REPORT ON THE FIFTH ATS
COORDINATION MEETING OF
THE BAY OF BENGAL,
ARABIAN SEA AND INDIAN
OCEAN
BOBASIO/5
31ST AUGUST-2ND SEPTEMBER 2015
AIRPORTS AUTHORITY OF INDIA
RAJIV GANDHI BHAWAN
SAFDARJUNG AIRPORT
NEW DELHI. 110003
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
CONTENTS
Kolkata, India, 22nd –24th September 2014
Contents ....................................................................................................................................... 2
1
HISTORY OF THE MEETING ......................................................................................... 4
1.1
Introduction................................................................................................................. 4
1.2
Officers, Secretariat and Participants......................................................................... 4
1.3
Opening of the Meeting ............................................................................................... 4
1.4
Documentation and Working Language ..................................................................... 5
1.5
The plan for the meeting ............................................................................................. 5
1.6
Commencement of the meeting ................................................................................... 5
2
REPORT OF THE MEETING ........................................................................................... 6
2.1
AGENDA ITEM NO. 1 – ADOPTION OF AGENDA .................................................. 6
2.1.1
WP/01: Adoption of Agenda ................................................................................. 6
2.2
AGENDA ITEM NO. 2: REVIEW OF PROGRESS ON ACTION ITEMS OF
BOBASIO/3 AND BOBASIO/4. .............................................................................................. 6
2.2.1
WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4 .................. 6
2.3
AGENDA ITEM NO. 3: OUTCOME OF RELATED MEETINGS IN THE REGION
AND ACTION ITEMS FOR BOBASIO STATES................................................................... 7
2.3.1
2.4
IP/01: ASIOACG/9 INSPIRE/5 outcomes ........................................................... 7
AGENDA ITEM 4: STRATEGIC ATM PLANS OF PARTICIPATING STATES....... 7
2.4.1
WP/03: Collaborative airspace design and management .................................... 7
2.4.2
WP/04: Implementation of 50NM RHS ............................................................... 9
2.4.3
IP 02: ADS-B data sharing-Maldives ................................................................ 10
2.5
AGENDA ITEM 5: AIDC IMPLEMENTATION ...................................................... 10
2.5.1
IP03: AIDC implementation-Maldives .............................................................. 10
2.5.2
IP 04: AIDC implementation in Singapore. ...................................................... 11
2.5.3
IP 05: AIDC Implementation-AAI ..................................................................... 11
2.6
AGENDA ITEM 06: ATM COORDINATION (AIRSPACE RESTRUCTURING, AIS
AND SAR AGREEMENTS) ................................................................................................. 12
2.6.1
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IP 06: Singapore Search and Rescue Operations .............................................. 12
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2.6.2
WP 14: Letter of agreement for operational matters
SAR
service
Kolkata,between
India, 22
providers 12
2.6.3
WP 05: Upper Airspace UPR Zone Over Bay of Bengal – Arabian Sea –Indian
Continental & Oceanic Airspace. ......................................................................................... 13
2.7
Agenda Item 07: ATM Contingency Plan- Level 1 and Level 2 ................................ 15
2.7.1
WP 06: Update on Contingency plan- AAI ........................................................ 15
2.8
AGENDA ITEM 08: SBAS IMPLEMENTATION IN THE REGION AND
POSSIBILITIES OF ENTERING INTO MOU WITH THE CONCERNED STATES OF
BOBASIO REGION.............................................................................................................. 16
2.8.1
WP 07: GAGAN-Equitoral IONO advantage. ................................................... 16
2.8.2
WP 08: GAGAN for everyone............................................................................. 19
2.9
AGENDA ITEM 09: SIDE LINE WORKING GROUP MEETINGS COMPRISING OF
STATES AND ORGANISATIONS (DISCUSSION AND ADOPTION OF LOAS) .............. 21
2.9.1
Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia ......... 21
2.9.2
Sideline working group meeting B: MAAR and BOBASMA ............................. 22
2.10
AGENDA ITEM 10: ANY OTHER BUSINESS ........................................................ 23
2.10.1
WP 09: BOBASMA safety report ....................................................................... 23
APPENDIX XX ..................................................................................................................... 39
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1
HISTORY OF THE MEETING
1.1
Introduction
1.1.1
The Fifth ATS Coordination Meeting of the Bay of Bengal Arabian Sea and
Indian Ocean (BOBASIO) Region was held at Hotel Radisson Blu, Delhi, India from
31st August to 2nd September, 2015.
1.2
Officers, Secretariat and Participants
1.2.1
The inaugural session was chaired by Mr. P K Mishra, Executive Director (Air
Traffic Management), Airports Authority of India and Mr A K Dutta, Executive
Director (Air Traffic Management), Airports Authority of India was the Co-chair. Mr.
Rakesh Bhatnagar, Joint General Manager (ATM), Airports Authority of India acted
as the Secretary to the meeting.
1.2.2
The meeting was attended by 53 participants including 21 international delegates
from Bangladesh, Indonesia, Maldives, Myanmar, Thailand, Seychelles, Singapore,
Somalia and UAE. A list of participants is attached in Appendix-E.
1.3
Opening of the Meeting
1.3.1
Mr R. K. Shrivastav, IAS, Chairman, Airports Authority of India delivered the
Inaugural address and emphasized that, developments in blocks of airspace provide
local advantages only and the global advantage would be lost if seamless services
through uniform standards and comparable CNS-ATM infrastructure is not in place
in contiguous blocks of airspace. The Chairman AAI stated that 5th meeting of
BOBASIO assumes enormous significance and importance with participation of many
neighboring countries around India in their collective quest for finding common
solutions through a collaborative approach for safe efficient and environment friendly
aircraft operations in this Region. Chairman, AAI also expressed his pleasure on
hosting the Cross border ATFM workshop on the 3rd and 4th September under the aegis
of ICAO and IATA and stated that “Look Local and Go Global” approach is not only
applicable to the production and marketing industry, but also to the service industry
like ANS provision.
1.3.2
Chairman AAI stated that India, as a leader in Satellite Based Augmentation Systems
and GAGAN in this part of the world, is keen to provide support to BOBASIO countries
in general and the SAARC Countries in particular which can harness GAGAN’s vast
foot print in collaboration with India to improve the service delivery in leaps and
bounds even in remote airspaces and airports with no terminal landing facilities..
1.3.3
The Chairman AAI mentioned in his address the signing of MoU between India and
Myanmar ADS-B data sharing and invited Maldives, Sri Lanka, Indonesia, Malaysia
and other countries to show interest in our ADS-B programme and explore the
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possibility of some useful data sharing to render Kolkata,
the skies India,
seamless
provide
22ndand
–24th
September 2014
seamless services of the highest order.
1.3.4
Chairman AAI, wished the BOBASIO/5 meeting and the cross border ATFM workshop
a grand success encouraged the States to fruitfully discuss, deliberate and decide on
the most beneficial course of action so that the ultimate users, the air passengers are
increasingly benefited in the years to come.
1.4
Documentation and Working Language
1.4.1
The meeting was conducted and the documentation prepared in English. Thirteen
(13) Working Papers (WPs) and Seven (7) Information Papers (IPs) were presented
to the meeting. A list of the papers presented in the meeting is provided in Annexure
XX.
1.5
The plan for the meeting
1.5.1
The meeting was divided into 7 sessions over a period of two days, followed by the
adoption of draft report, which was scheduled for the third day. The agenda items
(refer Annexure XX) were as appended below:
1.
Adoption of Agenda
2.
Review of progress on action items of BOBASIO/3 and BOBASIO/4
3.
Outcome of related Meetings in the region and action items for BOBASIO
States
4.
Strategic ATM Plans of participating States
5.
AIDC Implementation
6.
ATM Coordination (Airspace restructuring, AIS and SAR agreements)
7.
ATM Contingency Plan- Level 1 and Level 2
8.
SBAS implementation in the region and possibilities of entering into MoU
with the concerned States of BOBASIO region
9.
Side line working group meetings comprising of States and organisations
(Discussion and adoption of LOAs)
10.
Any other Business
11.
Future meetings
1.5.2
The meeting was conducted as per order of discussion given in Appendix XX.
1.6
Commencement of the meeting
1.6.1
The meeting started by acknowledging an extraordinary resolve and courage in the
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nd –24th earthquake
moment of crisis by Air Traffic Controllers fromKolkata,
Nepal when
massive
India,a22
September 2014
wreak havoc in the country. With their never say die attitude, these air traffic
controllers stood to the occasion and worked tirelessly to provide air traffic services to
the relief and evacuation flights. With their selfless services to the nation in general
and humanity in particular they have not only made their country but whole
community of air traffic controllers across the world very proud.
1.6.2
The Secretary informed the meeting that information pertaining to BOBASIO/5
including the Working Papers and Information Papers were available on the web
portal www.aaians.org and expressed confidence that due to paucity of time the
participants will appreciate the importance of time management and deliberate
business with utmost focus. The focus of the meeting should be reaching a positive
outcome on the issues brought for deliberations and decisions in the meeting.
