Tel: +63 (2) 879 9160 [email protected]
Civil Aviation Authority of the Philippines Fax: +63 (2) 879 9160
Philippines
1-13

65. Ms. Diana Ines C. BRINAS Air Traffic Services Supervisor Tel: +63 (2) 879 9260 [email protected]
Civil Aviation Authority of the Philippines Fax: +63 (2) 879 9260
Philippines
20. REPUBLIC OF KOREA (5)
66. Mr. Seung-yeon CHOI Deputy Director Tel: +82 (2) 2669 6421 [email protected]
Air Traffic Management Division Fax: +82 (2) 6342 7289
Civil Aviation Safety Authority
274 Gwahae-dong, Gangseo-gu
Seoul
Republic of Korea
67. Mr. Huho HA Assistant Director & ANS Inspector Tel: +82 (2) 2669 6456 [email protected]
ANS Standards and Safety Division Fax: +82 (2) 2669 6498 [email protected]
Civil Aviation Safety Authority
Seoul
Republic of Korea
68. Mr. Jaeyoung KIM General Manager, Radar Team Tel: +82 (32) 741 5429 [email protected]
Incheon International Airport Corporation Fax: +82 (32) 741 2700
2850 Unseo-dong, Jung-gu
Incheon 400-700
Republic of Korea
69. Mr. Man Woo LEE Technical Manager Tel: +82 (2) 2660 2866 [email protected]
Korea Airports Corporation Fax: +82 (2) 2660 2320
Seoul
Republic of Korea
1-14

70. Mr. Kyeong Ho SON Deputy Director of Search and Rescue Div Tel: +82 (32) 835 2294 [email protected]
Korea Coast Guard Fax: +82 (32) 835 3505
406-741, 3-8 Songdo-dong
Yeonsu-gu, Incheon
Republic of Korea
21. SINGAPORE (8)
71. Mr. LIM Kim Choon Director-General & Chief Executive Officer Tel: +65 6541 2010 [email protected]
Civil Aviation Authority of Singapore Fax: +65 6542 1231
Singapore Changi Airport
P. O. Box 1
Singapore 918141
72. Mr. WONG Woon Liong Chairman of APANPIRG Tel: +65 6541 2002 [email protected]
Senior Director (Changi Airport Advisory Fax: +65 6543 2433
Group)
P. O. Box 1
Singapore 918141
73. Mr. KUAH Kong Beng Chief Air Traffic Control Officer Tel: +65 6541 2405 [email protected]
P. O. Box 1
Singapore 918141
74. Mr. Edmund HENG Air Traffic Control Manager Tel: +65 6541 2457 [email protected]
(Air Traffic Management) Fax: +65 6545 6516
Civil Aviation Authority of Singapore
P. O. Box 1
Singapore 918141
1-15

75. Mr. YEO Cheng Nam Head (Aeronautical Telecommunications) Tel: +65 6541 2442 [email protected]
P. O. Box 1
Singapore 918141
76. Mr. Tiang Guan TAY Senior Director (Regulatory & International Tel: +65 6541 2562 [email protected]
Group) Fax: +65 6542 1231
Civil Aviation Authority of Singapore
P. O. Box 1
Singapore 918141
77. Mr. Harrison LIM Air Traffic Control Officer Tel: +65 6541 2868 [email protected]
P. O. Box 1
Singapore 918141
78. Mr. Yong Meng Victor TAN Deputy Chief, Singapore Air Traffic Centre Tel: +65 6541 2947 [email protected]
60 Biggin Hill Road
Singapore 509950
22. SRI LANKA (4)
79. Mr. Atula Jayawickrama Deputy Director/Aerodrome & Navigation Tel: +94 (11) 243 6324 [email protected] ; [email protected]
Services Fax: +94 (11) 244 0231
Civil Aviation Authority of Sri Lanka
No. 64, Galle Road, Colombo 03
Sri Lanka
80. Mr. Dyan S. Subasinghe Deputy Head of Air Navigation Services Tel: +94 (11) 225 2062 [email protected]; [email protected]
Airport & Aviation Services (SL) Ltd. Fax: +94 (11) 225 20622
Bandaranaike International Airport
Katunayake
Sri Lanka
1-16

81. Mr. Ranjith P. Perera Senior Air Traffic Controller Tel: +94 (11) 263 5105 [email protected]
Area Control Centre Fax: +94 (11) 263 5105
Airport and Aviation Services (SL) Ltd.
Colombo Airport
Ratmalana
Sri Lanka
82. Mr. Champaka N. Biyanwilage Deputy Head of Electronics & Air Navigation Tel: +94 (11) 226 3660 [email protected]
Engineering Fax: +94 (11) 226 3662
Airport & Aviation Services (SL) Ltd.
Bandaranaike International Airport
Katunayake
Sri Lanka
23. THAILAND (13)
83. Dr. Jaroon MEESOMBOON Director of Airport Standards and Air Tel: +66 (2) 286 1013 [email protected]
Navigation Facilitating Division Fax: +66 (2) 286 1013
Department of Civil Aviation
71 Soi Ngarmduplee, Rama IV Road
Bangkok 10120, Thailand
84. Mr. Surasit JITOURTRAKUL Chief of Air Navigation Facilities Group Tel: +66 (2) 286 1013 [email protected]
Department of Civil Aviation Fax: +66 (2) 286 1013
71 Soi Ngarmduplee, Rama IV Road
Bangkok 10120, Thailand
85. Ms. Yaovapa Director, Aeronautical Weather Forecast Tel: +66 (2) 134 0011 / 14 [email protected]
TANADCHANGSAENG Division Fax: +66 (2) 134 0010
Thai Meteorological Department
6th Floor ATC Complex
Suvarnabhumi Airport
Rachatheva, Bang Phli
Samut Prakarn 10540, Thailand
1-17

86. Mr. Somchai Senior Meteorologist Tel: +66 (2) 134 0007 [email protected]
YIMSRICHAROENKIT Thai Meteorological Department Fax: +66 (2) 134 0010
87. Ms. Tipsudawan RUENCHINDA Meteorologist Tel: +66 (2) 134 0006 /7 [email protected]
Thai Meteorological Department Fax: +66 (2) 134 0009 / 10
88. Ms. Paweena PANIKODOM Meteorologist Tel: +66 (2) 134 0006 / 7 [email protected]
Thai Meteorological Department Fax: +66 (2) 134 0009 / 10
89. Mr. Putchapan SIRISAP Meteorologist Tel: +66 (2) 134 0007 [email protected]
Thai Meteorological Department Fax: +66 (2) 134 0009 [email protected]
90. Mr. Suttipong KONGPOOL Vice President, Air Traffic Services Planning
and Standards Bureau
102 Ngamduplee, Tungmahamek
Sathon, Bangkok 10120
Thailand
1-18

