KEMENTERIAN PERHUBUNGAN
DIRECTQRAT JENDERAL PERHUBUNGAN UDARA
PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA NOMOR :
KP 565 TAHUN 2015 TENTANG
PEDOMAN TEKNIS OPERASIONAL BAGIAN 170-03 (ADVISORY CIRCULAR
PART 170-03) PEMBUATAN RENCANA KONTINGENSI MANAJEMEN LALU LINTAS PENERBANGAN DI INDONESIA (INDONESIA AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN) h
DENGAN RAHMAT TUHAN YANG MAHA ESA DIREKTUR JENDERAL PERHUBUNGAN UDARA,
Menimbang
: a.
bahwa dalam Peraturan Merited Perhubungan Nomor KM 14
Tahun
20C9
tentang
Peraturan
Keselamatan
Penerbangan Sipil Bagian 170 (Civil Aviation Safety Regulation Part 170) Tentang Peraturan Lalu Lintas Penerbangan (Air Traffic Rules), diatur mengenai Rencana Kontingensi (Contingency Plan); b.
Mengingat
: 1.
bahwa berdasarkan pertimbangan sebagaimana dimaksud pada huruf a, dipandang perlu menetapkan Pedoman Teknis Operasional Bagian 170-03 (Advisory Circular Part 170-03) Pembuatan Rencana Kontingensi Manajemen Lalu Lintas Penerbangan di Indonesia (Indonesia Air Traffic Management Contingency Plan), dengan Peraturan Direktur Jenderal Perhubungan Udara;
Undang-undang
Nomor
1
Tahun
2009
tentang
Penerbangan (Lembaran Negara Tahun 2009 Nomor 1 Tambahan Lembaran Negara Republik Indonesia Nomor 4956);
2.
Peraturan Pemerintah Nomor 3 Tahun 2001 tentang Keamanan dan Keselamatan Penerbangan (Lembaran Negara
Republik
Indonesia
Tahun
2001
Nomor
9,
Tambahan Lembaran Negara Republik Indonesia Nomor 4075);
3.
Peraturan Pemerintah Nomor 77 Tahun 2012 tentang r Perusahaan Umum (Perum) Lembaga Penyelenggara Pelayanan Navigasi Penerbangan Indonesia, Tambahan
Lembaran Negara Republik Indonesia Nomor (Lembaran
Negara Republik Indonesia Tahun 2012 Nomor 176);
V
4.
Peraturan Presiden Nomor 47 Tahun 2009 tetang Pembentukan Organisasi Kementerian Negara
Sebagaimana diubah terakhir dengan Peraturan Presiden Nomor 13 Tahun 2014;
5.
Peraturan Presiden Nomor 24 . Tahun 2010 tentang
Keaudukan, Tugas, dan Fungsi Kementerian Negara serta Susunan Organisasi, Tugas dan Fungsi Eselon I Kementerian Negara sebagaimana telah diubah dengan Peraturan Presiden Nomor 14 Tahun 2014;
6.
Peraturan Menteri Perhubungan Nomor KM 14 Tahun
2009 tentang Peraturan Keselamatan Penerbangan Sipil Bagian 170 Peraturan Lalu Lintas Udara (Civil Aviation Safety Regulation Part 170) tentang Peraturan Lalu Lintas Penerbangan (Air Traffic Rules);
7.
Peraturan Menteri Perhubungan Nomor KM 20 Tahun
2009 tentang Peraturan Keselamatan Penerbangan Sipil Sistem Manajemen Keselamatan;
8.
Peraturan Menteri Perhubungan Nomor KM 8 tahun 2010
tentang Program Keselamatan Penerbangan Nasional; 9.
Peraturan Menteri Perhubungan Nomor PM 49 Tahun
2011 tentang Peraturan Keselamatan Penerbangan Sipil Bagian 172 Peraturan Lalu Lintas Udara (Civil Aviation Safety Regulation Part 172) tentang Penyelenggara Pelayanan Lalu Lintas Penerbangan (Air Traffic Service Provider);
10. Peraturan Menteri Perhubungan Nomor PM 55 Tahun 2015 tentang Peraturan Keselamatan Penerbangan Sipil Bagian 139 (Civil Aviation Safety Regulation Part 139) tentang Bandar Udara (Aerodrome); 11. Peraturan Direktur Jenderal Perhubungan Udara Nomor SKEP/25/II/2009 tentang Advisory Circular 170-02 Manual ofAir Traffic Services Operational Procedures;
12;. Peraturan Direktur Jenderal Perhubungan Udara Nomor KP 232 Tahun 2014 tentang Petunjuk dan Tata Cara Bagian 172-01 (Advisory Circular Part 172-01) mengenai Sertifikasi Penyelenggara Pelayanan Lalu Lintas Penerbangan (Certification, of Air Traffic Service Provider); MEMUTUSKAN :
Menetapkan
:
PEDOMAN
(ADVISORY RENCANA
TEKNIS
OPERASIONAL
CIRCULAR KONTINGENSI
PART
BAGIAN
170-03)
MANAJEMEN
170-03
PEMBUATAN LALU
LINTAS
PENER3ANGAN DI INDONESIA (INDONESIA AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN).
V
BAB I
KETENTUAN UMUM Pasal 1
Dalam Peraturan ini yang dimaksud dengan:
1.
Alerting Service adalah pelayanan lalu lintas udara yang bertujuan untuk memberitahukan kepada organisasi yang berwenang dalam pencarian pesawat yang memerlukan pencarian dan pertolongan sesuai dengan organisiasi yang dipersyaratkan.
2.
Bencana adalah kondisi pandemik, gempa bumi, banjir, tsunami, dampak nuklir, abu gunung berapi, atau
kondisi lain yang mengganggu sebagian atau seluruh kegiatan manajemen lalu lintas penerbangan. 3.
Direktcrat Jendera) Perhubungan Udara.
adalah
Direktorat
Jenderal
4.
Direktorat adalah Direktorat yang membidangi navigasi penerbangan.
5.
Direktur
Jenderal
adalah
Direktur
Jenderal
Perhubungan Udara. 6.
Direktur adalah Direktur Navigasi Penerbangan.
7.
Flight Information Region (FIR)/Wilayah Informasi Penerbangan, yang selanjutnya disebut FIR adalah batas wilayah yang mencakup semua struktur ruang udara yang dilayani oleh beberapa region.
8.
Flight Information Centre (FIC) adalah unit yang bertugas untuk memberikan Flight Information Service dan Alerting Service.