2
REPORT OF THE MEETING
2.1
AGENDA ITEM NO. 1 – ADOPTION OF AGENDA
2.1.1
WP/01: Adoption of Agenda
2.1.1.1 The Secretary presented the working paper and informed the meeting of the
inclusion of Agenda item 3 “Outcome of related Meetings in the region and action
items for BOBASIO States” and emphasized that BOBASIO subgroup being at the
confluence of three ICAO regions i.e. APAC, MID and AFI needs to coordinate the
outcome of the regional meetings for a
2.2
AGENDA ITEM NO. 2: REVIEW OF PROGRESS ON ACTION ITEMS OF
BOBASIO/3 AND BOBASIO/4.
2.2.1
WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4
2.2.1.1 The secretary presented the working paper and was taken up for discussion. The
paper presented a brief review along with outcome of the Third and the Fourth
Meeting of Bay Of Bengal, Arabian Sea and Indian Ocean Region.
2.2.1.2 The meeting noted the outcomes of the Fourth ATS coordination meeting
BOBASIO/4. The meeting agreed to have a tracking mechanism for follow up of
action items. It was agreed that updates on action items would be provided by the
States/ ANSPs/ Organizations as proceedings would progress. Status of action items
of BOBASIO/4 is at APPENDIX E.
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2.3
th September
AGENDA ITEM NO. 3: OUTCOME OF RELATED
MEETINGS
IN–24
THE
REGION 2014
Kolkata,
India, 22nd
AND ACTION ITEMS FOR BOBASIO STATES
2.3.1
IP/01: ASIOACG/9 INSPIRE/5 outcomes
2.3.1.1 This paper presented by Secretary, ASIOACG, highlighted the outcomes of the
ASIOACG/9 and INSPIRE/5 meetings.
2.3.1.2 Secretary ASIOACG, while presenting the paper mentioned that the efforts of
ASIOACG and BOBASIO are supplementary to each other and bring about a synergy
to the efforts of improving ANSP coordination and collaboration and improving the
efficiency and safety of traffic flows in the ASIO region.
2.3.1.3 The paper mentioned the timelines adopted by the ASIOACG/9 for implementation of
following reduced horizontal separation in ASIO region,
i.
RNP10 Airspace and separations (50-50): 2015
ii.
RNP 4 Airspace and separations (30-30): 2016
iii.
RNP 2 Airspace and separations (20-20): 2020
2.3.1.4 The paper also informed the meeting that RNP 10 separations are now applicable
between Muscat and Mumbai FIR and all Indian FIRs as well. 50 Nm longitudinal
separation will soon be implemented across Karachi/Mumbai and Seychelles/Mumbai
FIRs. Once Male/Mumbai FIR implements 50 Nm longitudinal separation most of the
traffic flows in ASIO region will be covered.
2.3.1.5 The plans about enhancement to ASIO UPR zone like acceptance of UPRs at Half
degrees by Male on Mumbai/Male FIR boundary and commencement of UPR at
waypoint KITAL on Muscat/Mumbai Fir boundary as also the plan of ASIOACG chair
to present a note on analysis of ASBU priorities of three ICAO regions ie. APAC, AFI
and MID in ASIOACG10 wre informed thru the paper.
2.4
AGENDA ITEM 4: STRATEGIC ATM PLANS OF PARTICIPATING STATES
2.4.1
WP/03: Collaborative airspace design and management
2.4.1.1 The working paper presented by India, highlighted the details of enhancement of
airspace capacity through Collaborative airspace design and management.
2.4.1.2 The paper informed the meeting that in 2011, India established an Enroute
Monitoring Agency to meet the ICAO requirements for implementing 50NM
longitudinal separation.
2.4.1.3 The paper also highlighted following measures taken by Airports Authority of India
for capacity enhancement and route optimization:
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i.
In 2011 Reduced Longitudinal Separation of
50 NMIndia,
was introduced
on 18 RNP 2014
Kolkata,
22nd –24th September
10 routes for suitably equipped aircraft.
ii.
In 2011 India introduced RNAV-5 city pair routes in high density route segments
within the continental airspace. As on date 16 RNAV 5 ATS routes have been
established.
iii.
In 2012 40NM Radar based longitudinal spacing above FL290 between Aircraft
was implemented on routes between Delhi/Chennai and Delhi/Varanasi.
iv.
In 2013 User Preferred Route (UPR) Geographic Zone in Chennai and Mumbai
FIR was established under the aegis and directions of INSPIRE initiatives.
v.
In 2014, Reduced Longitudinal Separation of 30 NM was introduced on 4 ATS
ROUTES N571, P574, M300 and P570 between suitably equipped (RNP4)
aircraft.
vi.
Since November 2014 Six Conditional Routes have been established under
Flexible Use of Airspace.
2.4.1.4 The paper informed the meeting that proposals for removal of FLAS in the BOBASIO
Region was made in many ATM forums. The paper suggested although FLAS act as a
safety net for crossing routes, especially in the oceanic airspace where communication
is not reliable, but if traffic permits, the use of FLAS can be avoided. Air Traffic
controllers are being sensitized to use FLAS only as last resort and traffic permitting
Indian ATCC are allotting optimum levels as far as practicable.
2.4.1.5 The paper informed the meeting that India and Muscat are in agreement for
implementing 50NM longitudinal separation on 6 RNP10 routes in the near term and
discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran, Pakistan,
India, Myanmar and Thailand agreeing for application of 50NM longitudinal
separation minima between RNP 10 approved aircraft from a common date.
2.4.1.6 The paper proposed to establish new ATS routes in Kolkata-Dhaka FIR, Northern Bay
of Bengal and over Arabian Sea for capacity enhancement and route optimization. in
line with the ICAO recommendation for States to work cooperatively either through
bilateral or multilateral agreements to ensure regional and sub-regional
harmonization of en-route PBN implementation, it is proposed. Maps of the proposed
ATS routes are annexed to this report in Annexure XX.
2.4.1.7 The meeting was of the view that since Myanmar and Bangladesh are not present in
the meeting, the meeting is not in a position to adopt the proposed routes in Kolkata
Dhaka FIR and Northern Bay of Bengal. The meeting decided that the proposed routes
be reviewed in consultation with Myanmar and Bangladesh and proposed again in
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BIMT meeting.
Kolkata, India, 22nd –24th September 2014
2.4.1.8 The proposal B in respect of creation of new RNP 10 parallel routes to G450 in Arabian
Sea has been agreed by Seychelles, Somalia and IATA.
2.4.1.9 Rout proposal C: The BIMT route design was deliberated and Kolkata proposed
L507 S as eastbound only. L507 N may be bidirectional except during monsoon when
it would be West bound only. Aerothai sought the proposal of Kolkata to be reversed
so as to align with the SID/STAR of Bangkok. India and Aerothai agreed to relook
the proposal and discuss in another meeting which may be planned in Nov/Dec 2015.
.WP/04: Implementation of 50NM RHS
2.4.1.10 The working paper presented by India, proposed uniform application of 50NM Reduced
Horizontal Separation minima between RNP 10 approved aircraft which either
LOGON to CPDLC or are having two way VHF communication i.e. direct controller
pilot communication (DCPC) on RNP 10 routes of BOBASIO Region with effect from
AIRAC cycle 12 November, 2015 to enhance airspace capacity and multiply manifold
the benefits to the airspace users.
2.4.1.11 The paper highlighted the outcomes of BOB-RHS/TF/5 meeting for implementation of
50 NM RHS on RNAV routes in Phase 1 and Phase 2 and India implementing 50 NM
RHS on 18 RNP 10 routes in 2011 for suitably equipped aircraft.
2.4.1.12 The paper informed the meeting that the En-route Monitoring Agency, BOBASMA had
conducted the pre-implementation and post-implementation Safety Assessment for
the introduction of 50 NM Reduced Horizontal Separation in the region and the same
had been presented to RASMAG. BOBASMA continues to review the safe use of 50
NM & 30 NM Reduced Longitudinal Separation annually and the last periodical safety
assessment had been presented as WP09 in RASMAG/20. States can now go ahead
and implement 50 NM RHS after conducting the qualitative safety assessments.
2.4.1.13 India has already signed LOA with Malaysia, Indonesia, Srilanka and Muscat for
implementing 50NM longitudinal separation minima. India and Pakistan have
already implemented 50NM longitudinal separation on three RNP10 routes viz. N895,
P628 and L509 for which LoAs are signed. The BIMT/1 meeting held at Bangkok in
2014 and attended by Malaysia and Indonesia agreed to prioritize the reduction of
longitudinal separation minima on L301 and L507 routes and discussions in the
AHACG/3 and BIMT/2 meeting has resulted in Iran, Pakistan, India, Myanmar and
Thailand agreeing for application of 50NM longitudinal separation minima between
RNP 10 approved aircraft from a common date
2.4.1.14 The paper proposed AIRAC cycle date 12 November, 2015 to implement 50NM
longitudinal separation minima between RNP 10 approved aircraft with availability
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of direct controller pilot communication (DCPC)Kolkata,
i.e VHF India,
and/or22CPDLC
on RNP 10 2014
routes of BOBASIO Region.