91. Mr. Sukluer CHIAWARCHEEP Vice President, Corporate Policy and Tel: +66 (2) 285 9906
Planning Bureau Fax: +66 (2) 285 9586
Thailand
92. Mr. Nuttawat SUPANUNDHA Vice President, Air Traffic Services Tel: +66 (2) 287 8707
Engineering and Development Bureau Fax: +66 (2) 287 8166
Thailand
93. Ms. Pornnabpan CHOOTAI Director, International Affairs Department Tel: +66 (2) 285 9650
Aeronautical Radio of Thailand Ltd. Fax: +66 (2) 287 8646
Thailand
94. Mr. Chainan CHAISOMPONG Executive Officer, Systems Engineering Tel: +66 (2) 287 8391
Aeronautical Radio of Thailand Ltd. Fax: +66 (2) 285 8180
102 Ngamduplee
Tungmahamek, Sathon
Bangkok 10120
Thailand
95. Mr. Chakkrit Keonsa Aircraft Engineer, Quality Assurance Group Tel: +66 (2) 137 5112 [email protected]
Technical Department Fax: +66 (2) 137 6910
Thai Airways International PCL.
Bangphli District
Samutprakarn 10540
Thailand
1-19

24. UNITED STATES OF AMERICA (4)
96. Mr. Chirs Metts Director, Asia Pacific Region Tel: +65 6543 1466 [email protected]
Office of International Aviation
Federal Aviation Administration
American Embassy Singapore
27 Napier Road
Singapore 258508
97. Mr. Daniel HANLON Federal Aviation Administration Tel: +65 6543 1466 [email protected]
Air Traffic Organization Representative
Asia Pacific
American Embassy Singapore
27 Napier Road
Singapore 258508
98. Mr. David S. BURKHOLDER Manager – Asia Pacific Region Tel: +1 (202) 385 8968 [email protected]
Air Traffic Organization (ATO) International Fax: +1 (202) 439 267 5198
U.S. Federal Aviation Administration
800 Independence Avenue, S.W.
Washington, D.C. 20591
United States of America
99. Mr. David MAYNARD ATO Safety and Operations Support Office Tel: +1 (202) 267 3448 [email protected]
Manager, Oceanic and Offshore Operations
U.S. Federal Aviation Administration
800 Independence Avenue, S.W.
Washington, D.C. 20591
United States of America
25. VIET NAM (3)
100. Mr. Nguyen The Hung Deputy Director, Air Navigation Department Tel: +84 (4) 8723 600 [email protected]
Civil Aviation Administration of Viet Nam Fax: +84 (4) 8724 194 [email protected]
119 Nguyen Son Street
Long Bien District, Ha Noi
The Socialist Republic of Viet Nam
1-20

101. Mr. Doan Tri Dzung Director, CNS Division Tel: +84 913 205030 [email protected]
Vietnam Air Navigation Services Corporation
Civil Aviation Administration of Viet Nam
102. Mr. LE Quoc Khanh Deputy Director, ATS-AIS Division Tel: +84 (4) 872 5281 [email protected]
VANSCORP Fax: +84 (4) 872 5271
Civil Aviation Administration of Viet Nam
INTERNATIONAL ORGANIZATION
1. CANSO
103. Mr. Hai Eng CHIANG Director Asia Pacific Affairs Tel: +65 6541 2006 [email protected]
CANSO Fax: +65 6543 4995
Singapore Aviation Academy
1 Aviation Drive
S 499867
Singapore
2. IATA (5)
104. Mr. Robert EAGLES Director Safety, Operations & Infrastructure – Tel: +65 6499 2250 [email protected]
Asia/Pacific Fax: +65 6233 9286
International Air Transport Association
111 Somerset Road,
#14-05 Somerset Wing
Singapore Power Building
Singapore 238164
1-21

105. Mr. SOON Boon Hai Assistant Director Safety, Operations & Tel: +65 6499 2251 [email protected]
Infrastructure – Asia/Pacific Fax: +65 6233 9286
International Air Transport Association
111 Somerset Road,
#14-05 Somerset Wing
Singapore Power Building
Singapore 238164
106. Mr. Owen DELL Manager, International Operations Tel: +852 2747 8829 [email protected]
Cathay Pacific Airways Fax: +852 2141 8829
9/F, Central Tower, Cathay Pacific City
8 Scenic Road, Hong Kong Intl. Airport
Lantou Island, Hong Kong
107. Capt. Aric OH Deputy Chief Pilot (Technical) Tel: +65 6540 3694 [email protected]
Flight Operations Technical (SIN-STC 02-A) Fax: +65 6543 4053
SIA Training Centre 04-C
Singapore Airlines
720 Upper Changi Road East
Singapore 486852
108. Mr. Yu MIYATA Route Planning, Flight Operations Tel: +81 (3) 5756 3134 [email protected]
Japan Airlines International Co., Ltd. Fax: +81 (3) 5756 3527
Terminal 1
3-2, Haneda Airport 3 –chome
Ota-ku, Tokyo 144-0041
Japan
3. IBAC (2)
109. Mr. Peter R. INGLETON IBAC Director, ICAO Liaison [email protected]
International Business Aviation Council Ltd.
999 University Street, Suite 16.33
Montreal, Quebec
Canada, H3C 5J9
1-22

110. Mr. Patrick C. DUNN Vice President of Aviation Tel: +60 (12) 206 5010 [email protected]
IBAC, Orient Wonder International Ltd. Fax: +60 (3) 7843 02567
SAAS International Airport
Selangor Darul Eshan 47200
Malaysia
4. IFALPA (2)
111. Capt. Babar Zaheer AHMED Regional Vice President, Asia/West Tel: +92 (21) 582 4037, 9251128 [email protected]
International Federation of Air Line Fax: +92 (21) 586 2312 [email protected]
Pilots' Associations
ST-31, Block 5, Kehkashan
Clifton, Karachi
Pakistan
112. Capt. Korn MANSUMITCHAI Regional Vice President, Asia East Tel: +66 (2) 545 4046 [email protected]
International Federation of Air Line Fax: +66 (2) 513 0030
Pilots' Associations
484 Rachanivet Soi 12, Samsennok
Huaykwang, Bangkok
Thailand
5. IFATCA (1)
113. Mr. John WAGSTAFF Executive Vice President Asia Pacific Tel: +852 2910 6453 [email protected]; [email protected]
International Federation of Air Traffic Fax: +852 2910 0160
Controllers' Associations
61 Moorsom Roadl
Hong Kong, China
COSCAP-SEA (1)
114. Captain Len CORMIER Chief Technical Advisor Tel: +66 (2) 287 0803 [email protected]
Flight Operations Expert Fax: +66 (2) 2 287 0805
COSCAP-SEA
Bangkok, Thailand
1-23
ICAO Headquarters
115. Mr. H. SUDARSHAN Regional Programme Officer Tel: +1 (514) 954 8219 [email protected]
International Civil Aviation Organization Fax: +1 (514) 954 6077
999 University Street
Montreal, Quebec
Canada H3C 5H7
ICAO Regional Office (9)
116. Mr. Mokhtar A. AWAN Regional Director Tel: +66 (2) 537 8189 [email protected]
International Civil Aviation Organization Fax: +66 (2) 537 8199
252/1 Vibhavadi Rangsit Road
Ladyao, Chatuchak
Bangkok 10900
117. Mr. Rod GRAFF Deputy Regional Director Tel: +66 (2) 537 8189 [email protected]
International Civil Aviation Organization Fax: +66 (2) 537 8199 [email protected]
Ladyao, Chatuchak
Bangkok 10900
118. Mr. A. H. TIEDE Regional Officer, Air Traffic Management Tel: +66 (2) 537 8189 [email protected]
Ladyao, Chatuchak
Bangkok 10900
119. Mr. Li Peng Regional Officer, Communications, Tel: +66 (2) 537 8189 [email protected]
Navigation and Surveillance Fax: +66 (2) 537 8199 [email protected]
Ladyao, Chatuchak
Bangkok 10900
1-24