9.
Flight Information Service adalah pelayanan lalu lintas udara yang bertujuan untuk memberikan saran dan informasi yang berguna untuk keselamatan dan efrsiensi pengaturan lalu lintas udara.
10. Konflik Militer adalah kegiatan pesawat udara negara di suatu FIR yang dapat mengganggu kegiatan manajemen lalu lintas penerbangan.
11. Navigasi Penerbangan adalah proses mengarahkan gerak pesawat udara dari satu titik ke titik lain dengan selamat dan lancar untuk menghindari bahaya dan/atau rrntangan penerbangan.
v
12. Rencana Kontingensi (Contingency Plan) adalah rencana tirdakan pengalihan fungsi manajemen lalu lintas
penerbangan terhadap penanganan kontingensi suatu
unit ATS tertentu, drmana unit tersebut tidak dapat meiakukan kegiatan Manajemen Lalu Lintas Penerbangan.
13. Operator adalah Perusahaan Umum (Perum) Lembaga Penyelenggara Navigasi Penerbangan Indonesia. 14. Pesawat Udara adalah adalah setiap mesin atau alat
yang dapat terbang di atmosfer karena gaya angkat dari reaksi udara,
tetapi
bukan karena reaksi udara
terhadap permukaan bumi yang digunakan untuk penerbangan.
15. Pandemik (Pandemic) adalah wabali penyakit yang tersebar luas di suatu kawasan sehingga mengganggu
operasional manajemen lalu lintas penerbangan. 16. Penerbangan adalah satu kesatuan sistem yang terdiri atas pemanfaatan wilayah udara, pesawat udara, bandar udara, argkutan udara, navigasi penerbangan, keselamatan dan keamanan, lingkungan hidup, serta
fasilitas penunjang dan fasilitas umum lainnya. 17. Penerbangan Lintas (Overflying) adalah penerbangan yang merintasi wilayah udara Indonesia tanpa meiakukan pendaratan di Bandar Udara wilayah Indonesia dan penerbangan lintas diatas bandar udara dalam rangka penerbangan dalam negeri. 18. Pesawat Udara Negara adalah pesawat udara yang digunakan oleh Tentara Nasional Indonesia, Kepolisian Republik Indonesia, kepabeanan, dan instansi pemerintah lainnya untuk menjalankan fungsi dan kewenangan penegakan hukum serta tugas lainnya sesuai dengan peraturan perundang-undangan. 19. Pesawat Udara Sipil pesawat udara yang digunakan untuk kepentingan angkutan udara niaga dan bukan niaga. 20. Potensi bencana adalah kcndisi dan/atau keadaan yang
menyebabkan terganggunya sebagian atau seluruh kegiatan manajemen lalu lintas penerbangan, dapat berupa unjuk rasa, penurunan atau kegagalan sistem, konflik militer, keamanan nasional atau kondisi politik yang tidak kondusif. 21. Terminal Control Area (TMA), yang selanjutnya disebut TMA adalah ruang udara yang dikendalikan (control area) yang merupakan pusat pertemuan rute-rute penerbangan di satu atau lebih bandara besar. 4
If
22. Unjuk Rasa (Industrial Actions) adalah kegiatan yang dilakukan oleh tenaga operasional penyelenggara pelayanan navigasi penerbangan yang mengganggu
kegiatan manajemen lalu lintas penerbangan. BAB II
RUANG LINGKUP Pasal 2
(1)
Direktur Jenderal menetapkan dan menyebarluaskan formulasi rencana kontingensi (Contingency Plan).
(2)
Penyelenggara Pelayanan
Lalu Lintas Penerbangan
harus membuat, mengembangkan dan mengesahkan
rencana kontingensi antuk mengantisipasi adanya keadaan yang tidak terduga yaitu terjadi bencana, dan/atau potensi akan terjadi bencana, dalam kegiatan manajemen la)u lintas penerbangan atau wilayah ruang udara yang menjadi tanggung jawabnya.
(3)
Rencana kontingensi sebagaimana dimaksud pada ayat (2) disampaikan kepada Direktur Jenderal guna mendapat persetujuan untuk selanjutnya disebarluaskan dan dipublikasi dalam AIP Pasal 3
(1)
Rencana kontmgensi (contingency plan) terdiri dari 3 (tiga) tingkat (level) sebagai berikut: a. tingkat (level) 1; b. tingkat (level) 2; dan c. tingkat (level) 3.
(2)
Dalam setiap tingkat (level) rencana kontingensi (contingency plan) dikategorikan sebagai berikut: a. Kategori A yaiua kondisi wilayah udara am an, tetapi terbatas atau tidak ada pelayanan ATS, yang disebabkan oleh:
1. 2. 3. 4. 5. 6.
unjuk rasa (industrial actions) pandemik; gempa bumi; banjir besar; tsunami; dampak nuklir dan
7. penurunan/kegagalan sistem pelayanan navigasi penerbangan.
b. Kategori B yaitu pelayanan ATS dapat diberikan
tetapi kondisi wilayah udara tidak aman, yang disebabkan o'eh:
1. abu gunung berapi (Volcanic Ash Cloud);
\
2. darurat nuklir; dan 3. konflik militer.
c. Kategori C yaitu kondisi ruang udara tidak aman dan tidak tersedia pelayanan ATS, disebabkan oleh:
1. wabah
penyakit/pandemik yang berdampak
secara global pada suatu FIR/negara; 2. keamanan nasional atau kondisi politik yang tidak kondusif;
3. pencemaran radiasi nuklir. Pasal 4
(1) Rencana kontingensi tingkat 1 (contingency plan level 1) sebagaimana dimaksud dalam pasal 3 ayat (1) huruf a merupakan rencana kontingensi pada salah satu FIR di Indonesia, untuk menjamin kesinambungan kegiatan manajemen lalu lintas penerbangan domestik.
(2)
Rencana kontingensi tingkat 1 (contingency plan level 1) terjadi di wilayah pergerakan pesawat pada saat mulai keberangkatan sampai pada ketinggian tertentu atau sebaliknya, pada saat pesawat berada pada ketinggian tertentu sampai dengan kedatangan. Pasal 5
(1)
Rencana kontingensi tingkat 2 (contingency plan level 2) sebagaimana dimaksud daiam pasal 3 ayat (2) huruf b merupakan rencana kontingensi antar FIR atau Negara, untuk menjamin kesinambungan kegiatan manajemen lalu lintas penerbangan untuk penerbangan internasional yang melintas (overflying) wilayah udara Indonesia.