2.4.1.15 Thailand informed the meeting of their readiness to implement 50 NM RHS as
proposed by the paper. Since, Malaysia, Indonesia, Sri Lanka, Muscat and Pakistan
were not present in the meeting, therefore, meeting agreed to coordinate with these
member States and provided safety assessment is done the AIRAC cycle date 12
November 2015 was adopted for implementation of 50 NM RHS in the BOBASIO
region.
2.4.1
Draft Decision BOBASIO/5-XX:
Confirm the date of 12 November, 2015 to implement 50NM longitudinal separation
minima between RNP 10 approved aircraft with availability of direct controller pilot
communication (DCPC) i.e VHF and/or CPDLC on RNP 10 routes of BOBASIO
Region.
2.4.2
IP 02: ADS-B data sharing-Maldives
2.4.2.1 The paper presented by Maldives reviewed the present ADS-B implementation
activities in the Maldives and its readiness to share the ADS-B data with other States.
2.4.2.2 The paper informed the meeting that four ADS-B Receiver units have now been
installed in male and ADS-B data from these installations are integrated within the
ATM Automation System at Male’ Area Control Centre and is now available for
functional trials. Through this paper, Maldives proposed to share the ADS-B data with
India and Sri Lanka to improve efficiency and harmonization of airspace and seamless
operations.
2.5
AGENDA ITEM 5: AIDC IMPLEMENTATION
2.5.1
IP03: AIDC implementation-Maldives
2.5.1.1 This paper presented by Maldives reviewed the present AIDC implementation
activities in the Maldives.
2.5.1.2 The purpose of implementing AIDC in Maldives is to facilitate improved reliability in
coordinating with their adjacent ATS units ensuing improvement in safety and enable
greater route flexibility for Maldives’ airspace users.
2.5.1.3 Maldives installed a new update for AIDC application and started communication
trials between Male and Chennai in August 2015.During these communication trials
Maldives came across some issues which they to the system supplier Selex and are
awaiting for their response.
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2.5.2
IP 04: AIDC implementation in Singapore. Kolkata, India, 22nd –24th September 2014
2.5.2.1 The paper by CAAS, Singapore, presented the progress of AIDC implementation in
Singapore with adjacent FIRs.
2.5.2.2 Singapore has taken a phased approach to implement AIDC with the ultimate aim to
have all-round AIDC with all the adjacent ATS units surrounding the Singapore FIR.
While the initial planned version of AIDC for LORADS III was version 3.0, Singapore
elected to install the earlier AIDC version to ease the introduction of AIDC as it was
envisaged that only some basic messages will be introduced at the start of AIDC
operations and also to minimize compatibility issues with neighbouring FIRs
2.5.2.3 The paper informed the implementation issues in AIDC implementation such as
Message timeout errors due to the re-routing of messages caused by the failure of the
direct AFTN link; Rejected EST message due to invalid DEP message, Rejected EST
message due to missing or multiple flight plans and Cyclic Redundancy Check (CRC)
errors due to ATMS generating extra spaces in messages.
2.5.2.4 The issues that were attributed to AFTN network and flight-planning have been
resolved through tuning and adjusting parameters and engagement with operators.
Software corrections have also been made to ensure correct handling of AIDC
messages.
2.5.2.5 The paper informed the meeting that the benefits of AIDC includes reduction of
controller workload, elimination of LHDs with minimized human errors as a result of
automated coordination process.
2.5.2.6 The paper informed that the upgrade process of upgrade to AIDC version 3.0 is in
progress and expected to be ready by December 2016.
2.5.3
IP 05: AIDC Implementation-AAI
2.5.3.1 The paper presented by India highlighted the present status of AIDC implementation
in India & with adjacent ATSU units in the sub Region. The paper also tried to
highlight the major issues involved in the implementation of AIDC.
2.5.3.2 The paper informed that India initiated AIDC operational trials after commissioning
of automation systems at major ATS units in India. Trials within India and with
adjacent ATS units have mostly been successful. AIDC has been operationalized
between some of the ATSUs and plans are underway to operationalize AIDC between
other major ATSUs in a phased manner.
2.5.3.3 India is currently using APAC AIDC ICD version 3 in the automation systems
installed at all the ATS units. Extensive trials have been carried out between
dissimilar automations systems at major ATS units and the results have been quite
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encouraging.
Kolkata, India, 22nd –24th September 2014
2.5.3.4 Paper informed the meeting that interoperability and operational issues encountered
between dissimilar ATS Automation Systems in India have been resolved to some
extent. Some of the pending technical issues may require support from the vendors.
Similarly, operational issues during trials between Ahmedabad-Karachi, DelhiLahore/Karachi, Chennai-Male are being addressed and further trials are being
carried out.
2.5.3.5 The paper informed that PAN Regional ICD for Asia/Pac version 1.0 has been
promulgated in 2014 as an ICAO document. However, its implementation shall require
synchronization of technology, refresh cycles and maintaining backward compatibility
of the automation systems for smooth exchange of AIDC messages.
2.6
AGENDA ITEM 06: ATM COORDINATION (AIRSPACE RESTRUCTURING,
AIS AND SAR AGREEMENTS)
2.6.1
IP 06: Singapore Search and Rescue Operations
2.6.1.1 The paper by Singapore presented the overview of the Singapore Search and Rescue
operations in Singapore.
2.6.1.2 The paper presented the SAR organization chart and Responsibilities of SAR
working groups and Rescue Coordination centres (RCCs).
2.6.1.3 Singapore presented the Draft SAR agreement template that was presented at
APSAR/TF/2 in January 2014, for consideration by the member States. The Draft
SAR Agreement Template presented by Singapore as Attachment B with this paper
is available in Annexure xx to this report.
2.6.2
WP 14: Letter of agreement for operational matters between SAR service
providers
2.6.2.1 The paper presented by India highlighted the need for establishment of Letter of
Agreement/Arrangement on Operational matters between Search and Rescue Service
Providers of neighbouring States.
2.6.2.2 The paper informed the meeting that in the fourth and concluding meeting of the
Asia/Pacific Regional Search and Rescue Task Force meeting held in July 2015, it
was discussed that a SAR agreement can be in the form of ‘Letter of Agreement’
(LOA) or a Memorandum of Understanding or other acceptable term indicating a
lower form of arrangement for operational matters between SAR service providers
(such as RCCs and/or RSCs) or a more formal agreement for arrangements between
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governments concerned.
Kolkata, India, 22nd –24th September 2014
2.6.2.3 India had presented a draft LoA template in the fourth Meeting of BOBASIO at
Kolkata in September 2014 and a further simplified version of the initial draft by
incorporating new amendments was presented by India to the Third Meeting of Asia
Pacific Search and Rescue Task Force Meeting at Maldives in January 2015. But, it
is observed that perhaps due to different administrative set-ups to deal with SAR
activities in the neighbouring countries for the purpose of Search & Rescue, the
complexity for consolidating the procedures involving all SAR agencies may be the
cause for delay in SAR Agreements.
2.6.2.4 In line with the discussions at APSARTF/4 meeting and draft Asia Pacific Search
and ue Plan, with a view to make gains in small steps commencing with measures
that are more achievable in the short term and have a minimal cost, progressing to
measures which will longer to implement over the medium to long term India invites
its SAR neighbours to and take initiatives to formalise on mutually agreed basis the
draft Letter of Agreement on the Coordination/Co-operation between RCCs/RSCs
which is attached as Annexure XX to the report.
2.6.3
WP 05: Upper Airspace UPR Zone Over Bay of Bengal – Arabian Sea –Indian
Continental & Oceanic Airspace.
2.6.3.1 The paper presented by IATA proposed a strategic approach for airspace management
in the Bay of Bengal-Arabian Sea- Indian Continental and Oceanic (BOBASICO)
airspace based on optimum utilization of improved ground and airborne capabilities
to enhance flight efficiencies, moving from Fixed ATS route network to UPR tracks for
FL 380-390-400-410.
2.6.3.2 The paper highlighted that BOBASIO/4 ATS Coordination Meeting requested IATA to
consider sensitizing Airline Operators to equip aircraft with FANS/1A data link
capability. The paper stated that majority of IATA member airline heavily invested in
fleet equipage to meet FANS1A requirements but still were unable to derive required
flight efficiencies due to following reasons:
a)
Gaps in ANS Ground infrastructure across different FIRs that obstructs
Seamlessness in Airspace management,
b)
Slow progress on aircraft equipage by regional airlines and low cost carriers due
to lack of strong business case and limited network of operation,
c)
The process of Airspace management and current ATS procedures are still
lagging to extend full operational benefits of FANS1A equipage to airlines.
2.6.3.3 IATA is engaging airlines and sensitizing them on FANS1A equipage including
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assistance in analyzing business case for equipage.
Kolkata, India, 22nd –24th September 2014
2.6.3.4 According to IATA, purpose of the paper was to propose certain strategic measures
that will enable airlines with FANS1A equipped fleet to gain Operational flight
efficiencies and help in developing a strong business case to equip the non-equipped
fleet.
