Contingency Plans

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Updated: Dec. 20,1999

Y2K CONTINGENCY PLAN

FOR

THE MIDDLE EAST REGION

Version 1.0

August 1999

OVERVIEW

Introduction

This plan has been developed to detail contingency arrangements, which will permit the continuation of air traffic in the event of the partial or total withdrawal of air traffic services and systems during the Y2K critical period(s).

This plan is to be activated during the agreed critical periods of a Y2K event. However this plan may also be used in the event that some or all air traffic service providers within the traffic flows in the MID Region lose the ability to effectively provide communications and/or surveillance services at other times.

This plan aims to ensure the continuing safety of air navigation within State FIRs and to minimise effects on the travelling public.

The procedures contained in this document supplement or detail, where so required, those actions and procedures prescribed in State contingency plans.

Airspace Definition

This contingency plan applies to traffic operating through the following FIRs:

Amman, Baghdad, Bahrain, Beirut, Cairo, Damascus, Emirates, Jeddah, Kabul, Kuwait, Muscat, Sana’a, Tehran, and Tel Aviv.

Contingency Situations

This plan addresses contingency measures for partial or total loss of the ability to provide ATS services due to Y2K induced failures of communications, navigation aids, surveillance and ancillary systems within one or more FIRs in the Middle East Region.

Activation

The ATS routes available for flights during the contingency period and the procedures to be followed shall be promulgated by publication of an AIP SUP by all participating States (see Annex 7 to this plan).

The plan will be activated progressively in such a way as to ensure that the plan will be active in each FIR at least 2 hours before midnight local time on 31 December 1999, for the critical time events on 0000 local time and 0000 UTC on 1 January 2000 (Except for the Kabul FIR, where activation will be 1 hr 30 min prior to midnight local time). This activation shall be notified by trigger NOTAMS issued by all participating States.

The planned activation time for each FIR of the MID Region is listed in Annex 1 to this plan.

Any other unplanned and immediate activation of this Contingency Plan may be initiated by the affected ATS Provider via AFTN (SS priority) to adjacent FIRs and to the Regional Y2K Co-ordination Unit.

The Regional Y2K Co-ordination Unit

A Regional Y2K Co-ordination Unit (RY2K-CU) will be established at the Cairo Air Navigation Centre. This centre will be undertake co-ordination with National Y2K Air Traffic Management Centres (NY2K-ATMC), IATA, the RY2K-CUs of adjacent regions, and Global Y2K Co-ordination Unit. It will also assist with communications, traffic management and search and rescue as required, in the event of Y2K system failures.

The role and functions of the RY2K-CU are described in Annex 8 to this plan.

Dissemination

The ICAO Middle East Regional Office will distribute this plan and any subsequent revisions to:

States of the MID Region:

Afghanistan Israel Saudi Arabia

Bahrain Jordan Syria

Egypt Kuwait United Arab Islamic Republic Lebanon Emirates

of Iran Oman Yemen Iraq Qatar

States of Adjacent Regions (via the appropriate ICAO Regional Office):

Armenia Greece Tajikistan Azerbaijan India Turkey

Cyprus Libyan Arab Turkmenistan

Djibouti Jamhiriya Uzbekistan

Eritrea Pakistan

Ethiopia Sudan

ICAO Offices:

Bangkok Nairobi

Montreal Paris

International Organizations:

Arab Civil Aviation Commission (ACAC)

IATA Headquarters, Montreal

IATA MID Office, Amman

Revision

Any State wishing to propose amendments to this plan shall co-ordinate the amendments with the ICAO Middle East Regional Office and all other States which may be affected by the proposed changes.

The ICAO Middle East Regional Office shall be responsible for co-ordination of any proposed amendments with ICAO Headquarters and the IATA Middle East Office.

Testing

The facilities required for the RY2K-CU and all NY2K-ATMCs should be in place no later than 31 October 1999. Testing of communications between NY2K-ATMCs, between NY2K-ATMCs and the MID RY2K-CU, and between the MID RY2K-CU, adjacent RY2K-CUs and the GY2K-CU shall take place between 1 November 1999 and 30 November 1999.

Training

All States shall ensure that appropriate training is provided for all staff likely to be involved in the implementation of operational procedures specified in this contingency plan, or the operation and/or maintenance on all equipment provided for Y2K contingency use.

In planning for such training, States should consider:

procedural refresher training for all operational ATC personnel working in a predominantly radar environment;

familiarization with the contingency route structure, flight planning requirements, contingency traffic management measures and changes to normal operating procedures during implementation of the Y2K contingency plan;

training in the operation of contingency communications equipment; training in maintenance procedures for contingency communications equipment; and

training in other important relevant areas.

National Y2K Air Traffic Management Centres

States are to establish National Y2K Air Traffic Management Centre(s) (NY2K-ATMC) to provide the following functions during the Y2K critical time period:

Establishment of a National Y2K Air Traffic Management Centre

The National Y2K Air Traffic Management Centre(s) will be activated before activation of the contingency plan. Its role is:

a) to oversee the smooth implementation of the agreed Contingency Plan

b) to be a point of contact with the RY2K-CU, relevant airline operations centres and the NY2K-ATMCs of adjacent States, as well as other State organisations concerned;

c) to provide advice and assist in decision making to ATS operational units within the States area of responsibility; and

d) co-ordinate with the RY2K-CU and adjacent States regarding deactivation, in whole or part, of the contingency plan.

The NY2K-ATMC requirements for production of status reports, and the co-ordination procedures with the RY2K-CU, are described in Annex 8 to this plan.

Hours of operation of NY2K-ATMC

The NY2K-ATMCs will operate on a 24 hour basis until such time that the contingency plan is de-activated within that State’s area of responsibility as well as along the traffic flow concerned, and co-ordination has taken place with the RY2K-CU.

Facilities required for the NY2K-ATMC should remain place until 29 February 2000, to allow for possible activation of the contingency plan as a result of Y2K failure occurring at some time after 1 January 2000.

Y2K CONTINGENCY SITUATION MANAGEMENT

Description of contingency situation

Single or multiple failures of communication, navigation or surveillance systems due to uncorrected Y2K software errors.

This contingency plan assumes that, during a worst case scenario within the Y2K critical period, disruptions of air traffic services will be offset by alternate provisions of air-ground, ground-ground communication, as well as some surveillance capabilities.

In areas where there is a major disruption of public services, such as landlines supporting elements of communications, navigation, or surveillance, areas of self-contained systems will continue to operate, providing localised areas of air traffic control or other services.

Airspace and Routes

Planning Principles for Contingency Routes

A contingency route structure has been developed for use within defined geographical areas of traffic flows. This plan requires that during the Y2K critical time period, international aircraft will flight plan using these routes so as to minimise disruption to operations, should significant degradation of en route air traffic services occur as a result of Y2K induced system failures.

The routes have been developed to ensure that as far as possible, crossovers occur at or within manageable areas of airspace, where limited communication and surveillance capability may continue to exist during the Y2K critical period.

In en route airspace where air-ground communications are unavailable due to Y2K related system failures, Traffic Information Broadcast by Aircraft (TIBA) procedures will apply. The procedures to be used are based on those in ICAO Annex 11, Attachment C, with some additional requirements. The Y2K TIBA procedures will be promulgated by State issued AIP Supplements. (See Annex 7 to this plan). The use of TIBA combined with the pre-activated Y2K contingency routes, should permit a safe contingency traffic management system. Additionally, if air-ground communications are disrupted, a HF flight monitoring service should be provided to aircraft on contingency routes.