(2)
FIR yang unit pelayanan lalu lintas penerbangannya dalam kondisi darurat diambii alih oleh unit pelayanan
lam
lintas
penerbangan
yang
melayani
FIR
yang
berbatasan.
Pasal 6
Rencana kontingensi tingkat 3 (contingency plan level 3) sebagaimana dimaksud dalam pasal 3 ayat (1) huruf c disusun bersama oleh negara-negara sub regional/regional untuk menjamin kesinambungan kegiatan manajemen lalu lintas penerbangan antar negara sub regional/regional yang meliputi rute penerbangan dan ketinggian.
V
BAB III
RENCANA KONTINGENSI TINGKAT 1
(CONTINGENCY PLAN LEVEL 1) Pasal 7
Rencana kontingensi tingkat 1 (Contingency Plan Level 1) sebagaimana dimaksud dalam pasal 4, sekurang- kurangnya terdiri dari :
a. tujuan rencana kontingensi; b. ATS Unit, Centres, States, dan FIR yang terdampak; c. tipe dan kategori kontingensi;
d. manajemen
rencana
kontingensi
(management
of
contingency plan);
e. manajemen lalu lintas penerbangan dan prosedur kontingensi (air traffic management and contingency procedure);
f.
prosedur bagi pilot dan operator (pilots and operator procedures);
g. prosedur komunikasi;
h. pelayanan aeronautika penunjang (aeronautical support seruices);
i.
pencarian dan pertolongan (search and rescue); Pasal 8
(1)
Manajemen rencana kontingensi (management of contingency plan) sebagaimana dimaksud dalam pasal 7 huruf d sekurang- kurangnya terdiri dari : a. Komite Pusat Koordinasi (Central b.
(2)
Coordinating
Committee); ATM Operational Contingency Group.
Komite
Pusat
Koordinasi
(Central
Coordinating
Committee) sebag^aimana dimaksud pada ayat (1) huruf a, sekurang-kurangnya terdiri dari : a. Direktorat Jenderal Perhubungan Udara; b. c. d.
Perum LPPNPI; TNI Angkatan Udara; Kementerian Pertahanan;
e.
Perwakilan dari Komite/ organisasi Badan Usaha
f.
Angkutan Udara; BMKG;
g. Pusat Vulkanologi dan Mitigasi Bencana Geologi
(PVMBG);
'"
h. Badan Usaha Bandar Udara;
i.
Badan
Nasional
Pencarian
dan
(BASARNAS);
j.
Y
Organisasi lainnya yang dibutuhkan.
Pertolongan
(3) ATM Operational Contingency Group sebagaimana dimaksud pada ayat (1) nuruf b, sekurang- kurangnya terdiri dari :
a. Air Traffic Service (ATS); b. Aeronautical Telecommunication (CNS);
c. Aeronautical Meteorology (MET);
d. Aeronautical Information Services (AIS); e.
Search and Rescue (SAR) Pasal 9
Manajemen Lalu Lintas Penerbangan dan Prosedur Kontingensi (Air Traffic Management and Contingency Procedure) sebagaimana dimaksud dalam pasal 7 huruf e sekurang-kurangnya terdiri dari :
a. penurunan pelayanan lalu lintas penerbangan dan pemberian FIS (reduced ATS and provision of Flight Information Services (FIS))
b. c. d. e. f. g. h.
tanggung jawab ATS (ATS responsibilities); separasi antar pesawat (aircraft separation); pembatasan ketinggian (flight level restriction); klasifikas: ruang udara (airspace clasifications); laporan posisi pesawat (aircraftposition reporting); pengoperasian VFR (VFR operation); prosedur untuk unit ATS (procedure for ATS units);
i.
peralihan menuju skema kontingensi [transition to contingency scheme); pengalihan tanggung jawab dan koordinasi (transfer of
j.
control and coordination). Pasal 10
Prosedur untuk pilot dan operator sebagaimana dimaksud pada pasal 7 huruf f sekurang - kurangnya terdiri dari : a. pengisian flight plan; b. prosedur pengoperasian untuk pilot; c. pencegatan pesawat udara sipil (Interception of Civil Aircraft). Pasal 11
Prosedur komunikasi sebagaimarra dimaksud pada pasal 7 huruf g sekurang- kurangnya terdiri dari :
a. penurunan
fungsr
komunikasi
(Degradation
of
Communication);
b. frekuensi Frequency).
V
radio
komunikasi
(Radio
Communication
Pasal 12
Pelayanan penunjang aeronautica sebagaimana dimaksud pasal 7 huruf h, sekurang - kurangnya terdiri dari : a. Pelayanan Informasi Aeronautika (Aeronautical Information Services) yang memuat publikasi NOTAM/ ASHTAM;
b. Pelayanan Meteorologi (Meteorological Service). Pasal 13
Format
Rencana
Kontingensi
Manajemen
Lalu
Lintas
Penerbangan Indonesia Tingkat 1 (Indonesian Air Traffic Management Contingency Plan Level 1) sebagaimana tercantum dalam lampiran I peraturan ini. BAB IV
RENCANA KONTINGENSI TINGKAT 2
(CONTINGENCY PLAN LEVEL 2) Pasal 14
Rencana Kontrngensi tingkat 2 sebagaimana dimaksud pada pasal 5, sekurang- kurangnya terdiri dari : a. tujuan rencana kontingensi; b. ATS Unit, Centres, States, dan FIR yang terdampak; c. tipe dan kategori kontingensi; d. manajemen rencana kontingensi (Management of Contingency Plan); e. struktur rute kontingensi (Contingency Route Structure); f. manajemen lalu . lintas Penerbangan dan Prosedur
Kontingensi (Air Traffic Management and Contingency Procedure);
g.
prosedur bagi pilot dan operator (Pilots and Operator Procedures);
h.
prosedur komunikasi;
i.
pelayanan aeronautika penunjang (Aeronautical Support Services);
j.
pencarian dan pertolongan (Search and Rescue); Pasal 15
(1) Manajemen Lalu Lintas Penerbangan dan Prosedur
Kontingensi (Air Traffic Management and Contingency Procedure) sebagaimana dimaksud pada pasal 14 huruf e, sekurang- kurangnya terdiri dari:
*
a. penurunan pelayanan lalu lintas penerbangan dan pemberian FIS (Reduced ATS and Provision of Flight Information Services (FIS));
b. tanggung jawab ATS (ATS Responsibilities); c. separasi antar pesawat (Aircraft Separation); d. pembatasan ketinggian (Flight Level Restriction); e. klasifikasi ruang udara (Airspace Clasifications);
f. g. h. i.
laporan posisi pesawat (Aircraft Position Reporting); pengoperasian VFR (VFR Operation); prosedur untuk unit ATS (Procedure for ATS Units); peralihan menuju skema kontingensi (Transtion to contingency scheme);
j.
pengalihan tanggung jawab dan koordinasi (Transfer of Control and Coordination).