2.6.3.5 The paper highlighted that the concept involves 9 States: India, Oman, Pakistan, Sri
Lanka, Bangladesh, Thailand, Myanmar, Malaysia, and Indonesia, with airspace span
of 2000+NM (almost same as that of North Atlantic). The conceptual basis for the
BOBASICO strategy is to move, as far as practicable, from fixed ATS route network to
flexible/ dynamic routings – UPRs, for higher flight levels.
2.6.3.6 An illustrative graphics of the geographic area under consideration is given in Figure
XX.
2.6.3.7 The paper suggested that there are several developments not only in airborne
equipage technology, but also in aircraft capabilities and performance in attaining
higher cruising altitudes as initial cruising altitude (example B787’s initial cruising
altitude is FL380/390) therefore, the proposed Strategy is to combine the ATM
advancements, airborne equipage, aircraft capabilities and performance, to progress
from fixed ATS Route structure to Dynamic UPRs as Global Plan Initiative (GPI-7)
States that routes need not be fixed to pre-determined waypoints, except where
required for control purposes.
2.6.3.8 The paper suggested that this approach will allow establishing traffic flows, meeting
the dynamic weather and upper winds- Optimully utilising aircraft capabilities as well
as equipage – to begin with Higher Flight Levels.
Draft Decision 5/XX: Consider to develop structured program for BOBASIO Geographical Area
for Upper airspace UPR development.
02/09/2015
P a g e | 14
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
Figure XX: Geographic area under consideration for BOBASICO UPR Zone
2.7
Agenda Item 07: ATM Contingency Plan- Level 1 and Level 2
2.7.1
WP 06: Update on Contingency plan- AAI
2.7.1.1 The paper presented by India presented the status of ATM Contingency Plan of Indian
FIRs that aims at advance preparedness and instantaneous response to a contingency
arising due to disruption of AirTraffic Services with an objective of providing safe and
orderly passage to the over flying traffic through Indian FIR .
2.7.1.2 The paper informed that during the Second Meeting of the Regional ATM Contingency
Plan Task Force (RACP/TF/2) held in Bangkok, Thailand from 12 to 15 March 2013, it
was proposed that, in order to develop a Regional ATM Contingency Plan, bi-lateral
Level 2 (interState) plans and multi-lateral Level 2 or Level 3 (sub-Regional) plans
should be formulated first, then progressively linked together to form the Regional
Plan.
2.7.1.3 The meeting agreed to the formation of Small Working Groups (SWG) to discuss Level
2 planning in small geographical areas. Accordingly Small Working Group (SWG)
comprising of India, Bangladesh and Nepal was formed and ATM Contingency
Routings were proposed by the SWG and same was presented by India during the
BOBASIO-3 meeting and Attached as Annexure XX to this report.
2.7.1.4 During the Regional ATM Contingency Plan Task Force (RACP/TF4) held in Bangkok,
Thailand, from 26 to 30 January 2015, the ATM Contingency Route structure and
FLAS developed by the Small Working Group (SWG) comprising of India, Bangladesh
and Nepal during RACP TF/2 meeting for geographical region was further discussed
by the Small Working Group (SWG) comprising of India, Myanmar, Thailand
Srilanka, Pakistan and Bangladesh. The proposal and chart are attached as Annexure
02/09/2015
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
XX & XX to this report and the outcomes were asKolkata,
below- India, 22nd –24th September 2014
a) Pakistan agreed to examine/review their Contingency Plan for harmonization
with the ATM Contingency Plans of India.
b) Thailand did not agree extension of CRI-9 (P762 Bangkok-Male) beyond Indian
FIR. Srilanka agreed to amend the FLAS on P762 (CRI-9) to FL270 in
harmonization with India and Maldives. Srilanka sought FL380 on CRI-1
(P570) for which India agreed to examine and confirm depending on the FLAS
for OOMS FIR, since existing Level 1 India and Oman ATM Contingency Plan
are harmonized.
c) Bangladesh sought amending FLAS on CRI-15 from existing FL280 to FL260
which was agreed.
d) Myanmar sought westbound levels for CRI-8 (L507) in Indian FIR for which
India agreed to examine and confirm. The FLAS on CRI 6/7 (A201) west bound
level FL320/FL380 was amended as FL320/FL360 as it was conflicting with
CRI4/5 (G465).
The meeting was invited to discuss following action items
a) Adopt the Contingency Routes structure for the Geographical region as proposed by the
SWG activities India, Myanmar, Thailand Srilanka, Pakistan and Bangladesh during
the RACP/TF4 meeting.
b) Consider the Letter of Agreement template for the ATM Contingency Plan Level 2,
attached as Annexure XX to this report.
2.8
AGENDA ITEM 08: SBAS IMPLEMENTATION IN THE REGION AND
POSSIBILITIES OF ENTERING INTO MOU WITH THE CONCERNED
STATES OF BOBASIO REGION.
2.8.1
WP 07: GAGAN-Equitoral IONO advantage.
2.8.1.1 The paper presented by India proposed the potential applications of Indian SBAS –
GAGAN in the BOBASIO region.
2.8.1.2 The paper informed that the Indian SBAS- GAGAN (GPS Aided GEO Augmented
Navigation) has been certified by DGCA for RNP0.1 and Precision Approach with
Vertical guidance (APV1) services on 21st April 2015.
2.8.1.3 The GAGAN system consists of 15 Indian Reference Stations (INRES), 2 Indian
Master Control Centers, 3 Uplink stations, and 2 Geostationary satellites.
Additionally, 25 dual- frequency GPS receivers to monitor the ionospheric Total
Electron Content and Scintillation are also operating under the project. Figure XX
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
th September 2014
shows the locations of Reference stations and Ionospheric
monitoring
stations.
Kolkata, India,
22nd –24
2.8.1.4 Most of the GAGAN reference stations are situated at the periphery of Indian
boundary so as to cover large neighboring area in order to provide the RNP0.1 service
over Indian Flight Information Region.
2.8.1.5 Since the ionosphere is the biggest error source in GPS and it is more dynamic and
unpredictable over equatorial and low latitude region, the region specific ionospheric
threat model was developed by India. All the countries of BOBASIO lie in the
anomalous ionospheric region as magnetic equator crosses the southern India and
Srilanka. The region lying in the ±20° of magnetic equator possesses ionospheric
anomaly. Figure XX shows the ionospheric electron density (in terms of TEC)
illustrating the crest of anomaly lying above 25° N at 0700 UT. This TEC map has
been generated using data from ionospheric monitoring stations.
Figure XX: Locations of GAGAN Reference stations and Ionospheric Monitoring stations
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
Figure XX: Snapshot from the Ionospheric Total Electron Content map
2.8.1.6 GAGAN, employing the region specific iono model, is broadcasting the ionospheric
corrections over 102 grid points through Geostationary satellites as shown in the
Figure XX. These grid points cover almost all the BOBASIO member States.
2.8.1.7 The data from the GAGAN reference stations and ionospheric monitoring stations
have shown enormous potential in host of applications other than aviation use. The
ionospheric corrections broadcast from GAGAN can be used to interpret the large scale
variations of ionosphere over Indian Sub-continent facilitating the space weather
research.
2.8.1.8 The ripples in ionosphere created by Nepal Earthquake on 25 April 2015 were
captured by Ionospheric monitoring stations over Indian region as shown in Figure
XX. This shows the potential application in tsunami warning systems based on GPS
measurements.
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
Figure XX: Ionospheric grid points served by GAGAN (red circles).
2.8.1.9 The initial study on estimating atmospheric water vapour content using GPS
measurements shows promising results and can be used for weather/rain forecast by
assimilating the data in numerical weather forecast models.
2.8.1.10 GAGAN can be used potentially in any GPS applications with better accuracy and
reliability – location based services, transport/vehicle tracking systems, marine
navigation etc.
2.8.1.11 The knowledge and expertise gained in development of GAGAN project may be useful
for member States of BOBASIO as they lie in the same ionospheric region. The States
are invited for collaborative development of applications based on Indian SBASGAGAN
2.8.1.12 India is keen to expand the coverage of GAGAN services for harmonization of air space
management in the neighboring States.
2.8.2
WP 08: GAGAN for everyone
2.8.2.1 The paper presented by India, proposes for assisting States in their venture for
adapting SBAS using GAGAN through the Memorandum of Understanding (MOU)
with concerned States in a time bound work plans.
2.8.2.2 GAGAN has been certified for approach and landing operations (APV 1) on 21st April
02/09/2015
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
2015. India has become the third country in the
worldIndia,
to have
Kolkata,
22ndsuch
–24thcapabilities.
September 2014
GAGAN is the first system in the world to have been implemented in the equatorial
Ionospheric region. GAGAN was already certified for RNP0.1 enroute services on 30th
December 2013. GAGAN Signal-in-space is available on 24x7 basis through two
satellites GSAT-8 (PRN-127) and GSAT-10(PRN-128).
2.8.2.3 During the ICAO PBN workshop at Bangkok, India demonstrated the performance of
GAGAN and many Asia Pacific States expressed their willingness to consider the
GAGAN adaption into their airspace. In the BOBASIO 4 meeting, India presented the
status paper on GAGAN and proposed the States to consider the implementation of
GAGAN within States of the Asia Pacific Region where both footprint and service
volume can be made available for mutual benefit.