Domestic Route Structure

ATS contingency routes which are available during the critical period for flight between aerodromes contained wholly within the boundaries of a States FIR shall be defined and promulgated by individual States in Y2K contingency plans for ATS.

International Route Structure

ATS contingency routes to be used during the Y2K critical period by long haul international flights to/from and transiting the Middle East region are shown on the charts in Annex 2 to this plan, and described in detail in Annex 3.

Long haul flights departing from or proceeding to airports in the Middle East region which do not lie one of the contingency routes specified in this plan should plan in accordance with the requirements for domestic and inter-regional flights, as published in State AIP SUPS and NOTAMS, to or from the closest point on the appropriate contingency route.

Terminal Areas

Changes to terminal area procedures, such as contingency SID/STARs for use by international aircraft for arrivals or departures, shall be published as required by individual States to complement documentation provided by this plan.

Airspace Classifications

If control services become unavailable during the critical period, airspace classifications should remain unchanged.

If circumstances necessitate re-classification of airspace within its FIR, this will be the responsibility of the State concerned. Any such re-classification should be co-ordinated with the RY2K-CU.

Charts

Charts depicting the contingency ATS routes should be published by individual States where significant changes to the air route structure have been made.

Air Traffic Management

ATS Responsibilities

This section sets out the general principles for Air Traffic Management during periods of activation of the contingency plan. Specific details for each FIR are contained in the appropriate State contingency plan.

For as long as all required facilities are operating normally, normal levels of ATS will be provided, within the limits of any flight planning and traffic flow restrictions as detailed in this plan.

The level of ATS to be provided in the event of system failure will be as described in the State contingency plan for the airspace concerned. This may include the provision of limited flight monitoring and the provision of an alerting service, either by the State concerned or an adjacent State. In addition to co-ordination and notification as specified in State plans and letters of agreement, all such events shall be notified to the RY2K-CU.

Vertical Separation

Unless otherwise specified in an ATS contingency Letter of Agreement between adjoining FIRs, vertical separation shall be in accordance with ICAO Annex 2 Appendix 3.

Level Allocation:

Domestic/Regional Route Structure

Aircraft on long haul flights to/from and transiting the Middle East Region shall be afforded priority for FL310 and above.

For flight planning purposes, flights operating between airports within the Middle East region should plan on the basis that FL310 and above may not be available.

Lateral Separation

The routes specified in the contingency plan are selected from the established route network for the traffic flows covered by this Plan. They are considered to ensure sufficient lateral separation between aircraft during the activation of the Y2K contingency plan. In the event of the loss of ground based navigational aids which may effect the navigation performance of aircraft, consideration should be given to an increase in lateral separation if required.

Longitudinal Separation and Spacing

The longitudinal separation minimum for aircraft cruising at the same level during periods of activation of the contingency plan shall be 10 minutes, constant or increasing. In addition, all aircraft on the same route at the same level should be spaced longitudinally by a minimum of 15 minutes for traffic management purposes. This measure is to be achieved before the Y2K contingency activation time.

Crossing Tracks Separation

Contingency routes should be reviewed and crossing areas identified. The application of a longitudinal crossing separation minimum should be considered by the ATS Provider in the context of contingency services and co-ordinated with adjacent ATS providers where applicable. Intersecting airways that have routine traffic should be vertically separated at the flight planning stage, with preference being given to long-haul over short-haul and busy routes over less frequented routes. Normal separation minima will be available.

Reciprocal Tracks

Standard separation minima will apply.

Traffic Acceptance Rates

Manageable Y2K contingency acceptance rates for transiting and departing traffic should be calculated and co-ordinated among relevant ATS providers and airspace users. Any unanticipated loss of service that further impacts acceptance rates of airways or airports should be communicated and contingency traffic flow rates should be co-ordinated between all affected ATS Providers and communicated to aircraft operators.

Restrictions on Types of Flights

Priority for operations on the designated international contingency route structure will be afforded to international transport operations and such other special operations as co-ordinated between National Y2K Air Traffic Management Centres and the Regional Y2K Co-ordination Unit.

Special operations may include:

Operations of State aircraft

Aircraft in an emergency situation or operating with significant reduction in operating efficiency

Mercy flights and aircraft engaged in search and rescue, medical evacuation, and coast-watch operations

State contingency plans should prioritise the use of existing restricted areas or other such airspace established around terminal areas for the purpose of traffic management during the contingency critical period.

Transfer of Control and Co-ordination

Transfer of Control

While all communication facilities are operating normally, transfer of control should be effected in accordance with existing letters of agreement. Procedures to be followed in the event of failure of communications systems shall be specified in State contingency plans, and associated modifications to standard letters of agreement.

If unable to accomplish transfer of control, ATC should advise and ask the pilot to attempt contact with the next controlling authority and advise if contact was made. If contact cannot be made by the pilot, the estimate to the next FIR boundary should be passed on to the next available controlling authority and the pilot should be given appropriate communication instructions.

Additionally, where possible, States that have more than one FIR/ACC should make arrangements, and introduce procedures for one FIR/ACC to provide back-up air-ground communication service for aircraft operating in their adjacent FIR(s) or ACC(s).

Estimate Messages

If ATC is unable to effect transfer of control to the adjacent ATS facility, an estimate message should be forwarded to all ATS addresses along the intended route of flight.

Readbacks

When alternative means of communication are being used, procedures should ensure that the originating controller receives a readback from the subsequent controlling authority, in order to ensure accuracy of the flight information.

Near Boundary Operations

Search and Rescue and other special type operations will most likely be on routings other than the Y2K contingency routes. All near boundary operations should be co-ordinated with adjacent ATC facilities.

Non-essential off-airways operations (e.g. survey flights) should not be permitted during periods of activation of the contingency plan.

Co-ordination of Clearances

Additional time may be required for co-ordination with adjacent ATS units. State ATS Providers should review current co-ordination requirements in light of contingency operations.

Communications

Air to Ground Communications

Frequencies to be used for control services and TIBA transmissions by international aircraft are detailed in Annex 4 to this plan and shall be published in advance of the Y2K critical period.

Ground to Ground Communications

Annex 5 to this plan specifies the communications systems to be used for co-ordination between ATS units in a given order of priority.

Search and Rescue and Emergencies

Responsibilities for SAR and Emergencies

The details of arrangements for Search and Rescue in the event of an RCC being affected by Y2K related problems shall be specified in State Y2K supplementary letters of agreement.

SAR Alerting

The State responsible for the Search and Rescue Region (SRR) in which an emergency occurs, is normally responsible for conducting search and rescue (SAR) operations in the area. However, in the event of an emergency occurring during the Y2K changeover, which results in that State suffering an air-ground communications failure, the State concerned may be unaware of the occurrence of any emergency necessitating the initiation and conduct of SAR action.

In the event that the State responsible for the SRR is unaware of this occurrence, the adjacent ACC first to know of the emergency shall declare the appropriate alerting phase and inform the State responsible for the particular SRR by the most expeditious method available.

All alerting phases shall also be notified to the NY2K-ATMC of the State responsible for the SRR, the NY2K-ATMC of the State of the ATS unit declaring the phase (if different), and the RY2K-CU.

Co-operation in SAR and Emergency Situations

Where possible every effort should be made by States to enter into arrangements with adjacent States to assist not only in initiating SAR action but to facilitate SAR units to enter the SRR concerned, and undertake immediate search and rescue of the aircraft in the emergency condition if such agreements do not already exist).