(2) Prosedur
untuk
Pilot dan
Operator
sebagaimana
dimaksud pada pasal 14 huruf g, sekurang - kurangnya terdiri dari:
a.
pengisian flight plan;
b. persetujuan melintas (overflight); c. prosedur pengoperasian untuk pilot; d. pencegatan pesawat udara sipil (Interception of Civil Aircraft);
(3) Prosedur komunikasi sebagaimana dimaksud pada pasal 14 huruf h, sekurang- kurangnya terdiri dari: a. penurunan fungsi komunikasi (degradation of b.
communication); frekuensi radio komunikasi frequency).
(radio communication
(4) Pelayanan penunjang Aeronautica sebagaimana dimaksud pasal 14 huruf i., sekurang - kurangnya terdiri dari :
a.
b.
pelayanan informasi aeronautika (aeronautical information services) yang memuat publikasi NOTAM/ASHTAM; pelayanan meteorologi (meteorological service). Pasal 16
Format
rencana
kontingensi
manajemen
lalu
lintas
penerbangan Indonesia tingkat 2 (Indonesian Air Traffic Management Contingency Plan Level 2), tercantum dalam lampiran II peraturan ini.
10
BAB V
KETENTUAN PENUTUP Pasal 17
Direktur mengawasi pelaksanaan peraturan ini. Pasal 18
Peraturan ini berlaku pada tanggal ditetapkan. Ditetapkan di Jakarta
Pada tanggal 25 September 2015 DIREKTUR JENDERAL PERHUBUNGAN UDARA, ttd SUPRASETYO
SALINAN Peraturan ini disampaikan kepada: 1.
Menteri Perhubungan;
2.
Sekretaris Jenderal;
3. Inspektur Jenderal; 4.
Sekretaris Direktorat Jenderal Perhubungan Udara;
5. Para Direktur di Lingkungan Direktorat Jenderal perhubungan Udara; 6. Para Kepala Kantor Otoritas Bandar Udara; 7.
Direktur Utama Perum LPPNPI.
__an sesuai dci gan aslinya LA BAGIAN WUKUM DAN HUMAS
HEMI PAMURAHARJO
Pembina Tk I (IV/b) NIP. 19660508 199003 1 001
li
Lampiran I Peraturan Direkcur Jenderal Perhubungan Udara Nomor
:
Tanggal
:
KP 565 TAHUN 2015
25 September 2015
AIR TRAFFIC MANAGEMENT
CONTINGENCY PLAN LEVEL 1
[AIRSPACE NAME]
12
AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL 1
[AIRSPACE NAME]
Version XX
Effective: [DD Month YYYY]
13
AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL 1
SIGNING PAGE
By the grace of God Almighty, Indonesian Air Navigation Service Provider (Airnav Indonesia) publi hes the Contingency Plan Handbook as the technical guidance in conducting ontingency arrangement at the specified ATS unit.
Authoiized in (place), (date) (month) (year) By
Director of Indonesian Air Navigation Service Provider
(Name)
Approved by, Director General of Civil Aviation
(Name)
14
SIGNATORIES SIGNATURE
KAME TITLE
DGCA-INDONESIA
[Pcge]
XXXX FIR
15
AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL 1
TABLE OF CONTENTS
Page SIGNATORIES FOREWORD
DOCUMENT CHANGE RECORD
ATM CONTINGENCY PLAN LEVEL 1 FOR [ATS UNIT/AIRSFACE NAME] OBJECTIVE
ATS UNITS, CENTRES, STATES AND FIRS AFFECTED MANAGEMENT OF THE CONTINGENCY PLAN AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES PILOTS AND OPERATOR PROCEDURES COMMUNICATION PROCEDURES
AERONAUTICAL SUPPORT SERVICES SEARCH AND RESCUE LIST OF APPENDICES
DGCA-INDONESIA
[Page]
XXXX FIR
16
AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL 1 FOREWORD
[EXAMPLE] This is the Air Traffic Management (ATM) Contingency plan for Air Traffic Services (ATS) for
[AFFECTED AIRSPACE]. The Contingency Plan will come into effect as determined by the Director General of the Directorate General of Civil Aviation (DGCA), who is the authority for civil aviation operations in Indonesia.
This Contingency Plan (the Plan) provides for the contingency arrangements to be introduced to , in the event that the air traffic and support permit the continuance of domesticl flights services normally undertaken by [ATS UNIT/CENTRE] should become partially or totally unavailable due to any occurrence that restricts flight operations This Contingency plan provides for the contingency cryteria Level 1, for coordinated internal State ( Domestic) contingency plans, with little or no effect on external air navigation service provider; and as Category .... [TYPE OF CATEGORY). This Plan has been developed in close co-operation and collaboration with the ATS Units of The Terminal Control Area (TMA; (under jurisdiction of [AFFECTED] ACC) and [ADJACENT] Flight Information Center (FIC). The Indonesian Air Force also has been consulted and recognizes the requirement for the Plan and the civil aviation procedures that apply there to. The Plan will oe activated by promulgation of a NOTAM issued by the Indonesian International NOTAM Office (INO) as far in advance as is practicable. However, when such prior notification
is impracticable for any reasoi , the Plan will be put into effect on notification by the designated authority, as authorized by the DGCA. It is expected that the civil aviation authorities concerned, and the airline operators will fully cooperate to implement the Plan as soon as possible.
This Plan has been prepared in coordination with the International Civil Aviation Organization (ICAO) to meet the requirements in ICAO Annex 11 —Air Traffic Servicas to provide for the safe and orderly continuation of domestic flights through Indonesian airspace. Any proposed amendments to this plan shall be forwarded to: Director General Directorate General of Civil A iation
Jl. Medan Merdeka Barat No. 8
Gedung Karya Lt. 5 Jakarta, 10110, Indonesia
Tel: (62-21)3505137 Fax: (62-21)3505139
DGCA - INDONESIA
[Page]
XXXX FIR
17
AIR TRAFFIC MANAGEMENT C0N1INGENCY PLAN LEVEL 1
DOCUMENT CHANGE RECORD
The following table records the complete history of the successive editions of the present document.