120. Mr. N. C. SEKHAR Regional Officer, Aerodrome and Ground Aids Tel: +66 (2) 537 8189 [email protected]
Ladyao, Chatuchak
Bangkok 10900
121. Mr. F. A. SHAH Regional Officer, Flight Safety Tel: +66 (2) 537 8189 [email protected]
Ladyao, Chatuchak
Bangkok 10900
122. Mr. S. K. SARASWATI Regional Officer, Communications, Tel: +66 (2) 537 8189 [email protected]
Navigation and Surveillance Fax: +66 (2) 537 8199 [email protected]
Ladyao, Chatuchak
Bangkok 10900
123. Mr. Kyotaro HARANO Regional Officer, Air Traffic Management Tel: +66 (2) 537 8189 [email protected]
Ladyao, Chatuchak
Bangkok 10900
124. Mr. C. KEOHAN Regional Officer, Aeronautical Meteorology Tel: +66 (2) 537 8189 [email protected]
Ladyao, Chatuchak
Bangkok 10900
1-25
List of Information and Worksing Papers
LIST OF INFORMATION AND WORKING PAPERS
Paper Agenda
Title Presented by
No. Item
Information Papers
IP/1 - Meeting Bulletin Secretariat
IP/2 3.1 Flexible Pavement Design- Revised alpha factor values for Secretariat
the computation of Aircraft Classification Number
IP/3 3.2 Report on Progress toward Data link harmonization Secretariat
IP/4 2 Partnership for increasing efficiency and reducing greenhouse Australia,

gas emissions in aviation. New Zealand
and USA
IP/5 3.4 Satellite Data Communications Performance IATA
IP/6 3.2 Review of the ASIA AND PACIFIC ATS Route Catalogue Secretariat
IP/7 3.6 Updates on Air Navigation activities in Vietnam Viet Nam
IP/8 3.2 Aeronautical Information Services of the Republic of Korea Republic of

Certified by ISO 9001:2000 / KSA 9001:2001 Korea
IP/9 3.6 CNS/ATM Implementation Program in the Philippines Philippines
IP/10 3.5 Review of ATS Coordination Activities Secretariat
IP/11 3.2 ATM/AIS/SAR related activities of the Regional Office. Secretariat
IP/12 3.3 Progress in establishing the Singapore Safety Monitoring Singapore

Agency
IP/13 3.2 Status of AIS/AIM Automation in India India
IP/14 3.6 Introduction of Olympic Games and Paralympics games China
IP/15 3.2 Availability of New ATS Routes to Operators in Kabul FIR Pakistan
through Karachi FIR.
IP/16 3.4 ATN/AMHS transition Plan of India. India
IP/17 3.4 US Space- based positioning, navigation and timing (PNT) USA
Policy
2-1
Paper Agenda
Title Presented by
No. Item
IP/18 2 US. Next generation Air Transportation system (NextGen) USA
IP/19 3.2 Update of the Bobcat system Thailand
IP/20 3.2 Commitments to the Work of ICAO Japan
IP/21 3.2 & 3.4 An Update on CNS/ATM System Implementation in India India
IP/22 3.4 An Update on PBN Implementation in India India
IP/23 3.2 ADS/CPDLC Trial operation in Ujung Pandang FIR. Indonesia
2-2
Paper Agenda
Title Presented by
No. Item
Working Papers
WP/1 - Provisional Agenda Secretariat
WP/2 1.1 Review of the actions of the Air Navigation Commission on Secretariat
the report of the eighteenth meeting of Asia/PAC Air
Navigation Planning and Implementation regional Group
(APANPIRG/18)
WP/3 1.2 Review of the Status of Implementation of APANPIRG/18 Secretariat

Conclusions and Decisions
WP/4 1.3 Review of the Status of Implementation of APANPIRG Secretariat

Outstanding Conclusions and Decisions
WP/5 2.1, 2.2 Overview of Global Air Navigation Plan (GANP) and Secretariat
Global Aviation Safety Plan (GASP).
WP/6 2 Implementation of a global ATM System- ICAO Technical Secretariat

Cooperation Project.
WP/7 2 Global Transition from AIS to AIM. Secretariat
WP/8 3.1 Report on the implementation of Aerodrome Certification Secretariat

Requirements in Annex 14, Volume I.
WP/9 3.1 Report on Bird Hazard Control and Management Secretariat
WP/10 3.1 Aerodrome emergency Planning- Overview in the Region Secretariat
WP/11 3.2 Implementation of New ICAO Flight Plan Secretariat
WP/12 3.2 AIS Update from the AIS-AIM implementation Task Force Secretariat
and the 18th meeting of the ATM/AIS/SAR Sub-Group.
WP/13 3.2 Report of the 18th Meeting of the APANPIRG Chairman

ATM/AIS/SAR/ sub Group 18
WP/14 3.2 Proposal for the Establishment of an Air Traffic Flow ROK
Management Task Force in North Asia.
WP/15 3.6 ATM User Expectations for Implementation of ICAO IATA

Performance Objectives 2008-2015
WP/16 3.2 Regional Contingency Plan for Asia Pacific to assist States to Singapore
meet USOAP requirements.
WP/17 3.4 PBN Implementation Secretariat
2-3
Paper Agenda
Title Presented by
No. Item
WP/18 3.3 Report on the Activities of RASMAG Secretariat
WP/19 3.3 Asia/ Pacific RVSM Safety Assessments Secretariat
WP/20 3.4 Report on the Twelth Meeting of CNS/MET Sub-Group. Chairman
WP/21 3.4 Evolving satellite communication service provision and Secretariat

performance.
WP/22 3.4 Web-based Routine/Special Air Reports Notification Republic of

Korea
WP/23 3.6 Proposal for revising current SAR LOAs Vietnam
WP/24 3.6 Managing the Environmental issues of Air Transportation IATA
WP/25 4 Deficiencies in the Air Navigation Field Secretariat
WP/26 3 Regional and national Approach to Implementation of a Secretariat