2.8.2.4 India also had requested to indicate the willingness of the States to use GAGAN signalin-space within their area through appropriate study and ensuring installation of basic
required ground systems for operations, monitoring and management. Thailand, in a
recent communication has indicated the willingness to consider implementation of
GAGAN services.
2.8.2.5 GAGAN has many non-aviation applications.
2.8.2.6 India is in the process of development of LPV procedures for select airports, for which
the initial GNSS based Aeronautical Survey is completed and the procedures for some
of them are ready. These procedures will be available for ground validation by the end
of December, 2015.
2.8.2.7 The advantages that can be derived by neighboring States like Bangladesh, Myanmar,
Nepal, Indonesia, Sri Lanka, wherein GAGAN service volume is contiguous with
Indian service volume, with the inclusion of a few reference stations using GAGAN
GEOS and the capabilities of monitoring signal-in-space, GNSS augmented services
can be extended. The benefit of such a system extends beyond aviation. The benefit of
additional reference stations will in turn increase availability and continuity within
the APV service volume.
2.8.2.8 The experience gained during the implementation of GAGAN by Airports Authority of
India can be gain fully shared with all the States in the following areas:
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1.
Assistance in development and operational requirement.
2.
Ionospheric data analysis.
3.
Feasibility studies.
4.
Training Program.
P a g e | 20
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
5.
System installed support activities.
6.
Certification support activities.
7.
Procedure design /development and training.
Kolkata, India, 22nd –24th September 2014
2.8.2.9 The above activities may require the States to consider establishment of ground
reference stations with service monitoring capability connected to the master control
centre in India by redundant communication network either through OFC or satellite
links to ensure 99.999% availability requirements.
2.9
AGENDA ITEM 09: SIDE LINE WORKING GROUP MEETINGS COMPRISING
OF STATES AND ORGANISATIONS (DISCUSSION AND ADOPTION OF
LOAS)
2.9.1
Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia
2.9.1.1 In the side line working group meeting between India and Seychelles, it was decided
that application of FLAS at the boundary of FIRs will be done away with and a letter
of agreement (LOA) between the two States will be drafted and if approved will be
signed on the concluding day of the meeting
2.9.1.2 Route proposal presented by India through WP03 in BOBASIO/5 meeting was
accepted by Somalia, Seychelles and IATA.
a) G450-North will terminate at NABIL (SANAA/Mumbai FIR Boundary-UM574).
Connector route between NABIL and EKBAS (Crossing of UT382/UN764) will
be done in coordination with Yemen.
b) UL of G450 will be revised to FL 270
c) The routes shall have 10 min longitudinal separation
2.9.1.3 In the side line working group meeting between India and Somalia, following decisions
on use of FLAS were taken:
02/09/2015
1)
Mumbai to study the traffic analysis and will intimate Mogadishu on alternate
level for FLAS.
2)
Meanwhile it was agreed ADS/CPDLC capable aircraft may be allocated
preferred Flight Levels provided they log on VABF under coordination between
Mumbai and Mogadishu and acceptance of Mumbai on case to case basis.
3)
Coordination failure between Mogadishu and Mumbai to be communicated by
email between GM-ATM Mumbai and CATCO ST ICAO FISS Somalia Project
and recorded for case study to remove FLAS.
4)
Within one month of implementation of new routes a post implementation
P a g e | 21
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
nd –24thbe
review to be conducted and FLAS for ADS/CPDLC
aircraft
removed. 2014
Kolkata, India,
22should
September
5)
2.9.2
Mogadishu will accept aircraft on all West Bound Levels.
Sideline working group meeting B: MAAR and BOBASMA
2.9.2.1 BOBASMA, AAI and MAAR had prior to MAAR presenting WP10 in the meeting held
a side meeting to discuss the proposals contained in the Paper.
2.9.3
1)
It was agreed that a small working group consisting of BOBASMA, AAI, MAAR,
and States directly involved be formed to identify the hot spots and recommend
remedial measures to the Scrutiny group BOBASIO. The proposal would be
presented in the form of a Flimsy drafted by both MAAR and BOBASMA to the
meeting during the discussion on Working Paper10.
2)
It was agreed that BOBASIO include a separate Agenda item for “Airspace
Safety” from the next BOBASIO
3)
BOBASMA, MAAR, and AAI also discussed the current problem regarding the
LHD reporting procedure. The meeting agreed that there should be a mechanism
in place to establish routine direct communication to convey information on the
occurrence of LHDs between concerned units in a timely manner. And only after
information had been passed in time for the other ATC unit to investigate and
take appropriate remedial action should the LHDs be reported to the respective
RMA(s). MAAR will draft the procedure after collecting the required POC
information and circulate it to BOBASIO States. AAI was of the view that it was
not only a question of identifying the risk but adequate opportunity should also
be provided for the concerned ATS units to investigate the occurrence and
initiate remedial measures so as to prevent future occurrence.
4)
MAAR also queried about their proposal regarding the arrangement for the use
of Indian ADS-B data for height monitoring. MAAR was informed by both
BOBASMA and AAI that necessary clearance has to be obtained from DGCA and
other competent authorities before the use of ADS-B data for height monitoring.
Sideline Working Group meeting C: Search and Rescue Agreements (India,
Maldives, Seychelles and Somalia)
2.9.3.1 The Draft Search and Rescue Agreement presented as Annexure to the WP 14 was
discussed, Maldives, Seychelles and Somalia agreed to discuss the LOA with their
respective authorities associated with Search and Rescue and correspondence will
follow with respect to their response.
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
2.10 AGENDA ITEM 10: ANY OTHER BUSINESS
2.10.1
Kolkata, India, 22nd –24th September 2014
WP 09: BOBASMA safety report
2.10.1.1 BOBASMA presented the Horizontal Safety Monitoring Report for the BOBASIO
airspace for the period 1st January 2014 to 30th June 2015. The report included a
summary of the Safety Assessment conducted by BOBASMA to support the continued
safe use of reduced longitudinal separation.
2.10.1.2 The Europe/ Middle East to Asia Route Structure South of Himalayas (EMARSSH)
implemented in the BOBASIO airspace in November 2002 comprises of near parallel
RNP10 routes where different separation standards, viz., 10 minute/80 NM, 50 NM or
30 NM reduced longitudinal separation is applied based on aircraft equipage.
2.10.1.3 Reduced Horizontal separation of 50 NM Longitudinal was introduced along 16 RNP10
routes, L301, L507, L509, L510, L759, M300, M770, N563, N571, N877, N895, P570,
P574, P628, P646 & P762 in a Phased manner starting from 30th June 2011 and 30
NM reduced longitudinal separation was introduced along 4 RNP 10 routes N571,
M300, P570 & P574 from September 2014.
2.10.1.4 Table XX contains the results of the Safety Assessments conducted to estimate the
horizontal risks in the BOBASIO airspace during the eighteen month reporting period.
The Safety Assessments were submitted to the Regional Airspace Safety Monitoring
Advisory Group during its annual meeting in May of 2014 & 2015.
BOBASIO Airspace – estimated annual flying hours = 535,602 Hours
(note: estimated hours based on Dec 2014 traffic sample data)
Risk
Risk Estimation
TLS
RASMAG 2014 Lateral Risk
0.759155 x 10-9
5.0 x 10-9
-9
RASMAG 2014 50 NM Longitudinal Risk
4.0239 x 10
5.0 x 10-9
RASMAG 2014 30 NM Longitudinal Risk
1.62379 x 10-9
5.0 x 10-9
-9
1.07856 x 10
RASMAG 2015 Lateral Risk
5.0 x 10-9
-9
1.59734 x 10
RASMAG 2015 50 NM Longitudinal Risk
5.0 x 10-9
0.127551 x 10-9
RASMAG 2015 30 NM Longitudinal Risk
5.0 x 10-9
Remarks
Below TLS
Below TLS
Below TLS
Below TLS
Below TLS
Below TLS
Table XX: BOBASIO Airspace Horizontal Risk Estimates
Data Collection
2.10.1.5 Table XX provides a summary of PBN and data link Approvals submitted as an
annual update for the Period ending 30th June 2014. Table 3 presents a summary of
the annual one month Traffic Sample Data submitted to BOBASMA.
S. No
02/09/2015
States
Status
P a g e | 23
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
01
Afghanistan Not received Kolkata, India, 22nd –24th September 2014
02
Bangladesh
Not received
03
India
Updated
04
Maldives
Not received
05
Myanmar
Not received
06
Sri Lanka
Not received (Old available)
07
Pakistan
Updated
Table XX: Summary of PBN &Data Link Approval Status
Flight
December December December December December
Information 2010
2011
2012
2013
2014
Region
Chennai
Yes
Yes
Yes
Yes
Yes
Delhi
Yes
Yes
Yes
Yes
Yes
Kolkata
Yes
Yes
Yes
Yes
Yes
Mumbai
Yes
Yes
Yes
Yes
Yes
Karachi
No
Yes
By MAAR By MAAR By MAAR
Lahore
No
Yes
By MAAR By MAAR By MAAR
Colombo
No
Yes
By MAAR By MAAR By MAAR
Yangon
Yes
Yes
Yes
Yes
Yes
Male
No
No
No
No
No
Kabul
No
By MAAR By MAAR By MAAR Yes
Dhaka
No
No
No
By MAAR By MAAR
Table XX: Summary of TSD submitted to BOBASMA by Member States
2.10.1.6 The formal monitoring program to assess the occurrence of Large Lateral Deviations
and Large Longitudinal Errors (LLDs & LLEs) in the BOBASIO airspace commenced
from 1st July 2010. Table 4 contains the monthly count of LLDs and LLEs
occurrences reported during the eighteen month period.