EDITION
NUMBER
EDITION DATE
DGCA-INDONESIA
INFOCENTRE REFERENCE
REASON FOR CHANGE
[Pagej
PAGES AFFECTED
XXXX FIR 18
AIR TRAFFIC MANAGEMENT CON riNGENCY PLAN LEVEL 1
ATM CONTINGENCY PlAN LEVEL 1
(DOMESTIC FLIGHTS) FOR [AIRSPACE NAME]
Effective: day/month/year/time (UTC)
1.
OBJECTIVE
1.1
The Air Traffic Management (ATM) Contingency contains arrangements to ensure the continued safety of air navigation in the event of partial or total disruption of air traffic services in [AIRSPACE/SERVICE DESCRIPTION] in accordance with ICAO Annex 11 Air Traffic Services. The Contingency Plan provides the ATS procedures and
contingency route structure using existing airways in most cases that will allow aircraft operators to depart/arrive [AIRSPACE DESCRIPTION].
1.2
This Contingency plan provides for the contingency cryteria Level 1, for internal state (domestic) contingency plans involving two or more ATS Units; and as [TYPE OF CATEGORY].
1.3
In the event of disruption of the ATC services provided by [AFFECTED ATS UNIT/CENTRE],airspace is delegated to all ATS Units (under jurisdiction of [AFFECTED ATS UNIT/CENTRE]) and [ADJACENT FIC] will be introduced to ensure safety of flight and to facilitate flight operations of Domestic flight commensurate with the prevailing conditions
1.4
All TMAs under jurisdiction of [AFFECTED ATS UNIT/CENTRE] will be raised vertically up to [DETERMINED LEVEL].
1.5
[ADJACENT FIC] which undertaking the [AFFECTED AIRSPACE] has a responsibility for flight information up to [DETERMINED LEVEL].
2.
[ATS UNITS, CENTRES, STATES AND FIRS AFFECTED]
2.1
In the event that the Director General of Civil Aviation activates this Contingency Plan, the ATS Units of the Terminal Control Area (TMA) and Flight Information Center (FIC) affected will be notified in accordance with Letter Operational Coordination Agreement (LOCA) established Such ATS Units directly affected by this Contingency Plan are as follows:
a)
[ATS Unit, Centres, States] [FIR/ACC/a! S UNIT]
b)
[ATS Unit, Centres, States] [FIR / ACC /A1S UNIT]
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c)
[ATS Unit, Centres, States] [FIR/ACC/ATSUNiT]
d)
[ATS Unit, Centres, States] [FIR/ACC/ATS UNIT]
e)
[ATS Unit, Centres, States] [FIR/ACC/ATSUNiT]
2.2
The contact details of the civil aviation authorities and organizations concerned are contained in Appendix 1. These details should be kept up to date and relevant informationprovided to the DGCA as soon as practicable. Type of Contingency Plan
2.3
Level of contingency plans:
This is ATM State Contingency Plan Level 1, for internal state (domestic flight) contingency plans involving two or more ATS Units/Centres/States/FIRs; 2.4
Categories of contingency plans:
i. Category A - Aircpace Safe, but Restricted or No ATS, due to causal events such as industrial action, pandemic, big natural disaster, earthquake, nuclear emergency affecting the provision of ATS, or ATM system failure or degradation;
ii. Category B - Airspace Not Safe, due to causal events such as Volcanic Ash Cloud (VAC), military activity
iii. Category C - Air: pace Not Available, due to causal events such as pandemic, national security - normally a political dacision
3.
MANAGEMENT OF THE CONTINGENCY PLAN
3.1
The contingency measures set out in this Plan are applicable in cases of foreseeable events caused by unexpected interruptions in AT3 caused by natural occurrences or other circumstances which, in one way or another, may impair or totally disrupt the provision of ATS and/or of the related support services in the (ATS Unit Name).
3.2
The following arrangements have been put in place to ensure that the management of the Contingency Plan provides for domestic flights to proceed in a safe and orderly fashion through the [AFFECTED AIRSPACE]. Central Coordinating Committee (CCC)
3.3
As soon as practicable in advance of, or after a contingency event has occurred, the Director General, DGCA shall convene the Central Coordinating Committee (CCC) comprised of representatives from:
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3.4
1)
Directorate General of Civil Aviation
2)
AirNav Indonesia (Perum LPPNPI)
3)
Indonesian Air Force
4)
Ministry of Defense
5)
Representative from the airlines committee
6)
Meteorological and Geophysical Agency
7)
Airport operator
8)
Search and Rescue (SAR)
9)
Other participants as required
The CCC shall oversee the conduct of the Contingency Plan and in the event that the
[AFFECTED ATS UNI''.'CENTRE] premises are out of service for an extended period, make arrangements foi and facilitate the :empoiary relocation of the [AFFECTED ATS UNIT/CENTRE] and the restoration of Al S services The terms of reference for the CCC will be determined by the DGCA. 3.5
Contact details of the n iembers of the CCC are provided in Appendix 1 & 2. ATM Operation al Contingency Group
3.6
The ATM Operational Contingency Group (AOCG) will be convened by the CCC with a primary responsibility to oversee the day to day operations under the contingency arrangements, and coordinate operational ATS activities, 24 hours a day, throughout the contingency period. The terms of reference of the AOCG will be determined by the CCC. The AOCG will include specialized personnel from the following disciplines:
• •
Air Traffic Service (ATS) Aeronautical Telecommunication (CNS) Aeronautical Meteorology (MET) Aeronautical Information Services (AIS) Search and Rescue (SAR)
The mission of the AOCG shall include:
i)
review and update of the Contingency Plan as required;
ii)
keep up to date ai all times of the co itingency situation;
iii) organize contingency teams in each of the specialized areas;
iv) keep in contact with and update the ICAO Asia and Pacific Regional Office, operators and the IATA Regional Office;
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v)
exchange up-to-date information with the adjacent ATS authorities concerned to coordinate contingency activities;
vi) notify the designated organizations in Indonesia of tne contingency situation sufficiently in advance and/or as soon as possible thereafter;
vii) take the necessary action for issuing NOTAMs according to the corresponding contingency situation, this plan or as otherwise needed (example NOTAMS are provided in Appendix 3). If the situation is foreseeable sufficiently in advance, a NOTAM will be issued 48 hours in advance.