In the conduct of any SAR action in an area where the State is unable to provide meaningful communications with SAR units, mutually acceptable arrangements should be made to allow an adjacent State with the communications capabilities to maintain contact with the SAR units involved in the SAR action and to coordinate with the State responsible for the SRR.

Contingency Airports

The status of available airports for emergency landings and other contingencies should be readily available to ATC and aircraft operators. The use of military aerodromes should be considered for emergency use. Air carriers are to advise State ATS Providers of any military aerodromes that they wish to consider for contingency operations. In addition, States are encouraged to explore the possibilities of using military aerodromes for contingency operations.

Pilot and Operator Procedures

Changes to In-flight Procedures

In the event of the non-availability of normal air traffic services resulting from a loss of air/ground communications, pilots should adopt the procedures detailed in section 8 of Annex 7 to this plan. These procedures are based on the ICAO Traffic Information Broadcast by Aircraft (TIBA) procedures, supplemented by the following additional items:

frequency to be used;

language of the broadcast;

use of transponders; and

use of TCAS.

These procedures, collectively, are referred to as Y2K TIBA Procedures, and are to be promulgated by States as part of AIP Supplement, the standard format for which is contained in Annex 7.

Terminal Area

Procedures

Each State shall define the specific procedures to be used in terminal contingency airspace in which international aircraft within the traffic flow area covered by this plan may operate.

Terminal area contingency procedures developed for the purposes of this plan shall assume a significant level of degradation to ATS.

Flight Planning Requirements

Annex 6 to this plan contains any additional information required in the Flight Plan, such as indicating that contingency routes are being adhered to, and any changes to addresses.

Resumption of Normal Services

Staged Recovery Procedures

The resumption of normal services will be managed by a staged recovery from contingency conditions. Once the required facilities are available, each state will be able to resume provision of normal services within its own airspace. However the de-activation of the contingency arrangements in relation to routes, level restrictions, traffic flow measures etc., will require consideration of the situation within a whole traffic flow. This de-activation process will be co-ordinated by the RY2K-CU.

Stage 1 Immediately after each Y2K critical time period (midnight local and UTC), ATC facilities (ACCs, Approach Controls, Towers, etc.) must determine the status of their air traffic service capabilities. Unmonitored systems should be manually checked after each critical time period has passed. Communication line checks should be performed with all adjacent facilities and radio checks performed with all aircraft within their area of responsibility. Radio checks should be done in an orderly fashion initiated by ATC.

Stage 2 ATC facilities will report all Y2K related equipment outages to their NY2K-ATMC. It is important that the exact nature of the outage be described if known and the consequences of the outage. If possible, an estimated time to restoration should be given on any operational system that is out of service. In addition, NOTAMs should be issued for any loss of service or facilities.

Stage 3 After the passing of each critical time period (midnight local and UTC), the NY2K–ATMCs will prepare a status report of all Y2K related equipment outages and their impact on air traffic service capabilities within their area of responsibility. This status report should follow a common file format promulgated by ICAO and/or the RY2K-CU.

Stage 4 After the passing of each critical time period (midnight local and UTC), the NY2K-ATMCs will transmit their status reports of equipment and service capabilities to the RY2K-CU in the common file format, if possible. In addition, updates of restoration of services or additional Y2K related outages should be immediately sent to the RY2K-CU.

Stage 5 The RY2K-CU will prepare and disseminate a regional status report with pertinent NY2K-ATMCs, airline operation centres, and adjacent RY2K-CUs.

Stage 6 The RY2K-CU will facilitate co-ordination among the

NY2K-ATMCs within the MID Region and the RY2K-CUs from adjacent regions to determine a mutually acceptable time to deactivate the Regional Y2K Contingency Plan, either in part by traffic flow, or complete regional de-activation.

Stage 7 NOTAMs will be issued by State ATS Providers specifying the time to changeover from contingency to normal procedures.

Stage 8 Normal services resume.

Annexes

Annex 1

Activation times

Annex 2

Chart of Contingency Routes

Annex 3

International Route Structure

Annex 4

Frequencies to be used – International

Annex 5

CNS systems Failure Contingency Planning

Annex 6

Flight Planning Requirements

Annex 7

Common AIP SUP for activation of the contingency plan

Annex 8

The Regional Y2K Co-ordination Unit

ANNEX 1

Y2K Contingency Plan Activation Times

FIR	Time Difference to UTC	Activation Time (UTC)
Amman	+2.00	1800
Baghdad	+3.00	1800
Bahrain	+3.00	1800
Beirut	+2.00	1800
Cairo	+2.00	1800
Damascus	+2.00	1800
Emirates	+4.00	1800
Jeddah	+3.00	1800
Kabul	+4.30	1800
Kuwait	+3.00	1800
Muscat	+4.00	1800
Sana’a	+3.00	1800
Tehran	+3.30	1800
Tel Aviv	+2.00	1800

ANNEX 2

Charts of Contingency Routes

The following charts show the Y2K contingency routes for international flights transiting the Middle East region. All such aircraft must plan in accordance with these routes for flights during periods of activation of the contingency plan.

Separate charts are presented for:

Westbound long-haul flights

Eastbound long-haul flights

Aircraft to/from and transiting the Middle East Region shall be afforded priority for FL310 and above.

A detailed description of the routes, together with additional level restrictions applying to specific routes, can be found in Annex 3 to this plan.

For flight planning purposes, flights operating between airports within the Middle East Region should plan on the basis that FL310 and above may not be available.

ANNEX 3

MID Region Contingency ATS Routes for International Overflights

Notes: 1. This table contains the routes to be flight planned by long haul international flights to/from or transiting the MID region during periods of activation of the Y2K contingency plan.

2. Details of routes available for domestic and intra-regional flights, and any restrictions (including levels) applying to the use of these routes, shall be published by States in the AIP Supplements implementing this contingency plan.

3. Long haul flights departing from or proceeding to airports in the Middle East Region which do not lie on one of the contingency routes specified in this plan, should plan in accordance with the requirements for domestic and inter-regional flights (as per Note 2 above) to or from the closest point on the appropriate contingency route.

4. Level restrictions have been applied to some routes, to ensure that where routes converge or cross, aircraft on converging tracks will not be at the same level. These level restrictions are shown in the remarks column.