MONTH
Mumbai
Chennai
Jan-14
Feb-14
Mar-14
Apr-14
May-14
Jun-14
Jul-14
Aug-14
Sep-14
Oct-14
NoV-14
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
02/09/2015
Kolkat
a
0
0
0
0
0
0
0
0
0
0
0
Lahore
-----------------------
Karach
i
-----------------------
Colombo
Yangon
-----------------------
----------------------P a g e | 24
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Dec-14
Jan-15
Feb-15
Mar-15
Apr-15
May-15
Jun-15
India, 22nd--–24th September 2014
0
0
0
-----Kolkata,--0
0
0
--------0
0
0
--------0
0
0
--------0
0
0
--------0
0
0
--------1
1
0
--------Table XX Monthly Count of LLDs and LLEs
Table XX presents a summary of the Large Lateral Deviations (LLD) and Large Longitudinal
Errors (LLE) received.
Code Cause of Deviation
Operational Errors
A
Flight Crew deviate without ATC Clearance
B
Flight crew incorrect operation or interpretation of airborne equipment
(e.g. incorrect operation of fully functional FMS, incorrect transcription
of ATC clearance or re-clearance, flight plan followed rather than ATC
clearance, original clearance followed instead of re-clearance etc.)
C
Flight crew waypoint insertion error, due to correct entry of incorrect
position or incorrect entry of correct position.
D
ATC System loop error (e.g. ATC issues incorrect clearance, Flight crew
misunderstands clearance message etc).
E
Coordination errors in the ATC-unit-to-ATC unit transfer of control
responsibility.
Deviation due to navigational errors
F
Navigation errors, including equipment failure of which notification was
not received by ATC or notified too late for action.
Deviation due to Meteorological condition
G
Turbulence or other weather related causes (other than approved)
Others
H
An aircraft without PBN approval;
I
Others (to be specified)
TOTAL
02/09/2015
No.
1
1
1
3
P a g e | 25
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
th September
2.10.1.7 The very low level of reporting of safety occurrences
particularly
those
related to 2014
Kolkata,
India, 22nd –24
deviations in the horizontal plane is a cause of concern. ANSPs need to place greater
emphasis on reporting of horizontal deviations since all future capacity increases is
based on reducing both the lateral spacing between routes and the longitudinal
separation between aircraft. Controllers in the region need to be made aware of the
safety risks resulting from an aircraft’s horizontal deviation in an RNP/RNAV
environment.
2.10.1.8 The Chairman called upon the member States of BOBASMA to submit the requisite
data which will enable BOBASMA to conduct the horizontal safety monitoring services
for the BOBASIO airspace successfully. Maldives informed the meeting that they
would coordinate with BOBASMA and submit the data as required.
2.10.2
WP 10: Safety Concerns in BOBASIO
2.10.2.1 The Monitoring Agency for Asia region presented Working Paper 10 on “Safety
Concerns in Bay of Bengal Arabian Sea and Indian Ocean Region. The Paper provided
the preliminary results of the airspace safety oversight for the RVSM operation in
BOBASIO region highlighting the unprecedented risk level in the region. The paper
also proposed some actions to mitigate risk in the region.
2.10.2.2 Typically, comprehensive annual safety reports are prepared at the beginning of each
year. However, due to many high risk occurrences in the BOB airspace during the first
six months of 2015, the MAAR prepares this report to inform concerning States so that
appropriate actions can be taken as early as possible. In typical risk calculation, traffic
sample data (TSD) collected during December of each year is used for the technical
risk calculation, and data from monthly Large Height Deviation (LHD) reports is used
in operational risk estimation. Since December 2015 TSD is not available when this
paper is prepared, December 2014 TSD is used to approximate December 2015 TSD.
In addition, instead of the data for the whole year, this paper uses LHD data collected
between January 2015 and June 2015. Therefore, technical risk presented in this
paper is based on 2014 data while operational risk presented in this paper is
cumulative operational risk over a 6-month period instead of a 12-month period.
2.10.2.3 The 6-month-cumulative total risk is 26.94 x 10-9 which exceeds the specified annual
TLS valueof 5.0 x 10-9 by more than five times. Table XX summarizes Bay of Bengal
(BOB) airspace RVSM technical, operational, and total risks.
BOB Airspace (Jan-June 2015)
Source of Risk
Risk Estimation
2014
Technical Risk
0.95 x 10-9
Operational Risk
17.78 x 10-9
Total Risk
18.73 x 10-9
02/09/2015
TLS
Remarks
2.5 x 10-9
5 x 10-9
Below Technical TLS
Above TLS
P a g e | 26
BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
2015
Technical Risk
0.95 x 10-9
Operational Risk 25.99 x 10-9
(6-moth period)
Total Risk
26.94 x 10-9
Kolkata, India, 22nd –24th September 2014
2.5 x
-
10-9
5 x 10-9
Below Technical TLS
Above TLS
Table XX: BOB Airspace RVSM Risk Estimates
Figure XX shows risk estimate trend for the first six months of 2015. The horizontal axis shows
the assessed months, and the vertical axis shows annual risk estimate for the period ending in
the associated month.
2.10.2.4 Table XX and Figure XX summarize the number of Non-NIL LHD occurrences
assessed and associated LHD duration (in minutes) or number of levels crossed, and
their associated operational risk by month from January 2015 to June 2015.
2.10.2.5 Table XX and Figure XX summarize the number of LHD occurrences, the associated
LHD duration (in minutes) and the number of flight levels crossed without clearance,
by LHD category from January 2015 to June 2015.
Figure XX: BOB Airspace RVSM Risk Estimate Trends
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
C
D
E
F
G
H
I
J
K
L
Flight crew failing to climb/descend the
aircraft as cleared
Flight crew climbing/descending without ATC
Clearance
Incorrect operation or interpretation of
airborne equipment (e.g. incorrect operation of
fully functional FMS, incorrect transcription
of ATC clearance or re-clearance, flight plan
followed rather than ATC clearance, original
clearance followed instead of re-clearance etc)
ATC system loop error; (e.g. ATC issues
incorrect
clearance
or
flight
crew
misunderstands clearance message)
Coordination errors in the ATC to ATC
transfer or control responsibility as a result of
human factors issues (e.g. late or non-existent
coordination, incorrect time estimate/actual,
flight level, ATS route etc not in accordance
with agreed parameters)
Coordination errors in the ATC to ATC
transfer or control responsibility as a result of
equipment outage or technical issues
Deviation due to aircraft contingency event
leading to sudden inability to maintain
assigned flight level (e.g. pressurization
failure, engine failure)
Deviation due to airborne equipment failure
leading to unintentional or undetected change
of flight level
Deviation due to turbulence or other weather
related cause
Deviation due to TCAS resolution advisory,
flight crew correctly following the resolution
advisory
Deviation due to TCAS resolution advisory,
flight crew incorrectly following the resolution
advisory
An aircraft being provided with RVSM
02/09/2015
No.
levels
crossed
Operatio
nal Risk
(x10-9)
B
LHD Category Description
LHD
Duration
(Min)
A
Kolkata, India, 22nd –24th September 2014
No.
of
LHDs
LHD
Categ
ory
Code
0.00
0.00
0.00
0.00
1.00
29.00
0.00
0.67
0.00
0.00
0.00
0.00
5.00
34.00
2.00
1.17
107.00
1017.00
0.00
23.48
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
2.00
29.00
0.00
0.67
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
M
Total
separation is not RVSM approved (e.g. flight
plan indicating RVSM approval but aircraft
not approved, ATC misinterpretation of flight
plan)
Other – this includes situations of flights
operating (including climbing/descending) in
airspace where flight crews are unable to
establish normal air-ground communications
with the responsible ATS unit.
0.00
115
0.00
1109.00
No.
levels
crossed
Operatio
nal Risk
(x10-9)
LHD Category Description
LHD
Duration
(Min)
Kolkata, India, 22nd –24th September 2014
No.
of
LHDs
LHD
Categ
ory
Code
0.0
0
2.0
0
0.00
25.99
Table XX: Summary of LHD by LHD Category for BOB Airspace
2.10.2.6 Category E LHDs still account for most of LHD duration and occurrences in the region.
These occurrences can be further categorized into the following sub-categories as
depicted in Figure XX.
Figure XX: Sub-categories of Category-E LHDs for BOB Airspace
Analysis of Operational Error
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
-9th
2.10.2.7 There are 115 LHD occurrences which account forKolkata,
the riskIndia,
of 25.99
x 10
FAPFH.