4.
AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES
Reduced ATS and provision of flight information services (FIS)
4.1
During the contingency critical period, Air Traffic Control Services may not be available, particularly with regard to availability of communications and radar
services. In cases where service are not available, a NOTAM will be issued providing the relevant information, including an expected date and time of resumption of service. The contingency plan provides for limited flight information and alerting services to be provided by FIC affected.
4.2
The primary means of communication will be by VHF or HF radio. ATS Responsibilities
4.3
During the early stages of a contingency event, ATC may be overloaded and tactical action taken to reroute aircraft on alternative routes not included in this Plan.
4.4
In the event that ATS cannot be providec, in the [AFCECTED AIRSPACE] a NOTAM shad be issued indicating the following:
a) time and date of the beginning of the contingency measures;
b) details of the facilities and services available or not available and any limits on ATS provision (e.g., ACC, APP, TWR and FIC), including an expected date of restoration of services if available;
c) information on the provisions made for alternative services;
d) applicable ATS routes, AlP-published contingency route, or tacticaly defined contingency routes.
e) any special procedures to be followed by pilots; and
f)
any other details -vith respect to the disruption and actions being taken that aircraft operators may find useful. Aircraft Separation
4.5
Aircraft separation criteria will be applied in accordance with the standard separation of each TMA concerned
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Flight level restt ictions
4.6
Where possible, special operations (e.g. Search and Rescue (SAR)), State aircraft, humanitarian flights, at ) shall be given priority wi;h respect to cruising levels. Airspace Classifications
4.7
If ATC services become unavailable during the interruption of air traffic services, and
depending on the level of service and anticipated outage of facilities, airspace classifications may be changed to reflect the reduced level of services. Changes to airspace classification will be notified by NOTAM. Flight level restrictions
4.8
Where possible, special operations (e.g. Search and Rescue (SAR)), State aircraft, humanitarian flights, etc) shall be given piority with respect to cruising levels. VFR operations
4.9
VFR flights may still operate in the [AFFECTED AIRSPACE] depend on subject of APPTMA under jurisdiction of [AFFECTED ATS UNITS/CENTRE], including special cases such as State aircraft, Medivac flights, and any otner essential flights authorized by the DGCA.
Procedures for ATS Units
4.10
The ATS units providing ATC services will foilow their unit emergency operating procedures and activate the appropriate level of contingency procedures in line with the Operational Coordination Agreement. Transition to and from Contingency
4.11
During times of uncertainty in the event of partial or total disruption of air traffic service in the Ujung Pandang FIR,aircraft operators should be prepared for a possibility of level change (descend) in routing wnile en-route, familiarization of the alternative routes outlined in this Contingency Plan, as well as those which may be promulgated by ATS Units concerned.
4.12
In the event of disruption has not been promulgated, ATC should, if possible, broadcast to all aircraft in their airspace, what airspace is being closed and to stand by for further instructions.
4.13
ATS Units concerned should recognize that when closures of airspace or airports are promulgated, individual airlines might have different company requirements as to their alternative routings. A i'C shouid be alert to respond to any request by aircraft and react commensurate with safety. Transfer of control and coordinatior
4.14
The transfer of control and communication should be at the common TMA boundary between ATS units under jurisdiction [AFFECTED ATS UNIT/CENTRE] and/or [ADJACENT FIC] unless there is mutual agreement between adjacent ATS units and
authorization given to use alternative transfer of control points. These will be specified in the respective OCAs
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4.15
The ATS providers concerned should review the effectiveness of current coordination requirements and procedures in light of contingency operations or short notice of airspace closure, and make any necessary adjustments to tne Contingency Plan and OCAs.
5.
PILOTS AND OPERATOR PROCEDURES Filing of flight pi a ns
5.1
Flight planning requirements for the [AFFECTED AISPACE] are to be followed in respect to normal flight planning requirements contained in the Indonesia Aeronautical Information Publication (AIP) and as detailed at Appendix 5. Pilot operating procedures
5.2
Aircraft overflying the AFFECTED AIRSPACE] shall follow the following procedures likehood on ATM Contingency Plan Level 2 For [AFFECTED AIRSPACE].
Interception of civil aircraft
5.3
Pilots need to be aware that in light of current international circumstances, a contingency
routing requiring aircraft to operate off normal traffic flows, could result in an intercept by military aircraft. Aircraft operators must therefore be familiar with international intercept procedures contained in ICAO Annex 2 -Rules of the Air, paragraph 3.8 and Appendix 2, Sections 2 and 3.
5.4
The Indonesian Air Foice may intercept civM aircraft over the territory of Indonesia in the event that a flight may not be known to and identified by the military authority. In such cases, the ICAO intercept procedures contained in Annex 11 - Air Traffic Services, Attachment(reproducea in Appendix 6) will be followed by the Indonesian Air Force, and pilots are to comply with instructions given by the pilot of the intercepting aircraft. In such circumstances, the pilot of the aircraft being intercepted shall broadcast information on the situation.
5.5
Pilots need to continuously guard the VHF emergency frequency 121.5 MHz and should operate their transponder at all times during flight, regardless of whether the aircraft is within or outside airspace where secondary surveillance radar (SSR) is used for ATS purposes. Transponder should be set on a discrete code assigned by ATC or select code 2000 if ATC has not assigned a code
6.
COMMUNICATION PROCEDURES
Degradationof Communication - Pilot Radio Procedures
6.1
When operating within the contingency airspace of the [AFFECTED AIRSPACE], pilots should use normal radio communication procedures where ATS services are available. These will be in accordance with the communication procedures in this Plan or as otherwise notified by NOTAM.
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6.2
If communications are lost unexpectedly on the normal ATS frequencies, pilots should try
the next applicable frequency, e.g. if en-route contact is lost then try the next appropriate frequency, that is, the next normal handover frequency. Pilots should also consider attempting to contact ATC on the last frequency where two-way communication had been established. In the absence of no communication with ATC, the pilot should continue to
make routine position reports on the assigned frequency, and also broadcast positions in accordance with the ICAO TIBA. Communication frequencies
6.3
A list of frequencies to be used for the contingency routes and the ATS units providing FIS and air-ground communication monitoring for the (ATS Unit Name) is detailed at Appendix 4.
7.