Traffic Flow	Route	Remarks
1. Westbound traffic flows
Asia to Europe via DERA ISMAIL KHAN	a) DERA ISMAIL KHAN-V876-JALAL-MATAL-ANWAR-GARRI or b) DERA ISMAIL KHAN-V876-JALAL-MATAL-V878-RAMAN or c) DERA ISMAIL KHAN-V876-JALAL-PYANDZH
Asia to Europe via TIGER	TIGER-ZHOB-V838-AFGAN-BAKU
Asia to Europe via A1/B210 TASOP	a) TASOP-B210-CHOR-NAWABSHAH-B466-GASIR-G452-ZAHEDAN-G208-ANARAK-TEHRAN-R660-RASHT-TABRIZ-EZERUM or b) TASOP-B210-CHOR-NAWABSHAH-B466-GASIR-G452-ZAHEDAN-G208-ANARAK-TEHRAN-W12-NOSHAHR-R794-ULDUZ-B143G-BAKU	b) FL280 or below
Asia to Europe via R648 and MUMBAI	MUMBAI-R328W-SUGID-BILAT-R328-SAPNA-KARACHI-G208W-PARET-PANJGUR-R654-NABOD-KERMAN-YAZD-ESFAHAN-SAVEH-ZANJAN-G208-UROMIYEH-VG8-SIIRT-ELAZIG
Asia to Europe via B466 BELGAUM	BELGAUM-B457-KIBIT-UN569-ETUKO-LOTOS-UL300-KURAL-DAFINAH-UL573-MADINAH-WEJH-A411-SHARM EL SHEIKH-R650-TABA-EL ARISH-G183-PASOS-KAROL-APLON-RODOS	FL350 only
Asia to Europe via TRIVANDRUM	a) TRIVANDRUM-G462-ALAMA-IZKI-G462-ABU DHABI-PIMAL-B418-KING FAHAD-R219-PATOT-DCT AL JOUF-TURAIF-R785-KARIATAIN-BANIAS-NIKAS-VESAR-MUT or b) TRIVANDRUM-G462-ALAMA-GEVAR-UN569-ETUKO-LOTOS-UL300-KURAL-DAFINAH-UL573-MADINAH-WEJH-A411-SHARM EL SHEIKH-R650-TABA-EL ARISH-G183-PASOS-KAROL-APLON-RODOS or c) TRIVANDRUM-UL425-DONSA-HAIMA-RAMIL-SULAYEL-BISHA-AL BAHA-MALIK-JEDDAH-R775-LUXOR-A451-ASYUT-KATAB-B12-EL DABA-SITIA	a) FL390 only b) FL310/390 only c) FL 350 only if proceeding beyond Jeddah
Eastern and Southern Africa to Europe via HARGEISA	HARGEISA-DCT TORBA-R777-TAIZ-B413-HODEIDAH-DANAK-R775-JEDDAH- R775-LUXOR-A451-ASYUT-KATAB-B12-EL DABA-SITIA	FL390 only
India to Eastern Africa	MUMBAI-A451-ANGAL-ODAKA-ADEN-B535-DJIBOUTI	FL260 only
Gulf to Africa	a) HAIMA-B400-MARMUL-B535-SALALAH-RIYAN-ADEN-G651-HARGEISA or b) HAIMA-B400-MARMUL-BOSKI-ODAKA-ALULA	a)FL310 only b) FL350 only Note: For details from departure AD to Haima, see State AIP SUPS and NOTAMS.
Gulf to Iran and Eastern Europe	SHARJAH-A418-PAPAR-SHIRAZ-R659-ESFAHAN-TEHRAN-R660-RASHT-G670-LALDA-BAKU	F280 only
Pakistan to Gulf	KARACHI-G787W-PARET-SIDKA-G787-SEEB	FL260 only Note: See State AIP SUPS and NOTAMS for details to destination AD.
Mumbai to Gulf	MUMBAI-R219W-SUGID-MAROB-B415-SEEB	FL310 only Note: See State AIP SUPS and NOTAMS for details to destination AD.
Maldives to Gulf	MALE-R456-DONSA-DCT ALAMA-B416-SUR-IZKI-G462-ABU DHABI-PIMAL-B418-KING FAHD	FL280 only Note: See State AIP SUPS and NOTAMS for details to destination AD.
Southern India and Pakistan to Eastern Europe	TASOP-B210-CHOR-NAWABSHAH-B466-GASIR-G452-ZAHEDAN-G775-BIRJAND-MASHAD-ASHGABAT	FL 280 or below if proceeding beyond Ashgabat
2. Eastbound traffic flows
Europe to Asia via PYANDZH V848	PYANDZH-V848-JALAL-V876-LAJAK-BANNU-DERA ISMAIL KHAN	FL370 only
Europe to Asia via AFGAN V838	BAKU-AFGAN-V838-ZHOB-TIGER-NEW DELHI	FL370 not to be flight planned
Europe to Asia via ERZURUM	ERZURUM-R660-TABRIZ-RASHT-TEHRAN-G208-ANARAK-ZAHEDAN-G452-GASIR-B466-NAWABSHAH-B210-CHOR-TASOP
Europe to Asia via ELAZIG	ELAZIG-VG8-SIIRT-UROMIYEH-G208-ZANJAN-R654-SAVEH-ESFAHAN-YAZD-KERMAN-NABOD-PANJGUR-G208E-DOSTI-KARACHI
Europe to Asia via MUT	MUT-B15-VESAR-UL619-NIKAS-R785-BANIAS-KARIATAIN-TURAIF-DCT TOTAD-R219-PATOT-RATUN-SHARJAH-MERMO-MAROB-MUMBAI
Europe to Asia via RODOS	RODOS-UG18-APLON-UG183-KAROL-PASOS-EL ARISH-TABA-A411-NUWEIBA-SHARM EL SHEIKH-PASAM-WEJH-B418-MADINAH-DAFINAH-KURAL-UL300-LOTOS-UN569-ETUKO-KIBIT-B457-BELGAUM
Europe to Asia via SITIA	SITIA-UL607-EL DABA-B12-KATAB-A451-ASYUT-LUXOR-R775-JEDDAH-UL425-MALIK-AL BAHA-BISHA-SULAYEL-HAIMA-DONSA-TRIVANDRUM	FL370/FL410 only
Europe to Southern and Eastern Africa via SITIA	SITIA-UL607-EL DABA-B12-KATAB-A451-ASYUT-LUXOR-R775-JEDDAH -DANAK-B413-HODEIDAH-TAIZ-R777-TORBA-DCT HARGEISA	FL370/FL410 only
Eastern Europe to South Asia via BAKU	BAKU-B143G-ULDUZ-R794-NOSHAHR-W12-TEHRAN- G208-ANARAK-ZAHEDAN-G452-GASIR-B466-NAWABSHAH-B210-CHOR-TASOP	Not above FL290
Eastern Europe to Pakistan and Southern India via ASHGABAT	AHSGABAT-G775-MASHAD-ZAHEDAN-BIRJAND-G775-ZAHEDAN-G452-GASIR-B466-NAWABSHAH-B210-CHOR-TASOP	Not above FL290
Eastern Europe to Gulf	BAKU-B143G-ULDUZ-R794-NOSHAHR-W12-TEHRAN-R659-ESFAHAN-SHIRAZ-A418-PAPAR-SHARJAH	Note: See State AIP SUPS and NOTAMS for details to destination AD.
Gulf to Pakistan	SEEB-G787-SIDKA-G787E-LATEM-KARACHI	FL270 only
Gulf to Maldives	ALAMA-DCT-DONSA-R456-MALE	FL290 only Note: see State AIP SUPS and NOTAMS for details from dep AD to ALAMA
Africa to Gulf	a) HARGEISA-G651-ADEN-B535-RIYAN-SALALAH-MARMUL-B400-HAIMA or b) ALULA-B400-ODAKA-BOSKI-MARMUL-HAIMA	Note: See State AIP SUPS and NOTAMS for details from HAIMA to destination AD.
Eastern Africa to India	DJIBOUTI-B535-ADEN-A451-ODAKA-ANGAL-MUMBAI	FL270 only

Annex 4

Frequencies to be used

1. VHF Y2K TIBA Frequencies 128.950 MHz

2. High Frequency (HF) Aeronautical Mobile Service (AMS)

Network	Frequency (kHz)	Station	Remarks
MWARA
MID 1	2992 5667 8918 13312	Aden Bahrain Jeddah Ryian Sana’a Tehran	Jeddah also has 11300
MID 2	3467 5658 10018 13288	Kabul Tehran Muscat	Muscat when required
AFI 3	3467 5517 5658 11300 13288 17961 7595 6625	Aden Cairo Jeddah Ryian Sana"a	Frequencies 7595 kHz and 6625 kHz are RDARA frequencies

ANNEX 5

CNS Systems Failure Contingency Planning:

Ground to Ground Communications

AFTN

AFTN Tributary COM Centres

Alternative links for AFTN Tributary COM Centres shall be determined by the concerned State and reflected in its national Y2K contingency plan or in letters of agreement.