Global ATM System
WP/27 5 Future work program- APANPIRG Work Programme 2009+ Secretariat
WP/28 6 Increasing the effectiveness of Planning and Implementation Secretariat

Regional Groups (PIRGs)
WP/29 6 State of the Industry IATA
WP/30 3.2 Preventive measures against runway incursions and Japan’s Japan
offer to host a regional runway safety seminar/workshop
WP/31 3.2 Oceanic air traffic management (ATM) enhancement and Japan
environmental benefits
WP/32 3.3 China RMA’s formal Application for the endorsement of China
APANPIRG RMA for the Chinese sovereign airspace.
WP/33 3.2 ATS route modification proposal Mongolia
WP/34 5 Reporting of Environmental initiatives USA
WP/35 5 Report of Coordination Meeting between Chairmen of Sub- Chairmen of

groups the ATM/
AIS/SAR SG,
CNS/MET
SG and
RASMAG
2-4
Conclusion/
Decision
No.
Title of Conclusion/ To be Target
--- Text of Conclusion/Decision Follow-up Action Deliverable
Decision initiated by date
Strategic
Objective*
C 19/1 Regional That, a regional performance framework be adopted Develop ICAO Regional Jun 2009
Performance on the basis of ICAO guidance material and aligned performance APAC Performance
D Framework with the Global Air Navigation Plan and the Global framework Office objectives;
ATM Operational Concept. The performance
framework should include identification of regional Sub Groups Performance
performance objectives taking into consideration user Framework Forms
expectations (to be mapped against current work) and APANPIRG
completion of regional performance framework forms
based on the sample shown in Appendix A to the
Report on Agenda Item 3.
C 19/2 National That, States be invited to adopt a national performance Notify States ICAO State Letter Feb 2009
Performance framework on the basis of ICAO guidance material APAC
D Framework and aligned with the regional performance objectives, Office
the regional air navigation plan and the Global ATM
Operational Concept. The performance framework
should include identification of national performance
objectives taking into consideration user expectations
(to be mapped against current work) and completion
of national performance framework forms based on
the sample shown in Appendix A to the Report on
Agenda Item 3.
3-1
Conclusion/
Decision
No.
Strategic
Objective*
C 19/3 Assistance in South That, in recognizing the importance on the Assist in ICAO appropriate 2009/2010
West Pacific Small implementation of Annex 14, Volume I provisions establishment of HQ/ICAO assistance Project
AD Island States and related to aerodrome certification and SMS in the TC Project APAC
Mongolia, Myanmar South West Pacific Small Island States and Mongolia, Office
and Timor Leste in Myanmar and Timor-Leste, ICAO considers providing
implementing the assistance to these States in order to build their
requirements of capacity to provide the required services in a
aerodrome sustainable and cost efficient manner.
certification and
SMS [Note: An appropriate form of providing assistance
could include establishment of an ICAO technical
cooperation project with funding sought from donor
agencies.]
D 19/4 Dissolution of the That, recognizing the performance based planning Completed
Regional process utilizing “Performance Framework Forms
AD Performance (PFF)” promulgated by ICAO during 2008 had
Framework Task overtaken the Terms of Reference of the Regional
Force (RPF/TF) Performance Framework Task Force (RPF/TF), the
RPF/TF be dissolved.
.
3-2
Conclusion/
Decision
No.
Strategic
Objective*
D 19/5 Dissolution of the That, following the widespread and safe Notify States ICAO State Letter Mar 2009
RVSM/TF implementation of RVSM throughout the Asia/Pacific APAC
AD Regions over a 10 year period, the Asia/Pacific RVSM Office
Implementation Task Force (RVSM/TF) be dissolved,
with effect from the close of the RVSM/TF/34
meeting (one year review of China RVSM) in late
2008, and any residual work items be allocated to the
ATM/AIS/SAR Sub-Group.
Note: In dissolving the RVSM/TF, APANPIRG places