AERONAUTICAL SUPPORT SERVICES Aeronautical Intormation Services (AIS)
8.1
A NOTAM contingency plan will be developed to ensure continuation of the NOTAM service for the [AFFECTED AIRSPACE] in support of contingency operations. The NOTAMs will establish the actions to be take in order tc reduce the impact of the failures in the air traffic services. The NOTAMs will also establish the necessary coordination and
operational procedures that would be established before, during and after any Contingency phase.
Meteorological Services (MET)
8.2
The Indonesia Agency for Meteorology, Climatology and Geophysics (BMKG) is the designated meteorological authority of Indonesia. SMKG is also the provider of meteorological services for the international and domestic air navigation. In order to comply with CASR 174. BMKG should ensure regular provision of the following products and services:
a)
aerodrome observations and reports - local MET REPORT and SPECIAL, as well as WMO-coded METAR and SPECI; METAR and SPECI should be provided for all international aerodromes listed in .he AOP Table of ASIA/PAC Basic ANP and FASID Table MET 1A;
b)
terminal aerodrome forecast - TAP as per the requirements indicated in FASID Table MET 1A;
c)
SIGMET should be issued by the meteorological watch offices (MWO) designated in FASID Table MET 1B - [LOCATION INDICATOR OF AFFECTED AIRSPACE];
d)
information for the ATS units (TWR, APP, ACC) as agreed between the meteorological authority and the ATS units concerned;
e)
Flight briefing and documentation as per Annex 3, Chapter 9.
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AIR TRAFFIC MANAGEMENT CON 1 INv.ENCY PLAN LEVEL 1
8.3
It is expected that the Indonesia MET services would continue to be available in the
event of an ATS contingency situation. However, should ATS services for the
[AFFECTED AIRSPACE] be withdrawn, tinely MET information may not be immediately available to pilots in flight. Alternative means of obtaining up to date MET information concerning the [AFFEC TED AIRSPACE] will be provided to the extent possible through the adjacent ATS authorities. In addition, alternative means of OPMET information
transmission to the reg'onal OPMET data bank Singapore and both WAFCs (London and Washington), which offers available contingency for the global dissemination of OPMET information will be attempted, e.g. making use of the communication networks of communication service providers (ARINC and SITA). 8.
SEARCH AND RESCUE Notification and Coordination
10.1
ACCs involved in this Contingency Plan ire required to assist as necessary to ensure that the proper Search arid Rescue (SAR) authorities are provided with the information necessary to support downed aircraft or aircraft with an in-flight emergency in respect to the ([AFFECTED AIRSPACE].
10.2
The SAR authority responsible for the [AFFECTED AIRSPACE] is the [CITY] Rescue Coordination Centre (CITY RCC/CITYSAR Office) and National Search and Rescue Agency (BASARNAS) Contact detail for:
[CITY] Search and Resque (SAR Office) IDD Fax AFTN Email
National Search and Resque (BASARNAS) IDD Fax AFTN Email
10.3
All ATS Units (under jurisdiction of the [AFFECTED ATS UNIT/CETREj and [ADJACENT FIC] shall assist as necessary in the dissemination of INCERFA, ALERFA and
DETRESFA in respect to incidents in the [AFFECTED AIRSPACE].
10.4 In the event that the [AFFECTED AIRSPACE] is not available, the responsibility for coordinating with the [ADJACENT ATS UNIT] RCC for aircraft emergencies and incidents
involving the [AFFECTED AIRSPACE] will be undertaken by the all ATS Units (under jurisdiction of the [AFFECTED ATS UNIT]. The CCC will take appropriate steps to ensure that SAR information is made available to the [ADJACENT RCC]. The AOCG will also oversee SAR coordination and disseminate relevant contact information.
10.5
In the event that both [AFFECTED ATS UNIT/CENTRE] and [ADJACENT ATS
UNIT/CENTRE] ACCs are not availabie, there are 24 hour-alert SAP. Cffices (JRCCs)
throughout Indonesia coordinated by the National SAR Agencv (BASARNAS) to ensure the provision of SAR services in the Indonesian SSR.
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LIST OF APPENDICES
Appendix 1 - Contact Details
Appendix 2 - Coordinating Bodies Appendix 3 - Specimen NOTAMs Appendix 4 - List of APP-TMA or FSS
Appendix 5 - Flight Planning Appendix 6 - ICAO interception Procedures
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APPENDIX 1
ATM CONTINGENCY PLAN
LEVEL 1 FOR [AIRSPACE NAME; CONTACT DETAILS
NO
ADDRESSES
NAME ar.d POSITION
XX
Phone : XXXX Email : XXXX XX
Phone : XXXX Email: XXXX XX
Phone : XXXX
Email : XXXX XX
Phone : XXXX Email : XXXX XX
Phone : XXXX Email : XXXX XX
Phone : XXXX Email: XXXX XX
Phone : XXXX
Email : XXXX
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APPENDIX 2
ATM CONTINGENCY PLAN
LEVEL 1 FOR [AIRSPACE NAME] COORDINATING BODIES NO
ADDRESSES
NAME and POSITION
XX
Phone : XXXX Email : XXXX XX
Phone : XXXX Email: XXXX XX
Phone : XXXX Email: XXXX XX
Phone : XXXX Email: XXXX XX
Phone . XXXX Email : XXXX XX
Phone : XXXX
Email : XXXX XX
Phone : XXXX Email: XXXX
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ATM CONTINGENCY PLAN
APPENDIX 3
LEVEL 1 FOR [AIRSPACE NAME J SAMPLE NOTAMS
a)
Delegated of Domestic Flights NOTAM
DUE IX DISRUPTION OF ATS IN [AFFACTED] FIRS, DOMESTIC FLIGHTS ARE
DELEGATED TO ATS UNTi UNDER JURISDICTION OF [AFFECTED] ACC AND [ADJACENT] FIC WITH LEVEL ALLOCATED NOT A30VE FL.280
b)
Airspace Available Limited ATS NOTAM
DUE TO ANTICIPATED DISRUPTION OF ATS IN THE [AFFACTED] FIR ALL ACFT ARE
ADVISED THAT THERE WILL BE LIMITED ATS. PILOTS MAY EXPERIENCE DLA.
d)
Non adherence to the Contingency Plan NOTAM
OPERATORS NOT ABLE TO ADHERE TO THE CONTINGENCY PLAN SHALL AVOID
THE JAKARTA FIRS.