Each AFTN Tributary COM Centre should have a stand-alone AFTN terminal to allow basic AFTN communications to be re-established to the main AFTN COM Centre serving that station.

In the event of failure of an AFTN Tributary COM Centre connected to a main AFTN COM centre, normal outage procedures will initially apply.

In the event of a prolonged outage, the following alternatives should be considered:

a) Stand-alone AFTN terminal

b) Fax or IDD voice

c) Telex

d) SITA Network .

e) Satphone link - data: Inmarsat

- voice: Inmarsat and/or Iridium

f) HF air-ground voice channel (for ground/ground communication)

g) E-Mail

Phone (including Satphone), Fax and Telex numbers for AFTN Tributary COM Centres and the main AFTN COM centre must be exchanged in advance. SITA and E-mail addresses must be advised where these facilities are available.

AFTN Main COM Centres

AFTN Main COM Centres may suffer a degradation of the following facilities as a result of the Y2K roll-over:

Automatic Message Switching Systems (AMSS)

Telecommunication links

In the event of unavailability of AMSS, the following alternatives should be considered:

a) A stand alone Y2K compliant MSS with AFTN terminal

b) Fax or IDD voice (limited to handle essential operational messages)

c) Telex (limited to handle essential operational messages)

d) SITA Network .

e) Satphone link - data: Inmarsat

- voice: Inmarsat and/or Iridium

f) E-Mail

In the event of failure of the main telecommunication links, the following alternatives should be considered:

a) Normal alternate routing as specified in the MID routing directory (In case of the absence of normal alternate routing, any available alternative route should be used).

b) Satphone link - data: Inmarsat

- voice: Inmarsat and/or Iridium

c) Fax or IDD voice (limited to handle essential operational messages)

d) Telex (limited to handle essential operational message)

e) SITA Network

f) HF air-ground voice channel (for ground-ground communication to exchange essential operational messages)

g) E-Mail

In the event of unavailability of any alternate routing, the messages can be transmitted directly from the originating Centre to the destination Centre using the adequate alternate means of communications from the list above.

In the event of failure of a Main AFTN COM Centres equipment, the adjacent centres should:

i) relay transit traffic via alternate routing

ii) destination traffic to the failed centre should be stored until restoration of the services. Essential operational messages shall be transmitted through any other acceptable means of handling the messages.

Inter-Regional Entry-Exit Points

There are three interfaces to the MID Region

- interface A ( MID - EUR )

- interface B ( MID - AFI )

- interface C ( MID - ASIA/PAC )

1- INTERFACE (A) MID - EUR

The ANP entry/exit points between the Middle East and Europe are Cairo, Beirut and Kuwait. The main circuits are Cairo/Athens and Beirut/Nicosia (CIDIN links). They are supported by Bahrain/Nicosia CIDIN link, Kuwait/Rome and Jeddah/Nicosia AFTN circuits.

- In the event of failure of Cairo/Athens traffic to Europe should be routed via Beirut/Nicosia and vice versa.

- In the event of failures of both Cairo/Athens and Beirut/Nicosia, traffic should be routed via Bahrain/Nicosia, Kuwait/Rome and Jeddah/Nicosia AFTN circuits.

2- INTERFACE (B) MID - AFI

The ANP Entry/Exit points Cairo/Nairobi, Cairo/Tunis and Jeddah/Addis-Ababa shall be used for normal routing.

- In the event of failure of Cairo/Nairobi and/or Cairo/Tunis traffic should be routed via Jeddah/Addis-Ababa Entry/Exit point and vice-versa.

- This interface should also be supported by the EUR gateways Entry/Exit points with the northern periphery of the AFI region (Rome, Paris and Madrid) to disseminate traffic to D, F, and G areas according to the proposal agreed by the AFSG/2 (Paris 19-23 April 1999)

- SITA Network should play an active part in supporting traffic routing to the AFI region.

3- INTERFACE (C) MID-ASIA/PAC

The ANP Entry/Exit points: Bahrain/Singapore, Kuwait/Karachi and Muscat/Mumbai shall be used for normal routing. They are supported by Muscat/Singapore

- In the event of failure of one of these points, the other points should support alternate routing to ASIA/PAC.

Traffic Handling

In critical situations contingency measures and constraints need to be imposed and traffic handling strategy must be developed to avoid impact of traffic volumes taking into account the increased risk of multiple failures during the Y2K contingency period, and aiming at ensuring continuity of air traffic services operations under normal or close to normal circumstances.

Procedures hereafter also aims to prepare for the activation of the contingency plan of AFTN network in the MID region at least 6 hours before the UTC critical time and retained till the time the RY2K-CU takes the suitable decision.

1- ATS Messages

a) States, airspace users and other organizations mandated to carry-out airlines tasks shall submit flight plans in accordance with the provisions of Annex 7 of this plan.

b) Repetitive Flight Plans (RPLs/Bulk Stored) will not be accepted during the time that the contingency plan is activated.

c) Collective address may be used. However should system failures which would pose problems in manual processing of call address occur, the State concerned should issue a NOTAM terminating the call address in its area of responsibility.

2- MET Messages:

Starting from time 1800 UTC of date 31-12-1999, OPMET data exchange shall be limited to information supporting aircraft operations and needed for flight safety: SIGMET, TAF AMD, Volcanic Ash Advisory, Tropical Cyclone Advisory, Special AIREP, METAR, SPECI and TAF

b) Collective address may be used. However should system failures which would pose problems in manual processing of call address occur, the State concerned should issue a NOTAM terminating the call address in its area of responsibility.

3- AIS Messages:

a) Only messages with immediate effect declaring status of aeronautical facilities and airports shall be permitted.

c) Updating procedures either nationally or internationally shall be ceased.

4- AOA Messages:

Aircraft operating agencies and organizations mandated for airlines tasks shall assist ICAO and States to activate their contingency plans during the critical dates and limit their use of the AFTN network to messages of immediate concern to aircraft in flight or about to depart.

Direct Speech Circuits

In the event of failure of the existing ATS direct speech circuits the following alternate communication systems between ATS units should be used in the following order of priority depending on availability of the services:

1. International Direct Dialing (IDD)

Satellite based communications systems: Inmarsat and/or Iridium

AFTN (by AFTN messages)

4. HF air-ground channels (for ground-ground communications)

Note:

i) HF air-ground may only be suitable as an alternative means in areas of low traffic which will not cause congestion to the air-ground communications.

ii) Frequency synthesized HF SSB transceivers (e.g. 150 watt portable transceiver) should be provided as a standby in case of failure of existing HF stations or links, where available.