on the record its highest commendation and
appreciation to all parties associated with the
RVSM/TF for the continuous implementation of RVSM
and the very positive and quantifiable beneficial
effects on safety, efficiency and the environment that
have resulted directly from the work of the RVSM/TF.
3-3
Conclusion/
Decision
No.
Strategic
Objective*
D 19/6 Establishment of an That, an Asia/Pacific ICAO Flight Plan & ATS Establish Task ICAO Schedule first Second
ICAO Flight Plan & Message Implementation Task Force (FPL&AM/TF), Force APAC meeting quarter
A, D, E ATS Message with terms of reference as outlined in Appendix C to Office 2009
Implementation the APANPIRG/19 Report on Agenda Item 3.2, be
Task Force established to develop a regional transition strategy
and procedures to ensure the streamlined
implementation of the amended ICAO flight planning
and associated ATS Message provisions.
C19/7 RNP 4 capability for That, recognizing the significant benefits expected Notify States and ICAO State Letter Dec 2008
operators from the implementation of 30 NM longitudinal air space users APAC
AD separation based on RNP 4, operators of Pacific fleets Office
be urged to equip with RNP 4 avionics for oceanic
airspace operations and obtain approval from the
States of Registry/Operators as early as possible, but
no later than 2012.
3-4
Conclusion/
Decision
No.
Strategic
Objective*
C 19/8 Conduct Regional That, noting the critical nature and persistent Conduct ICAO Seminar/Workshop 2009
Runway Safety occurrence of runway incursions, the ICAO Seminar/Workshop APAC
AD Seminar/ Workshop Asia/Pacific Regional Office, with assistance from Office,
States experienced in runway safety management and COSCAPs
in conjunction with the COSCAPS of South Asia,
South East Asia and North Asia, conduct a 3-day
runway safety seminar/workshop during 2009.
C 19/9 Support for Ad-Hoc That, recognizing the many benefits to be gained from Participation in the ICAO Draft GOLD Mar 2009
GOLD Working the global application of harmonized FANS data link working group APAC
ADE Group operational procedures, APANPIRG supports the Office
work being undertaken under the auspices of the Ad-
Hoc GOLD Working Group to produce a FANS
Global Operational Data Link document (GOLD) and
invites the Asia/Pacific Regional Office to act as the
regional focal point for the Ad-Hoc GOLD Working
Group.
3-5
Conclusion/
Decision
No.
Strategic
Objective*
C 19/10 Future date-time Recognizing that the concerns raised in APANPIRG Notify States ICAO State Letter Dec 2008
for NOTAMC and Conclusion 18/14 relating to use of future date-time in APAC
AD NOTAMR NOTAMC and NOTAMR have been included in the Office
Air Navigation Commission work programme for
formal resolution by 2010, States be encouraged to use
relevant guidance material in the Aeronautical
Information Services Manual (Doc 8126) and the
Asia/Pacific Operating Procedures for AIS Dynamic
Data (OPADD) in the application of Annex 15
SARPs.
C 19/11 Update SAR Matrix That, the updated format for the SAR Capability Publish on website ICAO Published on Oct 2009
including guidance Matrix Table and explanatory text shown in Appendix APAC website
A D material K to the APANPIRG/19 Report on Agenda Item 3.2 Office
be adopted and the explanatory text be included as a
perpetual attachment to the SAR Capability Matrix, to
serve as guidance to States when filling in the Matrix.
3-6
Conclusion/
Decision
No.
Strategic
Objective*
C19/12 Accelerated Data That, to enable the early realization of the full benefit Notify Philippines ICAO State letter Dec 2008
Link of data link operation and the implementation of APAC
AD Implementation in reduced lateral and longitudinal separations Office
the Manila Flight throughout the South China Sea airspace, the
Information Region Philippines be invited to expedite implementation of
(FIR) ADS-C and CPDLC data link services in the Manila
FIR.
D 19/13 ATM/AIS/SAR That, the ATM/AIS/SAR Sub-Group Task List and Notify ICAO ATM/AIS/SAR Jun 2009
Task List attachments contained in Appendix A to the ATM/AIS/SAR/SG APAC SG informed.
AD ATM/AIS/SAR/SG/18 Report on Agenda Item 9 be Office Paper prepared
adopted as the current work programme for the
ATM/AIS/SAR Sub-Group of APANPIRG.
C 19/14 Approval of China That, having met all requirements established by the Update RASMAG ICAO List updated Oct 2008
RMA as Asia Pacific Regional Airspace Safety Monitoring Advisory Group List of Competent APAC
AD RMA (RASMAG), the China RMA be approved as an Agencies Office
APANPIRG Asia/Pacific RVSM Regional Monitoring
Agency with responsibility for all sovereign RVSM Notify States ICAO State Letter Dec 2008
airspaces in China. APAC
Office
3-7
Conclusion/
Decision
No.
Strategic
Objective*
C 19/15 Enhanced That, noting the Annex 6 provisions for the global Notify States ICAO State Letter Mar 2009
communications long term monitoring of airframes used in RVSM APAC
AD between States and operations and the critical role of Asia/Pacific RVSM Office
RVSM RMAs Regional Monitoring Agencies (RMAs) in monitoring
the safety of RVSM operations, the Regional Office
draw the attention of States to the Long Term Height
Monitoring Actions promulgated by RASMAG. In
particular, States are encouraged to immediately
strengthen relationships with their respective RMAs to
ensure that information in relation to RVSM approval
status is continuously available to RMAs.
D 19/16 Revision to the That, the Revised Subject/Tasks List of the ATNICG Notify ATNICG ICAO ATNICG May 2009
Subject/Tasks List provided in Appendix A to the Report on Agenda APAC informed. Paper
D of ATNICG Item 3.4 be adopted. Office prepared.
C 19/17 Asia/Pacific That, the updated “Asia/Pacific Aeronautical Publish on website ICAO Published on Oct 2008
Aeronautical Telecommunication Network System Integrity APAC website. States
D Telecommunication Policy” provided in Appendix B to the Report on Office notified
Network System Agenda Item 3.4 be adopted as “Asia/Pacific
Security Policy Aeronautical Telecommunication Network System
Security Policy”.
3-8
Conclusion/
Decision
No.
Strategic
Objective*
C 19/18 ATS Message That, to facilitate implementation and management of Coordinate with ICAO HQ MOU signed and May 2009
Management Center ATN in Asia/Pacific Region, ICAO be urged to parties concerned. AMC software
A D (AMC) Software facilitate transfer of Eurocontrol AMC Software to transferred.
Aerothai and to allow Aerothai to modify the Software
to suit the requirements of Asia/Pacific Region. Prepare Issue Form ICAO Sent to HQ Dec 2008
APAC
Office
C 19/19 Implementation of That, States be urged to expedite implementation of Notify States ICAO State Letter Dec.2008
AIDC in Asia and AIDC between neighboring ATS facilities in APAC
AD Pacific Regions accordance with the Regional Air Navigation Plan Office
and the Asia/Pacific AIDC ICD.
C 19/20 Adoption of ATN That, considering the inclusion of ATN over IPS Notify States ICAO State Letter Dec.2008
over IPS in addition SARPs in ICAO Annex 10, Volume 3 and to support hosting BBIS. APAC
D to ATN over OSI global harmonization of ATN implementations, States Office
hosting BBIS be urged to implement ATN over IPS in
addition to ATN over OSI and complete this
implementation of Dual Stack ATN (ATN/OSI and
ATN/IPS) by 2011.
C 19/21 Amendment to That, the revised Asia/Pacific AMHS MTA Routing Publish on website ICAO Published on Mar. 2009
Asia/Pacific Policy placed at Appendix C to the Report on Agenda APAC website
D Regional AMHS Item 3.4 be adopted. Office
MTA Routing
Policy
3-9
Conclusion/
Decision
No.
Strategic
Objective*
C 19/22 Amendment to That, FASID Tables CNS – 1B ATN Router Plan and Prepare amendment ICAO Amendment Mar 2009
FASID Tables CNS Table CNS – 1C AMHS Routing Plan, be amended by proposal APAC proposal to HQ
– 1B and CNS – 1C replacing them with the Tables provided in Office
D Appendices D and E to the Report on Agenda Item
3.4 in accordance with the established procedure.
C 19/23 Amendment to That, Annex E and Annex F provided in Appendix F Publish on website ICAO Published on Nov. 2008
Asia/Pacific AMHS to the Report on Agenda Item 3.4 be adopted as APAC website and States
D Manual. Annexes to the Guidance Document for AMHS Office notified
Conformance Testing (AMHS Manual).
C 19/24 Satellite That,

Communications a) States and International Organizations be requested a) Notify States and ICAO State Letter Feb 2009
Service to liaise with satellite service providers to establish a Intl’ Organizations APAC
ADE Performance mechanism to maintain and modernize the satellite Office
communication infrastructure; and
b) ICAO be invited to organize a meeting by the end b）To organize a ICAO Meeting conducted Dec 2008
2008 for stakeholders to review the performance and APAC
meeting
provision of satellite data link communications in the Office
Asia/Pacific Region and find a solution.
3 - 10
Conclusion/
Decision
No.
Strategic
Objective*
C 19/25 ASIA/PAC PBN That, the Asia/Pacific PBN Implementation Plan as Notify States ICAO State letter. Nov. 2008
Implementation provided in Appendix G to the Report on Agenda Item Publish on website APAC Published on
D Plan 3.4 be adopted and published as the interim Edition Office website and States
based on which, States be urged to developed their notified
national PBN implementation plan and provide
feedback to the ICAO Regional Office.
C 19/26 Investigation DME That, in the interest of efficiency, States with DME Notify States with ICAO State Letter Feb 2009
based RNAV coverage extending beyond their FIRs be requested to extended DME APAC
AD consider allowing neighboring States to develop PBN coverage Office
procedures utilizing these DMEs.
C 19/27 Flight Procedure That, ICAO continues to develop the concept of a Prepare Issue Form ICAO Issue form sent to Dec 2008
Design Office Flight Procedure Design Office taking into account APAC HQ
D proposals submitted by the States with emphasis on the Office
role, responsibility and financial mechanisms.
3 - 11
Conclusion/
Decision
No.
Strategic
Objective*
C 19/28 Continuous Descent That, in order to reduce the likelihood of CFIT