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XX
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PHONE NUMBER
XXXXX
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AFTN ADDRESSES
XXXXX
FREQUENCY
APP-TMA and FSS UNIT
LIST OF APP-TMA OR FSS
XX
XX
NO
LEVEL 1 FOR [AIRSPACE NAME]
ATM CONTINGENCY PLAN
[page]
APPENDIX 4
ATM CONTINGENCY PLAN
LEVEL 1 FOR [AIRSPACE NAME]
APPENDIX 5
^__ FLIGHT PLANNING REQUIREMENT
Airline operators are expected to tamiliarize themselves with the Regional Contingency Plan as well as Contingency Plans Jakarta FIR and the activation times. For aircraft intending to operate in areas during periods when the contingency plans are activated, the operators shall plan the flight to conform with the activation times of the Contingency Plans. Airline operators shall ensure that flights are established on contingency routes prior to entering an area which is under Contingency Plan procedure. The flight planning requirements during the contingency period will be in accordance to ICAO Annex 2 Chapter 3 and Doc 4444 Part II. Additional information, will, however, be required, to indicate that the flight will operate in airspace where the contingency plan is active. This information is to be indicated in the 'RMK/' field of item 18 of the ICAO flight plan, for example 'RMK/Contingency routes WIII/VTS' or WAAAA/VTS in the event that Jakarta ACC has taken over the air traffic services for Ujung Pandang ACC. (Remarks/aircraft will be operating on contingency routes in the Jakarta FIRs), Repetitive Flight Plans (RPLs/Bulk Stored) will not be accepted during the time that the contingency plan is activated. Airline operators are required to file flight plans in accordance with the contingency flight planning procedures. Flight plan;, should be filed at least 12 hours in advance in order to allow sufficient time for manual processing.
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ATM CONTINGENCY PLAN
APPENDIX 6
LEVEL 1 FOR [AIRSPACE NAME]
ICAO INTERCEPTION PROCEDURES Article 3 bis*
a) The contracting Staus recognize that every State must refrain from resorting to the use of
weapons against civil aircraft in flight and that, in case of interception, the lives of persons on board and the safety of aircraft must not be endangered. This provision shall not be
interpreted as modifying in any way the rights und obligations of States set forth in the Charter of the United Nations.
(Exti act from ICAO Annex 2 - Hules ofthe Air) 3.8
Interception
Note- The word "interception" in this context does net include intercept and escort service
provided, on request, to an aircraft in distress, in accordance with Volumes II and III of the International Aeronautical and Maritime Search and Rescue Manual (Doc 9731).
3.8.1 Interception of civil aircraft shall be governed by appropriate regulations and administrative directives issued by Contracting States in compliance with the Convention on International Civil Aviation, and in particular Article 3(d) under which Contracting States undertake,
when issuing regulations for their State aircraft, to have due regard for the safety of navigation of civil aircraft. Accordingly, in drafting appropriate regulations and administrative directives due regard shall be had to the provisions ofAppendix 1, Section 2 and Appendix 2, Section 1.
Note- Recognizing that it is essential for the safety offlight that any visual signals employed in the event of an interception which should be undertaken only as a last resort be correctly employed and understood by civil and military aircraft throughou- the world, the Council of the International Civil Aviation Organization, when adopting the visual signals in Appendix 1 to this Annex, urged Contracting States to ensure that they be strictly cdhered to by their State aircraft. As interceptions of civil aircraft are, in all cases, potentially hazardous, the Council has also formulated special recommendations which Contracting States are urged to apply in a uniform manner. These special recommendations are contained in Attachment A.
3.8.2 The pilot-in-command of a civil aircraft, when intercepted, shall comply with the Standards in Appendix 2, Sections 2 and 3, interpreting and responding to visual signals as specified in Appendix 1, Section 2.
Note. -See also 2.1.1 cud 3.4.
* On 10 May 1984 the Assembly ame ided the Convention by adopting the Protocol introducing Article 3 bis. Under Article 94 a) of the Convention, the amendment came into force o.i 1 October 1998 in respeci of States which have ratified it.
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ATM CONTINGENCY PLAN
APPENDIX 6
LEVEL 1 FOR [AIRSPACE NAME] INTERCEPTION OF CIVIL AIRCRAFT
(Appendix 2of ICAO Annex 2 - Rules of the Air) (Note.- See Chapter 3, 3.8 ofthe Annex) 1. Principles to be observed by States
11 To achieve the uniformity in regulations which is necessary for the safety of navigation of civil aircraft due regard shall be had by Contracting States to the following principles when developing regulations and administrative directives:
a) interception of civil aircraft will be undertaken only as a last resort;
b) if undertaken, an interception will be limited to determining the identity of the aircraft, unless it is necessary to return the aircraft to its planned track, direct it beyond the boundaries of national airspace, guide it away from a prohibited, restricted or danger area or instruct it to effect a landing at i designated aerodrome;
c)
practice interception of civil aircraft will not be undertaken;
d) navigational guidance and related information will be given to an intercepted aircraft by radiotelephony, whenever radio contact can be established; and
e) in the case where an intercepted civil aircraft is required to land in the territory overflown, the aerodrome designated for the landing is to be suitable for the safe landing of the aircraft type concerned.
Note- In the unanimous adoption by the 25th Session (extraordinary) of the ICAO Assembly on
10 May 1984 of Article 3 bis to the Convention on International Civil Aviation, the Contracting States have recognized that "every State must refrain from resorting to the use of weapons against civil aircraft inflight."
1.2 Contracting States shall publish a standard method that has been established for the manoeuvring of aircraft inteicepting a civil aircraft. Such method shall be designed to avoid any hazard for the intercepted aircraft.
Note— Special recommendations regarding a method for the manoeuvring ore contained in Attachment A, Section 3.
1.3 Contracting States shall ensure that provision is made for the use of secondary surveillance radar, where available, to identify civil aircraft in areas where they may be subject tc interception. 2.
Action by intercepted aircraft
2.1 An aircraft which is intercepted by another aircraft shall immediately:
a)
follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals in ac Lordance witn the specifications in Appendix 1;
b)
notify, if possible, *he appropriate air traffic services unit;
c)
attempt to establish radio communication witii the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.5 MHz, givui) the identity of the intercepted ai-craft and the nature of the flight; and if no contact has been established and if practicable, repeating this call on the
emergency frequency 243 MHz;
d)
if equipped with SSR transponder, selea Mode A, Code 7700, unless otherwise instructed by the appropriate air traffic sen/ices unit.
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