Air-Ground Communication

Alternative systems identified for air-ground communication to support this plan are as follows depending on availability of the services:

1. Stand alone VHF

2. HF (as the en route primary alternate means including phone-patch service)

3. Frequency synthesised VHF transceivers (as the terminal area primary alternate means)

4. Satphone voice (correct satphones numbers of ACCs must be promulgated in advance): Inmarsat

5. ACARS (only for emergency messages and alerting service communications)

Note:

i) The requirement for air-ground communication is expected to be partially met by the use of the existing HF air-ground network.

ii) As the link provided to connect transmitters and receivers to the station may be affected by Y2K problems, consideration should be given to the use of all alternate means to secure the continuity of the link.

Where appropriate, States should ensure that aeronautical stations have common HF air-ground frequencies and modes of operation. Preference should be given to SSB to allow for the possibility of utilising aircraft for relaying information

(Airlines need SITA addresses for messages referred to in 5).

Navigation/Surveillance

In the implementation of this contingency plan, the following matters should be taken into account:

i) Remote monitoring and control of navaids may be affected by Y2K roll-over

ii) Surveillance failures planning should cover either the loss of radar facility itself or the loss of the data as presented to controllers at the ATS centres.

Precision approaches will be affected by failure of any of the approach, runway exit and holding position lights, that are mandatory for such approaches. In addition, RVR measuring equipment need to be serviceable for Cat II / III ILS.

GPS satellites have been certified as Y2K compliant.

Other Requirements

Contingency plans for communication services should be prepared for activation at least 6 hours before the UTC critical time as stated in Annex 1 to the Middle East Y2K Contingency Plan and activated as soon as possible after a Y2K related failure occurs.

Testing of contingency communication systems should be regularly made in the lead up to and during the critical period because of the possible effects of sunspot cycle 23.

Y2K failure status should be included in VOLMET and ATIS broadcasts where feasible.

If automated recording of contingency communications is not feasible, a written log or other recording system such as self-contained voice recorders, should be provided to enable a log of traffic to be maintained.

SITA to confirm information to States on the Y2K status of their services and the capability to provide alternative means of communications to support AFTN links.

Implementation

States should coordinate with concerned agencies/service providers and take urgent action to implement the provisions of this Annex.

Annex 6

Flight Planning Requirements

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 OEJD OJAC OSTT’. (Remarks/ aircraft will be operating on contingency routes in Jeddah, Amman and Damascus FIRs).

Airline operators shall familiarize themselves with the Regional Y2K Contingency Plan as well as Y2K Contingency Plans of States and the activation times. The activation times, contingency routes and level restrictions for each FIR in the MID region will be published in State AIP Supplements.

For aircraft intending to operate within an FIR during a period when the contingency plan is activated, operators shall ensure that the flight is planned to be established on the designated contingency routes, and to be complying with any level restrictions, prior to the contingency plan activation time for that FIR. The aircraft shall then continue in accordance with the contingency plan requirements for the remainder of the flight within contingency airspace.

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 individual flight plans in accordance with the contingency flight planning procedures.

Plans for all flights which will operate within any of the following FIRs between 1800 UTC on 31 December 1999 and 0400 UTC on 1 January 2000:

Amman, Baghdad, Bahrain, Beirut, Cairo, Damascus, Emirates, Jeddah, Kabul, Kuwait, Muscat, Sana’a, Tehran, and Tel Aviv

shall be submitted no later than 1400 UTC on 31 December 1999.

Should changes to a flight plan submitted in accordance with these requirements be necessary, operators should, where possible, submit notification of these changes at least 4 hours prior to EOBT. If system failures requiring a continuation of the submission of flight plans in advance of normal requirements, individual States should issue NOTAMs requiring submission of flight plans 4 hours prior to EOBT.

Operators should be encouraged not to schedule arrivals and departures during the period from 15 minutes prior to local midnight to 30 minutes after local midnight.

ANNEX 7

Common AIP Supplement for Y2K Contingency Plan Activation

AIP SUPPLEMENT

IMPLEMENTATION OF Y2K ATS CONTINGENCY PLAN

1. Introduction

1.1 The International Civil Aviation Organisation (ICAO), International Air Transport Association (IATA) and Middle East States have developed a Regional Y2K contingency plan. The plan is intended to ensure that air traffic operations will continue if air traffic services are significantly degraded by system failures attributable to Year 2000 date rollover problems. States within the Middle East region have developed national Y2K contingency plans for operations within their own FIRs which are consistent with the Regional plan as well as harmonising with adjacent States.

1.2 The purpose of this AIP SUPPLEMENT is to detail the operational procedures that support the Y2K ATS contingency plan for the [insert name] FIR.

2. Effective Date

2.1 The requirements and procedures detailed in this Supplement will become effective at 1800 UTC on 31 December 1999. Aircraft planned to be entering or enroute within the [insert name] FIR after this time must flight plan to be established on designated contingency routes prior to 1800 UTC.

3. Definitions

3.1 For the purposes of this AIP SUPPLEMENT the following definitions are detailed:

Y2K date rollover: The change in date from 31 Dec 99 to 01 Jan 00 which has been identified as critical for computer systems that may not recognise a two digit date ‘00’ as valid.

Y2K critical time period: The period starting 2359 31 Dec 99 local, through 0001 01 Jan 00 UTC.

Activated Contingency Zone: A defined regional area consisting of a number of specified FIRs which will activate Y2K contingency procedures at an agreed common time reference UTC.

Regional Y2K Coordination Unit (RY2K-CU): A coordination unit established at Cairo for the purpose of obtaining and analysing status reports of ATM systems within the Middle East Region, and the dissemination and coordination of relevant information to regionally based NY2K-ATMCs, other RY2K-CUs and interested organisations/authorities.

National Y2K Air Traffic Management Centre (NY2K-ATMC): A coordination centre established at [insert location] for the purpose of obtaining status reports for dissemination of relevant information to the RY2K-CU and other interested organisations and authorities in a timely manner. In addition the NY2K-ATMC will use the information obtained for analysis, dissemination and coordination with national ATS units as required.

Contingency Routes : Published routes to be used by flights operating within activated contingency zones.

4. Contingency Route Structure

To ensure safety of flight and to minimise disruptions to flight operations as the result of Y2K degraded air traffic services, a contingency route structure has been developed to be used within the [insert name] FIR. The route structure for domestic flights is detailed at Annex A. The route structure for international flights is detailed at Annex B.

Aircraft on long-haul international flights and special operations (e.g. SAR, State aircraft etc), shall be afforded priority for levels at FL310 and above. For flight planning purposes, domestic and regional operators should plan on the basis that FL310 and above may not be available.
Long haul flights departing from or proceeding to airports in the Middle East Region which do not lie on one of the contingency routes specified in this plan, should plan in accordance with the requirements for domestic and inter-regional flights to or from the closest point on the appropriate contingency route.

[Note: Where required, States should publish, as an additional annex to this AIP SUP, a table showing these procedures for specific airports and routes.]

5. Flight Planning Requirements

5.1 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 OEJD OJAC OSTT’. (Remarks/ aircraft will be operating on contingency routes in Jeddah, Amman and Damascus FIRs).

5.2 For aircraft intending to operate within the [insert name] FIR during a period when the contingency plan is activated, operators shall ensure that the flight is planned to be established on the designated contingency routes, and to be complying with any level restrictions, prior to the contingency plan activation time for that FIR. The aircraft shall then continue in accordance with the contingency plan requirements for the remainder of the flight within contingency airspace.

5.3 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 individual flight plans in accordance with the contingency flight planning procedures.

5.4 Plans for all flights which will operate within the [insert name] FIR between 1800 UTC on 31 December 1999 and 0400 UTC on 1 January 2000 shall be submitted no later than 1400 UTC on 31 December 1999.