Final Approach accidents, States be urged to
AD (CDFA) and Baro-
VNAV a) review non-precision approach procedures with Notify States ICAO State Letter Oct 2008
LNAV lines of minima to include CDFA profile; and APAC
Office
b) include the Baro-VNAV design in the current and
new RNP APCH approaches and consequent
LNAV/VNAV approach minima.
C 19/29 Separation That, ICAO be invited to expedite development and Prepare Issue Form ICAO Issue Form sent to Dec 2008
Standards for PBN publication of separation standards for use in APAC HQ
D implementation of the PBN RNAV 5, RNAV 2, Office
RNAV 1 and Basic-RNP 1 navigation specifications.
D 19/30 Revision to the That, the Revised Terms of Reference of the PBN Task Notify PBN Task ICAO Paper prepared Mar 2009
Terms of Reference Force provided in Appendix I to the Report on Force APAC
D of the PBN Task Agenda Item 3.4 be adopted. Office
Force
C 19/31 Revision of the That, the revised Strategy for the provision of Publish on website ICAO Published on Feb 2009
Strategy for the navigation services provided in Appendix J to the APAC Website and States
D Provision of Report on Agenda Item 3.4 be adopted and provided to Office notified
Navigation Services States
in the Asia/Pacific
Region
3 - 12
Conclusion/
Decision
No.
Strategic
Objective*
C 19/32 Testing of That, ICAO be invited to organize a seminar on Organize a Seminar ICAO Seminar Sep 2009
Navigation and ‘Testing of Navigation and Surveillance facilities’ in APAC
D Surveillance 2009 to address issues related to ground and flight Office
facilities Seminar inspection/validation.
D 19/33 Subject/Tasks List That, the Subject/Tasks List for ADS-B Study and Notify ADS-B ICAO ADS-B S & I TF Apr 2009
of ADS-B Study and Implementation Task Force provided in Appendix L to Study and APAC informed and paper
D Implementation the Report on Agenda Item 3.4 be adopted. Implementation Office prepared.
Task Force Task Force
C 19/34 Guidance Materials That, the following Guidance Materials on Publish on website ICAO Published on Jan 2009
on Implementation implementation of ADS-B Out Services be adopted for and inform States APAC website and States
D of ADS-B use by States in the Asia and Pacific Regions: Office notified
- Reporting Probability of ADS-B update as shown in

Appendix M;
- Reporting ADS-B Avionics fitment as shown in

Appendix N;
- the performance criteria for multi-sensor fusion as

shown in the Appendix O.
3 - 13
Conclusion/
Decision
No.
Strategic
Objective*
C 19/35 Guidelines for the That, States be advised to use the following guidelines Notify States ICAO State Letter Feb 2009
development of ADS- for the development of ADS-B implementation plan. APAC
D B Implementation Office
a) minimize capital and operating costs of ADS-B
data facilities;
b) give priority to provide coverage over major

traffic flows;
c) provide ADS-B coverage in areas within 150

NM from FIR boundaries;
d) suitable sites with power, shelter, access routes

and data communication links shall be preferred; and
e) overlapping of ADS-B coverage is preferred.
C 19/36 Sample Agreement That, the sample Agreement for ADS-B Data Sharing Notify States ICAO State Letter Feb 2009
for ADS-B Data and the cost apportionment framework provided in the APAC
D Sharing Appendices P and Q respectively to the Report on Office
Agenda Item 3.4 be adopted as the regional guidance
material.
3 - 14
Conclusion/
Decision
No.
Strategic
Objective*
C 19/37 Revised Mandate States intending to implement ADS-B based Notify States ICAO State Letter Nov 2008
Regional ADS-B surveillance service, be urged to APAC
D Out Implementation Office
a) determine ADS-B OUT equipage mandates based
upon the ability to provide ADS-B OUT separation
services;
b) expedite the implementation of ADS-B OUT in

accordance with the Regional Air Navigation Plan and
the provision of separation services based on ADS-B
OUT;
c) publish their equipage mandates as soon as

possible, with a target publication date of no later than
2010 so that operators can plan ahead their forward
purchasing and retrofit;
d) choose a date after mid 2012 on which the ADS-B

out equipage mandate will become effective in
airspace served by
ADS-B ground stations with sufficient transition
period to enable fleet equipage.
Note: The implementation would require aircraft

equipped with avionics compliant with either;
1) Version 0 ES as specified in Annex 10, Volume

IV, Chapter 3, Paragraph 3.1.2.8.6 (up to3and
- 15 including
Amendment 82 to Annex 10) and Chapter 2 of the
Technical Provisions for Mode S Services and
Conclusion/
Decision
No.
Strategic
Objective*
1) Version 0 ES as specified in Annex 10, Volume IV,

Chapter 3, Paragraph 3.1.2.8.6 (up to and including
Amendment 82 to Annex 10) and Chapter 2 of the
Extended Squitter (ICAO Doc 9871) (Equivalent to
DO260) to be used till at least 2020. or
2) Version 1 ES as specified in Chapter 3 of the

Extended Squitter (ICAO Doc 9871) (Equivalent to
DO260A)
3 - 16
Conclusion/
Decision
No.
Strategic
Objective*
C 19/38 Support provision of That, States be urged to consider following regional Notify States ICAO State letter Mar 2009
VHF radio voice policy on supporting provision of direct controller pilot APAC
AD communication communication capability associated with ADS-B data Office
associated with sharing between adjacent FIRs of States.
ADS-B data sharing
between adjacent “In order to provide radar like separation services
States using ADS-B, it is necessary for the controllers to have
direct controller pilot communication (DCPC). In some
cases, to achieve radar like separation services it may
be necessary for the States to provide VHF radio voice
communication services for use by adjacent States.
It is therefore recommended that States capable to do

so support provision of VHF radio voice
communication services to adjacent States when this is
required to support the delivery of ADS-B based
separation services. Cost of such service provision
shall be agreed between the States concerned.”
C 19/39 Regional That, the revised Regional Surveillance Strategy for Publish on the web ICAO Published on Jan 2009
Surveillance Asia/Pacific Region provided in the Appendix R to site. APAC website and States
Strategy for the Report on Agenda Item 3.4 be adopted. Office notified.
D Asia/Pacific Region
3 - 17
Conclusion/
Decision
No.
Strategic
Objective*
C 19/40 Coordination for That, Notify States ICAO State letter Mar 2009
SSR Mode S APAC
AD Interrogator a) in view of low density of SSR interrogator Office
Identifier Code installations in the region, only Interrogator Identifier
(and not Surveillance Identifiers) codes be used for
SSRs Mode S in areas of overlapping coverage
b) while implementing SSR Mode S, States should

take into account following issues while assigning
Interrogator Identifier codes for these installations:
- for planning the implementation of SSR Mode S

interrogators, administrations should ensure that the
interrogators with overlapping coverage are not
operating with the same Interrogator Identifier (II)
codes.
- where, the coverage of the interrogator extends

beyond the boundaries of the State, The II code and
PRF should be worked out in coordination with the
ICAO Asia and Pacific Office and the neighboring
States, and
- administrations should inform the ICAO Asia and