The 2014
22nd
–24
September
10 highest risk bearing LHDs together account for the risk of 21.46 x 10-9 FAPFH or
83% of total operational risk. The operational risk is mainly the result of a small
number of LHDs with long duration. As illustrated in Figure XX almost all of these
LHDs are the result of breakdown in coordination.
2.10.2.8 The next two figures depict geographic location of non-nil LHDs and hot spots in the
BOB region based on LHD reports from January to June 2015 where:
- each navy blue dotted line represents the frequency of occurrences at the
labeled waypoint,
- each red label indicates the number of LHDs and duration in minutes
associated with that location, and
- the turquoise lines represent west-bound traffic density while the orange lines
represent east-bound traffic density
2.10.2.9 FigureXX shows the first hot spot area, which consists of the transfer-of-control points
along Chennai and Kuala Lumpur FIRs and the transfer-of-control points along
Kolkata and Yangon FIRs. This area has been and still continues to be the major hot
spot area in the region.
Figure XX: LHD Hot Spots between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
nd the
2.10.2.10
Figure XX shows the second hot spot area,Kolkata,
which consists
India, 22of
–24thtransfer-ofSeptember 2014
control points on the western boundary of Mumbai FIR. The majority of risk is
due to ATC-to-ATC coordination errors at ORLID, LOTAV and KITAL. Most LHDs
occur because aircraft entering Mumbai FIR from the west were not transferred to
Mumbai OCC. Since this area is oceanic airspace where no surveillance is available,
Mumbai OCC is not aware of these aircraft until aircraft establish contact with
Mumbai OCC when they are about to enter continental areas. This results in LHDs
with long duration.
Figure XX: LHD Hot Spots between Mumbai and Muscat/Mogadishu FIRs
Proposed Actions for the Region
2.10.2.11
02/09/2015
In order to devise risk mitigation measures at these hot spot areas, the following
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
domains should be taken into consideration:
Kolkata, India, 22nd –24th September 2014
1) The ATC-to-ATC communication channel and procedure for transferring an aircraft
and the revisions of flight information.
2) The surveillance coverage of the hot spot areas. Surveillance service for the
accepting ATC unit should significantly reduce the duration of LHDs. The better the
surveillance, the earlier the accepting ATC unit can detect and manage the
unexpected traffic.
3) ADS-C/CPDLC service will also help reduce the LHD’s duration as the aircraft’s
position is typically reported to the accepting ATC unit at the transfer-of-control
point.
4) The reporting procedure for the flight crew before entering the FIR. If the pilot
reports to the accepting ACC as soon as the aircraft approaches the transfer of
control point, the less chance that the aircraft will fly at a flight level unexpected by
the accepting ATC unit.
5) ATC automation system’s human-machine interface. States that plan to acquire or
upgrade their ATC automation system, especially the systems that utilize electronic
strips environment, should consider a design of human machine interface which
reminds ATCs to send flight information revision when necessary.
2.10.2.12
For interfaces between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs, there
have been some initiatives to reduce the LHDs since the situation came into light in
2013. The States concerned initiated plans to implement AIDC between ACCs to help
automate the coordination process and share ADS-B data so that the entering aircraft
can be detected early.
2.10.2.13
For Mumbai and Muscat/Mogadishu interface, upon the receipt of the LHD
reports in July, the MAAR raised the issue to the attention of AFI Regional Monitoring
Agency (ARMA) who oversees the Mogadishu FIR and the Middle East Regional
Monitoring Agency (MIDRMA) who oversees the Muscat FIR. As a short-term solution,
the MAAR asked the RMAs to urge flight crews of aircraft entering Mumbai FIR to
contact Mumbai OCC before the aircraft enters the FIR, especially those operating
without ADS-CPDLC. As a short-term solution, the MAAR asked the RMAs to urge
flight crews of aircraft entering Mumbai FIR, especially those operating without ADSCPDLS, to contact Mumbai OCC before the entering the FIR.
2.10.2.14
MAAR would like to propose some additional actions and procedure to be
considered and, if possible, adopted by BOBASIO States in order to establish a more
robust platform to address these safety concerns. The proposal is for:
1) BOBASIO to take on the task of acting as the scrutiny group to address the hot spots
in the BOBASIO region, which could be conducted in a form of side meetings to the
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
main meeting;
Kolkata, India, 22nd –24th September 2014
2) BOBASIO to add an agenda concerning airspace safety in the region; and
3) BOBASIO States to establish a procedure for supervisors or controllers on duty of
transferring and accepting ATS units to discuss and investigate, in a timely manner,
the occurrences relating to the breakdown in coordination, and then report the LHD
to the corresponding RMAs.
2.10.2.15
Flimsy 1 was presented by MAAR and BOBASMA which proposed that
BOBASIO add ‘Airspace safety’ as one of its agenda, and also form a small working
group consisting of BOBASMA, AAI, MAAR, and States directly involved with the
identified hot spots.The working group should work towards identifying preliminary
causes of the LHDs and recommend remedial actions to BOBASIO which will act as the
scrutiny group.
2.10.2.16
The meeting was invited to consider the Draft Decision:
Draft Decision BOBASIO/5-XX: BOBASIO to take on the role of the scrutiny group for the
Bay of Bengal, Arabian Sea, and Indian Ocean Region.
BOBASIO takes on the role of the scrutiny group for the Bay of Bengal, Arabian Sea, and
Indian Ocean Region and establish a small working group consisting of BOBASMA, AAI,
MAAR, and States directly involved with the identified hot spots to analyze the occurrences
and propose remedial actions to BOBASIO.
After deliberation the meeting adopted the draft decision for BOBASIO to function as a
Scrutiny group which will be assisted by a small working group comprising MAAR, BOBASMA,
AAI and the concerned state.
2.10.3
WP 11: ADS-B for Height Keeping Performance Monitoring
2.10.3.1 The Paper presented by MAAR on the potential utilization of India ADS-B data for
height-keeping performance monitoring, as required by the ICAO Annex 6 minimum
requirements for long term monitoring. The Monitoring Agency for Asia Region
(MAAR) also proposed steps towards the ADS-B data sharing for AAI and other States
with ADS-B capability.
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nd –24
th September
2.10.3.2 An aircraft uses a barometric altimeter to determine
and
follows
common 2014
Kolkata,height
India, 22
pressure levels (flight levels) using a QNH of 1013 in RVSM airspace. The altimetry
system error (ASE) is the difference between the altitude indicated by the altimeter
display, assuming a correct altimeter barometric setting, and the pressure altitude
corresponding to the undisturbed ambient pressure. Therefore, ASE is an indicator of
the accuracy of an aircraft’s altimetry system, and, as a result, its height-keeping
performance.
2.10.3.3 ASE can vary and deteriorate with time in service since aircraft altimetry systems
may:
a. wear over time (such as the pitot-static probe and portions of internal plumbing);
b. be subject to damage (such as skin flexing/deformation during operations);
and/or
c. be affected by modification of airframes (such as the application of paint, decals
and branding marks or mounting of accessories or repairs such as boiler plating
in the vicinity of the static pressure ports).
2.10.3.4 To ensure that aircraft operating in RVSM airspace continues to meet the safety
objectives, aircraft operators are required to meet the long-term height monitoring
requirements based on Annex 6 to the Convention on International Civil Aviation.
2.10.3.5 There are two main types of monitoring systems available today:
a. In-Flight GPS-Based Monitoring Systems which require a portable GPS-based
monitoring unit (GMU) to be installed on board; and
b. Ground-Based Height Monitoring Systems which require aircraft to fly over the
operational coverage of stationary ground stations. One type of these systems is
an ADS-B Height Monitoring System (AHMS) which utilizes ADS-B data for
ASE calculation. The twenty-third meeting of the Asia/Pacific Air Navigation
Planning and Implementation Regional Group (APANPIRG/23) agreed that
States should provide ADS-B data when available and requested by the RMAs
for safety monitoring purposes (APANPIRG Conclusion 23/16 - Safety
Monitoring Data Provision)
2.10.3.6 The Bay of Bengal and Arabian Sea Monitoring Agency (BOBASMA) presented WP/05
"Use of ADS-B Data for Monitoring Aircraft Height Keeping Performance" at the third
ATS coordination meeting of the Bay of Bengal, Arabian Sea, Indian Ocean
(BOBASIO/3). The paper proposed that the ADS-B data from the 21 ADS-B ground
stations in India will enable the height-keeping performance monitoring of ADS-B
equipped aircraft without limiting the means of monitoring to only by use of GMUs.
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
nd –24th September
2.10.3.7 In addition to the current remaining monitoring burden,
operators
flying over 2014
Kolkata,aircraft
India, 22
the India continental airspace would also benefit in the long run as each of their fleet
will need to be height monitored every two years. Should ADS-B data from India be
shared with the MAAR for the purpose of height-keeping performance monitoring, all
aircraft with ADS-B OUT equipage shall be continuously monitored and potentially
satisfy the ICAO Annex 6 minimum requirements for long term monitoring.
2.10.3.8 In order to provide the evidence for DGCA India that AAI’s ADS-B data can be used
for ASE calculation, the MAAR would like to propose the following steps to achieve
this task:
1) AAI sends the MAAR a small sample (i.e. one day) of ADS-B binary files, which
are in ASTERIX Category 021 format.