5.5 Should changes to a flight plan submitted in accordance with these requirements be necessary, operators should, where possible, submit notification of these changes at least 4 hours prior to EOBT.

5.6 Operators are encouraged not to schedule arrivals and departures for airports within the [insert name] FIR between [insert appropriate UTC times to cover the period from 15 minutes prior to local midnight to 30 minutes after local midnight].

6. Contingency ATM Procedures

6.1 Airspace Classifications. If control services become unavailable, airspace classifications will remain unchanged. [Insert here any changes to domestic airspace including terminal areas that may be required by individual States].

6.2 Air Traffic Services (ATS). ATS including ATC, may be degraded, particularly with regard to communication. Where a service is not available, a NOTAM will be issued providing the relevant information, including an expected date and time of restoration. As far as practicable, ATS will continue to provide a limited flight monitoring and alerting service.

7. Degradation of Communications – Pilot Radio Procedures

7.1 When operating within an activated contingency zone, pilots should use normal radio communications procedures where ATS services are available. If possible, pilots should also continuously monitor the Y2K TIBA (traffic information broadcasts by aircraft) frequency of 128.95 MHz.

7.2 If communications are lost unexpectedly on the normal ATS frequency, pilots should try the next applicable frequency, e.g. if en-route is lost then try the next appropriate frequency, that is, the next normal handover frequency.

7.3 If communications are not restored immediately with an ATS unit, pilots should adopt Y2K TIBA procedures as specified in this Supplement. Pilots should then make further attempts to contact ATS.

[Additional procedures specific to individual States e.g. for flights entering/leaving controlled airspace, should be inserted here].

8. Y2K TIBA Procedures

8.1 Special procedures have been developed for pilot use in active contingency zones if communications are significantly degraded or unavailable. These procedures will enable traffic information broadcasts by aircraft (TIBA) to be made as well as providing collision hazard information. When aircraft will enter designated airspace in which it is known in advance that normal communication is not available, pilots should maintain a listening watch on the Y2K TIBA frequency 10 minutes prior to entering that airspace.

8.2 Times of Broadcast. When a loss of normal communications requires Y2K TIBA procedures to be implemented, pilots shall make broadcasts in English on 128.95 MHz as follows:

At the time the loss of normal communications is recognised, in accordance with the procedure detailed at paragraphs 7.1-7.3 above;

10 minutes before entering a designated airspace when it is known in advance that normal communications will not be available within that airspace or, for a pilot taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as appropriate after take-off;

10 minutes prior to crossing a reporting point;

10 minutes prior to crossing or joining an ATS route;

at 20-minute intervals between distant reporting points;

2 to 5 minutes, where possible, before a change in flight level;

at the time of a change in flight level; and

at any other time considered necessary by the pilot.

Note: Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.

8.3 Broadcast Format. Y2K TIBA broadcasts should be made using the following phraseology:

a) For other than those indicating changes in flight level:

ALL STATIONS (call sign) FLIGHT LEVEL (number) [or CLIMBING TO FLIGHT LEVEL (number)] (direction) (ATS route) [or DIRECT FROM (position) TO (position) POSITION] (position) AT (time) ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time) (call sign) FLIGHT LEVEL (number) (direction)

Example: "ALL STATIONS WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND B587 POSITION 80MILES SOUTH EAST OF OPABA AT 2358 ESTIMATING OPABA AT 0009 WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND OUT"

Note: For broadcasts made when the aircraft is not near an ATS significant point, the position should be given as accurately as possible and in any case to the nearest 30 minutes of latitude and longitude.

b) Before a change in flight level:

ALL STATIONS (call sign) (direction) (ATS route) [or DIRECT FROM (position) TO (position)] LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time)

c) At the time of a change in flight level:

ALL STATIONS (call sign) (direction) (ATS route) [or DIRECT FROM (position) TO (position)] LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)

followed by:

ALL STATIONS (call sign) MAINTAINING FLIGHT LEVEL (number)

d) When reporting a temporary flight level change to avoid an imminent collision risk:

ALL STATIONS (call sign) LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)

followed as soon as practicable by:

ALL STATIONS (call sign) RETURNING TO FLIGHT LEVEL (number) NOW

8.4 Y2K TIBA broadcasts should not be acknowledged unless a potential collision risk is perceived.

8.5 Cruising level changes. Cruising level changes should not be made within the designated airspace, unless considered necessary by pilots to avoid traffic conflicts, for weather avoidance or for other valid operational reasons.

8.6 When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual detection of the aircraft should be displayed while changing levels.

8.7 Collision avoidance. If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk, and this cannot be achieved in accordance with the right-of-way provisions of ICAO Annex 2, the pilot should:

unless an alternative manoeuvre appears more appropriate, immediately descend 150 m (500 ft), or 300 m (1 000 ft) if above FL 290 in an area where a vertical separation minimum of 600 m (2 000 ft) is applied;

display all available aircraft lighting which would improve the visual detection of the aircraft;

as soon as possible, reply to the broadcast advising action being taken;

notify the action taken on the appropriate ATS frequency; and

as soon as practicable, resume normal flight level, notifying the action on the appropriate ATS frequency.

8.8 Operation of Transponders. When implementing Y2K TIBA procedures, pilots shall operate aircraft transponders on Modes A and C at all times. In the absence of alternative instructions from the appropriate ATS unit, aircraft not assigned a discrete code should squawk code 2000.

8.9 Operation of TCAS. Unless otherwise directed by an appropriate authority, pilots of TCAS equipped aircraft should operate TCAS in TA/RA Mode at maximum range setting during the cruise phase of flight and at a range setting appropriate to the traffic situation when in the departure or terminal phases of flight.

9. Special Operations

9.1 Specific aircraft may need to be involved in special operations during the period when a FIR is an activated contingency zone. These aircraft may therefore be unable to utilise the contingency route structure for a significant period of their flights. Aircraft that will be classified as special operations are as follows:

Special operations of State aircraft

Aircraft in emergency situations or operating with significant reduction in operating efficiency

Mercy flights and aircraft engaged in search and rescue, medical evacuation, and coastal surveillance operations.

10. Alternate Communications

10.1 Full aeronautical radio and control services shall be provided where possible to aircraft. Where these services become unavailable during the critical period, pilots should contact contingency frequencies for control and/or flight monitoring services. Available frequencies are listed at Annex C. [Modify or delete as required to reflect the services able to be provided]

11. Cancellation

11.1 The requirements and procedures detailed in this AIP Supplement will remain current from the implementation time, as detailed in paragraph 2.1 above, until cancelled by NOTAM.

ANNEX 8

The Regional Y2K Co-ordination Unit

Location

The Regional Y2K Co-ordination Unit for the MID Region will be located in Cairo, Arab Republic of Egypt, at the Cairo Air Navigation Centre (CANC).

Role and functions

The functions of the RY2K-CU shall be as follows:

To facilitate flight safety in the event air traffic services and/or systems fail as a result of a Y2K related problem. The role of the RY2K-CU will be to monitor the activities related to Y2K from a strategic perspective. There will be no tactical control. The RY2K-CU will keep a regional overview of what has occurred, is occurring and will occur during the transition from 1999 to 2000.

To facilitate continuity of ATS regionally and inter-regionally by co-ordinating as required with other regions, service providers and user groups.

To collect, collate and analyse information on the status of Y2K rollover failures affecting States.