Pacific Office about the assigned II codes and PRFs for
these installations.
3 - 18
Conclusion/
Decision
No.
Strategic
Objective*
C 19/41 Contact Person for That, States be urged to Notify States ICAO State Letter Jan 2009
WRC-11 and active APAC
ADE participation by the a) nominate a Contact Person responsible for the Office
States in WRC-11 preparation for WRC-11 in their administration and
related national and inform ICAO Asia and Pacific Office about the contact
regional activities details of the nominated Contact Person; and
b) actively participate in all the national and regional

level activities related to the preparation for WRC-11.
C 19/42 Providing That, in order to increase the regional awareness on the Notify States ICAO State Letter Oct 2008
ASIA/PAC States planned developments of the WAFS, SADIS and APAC
AD with information on International Satellite Communication System (ISCS), Office
recent and the information provided by the WAFCs, as shown in
forthcoming Appendix S to the Report on Agenda Item 3.4 be
developments to circulated by the ICAO Regional Office to the States in
WAFS the ASIA/PAC Region.
3 - 19
Conclusion/
Decision
No.
Strategic
Objective*
C 19/43 Training for the new That, in order to facilitate the implementation by
WAFS gridded the States of the new WAFS gridded forecasts,
D forecasts
a) WAFC Provider States, in coordination with a) Organize ICAO HQ conduct training Apr 2009
ICAO and WMO, be invited to organize training training programme
on the use of the new WAFS gridded forecasts for
icing, turbulence and cumulonimbus clouds; and
b) WAFSOPSG be invited to consider, in addition b) Develop training conduct training Dec 2010
to the planned regional training seminars, methods
developing alternative methods for provision of
training to the States on the new gridded forecasts
for icing, turbulence and cumulonimbus clouds in
order to ensure that a maximum number of WAFS
users in the States will have access to the training
in the most efficient way.
Note: The alternative training methods include

computer based training products distributed to
States and web-based training.
3 - 20
Conclusion/
Decision
No.
Strategic
Objective*
C 19/44 Use of That, Prepare Issue Form ICAO Issue Form sent to Dec 2008
administrative APAC HQ
messages for errors a) WAFSOPSG be requested to develop as soon as Office
D in the WAFS possible the procedures for the issuance of
SIGWX forecasts administrative messages by the WAFCs drawing
attention to errors identified in the current WAFS
SIGWX forecasts (in the BUFR code and PNG chart
forms); and
b) ICAO be invited to develop guidance for the

meteorological offices and aviation users on the use of
the above administrative messages.
3 - 21
Conclusion/
Decision
No.
Strategic
Objective*
C 19/45 Transition to ISCS That, in view of the plans by the ISCS Provider State
3rd Generation to upgrade the ISCS broadcast to a new 3rd Generation
service (ISCS 3G) by the end of 2009:
AD
a) the ISCS Provider State be urged to provide timely Provide ISCS Specification Mar 2009
information to the ISCS user States on the planned specifications provider information
changes including specifications of the hardware and State available
software changes, transition timeline and expected cost
implications for the users if any; and
b) the ISCS user States be urged to keep abreast of Notify ISCS user ICAO State Letter Apr 2009
the planned developments through the established States APAC
channels of communication with the ISCS Provider Office
State and plan well in advance any resources required
for the transition to the ISCS 3G;
Notes:
1) The ISCS Provider State will use the established

network of ISCS focal points as its basis for keeping
States informed.
2) The Secretariat will undertake the task to keep the

list of ISCS focal points up-to-date to ensure efficient
communication between the ISCS Provider State and
the ISCS user States in the ASIA/PAC Region.
3) All information on the planned transition will be

3 - 22
available on: http://www.weather.gov/iscs
Conclusion/
Decision
No.
Strategic
Objective*
C 19/46 Amendment That,

proposal to TAF-
D related provisions in a) the amendment proposal to the ASIA/PAC Basic prepare amendment ICAO amendment Sep 2008
the ASIA/PAC Basic ANP, as presented in Appendix V to the Report on proposal APAC proposal to HQ
ANP and FASID Agenda Item 3.4 , be processed according to the Office
(Doc 9673) established procedure; and
b) the new format of FASID Table MET 1A, as Notify States ICAO State Letter Nov 2008
presented in Appendix U to the Report on Agenda APAC
Item 3.4, be adopted and the ASIA/PAC States be Office
invited to provide the necessary data to the Regional
Office in order to issue an amendment proposal.
C 19/47 Regional That,

preparedness for
timely a) the Regional implementation plan for the new TAF Notify States ICAO State Letter Sep 2008
D implementation of provision presented in Appendix W to the Report on APAC
the new TAF Agenda Item 3.4 be circulated to all ASIA/PAC States; Office
provisions and
b) States be informed that the new TAF format should Notify States ICAO State Letter Sep 2008
be used for all TAFs issued after 00 UTC on 5 APAC
November 2008. Office
3 - 23
Conclusion/
Decision
No.
Strategic
Objective*
C 19/48 Test website for the That, States in the ASIA/PAC Region be invited to use Notify States ICAO State Letter Sep 2008
transition to the new the special website established by the U.S. NWS to APAC
D TAF format facilitate the transition to the new TAF format and test Office
their procedures for issuance of 30-hour TAF.
Note: The 30-hour TAF test website is accessed on:

http://www.weather.gov/os/aviation/taf_testbed.shtml
C 19/49 Guidance on the That, ICAO: Prepare Issue Form ICAO Issue form sent to Dec 2008
period of validity of APAC HQ
TAF included in the a) be invited to urgently review the concerns Office
D HF VOLMET expressed with regard to the non-suitability of 30-hour
broadcasts TAF for HF VOLMET broadcasts as described in
detail in the report of CNS/MET SG/12 meeting; and
b) provide urgent guidance to the States concerned

taking into consideration the user requirements
expressed by IATA and IFALPA, before the
implementation date of the new TAF provisions.
3 - 24
Conclusion/
Decision
No.
Strategic
Objective*
C 19/50 Issues related to That, ICAO, in coordination with WMO be invited to Prepare Issue Form ICAO Issue Form sent to Dec 2008
TAF code consider the following issues related to TAF: APAC HQ
Office
D a) providing explicit definition of the geographical
area that the TAF covers with consistency between this
definition for the TAF and METAR;
b) establishment of amendment criteria for the

temperature group in the TAF; and
c) establishment of provision for multiple occurrences

of operationally significant maximum or minimum
temperatures in a 30-hour TAF.
3 - 25
Conclusion/
Decision
No.
Strategic
Objective*
C 19/51 Coordination and That States listed in FASID Table MET 3C be Notify States ICAO State Letter Nov 2008
Implementation of encouraged to implement the format VONA developed APAC
D the Volcanic Ash by the International Airways Volcano Watch Office
Notification for Operations Group (IAVWOPSG) in order to:
Aviation
a) improve communication of information on
volcanic activity to ACC, VAAC, and MWO; and
b) provide feedback on the utility of the VONA and

refinements that should be considered by the
IAVWOPSG
VONA = Volcano Observatory Notice for Aviation