2) The MAAR customizes their software to be able to process AAI's data and sends
the software to AAI.
3) AAI uses the software to process one-month of ADS-B data and sends the result
to the MAAR. The result files will contain only data fields necessary for ASE
calculation.
4) The MAAR analyzes the data and produces an ASE report, including ASE value
comparison between common airframes in MAAR’s existing data and AAI’s data.
5) The report can be referenced as a part of AAI request for the approval from the
DGCA of India to use ADS-B data for the purpose of aircraft height-keeping
performance monitoring.
6) Once the DGCA of India approves, the ADS-B data may be processed and shared
with the MAAR on a monthly basis, as described above.
2.10.3.9 In response to MAAR’s offer to validate Indian ADS-B data for ASE calculation India
informed MAAR that as of now India is only considering the use of ADS-B for provision
of Air Traffic Services and when it is proposed to use ADS-B data for vertical height
monitoring then the offer of MAAR will definitely be considered.
2.10.3.10 MAAR also encouraged other States to share their ADS-B data with the MAAR
with similar steps outlined above.
2.10.4
WP 12: Requirement of RMA for BOBASIO airspace
2.10.4.1 BOBASMA presented Working Paper 12 on the need for a Regional Monitoring
Agency for conducting post RVSM implementation system performance monitoring to
ensure continued safe use of RVSM within the Bay of Bengal Arabian Sea Indian
Ocean (BOBASIO) airspace.
2.10.4.2 The BOBASIO airspace spans a wide area stretching from the Middle East/ African
coast in the west and across the vast expanse of the Arabian Sea, the Indian sub-
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
nd –24(Afghanistan,
th September 2014
continent and Bay of Bengal. It comprises of the airspace
seven22
States
Kolkata,ofIndia,
Pakistan, India, Maldives, Sri Lanka, Bangladesh & Myanmar) and eleven FIRs
(Kabul, Lahore, Karachi, Male, Mumbai, Delhi, Chennai, Kolkata, Dacca, Colombo &
Yangon).
2.10.4.3 The increased growth of air traffic within the BOBASIO airspace and the projected
future growth require that, the safety monitoring competencies of member States of
BOBASIO are optimized to achieve the safety objectives.
2.10.4.4 In January 2009 the Bay of Bengal ATS Coordination Group in its 20th meeting
(BBACG/20) recognised that En-route Monitoring Agency (EMA) capability was
essential to support the RNP 10 and RNP 4 implementations and invited India to
consider establishing horizontal plane safety assessment and monitoring capability for
the Bay of Bengal and Arabian Sea airspace.
2.10.4.5 India accepted the responsibility and established the EMA, Bay of Bengal Arabian sea
Indian ocean safety Monitoring Agency (BOBASMA) at Chennai in India which has
been endorsed as a competent safety monitoring agency by APANPIRG vide
APANPIRG Decision 22/14 in 2012.
2.10.4.6 BOBASMA conducts the safety monitoring for the introduction and continued safe use
of reduced horizontal separation in the BOBASIO airspace and presents the annual
safety report to RASMAG.
2.10.4.7 Table XX is a summary of the Asia-Pacific RMAs and their area of responsibility.
MAAR provides RMA services to the BOBASIO States.
02/09/2015
S. No
Regional Monitoring Agency
Member
States
1
Monitoring Agency for Asia Region 20
(MAAR)
25
2
China
Regional
Agency (China-RMA)
10
3
Pacific Approvals Registry and 6
Monitoring Organization (PARMO)
7
4
Australian Airspace
Agency (AAMA)
7
Monitoring 2
Monitoring 6
Flight
Information
Regions
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
5
Japanese
Airspace
Safety 1Kolkata, India,
1
22nd –24th September 2014
Monitoring Agency (JASMA)
Table XX. Summary of Asia-Pacific RMAs and Estimated annual Flying Hours
2.10.4.8 The increased safety monitoring competency of States like India could help in
establishing additional Regional monitoring agencies to cater to the needs of an ever
growing traffic scenario in the region.
2.10.4.9 BOBASMA had been supporting the efforts of MAAR since 2011-12 by sensitizing the
controllers and senior ATC officers on the need to report safety occurrences, as can be
seen from the increased instances of LHD reporting in the region in the recent past.
This has only resulted in conducting a more realistic Safety assessment leading to the
identification of safety issues that were so far hidden. (Ref: RASMAG/20 report).
2.10.4.10
BOBASMA is willing to undertake the additional responsibility of providing
RMA services for the member States of BOBASMA. BOBASMA is ready to participate
in training programs under the guidance of any of the established RMAs to acquire
the additional technical competence if any, required to carry out the functions of an
RMA.
2.10.4.11
The meeting was invited to consider the following Draft Decision;
Draft Decision BOBASIO/5-XX: Regional Monitoring Agency for BOBASIO Airspace.
That, RASMAG considering the Safety Monitoring capabilities of the Bay of Bengal Arabian
Sea Safety Monitoring Agency recommend BOBASMA for providing RMA services to the
member States of BOBASMA in addition to the EMA services.
2.10.4.12
MAAR while endorsing the Safety Monitoring capabilities of BOBASMA
informed the meeting of their willingness to continue providing the RMA services for
the BOBASIO airspace. However the meeting took note of the vast airspace of the
BOBASIO region and the efforts undertaken by BOBASMA to identify for the first
time the vertical safety risks which had so far remained hidden. Considering the
positive role that BOBASMA could play in having a specific and sustained focus on the
safety risk within the BOBASIO airspace the meeting decided to adopt the Draft
Decision proposed by BOBASMA.
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The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
2.11 AGENDA ITEM 11: FUTURE MEETINGS
Kolkata, India, 22nd –24th September 2014
2.11.1.1 The meeting agreed to include following two Permanent Agenda items in the future
meetings to ensure better coordination and collaboration for effective implementation
of Seamless ATM plan and Safety monitoring in the BOBASIO Sub-group comprising
of States from three different ICAO regions:
1. Outcome of related Meetings in the region and action items for BOBASIO States
2. Airspace safety in the BOBASIO Sub- region
The meeting discussed the venue for the next meeting. Seychelles proposed to
discuss with their management for holding the next BOBASIO meeting.
02/09/2015
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
th September
APPENDIX
XX 2014
Kolkata, India, 22nd –24
ACTION ITEMS OF BOBASIO/5
Action
Item
ID
5/1
5/2
Description
Establish new ATS routes
in Kolkata-Dhaka FIR,
Northern Bay of Bengal
and over Arabian Sea for
capacity enhancement and
route optimization
Responsible
State/
Organisation
India,
Bangladesh,
Myanmar,
Thailand and
Indonesia
Timeline
BOBASIO/6
Consider
to
develop
structured program for
BOBASIO
Geographical
Area for Upper airspace
UPR development
Consider the proposal for
inclusion of the segment
between ELKEL and Male
of G465 in Male FIR as
Contingency Route with
FLAS as FL280 (WB) and
FL270 (EB) to harmonize
the ATM Contingency Plan
of India, Maldives and
Srilanka
All
BOBASIO
States
BOBASIO/6
Maldives
31st October 2015
5/4
Consider the Letter of
Agreement template for the
ATM Contingency Plan
Level 2. (Attached as
Annexure IV to WP 06)
All
BOBASIO
States
31st October 2015
5/5 ??
Collect and provide the
required data to BOBASMA
Ongoing
5/6
Establish a procedure for
supervisors or controllers on
duty of transferring and
All
Concerned
States and
FIRs
BOBASIO
States
5/3
02/09/2015
Remarks
Route
proposals will
be reviewed
and
discussed in
BIMT
meeting
again with
Myanmar
and
Bangladesh.
31st December 2015
for Draft Procedure
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
Kolkata, India, 22nd –24th September 2014
accepting ATS units to discuss
and investigate, in a timely
manner,
the
occurrences
relating to the breakdown in
coordination, and then report
the LHD to the corresponding
RMAs
5/7
5/8
Consider to share ADS-B data
with the MAAR for height
keeping
performance
monitoring
Establish
POC
for
coordinating
the
preliminary activities for
the feasibility and efficacy
of BOBASIO Contingency
Team.
Willing
BOBASIO
States
Ongoing
India/IATA
31st December 2015
5/9
Review the draft Letter of
Agreement (enclosed as
Annexure ‘A’ to WP 14)
for the
coordination/co-operation
on operational matters of
SAR services with India
All
Concerned
States
31st December 2015
5/10
BOBASMA to present a
working paper conveying a
decision of BOBASIO 5 to
RASMAG for providing
BOBASMA
RASMAG/21
RMA services to the
member
States
of
BOBASMA in addition to
the EMA services.
5/11
MAAR to constitute a
mechanism
for
timely
coordination
of
LHD
occurrences
between
concerned ATS units.
MAAR
31st October 2015
5/12
Establish a small working
group
consisting
of
BOBASMA, AAI, MAAR, and
States directly involved with
the identified hot spots to
India
31st October 2015
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BOBASIO/5
The Fifth ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region
analyze the occurrences and
propose remedial actions to
Kolkata, India, 22nd –24th September 2014
BOBASIO
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