To co-ordinate with adjacent RY2K-CUs in relation to the implementation of contingency measures.

To assist with co-ordination between States of the region if direct state to State communication is not available or ineffective.

To co-ordinate the de-activation of contingency measures for traffic flows which extend beyond the area of responsibility of one State.

To assess and share lessons learned.

To liaise with the GY2K-CU for promulgation of harmonised public relations information.

Staffing

The RY2K-CU shall be staffed on a 24 hour basis from 1000 UTC on 31 December 1999. Staff planning shall assume that the unit may have to operate on a continuous basis for several days.

Facilities required for the RY2K-CU should remain place until 29 February 2000, to allow for possible activation of the contingency plan as a result of Y2K failure occurring at some time after 1 January 2000.

The staffing requirements for each shift shall be:

1 shift supervisor (provided by States)

2 ATS experts (provided by States)

1 COM operator (provided by ECAA)

1 ICAO representative

IATA representative (to be co-ordinated with ICAO R.O.)

1 communications engineer on call (provided by ECAA)

The RY2K-CU will operate on 3 shifts per day, as follows:

Shift 1 0500Z – 1300Z

Shift 2 1300Z – 2100Z

Shift 3 2100Z – 0500Z

Staff assigned to the RY2K-CU who are not resident in Cairo shall be available in Cairo from 0900 local time on 29 December 1999, for familiarization with the RY2K-CU equipment and procedures.

Communications Requirements

The RY2K-CU will be provided with a wide range of communications facilities for contact with other RY2K-CUs, State NY2K-ATMCs, IATA, and the GY2K-CU. These facilities should include facsimile, telephones (IDD and mobile), SITA, telex, E-mail, and satellite based communications, both Iridium and INMARSAT

Documentation Requirements

The following documentation shall be available in the RY2K-CU:

copies of the MID regional Y2K contingency plan, and all agreed national Y2K contingency plans for the MID region;

copies of State AIPs;

copies of Operational Letters of Agreement between adjoining States;

charts displaying all contingency routes as well as approved ATS routes throughout the region;

charts displaying communications facilities with theoretical ranges and their availability at the relevant ACCs; and

details of navaid facilities situation within FIRs.

Lines of Communication

Lines of communication shall include the following:

RY2K-CU communicates with:

The GY2K-CU

Other RY2K-CUs

NY2K-ATMCs of the Region

Airline Operational Centres (AOCs) on international issues

A NY2K-ATMC communicates with:

The RY2K-CU;

Own-State AOCs

Own-State ATS Units

Adjacent NY2K-ATMCs when required for coordination purposes

Preferred points of contact within the RY2K-CU for specific operational problems and appropriate lines of communication in preferred order of priority (means of communication, contact numbers, addressing) shall be documented and distributed to other RY2K-CUs, Regional NY2K-ATMCs, and other relevant organizations.

Y2K Event Reporting and Monitoring

Y2K event reporting by the RY2K-CU and NY2K-ATMCs shall be consistent with established operational practices and conventions wherever possible. Care should be exercised to avoid information overload; misinformation; and conflicting information from multiple sources. Additional reporting layers shall be avoided.

The primary reporting duty of the RY2K-CU and NY2K-ATMCs shall be to carry out prescribed Y2K monitoring tasks and to summarize known significant deviations from normal operational status, in the form of a common format Regional Status Report.

The primary method of notification of loss of particular facilities shall continue to be by NOTAM. The RY2K-CU and NY2K-ATMC shall be addressees of any NOTAMs issued by ATS Units within their area of responsibility.

In the event that a State loses the capability to disseminate NOTAMs, the RY2K-CU shall coordinate the transfer of that function to another authority, and ensure that is reflected in a status report. NY2K-ATMCs shall perform a similar role on behalf of ATC Units within their own area of responsibility. Responsibility for origination of the NOTAMs shall remain with the State concerned.

Checks to be Performed by Specific Units

Within fifteen (15) minutes immediately following local midnight and UTC midnight 31 December 1999, the following facilities checks shall be conducted:

[Note: This represents the minimum checks which must be performed to meet reporting requirements. States may perform more comprehensive checks for their own purposes.]

Aerodrome control units:

Confirm operating status of power sources (normal/standby/partial/none) and environmental control systems

Check availability of ground-ground voice coordination with the main ATC centre for the FIR

Exchange AFTN test messages with the main centre

Check local air-ground voice communications for normal operation

Confirm availability of PABX, local and long distance phone communications

Test and backup communication equipment to determine availability of fallback options

Confirm normal operation of surveillance equipment, radio navaids, visual approach aids, aerodrome and movement area lighting and meteorological services

Confirm contact with NY2K-ATMC

ATC Centres controlling State FIRs:

Confirm operating status of power sources (normal/standby/partial/none) and environmental control systems

Check availability of ground-ground voice coordination with adjacent FIR main ATC centres

Exchange AFTN test messages with adjacent FIR main ATC centres

Check air-ground voice communications for normal operation

Confirm availability of PABX, local and long distance phone communications

Test and backup communication equipment to determine availability of fallback options

Confirm normal operation of surveillance equipment, radio navaids, and meteorological services

Confirm contact with NY2K-ATMC

NY2K-ATMCs:

Confirm operating status of power sources (normal/standby/partial/none) and environmental control systems

Confirm availability of PABX, local and long distance phone communications

Test installed backup communication modes

Confirm availability of meteorological services within its area of responsibility

Confirm contact with the RY2K-CU, NY2K-ATMCs in adjacent States, and relevant AOCs

RY2K-CU:

Confirm operating status of power sources (normal/standby/partial/none) and environmental control systems

Confirm availability of PABX, local and long distance phone communications

Test installed backup communication modes

Confirm contact with the GY2K-CU, adjacent RY2K-CUs, NY2K-ATMCs within its area of responsibility and relevant AOCs

Status Reports

Immediately following the facilities checks detailed in the preceding paragraph, the following status reports shall be originated by the Units identified:

ATS Units shall forward a status report to the responsible NY2K-ATMC confirming that specified tests have been completed and summarizing any significant deviations;

Individual NY2K-ATMCs shall forward a consolidated status report covering the FIRs within their area of responsibility to the RY2K-CU and relevant AOCs;

The RY2K-CU will forward consolidated reports from the NY2K-ATMCs within its area of responsibility to all NY2K-ATMCs within its area of responsibility, relevant AOCs, adjacent RY2K-CUs and the GY2K-CU.

The RY2K-CU shall ensure that status reports have been received from all NY2K-ATMCs which have a reporting obligation within its area of responsibility and that NOTAMs issued by States are consistent with deficiencies noted in respective reports. Whenever inconsistencies arise between status reports and NOTAM information, the RY2K-CU shall liaise with the affected NY2K-ATMC to clarify the situation and ensure that all information distributed via status reports or NOTAM is correct and current.

Status reports should be completed using the common proforma provided by the ICAO Middle East Regional Office. Reports shall list only what has been surveyed by the reporting unit plus any noted degradations to facilities, and in each case the most recent time when those degradations were detected. Status reports issued by the RY2K-CU shall be a summary of NY2K-ATMC reports.

Only one all-round survey by each ATS unit and NY2K-ATMC need be conducted following each of the local and UTC midnight rollovers. Thereafter subsequent degradations shall be added to status reports and notified by NOTAM as they occur. The RY2K-CU will originate status reports hourly commencing with the first Regional local midnight rollover.



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