C 19/52 Update of That, the new SIGMET examples developed by Hong Notify States ICAO State Letter Dec 2008
ASIA/PAC Regional Kong, China and Australia given in Appendix Y to the APAC
D SIGMET Guide Report on Agenda Item 3.4 be included in the new Office
edition of the ASIA/PAC Regional SIGMET Guide.
3 - 26
Conclusion/
Decision
No.
Strategic
Objective*
C 19/53 Convening That, a meeting of MET/ATM Task Force be convened Organize meeting ICAO Meeting convened Dec 2009
MET/ATM TF in 2009 to review and update the Work Programme of APAC
D meeting and the group and prepare a programme for the second Office
organizing ASIA/PAC MET/ATM Seminar to be held in 2010.
MET/ATM seminar
Note: Coordination with the ATM/AIS/SAR Sub-group
is essential for the planned meeting of the MET/ATM
TF.
C 19/54 Improvements to That, ICAO, in coordination with WMO and IATA, be Prepare Issue Form ICAO Issue form sent to Dec 2008
aeronautical invited to: APAC HQ
climatological Office
D information a) study the evolving user requirements for the
provision provision of aeronautical climatological information, in
view of the increasing importance of climatological
data in the decision making process and strategic
planning of airline operations;
b) based on the results of the study, consider

developing proposal for improvements to aeronautical
climatological information provision.
D 19/55 Updated That, the Subject/Tasks List of the CNS/MET Sub- Notify CNS/MET ICAO CNS/MET SG Jul 2009
Subject/Tasks List group provided in Appendix A2 to the Report on SG APAC informed with
D of Agenda Item 3.4 be adopted. Office paper prepared
the CNS/MET Sub-
group
3 - 27
Conclusion/
Decision
No.
Strategic
Objective*
C 19/56 Common That, ICAO be invited to establish and maintain a Prepare Issue Form ICAO Issue Form sent to Dec 2008
methodology for simple and cost effective common methodology to APAC HQ
C,D environmental assess and document environmental benefits to Office
benefits airspace and CNS/ATM planning initiatives.
D 19/57 Amendments to the That, amendments to the Terms of Reference of the Notify ICAO ATM/AIS/SAR Jun 2009
Terms of Reference ATM/AIS/SAR Sub Group be adopted to enable ATM/AIS/SAR/SG APAC SG informed with
A, C, D of the consideration of the Global Air Navigation Safety Plan Office paper prepared
ATM/AIS/SAR SG in planning processes and ensure environmental
initiatives are identified and progressed, as presented in
Appendix B to the APANPIRG/19 Report on Agenda
Item 5.
A: Safety - Enhance global civil aviation safety; B: Security - Enhance global civil aviation security; C: Environmental Protection - Minimize the adverse effect of global civil
aviation on the environment; D: Efficiency - Enhance the efficiency of aviation operations; E: Continuity - Maintain the continuity of aviation operations; F: Rule of Law -
Strengthen law governing international civil aviation.
3 - 28

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INTERNATIONAL CIVIL AVIATION ORGANIZATION

REPORT OF THE NINETEENTH MEETING OF THE

Bangkok, Thailand, 1 to 5 September 2008

The views expressed in this Report should be taken as those of the

Approved by the Meeting

PART I - HISTORY OF THE MEETING

1.1 Introduction ........................................................................................................................i-1

1.2 Attendance ..........................................................................................................................i-1

1.3 Opening of the Meeting ......................................................................................................i-1

1.4 Officers and Secretariat ........................................................................................................i-2

1.5 Agenda of the meeting ........................................................................................................i-3

1.6 Working Arrangements, Language and Documentation ........................................................i-3

1.7 Conclusions and Decisions - Definition ...............................................................................i-4

1.8 Terms of Reference of APANPIRG .......................................................................................i-4

List of Conclusions .............................................................................................................i-6

List of Decisions .................................................................................................................i-9

PART II – REPORT ON AGENDA ITEMS

Agenda Item 1 Follow-up on the outcome of APANPIRG/18 Meeting ..................................1-1

1.2 Review Status of Implementation of APANPIRG/18

Agenda Item 2 Global and Inter Regional Activities

2.1 Global Air Navigation Plan ..........................................................................2.1-1

3.0 Regional and National Performance Framework ...........................................3- 1

3.1 AOP………………………………………………………………… ..........3.1-1

3.2 ATM/AIS/SAR…………………………………………… ...... ………… . 3.2-1

3.3 RASMAG……………………………………… ...... …………………… 3.3-1

3.4 CNS/MET…………………………………… ....... ………………………. 3.4-1

3.5 ATS Coordination Group Activities………………………… ........ ……….3.5-1

3.6 Other Air Navigation Matters…………………………… ........ ………… 3.6-1

Agenda Item 4 Regional Air Navigation Deficiencies.............................................................4-1

Agenda Item 5 Future Work Programme .................................................................................5-1

Agenda Item 6 Any Other Business .........................................................................................6-1

Attachments to the Report

Attachment 1 – List of Participants

Attachment 2 – List of Papers

Attachment 3 – Follow-up to APANPIRG/19 Conclusions/Decisions- Action Plan

PART I - HISTORY OF THE MEETING

1.2.2 A list of participants is given at Attachment 1 to the Report.

1.3 Opening of the meeting

Welcome address by Mr. Mokhtar A. Awan, Regional Director,

Opening remarks by Mr. W. L. Wong, Senior Director, Changi Airport Advisory

− Implementation of RVSM by China in its airspace. This is an important

− Implementation of reduced horizontal separation based on RNP10 operations in

− Implementation of the Performance Based Navigation (PBN) in the near future

1.4 Officers and Secretariat

1.5 Agenda of the Meeting

1.5.1 The meeting adopted the following agenda:

Agenda Item 1 Follow-up on the out come of APANPIRG/18 Meeting

Agenda Item 2 Global and Inter Regional Activities

2.1 Global Air Navigation Plan

Agenda Item 3 Regional Air Navigation Planning and Implementation Issues

Agenda Item 4 Regional Air Navigation Deficiencies

Agenda Item 5 Future Work Programme

Agenda Item 6 Any other business

1.6 Working Arrangements, Language and Documentation

1.7 Conclusions and Decisions - Definition

1.8 Terms of Reference of APANPIRG

2. The Terms of Reference of the Group are

a) to ensure continuous and coherent development of the Asia/Pacific Regional Air

b) to facilitate the implementation of air navigation systems and services as